C20/25/30/35 L/G

C20/25/30/32C L/G
(FORD Engine Truck)

Rated Capacity : 2000 - 3500 kg

Part No. 8136113

Book No. SM 1044 (Rev 1.3)
Dec. 2016

(Head office) 215, Ojung-ro, Ojung-Gu,

Bucheon-City, Gyeonggi-do, Korea
(Factory) 73, Wanam-ro, Seongsan-gu,
Changwon-City, Gyeongnam, Korea

CONTENTS
Group SA. Safe Maintenance
Group PS. Periodic Service
Group 00. Engines (LPG FORD 2.5)
Group 01. Cooling System
Group 03. Intake and Exhaust System
Group 06. Transaxle
Group 13. Electrical System
Group 22. Wheels and Tires
Group 23. Brake / Inching System

CONTENTS
Group 25. Steering Column and Gear
Group 26. Steer Axle
Group 29. Hydraulic Pump, Sump, and Filters
Group 30. Hydraulic Control Valve/Lift Circuit
Group 32. Tilt Cylinders
Group 34. Upright
Group 38. Counterweight, Sheet Metal & Chassis
Group 40. Specifications




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SM 1044 CONTENTS
 GROUP SA

GROUP SA

SAFE MAINTENANCE

Safety ................................................................... Section 1

Lifting, Jacking, and Blocking the Truck ....... Section 2

Towing................................................................. Section 3

SM 1044 Group SA, Safe Maintenance


Section 1
Safety
Safety Signs and Messages
Safety signs and messages in this manual and on the lift
truck provide instructions and identify specific areas
where potential hazards exist and special precautions
should be taken. Be sure you know and understand the
meaning of these instructions, signs, and messages. Dam-
age to the truck, death, or serious injury to you or other
persons may result if these messages are not followed.
NOTE
This message is used when special informa-
tion, instructions or identification is re-
quired relating to procedures, equipment,
tools, pressures, capacities, and other spe-cial
data.
IMPORTANT
This message is used when special precau-
tions should be taken to ensure a correct
action or to avoid damage to, or malfunc-tion
of, the truck or a component.
! CAUTION
This message is used as a reminder of safety
hazards that can result in personal injury if
proper precautions are not taken.
! WARNING
This message is used when a hazard exists
that can result in injury or death if proper
precautions are not taken.
! DANGER
This message is used when an extreme haz-
ard exists that can result in injury or death
or serious injury if proper precautions are
not taken.
The above terms have been adopted by CLARK Material
Handling Company. The same terms may be used in dif-
ferent context in service literature supplied directly or
indirectly by vendors of truck components.
SM 1044
Group SA, Safe Maintenance
Safe Maintenance Practices
The following instructions have been prepared from cur-
rent industry and government safety standards applicble to
industrial truck operation and maintenance. These recom-
mended procedures specify conditions, methods, and
accepted practices that aid in the safe maintenance of
industrial trucks. They are listed here for the reference and
safety of all workers during maintenance operations.
Carefully read and understand these instructions and the
specific maintenance procedures before attempting to do
any repair work.
When in doubt of any maintenance procedure, please con-
tact your local CLARK dealer.
1. Powered industrial trucks can become hazardous if
maintenance is neglected. Therefore, suitable
mainte-nance facilities, trained personnel, and proce-
dures must be provided.
2. Maintenance and inspection of all powered industrial
trucks shall be done in conformance with the manu-
facturer’s recommendations.
3. A scheduled planned maintenance, lubrication, and
inspection program shall be followed.
4. Only trained and authorized personnel shall be per-
mit-ted to maintain, repair, adjust, and inspect indus-
trial trucks. Work should be performed in accordance
with the manufacturer’s specifications.
5. Properly ventilate work area, vent exhaust fumes,
and keep shop clean and floor dry.
6. Avoid fire hazards and have fire protection equip-
ment present in the work area. Do not use an open
flame to check for level or leakage of fuel, electro-
lyte, oil, or coolant. Do not use open pans of fuel or
flammable cleaning fluids for cleaning parts.
7. Before starting work on truck:
a. Raise drive wheels off of floor and use blocks or
other positive truck positioning devices.
b. Disconnect battery before working on the electri-
cal system.
8. Before working on engine fuel system of LP gas
truck, be sure the shut-off valve of LPG tank is
closed.
Safety • SA-1-1

9. Operation of the truck to check performance must be
conducted in an authorized, safe, clear area.
10. Before starting to drive truck:
a. Be in operating position.
b. Be sure parking brake is engaged.
c. Put direction control in neutral.
d. Start engine.
e. Check functioning of direction and speed con-
trols, steering, brakes, warning devices, and any
load handling attachments.
11. Before leaving truck
a. Stop truck.
b. Put directional control in neutral.
c. Apply the parking brake.
d. Stop the engine by turning off the ignition circuit.
e. Put blocks at the wheels if truck is on an incline.
12. Brakes, steering mechanisms, control mechanisms,
warning devices, lights, governors, guards, safety
devices, and frame members must be carefully and
regularly inspected and maintained in a safe operat-
ing condition.
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten-
tion to ensure that maintenance preserves the origi-
nal, approved, safe-operating features.
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be
given in the case of a leak in the fuel system. Action
Group SA, Safe Maintenance
19. Modifications and additions that affect capacity and
safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
operation and maintenance instruction plates, tags, or
decals must be changed accordingly. This is an
OSHA requirement.
20. Care must be taken to assure that all replacement
parts, including tires, are interchangeable with the
original parts and of a quality at least equal to that
provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
dures. Always use genuine CLARK or CLARK-
approved parts.
21. Use special care when removing heavy components
from the truck, such as counterweight, seat deck,
upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
Also, this removal may upset the stability of the
truck. The frame must always be safely blocked for
major component removal.
NOTE
You should also be familiar with additional
operating and maintenance safety instruc-
tions contained in the following publica-
tions:
ANSI / ITSDF B56.1: Safety Standard for Low Lift
and High Lift 

 
  


must be taken to prevent the use of the truck until the 
leak has been corrected.
NFPA 505: Fire Safety Standard for Powered Indus-trial
15. The truck manufacturer’s capacity, operation, and Trucks: Type Designations, Areas of Use, Mainte-nance
maintenance instruction plates, tags, or decals must and Operation. Available from: National Fire Protection
be maintained in legible condition. Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
16. Batteries, motors, controllers, limit switches, protec- General Industrial Standards, OSHA 2206: OSHA Safety
tive devices, electrical conductors, and connections and Health Standards (29 CFR 1910), Subpart N-Mater
must be inspected and maintained in conformance als Handling and Storage, Section 1910.178 Powered
with good practice. Special attention must be paid to Industrial Trucks. For sale by: Superintendent of Docu-
the condition of electrical insulation. ments, U.S. Government Printing Office, Washington,
17. To avoid injury to personnel or damage to the equip- DC 20402.
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.

SM 1044 Safety • SA-1-2

 Group SA, Safe Maintenance

Section 2

Lifting, Jacking, and Blocking the Truck

! WARNING
Lifting or jacking any large piece of equipment such as your fork truck presents obvious haz-
ards. It must be done with great care and forethought. Consult the truck weight tabulations
in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.

SM 1044 Lifting, Jacking, and Blocking the Truck • SA-2-1

 Group SA, Safe Maintenance

Safe Parking Raising Drive Wheels Off Floor

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

Lifting, Blocking, and Jacking Points

 
Use the following illustration to locate general lifting, 
blocking, and jacking points on the truck. Read the proce-
dures for raising, blocking, or jacking specific compo-
nents of the truck to make sure you understand the correct, %
safe procedures

5. Tilt upright fully forward. This raises the drive

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

   !  

 
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! WARNING
Do not attempt to lift the truck by the over-
head guard or the counterweight. Severe
injury may result and the truck can be dam-
aged.

SM 1044 Lifting, Jacking, and Blocking the Truck • SA-2-2

 Group SA, Safe Maintenance

6. Insert blocking under the frame behind the drive 3. To raise the front of the truck using the upright,
wheels or slip wheel cradles under the drive wheels. spread two chains on the outer rail tiebar of the
If using blocking, check for safe clearance between upright.
drive wheels and floor and blocks.

Place
chains
here

Rag

NOTE
When forks are raised as in illustration
above, use shop rags, paper, or bright tape on
fork tips to signal the danger of tripping.

7. Check for stable condition of the truck. Be sure that ! WARNING

the blocks are located securely under the truck frame Chain and hoist used to lift truck should be
before operating the drive or working on truck. checked to make sure they are of safe lifting
8. Lower the drive wheels to the floor and remove the capacity. See the truck data plate for infor-
blocks by reversing the above procedure. mation.

4. Slowly lift truck and lower drive wheels onto the cra-
dles or place blocking under frame prop points.
Raising Truck with A Hoist
When suitable equipment is available, the front of the
truck may be raised by means of a hoist, with wheel cra-
dles placed under the wheels or blocking placed under the
frame.

! CAUTION
When lifting the front of the truck watch
truck for signs of lateral instability. It may
tip sideways. You may have to support or
guide the side of the truck or overhead guard
to prevent tipping.

1. Park truck safely as described in “Safe Parking.” 5. When maintenance work is completed, lower the
Block rear steer wheels. truck to the floor by reversing the lifting procedure.
Check to be sure no tools or equipment are under the
2. Check trunnion bolts to make sure they are tightened
truck or wheels.
to correct torque. Bolt torques must be 75-80 N˜m
(55-59 ft-lb).

SM 1044 Lifting, Jacking, and Blocking the Truck • SA-2-3

 Group SA, Safe Maintenance

Blocking the Upright In Raised

Position
This procedure is used to safely provide clearance for Carriage

access from the front of truck to components on or near

the drive axle. Illustrations show upright with forks
removed however, fork removal is not necessary
1. Park truck safely as described in “Safe Parking.”
Outer Rail
2. Put blocks in front of and behind drive wheels.
Inner Rail
3. Put wooden support blocks conveniently near upright
rails before raising the upright. Use two 100 x 100
mm (4 x 4 in) hardwood blocks or equal, of about
300 x 300 mm (12 in) and 600 x 600 mm (24 in)
length. Short Block

NOTE
For standard uprights, block may need
length cut to suit. For triple stage uprights, 7. Reverse the procedure to remove blocking.
the carriage may be blocked up, as shown.

4. Start engine and raise the upright carriage.
5. Hold the taller block against inner rail and lower the
upright until carriage rests on block.
Carriage
Raising Rear of Truck
The truck may be raised at the rear by jacking and block-
ing under the center of the frame member at either the
front or rear steer axle mounting, or under the center sec-
tion of the steer axle.
Refer to truck data plate for truck weights.

! WARNING
An incorrectly installed counterweight can
move or fall unexpectedly. Never lift or block
a truck using the counterweight. Failure to
Outer Rail follow procedures outlined in this manual
can result in injury or death.
Inner Rail
1. Park truck safely as described in “Safe Parking.” Put
blocks at front and rear of drive wheels.

Tall Block

6. Hold the shorter block against the outer rail and

lower the upright until inner rail rests on the block.

SM 1044 Lifting, Jacking, and Blocking the Truck • SA-2-4


2. Put a floor jack under the steer axle mounting frame
member, centered between the two wheels.
! WARNING
Never lift the truck by the counterweight.
NOTE
If there is insufficient clearance under frame
for your jack, the truck may first be driven
onto shims, such as 25 x 150 x 300 mm (1 x 6
x 12 in) pieces of board, to increase the truck
frame underclearance.
3. Raise the truck only as high as necessary to perform
the maintenance work.
4. Put blocks at both sides of the truck, fully under the
frame main side structure. Put the blocks in front of
but close to the counterweight and steer wheels for
best truck stability.
Put an equal amount of blocks under each side of the truck
to provide a level working position.
5. Lower the truck onto the blocks and remove the jack.
SM 1044
Group SA, Safe Maintenance
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
6. When maintenance work is completed, lower the rear
of truck to the floor by reversing the above procedure
and lowering each side of the truck 50 mm (2 in) at a
time:
• Put jack under frame and raise truck.
• Carefully remove blocks and lower truck.
• Remove jack and blocks from drive wheels.
Raising Entire Truck
Refer to truck data plate for truck weights.
1. Park truck safely as described in “Safe Parking.”
Lower upright fully.
2. If necessary, drive truck onto boards to increase
underclearance.
! WARNING
SIDE-TO-SIDE TIPOVER. When jacking
side of truck, be sure upright is lowered fully
and do not raise one side of the truck more
than about 50 mm (2 in) higher than the
other, to avoid tipping truck over laterally.
END-TO-END TIPOVER. If the upright and
transaxle are removed while the truck is
blocked up, the truck will tip backwards due
to the heavy counterweight. Both upright and
counterweight must be removed before
attempting to raise the truck for transaxle
removal. The back of the truck must be sup-
ported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight
is removed while the truck is up on blocks,
the weight of the upright and transaxle will
cause the truck to tip on the front blocks and
fall forward.
Lifting, Jacking, and Blocking the Truck • SA-2-5

3. Put the jack under side frame near the center of the
truck.
Jack truck
here
IMPORTANT
Be sure to put the jack squarely and fully
under the main side structure of the frame.
Do not put the jack under the outer covers
which enclose the fuel and hydraulic sump
tanks.
4. Carefully raise the truck one side at a time, only as
high as necessary to do the maintenance work and
not more than a maximum of 150 mm (6 in) total.
5. Put blocks under the side frame, at each side of the
jack. Spread the blocks close to the steer and drive
wheels for maximum stability.
6. If using one jack, lower the truck onto the blocks and
move the jack to the opposite side. Repeat the lifting
procedure.
7. Put the same size blocks under each side of the truck
so it will be level.
SM 1044
Group SA, Safe Maintenance
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
8. When maintenance work is completed, lower the
entire truck to the floor by reversing the lifting proce-
dure. Lower the truck one side at a time, while care-
fully removing the blocks. Check to be sure no tools
or equipment are under the truck or wheels.
NOTE
Depending on jack height, shims under the
tires may be needed for clearance to allow
removal of jack.
Shipping Tie-Down Instructions
1. Front of Truck
a. With Upright and Carriage Installed
• Lower the carriage fully.
• Put a tie down (e.g., chain) between the carriage
fork bars.
b. Without an Upright and Carriage Installed
• Put a chain across the truck floor plate. Protect
truck from chain damage by using covered chain
or protective material under the chain at contact
points.
2. Rear of Truck
• Attach the tie down to pocket in bottom of coun-
terweight.
Lifting, Jacking, and Blocking the Truck • SA-2-6

Section 3
Towing
If your truck is disabled but can be moved freely on its
own wheels without further damage, use the following
procedures to tow the truck safely to a repair area.
! WARNING
It is important for your safety and to the care
of your lift truck to use the proper equipment
and carefully follow these recommendations
for safe towing.
Do not tow a lift truck if there is a problem
with the brakes or tires, or if the steering
cannot be operated.
Do not tow the disabled truck up or down
ramps or steep inclines.
Do not attempt to tow the disabled truck if
traction or weather conditions are poor.
1. Be sure to apply the parking brake or block the drive
wheels on the disabled truck while working around
it.
2. When possible, raise the carriage (forks) on the dis-
abled truck 300 mm (12 in) from the floor or ground.
Secure the carriage on the upright with a chain.
3. Use a truck for towing that is of equal or larger
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction.
Direction of towing for distances of
300 meters (325 yards) or less.
Solid-metal
tow bar
Disabled truck with
driver in place to steer.
SM 1044
Group SA, Safe Maintenance
4. Check that the counterweight bolts on both trucks are
in place and properly torqued to 440-490 N˜m (325-
361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
necessary, replace these bolts only with a genuine
CLARK replacement part.
5. Use an approved, solid metal tow bar with towing
couplers that connect to the towing pins in the coun-
terweights.
NOTE
DOT-approved towing equipment is avail-
able from your CLARK dealer.
6. Release the parking brake on the towed vehicle.
Place directional control lever in neutral.
7. Tow the disabled truck backwards. An operator must
be on the disabled truck.
! CAUTION
The power steering will not operate on the
disabled truck when the engine is not run-
ning. The steering handwheel will be difficult
to turn.
8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Partial
load
Tow truck moving at 8 kilome-
ters-per-hour (5 mph) or less.
Towing • SA-3-1
 Group SA, Safe Maintenance

IMPORTANT
Do not lift the disabled truck or any wheels
! WARNING
off the floor while the truck is being towed. Always engage the parking brake when
parking a lift truck. The truck can roll and
9. Park the disabled truck in authorized areas only. cause injury or death to personnel near it.
Fully lower the forks on the floor, leave the direc-
tional control in neutral, turn the ignition switch to
OFF, and engage the parking brake. Remove the
ignition key and, when necessary, block the wheels
to prevent the truck from rolling.

LIFT TRUCK PARKING

SM 1044 Towing • SA-3-2

 GROUP PS

GROUP PS

PERIODIC SERVICE

Maintenance Schedules ............................ Section 1

The Planned Maintenance Program ....... Section 2

SM 1044 Group PS, Periodic Service

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The term “periodic service” includes all maintenance
tasks that should be performed on a regularly scheduled
basis.
The term “Planned Maintenance” indicates a formalized
program of basic inspections, adjustments, and lubrica-
tions that the CLARK service organization provides cus-
tomers at a prescribed intervals. (See page 3, in this
Section about defining service intervals). The recom-
mended basic “Planned Maintenance” procedure is given
in Section 2 of this Group.
The current Section,“Maintenance Schedules,” specifies
all maintenance tasks—including Planned Maintenance
tasks—that should be performed periodically, and sug-
gests intervals at which they should be performed.
Time intervals on the charts on the next four pages and
elsewhere in this manual relate to truck operating hours as
recorded on the hourmeter, and are based on experience
CLARK has found to be convenient and suitable under
normal operation. Standard operating condition classifica-
tions are:
Normal Operation:
• Eight-hour material handling, mostly in buildings
or in clean, open air on clean, paved surfaces.
Severe Operation:
• Prolonged operating hours or constant usage.
Extreme Operation:
• In sandy or dusty locations, such as cement plants,
lumber mills, and coal dust or stone crushing sites.
• High-temperature locations, such as steel mills and
foundries.
• Sudden temperature changes, such as constant trips
from buildings into the open air, or in refrigeration
plants.
%/=VW9X
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
Since the operating environments of lift
trucks vary widely, the above descriptions
are highly generalized and should be applied
as actual conditions dictate.

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 =,=&@&

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

API,CF

API,MORE THAN A CLASS SJ GRADE

/ /&&J=KK
 Group PS, Periodic Service

Recommended Periodic Service Schedule

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

Every 450- Every 900- Every 2000

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

SM 1044 Maintenance Schedules • PS-1-3

 Group PS, Periodic Service

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group 03 - Air Intake & Exhaust
Air filter element - replace • (Gas/LPG)
Air hoses/clamps - inspect •
Exhaust pipe/muffler - inspect •
Group 06 - Transaxle
Air vent - inspect, clean or replace on
•
standard transaxle
Axle end lube - clean/repack During brake repairs
Axle mounting bolts - inspect/tighten •
Charging pump - stall test standard
•
transaxle
Clutch pack operation - stall test standard
•
transaxle
Pressure checks •
Fluid change - drain/fill • •
Fluid filter - replace • •
Fluid level/condition - check/sample • •
Inching operation - check/test •
Oil cooler/lines - inspect •
Transaxle strainer - clean on standard
•
transaxle
Group 12 - Ignition System
Distributor cap/rotor - inspect •
Electronic ignition - test •
Ignition timing - check/adjust •
Ignition wiring - inspect •
Neutral start - check •
Parking brake interlock - check •
Spark plugs - regap/replace (FORD) • (3000 Hr)
Starter motor - inspect/test •
Starter solenoid - inspect/test •
Group 13 - Electrical System
Hourmeter - check •
Lamp check - at start-up •
Wiring harness - inspect •
Group 22 - Wheels And Tires
Wheel mounting bolts - tighten • •
Tire pressure/condition - check • •
Group 23 - Brake System
Operation - check •
Service brake - check wear •
Brake lines - check • •
Parking brake - check/adjust • •

SM 1044 Maintenance Schedules • PS-1-4

 Group PS, Periodic Service

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group 26 - Steer Axle and Lines
Operation - check •
Power steering relief pressure - check •
Steer axle mounting - inspect •
Steer wheel bearings - check •
Steer wheel bearings - lubricate/adjust •
Steering cylinder seals - check leakage •
Steering linkage - lubricate •
Group 29 - Hydraulic Pump, Sump, and Filter
Hydraulic fluid level/condition -
•
check/sample
Hydraulic fluid change - drain/fill •
Hydraulic suction screen - clean •
Hydraulic fluid filter - replace • •
Hydraulic tank breather - clean/replace •
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure -
•
test/adjust
Group 32 - Tilt Cylinders
Tilt cylinder adjustment - check/adjust •
Tilt cylinder drift - test •
Tilt cylinder mounting - check/tighten •
Tilt cylinder rod ends -
•
check/tighten/lubricate
Tilt cylinder rod/seals - check for leaks •
Group 34 - Upright, Lift Cylinder, Carriage, Forks
Operation - check •
Carriage and lift chain - lubircate •
Carriage chain condition - inspect/adjust •
Forks, latches, stop pin -
•
inspect/check wear
Lift chain condition - inspect/adjust •
Load backrest •
Upright lift cylinder downdrift-test •
Upright rollers - check •
Upright mounting bolts - tighten •

SM 1044 Maintenance Schedules • PS-1-5

 Group PS, Periodic Service

Section 2

The Planned Maintenance Program

This Section defines a set of basic service procedures, known as the “Planned
Maintenance Program”, and describes systematic approach for performing
them.

SM 1044 The Planned Maintenance Program • PS-2-1


Introduction to Planned Maintenance
A program of regular, routine inspections, lubrication, and
other service tasks is important for the long life and trou-
ble-free operation of the lift truck.
The CLARK service organization offers customers a for-
malized program—called Planned Maintenance, or PM—
for performing these tasks.
PM Intervals
The PM inspections, adjustments, and lubrications are
typically performed on each covered truck at defining
hour intervals. (See Section 1, in this Group about defin-
ing service intervals.)
The PM Form
As an aid to service technicians performing and docu-
menting PM inspections, CLARK has prepared a “Gas,
LPG Planned Maintenance Report” form. A black-and-
white copy of this form is inserted in Section 2 of this
Group.
We recommend that you use this form as a checklist and
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed
repairs and help establish the optimal PM intervals.
When you have finished the PM inspections, be sure to
give a copy of the report to the person responsible for lift
truck maintenance.
SM 1044
Group PS, Periodic Service
The Basic PM Procedures
The chart on the next page lists the basic PM tasks. The
actual PM program may be modified to meet the specific
needs of the truck application.
The procedures beginning on page 4 outline a systematic
approach to performing the PM tasks. These procedures
consist of:
• External visual checks you make as you walk
around the truck with it turned off.
• Operational checks you make while operating the
truck.
• Tests, adjustments, and lubrication you perform
with the covers removed.
! CAUTION
• Do not make repairs or adjustments unless
authorized to do so.
• Disconnect the battery ground cable (-) from
the engine or frame before working on electrical
components.
• Always wear safety glasses.
• Wear a safety (hard) hat in industrial plants
and in special areas where protection is neces-
sary or required.
• Remove all jewelry (watch, rings, bracelets,
etc.) before working on the truck.
The Planned Maintenance Program • PS-2-2

The Recommended PM Task Chart
Listed by Service Manual Group
Group PS - The Basic PM Procedures
Visual inspection
Functional performance check - test dirve
Air cleaning of truck
Lubrication, filters, and fluid levels checks
Critical fasteners torque check
Group 00 - Engine
Exhaust smoke (blue-oil ; black-fuel)
Idle RPM - check/adjust
Max no-load gov’d RPM - check/adjust
Mounts/brackets - inspect/tighten
Oil filler cap & seal - clean/check
Oil level/condition - check
Stall RPM - check
Air hoses/clamps - inspect
Exhaust pipe/muffler - inspect
LPG tank mounting/guard - inspect
LPG tank shut-off valve - inspect/test
LPG vaporizer/regulator/hoses - inspect
Throttle linkage - check/adjust
Group 01 - Cooling System
Coolant hoses - inspect/replace
Coolant level/condition - check/sample
Coolant protection level - hydrometer test
Fan belt(s) - check tension, wear
Fan blades - inspect loose/damaged
Fan speed control - inspect
Group 06 - Transaxle
Charging pump - stall test standard transaxle
Clutch pack - stall test standard transaxle
Fluid level/condition - check/sample
Inching operation - check/test
Oil cooler/lines - inspect
Group 12 - Ignition System
Distributor cap/rotor - inspect
Ignition wiring - inspect
Parking brake interlock - test
Group 13 - Electrical System
Hourmeter - check
Indicator lights - check
Wiring harness - inspect
SM 1044
Group PS, Periodic Service
Alternator - inspect/test
Alternator dirve belts - inspect/adjust
Alternator output - test
Battery condition - performance load test
Battery electrolyte level - check/add
Battery terminals/cables - clean/tighten
Neutral start - check
Starter cranking voltage - test
Group 22 - Wheels And Tires
Tire pressure/condition - check
Group 23 - Brake System
Brake lines - check
Check operation
Parking brake - check/adjust
Service brake - check wear
Group 26 - Steer Axle & Lines
Operation - check
Steer axle mounting - inspect
Steer wheel bearings - check
Steering cylinder seals - check leakage
Steering valve - check leakage
Group 29 - Hydraulic Pump, Sump and Filter
Hydraulic fluid level/condition - check/sample
Lines - check for leakage
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure - test/adjust
Linkage and control handle operation - check
Group 32 - Tilt Cylinders
Tilt cylinder mounting - check/tighten
Tilt cylinder rod ends - check/tighten
Tilt cylinder rod/seals - check condition
Group 34 - Upright, Lift Cylinders,
Carriage, Forks
Carriage/lift chain - lubricate
Carriage chain condition - inspect/adjust
Forks, latches, stop pin - inspect/check wear
Lift chain condition - inspect/adjust
Load backrest - inspect
Operation of lift and tilt cylinder - check
Racking - check for
Upright mounting bolts - tighten
The Planned Maintenance Program • PS-2-3

Visual Inspection
First, perform a visual inspection of the lift truck and its
components. Walk around the truck and take note of any
obvious damage and maintenance problems.
Decals, Fasteners, and Leaks
Check for loose fasteners and fittings.
Check to be sure all capacity, safety, and warning plates
and decals are attached and legible.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them
immediately. They contain important infor-
mation. See Group 40 for decal locations.
Inspect the truck before and after starting engine for any
signs of external leakage: fuel, engine oil or coolant,
transaxle fluid, etc.
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK.
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under
pressure can penetrate your skin and cause
serious injury.
Overhead Guard
Be sure that the overhead guard and any other safety
devices are in place, undamaged, and attached securely.
Inspect welds and structural members for cracks or other
damage. Also check for loose or missing fasteners.
SM 1044
Group PS, Periodic Service
Carriage, Load Backrest, and Upright
(See Group 34 for detailed inspection procedure.)
Inspect the welds on the carriage, load backrest, and
upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Inspect all lift line hydraulic connections for leaks. Check
the lift cylinder rods for wear marks, grooves and
scratches. Check the cylinder seals for leaks.
Overhead guard
Upright
Load Backrest
Carriage
Fork
Forks
Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
! WARNING
HEEL WEAR. If the fork blade at the heel is
worn down by more than 10 percent, the load
capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
The Planned Maintenance Program • PS-2-4

Inspect the fork latches to ensure that they are in good
condition, operate freely, and lock correctly.
Wheels and Tires
Check the condition of the drive and steer wheels and
tires. Remove objects that are embedded in the tread.
Inspect the tires for excessive wear or breaks or "chunking
out.
Check all wheel lug nuts or bolts to be sure none are loose
or missing. Have missing bolts or lug nuts replaced and
tightened to correct torque as explained in Group 22.
! WARNING
Check tire pressure from a position facing
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away. If
tires are low, the tire may require removal
and repair. Incorrect (low) tire pressure can
reduce truck stability. See “Specifications” in
Group 22 for proper inflation pressure.
Brake and Inching Pedal Freeplay
There should be no inching and 4~6mm braking pedal
freeplay. Both pedals should be at same the height. Adjust
as described in Group 23.
SM 1044
Group PS, Periodic Service
Functional Tests
Be sure that:
• Parking brake is applied
• Directional control is in "N" (neutral).
Test the horn, lights, and all other safety equipment. Be
sure they are properly mounted and working correctly.
Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
As you start the engine, check the instrument display. All
indicator lights should come on for a 2-second lamp
check. The seat belt prompt light should remain on for 4
seconds, accompanied by a buzzer sound. The parking
brake light should remain on if the brake is set. If the
lights do not operate as described, refer to Group 13 to
diagnose the problem.
ON
OFF
Start
Engine Shut Down Mode
If the truck’s fault protection system detects low engine
oil pressure, excessive transaxle oil temperature, or exces-
sive engine coolant temperature, the truck will go into
“shutdown mode”—a buzzer will sound for 30 seconds,
after which the truck will shut itself off. The truck may be
restarted, but if the fault condition still exists, the engine
will again shutdown in 30 seconds.
Parking Brake Interlock
The transaxle should disengage when the parking brake is
on and reengage when the parking brake is released.
1. Apply the parking brake.
2. Start the engine, if it is not already running.
3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.
The Planned Maintenance Program • PS-2-5

4. Accelerate briefly. The truck should not move or put
any strain on the parking brake if the interlock sys-
tem is OK.
5. Release the parking brake (and service brake). Truck
should move slowly in selected direction. (On hydro-
static truck, depress accelerator pedal slightly.)
Accelerator, Brake/Inching System, Direction
Control, and Parking Brake
! WARNING
Fasten your seat belt before driving the
truck.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and
the truck is running.
1. Push the brake (right) pedal down fully and hold.
The brakes should apply before the pedal reaches the
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the
truck until the brakes are repaired.
2. Move the direction control lever from neutral to for-
ward.
3. For standard transaxle trucks: Release the brake
pedal and let the truck travel slowly forward. Then
push down on the brake pedal to stop the truck. The
brakes should apply smoothly and equally.
4. For hydrostatic transaxle trucks:
a. Release the brake pedal. The transaxle should not
engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel-
erator pedal is released.
Direction
Control
Parking Brake
Inching Pedal
Operator’s Controls. Standard arrangment shown.
SM 1044
Group PS, Periodic Service
c. Depress the brake pedal and depress the accelera-
tor pedal slightly, the truck should not move.
5. Be sure the travel area is clear behind the truck.
Repeat steps 2 through 4 in the reverse direction.
6. Drive the truck and check that it accelerates and
decelerates smoothly and stops properly.
7. Depress the inching (left) pedal and depress the
accelerator to see if the transaxle disengages prop-
erly.
8. Check the function of the parking brake. Park the
truck on a grade and apply the parking brake. The
parking brake should hold a lift truck with rated load
on a 15% grade.
! CAUTION
If the service brake, parking brake, or inter-
lock is not operating properly, take the truck
out of service until it is repaired.
Steering System
Check the steering system by moving the steering hand-
wheel in a full right turn and then in a full left turn. Return
the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
steering handwheel is turned. Hard steering, excessive
play(looseness), or unusual sounds when turning or
maneuvering indicates a need for inspection or servicing.
If the truck has a steering system fault, take the truck out
of service until it is repaired.
Lift Lever
Tilt Lever
Aux Lever
Brake Pedal
Accelerator
The Planned Maintenance Program • PS-2-6

Lift Mechanisms and Controls
(See Group 34 for detailed test procedure.)
1. Check the function of the lift system and controls
with the engine running.
2. Pull back on the tilt control lever and hold until the
upright reaches the full back tilt position. Push for-
ward on the lever to return the upright to the vertical
position. Release the lever.
If there is excessive play between rails and channels,
upright adjustment is required. If there is racking,
adjustment of the cylinder rod yokes is required.
! CAUTION
Be sure that there is adequate overhead
clearance before raising the upright.
3. Pull back on the lift control lever and raise the fork
carriage to full height. Watch the upright assembly as
it rises. All movements of the upright, fork carriage,
and lift chains must be even and smooth, without
binding or jerking. Watch for chain wobble or loose-
ness; the chains should have equal tension and move
smoothly without noticeable wobble. Release the
lever.
If the maximum fork height cannot be reached, this
indicates there is low oil level in the hydraulic sump
or severe binding within the upright.
4. Push forward on the lift control lever. Watch the
upright as it lowers. If you suspect a problem with
lifting or lowering speeds, refer to Group 34 to diag-
nose the problem.
SM 1044
Group PS, Periodic Service
Auxiliary Controls
If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
to check its function
When you have completed the operational tests, park and
leave truck according to standard shutdown procedures.
Be sure to make a record of all maintenance and operating
problems you find.
Air Cleaning the Truck
! CAUTION
Wear suitable eye protection and protective
clothing.
Open the hood and remove the floorplate. Then air clean
the following: upright assembly, drive axle, radiator from
both counterweight and engine sides, engine and accesso-
ries, driveline and related components, and steer axle and
steer cylinder.
Use an air hose with special adapter or extension that has
a control valve and nozzle to direct the air properly. Use
clean, dry, low-pressure compressed air. Restrict air pres-
sure to 30 psi (207 kPa), maximum. (OSHA requirement).
It is important to maintain a lift truck in a clean condition.
Do not allow dirt, dust, lint or other contaminants to accu-
mulate on the truck. Keep the truck free from leaking oil
and grease. Wipe up all oil or fuel spills. Keep the controls
and floorboards clean, dry, and safe. A clean truck makes
it easier to see leakage, loose, missing, or damaged parts,
and will help prevent fires. A clean truck will run cooler.
The environment in which a lift truck operates determines
how often and to what extent cleaning is necessary. For
example, trucks operating in manufacturing plants which
have a high level of dirt, dust or lint, (e.g. cotton fibers,
paper dust, etc.) in the air or on the floor or ground,
require more frequent cleaning. The radiator, especially,
may require daily air cleaning to ensure correct cooling. If
air pressure does not remove heavy deposits of grease, oil,
etc., it may be necessary to use steam or liquid spray
cleaner.
The Planned Maintenance Program • PS-2-7

Truck Chassis Inspection and Lubrication
Lubrication requirements are given in the “Service Chart/
Lubrication Points” chart in Section 1 of this Group.
Lubrication and inspection of truck chassis components
includes steer wheels, steer axle linkages, and steer wheel
bearings, and drive wheel bearings. To check these items,
the truck must be properly raised and blocked as described
in “Lifting, Jacking, and Blocking” in Group SA.
Check for play in wheel bearings by attempting to move
the wheel side to side and up and down, by hand.
Inspect the steering cylinder piston rods, seal, and fasten-
ers for damage and leaks, and looseness.
Check linkages by observing whether the steer wheels lag
when you turn the handwheel.
Lubricate the steer axle linkage rod ends and pivot points.
Be sure to clean the grease fittings before lubricating.
Remove the excess grease from all points after lubricat-
ing. Lubricate miscellaneous linkage as needed.
Upright and Tilt Cylinder Lubrication
Clean the fittings and lubricate the tilt cylinder rod end
bushings (forward end). Clean the fittings and lubricate
the tilt cylinder base rod end bushings (rear end). Clean
and lubricate the upright trunnion bushings.
Lift Chain Lubrication
Lubricate the lift chains as described in Group 34.
SM 1044
Group PS, Periodic Service
Under-the-Hood Inspection
General Checks
Check all fluid levels and make sure that the following
items are clean, secure, and in good condition:
• Hoses, lines, clamps, and fittings
• Wires, cables, and connectors
• Distributor, distributor cap, and rotor, coil, and
plug wires (gas/LPG engine only)
• Control linkages, pedals, and levers
• Engine mounts
• Fan and fan belts
• Oil filler cap
• Steering gear (check for leaks).
! CAUTION
To avoid the possibility of personal injury,
never work in engine compartment with
engine running except when absolutely nec-
essary to check or make adjustments. Take
extreme care to keep face, hands, tools, loose
clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Do not smoke.
Engine Air Cleaner
Do not open the air cleaner to check the filter element.
The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
is dirty.
Fluid Checks
Battery
Inspect the battery for any damage, cracks, leaking condi-
tion, etc. If the terminals are corroded, clean and protect
them with CLARK Battery Saver (available from your
CLARK dealer). If the battery has removable cell caps,
check to be sure the cells are all filled. If necessary, refill
with distilled water.
The Planned Maintenance Program • PS-2-8

Engine Cooling System
Check coolant level in the coolant recovery bottle and in
the radiator as described in Group 01.
! CAUTION
STEAM. Do not remove the radiator cap
when the radiator is hot. Steam from the
radiator will cause severe burns.
Coolant should be checked on a daily basis in high-cycle
applications.
Engine Oil
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
FULL
ADD
It is normal to add some oil between oil changes. Keep the
oil level above the ADD mark on the dipstick by adding
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00.
Oil Filter: Replace as described in Group 00.
Hydraulic Fluid Level
Check the hydraulic sump tank fluid level as described in
Group 29. Correct fluid level is important for proper sys-
tem operation. Low fluid level can cause pump damage.
Overfilling can cause fluid leakage.
Hydraulic fluid expands as its temperature rises. There-
fore, it is preferable to check the fluid level at operating
temperature (after approximately 30 minutes of truck
operation).
SM 1044
Group PS, Periodic Service
Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
DO NOT OVERFILL.
Low Full
Transaxle Fluid Level
Check the transaxle fluid level with the engine running, as
explained in Group 06.
Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Stall Test
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.
Cranking Voltage Test
To determine battery condition, check the cranking volt-
age.
Critical Fastener Torque Checks
For safety it is important that the correct torque be main-
tained on all critical fasteners of components which
directly support, handle or control the load and protect the
operator.
Check torque of critical items, including:
• Drive axle mounting
• Drive and steer wheel mounting
• Counterweight mounting
• Overhead guard mounting
• Operator’s cell mounting
• Tilt cylinder mounting and yokes
• Upright mounting and components.
Critical fastener torque specifications are given in the gen-
eral specifications Section of Group 40.
The Planned Maintenance Program • PS-2-9
SM 1044
CUSTOMER
MODEL & SERIAL NO
ATTACHMENT NO
AUTHORIZED SIGNATURE
A. TEST DRIVE MACHINE
a. Drive Train Noise
b. Steering Operation
c. Service Brake Operation
d. Inching Operation
e. Transaxle Operation
f. Clutch Operation
g. Hydraulic System Operation
h. Engine Performance
i. Parking Brake Operation
j. Pedal Pads & Linkages
k. Return to neutral
00 ENGINE
a. Mounting
* b. Tighten Head Bolts
c. RPM - Idle
Gov. No Load
Tilt By - Pass
d. Vacuum - Idle
Gov. No Load
Tilt By - Pass
e. Stall RPM
Fwd Rev
High Low
f. Inspect Exhaust for Smoke
01 CLEANING & LUBRICATION
a. Air Clean Truck/Radiator
b. Lubricate Truck
01 ENGINE OILING
a. Check for Leakage
b. Check Oil Level
* c. Drain & Replace Oil
* d. Replace Oil Filter
e. Filler Cap Condition
f. Clean Crankcase Breather
* g. Check/Replace PCV
01 COOLING SYSTEM
a. Coolant Level/Condition
b. Degree Protection
c. Inspect Fan & Control
* d. Inspect & Adjust Belts
* e. Drain/Flush Radiator
f. Coolant Leakage
g. Inspect Water Pump
The Planned Maintenance Program • PS-2-10
GAS LPG or DIESEL
PLANNED MAINTENANCE REPORT
INSPECTOR
02. FUEL SYSTEM
a. Clean Filler Cap
b. Check Accelerator &
Return Spring
c. Choke Operation
d. Fuel Leakage
e. Inspect Tank Fitting LPG
f. Solenoid Valve Operation LPG
g. Clean/Replace Filter
02. AIR INTAKE & EXHAUST
a. Clean or Replace
Air Filter
b. Hoses & Clamps
c. Muffler & Exhaust
04. CLUTCH
a. Lubricate Throw Out
Bearing and Linkage
b. Pedal Adjustment
c. Fluid Level
06 & 08 TRANSAXLE
a. Fluid Level
* b. Condition of Fluid
c. Clean Air Vent
* d. Replace Filter
e. Fluid Leakage
f. Inspect Control Linkage
11 IGNITION & CRANKING SYSTEM
a. Check Neutral Start
b. Check Anti - Restart
c. Distributor Condition
* d. Point Condition/Dwell
e. Timing Setting
f. Lube Distributor
* g. Wiring Condition
12 BATTERY AND CABLES
* a. Clean & Check Terminals
b. Fluid Level
c. Cranking Voltage
DATE
DATE LAST P.M.
CUST P.O.NO.
SPECIAL INSTRUCTIONS
12 CHARGING SYSTEM
a. Alternator Mtg
* b. Inspect & Adjust Belts
c. Regulator Output Volts
13 GAUGES-LIGHTS-INDICATORS
a. Hour Meter Operation
b. Gauges-All Operate
c. Lights-All Operate
d. Wiring Condition
e. Horn
20 DRIVE AXLE
* a. Differential Level
b. Clean Air Vent
c. Security of Mounting
d. Check Wheel Bearin
23 WHEELS AND TIRES
a. Tighten Mounting Bolts
b. Tire Condition
RF LF
RR LR
c. Check Air Pressure
23 BRAKE SYSTEM
a. Check for Leakage
b. Cylinder Fluid Level
c. Clean Vent Cap
d. Pedal Free Travel
e. Pedal Drift
f. Cylinder Mounting
* g. Check Service/Park Brake
h. Hoses Fittings-Condition
26 STEER AXLE
a. Security of Mounting
b. Axle Stop Adjustment
c. Drag Link Adjustment
d. Articulation Stops
e. Check Wheel Bearings
26 STEERING SYSTEM
a. Check for Leakage
b. Oil Level - Condition
c. Security of Mounting
d. Tilt Column Operation
C OK
O OK
x = Adjust (not P.M)
D Potential r = Repair or replace
E Urgent s = Requires shop repair
HOUR METER
HRS. LAST P.M.
29 / 30 HYDRAULIC SYSTEM
a. Check for Leakage
b. Fluid Level-Condition
c. Clean/Replace Breather
COMMENTS:
* d. Replace Filter Element
e. Linkage Adjustment
f. Hose Condition
g. Lift Speed (In./Sec.)
No Load
Full Load
h. Drift Test (In./Min.)
Lift Cylinder
Tilt Cylinder
32 TILT CYLINDERS
a. Check for Leakage
b. Cylinder Rod Condition
c. Mounting Security
d. Tilt Cylinder Adjustment
34 UPRIGHT-CARRIAGE
a. Security of Mounting
b. Roller Condition/Clearance
c. Chain Condition
d. Chain Adjustment
e. Latches
f. Cylinder Condition
g. Forks, Locks, Stops
h. Rail Condition
i. Trunnion Ring Condition
j. Check Free Lift Guide
34 LOAD BACK REST
a. Condition
b. Security of Mounting
38 SHEET METAL & CWT
a. Decals-Missing/Condition
b. Seat Condition-Operation
c. Side Door Latches
d. Counterweight bolts
39 OVERHEAD GUARD
a. Condition
b. Security of Mounting
53 ATTACHMENTS
a. Mounting Bolts
b. Leakage
c. Operation
Group PS, Periodic Service
 GROUP 00(FORD 2.5L)

GROUP 00(FORD 2.5L)

ENGINE

(FORD 2.5 LPG)

General Information ............................................................. Section 1

Maintenance .......................................................................... Section 2

LPG Fuel System Overview ................................................. Section 3

Quick Troubleshooting Guides ............................................ Section 4

Engine Electrical ................................................................... Section 5

Spectrum Engine Monitor Diagnostic Scan Tool (DST) ... Section 6

IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) ..... Section 7

Servicing the Fuel System .................................................... Section 8

Definitions .............................................................................. Section 9

Appendix .............................................................................. Section 10

SM 1044 Group 00(Ford 2.5L), Engine

 Group 00(L-Ford), Engine

Section 1

General Information

Engine Lay-out

Hexagon Capscrew
Torque: 60-65 Nm(44-48 lbf½ft)
Lock Nut
Ford 2.5 Engine Torque: 40-45 Nm(30-33 lbf½ft)

Engine mounting
bracket (LH)

Lock Nut
Torque: 40-45 Nm(30-33 lbf½ft)
Engine mounting bracket (RH)
Capscrew
Torque: 40-45 Nm(30-33 lbf½ft)
Engine mounting rubber

Hexagon Capscrew [SI-52616A]

Torque: 60-65 Nm(44-48 lbf½ft)

SM 1044 General Information • 00(L-Ford)-1-1

 Group 00(L-Ford), Engine

INTRODUCTION FUEL QUALITY

This service manual is designed to provide the service LPG engines and fuel systems are designed to operate on
technician with the basic understanding of the IMPCO HD-5 or HD-10 specification LPG fuel. Fuel other than
fuel systems for the 2.5L Ford engine. HD-5 or HD-10 may cause harm to the engine’s emission
control system and a warranty claim may be denied on
this basis if operators can readily find the proper fuel. Use
of any other fuel may result in engine operation outside of
ENGINE OVERVIEW CARB or EPA emissions requirements.
The 2.5L engine is a 4 valve-per-cylinder, dual overhead
camshaft engine. The engine uses a coilon-plug ignition
system. The cylinder block is made of aluminum and the
bearing caps are integrated into the ladder assembly. An
FUEL LINE CONNECTIONS
aluminum oil pan bolts to the bottom of the lower cylinder Loctite® 567 is recommended for all NPT connections.
block and to the transmission to provide greater strength.
The camshafts are mounted in the cylinder heads and act
against valve tappets to open and close the valves. The
! WARNING
camshafts are driven off the front of the cylinder head by Do not use Teflon tape to seal any fuel fittings.
one timing chain. The chain is driven by a sprocket that is Fragments of the tape may enter into the fuel
located on the crankshaft. The piston assembly is an alu- system, causing damage or malfunction of criti-
minum piston with a cast iron connecting rod. The oil cal fuel system components.
pump is driven by the crankshaft via a dedicated chain
that is driven by the same sprocket that drives the timing
chain.
AIR FILTRATION REQUIREMENTS
Dry filtration is required with maximum recommended
10” W.C. restriction @ 75 cfm. IMPCO strongly recom-
SERVICING YOUR EMISSIONS mends the use of OEM or factory replacement parts.
CERTIFIED ENGINE
Any maintenance and repair should be performed by
trained and experienced service technicians. Proper tools
WASHING
and equipment should be used to prevent injury to the ser-
vicing technician and damage to the vehicle or compo- The engine should be periodically cleaned to remove any
nents. Service repairs should always be performed in a build up of oil, grease, dirt or any other debris. Caution
safe environment and the technician should always wear should be used when pressure washing the under hood of
protective clothing to prevent injury. any electrical system. Avoid direct pressure spray on the
system electrical connectors. The connectors are splash
For parts or labor to be reimbursed under the IMPCO
proof but if high pressure water or steam is sprayed
Technologies Inc. emission warranty, only work per-
directly at the connector moisture can become trapped
formed by IMPCO or OEM trained technicians using only
behind the connector seal and cause serious system prob-
IMPCO-specified parts will qualify for reimbursement.
lems, many of them showing up as intermittent.
For parts or labor not reimbursed under warranty, a repair
shop or person of the owner’s choosing may maintain,
replace, or repair emission-control devices and systems. It
is strongly recommended that only OEM replacement
parts be used for maintenance or for the repair of emission
control systems. The use of other than genuine IMPCO
replacement parts may impair the effectiveness of emis-
sion control systems, therefore, the owner should assure
that such parts are warranted by their manufacturer to be
equivalent to genuine IMPCO OEM parts in performance
and durability.

SM 1044 General Information • 00(L-Ford)-1-2


FUEL SYSTEM CAUTIONS
! CAUTION
Do not smoke, carry lighted tobacco or use a
lighted flame of any type when working on or
near any fuel related component. Highly flam-
mable air-fuel mixtures may be present and can
be ignited causing personal injury.
! CAUTION
Do not allow LPG to contact the skin. LPG is
stored in the fuel tank as a liquid. When LPG
contacts the atmosphere, it immediately
expands into a gas, resulting in a refrigeration
effect that can cause severe burns to the skin.
! CAUTION
Do not allow LPG to accumulate in areas below
ground level such as in a service pit or under-
ground ventilation systems. LPG is heavier than
air and can displace oxygen, creating a danger-
ous condition.
! CAUTION
Do not make repairs to the fuel system if you
are not familiar with or trained to service Pro-
pane fuel systems. Contact the dealer who sold
you the engine to locate a repair facility with
trained technicians to repair your fuel system.
WARNINGS, CAUTIONS AND NOTES
This manual contains several different Warnings, Cau-
tions, and Notes that must be observed to prevent personal
injury and or damage to the engine, the fuel system or per-
sonal property. A “WARNING“ is an advisement that by
performing a process or procedure listed in this manual
improperly may result in serious bodily injury, death and/
or serious damage to the engine or property.
SM 1044
Group 00(L-Ford), Engine
Typical Warning Label:
! WARNING
A “WARNING” is an advisement that by per-
forming a process or procedure listed in this
manual improperly may result in serious bodily
injury, death and/or serious damage to the
engine or property.
A “CAUTION” label or statement is used when it has
been determine that by performing a process or procedure
defined in the manual improperly a less severe result may
occur. It could however, result in serious bodily injury,
and or serious damage to the engine or property damage.
! CAUTION
Less severe than WARNING but has the
potential to cause injury or damage. Also
used to notify of situations that could lead to
eventual failure, injury or damage.
This caution label may also appear in area of this manual
that applies to service and repair procedures. In addition it
may also be used to indicate a failure to observe which
may influence the terms of the warranty.
An “IMPORTANT” statement generally denotes a situa-
tion that requires strict adherence to the assembly, tighten-
ing, or service procedure. Failure to observe this
procedure could result in an unsafe condition or improper
performance of the engine or a component.
A “NOTE” statement applies to a specific item or proce-
dure that is to be followed during the servicing of the
engine or its components.
PROPER USE OF THIS SERVICE
MANUAL, TOOLS AND EQUIPMENT
To reduce the potential for injury to the technician or oth-
ers and to reduce damage to the engine during service
repairs the technician should observe the following Steps:
• The service procedures defined in this manual,
when followed, have been found to be a safe and
efficient process to repair the fuel system. In some
cases special tools may be required to perform the
necessary procedures to safely remove and replace
a failed component.
General Information • 00(L-Ford)-1-3
 Group 00(L-Ford), Engine

IMPORTANT
It is important to remember that there may be a combina-
tion of Metric and Imperial fasteners used in the installa-
tion of the IMPCO fuel system. Check to insure proper fit
when using a socket or wrench on any fastener to prevent
damage to the component being removed or injury from
“slipping off” the fastener.
The fuel system utilizes fuel lines and hoses with high
pressure connectors. Always use a wrench of the proper
size and torque to the correct value. For hoses with swivel
fittings, be sure not to turn the fixed fitting which may
cause a twisting or kinking of the hose, possibly resulting
in fuel line restriction and/or leak.

! WARNING
Always leak check any fuel system connection
after servicing. Use an electronic leak detector
and/or a liquid leak detection solution. Failure
to leak check could result in serious bodily
injury, death, or serious property damage.

SM 1044 General Information • 00(L-Ford)-1-4

 [GK>\, 

&

/&

/ /&J[GK>\KK
 [GK>\, 

/9%XX9X
The maintenance of an engine and related components are
critical to its operating performance and lifespan. Indus-
trial engines operate in environments that often include
hot and cold temperatures and extreme dust. Although the
recommended maintenance schedule is listed in this sec-
tion, environmental operating conditions and additional
installed equipment may require more frequent inspection
and servicing. The owner and/or service agent should
review the operating conditions of the equipment to deter-
mine the inspection and maintenance intervals.
! '9WX%X
When performing maintenance on the engine,
turn the ignition OFF and disconnect the bat-
tery Negative cable to avoid injury or damage to
the engine.
Check the service line quick coupler for any thread dam-
age.
%/=VW9X
When refueling the fuel cylinder, wipe both the
female and male connection with a clean rag
prior to filling to prevent dust, dirt and debris
from being introduced to the fuel cylinder.
X%XW9X^9V%G
V%GWV//XU9%VX
Use SAE 5W-20 oil that has the American Petroleum
Institute’s (API) Starburst logo, which shows that the oil
meets the ILSAC GF-5 requirements:

XW9G/9%XX9X
Prior to each use, the engine should be inspected for any
type of fluid leaks by a visually inspecting the engine as
well as the surface on which the vehicle is parked. Check
the coolant hose, radiator and coolant level. Also check
the engine oil level and all drive belts for any signs of
damage. Inspect fuel lines for any leaks and to make sure
all connections are secure. The inspection should include
the exhaust system for signs of damage or loose connec-
API logo
tions in the piping.

! 9%VX
%X=%VX9XU/9%XX9XV> When refueling the fuel cylinder, wipe both the
<>GVW9]G%XUW female and male connection with a clean rag
prior to filling to prevent dust, dirt and debris
The fuel storage cylinder should be inspected daily or at from being introduced to the fuel cylinder.
the beginning of each operational shift for any leaks,
external damage, adequate fuel supply and to ensure the
manual service valve is open. Fuel storage cylinders
should always be securely mounted, inspect the securing ]X<%V%G
straps or retaining devices for damage ensure that all lock-
Synthetic oils have been available for use in industrial
ing devices are closed and locked. Check to ensure that
engines and may offer advantages in cold and hot temper-
the fuel storage cylinder is positioned with the locating
atures. The use of synthetic oils does not permit the exten-
pin in the tank collar on all horizontally mounted cylin-
sion of oil change intervals.
ders to ensure the proper function of the cylinder relief
valve.
When refueling or exchanging the fuel cylinder, check the
quick fill valve for thread damage. Also verify O-ring is in
place and inspect for cracks, chunking or separation. If
damage to the o-ring is found, replace prior to filling.

/ /&J[GK>\KK
 [GK>\,

<^%X$>%GG%XX%XV%GG?G
%/=VW9X
Care must be taken when checking engine oil
level. Oil level must be maintained between the
“ADD” mark and the “FULL” mark on the dip-
stick. To ensure that you are not getting a false
reading, make sure the following steps are
taken before checking the oil level.
1. Stop engine.
2. Allow approximately five minutes for the oil to drain
back into the oil pan.
3. Remove the dipstick. Wipe with a clean cloth or
paper towel and reinstall. Push the dipstick all the
way into the dipstick tube.
4. Remove the dipstick and note the amount of oil on
the dipstick. The oil level must be between the
“FULL” and “ADD” marks.
Engine Oil Dip Stick (Typical)
5. If the oil level is below the “ADD” mark reinstall the
dipstick into the dipstick tube and proceed to Step 6.
If the oil level is at the “FULL” level, replace the Dip
Stick.
6. Remove the oil filler cap from the valve cover.
7. Add the required amount of oil to bring the level up
to, but not over, the “FULL” mark on the dipstick.
Reinstall the oil filler cap to the valve rocker arm
cover and wipe any excess oil clean.
! 9%VX
An overfilled crankcase (oil level being too high)
can cause an oil leak, a fluctuation or drop in oil
pressure. When overfilled, the engine crank-
shafts splash and agitate the oil, causing it to
aerate or foam.
<9X%XX%XV%G
%/=VW9X
When changing the oil, always change the oil fil-
ter.
1. Start the engine and run until it reaches normal oper-
ating temperature.
%/=VW9X
Change oil when engine is warm and the old oil
flows more freely.
2. Stop engine
3. Remove drain plug and allow the oil to drain.
4. Remove and discard oil filter and its sealing ring.
5. Coat sealing ring on the new filter with clean engine
oil, wipe the sealing surface on the filter mounting
surface to remove any dust, dirt or debris. Tighten
filter securely (follow filter manufacturer’s instruc-
tions). Do not over tighten.
6. Check sealing ring on drain plug for any damage,
replace if necessary, wipe plug with clean rag, wipe
pan sealing surface with clean rag and reinstall plug
into the pan. Tighten to the OEM specification.
7. Fill crankcase with oil. The Ford 2.5L engine takes
5.1L (5.4 quarts) without oil filter and 5.4L (5.7
quarts) with oil filter.
8. Start engine and check for oil leaks. Turn the engine
OFF.
9. Check oil level and add more oil if necessary.
10. Dispose of oil and filter in a safe and responsible
manner.

/ /&J[GK>\KK
 [GK>\,

X%X"G VVG9X
The engine installed in this equipment uses two belts to
drive the water pump, fan, alternator and additional
pumps or devices. It is important to note that the drive
belts are an integral part of the cooling and charging sys-
tem and should be inspected according to the maintenance
schedule in this section. When inspecting the belts check
for:
• Cracks
• Chunking of the belt
• Splits
• Material hanging loose from the belt
• Glazing or hardening
If any of these conditions exist the belt should be replaced
with the recommended OEM replacement belt.
%/=VW9X
The use of “belt dressing” or “anti-slipping
agents” on belts is not recommended.
X%XVVG%X]/
It is important that the cooling system of the engine be
maintained properly to ensure proper performance and
longevity.
XV
The LPG vaporizer is connected to the cooling
system and the fuel system may be adversely
affected by low coolant levels and restricted or
plugged radiator cores. Therefore, the cooling
system must be maintained according to the
recommend maintenance schedule in this sec-
tion, including:
• The regular removal of dust, dirt and debris from
the radiator core and fan shroud.
• Inspection of coolant hoses and components for
leaks, especially at the radiator hose connections.
Tighten hose clamps if necessary.
• Check radiator hoses for swelling, separation,
hardening, cracks or any type of deterioration. If
any of these conditions exist the hose should be
replaced with a recommended OEM replacement
part.
• Inspect the radiator cap to ensure proper sealing.
! '9WX%X
Alcohol or Methanol based anti-freeze or plain
water are not recommended for use in the cool-
ing system at anytime.
! '9WX%X
Do not remove the cooling system pressure cap
(radiator cap) when the engine is hot. Allow the
engine to cool and then remove the cap slowly to
allow pressure to vent. Hot coolant under pres-
sure may discharge violently.
Check coolant level in coolant recovery tank and add
coolant as required.
%/=VW9X
Use only 50/50 mix of Boron-free antifreeze
with distilled water. Do not add plain water.
Replace coolant per the recommended schedule.
%/=VW9X
Only replace coolant with same color originally
included or shipped with the engine. Do not mix
coolant.
%/=VW9X
The manufacturers of the engine and fuel sys-
tem do not recommend the use of “stop leak”
additives to repair leaks in the cooling system. If
leaks are present the radiator should be
removed and repaired or replaced.
X%XGW%9G]/
The engine’s electrical system incorporates computers to
control various related components. The electrical system
connections and ground circuits require good connections.
Follow the recommended maintenance schedule in this
section to maintain optimum performance. When inspect-
ing the electrical system check the following:
• Check Positive and Negative cables for corrosion,
rubbing, chafing, burning and to ensure tight con-
nections at both ends.
• Check battery for cracks or damage to the case and
replace if necessary.

/ /&J[GK>\KK
 [GK>\,

• Inspect engine wire harness for rubbing, chafing,
pinching, burning, and cracks or breaks in the wir-
ing.
• Verify that engine harness connectors are correctly
locked in by pushing in and then pulling the con-
nector halves outward.
• Verify that all electrical components are securely
mounted to the engine or chassis.
• Verify that the MIL, charging, and oil pressure
lights illuminate momentarily during Key On.
=9W^=G recommended replacement parts.
Replace spark plugs at the required intervals per the rec-
ommended maintenance schedule. IMPORTANT: Use
only Ford specification spark plugs (part number CYFS-
12Y-PC5). Spark plugs should be gapped 0.049-0.053
inches (1.25-1.35mm).
>G]/%X=%VX
9XU/9%XX9X
The LPG fuel system installed on this industrial engine
has been designed to meet the emission standard applica-
ble for the 2015 model year. To ensure compliance to
these standards, follow the recommended maintenance
schedule contained in this section.
9%W%X9^>%GW
Regular inspection of the air intake filter is necessary to
ensure proper airflow to the engine. In some cases, light
dust covering the air filter can be removed using com-
pressed air. If the dirt or contaminants cannot be removed
or if the airfilter is damaged in any way, it must be
replaced.
%X=%VXV><>G>%GW
The LPG system on this engine utilizes two filters: a liq-
uid LPG filter and a dry filter for LPG vapor. Both filters
are components of the LPG regulator and require replace-
ment per the recommended maintenance schedule.
XV
The LPG vapor filter can be inspected and pos-
sibly cleaned, however, the LPG liquid filter is
not serviceable and can only be replaced.
Refer to Section 8. “Servicing the Fuel System”,
Regulator, for instructions on inspecting and
replacing the filters.
%/=VW9X
The Pressure Regulator components have been
specifically designed and calibrated to meet the
fuel system requirements of the engine. If the
Regulator fails to operate or develops a leak, it
should be repaired or replaced with the OEM
%/=VW9X
Always inspect the LPG fuel system for leaks
after performing service. Check for leaks at the
fittings of the serviced or replaced component.
Use a commercially available liquid leak detec-
tor or an electronic leak detector. When using
both methods, use the electronic leak detector
first to avoid contamination by the liquid leak
detector
• Check for any fuel leaks at the inlet and outlet fit-
tings of all fuel lines.
• Check for any fuel leaks in the regulator body.
• Check for any fuel leaks around the fuel rail and
injectors.
• Check to ensure the Regulator is securely mounted
and the mounting bolts are tight.
• Check the Regulator for external damage.
• Check the Regulator electrical connections to
ensure the connector is seated and locked.
! 9%VX
The LPG fuel system operates at pressure up to
21.5 bar (312 psi). To minimize personal injury,
relieve the LPG fuel system pressure before ser-
vicing the LPG fuel system components. Refer
to the Fuel Pressure Relieve Procedure in Ser-
vicing the Fuel System in this manual.
! '9WX%X
Residual vapor pressure will be present in the
fuel system. Ensure the work area is well venti-
lated before disconnecting any fuel line.

/ /&J[GK>\KKI
 [GK>\, 

! 9%VX
Never use an open flame of any type to check
for LPG leaks.
9%W%XU%VX$?9/
To maintain proper air/fuel ratio, the air induction system,
air intake and vacuum hoses also require periodic inspec-
tion (refer to LPG CERTIFIED ENGINE MAINTE-
NANCE REQUIREMENTS table for the recommended
interval page 2-2).
Inspect all air intake connections between the air inlet fil-
ter and engine, including the throttle body and intake
manifold. Also inspect all vacuum hoses, ensuring they
are securely connected and are not loose. Inspect the vac-
uum hoses for breaks, hardening, cracks or pinching.
_<9]/9XU
99G]%VX?WW
When inspecting the Exhaust system check the following:
• Listen for excessive noise during normal engine
operation that might indicate an exhaust leak.
%/=VW9X
The exhaust system on this emission certified
engine contains Heated Exhaust Gas Oxygen
Sensors (HEGOs) which provides feed back to
the ECM on the amount of oxygen present in
the exhaust stream after combustion. HEGO
voltages vary, but they are generally less than
one volt. Therefore, it is imperative that all
HEGO electrical connections remain secured
and air tight.
W%X<V9XU
GW%9G'%W
All hoses (fuel, vacuum, coolant, air, etc.) should be peri-
odically inspected to ensure they are securely mounted,
strain relieved and not rubbing against other components.
Vibration and strain or tension can create a premature fail-
ure. Similarly, electrical wires may become subject to fail-
ure due to strain and vibration and over time, break.

! 9%VX
Exhaust system components may be extremely
hot and contact with any of these components
may cause severe burns. Allow the engine to
cool prior to coming in contact with the engine
or any exhaust component.

• Examing the exhaust manifold at the cylinder head

for leaks and verify that all retaining bolts and
shields are in place.
• Inspect manifold to exhaust pipe connections and
fasteners to ensure they are tight and that there are
no exhaust leaks. Repair if necessary.
• Visually inspect converter to ensure muffler and/or
catalytic converter is securely mounted and tail
pipe is properly directed away from the vehicle and
its operator.
• Inspect the HEGO electrical connections and
inspect the wires for any damage or burning of the
insulation. Verfiy they are properly routed to pre-
vent contact with any surfaces that might burn or
chaf the wires.

/ /&J[GK>\KK
 Group 00(L-Ford), Engine

Section 3

LPG Fuel System Overview

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-1

 Group 00(L-Ford), Engine

LPG FUEL SYSTEM OPERATION

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-2

 Group 00(L-Ford), Engine

DESCRIPTION AND OPERATION OF THE 1. Liquid Outage Fill Check Valve

FUEL SYSTEMS 2. Pressure Relief Valve
The following is a description of the fuel system and its 3. Liquid Outage valve w/quick disconnect coupling
components. 4. Filler Valve
5. Fuel Gauge
LPG FUEL TANK 6. Relief Valve Tube (Vapor)

LPG is stored in the fuel tank as a liquid. The approximate 7. 80% Limiter Tube
pressure of a full tank is approximately 110 psi (7.6 bar) at 8. Fuel Level Float
an ambient temperature of 70°F (21°C). The boiling point, 9. Liquid Withdrawal Tube
(temperature at which the liquid fuel becomes vapor) is
approximately -40°F (-40°C). When the fuel changes
from liquid to vapor the fuel expands and creates pressure
inside the tank. When the tank service valve is opened the SERVICE LINE
pressure inside the tank forces the liquid fuel out though LPG flows from the fuel tank to the Regulator via the ser-
the pickup tube located near the bottom of the fuel cylinder. vice line connected to the tank utilizing a quick coupler.
TABLE #1 The other end of the service line is connected to a bulk-
TEMPERATURE VAPOR PRESSURE head connector, allowing for a safe means of passing
deg. F deg. C PSIG kPa through the sheet metal and into the engine compartment.
130 54 257 1794 The service line is made of high pressure hose with spe-
110 43 197 1358 cial material or possibly tubing which is compatible with
100 38 172 1186 the LPG fuel and should always be replaced with an OEM
90 32 149 1027 supplied part. The service line must include a hydrostatic
80 27 128 883 relief valve, usually mounted in the bulkhead, if not
60 16 92 637 already a component of the service valve.
30 -1 51 356
0 -18 24 162
-20 -29 11 74 ! CAUTION
propane begins to boil The bulkhead assembly should never be
-44 -42 @ sea level removed. Never run a service line through the
-45 -43 0 0 sheet metal.
The service valve mounted in the end of the cylinder con-
trols the flow of fuel from the tank. By turning the handle
to its “open” position, fuel flows out of the tank and into REGULATOR
the service line. The service valve is also equipped with a
safety feature called an excess flow check valve. This fea- The Regulator is a combination vaporizer and pressure
ture reduces the flow from the service valve in the event regulating device. The Regulator also features a built-in
of a rupture of the fuel line or any downstream fuel trans- fuel shutoff and two LPG fuel filters.
port components. A safety relief valve is installed into the The fuel shutoff is a normally closed valve on the vapor-
tank. Normally set at 25.8 bar (375 psi), it will release izer and is controlled by the ECM. The valve is opened
pressure to prevent tank rupture due to over-pressurization when the ignition is first turned on, allowing LPG to pass
or over filling of the cylinder into the regulator. The fuel vapor pressure is then reduced
and delivered to the fuel rail at a pressure of 12.6 psi (88
kPa) above the manifold pressure. Any liquid LPG that
flows into the Regulator is vaporized by heat provided by
the engine coolant that also passes through the Regulator.

Typical LPG Cylinder

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-3


Regulator
LPG, fuel like all other motor fuels, is subject to contami-
nation and is filtered using two fuel filters, one for liquid
and one for LPG vapor to remove contaminants. Both fil-
ters are components of the Regulator and are serviceable.
Maintenance of the filters is critical to proper operation of
the fuel system and should be replaced according to the
maintenance schedule or more frequently under severe
operating conditions.
FUEL RAIL ASSEMBLY AND INJECTORS
The assembly consists of a rail, fuel injectors and a fuel
temperature and pressure sensor. The gaseous LPG pres-
sure is in the fuel rail is controlled by the regulator at a
nominal pressure of 12.6 psi (88 kPa) above manifold
pressure and equally distributed to the four LPG injectors.
The ECM controls the injectors, opening them during the
engine’s intake cycle and changing the pulse width or
duration the injectors are open to control the amount of
fuel delivered to each cylinder.
A combination Fuel Temperature and Pressure Sensor
(FAP/FRT) is mounted on the fuel rail to monitor the tem-
perature and pressure of the LPG. The Sensor contains
variable resistors and is monitored by the ECM.
Fuel Rail Assembly with FAP/FRT sensor and Injectors
SM 1044
Group 00(L-Ford), Engine
THROTTLE CONTROL DEVICE -
DRIVE BY WIRE
Engine torque is maintained by the amount of pressure
applied to the foot pedal located in the engine Compart-
ment. In this Drive By Wire (DBW) application, the foot
pedal has an electronic connection with the throttle and
there is no direct mechanical (cable) connection between
the pedal and the throttle shaft. The ECM monitors the
foot pedal position sensor when the engine is running.
When the operator depresses or releases the foot pedal,
the ECM sends an electrical signal to the motor on the
electronic throttle to increase or decrease the angle of the
throttle blade, thereby increasing or decreasing the vol-
ume of air delivered to the engine. The ECM is pro-
grammed to ensure correct speed and emission control for
all throttle ranges and loads.
Throttle Body
Two internal Throttle Position Sensors (TPSs) provide
feedback to the ECM indicating the position of the throttle
shaft and blade. Two sensors are used in both the acceler-
ator foot pedal and the throttle body to prevent a single
failure and uncontrolled throttle response. A throttle
related failure will cause a “Limp Home” mode of opera-
tion, where the engine power is derated and has little or no
response to the pedal.
HEATED EXHAUST GAS OXYGEN
SENSORS
The Heated Exhaust Gas Oxygen (HEGO) Sensors are
mounted in the exhaust system, one upstream and one
downstream of the catalytic converter. The HEGO sensors
are used to measure the amount of oxygen present in the
exhaust stream to determine whether the fuel air ratio is
too rich or too lean and communicates this measurement
to the ECM as an electrical signal with voltage usually
less than a volt. If the HEGO sensor signal indicates that
the exhaust stream is too rich or too lean, the ECM will
increase or decrease the amount of fuel delivered to the
LPG Fuel System Overview • 00(L-Ford)-3-4

engine. If the ECM determines that a rich or lean condi-
tion is present for an extended period of time which can-
not be corrected, the ECM will set a diagnostic code and
turn on the MIL light in the dash.
The Heat Exhaust Gas Oxygen (HEGO) Sensor
HEGO1 (upstream or before the catalytic converter)
and HEGO2 (downstream) voltage output.
CATALYTIC CONVERTER
The Catalytic Converter is a component of the emissions
system which is designed and calibrated to meet the 2015
emission standards. The exhaust gases pass through the
honeycomb catalyst which is coated with a mixture of
metals (such as platinum, palladium, and rhodium) to oxi-
dize and reduce CO, HC and NOx emission gases.
Catalytic Converter (Example)
SM 1044
Group 00(L-Ford), Engine
TEMPERATURE/PRESSURE OR
TMAP SENSOR
TMAP Sensor
A combination temperature and pressure sensor is
mounted on the engine intake manifold to monitor the
temperature and pressure of the air in the intake plenum.
The pressure and temperature sensors vary electrical resis-
tance and are monitored by the ECM.
COOLANT TEMPERATURE SENSOR
Coolant Temperature Sensor
The engine coolant temperature sensor (ECT or CHT) is a
variable resistance thermistor that changes resistance as
the engine's coolant temperature changes. Engine temper-
ature is monitored by the ECM and may be displayed on
the temp gauge of the truck. It is mounted on top of the
engine in the cylinder head.
LPG Fuel System Overview • 00(L-Ford)-3-5
 [GK>\,


W9X^VW^=XVW V%G=WW'%<

The engine Oil Pressure Switch is designed to alert the
user if the engine oil pressure is low. If the oil pressure
drops below a certain level, the normally closed oil switch
will be opened and the ECM will illuminate the MIL. The
oil switch is mounted on the oil filter adapter.

Crank of CKP Sensor

Oil Pressure Switch
A variable reluctance sensor reads the toothed wheel
(mounted behind the crankshaft pulley), sending an AC
signal to the ECM when the engine is running. A missing
tooth in the toothed wheel is used to determine a reference %X%%VXV%G
position of the crankshaft. The ECM uses this reference
position along with the camshaft sensor information to
determine when the cylinders are at top dead center of
their compression strokes.

9/<9>XVWVW/=

Ignition Coil
The Ford 2.5L engine uses a coil on plug (COP) or indi-
vidual coils mounted on top of each spark plug. The coils
are used to generate a high voltage spark across the spark
plug when signaled by the ECM.
Camshaft or CMP Sensor
This Hall Effect sensor monitors the camshaft position.
When used in conjunction with the crank sensor, the ECM
can determine both TDC and engine phase and determine
when to fire the spark plugs and open the injectors. This
sensor is mounted on top of the valve cover forward and
just behind the high mount pulley.

/ G=>V@@+J[GK>\KK

 Group 00(L-Ford), Engine

ENGINE CONTROL MODULE

Engine Control Module

To obtain maximum effect from the catalyst and accurate
control of the air fuel ratio, the emission certified engine
is equipped with an onboard computer or Engine Control
Module (ECM). The ECM receives input data from sen-
sors mounted to the engine and fuel system and then out-
puts various signals to control engine operation. Inputs
from the sensors are processed by the ECM and based on
its program or calibration, the ECM will richen or lean the
air/fuel mixture delivered to the engine to meet the
demands of the operator, load and emission requirements.

Inputs and outputs of the Engine Control

Module (ECM)
One specific function of the controller is to maintain a
closed loop fuel control which is accomplished by use of
the Heated Exhaust Gas Oxygen sensors (HEGOs)
mounted in the exhaust system. The HEGO sensors send a
voltage signal to the ECM, indicating the amount of oxy-
gen in the exhaust. Based on this measurement, the ECM
richens or leans the fuel delivered to the engine.
The controller also performs diagnostic functions on the
fuel system and notifies the operator of engine malfunc-
tions by turning on a Malfunction Indicator Light (MIL)
mounted in the dash. Malfunctions in the system are iden-
tified by a Diagnostic Trouble Code (DTC) number which
is stored in the ECM’s memory. A technician can than uti-
lize a computerized diagnostic scan tool to retrieve the
stored diagnostic code and by using the diagnostic charts
in this manual, to determine the cause of the malfunction.

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-7

 Group 00(L-Ford), Engine

Fuel system installation - Pneumatic

Hose

LPG Tank

Detail
“A”
Relief valve

Torque: 20-25 Nm
(14.8-18.4 lbf½ft)

In
lant
Coo
Detail “C”

Pressure
switch

ut
Fuel la nt o
Radiator Hose Coo

CTWT
Fuel hose with clamps
These parts are supplied
Frame Vaporizer with engine as a loose part.

Capscrew
Torque: 20-25 Nm (14.8-18.4 lbf½ft)
Vaporizer Bracket

Switch Pressure

VIEW “B” 3ways - Fitting

Vaporizer

DETAIL “A” VIEW “B”

DETAIL “C”
[SI-52590C]

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-8

 Group 00(L-Ford), Engine

Fuel system installation - Cushion

LPG Tank

Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)

Hose

Radiator

Relief valve

LPG Hose

Coolant In
Detail
“A”
Note1
Pressure
switch

Coolant out
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)

Capscrew
CTWT Vaporizer
Frame Torque: 20-25 Nm
(14.8-18.4 lbf½ft)
Vaporizer Bracket

Note1 : Fuel hose with clamps

These parts are supplied
with engine as a loose part.

Switch Pressure
3ways - Fitting
Vaporizer

[SI-52591C]
DETAIL “A”

SM 1044 LPG Fuel System Overview • 00(L-Ford)-3-9

 Group 00(L-Ford), Engine

Section 4

Quick Troubleshooting Guides

SM 1044 Quick Troubleshooting Guides • 00(L-Ford)-4-1


Diagnostic Tools
The following tools may be used to test the engine and
diagnose problems:
• Spectrum Engine Monitor - downloaded from
http://www.impcotechnologies.com/spectrumtest-
tools.asp
• USB Interface Cable (one of the following):
 is CAN USB from IFAK Systems
 Kvaser Leaf Light from Kvaser
• Diagnostic Connector Cable from IMPCO
(Part # 1534008)
• Engine Harness Schematic - included in this manual
• Digital Voltmeter - for voltage, resistance, diode &
continuity test
• Noid Light
• Spark Tester
SM 1044
Group 00(L-Ford), Engine
Your emissions certified Ford 2.5L engine and fuel sys-
tem is continually self monitoring to ensure proper opera-
tion and adherence to emissions standards. When a sensor
or component detects a value out of range, a fault is cre-
ated and in nearly all cases, the MIL (frequently referred
to as a “Check Engine Light”) is turned on to notify the
operator that a problem has occurred. Both Active and
Historic faults are stored in the ECM memory and can be
retrieved by a technician using the Spectrum Engine Mon-
itor. Once the DTC(s) is/are known, the technician can
easily isolate the condition or component(s) creating the
fault and systematically diagnose and correct the problem.
The Spectrum Engine Monitor is imperative for proper
diagnosis. Parts should only be serviced or replaced
when determined to be faulty. The replacement of
parts based on guess work is a waste of both time and
money, neither of which is covered under warranty.
Quick Troubleshooting Guides • 00(L-Ford)-4-2
 [GK>\,


>%W<^>VWU
Connect the Spectrum Engine Monitor and establish com-
munications (Refer to the instructions included in this
manual). Check and note if there are any Diagnostic Trou-
ble Codes (DTC’s). Check both “Active” and “Historic.”
Many times the basics are overlooked and can be attrib-
uted to improper maintenance. Some general rules to fol-
low are:
• Check general engine tune up items such as spark
plugs, ignition coils, air and fuel filters.
• Check that the charging system is working cor-
rectly.
• Check battery terminals and fuel supply systems
for proper operation.

IF ECM CANNOT COMMUNICATE WITH THE

SPECTRUM ENGINE MONITOR:
Refer to the instructions included in this manual.
Also refer to:
http://www.impcotechnologies.com/spectrum-test-
tools.asp to ensure the latest software revisions are used
for both the USB driver and Spectrum Engine Monitor.
Most connection errors can be resolved with a simple set-
ting change. Review the step by step instructions available
on the above website to ensure all steps have taken place.
The Diagnostics tab of the Spectrum Engine Monitor If the Spectrum Engine Monitor still cannot connect, try a
showing DTCs. different truck to determine if the CAN bus Adapter/Lap-
top/Software are the issue, or the truck.
If any codes are present press the “Save” button in the
diagnostic window of the Spectrum Monitor (refer to the If the computer connection and software appear to operat-
Spectrum Engine Monitor Diagnostic Scan Tool in this ing correctly, check for power to the ECM.
manual). This will create a file (an HTML file with the If the Spectrum Monitor cannot connect to the ECM and
default name “diagnostics.html”). Note that if a file was the truck is suspect, the ECM may not be receiving power.
saved previously, the new one must be renamed or it will Check the Actuator Fuses and, relays, power circuits and
be overwritten and replaced with the new one (be sure to grounds.
keep the .html extension). By opening the file in your
Internet Browser (Internet Explorer, Chrome, etc.), the
codes stored in your ECM will be listed as well as the
ECM serial number and calibration.
Refer to the section IMPCO A36 ECM Diagnostic Trou-
ble Codes (DTCs) in this manual to trouble shoot and
repair the cause of the active DTC.
The Spectrum Engine Monitor provides advanced diag-
nostic capabilities, however, some items are still left to the
basics of general engine mechanics. Adherence to the rec-
ommended maintenance schedule is the best way to avoid
most problems. Additionally, mechanical engine prob-
lems such as leaks, noise, vibration, etc. may not set a
DTC and can be corrected by following testing and diag-
nostic procedures according to Ford engine information.
The following Troubleshooting guide is for use when the
Spectrum Engine Monitor is not able to communicate
with the ECM and/or a problem occurs and/or no DTC Power or Actuator Relay Schematic (sample).
codes are created. Note that the schematic to the right of the dashed line
is part of the OEM harness and may vary.

/ `&#Y J[GK>\K K

 [GK>\,

Note : The following troubleshooting step require the
operator to location P22 VIC connector. This connector is
located in the engine compartment on the left hand side of
the truck and is located in close proximity to 2 other con-
nectors as shown below.
P22
VIC
• Probe Power Relay connector pins 86 or 30 (or
VIC pin 3) with key in the OFF position (The
Power Relay can be back probed or lifted up
approx. 1/8" to expose contact legs while still mak-
ing contact with the relay socket/connector and
probe the relay pins).
• Power Relay Pins 86 and 30 (VIC pin 3), should
have battery voltage when the negative voltmeter
lead is grounded.
• Turn Key On.
• The switched power lead (VIC pin 4) should rise to
battery or system voltage.
• Check for 12 Volts on both sides of the Power
fuse. If power is found on one side of the fuse but
not the other, replace fuse.
these terminals as this can also be a source of
intermittent problems cause by improper han-
dling of these low voltage connectors and termi-
nals. When running electrical diagnostics avoid
back probing the wire connectors as this may
damage the wire seal. When running the conti-
nuity checks, just touch the wire terminal; forc-
ing the electrical probe into the terminal may
cause the terminal to spread leading to perma-
nent damage.
%/=VW9X
When the key is first turned ON the Actuator
relay is energized supplying power to the Fuel
Shut-off Solenoid, Ignition Coil, Fuel Injectors
and O2 Sensor. If the engine is not being
cranked or running, after 2 seconds the Actua-
tor relay will be turned off. The Actuator relay
will be turned on again if an engine rpm signal
is sensed (engine cranking or running). Note
that turning the key OFF and ON again quickly
will not result in another 2 seconds of Power.
Only after the key has been off for 20 seconds
and then turned on again will the 2 second
priming power be seen again. So it is necessary
to crank the engine to troubleshoot the Actuator
Relay circuits.
W9X^"'%GGXV9W9XUXVU

&&
• Back probe VIC 1 and VIC 2 while cranking and
test for system voltage (note that voltage is less
during cranking but should be less than 9.6 volts).
If voltage can’t be measured at these pins, check for
blown fuses, battery connections and battery voltage. If
VIC pin 4 fails to show battery voltage with key ON,
check fuses and if they are good, replace the bad relay.
If voltage is detected but the starter won’t engage to crank
the engine, check the Key switch by lifting up the 10A
Ignition Switch Power fuse and test voltage at both termi-
nals (by touching the voltmeter probes to the exposed
metal points on sides of the fuse) to ensure power is deliv-
ered to the starter when the key is turned to the Crank
position.
! '9WX%X
Extra care must be taken when probing electri-
cal pins and terminals. Do not bend or spread
1. Does the engine rpm show on the Spectrum Engine
Monitor while cranking? If there is no rpm showing
on the Monitor tab and communication is properly
working with the ECM, then the cranking rpm is too
low or the engine crank sensor is not functioning.
Verify there is at least 9.6 volts at the battery during
cranking. If the voltage is lower than 9.6, verify that
the battery has sufficient charge. If charged, test the
battery and replace if necessary. The minimum
cranking speed which can be detected by the ECM is
60 rpm. Using the Spectrum Engine Monitor, verify
that the engine speed (rpm) shows on the Engine
speed box of the Monitor page or plotted on the Plot
page when the engine is cranked. If no crank signal is
produced, check the electrical connections to the sen-
sor and verify the sensor is correctly positioned. If
the connections and position are good, test with a
digital voltmeter set for AC voltage. The sensor
should output approximately 1.2-1.8 volts. If the

/ `&#Y J[GK>\K K

 [GK>\,

Crankshaft Sensor output is outside of this range,
replace the sensor.
2. Is there spark at each spark plug? Using a commer-
cially available spark tester, crank the engine and
watch for spark. If no spark is found, the spark plug
or coil may be bad.
3. Is the LPG vaporizer Lock-Off opening? The LPG
lock-off can be checked for activation with an iron
bar (or other ferrous metal which is attracted to a
magnet) by holding it close but not touching the sole-
noid on the regulator. When the lock-off solenoid is
energized, at key ON (for 2 seconds as mentioned
above) magnetic attraction can be detected. If the
lock-off solenoid is not energized, inspect the actua-
tor relay and fuse circuit.
XV
The 12 Volt power to the Fuel Shut-off Sole-
noid, ignition coil and injectors is supplied
through the Actuator Relay. If there is no fuel
pressure, spark or injector firing, check the
power output at the Actuator Fuse.
>
1. Is there the proper fuel in the tank and is the fuel tank
open?
2. Has the Excess Flow Valve on the tank been tripped
shut?
3. Is there fuel pressure at fuel rail? Fuel pressure can
be read via the Monitor tab on the Spectrum Engine
Monitor. The fuel pressure should be approximately
180 to 210 kPa (26 to 30.5 PSI (when the key is ON,
but the engine is not running) and 88 kPa (12.7 PSI)
above manifold pressure when it is running--approxi-
mately or 125 to 140 kPa (18.1 to 20.3 PSI at idle).
Low fuel rail pressure may be the result of:
• Empty fuel tank
• Tripped Excess Fuel Valve on the fuel tank.
• Closed or stuck lock-off valve or bad electrical
connection to the lock-off valve.
4. Inspect the vacuum line between the manifold and
vaporizer to make sure it is securely connected and
not cracked, rotten or plugged.
5. Are the Injectors firing? The best and most thorough
way to check the injector circuit is to insert a “noid”
light in place of each injector (one at a time) and
cranking the engine to see that the light flashes. If the
injector is receiving an electrical pulse yet remains
suspect, the best test is to replace it with a known
good injector. To determine which injector is faulty,
increase the engine throttle to approximately 1200
rpm and using the Spectrum Engine Monitor’s
“Injector” tab, disable one injector at a time. Note
decreases in rpm (the rpm needs to be above idle
since the idle governor will try to keep the rpm con-
stant by opening the throttle when you disconnect an
injector). If a specific injector is disabled and has no
effect on the rpm, the problem can likely be found
with the cylinder that is not firing.
6. Is an injector leaking? To perform this test, using the
Spectrum Engine Monitor, with Key ON, and engine
not running, note the fuel rail pressure. The pressure
should not drop more than 3 kPa/minute. If the fuel
rail pressure drops faster than 3 kPa/minute, there’s a
leak downstream of the regulator or one or more
injectors are stuck open/leaking and require replace-
ment. Also refer to XXIII. LPG FUEL SYSTEM
LEAK TEST in the Section 8. “Servicing the Fuel
System”.
%> / =V'W = 9XU =W/
/VX%VW9XV//X%9b
If the engine starts and runs, record the engine operation
at idle using the Spectrum Engine Monitor and under the
condition that it’s operation is unacceptable (for example
acceleration). Note to see if the engine operation has gone
closed loop (the “Control Mode” for the appropriate bank
should show “Closed” approximately 1 minute after start-
up from room temperature).
<^<U%WU=U
With the Monitor tab page open and the engine idling (0
Pedal) check to see what the Pedal Position Sensor reads
on the Monitor pages. Also plot the “PedalPositionSen-
sor” and the “Desired EngineSpeed” to verify that they
change when the foot or accelerator pedal is pressed.
%<<WVG%XG%/=<V//VUf
If a fault occurs in any of the pedal, throttle or 5 volt
power supply circuits, the Electronic Throttle Body (ETB)
will go into “Limp Home” mode designed to prevent a
run-away engine or engine damage. Power to the ETB
will be removed. The throttle plate will take a neutral
position of approx. 18% and will not move.

/ `&#Y J[GK>\K KI

 Group 00(L-Ford), Engine

Any of the following Diagnostic Trouble Codes (DTC’s) will cause the throttle to go into Limp Home mode:
DTC SPN-FMI Description
P0638 3464-7 Desired and actual throttle positions do not match
P0643 3509-3 5V Sensor Power Supply 1 voltage high
P0122 51-4 TPS1 signal circuit voltage low
P0123 51-3 TPS1 signal circuit voltage high
P0222 3673-4 TPS2 signal circuit voltage low
P0223 3673-3 TPS2 signal circuit voltage high
P1521 5419-7 Detected rest position of throttle does not match expected value
P1522 5419-14 After spanning, resting positions of redundant TPSs have failed to
P2100 5419-4 Open circuit in ETC motor circuit
P2103 5419-6 Short to high in ETC motor circuit
P2109 51-1 Electronic throttle could not complete its self span
P2111 5419-0 Throttle is stuck open and does not move as commanded
P2112 5419-1 Throttle is stuck close and does not move as commanded
P2113 3673-1 Electronic throttle could not complete its self span
P2119 5445-4 Electronic throttle could not complete its self span
P2135 51-7 Readings from TPS1 and TPS2 signal lines do not correlate
P2163 51-0 Electronic throttle could not complete its self span
P2164 3673-0 Electronic throttle could not complete its self span
P2176 5419-13 ECM was not able to perform throttle span after key-off

If the ETB goes into Limp Home mode the cause of the DTC must remedied, the DTC must be cleared and then the truck
keyed off for at least 20 seconds.

Engine Won’t Crank

(Power is applied, but the starter won’t engage.)
• Verify battery voltage is sufficient.
• Check to see if the starter relay is providing power to the starter solenoid.
• Check all electrical connections, including the battery posts.
• Check ignition switch.
• If sufficient voltage is supplied to the starter and it won’t turn, replace the starter.

NOTE
Other OEM equipment may include a seat interlock and fuses. Refer to the OEM manuals.

SM 1044 Quick Troubleshooting Guides • 00(L-Ford)-4-6

 Group 00(L-Ford), Engine

Section 5

Engine Electrical

SM 1044 Engine Electrical • 00(L-Ford)-5-1

 Group 00(L-Ford), Engine

SM 1044 Engine Electrical • 00(L-Ford)-5-2

 Group 00(L-Ford), Engine

Engine Wire Harness Repair

ON-VEHICLE SERVICE WIRE 2. Unwrap aluminum/Mylar tape.
HARNESS REPAIR Do not remove Mylar.

Wire harnesses should be replaced with proper part num-

ber harnesses. When wires are spliced into a harness, use
wire with high temperature insulation only.
Low current and voltage levels are used in the system, so 3. Untwist conductors, strip insulation as necessary.
it is important that the best possible bond at all wire
splices be made by soldering the splices.

CONNECTORS AND TERMINALS

4. Splice wire using splice clips and rosin core solder.
Use care when probing a connector or replacing terminals
Wrap each splice to insulate.
in them to prevent shorting opposite terminals and dam-
age certain components. Always use jumper wires 5. Wrap with Mylar and drain wire (uninsulated) wire.
between connectors, for circuit checking. Do not probe
through the Weather-Pack seals with oversized wire
probes. Use tachometer adapter J 35812 (or equivalent)
which provides an easy hook up of the tach lead. The con-
6. Tape over entire juncture and secure.
nector test adapter kit J 35616 (or equivalent), contains an
assortment of flexible connectors used to probe terminals
during diagnosis. Fuse remover and test tool BT 8616, or REPAIRING TWISTED LEADS
equivalent, is used for removing a fuse and to adapt fuse
holder, with a meter, for diagnosis.
Open circuits are often difficult to locate by sight due to
dirt, oxidation, or terminal misalignment. Merely wig-
gling a connector on a sensor, or in the wiring harness, 1. Locate Damaged Wire.
may correct the open circuit condition. This should 2. Remove insulation as required.
always be considered, when an open circuit, or failed sen-
sor is indicated. Intermittent problems may also be caused
by oxidized or loose connections.
Before making a connector repair, be certain of the type of 3. Splice two wires together using splice clips and rosin
connector. Weather-Pack and Compact Three connectors core solder.
look similar, but are serviced differently.

REPAIRING TWISTED/SHIELDED CABLE

4. Cover splice with tape to insulated from other wires.
5. Retwist as before and tape with electrical tape and
hold in place.

1. Remove outer jacket

SM 1044 Engine Electrical • 00(L-Ford)-5-3


WEATHER-PACK
A Weather-Pack connector can be identified by a rubber
seal, at the rear of the connector. The connector is used in
the engine compartment to protect against moisture and
dirt that may oxidize and/or corrode the terminals. Given
the low voltage and current levels found in the electronic
system, this protection is necessary to ensure a good con-
nection.
WEATHER-PACK TERMINAL REPAIR
1. Open secondary lock hinge on connector.
2. Remove terminal using tool.
3. Cut wire immediately behind cable seal.
4. Replace terminal.
a. Slip new seal onto wire.
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
5. Push terminal and connector and engage locking
tangs.
6. Close secondary lock hinge.
SM 1044
Group 00(L-Ford), Engine
Use tool J M28742, or BT8234-A or equivalent to remove
the pin and sleeve terminals. If the removal is attempted
with an ordinary pick, there is a good chance that the ter-
minal will be bent, or deformed. Unlike standard blade
type terminals, these terminals cannot be straightened
once they are bent.
Verify that the connectors are properly seated and all of
the sealing rings in place, when connecting leads. The
hinge type flap provides a backup, or secondary locking
feature for the connector. They are used to improve the
connector reliability by retaining the terminals, if the
small terminal lock tabs are not positioned properly.
Weather-Pack connections cannot be replaced with stan-
dard connections. Additional instructions are provided
with Weather-Pack connector and terminal packages.
Engine Electrical • 00(L-Ford)-5-4
 Group 00(L-Ford), Engine

Section 6

Spectrum Engine Monitor Diagnostic Scan Tool (DST)

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-1

 Group 00(L-Ford), Engine

DST Software Installation Instructions

The software needed for the Spectrum Engine Monitor is available for download at:
http://www.impcotechnologies.com/spectrum-test-tools.asp
There are two software components that are required: the software for the Diagnostic Scan Tool (DST) and the driver nec-
essary for your laptop to communicate with the CAN Bus Adapter (IFak or Kvaser).

Supported operating systems are:

• Windows 8 (32 or 64 bit)
• Windows 7 (32 or 64 bit)
• Windows XP (32 or 64 bit)
• Windows Vista (32 or 64 bit)
• Windows 2000 (32 bit)

Minimum processor speed:

• Pentium III 1.0 GHz

Minimum RAM requirement:

• Windows 7 or 8 1 GB
• Windows Vista 512 MB
• Windows XP 256 MB

Additional:
• One available USB port.

Examples and snapshots used in this manual are based off of the initial Spectrum Engine Monitor using the Windows 7
operating system. This tool is used for multiple fuel systems and is frequently updated. Snapshot illustrations may vary
depending on the installed operating system and changes included in any updated Spectrum Engine Monitor software
updates. This software has the ability to automatically detect functions that may or may not be used in any one particular
fuel system. In this instance unused or irrelevant values and graphic displays will be shaded in gray on the Spectrum
Engine Monitor display screens. Terms, names and descriptions of systems and other servicing procedures may be
updated periodically with new Spectrum Engine Monitor installation software.
Visit http://www.impcotechnologies.com/spectrum-test-tools.asp, read the instructions and download the DST and CAN
Bus adapter driver.

NOTE
The DST and/or CAN Bus Adapter software may be distributed by OEMs or packaged with the CAN Bus
adapter. IMPCO maintains the latest copy of all necessary software on its website and does not distribute
copies. Therefore, any software not downloaded from IMPCO’s site is questionable and should not be used.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-2

 Group 00(L-Ford), Engine

IFak* Driver and Utility Installation:

*If Kvaser models are used, skip this step.
NOTE
Close any open applications prior to installing the Spectrum Engine Monitor.

Open the file downloaded for the IIFak CAN Bus Adapter.

For users with restricted rights using Windows 7 or Windows Vista, select Run as administrator as shown above.
For all others, select the Setup file. You may receive a Windows message asking you to confirm the installation request
by an unknown publisher. You must select Yes to continue the installation.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-3

 Group 00(L-Ford), Engine

Select the Next box to continue with the installation.

Enter your company name or organization and click the Next box. Follow the next steps using the recommended defaults.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-4

 Group 00(L-Ford), Engine

Click the Finish box to complete the installation. It is now recommended you re-boot your computer.

Connect the IFak adapter to an available USB port. You may see a message confirming you wish to make changes to the
computer from an unknown publisher. If so, you must select the Yes box to continue the installation.
Windows will now install the IFak driver to your computer. You should see a message confirming the driver was success-
fully installed as shown above.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-5

 Group 00(L-Ford), Engine

Open the Start menu. You should see the is CAN Configuration utility confirming the utility installation.
Select the is CAN Configurator.

Click the Add box.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-6

 Group 00(L-Ford), Engine

Select the USB button, then click the OK box.

Click on the Search attached device box.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-7

 Group 00(L-Ford), Engine

When the IFak device serial number is shown, click the Select box, then click the OK box.
The IFak driver and utility installation is now complete.
If you had problems during this installation, repeat the installation.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-8

 Group 00(L-Ford), Engine

Spectrum Engine Monitor Software Installation:

Open the Spectrum_Series_IV_DST (sample folder—actual name may differ) file folder.

For users with restricted rights: it may be necessary to select the Run as administrator box similar to the IFak USB
driver installation. For all others, click the Setup file. You may receive a Windows message asking you to confirm the
installation request by an unknown publisher. If so, you must select the Yes box to continue the installation.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-9

 Group 00(L-Ford), Engine

Click on the Install button to begin the installation.

Click the Next box.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-10

 Group 00(L-Ford), Engine

Follow the on screen prompts that will guide you through the installation.

Select the destination folder.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-11

 Group 00(L-Ford), Engine

Once the installation is completed, click on the Finish button.

The Spectrum 4 logo shortcut will be placed on the desktop.

It is now recommended that you restart your computer.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-12

 Group 00(L-Ford), Engine

Connecting the Spectrum Engine Monitor:

Triangular Triangular RS232 15-pin IFak CAN Bus Adapter USB Connector
3-Pin Connector 3-Pin Connector Connector on plugs into USB
on Truck Wire on orange cable orange cable port on Laptop
Harness

Connect the 15-pin RS232 connector on the Orange cable(P/N 1534008) to the matching connector on the end of the
IFak, then connect the 3-pin triangular connector on IFak connector to matching connector on the truck’s wiring harness.
Plug the USB connector into a USB port on the laptop.

Click on the Spectrum 4 shortcut to open the Spectrum Engine Monitor software program.
Turn the engine ignition power ON.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-13

 Group 00(L-Ford), Engine

The Spectrum Engine Monitor should automatically connect to the A36 ECM.

Note that the ECM can be manually connected by clicking on Settings, then Select ECU type/Manually Select ECU Type/
A36. The connection setting is saved when exiting, providing File is clicked and “Exit” is selected.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-14

 Group 00(L-Ford), Engine

On the data stream page, pull down the Settings menu and click on Connection Settings

The Select CAN Device & Channel dialog box will appear. To select the IFak device, look for the option in the right
panel that matches the serial number of your IFak with “Ready” or “Active” noted at the right. Select this channel then
click the OK box.
Kvaser users: If you only see two options that say "Kvaser Virtual CAN Driver Channel 1" your dongle is not plugged in
or you need to close the Spectrum Engine Monitor, plug in the Kvaser and then restart the program. Select the "Kvaser
Leaf Light HS Channel 0" then click the OK box.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-15

 Group 00(L-Ford), Engine

Under the Connection drop down menu, select Connect

When connected, the live data stream appears in the Value column.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-16

 Group 00(L-Ford), Engine

Using the Spectrum Engine Monitor

The Spectrum Engine Monitor is the next generation all CAN (Controller Area Network) enabled diagnostic tool.
This is a new tool for emission year 2016. It is designed to be compatible for all 2016 Spectrum fuel systems that use the
A36 ECM. The Spectrum Engine Monitor operates on an expandable platform and its functions are planned to increase in
the future. The functions are listed below:
• Updating the ECM calibration using the .AFS calibration file.
• Provide graphical display interface for engine and sensors parameters
• Display DTC (Diagnostic Trouble Codes)
• Provide data stream information from engine sensors and actuators
• Plot data
• Record Data

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-17

 Group 00(L-Ford), Engine

Updating the ECM Calibration

In field updates (also known as “reflashing”) where the ECM software or calibration is update are possible with the A36
ECM using the Spectrum Engine Monitor. Calibration files are supplied in the .afs file format and may be supplied to you
by the OEM. A password will not be necessary if the fuel type, engine size, certification level and hardware version of
your engine matches those in the new calibration file; passwords are only necessary to override/change these variables.
Before re-programming the ECM, shut down any other programs running on your PC including wireless and e-mail pro-
grams. The PC must be dedicated to the reprogramming process at this time. Be sure your PC battery is adequately
charged. Failure to follow these instructions may render the ECM not unusable in the field.
Before reflashing, connect to the ECM to ensure all software is installed and functioning properly (as shown in the previ-
ous pages covering the Spectrum Engine Monitor).

PROCEDURE TO FLASH NEW CODE/CALIBRATION INTO THE ECM

1. Turn the truck ignition key OFF and shut down the Spectrum software on your PC.
2. Connect one end of the orange diagnostic cable to the grey triangular connector on the engine wire harness, located
at the back of the engine.
3. Connect the other end of the orange diagnostic cable to the Kvaser or IFak
4. Connect the USB end of Kvaser or IFak to the USB port of the PC.
5. Start the Spectrum Monitor software on your PC.

6. Select "Tools" then "Reprogram AFS Engine Control Unit...".

7. On the Welcome page select Next.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-18

 Group 00(L-Ford), Engine

8. Select the "Browse Button" to the right of the Select File window (small button ).
9. Find the .afs file you want to Flash and double click on it.
10. Uncheck the "Try loading Calibration only for faster upload." button. Then select Next.

11. You should not need to enter any passwords if the fuel type, engine size, certification level and hardware version of
your engine matches those in the new calibration file.
12. Select Next.

13. When you get to this screen turn the truck ignition key to ON and wait 5 seconds.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-19

 Group 00(L-Ford), Engine

14. Select Next.

You should see the green progress bars moving. The flashing may take 3 to 5 minutes If after a few seconds you do not
see the green progress bars but instead see the following error message, you will need to try using the override password
if you have one.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-20

 Group 00(L-Ford), Engine

This message indicates the ECM currently in the truck has a different fuel type, engine size, certification level or hard-
ware version then what is in the pending calibration you are trying to load. You will need to select Finish on the error
message and then repeat steps 6 to 14, at which point you have the opportunity to enter the override password again. In
the override password window enter "overrideit" and then select Next.

15. When flashing is complete (if you get a warning at the end about code version does not match ignore it as is not
important, the engine will still function properly). Close the flash wizard window and try to connect to the ECM with
Spectrum Engine Monitor by selecting the green triangle in the upper left corner or by Selecting "Connection" and
then "Connect". The Spectrum Engine Monitor should connect and after 5 to 20 seconds, you should see the new
Code and Calibration versions in the right side of the Status bar along the bottom of the Spectrum screen.
16. Disconnect Spectrum, Key OFF the truck, wait 30 seconds then key on and start the engine.
17. Turn the ignition ON. Verify the calibration updated with the new file number in the ECM Part Number data
stream shown above. The reprogramming process is now complete.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-21

 Group 00(L-Ford), Engine

Graphic Display Interface

Shown as the monitor page in the Spectrum Engine Monitor, the above page is the default entry page that opens with the
Spectrum Engine Monitor program. It provides a graphical interface for important engine parameters.
Graphics shown in gray are not available for the specific application the Spectrum Engine Monitor may be connected to
as shown above. This function is controlled by the ECM calibration file and cannot be changed by the service technician.
Note that the values are shown in metric and cannot be changed to imperial.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-22

 Group 00(L-Ford), Engine

Display DTC (Diagnostic Trouble Codes)

DTC codes can be read by clicking on the Diagnostics tab at the bottom of the monitor page. The source of the DTC
stream can be set manually, or left in the default All position for auto detection of the DTC codes. Codes that can be
viewed are set in two categories, active and historic. Active codes are codes that are set and the fault that is causing the
code to set is constant. Historic codes are codes that have set in the past, but the fault that caused them has been corrected
such as with an intermittent problem. This function is selectable by choosing the Active or Historic, as shown in the above
image. Codes can be cleared by clicking the Clear box. The DTC set code list may also be saved by clicking the Save box
shown above. The file will be saved in a convenient HTML file compatible with Windows Internet Explorer and will pro-
vide a browse function to save the file to a location of choice for the service technician.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-23

 Group 00(L-Ford), Engine

Data Stream:

The data stream page can be accessed by selecting the A36 tab shown at the lower left above.

Plot Data :

Data stream information may also be selected for a trace plot.

This page is available by clicking the Plot tab at the lower page center as shown above.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-24

 Group 00(L-Ford), Engine

The custom parameters of the plot can be selected by clicking on the plot icon just below the Settings menu item at the top
left of the page shown above. To save the custom settings select OK.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-25

 Group 00(L-Ford), Engine

Diagnosing Intermittent Problems

Intermittent fuel system problems can prove to be the most challenging to diagnose. It is of the upmost important when
diagnosing intermittent problems to operate the engine system while monitoring with the Spectrum Engine Monitor and
pressure gauge set. An example of this would be if the Spectrum Engine Monitor showed a lean fuel mixture at full load.
One of the first things to look at would be the fuel pressure. The fuel pressure would need to be monitored while the
engine is operating at full load, not at low or no load because the leaning effect may not occur until full load. Electrical
problems should be treated in a similar same way. One excellent tool for finding intermittent electrical problems is the
Spectrum Engine Monitor plot function. Set up the plot for the suspected sensor(s). An example of this would be if an
intermittent code relating to the IAT (intake air temperature sensor), tag the IAT voltage and watch the plot. While watch-
ing the plot, agitate the electrical wire connection at the sensor and ECM connector. The resolution of the plot screen is
such that you will be able to see any unstable voltages that you may not see with a standard DVOM.

SM 1044 Spectrum Engine Monitor Diagnostic Scan Tool (DST) • 00(L-Ford)-6-26

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The certified fuel system is designed to notify the end user of a problem with engine operation. The ECM con-
stantly monitors engine performance through a variety or sensors and if one or more of the sensors provides an out
of range value, a MIL (Malfunction Indicator Light, frequently referred to as a “check engine light”) may illumi-
nate to notify the end user of a problem. A technician may connect a Spectrum Engine Monitor(diagnostic scan
tool) to determine which DTC(s) (Diagnostic Trouble Code(s) were recorded by the ECM (both active and his-
toric). By referring to the solution tables on the pages that follow, the problem can be systematically diagnosed and
corrected.
Use of the Spectrum Engine Monitor is imperative for proper diagnosis. Parts should only be serviced or
replaced if determined to be faulty. The replacement of parts based on guess work wastes both time and
money, neither of which is covered under warranty.
Mechanical engine problems such as leaks, noise, vibration, lack of compression, etc. may not set a DTC and can
be corrected by following testing and diagnostic procedures according to Ford engine information.

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 Group 00(L-Ford), Engine

SPN-FMI 51-0 P-Code P2163

WOT position not found by TPS1 during electronic throttle self-span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If the TPS1 voltage reading does not correspond to the
expected throttle range during this self-span, the code will be set and the MIL is activated.

• OBD II Definition: Throttle Position Sensor A Maximum Stop Performance

• Necessary conditions for fault:
 Primary: Voltage range on TPS1 recorded during throttle span < 3.5V
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Short to battery or ground in TPS1 circuit
 Short to ground in power supply line
 Faulty ETB assembly
• Troubleshooting: Troubleshoot active DTCs related to sensor power supply
 Troubleshoot active DTCs related to TPS1
 Check ETB for blockage and if throttle is able to move freely

SPN-FMI 51-1 P-Code P2109

Zero throttle position not found by TPS1 during electronic throttle self-span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If readings for the throttle rest position on TPS1 do not
translate into a position between 5% and 35%, the code will be set and the MIL is activated.

• OBD II Definition: Throttle Position Sensor A Minimum Stop Performance

• Necessary conditions for fault:
 Primary: TPS1 readings for throttle rest position are not between 5% and 35%
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Short to battery or ground in TPS1 circuit
 Short to ground in power supply line
 Faulty ETB assembly
• Troubleshooting: Troubleshoot active DTCs related to sensor power supply
 Troubleshoot active DTCs related to TPS1
 Check ETB for blockage and if throttle is able to move freely

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-2

 Group 00(L-Ford), Engine

SPN-FMI 51-3 P-Code P0123

TPS1 signal circuit voltage high

This code is referring to the first of two throttle position sensors (TPS1) in the electronic throttle body.
The ECU monitors the TPS1 signal voltage. If the voltage exceeds the calibrated threshold for longer than the calibrated
time, the code will be set and the MIL is activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch A Circuit High

• Necessary conditions for fault:
 Primary: Voltage on TPS1 signal line > 4.92V (ETB connector TPS1 pin) for > 0.016s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: TPS1 signal line shorted to Supply +5V power line
 TPS1 signal line shorted to battery
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on TPS1 pin
 Check for pinched or bare wires

SPN-FMI 51-4 P-Code P0122

TPS1 signal circuit voltage low

This code is actually referring to the first of two throttle position sensors, (TPS1) in the electronic throttle body.
The ECU monitors the TPS1 signal voltage. If the voltage drops below the calibrated threshold for longer than the cali-
brated time, the code will be set and the MIL activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch A Circuit Low

• Necessary conditions for fault:
 Primary: Voltage on TPS1 signal line < 0.1V (ETB connector TPS1 pin) for > 0.016s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: TPS1 signal line open circuit
 TPS1 signal line shorted to ground
 ETB connector disconnected
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on TPS1 pin
 Check voltage on Supply +5V pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-3

 Group 00(L-Ford), Engine

SPN-FMI 51-7 P-Code P2135

TPS1 signal circuit voltage high

Readings from TPS1 and TPS2 signal lines do not correlate The ECU reads the voltages from the TPS1 and TPS2 and
normalizes both signals to be positive position values from 0 to 1.0. It then compares the two readings and if they differ
by more than a calibrated amount, the code will be set and the MIL is activated. The throttle will be put in “Limp Home”
mode. This throttle no power position will allow the engine to continue to run at a minimal speed and load without being
actively actuated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch A / B Voltage Correlation

• Necessary conditions for fault:
 Primary: Error between calculated positions from TPS1 and TPS2 signals > 6% for > 1s.
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 Throttle actuation will be disabled (limp home mode)
• Possible causes: Faulty ETB assembly
 TPS1 or TPS2 signal partially shorted to high or low voltage
• Troubleshooting: Check continuity of TPS1 and TPS2 lines between ETB and ECU connectors
 Check circuits for shorts to ground or battery
 Check voltage on Supply +5V pin
 Check pins are seated and locked in connector

SPN-FMI 91-3 P-Code P2123

APP1 sensor signal circuit voltage high

The ECU monitors the APP1 sensor signal voltage. If the voltage exceeds the calibrated threshold for longer than the cal-
ibrated time, the code will be set and the MIL is activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch D Circuit High Input

• Necessary conditions for fault:
 Primary: Voltage on APP1 sensor signal line > 4.82V (VIC Pedal connector APP1 pin) for > 0.25s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Backup APP Unless both APP1 & APP2 have failed in which case the throttle goes into
 Limp Home mode and will not respond to the pedal and will remain fixed.
• Possible causes: APP1 sensor signal line shorted to APP1 5V supply line
 APP1 sensor signal line shorted to battery
 Faulty APP assembly
• Troubleshooting: Check VIC Pedal connector for proper connection
 Check voltage on APP1 pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-4

 Group 00(L-Ford), Engine

SPN-FMI 91-4 P-Code P2122

APP1 sensor signal circuit voltage low

The ECU monitors the APP1 sensor signal voltage. If the voltage drops below the calibrated threshold for longer than the
calibrated time, the code will be set and the MIL is activated.
• OBD II Definition: Throttle/Pedal Position Sensor/Switch D Circuit Low Input
• Necessary conditions for fault:
 Primary: Voltage on APP1 sensor signal line < 0.08V (VIC Pedal connector APP1 pin) for > 0.25s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Backup APP Unless both APP1 & APP2 have failed in which case the throttle goes into
 Limp Home mode and will not respond to the pedal and will remain fixed.
• Possible causes: APP1 sensor signal line open circuit
 APP1 sensor signal line shorted to ground
 VIC Pedal connector disconnected
 Faulty APP assembly
• Troubleshooting: Check VIC Pedal connector for proper connection
 Check voltage on APP1 pin
 Check voltage on APP1 5V pin
 Check for pinched or bare wires

SPN-FMI 91-7 P-Code P2138

Readings from APP1 and APP2 sensors do not correlate

The ECU reads the voltages from the APP1 and APP2 sensors and normalizes both signals to be positive position values
from 0 to 1.0. It then compares the two readings and if they differ by more than a calibrated amount, the code will be set
and the MIL is activated.
• OBD II Definition: Throttle/Pedal Position Sensor/Switch D / E Voltage Correlation
• Necessary conditions for fault:
• At low pedal position:
 Primary: Error between calculated positions from APP1 and APP2 signals > 9% for > 1s
 Secondary: No 5V power supply faults present
• At full pedal position:
 Primary: Error between calculated positions from APP1 and APP2 signals > 25% for > 1s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Throttle goes into Limp Home mode and will not respond to the pedal and will remain fixed.
• Possible causes: Faulty accelerator pedal assembly
 APP1 or APP2 sensor signal partially shorted to high or low voltage
• Troubleshooting: Check continuity of APP1 and APP2 lines between pedal and ECU connectors
 Check circuits for shorts to ground or battery
 Check voltage on Supply +5V pins
 Check pins are seated and locked in connector

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-5

 Group 00(L-Ford), Engine

SPN-FMI 100-18 P-Code P0524

Engine oil pressure is too low for safe engine operation

The ECU monitors engine oil pressure to protect the engine from possible damage. If the oil pressure drops below a cali-
brated threshold for longer than a calibrated time, this code will set and the MIL is activated.

• OBD II Definition: Engine Oil Pressure Too Low

• Necessary conditions for fault:
 Primary: Oil pressure < oil switch threshold for > engine speed dependent time
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Engine de-rate to idle if enabled
 Emergency engine shut down if enabled
• Possible causes: Engine low on oil
 Oil not circulating properly
• Troubleshooting: Check engine oil level
 Check for oil leaks

SPN-FMI 105-3 P-Code P0113

IAT sensor signal circuit voltage high

The ECU monitors IAT signal voltage. The engine airflow estimation and ignition timing is dependent on intake air tem-
perature. If voltage on the IAT sensor signal line exceeds the calibrated threshold for longer than the calibrated time, the
code will be set and the MIL is activated. The IAT measurement will be replaced by a modeled value.

• OBD II Definition: Intake Air Temperature Circuit High Input

• Necessary conditions for fault:
 Primary: Voltage on IAT signal line > 4.87V (MAPMAT connector IAT pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: IAT signal line shorted to +5V power line
 IAT signal wire may be open circuit
 MAPMAT connector disconnected
 IAT signal line shorted to battery
 Faulty MAPMAT assembly
• Troubleshooting: Check MAPMAT connector for proper connection
 Check for open circuit in IAT signal circuit
 Check voltage on IAT pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-6

 Group 00(L-Ford), Engine

SPN-FMI 105-4 P-Code P0112

IAT sensor signal circuit voltage low

The ECU monitors IAT signal voltage. The engine airflow estimation and ignition timing is dependent on intake air tem-
perature. If voltage on the IAT sensor signal line drops below the calibrated threshold for longer than the calibrated time,
the code will be set and the MIL is activated. The IAT measurement will be replaced by a modeled value.

• OBD II Definition: Intake Air Temperature Circuit Low Input

• Necessary conditions for fault:
 Primary: Voltage on IAT signal line < 0.1V (MAPMAT connector IAT pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: IAT signal line shorted to ground
 Faulty MATMAP assembly
• Troubleshooting: Check MATMAP connector for proper connection
 Check voltage on IAT pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SPN-FMI 110-0 P-Code P0217

Engine cooling system overheat

The ECU monitors CHT signal voltage and translates it into a temperature value. The coolant temperature is monitored to
determine engine overheat for protection purposes. If the coolant temperature exceeds the calibrated threshold for longer
than the calibrated time, the code will be set and the Engine Coolant Warning Lamp is activated. Engine may depending
on calibration first de-rate and eventually shut down based on calibrated temperature thresholds. If Coolant temperature
drops below a calibrated value Coolant Lamp will be shut off and any de-rate will be shut off. No MIL will be activated.

• OBD II Definition: Engine Coolant Over Temperature Condition

• Necessary conditions for fault:
 Primary: Temperature recorded with CHT sensor > 117°C for > 10s
 Secondary: Minimum engine run-time > 30s
• ECU substitution or action:
 Engine de-rate and de-rate to idle based on calibrated temperature thresholds if enabled
 Emergency engine shut down based on calibrated temperature threshold if enabled
• Possible causes: Faulty component in coolant system (water pump, radiator, fan, hoses etc.)
 Air in coolant system
• Troubleshooting: Check coolant level
 Check if thermostat is functioning properly
 Check if thermostat temperature rating is correct
 Check if water pump is functioning properly
 Check for blockage in radiator or coolant lines
 Check if coolant fan is functioning properly

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-7

 Group 00(L-Ford), Engine

SPN-FMI 110-3 P-Code P0118

ECT sensor signal circuit voltage high

The ECU monitors CHT signal voltage. If the voltage on the CHT sensor signal line exceeds the calibrated threshold for
longer than the calibrated time, the code will be set and the MIL is activated. The CHT measurement will be replaced by
a modeled value.
• OBD II Definition: Engine Coolant Temperature Circuit High Input
• Necessary conditions for fault:
 Primary: Voltage on CHT signal line > 4.92V (CHT connector CHT Sig pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 Long-term fuel trims are disabled
 Trip logic will not utilize engine coolant temperature in its calculations
• Possible causes: CHT signal line shorted to battery
 CHT line open circuit
 CHT sensor disconnected
 Faulty CHT sensor
• Troubleshooting: Check CHT connector for proper connection
 Check voltage on CHT Sig pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SPN-FMI 110-4 P-Code P0117

ECT sensor signal circuit voltage low

The ECU monitors CHT signal voltage. If voltage on the CHT sensor signal line drops below the calibrated threshold for
longer than the calibrated time, the code will be set and the MIL is activated. The CHT measurement will be replaced by
a modeled value.
• OBD II Definition: Engine Coolant Temperature Circuit Low Input
• Necessary conditions for fault:
 Primary: Voltage on CHT signal line < 0.15V (CHT connector CHT Sig pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 Long-term fuel trims are disabled
 Trip logic will not utilize engine coolant temperature in its calculations
• Possible causes: CHT sensor signal line short to ground
 Faulty CHT sensor
• Troubleshooting: Check CHT connector for proper connection
 Check voltage on CHT Sig pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-8

 Group 00(L-Ford), Engine

SPN-FMI 159-3 P-Code P0193

Fuel pressure sensor signal circuit voltage high

The ECU monitors FAP signal voltage and determines fuel injector pulse width based on the FAP reading.
If voltage exceeds the calibrated threshold for longer than the calibrated time, the code will be set and the MIL is acti-
vated. The FAP will be estimated using a modeled value.

• OBD II Definition: Fuel Rail Pressure Sensor Circuit High

• Necessary conditions for fault:
 Primary: Voltage on FAP signal line > 4.92V (FAPFRT connector FAP Sig pin) for > 1s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: FAP signal line shorted to +5V power line
 FAP signal line shorted to battery
 Faulty FAPFRT assembly
• Troubleshooting: Check FAPFRT connector for proper connection
 Check voltage on FAP Sig pin
 Check for pinched or bare wires

SPN-FMI 159-4 P-Code P0192

Fuel pressure sensor signal circuit voltage low

The ECU monitors FAP signal voltage and determines fuel injector pulse width based on the FAP reading.
If voltage drops below the calibrated threshold for longer than the calibrated time, the code will be set and the MIL is acti-
vated. The FAP will be estimated using a modeled value.

• OBD II Definition: Fuel Rail Pressure Sensor Circuit Low

• Necessary conditions for fault:
 Primary: Voltage on FAP signal line < 0.15V (FAPFRT connector FAP Sig pin) for > 1s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: FAP signal line open circuit
 FAP signal line shorted to ground
 FAPFRT connector disconnected
 Faulty FAPFRT assembly
• Troubleshooting: Check FAPFRT connector for proper connection
 Check voltage on FAP Sig pin
 Check voltage on +5V pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-9

 Group 00(L-Ford), Engine

SPN-FMI 159-16 P-Code P0088

Fuel rail pressure measures too high during engine running condition

The ECU monitors FAP signal voltage and translates it into a pressure value. The fuel injector pulse width is determined
based on the FAP reading. The calibration variable for this DTC is based on the ratio of FAP over a certain reference
pressure. If this ratio exceeds a calibrated threshold for longer than the calibrated time, the code will be set.

• OBD II Definition: Fuel Rail/System Pressure Too High

• Necessary conditions for fault:
 Primary: Pressure ratio of (FAP over MAP+88kPa) > 1.4 for > 5s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Vaporizer Pressure too high
 Vaporizer MAP Reference Line Disconnected or leaking
 Fuel Pressure Sensor Faulty
 Faulty component in fuel system
• Troubleshooting: Check pressure regulator for proper operation
 Check vaporizer reference line

SPN-FMI 167-3 P-Code P0563

High voltage detected in charging system or battery

The ECU monitors the voltage in the charging system and battery to detect unwanted fluctuations and deviations from the
nominal value. The ignition dwell control, fuel injection control, ECM power-up and power-down sequencing, and volt-
age diagnostics are dependent on a stable system voltage. If the voltage in the charging system or battery exceeds a cali-
brated threshold for longer than a calibrated time, the code will set and the MIL is activated.

• OBD II Definition: System Voltage High

• Necessary conditions for fault:
 Primary: System voltage > 16V for > 10s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Faulty alternator
 Alternator Sense Line not connected
• Troubleshooting: Check alternator output at raised engine speed of 1200rpm
 Check all grounds (harness, engine and chassis)
 Check battery for corrosion damage and water level

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-10

 Group 00(L-Ford), Engine

SPN-FMI 167-4 P-Code P0562

Low voltage detected in charging system or battery

The ECU monitors the voltage in the charging system and battery to detect unwanted fluctuations and deviations from the
nominal value. The ignition dwell control, fuel injection control, ECM power-up and power-down sequencing, and volt-
age diagnostics are dependent on a stable system voltage. If the voltage in the charging system or battery drops below a
calibrated threshold for longer than a calibrated time, the code will set and the MIL is activated.

• OBD II Definition: System Voltage Low

• Necessary conditions for fault:
 Primary: System voltage < 9.5V for > 30s
 Secondary: Engine running and engine speed > 500rpm
• ECU substitution or action:
 MIL is activated
• Possible causes: Faulty alternator
 Faulty battery
• Troubleshooting: Check alternator output at raised engine speed of 1200rpm
 Check all grounds (harness, engine and chassis)
 Check battery for corrosion damage and water level

SPN-FMI 174-3 P-Code P0183

Fuel temperature sensor signal circuit voltage high

The ECU monitors FRT signal voltage. If voltage on the FRT sensor signal line exceeds the calibrated threshold for lon-
ger than the calibrated time, the code will be set and the MIL is activated. The FRT measurement will be replaced by a
modeled value.

• OBD II Definition: Fuel Temperature Sensor A Circuit High

• Necessary conditions for fault:
 Primary: Voltage on FRT signal line > 4.95V (FAPFRT connector FRT pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Substitutes default or modeled value
 15deg lower temperature
• Possible causes: FAPFRT connector disconnected
 FRT sensor signal line open circuit
 FRT signal line shorted to +5V power line
 FRT signal line shorted to battery
 Faulty FAPFRT assembly
• Troubleshooting: Check FAPFRT connector for proper connection
 Check voltage on FRT signal pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-11

 Group 00(L-Ford), Engine

SPN-FMI 174-4 P-Code P0182

Fuel temperature sensor signal circuit voltage low

The ECU monitors FRT signal voltage. If voltage on the FRT sensor signal line drops below the calibrated threshold for
longer than the calibrated time, the code will be set and the MIL is activated. The FRT measurement will be replaced by a
modeled value.

• OBD II Definition: Fuel Temperature Sensor A Circuit Low

• Necessary conditions for fault:
 Primary: Voltage on FRT signal line < 0.15V (FAPFRT connector FRT pin) for > 1s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: FRT signal line shorted to ground
 Faulty FAPFRT assembly
• Troubleshooting: Check FAPFRT connector for proper connection
 Check voltage on FRT pin
 Check sensor resistance and verify against specification
 Check for pinched or bare wires

SPN-FMI 628-31 P-Code P0605

Corrupted ECU Read Only Memory

The ECU firmware is stored in flash memory. On power up a checksum is performed on the flash memory array.
If the checksum is incorrect, the ECU will not run and this DTC will be reported.

• OBD II Definition: Internal Control Module Read Only Memory (ROM) Error
• Necessary conditions for fault:
 Primary: Internal memory error in ECU
 Secondary:
• ECU substitution or action:
 MIL is activated
 Engine will not start
• Possible causes: Electrical damage to ECU
• Troubleshooting:

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-12

 Group 00(L-Ford), Engine

SPN-FMI 636-31 P-Code P0335

CKP sensor not reading reliably

The ECU monitors engine position based on the CKP sensor measurement. The crankshaft position is crucial for engine
timing and camshaft synchronization. If the ECU records more than a calibrated number of camshaft transitions without
crankshaft activity, this code will set and the MIL is activated. Please note, that the engine will not run without a signal
from the crankshaft position sensor.

• OBD II Definition: Crankshaft Position Sensor A Circuit

• Necessary conditions for fault:
 Primary: Camshaft transitions > 100 without a CKP sensor signal
OR
Synchronization fault count > 20 within 300s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: CKP sensor disconnected
 Wrong polarity on CKP sensor
 Faulty CKP sensor
 Increased CKP sensor gap
• Troubleshooting: Check if cam sensor connector for proper connection
 Check for pinched or bare wires
 Check CKP sensor gap

SPN-FMI 637-14 P-Code P0340

Cam sensor not reading reliably

The ECU monitors the camshaft rotation to synchronize the ignition and injection to the crankshaft/engine position. If the
ECU records more than a calibrated number of crankshaft revolutions without camshaft sensor activity, this code will set
and the ECU will use random engine synchronization based only on the crankshaft sensor signal. Engine does not stall.

• OBD II Definition: Camshaft Position Sensor A Circuit

• Necessary conditions for fault:
 Primary: Crankshaft revolutions without camshaft sensor activity > 10
 Secondary: No sensor power supply faults present
• ECU substitution or action:
 MIL is activated
 Random engine synchronization using only the CKP sensor signal
• Possible causes: CAM sensor disconnected
 No power supplied to sensor
 Faulty CAM sensor
• Troubleshooting: Check for sensor power supply fault
 Check if cam sensor connector for proper connection
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-13

 Group 00(L-Ford), Engine

SPN-FMI 650-3 P-Code P0659

Actuator power supply voltage high

The ECU monitors the actuator power voltage used to actuate the injectors and LPG solenoid lockoff.
If the voltage exceeds the threshold for longer than 2s, the code will be set and the MIL is activated.

• OBD II Definition: Actuator Supply Voltage A Circuit High

• Necessary conditions for fault:
• Actuator power relay commanded OFF:
 Primary: Actuator power signal voltage > (key power voltage – 2V) for > 2s
 Secondary: Actuator power relay commanded OFF
• Actuator power relay commanded ON:
 Primary: Actuator power signal voltage > (key power voltage + 2V) for > 2s
 Secondary: Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: High system voltage
 Faulty actuation power relay
 Wiring problem in harness
• Troubleshooting: Check actuator power relay for proper functioning
 Check VIC Power connector (P22) for proper connection
 Check for pinched or bare wires

SPN-FMI 650-4 P-Code P0658

Actuator power supply voltage low

The ECU monitors the actuator power voltage for fuel injector pulse width correction and voltage diagnostics.
If the voltage drops below the threshold for longer than 2s, the code will set and the MIL is activated.

• OBD II Definition: Actuator Supply Voltage A Circuit Low

• Necessary conditions for fault:
• Actuator power relay commanded ON:
 Primary: Actuator power voltage < (key power voltage - 1.5 volts) for > 2s
 Secondary: Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: Faulty actuation power relay
 Wiring problem in harness
• Troubleshooting: Check for blown fuse
 Troubleshoot SPN-FMI 167-4 if active
 Check actuator power relay for proper functioning
 Check VIC Power connector (P22) for proper connection
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-14

 Group 00(L-Ford), Engine

SPN-FMI 651-3 P-Code P0262

Cylinder 1 fuel injector circuit voltage high

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 1 circuit exceeds the threshold for longer than 1s, this code will set and
the MIL is activated.
• OBD II Definition: Cylinder 1 Injector Circuit High
• Necessary conditions for fault:
 Primary: Injector 1 control signal voltage > IC threshold for > 1s
 Secondary: Engine must be running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 1 control signal line shorted to actuator power line
 Faulty fuel injector 1
• Troubleshooting: Check resistance across the fuel injector 1 for short circuit
 Check wiring between injector 1 and ECU connector
 Check for pinched or bare wires

SPN-FMI 651-4 P-Code P0261

Cylinder 1 fuel injector circuit voltage low

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 1 circuit drops below the threshold for longer than 1s, this code will set
and the MIL is activated.
• OBD II Definition: Cylinder 1 Injector Circuit Low
• Necessary conditions for fault:
 Primary: Injector 1 control signal voltage < IC threshold for > 1s
 Secondary: Engine must be running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 1 connector disconnected
 Faulty fuel injector 1
• Troubleshooting: Check injector 1 connector for proper connection
 Check if actuator power is available at this injector 1
 Check resistance across the fuel injector 1 for short circuit
 Check wiring between injector 1 and ECU connector
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-15

 Group 00(L-Ford), Engine

SPN-FMI 652-3 P-Code P0265

Cylinder 2 fuel injector circuit voltage high

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 2 circuit exceeds the threshold for longer than 1s, this code will set and
the MIL is activated.
• OBD II Definition: Cylinder 2 Injector Circuit High
• Necessary conditions for fault:
 Primary: Injector 2 control signal voltage > IC threshold for > 1s
 Secondary: Engine must be running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 2 control signal line shorted to actuator power line
 Faulty fuel injector 2
• Troubleshooting: Check resistance across the fuel injector 2 for short circuit
 Check wiring between injector 2 and ECU connector
 Check for pinched or bare wires

SPN-FMI 652-4 P-Code P0264

Cylinder 2 fuel injector circuit voltage low

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 2 circuit drops below the threshold for longer than 1s, this code will set
and the MIL is activated.
• OBD II Definition: Cylinder 2 Injector Circuit Low
• Necessary conditions for fault:
 Primary: Injector 2 control signal voltage < IC threshold for > 1s
 Secondary: Engine must be running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 2 connector disconnected
 Faulty fuel injector 2
• Troubleshooting: Check injector 2 connector for proper connection
 Check if actuator power is available at this injector 2
 Check resistance across the fuel injector 2 for short circuit
 Check wiring between injector 2 and ECU connector
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-16

 Group 00(L-Ford), Engine

SPN-FMI 653-3 P-Code P0268

Cylinder 3 fuel injector circuit voltage high

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 3 circuit exceeds the threshold for longer than 1s, this code will set and
the MIL is activated.
• OBD II Definition: Cylinder 3 Injector Circuit High
• Necessary conditions for fault:
 Primary: Injector 3 control signal voltage > IC threshold for > 1s
 Secondary: Engine is running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 3 control signal line shorted to actuator power line
 Faulty fuel injector 3
• Troubleshooting: Check resistance across the fuel injector 3 for short circuit
 Check wiring between injector 3 and ECU connector
 Check for pinched or bare wires

SPN-FMI 653-4 P-Code P0267

Cylinder 3 fuel injector circuit voltage low

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 3 circuit drops below the threshold for longer than 1s, this code will set
and the MIL is activated.
• OBD II Definition: Cylinder 3 Injector Circuit Low
• Necessary conditions for fault:
 Primary: Injector 3 control signal voltage < IC threshold for > 1s
 Secondary: Engine is running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 3 connector disconnected
 Faulty fuel injector 3
• Troubleshooting: Check injector 3 connector for proper connection
 Check if actuator power is available at this injector 3
 Check resistance across the fuel injector 3 for short circuit
 Check wiring between injector 3 and ECU connector
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-17

 Group 00(L-Ford), Engine

SPN-FMI 654-3 P-Code P0271

Cylinder 4 fuel injector circuit voltage high

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 4 circuit exceeds the threshold for longer than 1s, this code will set and
the MIL is activated.
• OBD II Definition: Cylinder 4 Injector Circuit High
• Necessary conditions for fault:
 Primary: Injector 4 control signal voltage > IC threshold for > 1s
 Secondary: Engine is running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 4 control signal line shorted to actuator power line
 Faulty fuel injector 4
• Troubleshooting: Check resistance across the fuel injector 4 for short circuit
 Check wiring between injector 4 and ECU connector
 Check for pinched or bare wires

SPN-FMI 654-4 P-Code P0270

Cylinder 4 fuel injector circuit voltage low

The ECU monitors the performance of the fuel injectors to detect a faulty injector or a problem in the wiring between the
injector and the ECU. If the voltage in the injector 4 circuit drops below the threshold for longer than 1s, this code will set
and the MIL is activated.
• OBD II Definition: Cylinder 4 Injector Circuit Low
• Necessary conditions for fault:
 Primary: Injector 4 control signal voltage < IC threshold for > 1s
 Secondary: Engine is running
No actuator power supply faults
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Injector 4 connector disconnected
 Faulty fuel injector 4
• Troubleshooting: Check injector 4 connector for proper connection
 Check if actuator power is available at this injector 4
 Check resistance across the fuel injector 4 for short circuit
 Check wiring between injector 4 and ECU connector
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-18

 Group 00(L-Ford), Engine

SPN-FMI 1213-31 P-Code P0650

Problem with the MIL circuit

The ECU monitors the performance of the MIL to detect a problem in the wiring in the lamp circuit.
If the voltage in the circuit drops below the threshold for more than 2s, the code will set.

• OBD II Definition: Malfunction Indicator Lamp (MIL) Control Circuit

• Necessary conditions for fault:
 Primary: MIL circuit voltage > IC threshold for > 2s
 Secondary: Key power voltage > 6V
• ECU substitution or action:
 MIL is activated
• Possible causes: MIL bulb burnt out
 MIL control signal short to ground
 MIL control signal open circuit
• Troubleshooting: Check if the rest of the instrument cluster is operational
 Check wiring connection to lamp
 Check for continuity between lamp and ECU
 Check if lamp control signal line is shorted to ground

SPN-FMI 1268-5 P-Code P2300

Ignition coil 1 current below threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current on coil 1 is below the threshold after dwell time for more than 20 times, the code will set
and the MIL is activated.

• OBD II Definition: Ignition Coil A Primary Control Circuit Low

• Necessary conditions for fault:
 Primary: Ignition current on ignition coil 1 < 2A for > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
• Possible causes: Coil 1 connector disconnected
 Short to ground or open circuit in ignition coil 1 control signal
 Faulty ignition coil 1
• Troubleshooting: Verify that ignition power is available at the ignition coil 1
 Check the ignition coil 1 primary resistance to verify that coil 1 is not damaged
 Check connector at ignition coil 1
 Check wiring between ignition coil 1 and ECU connector

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-19

 Group 00(L-Ford), Engine

SPN-FMI 1268-6 P-Code P2301

Ignition coil 1 current above threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current in coil 1 reaches the threshold prior to the end of the calibrated dwell time for more than
20 times, the code will be set and the MIL is activated.

• OBD II Definition: Ignition Coil A Primary Control Circuit High

• Necessary conditions for fault:
 Primary: Ignition coil 1 reached current of 9.5A prior to calibrated dwell-time end > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
• Possible causes: Coil 1 control signal short to power
 Faulty ignition coil 1
• Troubleshooting: Check electrical connection to ignition coil 1
 Check key power voltage (if lower than voltage on coil 1, code will be set)
 Check wiring between ECU and ignition coil 1
 If only one ignition coil 1 exhibits this fault, replace that ignition coil

SPN-FMI 1269-5 P-Code P2303

Ignition coil 2 current below threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current on coil 2 is below the threshold after dwell time for more than 20 times, the code will set
and the MIL is activated.

• OBD II Definition: Ignition Coil B Primary Control Circuit Low

• Necessary conditions for fault:
 Primary: Ignition current on ignition coil 2 < 2A for > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
• Possible causes: Coil 2 connector disconnected
 Short in ignition coil 2 control signal
 Faulty ignition coil 2
• Troubleshooting: Verify that ignition power is available at the ignition coil 2
 Check the ignition coil 2 primary resistance to verify that coil 2 is not damaged
 Check connector at ignition coil 2
 Check wiring between ignition coil 1 and ECU connector

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-20

 Group 00(L-Ford), Engine

SPN-FMI 1269-6 P-Code P2304

Ignition coil 2 current above threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current in coil 2 reaches the threshold prior to the end of the calibrated dwell time for more than
20 times, the code will be set and the MIL is activated.

• OBD II Definition: Ignition Coil B Primary Control Circuit High

• Necessary conditions for fault:
 Primary: Ignition coil 2 reached current of 9.5A prior to calibrated dwell-time end > 20 time
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 The dwell time for ignition coil 2 is reduced
• Possible causes: Coil 2 control signal short to power
 Faulty ignition coil 2
• Troubleshooting: Check electrical connection to ignition coil 2
 Check key power voltage (if lower than voltage on coil 2, code will be set)
 Check wiring between ECU and ignition coil 2
 If only one ignition coil 2 exhibits this fault, replace this ignition coil

SPN-FMI 1270-5 P-Code P2306

Ignition coil 3current below threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current on coil 3 is below the threshold after dwell time for more than 20 times, the code will set
and the MIL is activated.

• OBD II Definition: Ignition Coil C Primary Control Circuit Low

• Necessary conditions for fault:
 Primary: Ignition current on ignition coil 3 < 2A for > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
• Possible causes: Coil 3 connector disconnected
 Short in ignition coil 3 control signal
 Faulty ignition coil 3
• Troubleshooting: Verify that ignition power is available at the ignition coil 3
 Check the ignition coil 3 primary resistance to verify that coil 3 is not damaged
 Check connector at ignition coil 3
 Check wiring between ignition coil 3 and ECU connector

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-21

 Group 00(L-Ford), Engine

SPN-FMI 1270-6 P-Code P2307

Ignition coil 3 current above threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current in coil 3 reaches the threshold prior to the end of the calibrated dwell time for more than
20 times, the code will be set and the MIL is activated.

• OBD II Definition: Ignition Coil C Primary Control Circuit High

• Necessary conditions for fault:
 Primary: Ignition coil 3 reached current of 9.5A prior to calibrated dwell-time end > 20 time
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 The dwell time for ignition coil 3 is reduced
• Possible causes: Coil 3 control signal short to power
 Faulty ignition coil 3
• Troubleshooting: Check electrical connection to ignition coil 3
 Check key power voltage (if lower than voltage on coil 3, code will be set)
 Check wiring between ECU and ignition coil 3
 If only one ignition coil 3 exhibits this fault, replace this ignition coil

SPN-FMI 1271-5 P-Code P2309

Ignition coil 4 current below threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current on coil 4 is below the threshold after dwell time for more than 20 times, the code will set
and the MIL is activated.

• OBD II Definition: Ignition Coil D Primary Control Circuit Low

• Necessary conditions for fault:
 Primary: Ignition current on ignition coil 4 < 2A for > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
• Possible causes: Coil 4 connector disconnected
 Short in ignition coil 4 control signal
 Faulty ignition coil 4
• Troubleshooting: Verify that ignition power is available at the ignition coil 4
 Check the ignition coil 4 primary resistance to verify that coil 4 is not damaged
 Check connector at ignition coil 4
 Check wiring between ignition coil 4 and ECU connector

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-22

 Group 00(L-Ford), Engine

SPN-FMI 1271-6 P-Code P2310

Ignition coil 4 current above threshold during dwell-on time

The ECU monitors the ignition currents to detect a faulty ignition coil or a problem in the wiring between the coils and
the ECU. If the ignition current in coil 1 reaches the threshold prior to the end of the calibrated dwell time for more than
20 times, the code will be set and the MIL is activated.

• OBD II Definition: Ignition Coil D Primary Control Circuit High

• Necessary conditions for fault:
 Primary: Ignition coil 4 reached current of 9.5A prior to calibrated dwell-time end > 20 time
 Secondary: No actuator power supply faults active
Actuator power relay actuated
• ECU substitution or action:
 MIL is activated
 The dwell time for ignition coil 4 is reduced
• Possible causes: Coil 4 control signal short to power
 Faulty ignition coil 4
• Troubleshooting: Check electrical connection to ignition coil 4
 Check key power voltage (if lower than voltage on coil 4, code will be set)
 Check wiring between ECU and ignition coil 4
 If only one ignition coil 4 exhibits this fault, replace this ignition coil

SPN-FMI 1393-31 P-Code P2302

No spark detected in cylinder 1

The ECU monitors the primary currents after dwell time to detect a faulty spark plug a wiring problem between the igni-
tion coil and the spark plug on cylinder 1. If the ECU detects spark duration shorter than a calibrated value this code will
be set and the MIL is activated. Note that only an open circuit spark plug can be diagnosed; a short circuited, cracked
spark plug or degraded wire insulation is not detected by this diagnostic.

• OBD II Definition: Ignition Coil A Secondary Circuit

• Necessary conditions for fault:
 Primary: Spark duration in ignition coil 1 < 0.23ms > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: Open circuit in spark plug wiring on cylinder 1
 Faulty spark plug on cylinder 1
• Troubleshooting: Check the ignition secondary wiring and spark plug on cylinder 1 for open circuits
 Check spark plug wire on cylinder 1 for continuity
 Check the spark plugs for excessively worn electrodes

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-23

 Group 00(L-Ford), Engine

SPN-FMI 1394-31 P-Code P2305

No spark detected in cylinder 2

The ECU monitors the primary currents after dwell time to detect a faulty spark plug a wiring problem between the igni-
tion coil and the spark plug on cylinder 2. If the ECU detects spark duration shorter than a calibrated value this code will
be set and the MIL is activated. Note that only an open circuit spark plug can be diagnosed; a short circuited, cracked
spark plug or degraded wire insulation is not detected by this diagnostic.

• OBD II Definition: Ignition Coil A Secondary Circuit

• Necessary conditions for fault:
 Primary: Spark duration in ignition coil 2 < 0.23ms > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: Open circuit in spark plug wiring on cylinder 2
 Faulty spark plug on cylinder 2
• Troubleshooting: Check the ignition secondary wiring and spark plug on cylinder 2 for open circuits
 Check spark plug wire on cylinder 2 for continuity
 Check the spark plugs for excessively worn electrodes

SPN-FMI 1395-31 P-Code P2308

No spark detected in cylinder 3

The ECU monitors the primary currents after dwell time to detect a faulty spark plug a wiring problem between the igni-
tion coil and the spark plug on cylinder 3. If the ECU detects spark duration shorter than a calibrated value this code will
be set and the MIL is activated. Note that only an open circuit spark plug can be diagnosed; a short circuited, cracked
spark plug or degraded wire insulation is not detected by this diagnostic.

• OBD II Definition: Ignition Coil A Secondary Circuit

• Necessary conditions for fault:
 Primary: Spark duration in ignition coil 3 < 0.23ms > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: Open circuit in spark plug wiring on cylinder 3
 Faulty spark plug on cylinder 3
• Troubleshooting: Check the ignition secondary wiring and spark plug on cylinder 3 for open circuits
 Check spark plug wire on cylinder 3 for continuity
 Check the spark plugs for excessively worn electrodes

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-24

 Group 00(L-Ford), Engine

SPN-FMI 1396-31 P-Code P2311

No spark detected in cylinder 4

The ECU monitors the primary currents after dwell time to detect a faulty spark plug a wiring problem between the igni-
tion coil and the spark plug on cylinder 4. If the ECU detects spark duration shorter than a calibrated value this code will
be set and the MIL is activated. Note that only an open circuit spark plug can be diagnosed; a short circuited, cracked
spark plug or degraded wire insulation is not detected by this diagnostic.

• OBD II Definition: Ignition Coil A Secondary Circuit

• Necessary conditions for fault:
 Primary: Spark duration in ignition coil 4 < 0.23ms > 20 times
 Secondary: No actuator power supply faults active
Actuator power relay commanded ON
• ECU substitution or action:
 MIL is activated
• Possible causes: Open circuit in spark plug wiring on cylinder 4
 Faulty spark plug on cylinder 4
• Troubleshooting: Check the ignition secondary wiring and spark plug on cylinder 4 for open circuits
 Check spark plug wire on cylinder 4 for continuity
 Check the spark plugs for excessively worn electrodes

SPN-FMI 1485-3 P-Code P0687

Actuator power control relay circuit voltage high

The ECU monitors the performance of the power relay to detect a faulty power control relay or a wiring problem between
the relay and the ECU. If the voltage on the relay control signal line exceeds the threshold for longer than 0.3s, the code
will set and the MIL is activated.

• OBD II Definition: ECM/PCM Power Relay Control Circuit High

• Necessary conditions for fault:
 Primary: Relay control signal voltage > 3.5V for > 0.3s
 Secondary: Actuator power control relay commanded on
Key power voltage > 6V
• ECU substitution or action:
 MIL is activated
• Possible causes: Relay control line short to power
 Short circuit in wiring between relay and ECU
 Faulty power relay
• Troubleshooting: Check wiring between relay and ECU
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-25

 Group 00(L-Ford), Engine

SPN-FMI 1485-4 P-Code P0686

Actuator power control relay circuit voltage low

The ECU monitors the performance of the power relay to detect a faulty power control relay or a wiring problem between
the relay and the ECU. If the voltage in the actuator relay control line drops below the threshold for longer than 0.3s, the
code will set and the MIL is activated.
• OBD II Definition: ECM/PCM Power Relay Control Circuit Low
• Necessary conditions for fault:
 Primary: Relay control signal voltage < 3.5V for > 0.3s
 Secondary: Actuator power control relay commanded off
Key power voltage > 6V
• ECU substitution or action:
 MIL is activated
• Possible causes: Open circuit in relay control signal line
 Relay control signal short to ground
 Faulty power relay
 No Battery power to relay
• Troubleshooting: Verify if relay is properly connected
 Verify wiring between relay and ECU
 Verify continuity and resistance of the relay coil
 Check for pinched or bare wires
 Check power to relay

SPN-FMI 1634-31 P-Code P1609

Programming error

Calibration / Firmware Mismatch

• OBD II Definition: Calibration / Firmware Mismatch
• Necessary conditions for fault:
 Primary: Firmware reprogrammed after calibration change
 Secondary: secondary fault 1
secondary fault 2
• ECU substitution or action:
 n/a
• Possible causes:
 Cause 1
 Cause 2
• Troubleshooting:
 Check 1
 Check 2

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-26

 Group 00(L-Ford), Engine

SPN-FMI 2623-3 P-Code P2128

APP2 sensor signal circuit voltage high

The ECU monitors the APP2 sensor signal voltage. If the voltage exceeds the calibrated threshold for longer than the cal-
ibrated time, the code will be set and the MIL is activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch E Circuit High Input

• Necessary conditions for fault:
 Primary: Voltage on APP2 sensor signal line > 4.82V (VIC Pedal connector APP2 pin) for > 0.25s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Backup APP Unless both APP1 & APP2 have failed in which case the throttle goes into
 Limp Home mode and will not respond to the pedal and will remain fixed.
• Possible causes: APP2 sensor signal line shorted to APP2 5V supply line
 APP2 sensor signal line shorted to battery
 Faulty APP assembly
• Troubleshooting: Check VIC Pedal connector for proper connection
 Check voltage on APP2 pin
 Check for pinched or bare wires

SPN-FMI 2623-4 P-Code P2127

APP2 sensor signal circuit voltage low

The ECU monitors the APP2 sensor signal voltage. If the voltage drops below the calibrated threshold for longer than the
calibrated time, the code will be set and the MIL is activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch E Circuit Low Input

• Necessary conditions for fault:
 Primary: Voltage on APP2 sensor signal line < 0.08V (VIC Pedal connector APP2 pin) for > 0.25s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
 Backup APP Unless both APP1 & APP2 have failed in which case the throttle goes into
 Limp Home mode and will not respond to the pedal and will remain fixed.
• Possible causes: APP2 sensor signal line open circuit
 APP2 sensor signal line shorted to ground
 VIC Pedal connector disconnected
 Faulty APP assembly
• Troubleshooting: Check VIC Pedal connector for proper connection
 Check voltage on APP2 pin
 Check voltage on APP2 5V pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-27

 Group 00(L-Ford), Engine

SPN-FMI 2803-0 P-Code P0603

There is no saved EEPROM data

There are two battery power lines going to the ECU main connector, B+ and Switched Ignition. To be able to save
required data in EEPROM the B+ line must be connected to the ECU for at least 60 seconds after the Switched Ignition is
turned off (preferably the B+ should always remained connected to the battery 12 Volt source). A new, never pro-
grammed ECU has no values in EEPROM, if the Switched Ignition line is turned off and the B+ line is also shut off in
less than 60 seconds the EEPROM in the ECU may not be written completely or correctly and this code will be set.

• OBD II Definition: Internal Control Module Keep Alive Memory (KAM) Error
• Necessary conditions for fault:
 Primary: EEPROM does not contain valid data
 Secondary: n/a
• ECU substitution or action:
 Engine does not start
• Possible causes: Power supply to ECU is cut off at the same time Switched Ignition is shut off
• Troubleshooting: Assure that the B+ line power is supplied to the ECU for at least 60 seconds after
 Switched Ignition power is shut off.

SPN-FMI 3217-3 P-Code P0132

O2 sensor (S1B1) signal circuit voltage high

The ECU monitors the voltage of the front O2 sensors to determine the lambda value and with it the air-fuel ratio of the
engine. For lowest emissions, the O2 sensor voltage oscillates approximately between 0.2V to 0.8V.
If this voltage exceeds the calibrated threshold for longer than 1s, the code will set and the MIL is activated.

• OBD II Definition: O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)

• Necessary conditions for fault:
 Primary: O2 sensor voltage > 1.26V for > 1s
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop (using existing learned Long Term Fuel Trim values).
• Possible causes: HEGO 11 + signal line shorted to HEGO 11 power line
 HEGO 11 + signal line shorted to battery
 Faulty HEGO 11 sensor assembly
• Troubleshooting: Check HEGO 11 connector for proper connection
 Check voltage on HEGO 11 + pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-28

 Group 00(L-Ford), Engine

SPN-FMI 3217-4 P-Code P0131

O2 sensor (S1B1) signal circuit voltage low
The ECU monitors the voltage of the front O2 sensors to determine the lambda value and with it the air-fuel ratio of the
engine. For lowest emissions, the O2 sensor voltage oscillates approximately between 0.2 to 0.8 Volts. If this voltage is
less than the calibrated threshold for longer than the calibrated time, the code will set and the MIL is activated.
• OBD II Definition: O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)
• Necessary conditions for fault:
 Primary: O2 sensor voltage < 0.05V for > 5s
 Secondary: Time after engine key-off > 600s
ECT < 50°C
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop (using existing learned Long Term Fuel Trim values).
• Possible causes: HEGO 11 sensor signal lines shorted to ground
 Faulty HEGO 11 sensor assembly
• Troubleshooting: Check HEGO 11 connector for proper connection
 Disconnect sensor and verify the O2 sensor voltage readings
 Check power circuit for continuity and fuse integrity
 Check for pinched or bare wires

SPN-FMI 3217-5 P-Code P0134

O2 sensor (S1B1) not switching enough within detection period

The ECU monitors the voltage of the front O2 sensors to determine the lambda value and with it the air-fuel ratio of the
engine. For lowest emissions, lambda is controlled to oscillate around a value of approximately 0.985 and the O2 sensor
voltage oscillates accordingly. If this voltage remains between 0.4V and 0.55V for longer than the calibrated time, the
code will set and the MIL is activated.
• OBD II Definition: O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1)
• Necessary conditions for fault:
 Primary: O2 sensor voltage between 0.4V and 0.55V for > 60s
 Secondary: Engine speed > 400rpm
Engine load > 5%
ETC > 55°C
No O2 sensor heater fault has been logged this key cycle
OR
 Primary: O2 sensor voltage between 0.4V and 0.55V for > 150s
 Secondary: Engine speed > 400rpm
Engine load > 5%
ETC < 55°C
No O2 sensor heater fault has been logged this key cycle
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop (using existing learned Long Term Fuel Trim values).
• Possible causes: HEGO 11 connector disconnected
 HEGO 11 heater not operating properly
 Faulty HEGO 11 sensor assembly
• Troubleshooting: Check HEGO 11 connector for proper connection
 Troubleshoot other O2 sensor codes first
 Verify O2 sensor heater for proper operation

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-29

 Group 00(L-Ford), Engine

SPN-FMI 3217-16 P-Code P2196

O2 sensor (S1B1) voltage continuously high. Problem with closed-loop control.

The ECU monitors the voltage of the front O2 sensors to determine the lambda value and with it the air-fuel ratio of the
engine. For lowest emissions, lambda is controlled to oscillate around a value of approximately 0.985 and the O2 sensor
voltage oscillates accordingly . If the sensor voltage is continuously high within a valid range for longer than a calibrated
time , the code will set and the MIL is activated.

• OBD II Definition: O2 Sensor 1 Bank 1 Signal Stuck Rich

• Necessary conditions for fault:
 Primary: O2 sensor voltage > 0.55V for > 32s
 Secondary: Engine operating in closed loop mode
• ECU substitution or action:
 MIL is activate
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Faulty HEGO 11 sensor
• Troubleshooting: Verify that HEGO 11 is functioning properly
 Check regulator outlet pressure

SPN-FMI 3217-18 P-Code P2195

O2 sensor (S1B1) voltage continuously low. Problem with closed-loop control.

The ECU monitors the voltage of the front O2 sensors to determine the lambda value and with it the air-fuel ratio of the
engine. For lowest emissions, lambda is controlled to oscillate around a value of approximately 0.985 and the O2 sensor
voltage oscillates accordingly . If the sensor voltage is continuously low within a valid range for longer than a calibrated
time , the code will set and the MIL is activated.

• OBD II Definition: O2 Sensor 1 Bank 1 Signal Stuck Lean

• Necessary conditions for fault:
 Primary: O2 sensor voltage < 0.4V for > 32s
 Secondary: Engine operating in closed loop mode
• ECU substitution or action:
 MIL is activated
 Fueling goes Open loop and Long Term Fuel Trim is disabled
• Possible causes: Leak in the exhaust system
 Misfires
 Faulty HEGO 11 sensor
• Troubleshooting: Check exhaust system for leaks
 Check for misfires introducing high oxygen levels
 Check regulator outlet pressure

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-30

 Group 00(L-Ford), Engine

SPN-FMI 3223-3 P-Code P0032

O2 sensor (S1B1) heater control circuit voltage high

The ECU monitors the voltage of the heater circuit of the front O2 sensors to detect a problem in the wiring between the
HEGO 11 connector and the ECU. If the voltage in the heater driver IC exceeds a certain value for longer than 0.3s, the
code will set and the MIL is activated.
• OBD II Definition: HO2S Heater Control Circuit High (Bank 1 Sensor 1)
• Necessary conditions for fault:
 Primary: Voltage in O2 sensor heater driver IC above a certain value for > 0.3s
 Secondary: No actuator power supply faults
Actuator power relay actuated
Key power voltage > 6V
Oxygen sensor heater duty cycle in on-time period
• ECU substitution or action:
 MIL is activated
• Possible causes: HEGO 11 heater control signal line shorted to HEGO 11 power line
 HEGO 11 heater control signal line shorted to battery
 Faulty HEGO 11 sensor assembly
• Troubleshooting: Check HEGO 11 connector for proper connection
 Check voltage on HEGO 11 heater line
 Check for pinched or bare wires

SPN-FMI 3223-4 P-Code P0031

O2 sensor (S1B1) heater control circuit voltage low

The ECU monitors the voltage of the heater circuit of the front O2 sensors to detect a problem in the wiring between the
HEGO 11 connector and the ECU. If the voltage in the heater driver IC drops below a certain value for longer than 0.3s,
the code will set and the MIL is activated.
• OBD II Definition: HO2S Heater Control Circuit Low (Bank 1 Sensor 1)
• Necessary conditions for fault:
 Primary: Voltage in O2 sensor heater driver IC below a certain value for > 0.3s
 Secondary: No actuator power supply faults
Actuator power relay actuated
Key power voltage > 6V
Oxygen sensor heater duty cycle in on-time period
• ECU substitution or action:
 MIL is activated
• Possible causes: HEGO 11 sensor heater control line open circuit
 HEGO 11 sensor heater control line shorted to ground
 HEGO 11 connector disconnected
 Faulty HEGO 11 sensor assembly
• Troubleshooting: Check HEGO 11 connector for proper connection
 Check voltage on HEGO 11 heater control line
 Check voltage on HEGO 11 heater power line
 Check power circuit for continuity and fuse integrity
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-31

 Group 00(L-Ford), Engine

SPN-FMI 3227-3 P-Code P0138

Rear O2 sensor (S2B1) signal circuit voltage high

The ECU monitors the voltage of the rear O2 sensors to determine the oxygen content of the exhaust gas after the cata-
lytic converter. If this voltage exceeds the calibrated threshold for longer than the calibrated time, the code will set and the
MIL is activated.

• OBD II Definition: O2 Sensor Circuit High Voltage (Bank 1 Sensor 2)

• Necessary conditions for fault:
 Primary: O2 sensor voltage > 1.25V for > 5s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: HEGO 21 + signal line shorted to HEGO 21 power line
 HEGO 21 + signal line shorted to battery
 Faulty HEGO 21 sensor assembly
• Troubleshooting: Check HEGO 21 connector for proper connection
 Check voltage on HEGO 21 + pin
 Check for pinched or bare wires

SPN-FMI 3227-4 P-Code P0137

Rear O2 sensor (S2B1) signal circuit voltage low

The ECU monitors the voltage of the rear O2 sensors to determine the oxygen content of the exhaust gas after the cata-
lytic converter. If this voltage drops below the calibrated threshold for during engine cold-soak, the code will set and the
MIL is activated.

• OBD II Definition: O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2)

• Necessary conditions for fault:
 Primary: O2 sensor voltage < 0.05V for > 5s
 Secondary: ECT < 50°C
• ECU substitution or action:
 MIL is activated
• Possible causes: HEGO 21 sensor signal lines open circuit
 HEGO 21 sensor signal lines shorted to ground
 HEGO 21 connector disconnected
 Faulty HEGO 21 sensor assembly
• Troubleshooting: Check HEGO 21 connector for proper connection
 Disconnect sensor and verify the O2 sensor voltage readings
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-32

 Group 00(L-Ford), Engine

SPN-FMI 3233-3 P-Code P0038

Rear O2 sensor (S2B1) heater control circuit voltage high

The ECU monitors the voltage of the heater circuit of the rear O2 sensors to detect a problem in the wiring between the
HEGO 21 connector and the ECU. If the voltage in the heater driver IC exceeds a certain value for longer than 0.3s, the
code will set and the MIL is activated.
• OBD II Definition: HO2S Heater Control Circuit High (Bank 1 Sensor 2)
• Necessary conditions for fault:
 Primary: Voltage in O2 sensor heater driver IC above a certain value for > 0.3s
 Secondary: No actuator power supply faults
Actuator power relay actuated
Key power voltage > 6V
Oxygen sensor heater duty cycle in on-time period
• ECU substitution or action:
 MIL is activated
 Skip rear O2
• Possible causes: HEGO 21 heater control signal line shorted to HEGO 21 power line
 HEGO 21 heater control signal line shorted to battery
 Faulty HEGO 21 sensor assembly
• Troubleshooting: Check HEGO 21 connector for proper connection
 Check voltage on HEGO 21 heater line
 Check for pinched or bare wires

SPN-FMI 3233-4 P-Code P0037

Rear O2 sensor (S2B1) heater control circuit voltage low

The ECU monitors the voltage of the heater circuit of the rear O2 sensors to detect a problem in the wiring between the
HEGO 11 connector and the ECU. If the voltage in the heater driver IC drops below a certain value for longer than 0.3s,
the code will set and the MIL is activated.
• OBD II Definition: HO2S Heater Control Circuit Low (Bank 1 Sensor 2)
• Necessary conditions for fault:
 Primary: Voltage in O2 sensor heater driver IC below a certain value for > 0.3s
 Secondary: No actuator power supply faults
Actuator power relay actuated
Key power voltage > 6V
Oxygen sensor heater duty cycle in on-time period
• ECU substitution or action:
 MIL is activated
 Skip rear O2
• Possible causes: HEGO 21 sensor heater control line open circuit
 HEGO 21 sensor heater control line shorted to ground
 HEGO 21 connector disconnected
 Faulty HEGO 21 sensor assembly
• Troubleshooting: Check HEGO 21 connector for proper connection
 Check voltage on HEGO 21 heater control line
 Check voltage on HEGO 21 heater power line
 Check power circuit for continuity and fuse integrity
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-33

 Group 00(L-Ford), Engine

SPN-FMI 3464-7 P-Code P0638

Desired and actual throttle positions do not match

The ECU monitors the difference between desired and actual throttle position to evaluate the quality of the electronic
throttle control system and whether or not it is able to provide the required airflow. If the error between the two signals
exceeds the calibration threshold for longer than the calibrated time, the code will be set and the MIL activated. The throt-
tle will be put in “Limp Home” mode. This no power mode will allow the engine to continue to run at a minimal speed
and load.

• OBD II Definition: Throttle Actuator Control Range/Performance

• Necessary conditions for fault:
 Primary: Error between commanded and actual throttle position > 5% for > 0.6s
 Secondary: Engine running
Throttle not in limp home mode
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: ETC+ or ETC- supply lines not connected or short to GND
 Debris or foreign material in throttle
• Troubleshooting: Check ETB connector for proper connection
 Check ETB for blockage and if throttle is able to move freely
 Check if ETB is supplied with power

SPN-FMI 3464-11 P-Code P1519

Only one copy of span data in EEPROM is found when there should be two

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. This process generates two copies of the data in the
EEPROM. If only one copy is found in the EEPROM, either this code or SPN-FMI 3464-13 (P1520) will set and the MIL
is activated.

• OBD II Definition: Throttle Actuator Backup Span Data Lost

• Necessary conditions for fault:
 Primary: No valid TPS zero position data found in the backup memory area of EEPROM
 Secondary: Keyed on
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Faulty battery backup power setup
 New ECU installation
 Wrong ECU power down procedure (do not cut power to ECU right after key-off)
• Troubleshooting: Check battery backup power for proper operation
 Clear code and power cycle ECU
 Review ECU power down procedure

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-34

 Group 00(L-Ford), Engine

SPN-FMI 3464-13 P-Code P1520

Only one copy of span data in EEPROM is found when there should be two

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. This process generates two copies of the data in the
EEPROM. If only one copy is found in the EEPROM, either this code or SPN-FMI 3464-11 (P1519) will set and the MIL
is activated.

• OBD II Definition: Throttle Actuator Primary Span Data Lost

• Necessary conditions for fault:
 Primary: No valid TPS zero position data found in the primary memory area of EEPROM
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Faulty battery backup power setup
 New ECU installation
 Wrong ECU power down procedure (do not cut power to ECU right after key-off)
• Troubleshooting: Check battery backup power for proper operation
 Clear code and power cycle ECU
 Review ECU power down procedure

SPN-FMI 3509-3 P-Code P0643

5V Sensor Power Supply 1 voltage high

The ECU monitors sensor 5V power supply voltage to detect possible short circuits to ground or battery.
If the voltage exceeds a hardcoded value of 5.35V for longer than the hardcoded time of 0.25s, the code will be set and the
MIL is activated. When this DTC is set, SPN-FMI 3510-3 may also be active.

• OBD II Definition: Sensor Reference Voltage A Circuit High

• Necessary conditions for fault:
 Primary: Sensor power supply 1 voltage > 5.35V (ECU pin #40) for > 0.25s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Short to battery on sensors along the sensor power supply 1 line
• Troubleshooting: Check connection of power supply 1 circuit at ECU connector
 Check for sensor power supply 1 line shorts to battery
 Check all devices using the +5V power supply 1 line

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-35

 Group 00(L-Ford), Engine

SPN-FMI 3509-4 P-Code P0642

5V Sensor Power Supply 1 voltage low

The ECU monitors sensor 5V power supply voltage to detect possible short circuits to ground or battery.
If the voltage drops below a hardcoded value of 4.63V for longer than the hardcoded time of 0.25s, the code will be set
and the MIL activated. When this DTC is set, SPN-FMI 3510-4 may also be active.

• OBD II Definition: Sensor Reference Voltage A Circuit Low

• Necessary conditions for fault:
 Primary: Sensor power supply 1 voltage < 4.63V (ECU pin #40) for > 0.25s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Short to ground on sensors along the sensor power supply 1 line
• Troubleshooting: Check connection of power supply 1 circuit at ECU connector
 Check for sensor power supply 1 line shorts to ground or an open circuit
 Check all devices using the +5V power supply 1 line

SPN-FMI 3510-3 P-Code P0653

5V Sensor Power Supply 2 voltage high

The ECU monitors sensor power supply voltage to detect possible short circuits to ground or battery.
If the voltage exceeds a hardcoded value of 5.35V for longer than the hardcoded time of 0.25s, the code will be set and the
MIL is activated. When this DTC is set, SPN-FMI 3509-3 may also be active.

• OBD II Definition: Sensor Reference Voltage B Circuit High

• Necessary conditions for fault:
 Primary: Sensor power supply 2 voltage > 5.35V (ECU pin #38) for > 0.25s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Short to battery on sensors along the sensor power supply 2 line
• Troubleshooting: Check connection of power supply 2 circuit at ECU connector
 Check for sensor power supply 2 line shorts to ground or an open circuit
 Check all devices using the +5V power supply 2 line

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-36

 Group 00(L-Ford), Engine

SPN-FMI 3510-4 P-Code P0652

5V Sensor Power Supply 2 voltage low

The ECU monitors sensor the 5V power supply voltage to detect possible short circuits to ground or battery.
If the voltage drops below a hardcoded value of 4.63V for longer than the hardcoded time of 0.25s, the code will be set
and the MIL is activated. When this DTC is set, SPN-FMI 3509-4 may also be active.

• OBD II Definition: Sensor Reference Voltage B Circuit Low

• Necessary conditions for fault:
 Primary: Sensor power supply 2 voltage < 4.63V (ECU pin #38) for > 0.25s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Short to ground on sensors along the sensor power supply 2 line
• Troubleshooting: Check connection of power supply 2 circuit at ECU connector
 Check for sensor power supply 2 line shorts to battery
 Check all devices using the +5V power supply 2 line

SPN-FMI 3563-3 P-Code P0108

MAP sensor signal circuit voltage high

The ECU monitors MAP signal voltage and estimates engine airflow based on the MAP reading. If voltage exceeds the
calibrated threshold for longer than the calibrated time, the code will be set and the MIL is activated. The MAP will be
estimated using a model based on either throttle position or MAF sensor readings.

• OBD II Definition: Manifold Absolute Pressure/Barometric Pressure Circuit High Input

• Necessary conditions for fault:
 Primary: Voltage on MAP signal line > 4.94V (MAPMAT connector MAP Sig pin) for > 1s
 Secondary: No 5V power supply faults present
Throttle position < 100%
Engine speed > 0 RPM
• ECU substitution or action:
 MIL is activated
 MAP model based on throttle position replaces measured value
• Possible causes: MAP signal line shorted to +5V power line
 MAP signal line shorted to battery
 Faulty MAPMAT assembly
• Troubleshooting: Check MAPMAT connector for proper connection
 Check voltage on MAP Sig pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-37

 Group 00(L-Ford), Engine

SPN-FMI 3563-4 P-Code P0107

MAP sensor signal circuit voltage low

The ECU monitors MAP signal voltage and estimates engine airflow based on the MAP reading. If voltage drops below
the calibrated threshold for longer than the calibrated time, the code will be set and the MIL is activated. The MAP will be
estimated using a model based on either throttle position or MAF sensor readings.
• OBD II Definition: Manifold Absolute Pressure/Barometric Pressure Circuit Low Input
• Necessary conditions for fault:
• Engine running:
 Primary: Voltage on MAP signal line < 0.05V (MAPMAT connector MAP Sig pin) for > 0.25s
 Secondary: No 5V power supply faults present
Throttle position > 8%
OR
Engine speed < 3000RPM
• Engine stopped:
 Primary: MAP < 70kPa
 Secondary: No engine speed signal
• ECU substitution or action:
 MIL is activated
 MAP model based on throttle position replaces measured value
• Possible causes: MAP signal line open circuit
 MAP signal line shorted to ground
 MAPMAT connector disconnected
 Faulty MAPMAT assembly
• Troubleshooting: Check MAPMAT connector for proper connection
 Check voltage on MAP Sig pin
 Check voltage on +5V pin
 Check for pinched or bare wires

SPN-FMI 3673-0 P-Code P2164

WOT position not found by TPS2 during electronic throttle self-span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If the TPS2 voltage reading does not correspond to the
expected throttle range during this self-span, the code will be set and the MIL is activated.
• OBD II Definition: Throttle Position Sensor B Maximum Stop Performance
• Necessary conditions for fault:
 Primary: Voltage range on TPS2 recorded during throttle span < 3.5V
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Short to battery or ground in TPS2 circuit
 Short to ground in power supply line
 Faulty ETB assembly
• Troubleshooting: Troubleshoot active DTCs related to sensor power supply
 Troubleshoot active DTCs related to TPS2
 Check ETB for blockage and if throttle is able to move freely

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-38

 Group 00(L-Ford), Engine

SPN-FMI 3673-1 P-Code P2113

Zero throttle position not found by TPS2 during electronic throttle self-span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If readings for the throttle rest position on TPS2 does
not translate into a position between 5% and 35%, the code will be set and the MIL is activated.

• OBD II Definition: Throttle Position Sensor B Minimum Stop Performance

• Necessary conditions for fault:
 Primary: TPS2 readings for throttle rest position are not between 5% and 35%
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: Short to battery or ground in TPS2 circuit
 Short to ground in power supply line
 Faulty ETB assembly
• Troubleshooting: Troubleshoot active DTCs related to sensor power supply
 Troubleshoot active DTCs related to TPS1 and/or TPS2
 Check ETB for blockage and if throttle is able to move freely

SPN-FMI 3673-3 P-Code P0223

TPS2 signal circuit voltage high

This code is actually referring to the second of two throttle position sensors (TPS2) in the electronic throttle body.
The ECU monitors the TPS2 signal voltage. If the voltage exceeds the calibrated threshold for longer than the calibrated
time, the code will be set and the MIL activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch B Circuit High

• Necessary conditions for fault:
 Primary: Voltage on TPS2 signal line > 4.92V (ETB connector TPS2 pin) for > 0.016s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
• Possible causes: TPS2 signal line shorted to Supply +5V power line
 TPS2 signal line shorted to battery
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on TPS2 pin
 Check for pinched or bare wires

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-39

 Group 00(L-Ford), Engine

SPN-FMI 3673-4 P-Code P0222

TPS2 signal circuit voltage low

This code is actually referring to the second of two redundant throttle position sensors (TPS2) in the electronic throttle
body. The ECU monitors the TPS2 signal voltage. If the voltage drops below the calibrated threshold for longer than the
calibrated time, the code will be set and the MIL activated.

• OBD II Definition: Throttle/Pedal Position Sensor/Switch B Circuit Low

• Necessary conditions for fault:
 Primary: Voltage on TPS2 signal line < 0.1V (ETB connector TPS2 pin) for > 0.016s
 Secondary: No 5V power supply faults present
• ECU substitution or action:
 MIL is activated
• Possible causes: TPS2 signal line open circuit
 TPS2 signal line shorted to ground
 ETB connector disconnected
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on TPS2 pin
 Check voltage on Supply +5V pin
 Check for pinched or bare wires

SPN-FMI 4237-0 P-Code P0171

Long term fuel trim above threshold, but still running lean (B1)

The ECU monitors the performance of the fuel system to detect possible problems in the air intake or fuel system. In the
long term fuel trim table, if the fuel compensation values exceed the calibrated threshold in more than the calibrated num-
ber of cells, the code will set.

• OBD II Definition: System Too Lean, Bank 1

• Necessary conditions for fault:
 Primary: Long term fuel trim > 25% for > 3 long term fuel trim cells Fueling Lean
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Fuel injector
 Low Fuel Pressure
 Air intake and exhaust system
• Troubleshooting: Check exhaust system for leaks (especially near O2 sensors)
 Verify pressure regulator for proper operation
 Check fuel system filters for restrictions
 Verify fuel quality is within expected range

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-40

 Group 00(L-Ford), Engine

SPN-FMI 4237-1 P-Code P0172

Long term fuel trim below threshold, but still running rich (B1)

The ECU monitors the performance of the fuel system to detect possible problems in the air intake or fuel system. In the
long term fuel trim table, if the fuel compensation values drop below the calibrated threshold in more than the calibrated
number of cells, the code will set.

• OBD II Definition: System Too Rich, Bank 1

• Necessary conditions for fault:
 Primary: Long term fuel trim < -25% for > 3 long term fuel trim cells
 Secondary: Fueling Rich
• ECU substitution or action:
 MIL is activated
• Possible causes: Fuel injectors
 Fuel Pressure Too High
 Air intake and exhaust system
• Troubleshooting: Check for leaky injectors (pressurize fuel rail)
 Check exhaust for restrictions
 Verify pressure regulator for proper operation
 Check fuel system filters for restrictions
 Verify fuel quality is within expected range

SPN-FMI 5099-31 P-Code P1524

Problem with oil pressure lamp circuit

The ECU monitors the performance of the oil pressure lamp to detect a problem in the wiring in the lamp circuit.
If the voltage in the circuit drops below the driver IC threshold for more than 2s, the code will set.

• OBD II Definition: Low Oil Pressure Lamp Circuit Fault

• Necessary conditions for fault:
 Primary: Oil pressure lamp circuit voltage > IC threshold for > 2s
 Secondary: Key power voltage > 6V
• ECU substitution or action:
 Activate MIL
• Possible causes: Oil pressure lamp bulb burnt out
 Wiring fault between lamp and ECU
• Troubleshooting: Check if the rest of the instrument cluster is operational
 Check wiring connection to lamp
 Check for continuity between lamp and ECU
 Check if lamp control signal line is shorted to ground

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-41

 Group 00(L-Ford), Engine

SPN-FMI 5374-0 P-Code P2172

Airflow increases suddenly without a torque command increase

The ECU monitors the performance of the air intake system to detect possible problems with the throttle or leaks in the
manifold. If the relative air mass flow suddenly increases by more than the calibrated threshold within the calibrated time,
the code will set and the MIL is activated.

• OBD II Definition: Throttle Actuator Control System - Sudden High Airflow Detected
• Necessary conditions for fault:
 Primary: Airflow jumps > 40% within < 0.15s
 Secondary: Desired torque jumps < 5%
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 RPM limiter
• Possible causes: Faulty ETB assembly
 Leak in manifold hose
• Troubleshooting: Check ETB for proper operation
 Check for broken manifold hoses
 Troubleshoot SPN-FMI 3464-7 first if active

SPN-FMI 5374-16 P-Code P2173

Airflow estimate into engine is higher than expected

The ECU monitors the performance of the air intake system to detect possible problems with the throttle or leaks in the
manifold. If the relative air mass flow exceeds the calibrated threshold for longer than the calibrated time, the code will
set and the MIL is activated.

• OBD II Definition: Throttle Actuator Control System - High Airflow Detected

• Necessary conditions for fault:
 Primary: Airflow > 40% above desired airflow for > 1.7s
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 RPM limiter
• Possible causes: Faulty ETB assembly
 Leak in manifold hose
• Troubleshooting: Check ETB for proper operation
 Check for broken manifold hose
 Troubleshoot SPN-FMI 3464-7 first if active

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-42

 Group 00(L-Ford), Engine

SPN-FMI 5419-0 P-Code P2111

Throttle is stuck open and does not move as commanded

The ECU monitors the TPS voltage and translates it into relative throttle position values between 0% and 100%. If this
position value is greater than a calibrated threshold for longer than a calibrated time even though the throttle actuation is
trying to close the throttle, the code will set and the MIL is activated. The throttle will be put in “Limp Home” mode.
This throttle no power position will allow the engine to continue to run at a minimal speed and load without being
actively actuated.
• OBD II Definition: Throttle Actuator Control System - Stuck Open
• Necessary conditions for fault:
 Primary: Relative throttle position > 95% for > 1s
 Secondary: Throttle duty cycle < -25%
No sensor power fault active
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
 Disable ETC (Limp Home)
• Possible causes: Blockage or ice in throttle body
 Wiring fault between ETB and ECU
• Troubleshooting: Check throttle for blockage and ice
 Verify if throttle can move smoothly when disconnected from ECU

SPN-FMI 5419-1 P-Code P2112

Throttle is stuck close and does not move as commanded

The ECU monitors the TPS voltage and translates it into relative throttle position values between 0% and 100%. If this
position value is smaller than a calibrated threshold for longer than a calibrated time even though the throttle actuation is
trying to open the throttle, the code will set and the MIL is activated. The throttle will be put in “Limp Home” mode.
This throttle no power position will allow the engine to continue to run at a minimal speed and load without being
actively actuated.
• OBD II Definition: Throttle Actuator Control System - Stuck Close
• Necessary conditions for fault:
 Primary: Relative throttle position > 3.1% for > 1s
 Secondary: Throttle duty cycle < 25%
No sensor power fault active
• ECU substitution or action:
 MIL is activated
• Possible causes: Blockage or ice in throttle body
 Wiring fault between ETB and ECU
• Troubleshooting: Check throttle for blockage and ice
 Verify if throttle can move smoothly when disconnected from ECU

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-43

 Group 00(L-Ford), Engine

SPN-FMI 5419-4 P-Code P2100

Open circuit in ETC motor circuit

The ECU monitors the performance of the ETC circuit to detect a faulty ETB or a problem in the wiring between the ETB
and the ECU. If the current in the throttle driver drops below a certain threshold even though the throttle actuation com-
mand is greater than a certain threshold, the code will set and the MIL is activated.
• OBD II Definition: Throttle Actuator Control Motor Circuit Open
• Necessary conditions for fault:
 Primary: Current in ETC motor control signal line < 130mA
 Secondary: ETC duty cycle > 16.4%
Engine running
• ECU substitution or action:
 MIL is activated
• Possible causes: ETC + or ETC - signal line open circuit
 ETC + or ETC - signal line shorted to ground
 ETC + or ETC - signal line shorted to battery
 ETB connector disconnected
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on ETC + or ETC - pins
 Check for pinched or bare wires
 Check throttle motor for continuity

SPN-FMI 5419-5 P-Code P2102

ETC motor circuit shorted to ground

The ECU monitors the performance of the ETC motor circuit to detect a faulty ETB assembly or a problem in the wiring
between the ETB and the ECU.
• OBD II Definition: Throttle Actuator Control Motor Circuit Low
• Necessary conditions for fault:
 Primary:
 Secondary: Engine running
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: ETC + or ETC - signal line shorted to ground
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on ETC + or ETC - pins
 Check for pinched or bare wires
 Check throttle motor for continuity

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-44

 Group 00(L-Ford), Engine

SPN-FMI 5419-6 P-Code P2103

ETC motor circuit short to high

The ECU monitors the performance of the ETC circuit to detect a faulty ETB or a problem in the wiring between the ETB
and the ECU. If the current in the throttle driver exceeds a certain threshold, the code will set and the MIL is activated.

• OBD II Definition: Throttle Actuator Control Motor Circuit High

• Necessary conditions for fault:
 Primary: Current in ETC motor control signal line > IC threshold
 Secondary: Engine running
• ECU substitution or action:
 MIL is activated
 Disable ETC (Limp Home)
• Possible causes: ETC + signal line shorted to ETC - signal line
 ETC + or ETC - signal line shorted to ground
 ETC + or ETC - signal line shorted to battery
 Faulty ETB assembly
• Troubleshooting: Check ETB connector for proper connection
 Check voltage on ETC + and ETC - pins
 Check for pinched or bare wires

SPN-FMI 5419-7 P-Code P1521

Detected rest position of throttle does not match expected value

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. This process generates two copies of the data in the
EEPROM. If the EEPROM does not show a valid record of the zero throttle position, the code will set and the MIL is
activated.

• OBD II Definition: Throttle Zero Cycle Rest Value Incorrect

• Necessary conditions for fault:
 Primary: No valid zero throttle position found in span data on EEPROM
 Secondary: Key-on position after ECU power cycle
• ECU substitution or action:
 MIL is activated
 Substitute default or modeled value
• Possible causes: Faulty actuator power supply
 Blockage or debris in ETB
 New ECU installation (clear code and power cycle ECU)
• Troubleshooting: Troubleshoot any power supply faults first
 Troubleshoot any TPS faults first
 Verify voltage readings of TPS1 and TPS2
 Check throttle actuation for proper operation
 Perform manual throttle zero process using scan tool

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-45

 Group 00(L-Ford), Engine

SPN-FMI 5419-13 P-Code P2176

ECM was not able to determine rest position during throttle span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation If readings for the throttle rest position on TPS1 and
TPS2 do not translate into a position between 5% and 35%, the code will set and the MIL is activated at the next key-on
event.

• OBD II Definition: Throttle Actuator Control System - Idle Position Not Learned
• Necessary conditions for fault:
 Primary: TPS1 and TPS2 readings for throttle rest position are not between 5% and 35%
 Secondary: Voltage range on TPS1 and TPS2 recorded during throttle span < 3.5V
• ECU substitution or action:
 MIL is activated
• Possible causes: Faulty sensor power supply
 Blockage or debris in ETB
• Troubleshooting: Troubleshoot any power supply faults first
 Troubleshoot any TPS faults first
 Verify voltage readings of TPS1 and TPS2
 Check throttle actuation for proper operation
 Perform manual throttle zero process using scan tool

SPN-FMI 5419-14 P-Code P1522

After spanning, resting positions of redundant TPSs have failed to match

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If calculated throttle rest positions of TPS1 and TPS2
do not match within an error of 5%, the code will set and the MIL is activated at the next key-on event.

• OBD II Definition: Throttle Zero Cycle Position Mismatch

• Necessary conditions for fault:
 Primary: Error between throttle rest positions from TPS1 and TPS2 > 5%
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
 Disable ETC (LIMPHOME)
• Possible causes: Faulty sensor power supply
 Sensor drift in TPS1 and TPS2 of ETB
 Faulty wiring on ETB
• Troubleshooting: Troubleshoot any power supply faults first
 Troubleshoot any TPS faults first
 Verify voltage readings of TPS1 and TPS2
 Check throttle actuation for proper operation
 Perform manual throttle zero process using scan tool

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-46

 Group 00(L-Ford), Engine

SPN-FMI 5445-4 P-Code P2119

Electronic throttle could not complete its self-span

After key-off, the electronic throttle body performs an automated self-span to find the TPS voltage levels corresponding
to zero and wide open throttle (WOT) position. These voltage levels are translated into a relative position value that the
ECU requires for throttle position control and airflow estimation. If the throttle span after key-off could not be completed,
the code will set and the MIL is activated at the next key-on event.

• OBD II Definition: Throttle Actuator Control Throttle Body Range/Performance

• Necessary conditions for fault:
 Primary: Incomplete throttle span
 Secondary: n/a
• ECU substitution or action:
 MIL is activated
• Possible causes: Faulty sensor power supply
 Blockage or debris in ETB
• Troubleshooting: Troubleshoot any power supply faults first
 Troubleshoot any TPS faults first
 Verify voltage readings of TPS1 and TPS2
 Check throttle actuation for proper operation
 Perform manual throttle zero process using scan tool

SPN-FMI 524280-31 P-Code P0606

ECM did not pass functional test during manufacturing

This DTC will set on a uncalibrated ECM that has not been flashed with required firmware/calibration information.
This DTC indicates that the ECM has not passed the functional check during end-of-line testing or that the boot memory
is corrupted. The engine will not run.

SPN-FMI 524284-31 P-Code P0604

Problem with ECM RAM

The ECM uses RAM to store calibration information and intermediate variables required for engine operation.
If the stored information cannot be retrieved reliably from the RAM, this code will set and the engine may not run.

SM 1044 IMPCO A36 ECM Diagnostic Trouble Codes (DTCs) • 00(L-Ford)-7-47

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I. ENGINE CONTROL MODULE
This procedure relates to removal and installation of the
ECM--see Diagnostic Scan Tool for accessing ECM soft-
ware. (Refer to the section 6.)
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove four screws mounting the controller to the
mounting bracket.
3. Push connector lock back to unlock connector.
4. Remove ECM.
INSTALLATION PROCEDURE
IMPORTANT
The ECM is calibrated for each engine. Verify
you have the correct controller by noting the
part number on the ECM label. The calibration
number can also be found by connecting the
Spectrum Engine Monitor and locating the cali-
bration number on the Gauge page.
1. Mount the ECM with four screws.
Torque to 10 Nm (7.4 lbf½ft.)
2. Plug connector into controller.
3. Push lock into place.
4. Reconnect the Negative battery cable.
5. Install Spectrum Engine Monitor.
6. Reconnect Negative battery cable
7. Start engine and verify engine is in closed loop and
no MIL light is present.
SM 1044
Group 00(L-Ford), Engine
II. ENGINE WIRE HARNESS
REPLACEMENT
1. Disconnect Negative battery cable.
2. Lay out the new wire harness, noting the location,
type of connectors, and identifying markings. Take
special note of identical or similar connectors (such
as the ignition coils or HEGO Sensors) to avoid
crossing connections during installation. Note the
routing of the existing wire harness in and around the
engine and the vehicle. Refer the Electrical Sche-
matic.
! CAUTION
Ensure that all connections are made to the cor-
rect locations on the engine and its components.
Crossing connections may cause poor engine
performance, a MIL warning and/or perma-
nent damage to the ECM.
3. Remove all wire harness connectors on the vehicle.
4. Remove all clips and brackets holding the wire har-
ness and remove harness from vehicle.
5. Lay the new wire harness over the engine and route
each end to its connection. Verify that all connectors
match prior to installation.
6. Connect all connectors and ring terminals.
7. Install all clips and brackets to hold down the har-
ness.
8. Reconnect Negative battery cable
9. Start engine and verify engine is in closed loop and
no MIL light is present.
Servicing the Fuel System • 00(L-Ford)-8-2

III. IGNITION COIL
Coil on Plug Ignition Coil
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove electrical connector.
3. Remove bolt securing the ignition coil.
4. Gently remove the ignition coil by pulling while
lightly twisting back and forth.
INSTALLATION PROCEDURE
1. Insert Ignition coil into the opening on the cylinder
head, ensuring the boot is properly placed on top of
the spark plug and verify the coil is flush with top of
the cylinder head.
2. Secure Ignition Coil with bolt.
Torque to 10 Nm (7.4 lbf½ft).
3. Reconnect electrical connector to the coil.
4. Reconnect Negative battery cable.
5. Start engine and verify engine is in closed loop and
no MIL light is present.
SM 1044
Group 00(L-Ford), Engine
IV. FUEL RAIL PRESSURE/ TEM-
PERATURE(FRT/FAP) SENSOR
Fuel Rail Sensor
REMOVAL PROCEDURE
1. Disconnect the Negative battery cable.
2. Relieve the LPG fuel system pressure.
Refer to XX. LPG Fuel System Pressure Relief.
3. Locate the Fuel Temperature Sensor on the center of
the Fuel Rail and remove the electrical connector
from the Sensor.
4. Using a 24mm wrench or deep socket, remove the
Sensor from the Fuel Rail.
! WARNING
Residual vapor pressure will be present in the
fuel system. Ensure the work area is well venti-
lated before disconnecting any fuel line.
INSTALLATION PROCEDURE
1. Lubricate O-rings on the sensor with petroleum jelly
or Vaseline.
2. Install the sensor into the fuel rail using 24mm socket
or wrench.
Torque to 20 +/-2 Nm (14.75 +/- 1.5 ft.lbs.).
3. Attach the electrical connector.
4. Reconnect the Negative battery cable.
5. Using the Spectrum Engine Monitor, clear DTC
information from the ECM.
6. Turn the ignition OFF and wait 30 seconds.
Check for leaks.
7. Reconnect Negative battery cable
8. Start engine and verify engine is in closed loop and
no MIL light is present.
Servicing the Fuel System • 00(L-Ford)-8-3

V. THROTTLE BODY AND/OR
GASKET
REMOVAL PROCEDURE
1. Disconnect the Negative battery cable.
2. Remove the air intake.
3. Remove Throttle Body electrical connector.
4. Remove four Bolts that secure the Throttle Body.
5. Remove the Throttle Body and the Gasket.
INSTALLATION PROCEDURE
1. Inspect Throttle Body Gasket. Replace if necessary.
2. Place Throttle Body and Gasket on the Intake Mani-
fold plenum, align and secure with four Screws.
Torque to 10 Nm (7.4 ft. lbs.).
3. Connect electrical connector.
4. Reconnect Negative battery cable.
5. Start Engine. Verify correct operation in all throttle
ranges.
6. Using the Spectrum Engine Monitor, clear DTC
information from the ECM.
7. Reconnect Negative battery cable
8. Start engine and verify engine is in closed loop and
no MIL light is present.
SM 1044
Group 00(L-Ford), Engine
VI. REGULATOR
Regulator
REMOVAL PROCEDURE
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect Negative battery cable.
3. Remove the electrical connector on the Shutoff
Valve.
4. Remove the Fuel Hose from the regulator.
5. Remove the LPG Fuel Line at the flare fitting
attached to the Shutoff Valve.
! CAUTION
A small amount of fuel may still be present in
the fuel line. Use gloves and proper eye protec-
tion to prevent burns. If liquid fuel continues to
flow from the connections when removed, make
sure the manual valve is fully closed.
6. Clamp both Coolant Hoses as close to the Regulator
as possible.
7. Remove Coolant Hoses from Regulator.
! CAUTION
The coolant may be hot. Use caution when
removing hose(s) to prevent contact.
8. Remove the Bolts securing the Regulator and remove
Regulator.
Servicing the Fuel System • 00(L-Ford)-8-4

INSTALLATION PROCEDURE
1. Secure Regulator with Bolts.
2. Attach the LPG Fuel Line at the flare fitting attached
to the Shutoff Valve.
3. Reconnect LPG Fuel Line to Fuel Rail.
4. Connect Coolant Lines. Remove clamps from Hoses
(if used during removal).
5. Slowly open LPG Tank Valve.
IMPORTANT
The fuel cylinder manual valve contains an
Excess Flow Check Valve. Open the manual
valve slowly to prevent activating the Excess
Flow Check Valve.
6. Reconnect Negative battery cable. Turn ignition key
to ON and check for leaks at the inlet and outlet fit-
tings using a commercial grade soapy solution or an
electronic leak detector. If leaks are detected make
repairs.
7. Start engine and check for fuel and coolant leaks.
If leaks are detected make repairs.
8. Reconnect Negative battery cable
9. Start engine and verify engine is in closed loop and
no MIL light is present.
10. Check coolant level and add coolant if necessary.
VII. CHECKING/DRAINING OIL
BUILD-UP IN THE LOW
PRESSURE REGULATOR
During the course of normal operation oil or “heavy ends”
may build inside the secondary chamber of the Regulator.
These oil and heavy ends may be a result of poor fuel
quality, contamination of the fuel, or regional variation of
the fuel make up. A significant build up of oil can affect
the performance of the secondary diaphragm response.
The LPG CERTIFIED ENGINE MAINTENANCE
REQUIREMENTS found in this manual recommends that
the oil be drained periodically. This is the minimum
requirement to maintain the emission warranty. More fre-
quent draining of the Regulator is recommended for spe-
cial situation where substandard fuel may be a problem.
IMPCO recommends the Regulator be drained at every
engine oil change (500 hours) if contaminated or substan-
dard fuel is suspected or known to be have been used or in
use with the emission complaint fuel system. This is
known as special maintenance, and failure to follow this
recommendation may be used to deny a warranty claim.
SM 1044
Group 00(L-Ford), Engine
IMPORTANT
Draining the Regulator when the engine is
warm will help the oils to flow freely and permit
easier removal from the Regulator.
To drain the Regulator, follow the steps below:
1. Move the equipment to a well ventilated area and
ensure no external ignition sources are present.
2. Turn off LPG Valve and Relieve the LPG fuel sys-
tem pressure. Refer to XX. LPG FUEL SYSTEM
PRESSURE RELIEF.
3. Disconnect Negative battery cable.
! CAUTION
A small amount of fuel may still be present in
the fuel line. Use gloves and proper eye protec-
tion to prevent burns. If liquid fuel continues to
flow from the connections when removed, make
sure the manual valve is fully closed.
4. Remove the plug on the Regulator under the lower
coolant port.
5. Place a small receptacle in the engine compartment
to catch any liquid that may come out of the Regulator.
6. Inspect the Regulator for any large dried particles and
remove. Use a safety solvent to remove any build up.
IMPORTANT
Use only Safety Solvents for the cleaning of the
regulator and its components. Solvents such as
carburetor or brake cleaners may damage gas-
kets, seals, O-rings, diaphragms or other non-
metal components.
7. Reinstall the Plug. Torque until tight.
8. Connect Negative battery cable.
9. Open Valve on LPG tank.
IMPORTANT
The fuel cylinder manual valve contains an
Excess Flow Check Valve open the manual
valve slowly to prevent activating the Excess
Flow Check Valve.
10. Turn Key ON. Check for leaks at the inlet and outlet
fittings using a soapy solution or an electronic leak
detector. If leaks are detected make repairs.
11. Start engine and check for leaks at all serviced fit-
tings. If leaks are detected make repairs.
12. Dispose of any drained material in safe and proper
manner.
Servicing the Fuel System • 00(L-Ford)-8-5

VIII. FUEL FILTER ELEMENTS
REMOVAL PROCEDURE
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect Negative battery cable.
! CAUTION
A small amount of fuel may still be present in
the fuel line. Use gloves and proper eye protec-
tion to prevent burns. Make sure the manual
valve is fully closed.
Regulator, showing filter related components.
3. Disconnect the fuel inlet and outlet lines from the
LPG Regulator.
4. Remove the fuel inlet fitting (11) and O-ring (10).
5. Remove the plastic body (9), foam filter (8), paper
filter element (7), and filter gasket (6).
6. Remove the screws (5), fuel outlet fitting (4) Oring
(3), and filter (2). Discard O-ring and filter.
INSTALLATION PROCEDURE
1. Install new filter (2) in port for fuel outlet fitting.
Install new O-ring (3) and fuel outlet fitting (4).
2. Install retaining screws (5) for fuel outlet fitting (4).
Tighten screws to 2 to 3 Nm (17.7 to 26.55 in.lb.).
3. Install the filter gasket (6), new paper filter element
(7), new foam filter (8), and plastic body (9).
4. Install the fuel inlet fitting (11) and O-ring (10).
Tighten to 18 to 20 Nm (13.3 to 14.75 ft.lbs.).
5. Connect the fuel inlet line to the LPG Regulator.
SM 1044
Group 00(L-Ford), Engine
6. Connect the Negative battery cable.
7. Slowly open the fuel valve on tank.
IMPORTANT
The fuel cylinder manual valve contains an
Excess Flow Check Valve. Open the manual
valve slowly to prevent activating the Excess
Flow Check Valve.
8. Turn the key to the ON position and back to the OFF
position to pressurize the fuel system.
Check for leaks.
9. Check for leaks at connections by using soapy solu-
tion or electron leak detector. If leaks are detected,
make proper repairs.
10. Start engine and ensure correct operation in all throt-
tle ranges.
11. Check for leaks at connections by using soapy solu-
tion or electron leak detector. If leaks are detected,
make proper repairs.
IX. LOCK-OFF SOLENOID
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect Negative battery cable.
3. Disconnect the electrical connector from the lock-off
solenoid.
4. Remove the nut and solenoid.
INSTALLATION PROCEDURE
1. Install new cartridge into LPG Regulator. Tighten
cartridge to 16 to 24 Nm (11.8 to 17.7 ft.lbs.).
2. Install solenoid and nut onto cartridge.
Tighten nut to 7.85 Nm (69.5 in.lbs.).
3. Connect electrical connector to solenoid.
4. Connect the Negative battery cable.
IMPORTANT
The fuel cylinder manual valve contains an
Excess Flow Check Valve. Open the manual
valve slowly to prevent activating the Excess
Flow Check Valve.
5. Slowly open the fuel valve on tank.
Servicing the Fuel System • 00(L-Ford)-8-6
 Group 00(L-Ford), Engine

6. Turn the key to the ON position and back to the OFF
position to pressurize the fuel system.
Check for leaks.
7. Check for leaks at connections by using soapy solu-
tion or electron leak detector. If leaks are detected,
make proper repairs.
8. Start engine and ensure correct operation in all throt-
tle ranges.
9. Check for leaks at connections by using soapy solu-
tion or electron leak detector. If leaks are detected,
make proper repairs.
X. FUEL RAIL
Fuel Rail with Injectors and FRT/FRP Sensor
REMOVAL PROCEDURE
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect the Negative battery cable.
3. Remove the pin securing the fuel inlet hose, then
remove fitting from the fuel rail.
INSTALLATION PROCEDURE
1. Install Fuel Pressure Sensor, if removed Refer to IV
FUEL RAIL PRESSURE/ TEMPERATURE (FRT/
FAP) SENSOR REPLACEMENT
2. Lubricate Fuel Injector O-rings with petroleum jelly
or Vaseline.
3. Carefully place the Injector Ports into the Fuel Rail.
Ensure the Fuel Injectors and O-rings are properly
seated.
4. Align holes on Fuel Rail with holes in the bracket
and ignition noise suppressor and insert screws.
Torque to 10 Nm (7.4 ft. lbs.).
5. Connect Fuel Pressure Sensor electrical connection.
6. Insert fuel inlet port fitting and secure with pin.
7. Reconnect Negative battery cable. Turn ignition key
to ON and check for leaks at the inlet and outlet fit-
tings using a commercial grade soapy solution or an
electronic leak detector. If leaks are detected make
repairs.
8. Reconnect Negative battery cable.
9. Start engine and check leaks. If leaks are detected
make repairs.
10. Verify engine is in closed loop and no MIL light is
present.

! CAUTION
A small amount of fuel may still be present in
the fuel line. Use gloves and proper eye protec-
tion to prevent burns. If liquid fuel continues to
flow from the connections when removed, make
sure the manual valve is fully closed.

4. Remove Fuel Pressure Sensor electrical connection.

5. Remove two bolts securing the Fuel Rail, including
the ignition noise suppressor.
6. Carefully pull the rail flush along the Fuel Rail and
away from the Fuel Injectors.
7. If rail is to be replaced, remove the Fuel Pressure
Sensor. Refer to IV FUEL RAIL PRESSURE/TEM-
PERATURE (FRT/FAP) SENSOR.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-7


XI. FUEL INJECTOR
Fuel Injector
REMOVAL PROCEDURE
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect the Negative battery cable.
3. Remove the Fuel Rail. Refer to X. FUEL RAIL.
4. Remove Injector electrical connector.
5. Remove Clip Retaining Fuel Injector (connecting it
to the Injector Adapter).
! CAUTION
When removing the fuel injectors, pull the
injectors straight out. Do not pry the injectors
with a screwdriver or prybar, as this can dam-
age the injectors or injector adapters.
6. Remove Injector.
INSTALLATION PROCEDURE
1. Inspect the O-rings on the Injector and Injector
Adapter and replace if necessary. Lubricate with
Vaseline or petroleum jelly.
2. Install the Fuel Injectors into the Fuel Injector Adapt-
ers. Push the Injectors into the Adapters using hand
pressure only.
3. Install the Clip Retaining Fuel Injector (connecting it
to the Injector Adapter).
4. Ensure all Injectors are properly aligned to mate to
the Fuel Rail.
SM 1044
Group 00(L-Ford), Engine
5. Install Fuel Rail. Refer to IX. FUEL RAIL
6. Connect the electrical connector(s) to the fuel injec-
tor(s). Verify that the connectors click/lock into
place.
7. Connect the Fuel Line Port Fitting to the Fuel Rail
and secure with Retaining Pin.
8. Reconnect Negative battery cable. Turn ignition key
to ON and check for leaks at the inlet and outlet fit-
tings using a commercial grade soapy solution or an
electronic leak detector. If leaks are detected make
repairs.
9. Reconnect Negative battery cable.
10. Start engine and check leaks. If leaks are detected
make repairs.
11. Verify engine is in closed loop and no MIL light is
present.
XII. FUEL INJECTOR ADAPTERS
REMOVAL PROCEDURE
Fuel Injector Adapter (shown without O-rings)
1. Relieve the LPG fuel system pressure. Refer to XX.
LPG FUEL SYSTEM PRESSURE RELIEF.
2. Disconnect the Negative battery cable.
3. Remove the Fuel Rail. Refer to X. FUEL RAIL.
4. Remove the Injector(s).
Refer to XI. FUEL INJECTOR.
5. Remove the Fuel Injector Adaptor(s) from the Intake
Manifold using an 8mm hex wrench.
6. Place tape or rag over the opening in the Intake Man-
ifold to prevent dirt or debris from entering the
engine, possibly causing permanent engine damage.
Servicing the Fuel System • 00(L-Ford)-8-8
 Group 00(L-Ford), Engine

INSTALLATION PROCEDURE XIII. TEMP/MANIFOLD PRESSURE

1. Lubricate the O-rings on the Fuel Injector Adapter (TMAP) SENSOR
with Vaseline or petroleum jelly and place back on
the Intake Manifold, ensuring it is properly seated.
Using a 8mm hex wrench, torque to 5Nm (3.7
ft.lbs.).

! WARNING
Contamination of the HEGO sensor can result
from the use of an inappropriate RTV sealer or
silicone spray products. Do not use silicone
sprays or hoses which are assembled using sili-
cone lubricants. Always use “oxygen sensor TMAP Sensor
safe” RTV sealant for repair procedures.
Silicon contamination will cause a high but false
HEGO signal voltage (rich exhaust indication). REMOVAL PROCEDURE
The ECM will then reduce the amount of fuel
delivery to the engine, causing a severe drive- 1. Disconnect the Negative battery cable.
ability problem. If silicone contamination is sus- 2. Locate the TMAP Sensor on the outside of the Intake
pected, remove and visually inspect the sensor Manifold.
element. If contaminated, the portion of the sen-
3. Remove electrical connector.
sor exposed to the exhaust stream will have a
white powdery coating. Always be sure to elimi- 4. Remove the bolt securing the TMAP, then pull from
nate the cause of contamination before replac- the intake manifold.
ing the sensor.

2. Install Injectors on top of Adapters. INSTALLATION PROCEDURE

Refer to XI. FUEL INJECTOR.
3. Install Fuel Rail. Refer to X. FUEL RAIL.
4. Reconnect Negative battery cable. Turn ignition key
to ON and check for leaks at the inlet and outlet fit-
tings using a commercial grade soapy solution or an
electronic leak detector. If leaks are detected make
repairs.
1. Install the TMAP and torque the bolt to Torque to
10 Nm (7.4 ft. lbs.).
2. Connect electrical connector.
3. Reconnect the Negative battery cable.
4. Start engine and verify engine is in closed loop and
no MIL light is present.

5. Start engine and check leaks. If leaks are detected

make repairs.
6. Verify engine is in closed loop and no MIL light is
present.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-9

 Group 00(L-Ford), Engine

XIV. INTAKE MANIFOLD/GASKET

REMOVAL PROCEDURE
1. Relieve the Fuel Pressure refer to XX. LPG FUEL
PRESSURE RELIEF.
2. Disconnect Negative battery cable.
3. Disconnect electrical connectors to the Throttle Body
and TMAP Sensor. If the Intake Manifold is to be
replaced, remove the Throttle Body and TMAP sen-
sor. Refer to V Throttle Body and XIII TMAP Sen-
sor.
Intake Manifold footprint showing bolt tightening
sequence.
5. Connect black PCV hose to the larger hose barb.
6. Connect the orange hose to the smaller hose barb.
7. Install Fuel Injectors (if removed).
Refer to XI. FUEL INJECTORS.

4. Remove Retaining Clip and Fuel Rail Port Fitting. 8. Install (if removed) FUEL RAIL.
Remove Fuel Rail. Refer to X. Fuel Rail. Refer to FUEL RAIL PRESSURE/TEMPERATURE
(FRT/FAP) SENSOR.

! 9. If TMAP Sensor was removed, install.

WARNING
Residual vapor pressure will be present in the
fuel system. Ensure the work area is well venti-
lated before disconnecting any fuel line.
5. Remove two bolts securing the fuel rail.
6. Remove black PCV hose from hose barb on the
Intake Manifold.
7. Remove orange hose from hose barb (note that it
may be covered with black conduit).
8. Remove five Bolts securing Intake Manifold and
remove.
9. Remove Intake Manifold Gasket.
Refer to XIII. TMAP Sensor.
10. If the Throttle Body was removed, install.
Refer to V Throttle Body.
11. Reconnect Negative battery cable. Turn ignition key
to ON and check for leaks at the inlet and outlet fit-
tings using a commercial grade soapy solution or an
electronic leak detector. If leaks are detected make
repairs.
12. Using the Spectrum Engine Monitor, clear DTC
information from the ECM.
13. Start engine and verify engine is in closed loop and
no MIL light is present.

INSTALLATION PROCEDURE
1. Ensure the mating surfaces of the intake ports on the
engine and manifold are clean and free of any gasket
material.
2. If installing a new Intake Manifold, apply Loctite
567 and thread hose barbs (small for the TMAP and
larger for PCV).
Torque both to 2-3 turns past finger tight.
3. Insert five mounting Bolts through holes in Intake
Manifold. Hang the Intake Manifold Gasket on the
bolts, position the Gasket and Intake Manifold in
place and finger tighten Bolts.
4. Torque Bolts to 20 NM (37 ft.lbs) in the following
order: middle, two upper, two outer/lower in the
order shown:

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-10


XV. ENGINE COOLANT TEMPERA-
TURE SENSOR (ECT)
Coolant Temperature Sensor
REMOVAL PROCEDURE
1. Disconnect the Negative battery cable.
2. Locate the Engine Coolant Temperature Sensor on
the top of the engine.
3. Remove electrical connector.
4. Using an extra deep 24 socket or a Ford Special Ser-
vice tool, remove the sensor.
! 2. Locate the affected Oxygen Sensor on the exhaust
CAUTION
The coolant may be hot. Use caution when t pre-
vent contact with coolant or related compo
nents.
INSTALLATION PROCEDURE
1. Apply a minimal amount of pipe thread sealer to
threads on the Engine Coolant Temperature Sensor.
Remove any excess sealer on threads or the sensor.
2. Install Engine Coolant Temperature Sensor.
Torque to 12 Nm (106 in.lbs.).
3. Reconnect electrical connector.
4. Start engine and verify engine is in closed loop and
no MIL light is present.
SM 1044
Group 00(L-Ford), Engine
XVI. HEATED EXHAUST GAS
OXYGEN SENSOR (HEGO)
The Heat Exhaust Gas Oxygen (HEGO) Sensor
NOTE
There are two HEGO sensors: one between the
engine and catalytic converter (upstream) and
one between the catalytic converter and tail
pipe(downstream). The replacement and instal-
lation procedure for both is the same.
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
pipe and disconnect the Oxygen sensor electrical
connector.
3. Using an Oxygen Sensor socket or open end wrench,
remove the Oxygen Sensor.
INSTALLATION PROCEDURE
IMPORTANT
Before install the Oxygen Sensor lubricate
threads with a high temperature anti-seize com-
pound. Avoid contaminating sensor tip with
compound.
1. Install Oxygen Sensor.
Torque to 50 Nm (37 ft.lbs.).
2. Reconnect electrical connector to the Oxygen Sen-
sor.
3. Reconnect Negative battery cable.
4. Start engine and verify engine is in closed loop and
no MIL light is present.
Servicing the Fuel System • 00(L-Ford)-8-11
 Group 00(L-Ford), Engine

XVII. EXHAUST MANIFOLD 7. Connect Exhaust Piping.

8. Reconnect Negative battery cable.
9. Start engine and verify engine is in closed loop and
no MIL light is present.

XVIII. RESTRICTED EXHAUST

SYSTEM DIAGNOSIS

REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove four Bolts securing Exhaust Heat Shield
3. Remove HEGO Sensor. Refer to XVI. HEATED
EXHAUST GAS OXYGEN SENSOR(HEGO).
4. Remove two nuts securing exhaust piping to the
Exhaust Manifold and separate piping from the studs
on the Exhaust Manifold.
5. Remove seven Bolts securing Exhaust Manifold and
remove Exhaust Manifold and Gasket.

INSTALLATION PROCEDURE
1. Ensure the mating surface of the Cylinder Head is
clean and free from gasket debris.
2. Insert seven Bolts into the Exhaust Manifold and
hang the Gasket on the Bolts.
3. Align Exhaust Manifold and thread Bolts into the
Cylinder Head and finger tighten. Torque to 38 Nm
(28 ft.lbs) in the following sequence:
Exhaust Manifold footprint showing
Bolt tightening sequence.
4. If the Exhaust Manifold is being replaced, insert two
studs on the flange and torque to 15Nm (11 ft.lbs).
5. Install HEGO Sensor. Refer to XVI HEGO Sensor.
6. Install Heat Shield with four Bolts.
Torque to 10Nm (7.4 ft.lbs.).
1 Back Pressure Gauge
2 Heated Exhaust Gas Oxygen (HEGO) Sensor.
3 Exhaust Manifold
Exhaust Back Pressure Test
PROCEDURE:
1. Carefully remove the HEGO.
Refer to XVI. HEATED EXHAUST GAS OXYGEN
SENSOR (HEGO).
2. Install Exhaust Back Pressure Test Gauge(J35314-A)
in place of the HEGO.
3. With the engine idling at normal operating tempera-
ture, observe the exhaust system back pressure read-
ing on the gauge. Reading should not exceed 8.6 kPa
(1.25 psi).
4. Increase engine speed to 2000 RPM and observe
gauge. Reading should not exceed 20.7 kPa (3 psi).

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-12


5. If the back pressure at either speed exceeds specifica-
tion, a restricted exhaust system is indicated.
6. Inspect the entire exhaust system for a collapsed
pipe, heat distress or possible internal catalytic con-
verter failure. Repair as necessary.
7. If there are no obvious reasons for the excessive back
pressure, the catalytic converter is likely damaged
and should be replaced.
XIX. CATALYTIC CONVERTER
REMOVAL PROCEDURE
1. Disconnect negative battery cable.
2. Remove the Catalytic Converter using the OEM end
product processes.
INSTALLATION PROCEDURE
IMPORTANT
The Catalytic converter is specifically designed
to meet the emission control of the certified
engine. Use only the OEM specified part.
Install the Catalytic Converter using the OEM
end product processes.
1. Reconnect Negative battery cable.
2. Start engine and verify engine is in closed loop and
no MIL light is present.
XX. LPG FUEL PRESSURE RELIEF
! CAUTION
The LPG fuel system operates at pressure up to
21.5 bar (312 psi). To minimize personal injury,
relieve the LPG fuel system pressure before ser-
vicing the LPG fuel system components.
1. Close the manual shut-off valve (MSV) on the LPG
fuel tank.
2. Start and run the vehicle until the engine stalls from
lack of fuel.
3. Turn the ignition switch to OFF.
4. Disconnect the Negative battery cable.
SM 1044
Group 00(L-Ford), Engine
! WARNING
Residual vapor pressure will be present in the
fuel system. Ensure the work area is well venti-
lated before disconnecting any fuel line.
! CAUTION
Never use an open flame of any type to check
LPG leaks.
Always inspect the LPG fuel system for leaks after per-
forming service. Check for leaks at the fittings of the ser-
viced or replaced component. Use a commercially
available liquid leak detector or an electronic leak detec-
tor. When using both methods, use the electronic leak
detector first to avoid contamination by the liquid leak
detector.
XXI. LPG FUEL SYSTEM
PRESSURE CHECK
1. Turn ignition to OFF.
2. Connect the Spectrum Monitor and view the fuel
pressure on the Gauge Page.
3. In the event the pressure reading and Fuel Rail Pres-
sure Sensor are suspect, the pressure can be manually
read by removing the plug on the end of the rail
(opposite the fuel inlet port). Prior to removing the
plug, relieve the Fuel Pressure refer to XX. LPG
FUEL PRESSURE RELIEF. Next, remove the plug
on the end of the Fuel Rail and install a fitting, hose
and pressure gauge. Reconnect the Negative battery
cable and turn the key to ON. Note the fuel pressure,
then start the engine and note the pressure when the
engine is running.
4. Apply a minimal amount of pipe thread sealer, then
replace Plug. Torque until tight.
XXII. LPG FUEL CONTROL
SYSTEM CHECK
The fuel system can be thoroughly diagnosed by use of
the Spectrum Engine Monitor tool. See section Spectrum
Engine Monitor.
Servicing the Fuel System • 00(L-Ford)-8-13
 Group 00(L-Ford), Engine

XXIII. LPG FUEL SYSTEM REMOVAL PROCEDURE

LEAK TEST 1. Disconnect Negative battery cable.
There are two leak checks that can done on this fuel sys- 2. Remove the electrical connector.
tem: A commercially available liquid leak detector or an 3. Remove the bolt securing the Camshaft Sensor.
electronic leak detector can be used to detect leaks. Be
sure to follow the manufacturers’ instructions.
INSTALLATION PROCEDURE
IMPORTANT
1. Mount Camshaft Sensor.
When using both methods, use the electronic
Secure with Bolt and torque to 7 Nm (5.2 ft.lbs.).
leak detector first to avoid contamination by the
liquid leak detector. NOTE
1. The injectors can be tested for an internal leak Spacing is important for the sensor to properly
(excess fuel flow or leakage into the cylinders) and read the wheel. Make sure the sensor is prop-
all of the fuel passages downstream of the regulator erly positioned and seated.
can be tested as follows:
2. Replace valve cover.
• Key ON, engine OFF. Refer to XXXVIII. Valve Cover.
• Using the Spectrum Engine Monitor, plot the fuel 3. Connect electrical connect to the Camshaft Sensor.
pressure on the Plot page or note the pressure on
the Monitor page. 4. Reconnect Negative battery cable.
• Note the fuel pressure (as measured in the fuel rail 5. Start engine and verify engine is in closed loop and
by the FRT/FRT sensor) for 25 seconds. no MIL light is present.
• After an additional 25 seconds, note any drop in
fuel rail pressure. A drop of more than 3 kPa in 25
seconds is excessive and indicates a leaking injec-
tor(s), fuel hose, fitting, etc., downstream of the
XXV. CRANKSHAFT POSITION
regulator. Use a leak detector to determine if the SENSOR
fuel is leaking outside of the fuel system. If no leak
is found, an injector is leaking and should be
replaced. Refer to XI. Fuel Injector.

XXIV. CAMSHAFT POSITION

SENSOR

Crankshaft Position Sensor

REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove the electrical connector.
Camshaft Sensor
3. Remove the Bolts and the Crankshaft Sensor.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-14


INSTALLATION PROCEDURE
1. Mount Camshaft Sensor with Bolt and torque to
7 Nm (5.2 ft.lbs.).
NOTE
Proper spacing is crucial to ensure the sensor
can accurately read the wheel. Verify that the
sensor is properly seated and the screws secur-
ing it are not cross threaded.
2. Connect electrical connector.
3. Reconnect Negative battery cable.
4. Verify engine is in closed loop and no MIL light is
present.
XXVI. VACUUM LINE
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove the Vacuum Line from each fitting.
3. Inspect for rotting, deterioration, holes and tears and
replace if necessary.
4. Reconnect to fittings using petroleum jelly or Vase-
line if necessary.
INSTALLATION PROCEDURE
IMPORTANT
DO NOT use a hose other than the OEM speci-
fied part.
1. Reinstall the Fuel Vapor Hose to each fitting.
2. Reconnect Negative battery cable.
3. Start engine and check for leaks using a soapy solu-
tion or an electronic leak detector. If leaks are
detected make repairs.
4. Verify engine is in closed loop and no MIL light is
present.
SM 1044
Group 00(L-Ford), Engine
XXVII. THERMOSTAT AND/OR
HOUSING
Coolant Housing & Hose.
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Drain coolant.
Refer to XL. DRAINING THE COOLANT.
! CAUTION
The coolant may be hot. Use caution when
removing hose(s) to prevent contact.
3. Remove clamps from Hoses connecting to the Ther-
mostat Housing and remove Hoses.
4. Remove three Bolts securing Thermostat Housing
5. Remove Thermostat Housing and Thermostat.
INSTALLATION PROCEDURE
IMPORTANT
Coolant hoses are specifically designed for their
application. DO NOT use hose material or
length other than the OEM specified parts. DO
NOT mix the inlet or outlet ends of the Hose
when reinstalling.
1. Ensure the mating surfaces are clean and free of any
debris.
2. Insert Thermostat into Housing.
3. Place Bolts into Housing and thread into engine.
Torque to 10 Nm (7.4 ft.lbs).
4. Connect Hoses to Housing and secure with clamps.
NOTE
If the hose is replaced, a section of it equal to the
length of the Y-adapter must be removed to
accommodate the Y-adapter.
Servicing the Fuel System • 00(L-Ford)-8-15

5. Refill with coolant.
6. Reconnect negative battery cable.
7. Start engine and let run until it reaches operating
temperature.
8. Check for leaks. If leaks are detected, make repairs.
9. Stop engine and allow to cool. Check coolant level
and add coolant as necessary.
XXVIII. COOLANT PLATE & HOSES
Coolant Plate, Gaskets, Bolts & Hoses
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Drain coolant.
Refer to XL. DRAINING THE COOLANT
! CAUTION
The coolant may be hot. Use caution when
removing hose(s) to prevent contact.
3. Remove clamp from Hose and remove Hose con-
necting to the Water Outlet Adapter.
4. Remove for Bolts securing the Adapter, Blanking
Plate and Gaskets and remove all of these compo-
nents.
SM 1044
Group 00(L-Ford), Engine
INSTALLATION PROCEDURE
IMPORTANT
Coolant hoses are specifically designed for their
application. DO NOT use hose material or
length other than the OEM specified parts. DO
NOT mix the inlet or outlet ends of the Hose
when reinstalling.
1. Ensure the mating surfaces are clean and free of any
gasket material.
2. Place Bolts into the Water Outlet Adapter Housing
and through the Gasket. Thread Bolts into engine and
torque to 10 Nm (7.4 ft.lbs).
3. Insert Bolts through Blanking Plate and Gasket(if
removed). Thread Bolts into engine and torque to 20
Nm (15 ft.lbs.).
4. If the Water Outlet Adapter is being replaced, the
Plug must be replaced
5. Thread the Plug into the Adapter.
Torque to 15 Nm (11 ft.lbs.).
6. Connect Hoses to Housing and secure with clamps.
7. Refill with coolant.
8. Reconnect Negative battery cable.
9. Start engine and let run until it reaches operating
temperature.
10. Verify engine is in closed loop and no MIL light is
present.
11. Check for leaks. If leaks are detected, make repairs.
12. Stop engine and allow to cool. Check coolant level
and add coolant as necessary.
Servicing the Fuel System • 00(L-Ford)-8-16

XXIX. COOLANT TUBE & O-RINGS
Coolant Tube, O-rings and Bolts.
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Drain coolant.
Refer to XL. DRAINING THE COOLANT
! CAUTION
The coolant may be hot. Use caution when mov-
ing hose(s) to prevent contact.
3. Remove clamps from Hose connecting to the Cool-
ant Tube and remove Hose.
4. Remove two Bolts securing the Tube.
5. Gently pulling forward, remove the end of the Tube
from the Water Outlet Adapter.
INSTALLATION PROCEDURE
IMPORTANT
Coolant hoses are specifically designed for their
application. DO NOT use hose material or
length other than the OEM specified parts. DO
NOT mix the inlet or outlet ends of the Hose
when reinstalling.
1. Place O-rings over end of the Coolant Tube.
Lube with petroleum jelly or Vaseline.
2. While gently pushing towards the back of the engine,
insert the Tube into Water Outlet Adapter.
3. Insert Bolts through the plate on the Coolant Tube
and torque to 38 Nm (28 ft.lbs.).
4. Connect Hose to the Tube and secure with clamp.
5. Refill with coolant.
SM 1044
Group 00(L-Ford), Engine
6. Reconnect Negative battery cable.
7. Start engine and verify engine is in closed loop and
no MIL light is present.
8. Check for leaks. If leaks are detected, make repairs.
9. Stop engine and allow to cool. Check coolant level
and add coolant as necessary.
XXX. ALTERNATOR
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Disconnect wires to the alternator.
3. Remove top Bolt securing Alternator.
4. Loosen lower Bolts.
5. Remove Serpentine belt.
6. Remove two lower bolts securing the alternator.
INSTALLATION
1. Place alternator so the side with two mounting ears
mate up with the two tabs of the lower Alternator
Bracket.
2. Insert Bolts through the two lower tabs and finger
tighten.
3. Place Serpentine Belt over the Alternator pulley,
ensuring the belt is placed over the inner most
grooves.
4. Rotate the Alternator outward until it the holes in the
upper tab and alternator bracket meet and install
Bolt. Torque all three Bolts to 20 Nm (15 ft.lbs.).
5. Attach the wires to the Alternator.
6. Reconnect Negative battery cable.
7. Start engine and verify engine is in closed loop and
no MIL light is present.
Servicing the Fuel System • 00(L-Ford)-8-17
 Group 00(L-Ford), Engine

XXXI. PULLEYS/BELT - HIGH 6. Remove the three Bolts securing the outer crankshaft
pulley. Refer to XXXII. CRANK-SHAFT PULLEY
MOUNT for instructions on how to remove the Crankshaft
pulley.
NOTE
This application has two serpentine belts.
This instruction set covers removal and replace- INSTALLATION PROCEDURE
ment of the outside belt and pulleys (except the
1. Install the Crankshaft Pulley if removed (Refer to
Crankshaft Pulley-refer to the next step) as
XXXII. CRANKSHAFT PULLEY.)
shown below:
2. Install three Bolts and Washers securing the outer
Crankshaft Pulley and Sleeve.
Torque Bolts to 17-20 ft.lbs (23-27 Nm).
3. If removed, install the Idler/Tensioner to the Fan
Bracket. Insert the two Bolts used to secure the Idler/
Tensioner through the mounting holes and into the
Bracket. Torque Bolts to 17-20 ft.lbs (23-27 Nm).
4. If removed, install the high mount Fan Pulley and
Fan with four Bolts.
Torque Bolts to 17-20 ft.lbs (23-27 Nm).
5. Install the three Bolts at the top of the Bracket and
secure the Bracket to the Engine.
Torque Bolts to 33-36 ft.lbs. (45-49 Nm).
6. If removed, install the small Pulley and Torque Bolts
to 17-20 ft.lbs (23-27 Nm).
7. Place the Serpentine Belt on all Pulleys, except the
Tensioner Pulley as shown in the drawing on the pre-
vious page. Using an open end or crescent wrench on
the boss behind the Idler Pulley, move the Tensioner
back and place the Serpentine over the Pulley, the
High mount fan six groove belt and
release the tension.
pulley assembly (Outside).
8. Reconnect Negative Battery Cable.
9. Start engine and verify engine is in closed loop and
REMOVAL PROCEDURE
no MIL light is present
1. Disconnect Negative battery cable.
2. Using an open end or crescent wrench on the boss
behind the Idler, release the tension on the Serpentine
Belt and remove from the Idler Pulley. Release the
tension on the Idler, then remove the Belt from the
other Pulleys. If service is not required to the Fan
Pulley, the Fan Hub Assembly can be removed with-
out disassembly of the Fan and Pulleys.
3. Optional: Remove the four Bolts securing the Fan
and Fan Pulley. Remove the Fan and Pulley from the
Fan Mount Hub.
4. Remove the three Bolts on top of the Fan Assembly
Bracket.
5. Optional: Remove small Pulley, then remove Idler.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-18

 Group 00(L-Ford), Engine

XXXII. CRANKSHAFT PULLEY crankshaft pulley must be held in place with the
Crankshaft Damper Holding Tool, and the bolt
REMOVAL PROCEDURE should be removed using an air impact wrench
(1/2-in drive minimum).

! WARNING 6. Install Ford Special Service Tool 303-1416 to secure

Do not install the crankshaft pulley bolt without the crank pulley: Using an M6 bolt, align the hole at
first installing the special tools as instructed in the bottom of the Crankshaft Pulley to the hole in the
this procedure. The crankshaft pulley and the cover. Insert bolt and finger tighten.
crankshaft timing sprocket are not keyed to the
crankshaft. The crankshaft, the crankshaft
sprocket and the pulley are fitted together by
friction, using diamond washers between the
flange faces on each part. For that reason, the
crankshaft sprocket is also unfastened if the
pulley bolt is loosened. Before any repair
requiring loosening or removal of the crank-
shaft pulley bolt, the crankshaft and camshafts
must be locked in place by the special service
tools, otherwise severe engine damage can Install Ford Special Service Tool 303-1416
occur.
7. Remove the crankshaft pulley bolt using an air
1. Disconnect Negative battery cable. impact wrench and remove pulley.
2. Remove the serpentine belt. NOTE
Refer to XXXI. PULLEYS/BELT—HIGH MOUNT. The crankshaft sprocket diamond washer may
3. Remove the three bolts securing the outer crank pul- come off with the crankshaft pulley.
ley to the inner crank pulley.
8. Keep all Ford Special tools in place until the Crankshaft
4. Remove the bolt in the side of the engine (as shown Pulley is installed to prevent engine from moving.
in the illustration) and insert Ford Special Service
Tool, 303-507.
INSTALLATION
NOTE
Failure to position the No. 1 piston at TDC can
result in damage to the engine. Avoid rotating
the engine. If the engine is turned, turn in the
normal direction of rotation (clockwise as
viewed from the front/fan side) only.

1. Insert Ford Special Service Tool 303-507.

Install Special Service Tool: 303-507.

5. Using a large breaker or Johnson bar, rotate the
engine in the normal direction until cylinder 1 is at
TDC (it will stop when it hits the Special Service
Tool, 303-507.

NOTE
The crankshaft must remain in the TDC posi-
tion during removal of the pulley bolt or dam-
age to the engine can occur. Therefore, the Install Special Service Tool: 303-507.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-19

 Group 00(L-Ford), Engine

NOTE
The Crankshaft TDC Timing Peg will contact
the crankshaft and prevent it from turning past
TDC. However, the crankshaft can still be
rotated in the counterclockwise direction. The
crankshaft must remain at the TDC position
during the crankshaft pulley removal and
installation.

NOTE
If the engine was not turned and Ford SST 303-
1416 remained in place after the removal of the
crank pulley, continue to Step 4. If replacing
camshafts, refer to XXXXI. CAMSHAFT AND/
OR TAPPET REPLACEMENT, then continue to
Step 2 below. If the engine was turned, Ford
SST 303-1416 was removed and/or the position
of the crank and camshafts are unknown or
questionable, continue with Step 2 below.
Arrow depicting diamond washer.
5. If the Ford Special Service Tool was removed during
removal of the Crank Pulley, mount Ford SST 303-
1416 using an M6 bolt, align the hole at the bottom
of the Crankshaft Pulley to the hole in the cover.
Insert bolt and finger tighten.

2. Remove Valve Cover.

Refer to XXXVIII. VALVE COVER.
3. Using Ford Special Service tool 303-465, insert the
Camshaft Alignment Plate.

Special Service Tool: 303-1416 installed to secure the

Crank pulley during installation.
6. Insert Crankshaft Bolt and torque to 100 Nm (74
ft.lbs).
7. Remove Ford Special Tool 303-1416 and M6 Bolt.
8. Remove TDC Timing Peg, Ford Special Service
Tool, 303-507 and replace Bolt in timing Peg open-
NOTE ing. Torque to 20 Nm (15 ft.lbs).
The Camshaft Alignment Tool is for camshaft
alignment only. Use this tool to prevent engine
rotation can result in engine damage. The cam-
shaft timing slots are offset. If the Camshaft
Alignment Plate cannot be installed, rotate the
crankshaft one complete revolution clockwise to
correctly position the camshafts, making sure
the crank shaft is stopped by the Ford SST 303-
507.

4. If the diamond washer came off with the crankshaft

pulley, Clean and replace the Diamond Washer.
When installing the Crankshaft Pulley, ensure the miss-
ing tooth or gap in the reluctor wheel is in the 11 o’clock
position.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-20


9. Place the Crankshaft Pulley so that the missing tooth
in the reluctor wheel is in the 11 o’clock position and
secure with three bolts. Torque to 25 Nm (18 ft.lbs).
10. Remove Ford Special Service tool 303-465 from the
Camshafts (if used).
11. Replace Valve Cover.
Refer to XXXVIII. VALVE COVER (if removed).
12. Reconnect Negative battery cable.
13. Start engine and verify engine is in closed loop and
no MIL light is present.
XXXIII. PULLEYS/BELT-
ALTERNATOR
NOTE
This application has two serpentine belts. This
instruction set covers removal and replacement
of the inside belt and pulleys as shown below:
Water Pump Pulley, Alternator &
four groove Belt Assembly (Inside).
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Using an open end or crescent wrench on the boss
behind the idler pulley, release the tension on the ser-
pentine belt and remove from idler pulley. Release
the tension, then remove the belt from the other pul-
leys.
3. To remove the Tension Pulley/Idler assembly,
remove the three bolts securing the idler.
SM 1044
Group 00(L-Ford), Engine
4. To remove the water pump pulley, remove the three
bolts on the face of the pulley.
5. To remove the alternator, refer to XXX. ALTERNA-
TOR.
INSTALLATION
1. To install the idler, secure with three bolts.
Torque to 20 Nm (15 ft.lbs).
2. To install the Water Pump Pulley, secure with three
Bolts. Torque to 20 Nm (15 ft.lbs).
3. To install the Tension Pulley Bracket, secure with
Bolts and torque to 45 Nm (33 ft.lbs.).
4. To install the Alternator, refer to XXX. ALTERNA-
TOR.
5. Reconnect Negative battery cable.
6. Start engine and verify engine is in closed loop and
no MIL light is present.
XXXIV. OIL PRESSURE SWITCH
Oil Pressure Switch
REMOVAL PROCEDURE
1. Disconnect the Negative battery cable.
2. Locate the Oil Pressure Sender on the side of the
engine block.
3. Remove electrical connection from the Switch.
4. Remove the Switch using a 15/16” wrench.
Servicing the Fuel System • 00(L-Ford)-8-21
 Group 00(L-Ford), Engine

INSTALLATION PROCEDURE XXXVI. FLYWHEEL/FLEX PLATE

1. Apply Loctite 567 (or equivalent high-temp thread
locker/sealer) to the threads on the Oil Pressure
Sender.
2. Install Oil Pressure Sender. Torque until tight.
3. Plug in electrical connector.
4. Reconnect Negative battery cable.
5. Start the vehicle and let run until it reaches normal
operating temperature.
6. Check for leaks.
7. Verify engine is in closed loop and no MIL light is
present.

Flywheel

XXXV. STARTER REMOVAL PROCEDURE

REMOVAL PROCEDURE 1. Disconnect Negative battery cable.

1. Disconnect Negative battery cable. 2. Remove engine from bell housing.

2. Disconnect positive wire from starter solenoid. 3. Remove six Bolts securing Flywheel.

3. Disconnect wire from key switch on the starter. 4. Remove Flywheel.

4. Remove two Bolts securing starter to the engine and

remove starter.
INSTALLATION PROCEDURE
1. Mount Flywheel to back of crankshaft and secure
with six Bolts. Finger tighten each Bolt, then in a
INSTALLATION PROCEDURE cross pattern, torque each to 112 Nm(83 ft.lbs).
1. Secure Starter to Engine with two Bolts and torque 2. Install engine to bell housing.
to 42.5 Nm.
3. Reconnect Negative battery cable and start engine to
2. Attach wire from key switch to Starter Solenoid and ensure the starter engages properly.
torque nut to 2-3 Nm.
4. Reconnect Negative battery cable.
3. Attach positive wire to Starter Solenoid and torque
to 10 Nm. 5. Verify engine is in closed loop and no MIL light is
present.
4. Reconnect Negative battery cable.
5. Start engine and verify engine is in closed loop and
no MIL light is present.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-22


XXXVII. INJECTOR PORT PLUG
NOTE
The Injector Port Plugs that plug the original
gasoline injectors should last the life of the
engine. Instructions for replacement are made
available in the event replacement is required.
NOTE
Keep debris or any other foreign material from
entering the Port Plug openings.
INSTALLATION PROCEDURE
1. Disconnect Negative battery cable.
2. Place Loctite 680 around the entire circumference of
the shaft of the plug in an unbroken line.
3. Press port into injector opening until it is evenly and
fully seated.
XXXVIII. VALVE COVER
NOTE
During engine repair procedures, cleanliness is
extremely important. Any foreign material,
including any material created while cleaning
gasket surfaces, that enters the oil passages,
coolant passages or the oil pan can cause engine
failure.
Valve Cover
SM 1044
Group 00(L-Ford), Engine
REMOVAL PROCEDURE
1. Disconnect Negative battery cable.
2. Remove Oil Level Gauge (Dip Stick).
3. Remove PCV hose.
4. Remove Temperature Sensor connector.
Refer to XV. ENGINE COOLANT TEMPERATURE
SENSOR (ECT).
5. Remove Camshaft Sensor connector.
Refer to XXIV. CAMSHAFT POSITION SENSOR.
6. Remove VCT Electrical connector (located forward
by the oil cap).
7. Remove Harness mounts/attachments as needed.
8. Remove Ignition Coils.
Refer to III. IGNITION COIL.
9. Remove 14 nuts securing Valve Cover.
10. Remove Valve Cover.
INSTALLATION PROCEDURE
1. Ensure all mating surfaces on the valve cover and
engine block are clean and free of any debris.
2. Inspect Valve Cover Gaskets and replace if neces-
sary.
3. Place a bead of silicone gasket sealer, TA-30 or its
equivalent on the mating surfaces on bottom of the
bottom of the valve cover.
NOTE
The working time on the gasket sealer is
approximately ten minutes. Be sure to seat the
valve cover within this period.
4. 4. Finger tighten stud screws, then torque Screws to 9
Nm (6.6 ft.lbs.) in the following order:
Top View of the Valve Cover,
with the front of the engine on the left.
Servicing the Fuel System • 00(L-Ford)-8-23
 Group 00(L-Ford), Engine

5. Clean any excess sealant and dispose of properly. INSTALLATION PROCEDURE

6. Install Ignition Coils. Refer to III. IGNITION COIL. 1. Install VVT and secure with bolt.
7. Install Harness mount on right forward stud (number Torque to 7.4 ft.lbs (10 Nm).
14 in the tightening sequence). 2. Install Valve Cover.
8. Install VCT Electrical connector (located forward by Refer to XXXVIII. VALVE COVER.
the oil cap).
9. Install Camshaft Sensor.
Refer to XXIV. CAMSHAFT POSITION SENSOR. XL. VALVE LASH INSPECTION
10. Install Engine Coolant Sensor. 1. Remove Valve Cover.
Refer to XV. ENGINE COOLANT TEMPERATURE Refer to XXXVIII. VALVE COVER.
SENSOR (ECT).
2. Using a large breaker or Johnson bar, rotate the
11. Install PCV hose. engine in the normal clockwise direction (facing
12. Install Oil Level Gauge (Dip Stick). engine).
13. Verfiy all electrical connectors are properly con- NOTE
nected (VCT, temperature sensor, camshaft sensor
Turn the engine clockwise only, and only use
and the ignition coils).
the crankshaft bolt.
14. Reconnect negative battery cable.
3. Use a feeler gauge to measure the clearance of each
15. Using the Spectrum Engine Monitor, clear DTC
valve and record its location.
information from the ECM and start the engine.
16. Check for leaks.
17. Verify engine is in closed loop and no MIL light is
present.

XXXIX. VARIABLE VALVE

TIMING UNIT
REMOVAL PROCEDURE Feeler Gauge Measuring Valve Lash
The acceptable clearances are:
1. Disconnect Negative battery cable.
Intake 0.003-0.012 in (0.075-0.310 mm)
2. Remove Valve Cover.
Exhaust 0.005-0.016 in (0.125-0.42 mm)
Refer to XXXVIII. VALVE COVER.
4. If any tappets do not measure within specifications,
3. Remove bolt securing the VVT and remove the
install new tappets in these locations. Refer to XLIII.
VVT.
CAMSHAFT AND/OR TAPPET REPLACEMENT
5. Reinstall Valve Cover.
Refer to XXXVIII. VALVE COVER.
6. Reconnect Negative battery cable.
7. Start engine and verify engine is in closed loop and
no MIL light is present.

Variable Valve Timing Unit and Bolt

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-24

 Group 00(L-Ford), Engine

XLI. FRONT/TIMING COVER 7. Remove three bolts (one not shown) securing the
Idler and Torque to 18.5 ft.lbs (25 Nm)
REMOVAL PROCEDURE
1. Disconnect negative battery cable.
2. Disconnect Crankshaft Position (CKP) Sensor elec-
trical connection.
3. Remove outer Pulleys and Belt.
Refer to XXXI. PULLEYS/BELT—HIGH MOUNT.
4. Remove inner Pulleys and Serpentine Belt. Refer to
XXXIII. PULLEYS/BELT—ALTERNATOR.
5. Remove Crankshaft Pulley. Pulley and bolt.
Refer to XXXII. CRANKSHAFT PULLEY.
8. Remove the Bolt securing the Pulley (if applicable).
6. Optional: Remove Crankshaft Seal using Ford Spe-
cial Service Tool 303-409.

9. Remove bolts securing Pulley.

Ford SST 303-409 being used to
remove the Crankshaft Seal.

NOTE
Use care not to damage the engine front cover
or the crankshaft when removing the seal.

Front Cover and bolts.

10. Remove bolts securing front cover to the engine, then
remove front cover.

INSTALLATION PROCEDURE
1. Clean all mating surfaces using Motorcraft® Sili-
cone Gasket Remover / ZC-30 and Metal Surface
Prep / ZC-31-A).
NOTE
Do not use metal scrapers, wire brushes, power
abrasive disks or other abrasive means to clean
sealing surfaces. These tools cause scratches
and gouges which make leak paths.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-25

 Group 00(L-Ford), Engine

NOTE
The engine front cover must be secured within
10 minutes of sealant application. If not, If the
sealant must be removed as described in the
previous step.

2. Apply a continuous bead of WSE-M4G323-A4 (Sili-

cone Gasket and Sealant / TA-30) and install front
cover.

3. Torque bolts (listed in diagram above) as follows:

Bolts 1-18 7.4 ft.lbs (10 Nm)
Bolt 19 35.4 ft.lbs. (48 Nm)
Bolts 20-22 35.4 ft.lbs. (48 Nm)

4. Install Pulley. Torque bolts to: 14.8 ft.lbs.(20 Nm)

Apply Gasket Sealer to all mating surfaces,

including the shaft above.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-26

 Group 00(L-Ford), Engine

5. Install Pulley. Torque bolts to: 8 ft.lbs. (11Nm) XLII. TIMING CHAIN & DRIVE
COMPONENTS
REMOVAL PROCEDURE
1. Remove Front Engine Cover.
Refer to XLI. FRONT COVER.

6. Install Three bolts (one not shown) securing the Idler

and Torque to 18.5 ft.lbs (25 Nm)
2. Using a small pick, release and hold the ratchet
7. Lightly lubricate the inside of the Crankshaft Seal mechanism.
with motor oil. Using Ford Special Service Tool 303-
3. While holding the ratchet mechanism in the released
096 mount the Crankshaft seal in the Front Cover.
position, compress the tensioner by pushing the tim-
ing chain arm toward the tensioner.
4. Insert the holding pin into the hole to retain the ten-
sioner.

Mounting the Crankshaft Seal on the front cover.

8. Install Crankshaft Pulley.
Refer to XXXII. CRANKSHAFT PULLEY.
9. Reconnect Negative battery cable.
5. Remove the two bolts securing the Tensioner
10. Start engine and verify engine is in closed loop and
no MIL light is present.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-27

 Group 00(L-Ford), Engine

6. Remove the Timing Chain.

3. Install Timing Chain.

7. Remove Two Screws securing the Timing Chain
Tensioner Arm and remove the Tensioner Arm and
Timing Chain Guide

INSTALLATION PROCEDURE
1. Align the Camshafts using Ford SST 303-465.
Refer to XLIII. CAMSHAFT AND/OR TAPPET
REPLACEMENT

NOTE
If the timing chain plunger and ratchet assem-
bly are not pinned in the compressed position,
follow the next four steps.

NOTE
The Camshaft Alignment Plate is for camshaft
alignment only. Using this tool to prevent
engine rotation can result in engine damage.
Use the flats on the camshaft to prevent cam-
shaft rotation.
2. Install the Tensioner Arm and Timing Chain Guide NOTE
and secure with two bolts. Torque to 78.4 ft.lbs (10
Do not compress the ratchet assembly.
Nm).
This will damage the ratchet assembly. Using
the edge of a vise, compress the timing chain
tensioner plunger.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-28

 Group 00(L-Ford), Engine

XLIII. CAMSHAFT AND/OR

4. Using a small pick, push back and hold the ratchet
mechanism.
TAPPET REPLACEMENT
NOTE
During engine repair procedures, cleanliness is
extremely important. Any foreign material
(including any material created while cleaning
gasket surfaces) that enters the oil passages,
coolant passages or the oil pan can cause engine
failure.
Failure to follow the camshaft tightening proce-
dure can result in damage to the camshafts.
Lubricate the camshaft journals and camshaft
bearing caps with clean engine oil.

1. Disconnect Negative Battery Cable.

2. Check the Valve Lash.
Refer to XL. VALVE LASH INSPECTION.
3. Remove the high mount Pulleys and belt.

NOTE
5. While holding the ratchet mechanism, push the This application has two serpentine belts.
ratchet arm back into the tensioner housing. Install a
holding pin into the hole in the tensioner housing to
hold the ratchet assembly and the plunger in during
installation.

6. Replace the timing chain plunger and secure with

two bolts. Torque to 7.4 ft.lbs. (10 Nm).
Next, remove the holding pin to release the piston
and tighten the chain.
7. Install Front Engine Cover.
Refer to XLI. FRONT COVER.
8. Reconnect Negative battery cable.
9. Start engine and verify engine is in closed loop and
High Mount Fan six groove Belt and Pulley assembly
no MIL light is present.
(Outside).

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-29


4. Using an open end or crescent wrench on the boss
behind the Idler Pulley, release the tension on the
Serpentine Belt and remove the Belt from the Idler
Pulley and all other Pulleys.
5. Remove the three Bolts securing the Fan and Bracket
assembly.
6. Remove the Bolt securing the Pulley on the Bracket
assembly, then remove the entire assembly.
Water Pump Pulley, Alternator & four groove Belt
Assembly (Inside).
7. Using an open end or crescent wrench on the boss
behind the Idler Pulley, release the tension on the
Serpentine Belt and remove from Idler Pulley.
Release the tension, then remove the Belt from the
other Pulleys.
8. To remove the Tension Pulley/Idler assembly,
remove the three Bolts securing the Idler.
SM 1044
Group 00(L-Ford), Engine
9. To remove the Water Pump Pulley, remove the three
Bolts on the face of the Pulley.
10. Remove the outer Crank Pulley by removing the
three Bolts securing the outer Crank Pulley to the
inner Crank Pulley.
11. Remove the Bolt in the side of the engine (as shown
in the illustration) and insert Ford Special Service
Tool, 303-507.
Install Special Service Tool: 303-507.
12. Using a large breaker or Johnson bar, rotate the
engine in the normal direction until cylinder 1 is at
TDC (it will stop when it hits the Special Service
Tool, 303-507.
NOTE
The Crankshaft must remain in the TDC posi-
tion during removal of the Pulley Bolt or dam-
age to the engine can occur. Therefore, the
Crankshaft Pulley must be held in place with
the Crankshaft Damper Holding Tool, and the
Bolt should be removed using an air impact
wrench (1/2-in drive minimum), breaker or
Johnson bar.
13. Install Ford Special Service Tool 303-1416 to secure
the crank pulley: Using an M6 bolt, align the hole at
the bottom of the Crankshaft Pulley to the hole in the
cover. Insert Bolt and finger tighten.
Install Ford Special Service Tool 303-1416
Servicing the Fuel System • 00(L-Ford)-8-30
 Group 00(L-Ford), Engine

14. Remove the Crankshaft Pulley Bolt using an air 28. Remove Valve Cover.
impact wrench and remove Pulley.

NOTE
The Crankshaft Pulley Diamond Washer may
come off with the Crankshaft Pulley.

15. Remove SST 303-1416.

16. Remove PCV hose.
Valve Cover
29. Disconnect Crankshaft Position (CKP) Sensor elec-
trical connection on side of engine.
30. Optional: If desired, remove Crankshaft Seal using
Ford Special Service Tool 303-409.

Coolant Temperature Sensor

17. Locate the Engine Coolant Temperature Sensor on
the top of the engine.
18. Remove electrical connector.
19. Using an extra deep 24mm socket or a Ford Special Ford SST 303-409 being used.
Service tool, remove the sensor.
NOTE
20. Remove Camshaft Sensor connector.
Use care not to damage the engine front cover
or the Crankshaft when removing the seal.

Camshaft Sensor
21. Remove the Bolt securing the Camshaft Sensor.
22. Remove VCT Electrical connector (located forward
by the oil cap).
23. Remove electrical connector on each Ignition Coil.
24. Remove Harness mounts/attachments as needed.
25. Remove Bolt securing each Ignition Coil.
26. Gently remove the Ignition Coil by pulling while
lightly twisting back and forth.
Front Cover and Bolts.
31. Remove Bolts securing Front Cover to the engine,
then remove Front Cover.
NOTE
Use care in removing the Front Cover and avoid
using screwdrivers or other instruments that
might damage the lip of the Front Cover.

27. Remove 14 nuts securing Valve Cover.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-31


32. Using a small pick, release and hold the ratchet
mechanism.
33. While holding the ratchet mechanism in the released
position, compress the Tensioner by pushing the
Timing Chain Arm toward the Tensioner.
34. Insert the holding pin into the hole to retain the Ten-
sioner.
35. Remove the two Bolts securing the Tensioner
36. Remove the Timing Chain.
SM 1044
Group 00(L-Ford), Engine
37. Remove Two Screws securing the Timing Chain
Tensioner Arm and remove the Tensioner Arm and
Timing Chain Guide.
38. Using the flats of the camshaft, rotate the camshaft to
place the cam lobe at base circle, with the lobe
pointed away from the tappet.
39. Use a feeler gauge to measure the clearance of each
valve and record its location.
40. Repeat to measure all of the lobe/tappet clearances.
NOTE
Failure to follow the camshaft loosening proce-
dure can result in damage to the camshafts.
Mark the location and orientation of each cam-
shaft bearing cap.
Mark the location of the camshafts prior to
removal.
Camshaft Bolt Loosening Sequence
41. Loosen the camshaft bearing cap bolts, in sequence
(as shown above), one turn at a time until all tension
is released from the camshaft bearing caps.
NOTE
If the camshafts and valve tappets are to be
reused, mark the location of the valve tappets to
make sure they are assembled in their original
positions.
Servicing the Fuel System • 00(L-Ford)-8-32
 Group 00(L-Ford), Engine

42. Remove camshaft bearing caps and camshafts. INSTALLATION PROCEDURE

NOTE NOTE
The nominal clearance is: Failure to follow the camshaft tightening proce-
Intake: 0.25 mm (0.0095 in). dure can result in damage to the camshafts.
Exhaust: 0.36 mm (0.0142 in).
Lubricate the camshaft journals and camshaft
The acceptable tappet to valve clearance clearances after bearing caps with clean engine oil.
being fully installed are:
Rotate the crankshaft clockwise 90 degrees so the crank-
Intake 0.075-0.310 mm (0.003-0.012 in) shaft contacts the Timing Peg, Crankshaft TDC 303-507.
Exhaust 0.125-0.42 mm (0.005-0.016 in)

NOTE
Select tappets using this formula: ideal tappet
thickness = measured clearance + the existing
tappet thickness - nominal clearance.
The number on the valve tappet only reflects
the digits that follow the decimal. For example,
a tappet with the number 0.650 has the thick-
ness of 3.650 mm.
NOTE
Install the camshafts with the alignment slots in
the camshafts lined up so the Camshaft Align-
ment Plate can be installed without rotating the
camshafts. Make sure the lobes on the No. 1 cyl-
inder are in the same position as noted in the
removal procedure. Rotating the camshafts
when the timing chain is removed, or installing
the camshafts 180 degrees out of position can
43. Visually inspect the Tappets for wear or damage.
cause severe damage to the valves and pistons.
44. Select the closest tappet size to the ideal tappet thick-
ness available and mark the installation location. 1. Apply the specified lubricant to the specified compo-
nent (Motorcraft® SAE 5W-20 Premium Synthetic
Blend Motor Oil / XO-5W20-QSP)

NOTE
The Camshaft Alignment Tool is for camshaft
alignment only. Using this tool to prevent
engine rotation can result in engine damage.

2. Install Special Service Tool: 303-465. If necessary,

rotate Camshafts to align the slots.

45. If necessary, replace any tappets with the correct tap-

pets selected during the valve clearance check.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-33


3. Tighten the Camshaft Bearing Cap Bolts one turn at
a time, until finger-tight, then torque as follows:
Camshaft Bearing Cap Bolt tightening order.
Torque:
Stage 1: 5.2 ft..lbs. (7 Nm)
Stage 2: 11.8 ft. lbs. (16 Nm)
NOTE
If any new parts are being installed (cylinder
head, valves, tappets, camshafts) it is necessary
to check the valve clearance, follow the next
steps exactly or serious damage to the engine
may occur.
4. Place a paint mark on the crankshaft at the 12 o'clock
position, as shown above.
SM 1044
Group 00(L-Ford), Engine
5. Remove SST 303-507.
NOTE
Rotating the crankshaft will position all of the
pistons below the deck of the cylinder block and
allow the camshafts to be installed and the valve
clearance checked without the possibility of
damage to the valves or pistons.
6. Using the crankshaft bolt and washer, rotate the
crankshaft clockwise 270 degrees until the paint
mark is at the 9 o'clock position.
7. Install Ford Special Service Tool: 303-507.
NOTE
Rotating the crankshaft will position the engine
at TDC and allow you to install the camshafts in
the same position as noted during the disassem-
bly.
Servicing the Fuel System • 00(L-Ford)-8-34

8. Install the Tensioner Arm and Timing Chain Guide
and secure with two Bolts.
Torque to 78.4 ft.lbs (10 Nm).
9. Ensure the Camshafts and Crankshaft are in proper
alignment using the Ford SSTs 303-465 and 303-
507, then install Timing Chain.
NOTE
If the Timing Chain Plunger and ratchet assem-
bly are not pinned in the compressed position,
follow the next four steps.
SM 1044
Group 00(L-Ford), Engine
NOTE
Do not compress the ratchet assembly. This will
damage the ratchet assembly. Using the edge of
a vise, compress the Timing Chain Plunger.
10. Using a small pick, push back and hold the ratchet
mechanism.
11. While holding the ratchet mechanism, push the
ratchet arm back into the Tensioner housing. Install a
holding pin into the hole in the Tensioner housing to
hold the ratchet assembly and the plunger in during
installation.
12. Replace the Timing Chain Plunger and secure with
two Bolts. Torque to 7.4 ft.lbs. (10 Nm).
Next, remove the holding pin to release the piston
and tighten the Chain.
13. Clean all mating surfaces using Motorcraft® Sili-
cone Gasket Remover/ZC-30 and Metal Surface
Prep/ZC-31-A).
NOTE
Do not use metal scrapers, wire brushes, power
abrasive disks or other abrasive means to clean
sealing surfaces. These tools cause scratches
and gouges which make leak paths.
The engine Front Cover must be secured within
10 minutes of sealant application. If not, If the
sealant must be removed as described in the
previous step.
Servicing the Fuel System • 00(L-Ford)-8-35
 Group 00(L-Ford), Engine

14. Apply a continuous bead of WSE-M4G323-A4 (Sili-

cone Gasket and Sealant / TA-30) and install Front
Cover.

15. Torque bolts (listed in diagram above) as follows:

Bolts 1-18 7.4 ft.lbs (10 Nm)
Bolt 19 35.4 ft.lbs. (48 Nm)
Bolts 20-22 35.4 ft.lbs. (48 Nm)
16. If the Crankshaft Seal was removed, lightly lubricate
the inside of the Crankshaft Seal with motor oil.
Using Ford Special Service Tool 303-096 mount the
Crankshaft seal in the Front Cover.

Apply Gasket Sealer to all mating surfaces, including

Mounting the Crankshaft Seal on the Front Cover.
the shaft above.

17. Install Pulley on the Water Pump.

Torque bolts to: 14.8 ft.lbs. (20 Nm).

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-36

 Group 00(L-Ford), Engine

18. Install Tensioner. 20. Using Ford Special Service tool 303-465, insert the
Torque bolts to: 8 ft.lbs. (11 Nm). Camshaft Alignment Plate.

NOTE
The Camshaft Alignment Tool is for Camshaft
alignment only. Use this tool to prevent engine
rotation can result in engine damage. The Cam-
19. Install three Bolts (one not shown) securing the Idler shaft timing slots are offset. If the Camshaft
and Torque to 18.5 ft.lbs (25 Nm). Alignment Plate cannot be installed, rotate the
Crankshaft one complete revolution clockwise
to correctly position the Camshafts, making
! WARNING
sure the Crank Shaft is stopped by the Ford
Do not install the Crankshaft Pulley Bolt with- SST 303-507.
out first installing the special tools as instructed
in this procedure. The Crankshaft Pulley and 21. If the Diamond Washer came off with the Crankshaft
the Crankshaft Timing sprocket are not keyed Pulley, Clean and replace the Diamond Washer.
to the Crankshaft. The Crankshaft, the Crank-
shaft Sprocket and the Pulley are fitted together
by friction. For that reason, the Crankshaft
Sprocket is also unfastened if the Crankshaft
Pulley Bolt is loosened. Before any repair
requiring loosening or removal of the Crank-
shaft Pulley Bolt, the Crankshaft and Cam-
shafts must be locked in place by the special
service tools, otherwise severe engine damage
can occur.
Arrow depicting Diamond Washer.
NOTE
Failure to position the No. 1 piston at TDC can
result in damage to the engine. Avoid rotating
the engine. If the engine is turned, turn in the
normal direction of rotation (clockwise as
viewed from the front/fan side) only.

NOTE
The Crankshaft TDC Timing Peg will contact
the Crankshaft and prevent it from turning past
TDC. However, the Crankshaft can still be
rotated in the counterclockwise direction. The
Crankshaft must remain at the TDC position When installing the Crankshaft Pulley, ensure the miss-
during the Crankshaft Pulley installation. ing tooth or gap in the reluctor wheel is in the 11 o’clock
position.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-37


22. Place the Crankshaft Pulley so that the missing tooth
in the reluctor wheel is in the 11 o’clock position.
23. Mount Ford SST 303-1416 using an M6 bolt, align
the hole at the bottom of the Crankshaft Pulley to the
hole in the cover. Insert Bolt and finger tighten, then
torque to 100 Nm (74 ft.lbs).
Special Service Tool: 303-1416 installed to secure the
Crank Pulley during installation.
24. Insert Crankshaft Bolt Remove Ford Special Tool
303-1416 and M6 Bolt.
25. Remove TDC Timing Peg, Ford Special Service
Tool, 303-507 and replace Bolt in timing Peg open-
ing. Torque to 20 Nm (15 ft.lbs).
26. Remove Ford Special Service tool 303-465 from the
Camshafts.
27. Install VCT and secure with bolt.
Torque to 7.4 ft.lbs (10 Nm).
28. Inspect Valve Cover Gaskets and replace if neces-
sary and ensure all mating surfaces on the Valve
Cover and engine block are clean and free of any
debris.
29. Place a bead of silicone gasket sealer, TA-30 or its
equivalent on the mating surfaces on bottom of the
bottom of the Valve Cover.
NOTE
The working time on the gasket sealer is
approximately ten minutes. Be sure to seat the
valve cover within this period.
30. Mount the Valve Cover, finger tighten stud screws,
then torque Screws to 9 Nm (6.6 ft.lbs.) in the fol-
lowing order:
SM 1044
Group 00(L-Ford), Engine
Top View of the Valve Cover, with the front of the
engine on the left. Torque the Valve Cover Screws in the
order as pictured above.
31. Clean any excess sealant and dispose of properly.
32. Insert each Ignition Coil into the opening on the Cyl-
inder Head, ensuring the boot is properly placed on
top of the Spark Plug and verify the coil is flush with
top of the Cylinder Head.
33. Secure Ignition Coils with Bolts.
Torque to 10 Nm (7.4 ft. lbs.).
34. Reconnect electrical connector to each Coil.
35. Install VCT Electrical connector (located forward by
the oil cap).
36. Mount Camshaft Sensor.
Secure with Bolt and torque to 7 Nm (5.2 ft.lbs.).
NOTE
Spacing is important for the Sensor. Make sure
the Sensor is properly positioned and seated.
37. Connect electrical connect to the Camshaft Sensor.
38. Apply a minimal amount of pipe thread sealer to
threads on the Engine Coolant Temperature Sensor.
Remove any excess sealer on threads or the Sensor
and install Engine Coolant Sensor (ECT).
Torque to 12 Nm (106 in.lbs.).
39. Reconnect ECT electrical connector.
40. Install PCV hose.
41. Install Oil Level Gauge (Dip Stick).
42. Verify all electrical connectors are properly con-
nected (VCT, temperature sensor, camshaft sensor
and the ignition coils).
43. Mount the outer Crankshaft Pulley and secure with
three Bolts. Torque to 25 Nm (18 ft.lbs).
Servicing the Fuel System • 00(L-Ford)-8-38

44. If the Alternator was removed, reinstall.
Refer to XXX. ALTERNATOR.
45. Place the Serpentine Belt on all inner Pulleys, except
the Tensioner Pulley. Using an open end or crescent
wrench on the boss behind the Idler Pulley, move the
Tensioner back and place the Serpentine over the
Pulley, then release the tension.
46. Install the three Bolts at the top of the Fan Bracket
and secure the Bracket to the Engine.
Torque Bolts to 33-69 ft.lbs (45-49 Nm).
47. Install the Idler for the outer Belt and secure with
three Bolts. Torque to 20 Nm (15 ft.lbs).
48. Place the outer Serpentine Belt on all Pulleys, except
the Tensioner Pulley. Using an open end or crescent
wrench on the boss behind the Idler Pulley, move the
Tensioner back and place the Serpentine over the
Pulley, the release the tension.
49. Reconnect Negative Battery Cable.
50. Using the Spectrum Engine Monitor, clear DTC
information from the ECM. Start the engine.
51. Check for leaks.
52. Verify engine is in closed loop and no MIL light is
present.
XLIV. CYLINDER HEAD
REMOVAL
NOTE
Do not loosen or remove the crankshaft pulley
bolt without first installing the special tools as
instructed in this procedure. The crankshaft
pulley and the crankshaft timing sprocket are
not keyed to the crankshaft. The crankshaft, the
crankshaft sprocket and the pulley are fitted
together by friction, using diamond washers
between the flange faces on each part. For that
reason, the crankshaft sprocket is also unfas-
tened if the pulley bolt is loosened. Before any
repair requiring loosening or removal of the
crankshaft pulley bolt, the crankshaft and cam-
shafts must be locked in place by the special ser-
vice tools, otherwise severe engine damage can
occur.
SM 1044
Group 00(L-Ford), Engine
NOTE
During engine repair procedures, cleanliness is
extremely important. Any foreign material
(including any material created while cleaning
gasket surfaces) that enters the oil passages,
coolant passages or the oil pan may cause
engine failure.
NOTE
Aluminum surfaces are soft and can be
scratched easily. Never place the cylinder head
gasket surface, unprotected, on a bench surface.
1. Remove the Valve Cover, Camshafts and other com-
ponents as described in XLIII. CAMSHAFT AND/OR
TAPPET REPLACEMENT.
2. Remove the Intake Manifold.
Refer to XVI. INTAKE MANIFOLD.
3. Remove the Intake Manifold.
Refer to XVII. EXHAUST MANIFOLD.
4. Remove bolts securing the cylinder to the engine
block.
INSTALLATION
NOTE
Do not use metal scrapers, wire brushes, power
abrasive discs or other abrasive means to clean
the sealing surfaces. These tools cause scratches
and gouges that make leak paths. Use a plastic
scraping tool to remove all traces of the head
gasket.
1. Clean the cylinder head-to-cylinder block mating
surface of both the cylinder head and the cylinder
block using Motorcraft Metal Surface Prep / ZC- 31-
A Material and Silicone Gasket Remover / ZC- 30.
Servicing the Fuel System • 00(L-Ford)-8-39
 Group 00(L-Ford), Engine

2. Check the cylinder head distortion. XLV. CYLINDER HEAD DISTORTION

Refer to: XLV. CYLINDER HEAD DISTORTION.

3. Clean the cylinder head bolt holes in the cylinder

block. Make sure all coolant, oil or other foreign
material is removed.
4. Apply the specified sealant to the specified compo-
nent. Silicone Gasket and Sealant / TA-30

NOTE
Make sure all cylinder head surfaces are clear
of any gasket material, silicone sealant, oil and
coolant. The cylinder head surface must be
clean and dry before running a flatness check.

NOTE
Use a Straightedge that is calibrated by the
manufacturer to be flat within 0.005 mm
(0.0002 in) per running foot of length, such as
Snap-On® GA438A or equivalent. For exam-
ple, if the Straightedge is 61 cm (24 in) long, the
machined edge must be flat within 0.010 mm
(0.0004 in) from end to end.

1. Using a Straightedge and a Feeler Gauge Set, inspect

the cylinder head for flatness in the sequence shown
in the illustration above.

NOTE XLVI. VALVE SPRINGS

The cylinder head bolts are torque- toyield and
must not be reused. New cylinder head bolts REMOVAL
must be installed. Torque as follows:
NOTE
Stage 1: 7 Nm During engine repair procedures, cleanliness is
Stage 2: 15 Nm extremely important. Any foreign material
Stage 3: 45 Nm (including any material created while cleaning
Stage 4: 90° gasket surfaces) that enters the oil passages,
Stage 5: Turn an additional 90° coolant passages or the oil pan can cause engine
5. Reinstall the Valve Cover, Camshafts and other com- failure.
ponents as described in XLIII. CAMSHAFT AND/OR
TAPPET REPLACEMENT.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-40

 Group 00(L-Ford), Engine

1. Remove the Valve Cover, Camshafts and other com- INSTALLATION

ponents as described in XLIII. CAMSHAFT AND/OR
1. Visual check. Install new parts as necessary.
TAPPET REPLACEMENT.

NOTE
Use compressed air at 7 to 10 bars (100-150 psi).
Do not disconnect the compressed air from the
cylinder until the valve spring, valve spring
retainer and valve collets is installed. Any loss
of air pressure will allow the valve to fall into
the cylinder.

NOTE
Use a small screwdriver and multipurpose
grease to remove the valve collets.
2. Disconnect the compressed air supply.
2. Connect the compressed air supply to cylinder No. 1
NOTE
3. Remove the valve collets, valve spring retainers and Use a small screwdriver and multi-purpose
the valve springs. Use Special Service Tools 3030- grease to install the valve collets.
300, 303-350, 303-472 and clean oil.
NOTE
Check the seating of the valve collets. Install the
valve springs, valve spring retainers and the
valve collets. Use Special Service Tools: 303-
300, 303-350 and 303-472.

3. Repeat the appropriate removal and installation steps

for all of the other cylinders.
4. Reinstall the Valve Cover, Camshafts and other com-
ponents as described in XLIII. CAMSHAFT AND/OR
TAPPET REPLACEMENT

XLVIII.VALVE GUIDE INNER

DIAMETER CHECK
NOTE
Refer to the appropriate Section 303-01 for the
specification.

4. Inspect springs.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-41

 Group 00(L-Ford), Engine

NOTE 2. Remove Valve Springs.

Valve guides tend to wear in an hourglass pat- Refer to XLVI. VALVE SPRINGS.
tern. The ball gauge can be inserted into the 3. Visually inspect and remove seals as necessary using
combustion chamber side of the valve guide, if Special Service Tools: 303-468, 307-005.
necessary.

1. Use a ball gauge to determine the inside diameter of

the valve guides in 2 directions at the top, middle and
bottom of the valve guide.
2. Measure the ball gauge with a micrometer.
3. If the valve guide is not within specifications, install
a new cylinder head assembly.

XLIX. VALVE STEM DIAMETER

INSTALLATION
CHECK
NOTE
NOTE Use the protector provided with the replace-
Refer to the appropriate Section 303-01 for the ment kit to prevent damage to the valve seals.
specification.

1. Measure the diameter of each intake and exhaust

valve stem at the points shown. Verify the diameter 1. Visually inspect and install new seal as necessary
is within specification. using Special Service Tools: 303-468, 307-005 and
Purpose Grease Spray / XL-5.

L. VALVE STEM SEALS

REMOVAL
NOTE
During engine repair procedures, cleanliness is
extremely important. Any foreign material
(including any material created while cleaning
gasket surfaces) that enters the oil passages,
coolant passages or the oil pan can cause engine 2. Replace Valve Springs.
failure. Refer to XLVI. VALVE SPRINGS.

1. Remove the Valve Cover, Camshafts and other com- 3. Replace the Valve Cover, Camshafts and other com-
ponents as described in XLIII. CAMSHAFT AND/OR ponents as described in XLIII. CAMSHAFT AND/OR
TAPPET REPLACEMENT. TAPPET REPLACEMENT.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-42

 Group 00(L-Ford), Engine

LI. OIL PAN INSTALLATION

REMOVAL NOTE
Do not use metal scrapers, wire brushes, power
abrasive discs or other abrasive means to clean
the sealing surfaces. These tools cause scratches
and gouges, which make leak paths. Use a plas-
tic scraping tool to remove traces of sealant.

1. Clean all mating surfaces using Motorcraft Silicone

Gasket Remover / ZC-30 and Motorcraft Metal Sur-
face Prep / ZC-31-A.

NOTE
To prevent damage to the transmission, do not
loosen the transmission-to-engine bolts more
than 5 mm (0.19 in). Loosen 5 mm (0.19 in).

2. Apply Silicone Gasket and Sealant / TA-30 and

attach oil pan to the bottom of the engine.

NOTE
If the oil pan is not secured within 10 minutes of
sealant application, the sealant must be
removed and the sealing area cleaned with
1. Drain the oil. metal surface prep. Allow to dry until there is
2. Remove bolts securing Oil Pan. no sign of wetness, or 10 minutes, whichever is
longer. Failure to follow this procedure can
cause future oil leakage. Apply a continuous
bead of the specified diameter from the speci-
fied tube.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-43

 Group 00(L-Ford), Engine

3. Finger tight bolts. LII. OIL PUMP SCREEN AND

PICKUP TUBE REMOVAL
REMOVAL
1. Remove Oil Pan. Refer to XLVIII. OIL PAN.

NOTE
The engine front cover-to-oil pan bolts must be
tightened first to align the front surface of the
oil pan flush with the front surface of the engine
block. 2. Remove Bolts.

3. Remove gasket.

INSTALLATION

4. Torque bolts to 10 Nm as shown above, then repeat

to 20 Nm.
5. Refill oil.

1. Replace gasket.

2. Torque bolts to 10 Nm
3. Replace Oil pan. Refer to XLVIII. OIL PAN.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-44

 Group 00(L-Ford), Engine

L. OIL PUMP 4. Remove Oil Pan. Refer to XLVIII. OIL PAN.

REMOVAL
1. Remove Timing Cover. Refer to XLII. TIMING
CHAIN & DRIVE COMPONENTS.

5. Remove Oil Pick up tube

2. Drain the oil.

6. Remove bolts.

3. Remove bolt.

7. Remove bolt.

8. Remove bolts securing oil pump and remove pump.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-45

 Group 00(L-Ford), Engine

INSTALLATION LIII. OIL FILTER ADAPTER

NOTE REMOVAL
Do not use metal scrapers, wire brushes, power
abrasive discs or other abrasive means to clean
the sealing surfaces. These tools cause scratches
and gouges, which make leak paths. Use a plas-
tic scraping tool to remove traces of sealant.

1. Clean all mating surfaces using Motorcraft Silicone

Gasket Remover / ZC-30 and Metal Surface Prep /
ZC-31-A)

1. Remove Oil Filter.

2. Torque bolts securing oil pump as follows:

Stage 1: 10 Nm
Stage 2: 20 Nm
Torque: 25 Nm 2. Remove Oil Filter Adapter.

3. Hook the tensioner spring around the shoulder bolt 3. Remove Gasket
and Torque bolts to 10 Nm.
4. Replace Oil Pan. Refer to XLVIII. OIL PAN. INSTALLATION
5. Remove Timing Cover. Refer to XLII. TIMING
CHAIN & DRIVE COMPONENTS.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-46


1. Replace Gasket
2. Replace Oil Filter Adapter.
3. Replace Oil Filter.
LVI. BALANCE SHAFT BACKLASH
1. Install Special Service Tool: 303-507. Rotate the
crankshaft slowly clockwise until the crankshaft bal-
ance weight is up against the Crankshaft TDC (top
dead center) Timing Peg. The engine is now at TDC.
SM 1044
Group 00(L-Ford), Engine
2. Mark the balancer unit and shafts on the top for refer-
ence that the balancer unit is at TDC.
NOTE
Due to the precision interior construction of the
balancer unit, it should not be disassembled.
3. Remove the adjustment shims from the seat faces of
the balancer unit.
NOTE
Visually inspect the balancer unit gear for dam-
age and verify that the shaft turns smoothly.
If there is any damage or malfunction, replace
the balancer unit.
4. Install the master adjustment shims (No. 50) on the
seat faces of the balancer unit.
5. With the balancer unit shaft marks at the TDC posi-
tion, slowly install the balancer unit to the cylinder
block to avoid interference between the crankshaft
drive gear and the balancer unit driven gear.
Servicing the Fuel System • 00(L-Ford)-8-47
 Group 00(L-Ford), Engine

6. Torque bolts as follows: NOTE

Stage 1: 25 Nm For an accurate measurement while measuring
Stage 2: 52 Nm the gear backlash, insert a screwdriver as
shown into the crankshaft No. 1 crankweight
area and set both the rotation and the thrust
direction with the screwdriver, using a prying
action as shown.

12. Position as shown. Measure the gear backlash.

7. Remove Special Service Tool: 303-507.
8. Rotate the crankshaft to confirm that there are no
meshing problems between the balancer unit gear
and the crankshaft gear.
13. Use Special Service Tool: 100-002.
14. Position the Dial Indicator Gauge with Holding Fix-
ture (1) on the Allen wrench 80 mm (3.149 in) above
the driven gear shaft center (2) on the balancer unit.
15. Rotate the crankshaft clockwise and measure the
backlash at all of the following 6 positions: 10
degrees, 30 degrees, 100 degrees.
16. 190 degrees, 210 degrees and 280 degrees.

9. Install Special Service Tool: 303-507.

10. Rotate the crankshaft slowly clockwise until the
crankshaft balance weight is up against the Crank-
shaft TDC Timing Peg. The engine is now at TDC.
11. Remove Special Service Tool: 303-507.

NOTE
Measure the backlash and verify that it is
within specified range at all of the following 6
positions: 10 degrees, 30 degrees, 100 degrees,
190 degrees, 210 degrees and 280 degrees. It will
be necessary to reset the measuring equipment
between measurements.

NOTE
The measurement must be taken with the Dial
Indicator Gauge with Holding Fixture, a 5-mm
Allen wrench and worm clamp set up as shown.
Mark the Allen wrench with a file 80 mm (3.149
in) above the driven gear shaft center. Make
sure the worm clamp and Allen wrench are not
touching the balance shaft housing.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-48

 Group 00(L-Ford), Engine

NOTE
If maximum backlash exceeds 0.101 mm (0.0039
in), install a new balancer unit.

17. Using the backlash measurement, select the proper

shims from the Adjustment Shim Selection Table.
18. Remove the balancer unit from the cylinder block.
19. Install the selected adjustment shims on the seat
faces of the balancer unit.
20. Install Special Service Tool: 03-507.
22. With the balancer unit shaft marks at the TDC posi-
21. Rotate the crankshaft slowly clockwise until the
tion, slowly install the balancer unit to the cylinder
crankshaft balance weight is up against the Crank-
block to avoid interference between the crankshaft
shaft TDC Timing Peg. The engine is now at TDC.
drive gear and the balancer unit driven gear.

23. Torque the bolts as follows:

Stage 1: 25 Nm
Stage 2: 52 Nm

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-49

 Group 00(L-Ford), Engine

24. Remove Special Service Tool 303-507.

NOTE
Measure the backlash and verify that it is
within specified range at all of the following 6
positions: 10 degrees, 30 degrees, 100 degrees,
190 degrees, 210 degrees and 280 degrees. It will
be necessary to reset the measuring equipment
between measurements.

NOTE
The measurement must be taken with the Dial
Indicator Gauge with Holding Fixture, a 5-mm
Allen wrench and worm clamp set up as shown. LVII. ENGINE, LOWER DISASSEMBLY
Mark the Allen wrench with a file 80 mm (3.149
in) above the driven gear shaft center. Make
sure the worm clamp and Allen wrench are not ! WARNING
touching the balance shaft housing.
Before beginning any service procedure in this
section, refer to Safety Warnings in section 100-
NOTE
00 General Information. Failure to follow this
For an accurate measurement while measuring
instruction may result in serious personal
the gear backlash, insert a screwdriver as
injury.
shown into the crankshaft No. 1 crankweight
area and set both the rotation and the thrust 1. Remove Cylinder Head.
direction with the screwdriver, using a prying Refer to XLIV. CYLINDER HEAD.
action as shown.

25. Position as shown. Measure the gear backlash using

Special Service Tool: 100-002.
26. Position the Dial Indicator Gauge with Holding Fix-
ture (1) on the Allen wrench 80 mm (3.149 in) above
the driven gear shaft center (2) on the balancer unit.
27. Rotate the crankshaft clockwise and measure the
backlash at all of the following 6 positions: 10
degrees, 30 degrees, 100 degrees, 190 degrees, 210
degrees and 280 degrees. 2. Inspect for damage to the cylinder walls.
28. If the backlash exceeds the specified range of 0.005 3. Clean the block of any deposits using an abrasive
to 0.101 mm (0.00019 to 0.0039 in), install a new pad.
balancer unit and repeat the procedure.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-50

 Group 00(L-Ford), Engine

4. Remove the bolts in the sequence shown above.

NOTE NOTE
Clearly mark the connecting rods, connecting If the main bearings are being reused, mark
rod caps and connecting rod bearings in numer- them in order for correct orientation and reas-
ical order for correct orientation for reassem- sembly.
bly.

NOTE
If the main bearings are being reused, mark
them in order for correct orientation and reas-
sembly.
The center bulkhead has the thrust bearing.
NOTE
Do not scratch the cylinder walls or crankshaft
journals with the connecting rod.
Mark the position of the parts, so they can be
installed in their original positions.

NOTE
If the oil squirters are being reused, mark them
in order for correct location during reassembly.
The front bulkhead does not have an oil squirter.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-51

 Group 00(L-Ford), Engine

5. Inspect the pistons. 2. Position a piece of Plastigage across the crankshaft

6. Inspect the cylinder bore taper. main bearing surface.

NOTE
LVIII. CYLINDER BLOCK Do not turn the crankshaft while carrying out
this procedure.
DISTORTION
3. Install and tighten to specifications, then remove the
crankshaft main bearing cap.

NOTE 4. Measure the Plastigage to get the crankshaft main

Use a Straightedge that is calibrated by the bearing clearance.
manufacturer to be flat within 0.005 mm 5. The Plastigage should be smooth and flat. A chang-
(0.0002 in) per running foot of length, such as ing width indicates a tapered or damaged crankshaft
Snap-On GA438A or equivalent. For example, or crankshaft bearing.
if the Straightedge is 61 cm (24 in) long, the
machined edge must be flat within 0.010 mm
(0.0004 in) from end to end.
LX. CYLINDER BORE TAPER
1. Use a Straightedge and a Feeler Gauge Set to inspect
the cylinder block for flatness. NOTE
Refer to the appropriate Section 303-01 for the
specification.
LIX. CRANKSHAFT MAIN BEAR-
ING JOURNAL CLEARANCE
NOTE
Crankshaft main bearing journals must be
within specifications before checking journal
clearance.

1. Remove the crankshaft main bearing cap and crank-

shaft main bearing.

1. Measure the cylinder bore at the top, middle and bot-

tom of piston ring travel in 2 directions as indicated.
Verify the cylinder bore is within the wear limit. The
difference indicates the cylinder bore taper. If the
cylinder bore taper does not meet specification, bore
the cylinder to the next oversize limit.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-52

 Group 00(L-Ford), Engine

LXI. BEARING INSPECTION 2. Position a piece of Plastigage across the bearing sur-
face.

NOTE
Do not turn the crankshaft during this step.

3. Install and tighten to specifications, then remove the

connecting rod bearing cap.

Identifying Wear Patterns

1. Cratering - fatigue failure
2. Spot glazing - incorrect seating
3. Scratching - dirty engine oil 4. Measure the Plastigage to get the connecting rod
4. Base exposed - poor lubrication bearing journal clearance. The Plastigage should be
smooth and flat. A changing width indicates a
5. Both edges worn - journal damaged
tapered or damaged connecting rod or connecting rod
6. One edge worn - journal tapered or bearing not bearing.
seated

LXIII. PISTON
LXII. CONNECTING ROD BEARING
JOURNAL CLEARANCE DISASSEMBLY
1. Remove the wrist pin.
NOTE
Refer to the appropriate Section 303-01 for the
specification.

NOTE
The crankshaft connecting rod journals must be
within specifications to check the connecting
rod bearing journal clearance.

1. Remove the connecting rod bearing cap and connect-

ing rod bearing.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-53

 Group 00(L-Ford), Engine

2. Remove the connecting rod. 3. Apply a coat of clean oil.

4. Insert wrist pin.

ASSEMBLY
NOTE
If the piston and connecting rod are to be rein-
stalled, they must be assembled in the same ori-
entation. Mark the piston orientation to the
connecting rod for reassembly.

1. Clean and inspect the piston.

NOTE 5. Add a light coat of oil to the piston rings.

Align the piston-to-connecting rod orientation
marks made during disassembly.

NOTE
The piston compression upper and lower rings
should be installed with the paint mark on the
outside diameter circumference of the ring to be
positioned on the right side of the ring gap. The
lower compression ring needs to be installed
2. Indicates front of engine.
with the undercut side downward.
The upper and lower compression ring gaps are
not controlled for installation.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-54


• Upper oil control segment ring gap location.
• Oil control spacer gap location.
• Lower oil control segment ring gap location.
LIX. PISTON INSPECTION
NOTE
Do not use a caustic cleaning solution or a wire
brush to clean the pistons or damage can occur.
1. Clean and inspect the (1) ring lands, (2) pin bosses,
(3) skirts and the (4) tops of the pistons. If wear
marks, scores or glazing is found on the piston skirt,
check for a bent or twisted connecting rod.
NOTE
Make sure the oil ring holes are clean.
2. Using a Piston Ring Groove Scraper, clean the piston
ring grooves.
SM 1044
Group 00(L-Ford), Engine
LXX. PISTON RING END GAP
NOTE
Use care when fitting piston rings to avoid pos-
sible damage to the piston ring or the cylinder
bore.
Piston rings should not be transferred from one
piston to another.
The cylinder bore must be within specification
for taper and out-of-round.
1. Use a piston without rings to push a piston ring in a
cylinder to the bottom of ring travel.
2. Using the Feeler Gauge Set measure, the top piston
ring end gap and the second piston ring end gap.
Servicing the Fuel System • 00(L-Ford)-8-55

LXXI. PISTON SELECTION
NOTE
Refer to the appropriate Section 303-01 for the
specifications.
The cylinder bore must be within the specifica-
tions for taper and out-of-round before fitting a
piston.
1. Measure the cylinder bore in 2 directions.
2. Select a piston size based on the cylinder bore.
LXXII. PISTON DIAMETER
NOTE
Refer to the appropriate Section 303-01 for the
specification.
Measure the piston diameter 90 degrees from
the piston pin and 41 mm (1.61 in) down from
the top of the piston at the point indicated.
For precision fit, new pistons are divided into
three categories within each size range based on
their relative position within the range. A paint
spot or specific size grade on a new piston indi-
cates the position within the size range.
1. Choose the piston with the correct paint color or spe-
cific size grade.
SM 1044
Group 00(L-Ford), Engine
LXXIII. ENGINE, LOWER ASSEMBLY
NOTE
Do not loosen or remove the crankshaft pulley
bolt without first installing the special tools as
instructed in this procedure. The crankshaft
pulley and the crankshaft timing sprocket are
not keyed to the crankshaft. The crankshaft, the
crankshaft sprocket and the pulley are fitted
together by friction, using diamond washers
between the flange faces on each part. For that
reason, the crankshaft sprocket is also unfas-
tened if the pulley bolt is loosened. Before any
repair requiring loosening or removal of the
crankshaft pulley bolt, the crankshaft and cam-
shafts must be locked in place by the special ser-
vice tools, otherwise severe engine damage may
occur.
NOTE
During engine repair procedures, cleanliness is
extremely important. All parts must be thor-
oughly cleaned and any foreign material,
including any material created while cleaning
gasket surfaces, that enters the oil passages,
coolant passages or the oil pan, can cause engine
failure.
NOTE
Assembly of the engine requires various inspec-
tions/measurements of the engine components
(engine block, crankshaft, connecting rods, pis-
tons and piston rings). These inspections/mea-
surements will aid in determining if the engine
components will require replacement.
NOTE
For additional information, refer to the
exploded views in Description and Operation in
this section.
Servicing the Fuel System • 00(L-Ford)-8-56
 [GK>\,


XV 3. Torque:
If the oil squirters are being reused, they must Stage 1: 5 Nm
be installed in the same location as marked dur- Stage 2: 25 Nm
ing disassembly. Stage 3: Tighten an additional 90°
XV
The front bulkhead does not have an oil
squirter.

1. Measure each of the crankshaft main bearing journal

diameters in at least directions and record the small-
est diameter for each journal.

4. Measure each crankshaft block main bearing bore

diameter.
5. Using the chart, select the crankshaft main bearings.

2. Position the main bearing beam in the engine block

with the main bearing beam mounted flush with the
rear face of the engine block and install the original
main bearing beam bolts finger tight.

/ @& >J[GK>\K*KIh

 [GK>\, 

BLOCK CODE
51.018 .019 .020 .021 .022 .023 .024 .025 .026 .027 .028 .029 .030 .031 .032 .033 .034 .035 .036 .037 .038 .039 .040
51.970
.979 UP
PE
.980 LO R B
W LU
U ER E
.981 LO PPE BL GR
W RB AC EE
.982 UP E R LA K N7
LO PE BL C 6
.983 W R AC K 6
ER B K
UP L
YE C A 6
.984 LO PE LL K
W RY OW 6
CRANKSHAFT CODE

.985 ER E
YE LLO 5
.986 UP LLO W 5
L PE W
.987 UP OW R 5
PE ER YE
R LL
.988 BR B RO OW
OW W
.989 N N 5
UP 4/ 4
.990 PE L O
LO R W
W BR ER
.991 ER O BR
UP RE WN OW
.992 LO PE D 4
3 N
W RR 4
.993 U
E R ED
LO PPE RE 3
.994 W R D
3
ER RE
.995 U BL D 3
LO PPE UE
.996 W RB 2
ER L
.997 BL UE
U U 2
LO PP E
.998 2
W ER
E R B
.999 L UPP GR LUE
O E EE 2
52.000 WERR GR N
1
GR EE
.001 EE N 1
N
.002 1

7. Torque:
Stage 1: 10 Nm
Stage 2: 29 Nm
Stage 3: Tighten an additional 90°

XV 8. Measure the connecting rod large end bore in 2 direc-

tions. Record the smallest measurement for each con-
The rod cap installation must keep the same ori-
necting rod. Remove the bolts and the connecting rod
entation as marked during disassembly or
cap. Discard the connecting rod cap bolts.
engine damage may occur.

6. Using the original connecting rod cap bolts, install

the 4 connecting caps and the 8 bolts.

/ @& >J[GK>\K*KI*

 [GK>\, 

10. Using the chart, select the correct connecting rod

bearings for each crankshaft connecting rod journal.

9. Measure each of the crankshaft connecting rod bear-

ing journal diameters in at least 2 directions. Record
the smallest measurement for each connecting rod
journal.

CONNECTING ROD
.023 .024 .025 .026 .027 .028 .029 .030 .031 .032 .033 .034 .035 .036 .037 .038 .039 .040 .041 .042 .043 .044 .045 .046 .047
16.976
.979
.980 RED/3
.981
.982
.983
BLUE/2
CRANKSHAFT CODE

.984
.985 RED/3
.986
.987
.988
.989 BLUE/2
.990
.991
.992
.993
.994 GREEN/1
.995 BLUE/2
.996
.997
.998
.999 GREEN/1
47.000
.001
.002

11. Remove the 10 bolts in the sequence shown and the

main bearing beam.

/ @& >J[GK>\K*KI;

 Group 00(L-Ford), Engine

NOTE 12. Apply a light coat of clean oil to all surfaces the
Before assembling the cylinder block, all sealing come in contact with other moving parts.
surfaces must be free of chips, dirt, paint and
foreign material. Also, make sure the coolant
and oil passages are clear.
If reusing the crankshaft main bearings, install
them in their original positions and orientation
as noted during disassembly.
The center bulkhead is the thrust bearing.
Apply clean oil to all surfaces that contact mov-
ing parts.

13. Mounted flush.

If reusing the crankshaft main bearings, install NOTE

them in their original positions and orientation
as noted during disassembly.
Apply clean oil to lubricate the journals on the
crankshaft with clean engine oil.
Lubricate the main bearing beam bolts threads
and under the bolt heads with clean engine oil.
Position the crankshaft to the rear of the cylin-
der block, then position the crankshaft to the
front of the cylinder block before tightening the
main bearing beam bolts.

14. Install and tighten the 10 new main bearing beam

bolts.

15. Torque bolts as follows:

Stage 1: 5 Nm
Stage 2: 25 Nm
Stage 3: Tighten an additional 90°

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-60


16. Position the crankshaft to the rear of the cylinder
block.
17. Zero the Dial Indicator Gauge with Holding Fixture.
18. Use Special Service Tool: 100-002.
19. Move the crankshaft to the front of the cylinder
block. Note and record the crankshaft end play.
20. Acceptable crankshaft end play is 0.22-0.45 mm
(0.008-0.018 in).
21. If the crankshaft end play exceeds the specified
range, install new parts as necessary.
NOTE
If reusing the connecting rod bearings, install
them in their original positions and orientation
as noted during disassembly.
22. Apply the specified lubricant to the specified compo-
nent.
23. Torque bolts as follows:
NOTE
The piston compression upper and lower rings
should be installed with the paint mark on the
outside diameter circumference of the ring to be
SM 1044
Group 00(L-Ford), Engine
positioned on the right side of the ring gap. The
lower compression ring needs to be installed
with the undercut side downward.
The upper and lower compression ring end gaps
are not controlled for installation:
• Upper oil control segment ring gap location.
• Oil control spacer gap location.
• Lower oil control segment ring end gap.
NOTE
Be sure not to scratch the cylinder wall or
crankshaft journal with the connecting rod.
Push the piston down until the connecting rod
bearing seats on the crankshaft journal.
Make sure the piston arrow on top is facing
toward the front of the engine. Apply the speci-
fied lubricant to the specified component.
Stage 1: 10 Nm
Stage 2: 29 Nm
Stage 3: Tighten an additional 90°
Servicing the Fuel System • 00(L-Ford)-8-61
 Group 00(L-Ford), Engine

NOTE 26. Install the adjustment shims in their original posi-

The rod cap installation must keep the same ori- tions on the seat faces of the balancer unit. With the
entation as marked during disassembly or balancer unit shaft marks in the TDC position, slowly
engine damage may occur. install the balancer unit to the cylinder block to avoid
interference between the crankshaft drive gear and
Install connecting rod caps and bolts on the con- the balancer unit driven gear.
necting rods for cylinders 1 and 4 first and
tighten. Then rotate crankshaft 180 degrees and
install connecting rod caps and bolts on con-
necting rods for cylinders 2 and 3 and tighten.
After installation of each connecting rod cap,
rotate the crankshaft to verify smooth opera-
tion.

27. Torque bolts as follows:

Stage 1: 25 Nm
Stage 2: 52 Nm

24. Install Special Service Tool 303-507.

25. Rotate the crankshaft slowly clockwise until the
crankshaft balance weight is up against the Crank-
shaft TDC Timing Peg. The engine is now at TDC.

NOTE
Due to the precision interior construction of the
balancer unit, it should not be disassembled.
The original adjustment shims must be installed
in their original positions.
Confirm by visual inspection that there is no
damage to the balancer unit gear and verify
that the shaft turns smoothly. If there is any
damage or malfunction, replace the balancer
unit.
28. Remove Special Service Tool: 303-507.
29. Rotate the crankshaft to confirm that there are no
meshing problems between the balancer unit gear
and the crankshaft gear.
30. Install Special Service Tool 303-507.
31. Rotate the crankshaft slowly clockwise until the
crankshaft balance weight is up against the Crank-
shaft TDC Timing Peg.
32. Remove Special Service Tool 303-507.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-62


NOTE
Measure the backlash and verify that it is
within specified range all of the following 6 posi-
tions: 10 degrees, 30 degrees, 100 degrees, 190
degrees, 210 degrees and 280 degrees. It will be
necessary to reset the measuring equipment
between measurements.
The measurement must be taken with the Dial
Indicator Gauge with Holding Fixture, a 5-mm
Allen wrench and worm clamp set up as shown.
Mark the Allen wrench with a file 80 mm (3.149
in) above the driven gear shaft center. Make
sure the worm clamp and Allen wrench are not
touching the balance shaft housing.
For an accurate measurement while measuring
the gear backlash, insert a screwdriver as
shown into the crankshaft No. 1 crankweight
area and set both the rotation and the thrust
direction with the screwdriver, using a prying
action as shown.
SM 1044
Group 00(L-Ford), Engine
33. Position as shown. Measure the gear backlash. Use
Special Service Tool: 100-002.
34. Position the Dial Indicator Gauge with Holding Fix-
ture (1) on the Allen wrench 80 mm (3.149 in) above
the driven gear shaft center (2) on the balancer unit.
35. Rotate the crankshaft clockwise and measure the
backlash at all of the following 6 positions: 10
degrees, 30 degrees, 100 degrees, 190 degrees, 210
degrees and 280 degrees.
36. Backlash specifications are 0.005 to 0.101 mm
(0.00019 to 0.0039 in).
37. If the backlash exceeds the specified range, carry out
the Balance Shaft Backlash procedure.
Refer to: LII BALANCE SHAFT BACKLASH
38. Install Special Service Tool: 303-507.
39. Rotate the crankshaft slowly clockwise until the
crankshaft balance weight is up against the TDC
Timing Peg. The engine is now at TDC and must
remain at the TDC position until the timing drive
components and crankshaft pulley are installed.
40. Clean the oil pump and cylinder block mating sur-
faces using Motorcraft Metal Surface Prep / ZC-31-
A.
41. Replace Oil Pump. Refer to L OIL PUMP
42. Replace Rear Seal of the Crankshaft.
Refer to LXIV CRANKSHAFT, REAR SEAL.
NOTE
Do not use metal scrapers, wire brushes, power
abrasive discs or other abrasive means to clean
the sealing surfaces. These tools cause scratches
and gouges, which make leak paths. Use a plas-
tic scraping tool to remove traces of sealant.
43. Replace Oil Pan. Refer to XLVIII. OIL PAN
44. For the installation and alignment of the Timing
Chain, Timing Chain Cover, Camshafts and relation
components, refer to XLIII CAMSHAFT AND/OR
TAPPET REPLACEMENT.
Servicing the Fuel System • 00(L-Ford)-8-63
 [GK>\,


G__%?
W9X^<9>,W9W9G
G__?
%UV?W,VVG9X
W/V?9G W/V?9G
1. Remove flywheel.
Refer to XXXVI. FLYWHEEL/FLEX PLATE
2. Remove Oil Pan. Refer to Refer to XLVIII. OIL PAN.
3. Remove bolts securing the rear crankshaft seal.

1. Remove bolts.

%X9GG9%VX
1. Replace seal.
2. Torque bolts to 10 Nm in the order shown below.

2. Inspect seal for damage and replace if necessary.

%X9GG9%VX
1. Lightly coat seal with coolant.
2. Replace and secure with bolts. Torque to 10Nm.

3. Replace Oil Pan. Refer to Refer to XLVIII. OIL PAN.

4. Replace flywheel.
Refer to XXXVI. FLYWHEEL/FLEX PLATE

/ @& >J[GK>\K*K

 Group 00(L-Ford), Engine

LXVI THERMOSTAT LXXVI. WATER PUMP

REMOVAL REMOVAL
1. Remove hoses. 1. Remove the pulley and belt.
Refer to XXXIII Pulleys/Belt-Alternator.
2. Remove bolts securing thermostat housing.
2. Remove three bolts securing the water pump and
remove the pump.

NOTE
Clean the coolant pump mating surfaces.
Install a new O-ring seal.
3. Apply a light coat of coolant to the sealing surface
and torque as follows:
3. Inspect the thermostat and gasket. Replace thermo- Stage 1 Torque: 10 Nm
stat and/or gasket if necessary. Stage 2 Torque: 20 Nm

INSTALLATION

1. Torque bolts to 10 Nm
2. Install hoses.

4. Replace the pulley and belt.

Refer to XXXIII Pulleys/Belt-Alternator.

SM 1044 Servicing the Fuel System • 00(L-Ford)-8-65

 [GK>\, 

G__?%%
]G%XUW"GV^VW XV
=GW=G9/X When installed, the flanged edge must be below
the chamfered edge of the bore to effectively
All Core Plugs seal the bore. Coat the cup-type core plug with
Threadlock and Sealer / TA-25and bore lightly
with sealant and install the core plug using a
freeze plug installer. Remove the excess sealant
after installation.

Expansion-Type

XV
Do not contact the crown when installing an
expansion-type core plug. This could expand
the plug before seating and result in leakage.

XV 3. Coat the expansion-type core plug and bore lightly

Cylinder block core plug shown, cylinder head with Threadlock and Sealer / TA-25 and install the
core plug is similar. core plug using a freeze plug installer.
Remove the excess sealant after installation.
1. Using the Slide Hammer and a commercially avail-
able body dent puller attachment or commercially
available freeze plug puller, remove the core plug.
Use Special Service Tool 100-001.

XV
Oversize plugs are identified by the OS stamped
in the flat located on the cup side of the plug.

2. Inspect the core plug bore for any damage that would
interfere with the correct sealing of the plug. If the
core plug bore is damaged, bore for the next oversize
plug.

G__?%%%
W9X^9 ?X%G9K
Cup-Type %VX]/%X=%VX$U%9K
XV% WG V> %XVWW
V=W9%VX
A plugged positive crankcase ventilation (PCV) orifice or
hose may cause the following conditions:
• Rough or unstable engine speed
• Stalling or low idle speed
• Oil leaks
• Oil in the air cleaner
• Sludge in the engine
XV
Use care during this procedure so as not to dis- A leaking PCV orifice or hose may cause the following
turb or distort the cup sealing surface. problems:
• Rough or unstable engine speed.

/ @& >J[GK>\K*K

 [GK>\,

• Stalling
• High idle speed
Functional check:
Any blow-by in excess of the system capacity, from a
badly worn engine, sustained heavy load, etc., is
exhausted into the air cleaner and is drawn back into the
engine.
Proper operation of the crankcase ventilation system
depends on a sealed engine. If irregular oil flow or dilu-
tion is noted and the crankcase ventilation system is func-
tioning properly, check the engine for another possible
cause. Correct any of these problems first.
If an engine is idling rough, inspect for a clogged PCV
orifice, a dirty vent filter, air cleaner element, or plugged
hose. Replace any faulty items found. Use the following
procedure:
• Remove the PCV hose (positive side) from the
rocker arm cover.
• Operate the engine at idle.
• Place your thumb over the end of the hose in order
to check for vacuum. If there is no vacuum at the
hose end, inspect for plugged hoses or a blockage
at the manifold vacuum port.
If a problem is found:
• Turn the engine OFF.
• Inspect the PCV orifice in the valve cover for
debris or blockage.
• Clean as necessary. If PCV is suspected, clean or
replace.
G__%_
UW9%X%X<VVG9X
! 9%VX
The coolant may be hot. Use caution and avoid
contact when working with the coolant.
%/=VW9X
The following instructions pertain to draining
the engine block only. If the coolant is to be
changed, the radiator should also be drained.
Refer to the OEM instructions for draining the
radiator.
%/=VW9X
Use only 50/50 mix of Boron-free antifreeze
with distilled water. Do not add plain water.
Replace coolant per the recommended schedule.
%/=VW9X
Only replace coolant with same color originally
included or shipped with the engine. Do not mix
coolant.
%/=VW9X
The manufacturers of the engine and fuel sys-
tem do not recommend the use of “stop leak”
additives to repair leaks in the cooling system. If
leaks are present the radiator should be
removed and repaired or replaced.
=WVUW
1. Disconnect Negative battery cable.
2. Locate the drain plug on the right side of the engine.
Refer to the illustration below.
Side of the engine showing the
location of engine block drain plug.
3. Set up a catch basin and remove the drain plug.
4. Drain the coolant. If necessary, lift any flexible cool-
ant hoses to drain trapped coolant into the block.
5. Once the coolant has been drained, apply Loctite ®
567 to the drain plug, reinstall and torque until tight.
Dispose of the old coolant in a proper manner.
6. Refill coolant using a 50/50 mix of Boron-free anti-
freeze with distilled water.
7. Reconnect negative battery cable.
8. Start engine and verify engine is in closed loop and
no MIL light is present.

/ @& >J[GK>\K*Kh

 [GK>\,

9. Run engine until it reaches normal operating temper-
ature and check for coolant leaks.
10. Turn off engine and allow to cool. Top off coolant in
the radiator and/or coolant recovery tank as neces-
sary.
G___
>G]'<G9U9=W7 Bore/Stroke: 3.50/3.93” (89.0/100.0mm)
<V%X
W/V?9G
1. Remove the Flexplate.
Refer to XXXVI. FLYWHEEL/FLEX PLATE.
2. Remove the four screws securing the Flexplate
Adapter to the Flexplate.
3. To remove the Flexplate Housing, remove the 7
screws securing the Housing to the engine.
%X9GG9%VX
1. To install the Flexplate Housing, align the housing
and place it on the back of the engine. Insert and fin-
ger tighten screws, then torque to 40.5 +/- 4 ft.lbs (55
+/-5 Nm) in a crisscross pattern.
2. To install the Flexplate Adapter, align the four holes
with the Flexplate, insert screws and finger tighten,
then torque to 30 +/-1.5 ft.lbs (40 +/- 2 Nm) in a
crisscross pattern.
3. Install the Flexplate.
Refer to XXXVI. FLYWHEEL/FLEX PLATE..
X%X=%>%9%VX
GENERAL
Displacement: 2.5L (152 in3)
Cylinders: 4
Fuel Delivery: Sequential Multiport Fuel Injection
Engine block: Aluminum
Cylinder head: Aluminum, with Valve Seat Inserts
Firing Order: 1-3-4-2
Rotation: Clockwise (as viewed from front/fan side)
Compression Ratio: 9.7:1
Weight (Including Flex Plate): 310 lbs. (140.8 Kg)
Idle RPM: ~750 RPMs
Max RPM: 2500 (Governed)
Max Torque: 142 ft.lbs. (192 Nm) @1800 RPMs
Peak Power: 64 HP (48 kW)
Ford Engine Part Number: DG-338-AA (engine
complete) DS7E-6006-BA (Long Block)
IGNITION SYSTEM SPECIFICATIONS
Coil on plug
Spark Plug Gap: 0.031 inches (0.8 mm).
Base Timing: LPG: 0° BTDC at idle
VALVE SPECIFICATIONS
Valves/Cylinder: 4
Valve Lifter/Lash Adjuster: Direct Acting Mechanical
Buckets or Tappets.
Tappet to valve clearance, Intake: 0.003-0.012 in (0.075-
0.310 mm)
Tappet to valve clearance, Exhaust: 0.005-0.016 in
(0.125-0.42 mm)
Lash Face Angle Intake and Exhaust: 45° Seat Angle
Intake and Exhaust: 46°
Seat Runout Intake and Exhaust: 0.002” (0.0508 mm)
Maximum Seat Width - Intake: 0.050 -0.070” (1.270-
1.778 mm), Exhaust: 0.060-0.080” (1.524-2.032 mm)
Maximum Valve Spring Free Length: 2.06” (52.324 mm);
Pressure Closed 100-110 Ibis @ 1.61” (444-490
N @ 40.89 mm); Open 208-222 Ibis @ 1.22” (925-
987 N @ 30.99 mm); Installed Height 1.65” (41.91
mm)
Valve Lift - Intake and Exhaust: 0.443” (11.2522 mm)
Valve Spring Damper: Not Used
AIR INTAKE SYSTEM
Minimum Intake Air Flow Rate: 4.11 m3/min (145 CFM)
Maximum Allowable w/Clean Element: 10” w.c. (254
mm w.c.)
Intake Restriction: w/Dirty Element: 20” w.c. (508 mm)

/ @& >J[GK>\K*K*

 [GK>\,

EXHAUST
Back Pressure: 2.5 PSI (18.7 kPa); Minimum Allowable
Exhaust Pipe Size: 1{” (38 mm)
Exhaust Manifold: Cast iron w/heat shield.
CRANKCASE VENTILATION
Foul Air System w/PCV, closed type
COOLING SYSTEM
Thermostat Temperature: 180°F (82°C)
Max Coolant Temperature @ Top Tank of Radiator:
210°F (98°C) @ 2600 RPM
Maximum Restriction at Pump Inlet: 1.5 PSI (10 kPa)
Cooling Water Capacity (block only): 4.0 qts (3.8 L)
LUBRICATION SYSTEM
Oil Pressure (Min Hot): 2.5-3.5 psi (17.2-31.0 kPa)
Oil Temperature: Upper Limit: 266°F (130°C)
Crankcase Capacity: Standard Pan: 5.4 qts (5.1 L) w/Oil
Filter: 5.7 qts (5.4 L)
Oil Filter Location: Right rear on engine
ADDITIONAL SPECIFICATIONS
AND TOLERANCES
Cylinder Block
Item Specification
Cylinder bore diameter: 89.0-89.03 mm (3.503-3.505 in)
Cylinder bore maximum out-of-round: 0.008 mm (0.0003
in)
Main bearing bore diameter: 57.018-57.040 mm (2.244-
2.245 in)
Head gasket surface flatness: 0.1 mm/general 0.05 mm/
200 x 200 (0.004 in/ general) (0.0019 in/7.87 x 7.87)
Piston
Item Specification
Piston Diameter (1): 88.965-88.975 mm (3.5025-3.5029
in)
Piston Diameter (2): 88.9725-88.9875 mm (3.5028-
3.5034 in)
Piston Diameter (3): 88.985-88.995 mm (3.5033-3.5037
in)
Piston-to-bore clearance: 0.0225-0.0475 mm (0.0009-
0.0019 in)
Ring groove width - top: 1.23-1.25 mm (0.0484-0.0492
in)
Ring groove width - 2nd: 1.22-1.24 mm (0.0480-0.0488
in)
Ring groove width - oil: 2.51-2.53 mm (0.0988-0.0996 in)
Piston skirt coating thickness: 0.008-0.016 mm (0.0003-
0.0006 in)
Piston Pin
Item Specification
Diameter: 19.995-20.0 mm (0.8265-0.8267 in)
Length: 54.7-55.0 mm (2.1535-2.1653 in)
Pin-to-rod clearance Floating pin
Cylinder Head
Item Specification
Cylinder head flatness: 0.08 mm (0.0031 in) maximum
overall, a maximum of 0.05 mm (0.0019 in) within
150 mm (5.9 in)
Valve guide diameter: 5.509-5.539 mm (0.216-0.218 in)
Valve seat width - intake/exhaust: 0.99-1.84 mm (0.038-
0.072 in)
Valve seat angle: 45 degrees
Valve seat runout: 0.075 mm (0.0029 in)
Valve tappet bore diameter: 31.00-31.03 mm (1.220-1.221
in)
Cam bore diameter: 25.015-25.040 mm (0.984-.0985 in)
Valve
Item Specification
Valve head diameter - intake: 34.85-35.15 mm (1.372-
1.383 in)
Valve head diameter - exhaust: 29.85-30.15 mm (1.175-
1.187 in)
Valve stem diameter - intake: 5.470-5.485 mm (0.2153-
0.2159 in)
Valve stem diameter - exhaust: 5.465-5.480 mm (0.2151-
0.2157 in)
Valve stem-to-guide clearance - intake: 0.0027 mm
(0.00010 in)
Valve stem-to-guide clearance - exhaust: 0.0029 mm
(0.00011in)
Valve face runout: 0.05 mm (0.0019 in)
Valve face angle: 45 degrees
Valve Spring - Compression Pressure
Item Specification
Intake and exhaust (installed): 18 kg (39.683 lb)
Intake (valve open): 9.2 mm (0.362 in of lift) 46 kg
(101.41 lb)
Exhaust (valve open): 9.2 mm (0.362 in of lift) 46 kg
(101.41 lb)

/ @& >J[GK>\K*K;

 [GK>\, 

Free length: 47.91 mm (1.886 in) VW`=%>%9%VX

Assembled height: 37.9 mm (1.492 in) CMP (camshaft position) sensor bolt: 7 Nm - 62 lb-in
Coil-on-plug stud bolts: 10 Nm - 89 lb-in
Crankshaft Coolant outlet bolts: 10 Nm - 89 lb-in
Item Specification Coolant pump bolts: 10 Nm - 89 lb-in
Main bearing journal diameter: 51.978-52.002 mm
Coolant pump pulley bolts: 20 Nm - 177 lb-in
(2.046-2.047 in)
Crankcase vent oil separator bolts: 10 Nm - 89 lb-in
Production repair: 51.730-51.750 mm (2.036-2.037 in)
Main bearing clearance: 0.016-0.047mm (0.0006-0.0015 Cylinder block pipe plug: 56 Nm - 41 lb-ft
in) CHT (cylinder head temp.) sensor: 12 Nm - 106 lb-in
Connecting rod journal diameter: 51.978-52.002mm Engine mount bolts: 90 Nm - 66 lb-ft
(2.046-2.047 in) Engine mount nuts: 90 Nm - 66 lb-ft
Production repair: 51.730-51.750mm (2.036-2.037 in) Exhaust manifold studs: 15 Nm - 11 lb-ft
End play: 0.220-0.450 mm (0.008-0.018 in) Engine Oil Pressure Switch: 15 Nm - 133 lb-in
Engine lift eye bolts: 47 Nm - 35 lb-ft
Rings Engine plug bolt: 20 Nm - 177 lb-in
Item Specification Engine Hanger Bolts: 25 Nm - 18 lb-ft
Width - top: 1.17-1.19 mm (0.0460-0.0469 in) Exhaust manifold heat shield bolts: 90 Nm - 66 lb-ft
Width - 2nd: 1.17-1.19 mm (0.0460-0.0469 in) Exhaust pipe flange nuts: 48 Nm - 35 lb-in
Width - oil: 2.38-2.45 mm (0.093-0.096 in) Engine mount studs: 20 Nm- 177 lb-in
Ring gap (in bore) - top: 0.16-0.26 mm (0.006-0.0102 in) Exhaust manifold nuts: 55 Nm - 41 lb-ft
Ring gap (in bore) - 2nd: 0.31-0.46 mm (0.012-0.018 in) Oil pan drain plug: 28 Nm - 21 lb-ft
Ring gap (in bore) - oil: 0.15-0.40 mm (0.0059-0.0157 in) Oil pump drive chain tensioner bolt: 10 Nm - 89 lb-in
Oil pump drive chain tensioner shoulder bolt: 10 Nm - 89
lb-in
Camshaft
Oil Pump screen and pickup bolts: 10 Nm - 89 lb-in
Item Specification
Oil pump sprocket bolt: 25 Nm - 18 lb-ft
Lobe lift - intake: 9.44 mm (0.371 in)
Oil squirter: 4 Nm - 35 lb-in
Lobe lift - exhaust: 8.18 mm (0.322 in)
Spark plug: 12 Nm - 106 lb-in
Runout (1)*: 0.03 mm (0.001 in)
Thermostat housing bolts: 10 Nm - 89 lb-in
Thrust clearance: 0.09-0.24 mm (0.003-0.009 in)
Timing chain guide bolts: 10 Nm - 89 lb-in
Journal diameter: 24.96-24.98 mm (0.982-0.983 in)
Journal-to-bore clearance: 0.035-0.080 mm (0.001-0.003 Timing chain tensioner bolts: 10 Nm - 89 lb-in
in)
* No. 3 Journal - Supported by No. 1 and No. 5 journals.
Connecting Rod
Item Specification
Bearing clearance: 0.027-0.052 mm (0.001-0.002 in)
Bearing thickness: 1.496-1.520 mm (0.058-0.059 in)
Crank bore diameter: 55.025-55.045 mm (2.166-2.167 in)
Pin bore diameter: 20.010-20.021 mm (0.7878-0.788 in)
Length (center to center): 151.8 mm (5.976 in)
Side clearance: 1.95-3.05 mm (0.076-0.120 in)
Axial clearance: 0.14-0.36 mm (0.005-0.014 in)

/ @& >J[GK>\K*Kh

 Group 00(L-Ford), Engine

Section 9

Definitions

SM 1044 Definitions • 00(L-Ford)-9-1


A Cathode Ray Tube: A vacuum tube in which cathode
Air Valve Vacuum (AVV):
The vacuum signal taken from below the air valve assem-
bly and above the throttle butterfly valve.
ADP: Adaptive Digital Processor.
Air/Fuel Ratio: The amount or balance of air and fuel in
the air fuel mixture that enters the engine.
Analog Voltmeter:
A meter that uses a mechanical needle to point to a value
on a scale of numbers. It is usually of the low impedance
type and used to measure voltage and resistance.
Aromatics: Pertaining to or containing the sixcarbon ring
characteristic of the benzene series. Found in many petro-
leum distillates.
B
Backfire: Combustion of the air/fuel mixture in the intake
or exhaust manifolds. A backfire can occur if the intake or
exhaust valves are open when there is a mis-timed ignition
spark.
Benzene: An aromatic (C6H6). Sometimes blended with
gasoline to improve anti-knock value. Benzene is toxic
and suspected of causing cancer.
Bi-Fueled: A vehicle equipped to run on two fuels.
Blow-By: Gases formed by the combustion of fuel and
air, which ordinarily should exert pressure only against
the piston crown and first compression ring. When rings
do not seal, these gases escape or “blow by” the side of
the piston into the crankcase.
BTU: British Thermal Unit. A measurement of the
amount of heat required to raise the temperature of 1lb. of
water 1 degree F.
Butane: An odorless, colorless gas, C4H10 found in natu-
ral gas and petroleum. One of the five LP gases.
C operate on only one fuel type.
CAFE: Corporate Average Fuel Economy.
CARB: California Air Resources Board.
Carbon Monoxide (CO): A chemical compound of a
highly toxic gas that is both odorless and colorless.
Carburetor: An apparatus for supplying an internalcom-
bustion engine a mixture of vaporized fuel and air.
SM 1044
Group 00(L-Ford), Engine
rays usually in the form of a slender beam are projected on
a fluorescent screen and produce a luminous spot.
Circuit:
A path of conductors through which electricity flows.
Closed Loop Operation:
Applies to systems utilizing an oxygen sensor. In this
mode of operation, the system uses oxygen sensor infor-
mation to determine air/fuel ratio. Adjustments are made
accordingly and checked by comparing the new oxygen
sensor to previous signals. No stored information is used.
CNG: Compressed Natural Gas.
CKP: Crankshaft Position Sensor
CMP: Camshaft Position Sensor
Conductor: A material, normally metallic, that permits
easy passage of electricity.
Contaminants:
Impurities or foreign material present in fuel.
Control Module: One of several informal names for a
solid state microcomputer which monitors engine condi-
tions and controls certain engine functions; i.e. air/fuel
ratio, injection and ignition time, etc. The formal name
and the one used throughout this manual is ECM, or
Engine Control Module.
Converter:
A LPG fuel system component containing varying stages
of fuel pressure regulation combined with a vaporizer.
Cryogen:
A refrigerant used to obtain very low temperatures.
Current: The volume or flow of electrons through a con-
ductor. Measured in amperes or amps.
D
DBW: Drive By Wire
Dedicated Fuel System: A motor fuel system designed to
DiaphraFord: A thin, flexible membrane that separates
two chambers. When the pressure in one chamber is lower
than in the other chamber, the diaphraFord will move
toward the side with the low pressure.
DiaphraFord Port: The external port located at the fuel
inlet assembly and connected to the vacuum chamber
above the air valve diaphraFord.
DLC: Data Link Connector.
Definitions • 00(L-Ford)-9-2
 Group 00(L-Ford), Engine

DTC: Diagnostic Trouble Code
Spectrum Engine Monitor : Diagnostic Scan Tool.
DVOM: Digital Volt/ohm Meter. A meter that uses a
numerical display in place of a gauge and is usually of the
high impedance type.
Fuel Injector: a spring loaded, electromagnetic valve
which delivers fuel into the intake manifold, in response
to an electrical input from the control module.
Fuel Lock: A solenoid-controlled valve located in the
fuel line to stop the flow when the engine stops or the
ignition switch is off.

E
G
ECT: Engine Coolant Temperature.
Gasohol: 10 percent ethanol, 90 percent gasoline.
ECM: Often referred to as E-10.
Electronic Control Module also referred to as ECU.
Gasoline: A motor vehicle fuel that is a complex blend of
ECOM: A DLC cable supporting CAN and serial com- hydrocarbons and additives. Typical octane level is 89.
munication with a Spectrum II or III ECM.
GCP: Spectrum III (90-pin) ECM.
ECU: Electronic Control Unit also referred to as ECM.
Greenhouse Effect: A scientific theory suggesting that
EFI: Electronic Fuel Injection. A fuel injection system, carbon dioxide from the burning of fossil fuels is causing
which uses a microcomputer (ECM) to determine and the atmosphere to trap heat and cause global warming.
control the amount of fuel, required by, and injected into,
a particular engine.
EGO: Exhaust Gas Oxygen, used to describe a sensor.
H
Also known as “HEGO” (Heat Exhaust Gas Oxygen) sen- HC: Hydrocarbon. An organic chemical compound.
sor, “O2” or “Oxygen sensor.
HD 10: A fuel of not less than 80% liquid volume pro-
EGR: Exhaust Gas Recirculation. pane and not more than 10% liquid volume propylene.
EPA: HD 5: A fuel of not less than 90% liquid volume propane
Environmental Protection Agency: A regulating agency of and not more than 5% liquid volume propylene.
the Federal government which, among other duties, estab-
HDV: Heavy Duty Vehicle.
lishes and enforces automotive emissions standards.
Heavy Ends: A term used to describe the buildup of wax-
Ethanol: Grain alcohol (C2H5OH), generally produced
like impurities that fall out of LPG when vaporized.
by fermenting starch or sugar.
HEGO: Heated Exhaust Gas Oxygen, used to describe a
Evaporative Emissions Controls:
sensor. Also known as “EGO” (Exhaust Gas Oxygen sen-
An automotive emission control system designed to
sor), “O2” or “Oxygen sensor.
reduce hydrocarbon emissions by trapping evaporated
fuel vapors from the fuel system. Hg: Chemical symbol for the element mercury. Used in
reference to a measure of vacuum (inches of Hg).
Excess Flow Valve: A check valve that is caused to close
by the fuel when the flow exceeds a predetermined rate. Histogram: The graphical version of a table which shows
what proportion of values fall into specific categories over
a specific period of time.
F Hydrocarbon: A chemical compound made up of hydro-
FTV: Fuel Trim Valve. gen and carbon (HC). Gasoline and almost all other fuels
are hydrocarbons.
FFV: Flexible Fuel Vehicle.
Hydrostatic Relief Valve: A pressure relief device
Firing Line: The portion of an oscilloscope pattern that
installed in the liquid LPG hose on a LPG fuel system.
represents the total amount of voltage being expended
through the secondary circuit.
FMVSS: Federal Motor Vehicle Safety Standards.
FPP: Foot Pedal Position Sensor

SM 1044 Definitions • 00(L-Ford)-9-3


I Liquid Petroleum Gas (LPG):
IAT: Intake Air Temperature
Ideal Mixture: The air/fuel ratio at which the best com-
promise of engine performance to exhaust emissions is
obtained. Typically 14.7:1.
Ignition Reserve: The difference between available volt-
age and the required voltage.
ILEV: Inherently Low Emission Vehicle.
IMPCO: Imperial Machine Products Company.
IMPCO Technologies, Inc. A manufacturer of both LPG
and Gasoline fuel systems.
Impedance: A form of opposition of AC electrical cur-
rent flow (resistance) measured in ohms.
Insulation: A nonconductive material used to cover wires
in electrical circuits to prevent the leakage of electricity
and to protect the wire from corrosion.
Intercept: An electrical term for a type of splice where
the original circuit is interrupted and redirected through
another circuit.
ITK: IMPCO Test Kit
K MFI:
Knock:
Sound produced when an engine’s air/fuel mixture is
ignited by something other than the spark plug, such as a
hot spot in the combustion chamber. Also caused by a fuel
with an octane rating that is too low and/or incorrect igni-
tion timing. Also called detonation or ping.
L octane rating.
Lambda Sensor: A feedback device, usually located in
the exhaust manifold, which detects the amount of oxygen
present in exhaust gases in relation to the surrounding
atmosphere. (See HEGO).
LDV: Light Duty Vehicle.
Lean Mixture: An air to fuel ratio above the stoichiomet-
ric ratio; too much air.
LEV: Low Emission Vehicle.
Limp-in or Limp Home:
A mode where the ECM or a component has failed, but
the vehicle remains operational although the engine may
operate minimally. This term may also describe the driv-
ability characteristics of a failed computer system.
SM 1044
Group 00(L-Ford), Engine
A fuel commonly known as propane consisting mostly of
propane (C3H8), derived from the liquid components of
natural gas stripped out before the gas enters the pipeline,
and the lightest hydrocarbons produced during petroleum
refining. Octane level of LPG is 107.
LPG: Liquified Petroleum Gas.
M
M85: A blend of gasoline and methanol consisting of
85% methanol and 15% gasoline.
Measurements of Pressure:
1 PSI=2.06” Hg (mercury) = 27.72” H2O (water column).
At sea level atmospheric pressure is 29.92” Hg.
Methanol:
Known as wood alcohol (CH3OH), a light, volatile, flam-
mable alcohol commonly made from natural gas.
MIL: Malfunction Indicator Lamp.
Misfire: Failure of the air/fuel mixture to ignite during the
power stroke.
Mixer: Fuel introduction device that does not include a
throttle plate.
Multiport Fuel Injection. A fuel injection system that uses
one injector per cylinder mounted on the engine to spray
fuel near the intake valve area of combustion chamber.
MSV: Manual Shut-Off Valve. Refers to the manually
operated valve on the LPG tank.
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to
gasoline to reduce harmful emissions and to improve the
Multi-fuel System: A motor fuel system designed to
operate on two different fuels, such as LPG and gasoline.
N
Natural Gas: A gas formed naturally from buried organic
material, composed of a mixture of hydrocarbons, with
methane (CH4) being the dominant component.
NGV: Natural Gas Vehicle.
NOX: See Oxides of Nitrogen.
Definitions • 00(L-Ford)-9-4

O Primary Circuit:
OBD: On Board Diagnostic
Octane Rating:
The measurement of the antiknock value of a motor fuel.
OEM: Original Equipment Manufacturer, the vehicle
manufacturer.
Open-Loop:
An operational mode during which control module mem-
ory information is used to determine air/fuel ratio, injec-
tion timing, etc., as opposed to actual oxygen sensor input.
Orifice: A port or passage with a calibrated opening
designed to control or limit the amount of flow through it.
Oscilloscope: An instrument that converts voltage and
frequency readings into traces on a cathode ray tube (also
see Cathode Ray Tube).
Oxides of Nitrogen:
Chemical compounds of nitrogen bonded to various
amounts of oxygen (NOX). A chief smog forming-agent.
Oxygen Sensor: An automotive fuel system that produces
a signal in accordance with the oxygen content of the
exhaust gas. (See Lambda Sensor).
Oxygenate: Oxygenates (such as MTBE, ethanol and
methanol) added to gasoline to increase the oxygen con-
tent and therefore reduce exhaust emissions.
Ozone: A radical oxygen module (O3) that is found in the
upper atmosphere and filters out ultraviolet radiation from
the sun. Ground level ozone is formed by NOX, during
the formation of photochemical smog.
P
Particulates: Microscopic pieces of solid or liquid sub-
stances such as lead and carbon that are discharged into
the atmosphere by internal combustion engines.
Positive Crankcase Ventilation (PCV): An automotive
emission control system designed to reduce hydrocarbon
emissions by routing crankcase fumes into the intake
manifold rather than to the atmosphere.
Power Derate: A mode of reduced engine power output
for the purposes of protecting engine components during a
failure or malfunction.
Pressure Differential:
The differential between atmospheric pressure and intake
manifold (referred to as vacuum) pressure.
Pressure Regulator: A device to control the pressure of
fuel delivered to the fuel injector(s).
SM 1044
Group 00(L-Ford), Engine
The low-voltage or input side of the ignition coil.
Propane: An odorless and colorless gas, C3H8, found in
natural gas and petroleum.
Psia: pounds per square inch absolute
PTV: Pressure Trim Valve
R
Reactivity: Refers to the tendency of an HC in the pres-
ence of NOX and sunlight to cause a smogforming reac-
tion. The lighter the HC, the lower reactivity tends to be.
Regulator: An assembly used to reduce and control the
pressure of a liquid or vapor.
Resistance: The opposition to the flow of current in an
electrical circuit. Measured in ohms.
Rest Pressure: Fuel pressure maintained within the sys-
tem after engine shutdown.
Rich Mixture: An air to fuel ratio below the stoichiomet-
ric ratio; too much fuel.
S
SAE: Society of Automotive Engineers.
Secondary Circuit:
The high-voltage output side of the ignition coil.
SEFI or SFI: Sequential Electronic Fuel Injection or
Sequential Fuel Injection.
Sensors:
Devices that provide the control module with engine
information as needed to properly control engine function.
Spark Line: The portion of an oscilloscope pattern that
represents the time during which the air/fuel mixture is
being burned in the combustion chamber.
Splice: An electrical term for the joining of two or more
conductors at a single point.
Stoichiometric Ratio:
An ideal fuel/air ratio for combustion in which all of the
fuel and most of the oxygen will be burned.
Sulfur Oxides: Chemical compounds where sulfur is
bonded to oxygen produced by the combustion of gasoline
or any other fuel that contains sulfur. As sulfur oxides
combine with water in the atmosphere to form sulfuric
acid.
System Pressure: The fuel pressure maintained in the
system during normal engine operation.
Definitions • 00(L-Ford)-9-5
 Group 00(L-Ford), Engine

T X
Tap: An electrical term for a type of splice where the Xylene: C6H4 (CH3)2. Any of three toxic, flammable,
original circuit is not interrupted. and oily isomeric aromatic hydrocarbons that are dimethyl
TBI: Throttle Body Injection. Any of several injection homologues of benzene and usually obtained from petro-
systems that have the fuel injector(s) mounted in a cen- leum or natural gas distillates.
trally located throttle body.
Throttle Body: Controls engine RPM by adjusting the Z
engine manifold vacuum to the mixer. Consists of a hous-
ZEV: Zero Emission Vehicle.
ing shaft, throttle liner and butterfly valve.
TLEV: Transitional Low Emission Vehicle.
TMAP:
Combined Air Inlet and Manifold Pressure Sensor.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
TSB: Technical Service Bulletin.

U
ULEV: Ultra Low Emission Vehicle.
USB: Universal Serial Bus. A plug or interface supplied
on most personal computers.

V
Vaporization:
A process in which liquid changes states into gas.
Venturi Air Valve Vacuum (VAVV):
An amplified air valve vacuum signal coming from the
venturi area of the mixer, directly exposed to airflow
before the addition of vaporized LPG.
Volt/ohmmeter (VOM): A combination meter used to
measure voltage and resistance in an electrical circuit.
Available in both analog and digital types. May also
referred to as AVOM and DVOM.
Voltage: The electrical pressure that causes current to
flow in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit
when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a value
on a scale of numbers usually of the low impedance type;
used to measure voltage and resistance.
VSS: Vehicle Speed Sensor

SM 1044 Definitions • 00(L-Ford)-9-6

 GROUP 01

GROUP 01

ENGINE COOLING SYSTEM

Engine Cooling System

Specifications and Description .......................... Section 1

Engine Cooling System Troubleshooting ......... Section 2

Engine Cooling System Testing

and Maintenance..................................................Section 3

Radiator Removal and Replacement ............... Section 4

SM 1044 Group 01, Engine Cooling System

 Group 01, Engine Cooling System

Section 1

Engine Cooling System

Specifications and Description

Specifications Service Intervals

Radiator Type: Crossflow radiator with coolant recovery
system.
System Pressure (Radiator cap): 83-109 kPa (12-16 psi).
Thermostat:
• Open (cracking) at 82qC(180qF).
• Fully open at 98qC (210qF).
Coolant Mixture: 50% water and 50% low-silicate, ethyl-
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
Cooling System Coolant Capacity:
Coolant Level Check: Every 8-10 hours or daily.
Coolant Change (drain and refill): Every year or 2000
hours of operation.
Coolant Hoses Inspection/Replacement: As needed and
every 50-250 hours or each PM and every year or 2000
hours of operation.
Coolant Protection Check (hydrometer test): Every six
months or 1000 hours of operation.
Radiator Core Air Cleaning: Every 50-250 hours or
monthly.

• Cushion-tire truck with 4-row radiator capacity is Radiator Cap Inspection and Test: Every year or 2000
10.5 L (11.0 qt ) hours of operation.
• Pneumatic-tire truck with 4-row radiator capacity Thermostat Test/Replacement: Every 2000 hours or each
is 8.5 L (9.0 qt) PM.
Fan Belt Tension Wear Inspection: After the first 50 hours
Fan Type: Pusher type of operation, then every 50-250 hours or each PM.
Fan Drive Belt: V-type belt
Fan Inspection for Loose or Damaged Blades: Every 50-
Water Pump Type: Centrifugal 250 hours or each PM.
Hose Clamp Sizes:
• Gas/LPG: 47 mm (1.8 in) @ radiator end; 44 mm
(1.7 in) @ engine (water pump or thermostat) end

SM 1044 Engine Cooling System Specifications and Description • 01-1-1


Section 2
Engine Cooling System Troubleshooting
Temperature gauge in red zone
• Radiator fins plugged; blow debris from radiator.
• Blockage in system; drain, flush, and refill system.
Engine overheating
• Loose fan belt; tighten to correct tension (see Sec-
tion 4 for belt tensioning procedure).
• Low coolant level; refill and check for leaks.
• Radiator pressure cap is defective.
• Inadequate air flow to the radiator; check that fan
blades have the coined imprinting facing the
engine and are not installed backwards.
• Missing or damaged fan shroud or shields on radia-
tor.
• Radiator fins plugged; blow debris from radiator.
• Radiator clogged; drain and flush radiator.
• Scale or deposits in cooling system; drain and flush
entire cooling system.
• Radiator defective; repair or replace the radiator.
• Thermostat incorrect or defective.
• Collapsed radiator hose(s) on suction side of cool-
ing system.
• Water pump defective.
• Water passages in engine are clogged.
• Air in cooling system; drain and flush.
• LP gas leak into cooling system.
• Ignition timing misadjusted.
• Excessive exhaust system back pressure.
• Engine oil level is low or needs changing.
• Engine overloaded.
• Engine internal parts worn.
• Leaking head gasket.
• Defective temperature gauge.
SM 1044
Group 01, Engine Cooling System
Engine shuts down (automatic engine shut-
down sensor)
• High transaxle temperature; check transaxle oil
cooler components.
• Low engine oil pressure; check oil level and fill
and check for leaks.
• High coolant temperature; check “Engine over-
heating” for symptoms and remedies.
Water pump leaks
• Pump has a worn shaft and/or seal.
• Bad gasket.
• Broken pump impeller.
Replace the seals and gaskets or replace the pump.
Water pump making noise
• Worn pump shaft or bearings loose or worn.
• Pump impeller broken.
• Loose fan belt.
• Bent or broken fan blade.
• Fan hitting engine or shroud.
Engine runs cold, emits excessive blue/white
exhaust smoke or idles roughly
• Contaminated fuel.
• Autochoke malfunctioning - gas model only.
• Fouled spark plugs.
• Coolant temperature below normal due to incorrect
or defective thermostat; replace the thermostat.
• Defective temperature sender or indicator light;
check and replace if necessary.
Oil in coolant or coolant in crankcase
• Leaking head gasket.
• Cylinder head bolts not tight.
• Cylinder head cracked.
• Engine cylinder block water jackets cracked.
Engine Cooling System Troubleshooting • 01-2-1
 Group 01, Engine Cooling System

Section 3

Engine Cooling System

Testing and Maintenance

! WARNING

2376150

The engine coolant fan, on all internal combustion engines, can cause
extensive injury and bodily harm. Keep hands, arms and clothing away
from a spinning fan. Also, don’t stand in line with a spinning fan.

SM 1044 Engine Cooling System • 01-3-1


! CAUTION
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
• Put upright in vertical position and fully
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key.
• Apply the parking brake and block the
wheels.
Engine Coolant Level Check
! CAUTION
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety
practice to use a shop cloth over the cap as
shown if there is any possibility of pressure
being present. Turn cap to the first stop and
note if any steam is released. When you are
sure all pressure has been released, press
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia-
tor opening; hot coolant can splash out.
Steam or hot coolant can cause severe burns.
Failure to follow these instructions could
result in serious personal injury and/or dam-
age to the cooling system or engine.
Heated coolant expands and is driven from the radiator
into the reservoir. The engine must be cooled for at least 4
hours before the coolant will flow back to the radiator. To
check the coolant levels in the engine:
SM 1044
Group 01, Engine Cooling System
1. Park the truck as described in “Safe Parking.”
2. Open the engine cover and check the coolant level in
the reservoir:
• When at operating temperature, the coolant level
must be within the hot range mark.
• When cold, the coolant level must be within the
cold range mark.
Hot range mark
Cold range mark
3. Remove the radiator cover. See Group 38 for instruc-
tions.
4. Use a rag to cover the radiator cap and turn to the
first stop to release any steam. Let all pressure and
steam run out of the radiator before removing the
cap.
5. Check the coolant level in the radiator; coolant level
should be to the bottom of the filler neck opening.
6. Fill the reservoir and radiator to the correct level of
coolant and close tightly.
IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
The cooling system should be filled at all times with a
50% water and 50% ethylene glycol, permanent-type anti-
freeze solution containing rust and corrosion inhibitors.
Plain water may be used in an emergency, but should be
replaced with specified coolant as soon as possible to
avoid damage to the system or engine. When only water is
used in the system, do not let the engine run hot.
NOTE
Do not use alcohol or methanol antifreeze.
Add coolant as required. If frequent refilling or as much
as a quart is required at one time, inspect cooling system
for leaks.
Testing and Maintenance • 01-3-2

Adding Coolant
1. The coolant level should be at the cold mark on the
coolant reservoir when the engine is cold.
NOTE
Fork lift truck applications require also
checking the coolant level directly in the
radiator. Lift truck radiators will plug up
and overheat which forces coolant into the
overflow bottle and on out at the vent. This
results in a low coolant level which may cause
overheating.
2. Coolant level in the radiator should be checked daily
(or before each shift of operation) to make sure the
radiator is full at all times. Radiator is full when
coolant level is at the bottom edge of the filler neck
opening.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released.
3. If the cooling system requires the addition of a large
quantity of coolant and the engine has been overheat-
ing, perform the following cooling system inspec-
tion.
Cooling System Inspection
1. Check water pump, thermostat, radiator, and all
plumbing for leaks.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
2. Remove the radiator cap. See CAUTION above.
3. Inspect the condition of the coolant. Look for exces-
sive contamination, rust, oiliness, or gummy deposits
in the coolant solution. The coolant should have a
clean appearance.
SM 1044
Group 01, Engine Cooling System
4. Check the planned maintenance time interval (oper-
ating hours), or the condition of the coolant to deter-
mine if it needs to be changed (drained and replaced).
5. Inspect the radiator cap. Check condition of the
upper and lower seals. Check the seal holder and
spring for correct movement and operation. The rub-
ber seal face should be clean and undamaged. Look
for nicks or cracks in the seals. Replace the cap if the
seal is defective. Cap should have a pressure rating of
90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
limits. See “Cooling System Tests” in this Section
for procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
the radiator filler neck. Look for nicks, deep
scratches, or damage which may cause radiator cap
leakage.
7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
any contaminants that can cause restriction. Replace
the tubing if it is faulty.
8. Inspect and clean the overflow bottle (reservoir) as
needed.
9. Inspect the inlet and outlet hoses for damage, cracks,
wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
10. Use a coolant tester to test the low temperature pro-
tection level (the proportion of ethylene glycol to
water) of the coolant solution. Add coolant solution
(antifreeze or water) to provide maximum protection
(50/50 mixture).
NOTE
A coolant solution containing 50% ethylene
glycol provides freezing protection to -37° C
(-34° F). Refer to Service Information Bulle-
tin, SI-01-207-78 for more information on the
use of antifreeze.
Testing and Maintenance • 01-3-3

11. If the engine has been requiring the addition of large
amounts of coolant:
• Inspect the radiator for blockage of air flow
through the fins. Air clean the radiator.
• Check the tailpipe. Be sure exhaust flow is not
blowing into the radiator. Make sure all baffles
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
backward. The coined imprinting on the fan
blades should be facing the engine for correct
operation.
• Check engine oil to see if it contains coolant.
• Check the radiator cap to see that it has the cor-
rect rating.
• Pressure test the radiator and cooling system.
See “Cooling System Tests” in this Section for
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
Cooling System Tests
If the need is indicated for further maintenance and testing
of the cooling system, check for both external and internal
leaks in the cooling system with an accurate pressure
pump and gauge tester.
Testing the Radiator Cap
1. Pressure test the radiator cap to determine if it is
holding the correct pressure. Wash the cap in clean
water to remove any dirt or scale from the valve seal-
ing surfaces. Wet the rubber sealing surface and
install the cap tightly on the tester. Pressurize the tes-
ter and radiator cap.
SM 1044
Group 01, Engine Cooling System
2. The gauge pressure reading should hold within the
specified limits of the cap relief pressure. Cap should
have a pressure rating of 96 kPa (14 psi) nominal and
83-109 kPa (12-16 psi) limits. If the test relief pres-
sure either exceeds or is below the specified limits,
replace the cap with a new Clark part.
Testing Radiator and Cooling System
1. Pressure test the radiator and cooling system to deter-
mine if it will hold the correct pressure without leaks
or failure. Wet the rubber sealing surfaces and install
the tester cap tightly on the radiator fill neck. Apply
pressure to the cooling system equal to the radiator
cap specified relief pressure of 90 kPa (13 psi) nomi-
nal and 83-109 kPa (12-16 psi) limits.
2. Observe the gauge reading for approximately two
minutes. The pressure should not drop during this
time. If pressure drops, check for leaks in the radia-
tor, hoses, connections, and the engine components.
Testing the Thermostat
1. Remove and test the engine thermostat to determine
if it closes correctly and opens at the correct tempera-
ture:
• Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
• Fully open at 95°C (203°F).
Testing and Maintenance • 01-3-4

2. Fully immerse the thermostat in a pan of water. Heat
the pan slowly while stirring the water to produce an
even temperature. Use a thermometer to measure the
temperature at which the thermostat valve cracks
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo-
stat.
3. Replace the thermostat even if a slight opening of the
valve at normal temperature is found or if its appear-
ance shows any breakage. If the sensing part is dam-
aged, the thermostat valve will remain closed.
Engine Coolant Change
NOTE
Drain and replace the engine coolant after
2000 hours of operation or once a year. Sys-
tem coolant capacities are listed in Section 1.
Draining the coolant
! CAUTION
The coolant may be hot. Use caution and avoid
contact when working with the coolant.
IMPORTANT
The following instructions pertain to draining
the engine block only. If the coolant is to be
changed, the radiator should also be drained.
Refer to the OEM instructions for draining the
radiator.
IMPORTANT
Use only 50/50 mix of Boron-free antifreeze
with distilled water. Do not add plain water.
Replace coolant per the recommended schedule.
SM 1044
Group 01, Engine Cooling System
IMPORTANT
Only replace coolant with same color originally
included or shipped with the engine. Do not mix
coolant.
IMPORTANT
The manufacturers of the engine and fuel sys-
tem do not recommend the use of “stop leak”
additives to repair leaks in the cooling system. If
leaks are present the radiator should be
removed and repaired or replaced.
Procedure
1. Disconnect Negative battery cable.
2. Locate the drain plug on the right side of the engine.
Refer to the illustration below.
Side of the engine showing the
location of engine block drain plug.
3. Set up a catch basin and remove the drain plug.
4. Drain the coolant. If necessary, lift any flexible cool-
ant hoses to drain trapped coolant into the block.
5. Once the coolant has been drained, apply Loctite ®
567 to the drain plug, reinstall and torque until tight.
Dispose of the old coolant in a proper manner.
6. Refill coolant using a 50/50 mix of Boron-free anti-
freeze with distilled water.
7. Reconnect negative battery cable.
8. Start engine and verify engine is in closed loop and
no MIL light is present.
9. Run engine until it reaches normal operating temper-
ature and check for coolant leaks.
10. Turn off engine and allow to cool. Top off coolant in
the radiator and/or coolant recovery tank as neces-
sary.
Testing and Maintenance • 01-3-5

Cleaning and Flushing Cooling System
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
oil in the system, determine the cause of the
contamination and make sure to clean and
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
1. Close coolant drain valve in the engine block.
2. Fill cooling system and perform the cleaning and
flushing operation according to the manufacturer’s
instructions.
3. Drain the system completely again using the steps
from “Draining Radiator and Cooling System.”
4. Remove the drain pan.
IMPORTANT
Dispose of the fluid in accordance with the
manufacturer’s and state and local regula-
tions.
Filling Cooling System
With the cooling system drained, the following procedure
should be used to insure complete fill:
1. Close coolant drain valve in engine block.
2. Fill the radiator to the bottom of the filler neck with
new coolant (50% water and 50% ethylene glycol,
permanent-type antifreeze solution containing rust
and corrosion inhibitors).
3. Install radiator cap securely.
SM 1044
Group 01, Engine Cooling System
4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
Hot range mark
Cold range mark
5. Start and run the engine until the radiator upper hose
is warm, indicating the thermostat is open and cool-
ant is circulating through the system. Check for leaks
at hose connections and engine drain valve.
6. Turn engine off and check coolant level in radiator
again. Add coolant as required to fill to bottom of
filler neck.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released.
7. Check coolant level in reservoir again. Add coolant
as required to fill to the Cold Mark on the bottle.
NOTE
To cycle coolant from the recovery bottle into
the radiator, run the engine until it reaches
operating temperature, then stop the engine.
Check coolant level in the coolant recovery
bottle once the engine is again cold.
Again inspect cooling system hoses, connections and
components for any leaks that may have developed when
system was fully pressurized.
Testing and Maintenance • 01-3-6
 Group 01, Engine Cooling System

Section 4

Radiator Removal and Replacemant

SM 1044 Radiator Removal and Replacemant • 01-4-1

 Group 01, Engine Cooling System

! CAUTION
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
• Put upright in the vertical position and fully
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key.
• Apply the parking brake and block the
wheels.

Radiator Removal
The radiators on the cushion, pneumatic trucks are differ-
ent from each other. However, procedures for removing
the radiator for service are basically the same. Any differ-
ences in the service procedures will be noted in the
instructions. The radiator and oil cooler are separate. See
Group 6 for transaxle oil-cooler removal.
NOTE
Servicing radiators is not covered in this
manual and radiator repair shops should be
consulted for service and repair of defective
radiators.

1. Do not attempt to remove the radiator when the

engine is hot. Wait until the system has entirely
cooled down.

! CAUTION
Use extreme care when removing the cap
from the radiator. When removing the radia-
tor cap, use a rag over the cap. Turn cap to
the first stop and allow all pressure and
steam to be released.

2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operator’s seat deck.
3. Remove the radiator cover and operator’s seat deck.
See Group 38 for procedures.
4. Drain the radiator/engine coolant as described in
Section 3.
5. Refer to the cooling system diagram (Next pages) for
removing the radiators from the engine.

SM 1044 Radiator Removal and Replacemant • 01-4-2

 Group 01, Engine Cooling System

Cooling system : Ford LPG Pneumatic

Radiator hose
(Engine Out)
Bolt Engine
Torque:8-10 Nm
(5.9-7.4 lbf·ft) Radiator

Shroud

Capscrew
Torque:20-25 Nm
(14.8-18.4 lbf·ft)

Capscrew
Torque:20-25 Nm
(14.8-18.4 lbf·ft)

Capscrew
Torque:40-45 Nm
(30-33 lbf·ft)

Fan spacer
Fan

Fan guard
Radiator
bracket
Hose clamp
Torque:3-4 Nm(2.2-3.0 lbf·ft)

Engine
Radiator hose(Engine In)
Reservoir
Radiator screen
bottle

Shroud

[SI-52612C]

SM 1044 Radiator Removal and Replacemant • 01-4-3

 Group 01, Engine Cooling System

Cooling system : Ford LPG Cushion

Capscrew
Radiator upper Torque:20-25 Nm
bracket (14.8-18.4 lbf·ft)
Engine
Hose clamp
Torque:3-4 Nm
(2.2-3.0 lbf·ft)
Radiator Radiator hose
(Engine Out)

Capscrew
Torque:20-25 Nm
(14.8-18.4 lbf·ft)

Fan guard

Shroud
Fan
Fan spacer
Capscrew
Torque:20-25 Nm
(14.8-18.4 lbf·ft)

Radiator mounting Engine

cushion

Reservoir
bottle Radiator hose(Engine In)

Torque:3-4 Nm
(2.2-3.0 lbf·ft) Radiator screen

Shroud

[SI-52614C]

SM 1044 Radiator Removal and Replacemant • 01-4-4

 Group 01, Engine Cooling System

Radiator Replacement
The radiators for the various truck models have their hose
ports located at different positions. However, replacement
procedures are the same for each of the radiators.
1. Fit the radiator cushion brackets onto the lower cor-
ners of the radiator.
2. Slip the radiator between the mounting pylons. Make
sure the radiator is completely seated.
3. Refer to the cooling system diagram for install the
radiators from the engine.

SM 1044 Radiator Removal and Replacemant • 01-4-5

 GROUP 03

GROUP 03

INTAKE AND EXHAUST SYSTEM

Intake and Exhaust Systems

Specification and Description .................. Section 1

Intake and Exhaust Systems

Troubleshooting ........................................ Section 2

Intake System Service .............................. Section 3

Exhaust Systems ....................................... Section 4

SM 1044 Group 03, Intake And Exhaust System

 Group 03, Intake and Exhaust System

Section 1

Intake and Exhaust Systems

Specifications and Description

Specifications
Air Cleaner Type: Canister style with replaceable paper
element and air-restriction indicator.
Service Intervals
Air Cleaner (Filter) Replacement:
• Gas/LPG trucks, replace every 2000 hours
Description
The reason for providing an air cleaner for the engine is to
protect the engine from abrasive dust and dirt entering the
cylinders and causing excessive wear. Industrial truck
operating environments can contain a high concentration
of dust, fibers, or other contaminants. Dirty filter elements
or loose, leaking, or broken hoses or clamps can dramati-
cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.

IMPORTANT
Filter replacement intervals also depend on
operating conditions. The filter canister and
element should be check visually at regular
intervals to check for leaks, holes, or other
conditions that will affect the air restriction
indicator. Air cleaner should be serviced
when the air restriction indicator shows ser-
vice is required.
An optional safety element is also available
which fits inside the standard element. If the
optional element becomes dirty, the standard
element is also bad and both inner (optional
element) and outer (standard element)
should be changed.
Air Hoses and Clamps Inspection: Every 50-250 hours or
each PM.
Exhaust Pipe and Muffler Inspection: Every 50-250 hours
or each PM.
The air cleaner used on the truck is a canister style filter
with a large centrifugal air pre-filter and a larger filter ele-
ment to increase service intervals. A dirt ejector port of
the bottom of the canister allows particles to be expelled
from, rather than trapped in, the filter. Some trucks are
equipped with an “air restriction indicator” that warns the
driver of dirty and restricted air intake. The air cleaner
should only be serviced when the air restriction indicator
shows service is required or every 2000 hours. However,
the system components should be visually checked regu-
larly for leaks, holes, or other damage that could affect the
readings of the air restriction indicator. The air restriction
indicator light is in the driver’s instrument pod.
The air filter assembly includes intake and outflow hoses,
the filter cannister, the filter element, the air restriction
indicator, the dirt ejector, and a mounting clamp. The air
intake opening is located in a leg of the operator’s cell,
high enough above the ground to prevent excessive dust
and dirt from entering the system. The intake hose is con-
nected to the electronic throttle body. The mounting
bracket for the canister is under the seat deck to the
driver’s left and is easy to reach for service.

SM 1044 Intake and Exhaust Systems Specifications and Description • 03-1-1

 Group 03, Intake and Exhaust System

Section 2

Intake System Troubleshooting

Dirty or restricted air induction components can cause If any of these problems occur with the truck, the air filter
several problems with your truck’s operation. Regular may be clogged or the air intake system is restricted. Ser-
maintenance and service of the filter element and related vice the entire system to make sure that air flow is clean
components can prevent problems with your truck. The and unrestricted. Change the filter element and check all
air restriction indicator also automatically gauges the air hoses, tubing, and the filter canister for tight fittings. Look
induction system performance and can warn you when at all connections for fan-shaped dust deposits that indi-
problems arise. The air restriction indicator switch is a cate possible air leaks. Check all hoses for proper seating
mechanical control mounted on the air filter canister. The and look for cracks or damage. Make sure all hose clamps
switch monitors the vacuum present in the system and are properly torqued.
determines when the air flow is not adequate; either a
clogged air intake or dirty filter element prevents the full,
required amount of air from reaching the engine.
Clogged air filters may cause the following symptoms :
• Engine starts but does not remain running.
• Engine lacks power.
• Excessive black exhaust smoke.
• Fuel or oil leaking from exhaust manifold.
• Excessive fuel consumption.
• Low compression.

SM 1044 Intake System Troubleshooting • 03-2-1

 Group 03, Intake and Exhaust System

Section 3

Intake System Service

Use the illustrations on the following pages to service the NOTE

intake system, including changing the air filter element. Do not try to air clean and blow out the filter.
NOTE Filter is further clogged by air cleaning.
Always replace with a new filter element.
The air restriction indicator gauges vacuum
present in the system. For gas/LPG engines,
6. Reseat the canister cover, making sure that it fits
the filter should be replaced every 2000
tightly around the canister.
hours. Regularly check the system compo-
nents, however, to check for leaks, holes, or 7. Close and latch the canister cover clamps.
other damage that could affect the air
8. Close and latch the seat deck.
restriction indicator.

Air Cleaner Removal

! CAUTION
1. Remove the two bolts that mount the canister to the
SAFE PARKING. Before working on truck:
frame.
1. Park truck on a hard, level, and solid
2. Loosen the clamp and remove the hose from the
surface, such as a concrete floor with no
engine air horn. On LPG engines, hose is connected
gaps or breaks.
directly to the carburetor.
2. Put upright in vertical position and fully
3. Remove the hose from the leg of the overhead guard
lower the forks or attachment.
cell.
3. Put all controls in neutral. Turn key
4. Remove the air cleaner canister and hosing from the
switch OFF and remove key.
truck.
4. Apply the parking brake and block the
wheels.
Air Cleaner Replacement
Air Filter Replacement Installation is the reverse order of removal.

1. Tilt the steering column forward and raise the seat

deck. The air filter canister is located to the left of the
driver’s seat.
2. Inspect the components and look for fan-shaped dust
accumulation at all hose connections. Clean compo-
nents of dust, dirt, and other contaminants that might
enter the system on disassembly.
3. Remove the canister cover clamps and remove the
filter element.
4. Clean the inside of the air filter canister.
5. Install the new filter element. Be sure that the filter
element is fully seated in the canister.

SM 1044 Intake System Service • 03-3-1

 Group 03, Intake and Exhaust System

Intake system installation

Indicator service

Air cleaner

Hose clamps have

to be assembled
as shown direction

Intake Blow by
tube hose

Intake hose

Porous duct Connector

Hose Clamp
Torque: 3-4 Nm
(2.2-3.0 lbf½ft)

Air cleaner bracket

Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)

[SI-52613C]

SM 1044 Intake System Service • 03-3-2

 Group 03, Intake and Exhaust System

Section 4

Exhaust Systems

! CAUTION
SAFE PARKING. Before working on
truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with
no gaps or breaks.
2. Put upright in vertical position and
fully lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

SM 1044 Exhaust Systems • 03-4-1

 Group 03, Intake and Exhaust System

Exhaust System - Horizontal System (Pneumatic)

O2 Sensor
This part is supplied with
engine as a loose part.
Capscrew
Torque: 40-45 Nm(30-33 lbf·ft)
Tail Pipe (Tier 4)
Tail Pipe
(Non Tier)
Engine

DETAIL “A”
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf·ft)

Muffler(Tier 4)

Exhaust Pipe
Muffler
(Non Tier)
This part is supplied with
engine as a loose part.
CTWT

Torque: 40-45 Nm
(30-33 lbf·ft)

Rear frame assy

OHG & Cabin rear leg

O2 Sensor assy
This part is supplied with
engine as a loose part.

Engine
harness

[SI-52592B]

SM 1044 Exhaust Systems • 03-4-2

 Group 03, Intake and Exhaust System

Exhaust System - Vertical System (Pneumatic)

Vertical Pipe(Non Tier)

Vertical Pipe (Tier 4)

Engine
O2 Sensor
DETAIL “A”
Capscrew
OHG & Cabin Torque: 40-45 Nm
rear leg (30-33 lbf·ft)

Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf·ft)

Muffler
(Non Tier)

Muffler(Tier 4)
Exhaust Pipe

Nut
Torque: 40-45 Nm
(30-33 lbf·ft)

Rear frame assy

CTWT

O2 Sensor assy
This part is supplied with
engine as a loose part.

Engine
harness
[SI-52593B]

SM 1044 Exhaust Systems • 03-4-3

 Group 03, Intake and Exhaust System

Exhaust System - Horizontal System (Cushion)

Bolt
Torque: 20-25 Nm
(14.8-18.4 lbf·ft)
Engine

Muffler(Tier 4)

Muffler
(Non Tier)

O2 Sensor

Capscrew
Torque: 40-45 Nm
(30-33 lbf·ft)
DETAIL “A”

Exhaust Pipe
Tail Pipe
(Tier 4)
Nut
Torque: 40-45 Nm
(30-33 lbf·ft)
Tail Pipe
(Non Tier)

Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf·ft)

O2 Sensor assy
This part is supplied
with engine as a
loose part.
Frame

OHG & Cabin rear leg

Engine
harness

[SI-52594B]

SM 1044 Exhaust Systems • 03-4-4

 GROUP 06

GROUP 06

TRANSAXLE

(TA-30 TRANSAXLE)

Transaxle Specifications and Description ... Section 1

Transaxle Troubleshooting ...........................Section 2

Transaxle Oil and Filter ................................Section 3

Transaxle Oil Cooler ..................................... Section 4

Transaxle Removal and Replacement ......... Section 5

Transaxle Overhaul ...................................... Section 6

Drive Axle Ends Overhaul ............................ Section 7

Transaxle Control Valve Overhaul ............. Section 8

SM 1044 Group 06, Transaxle

 Group 06, Transaxle

Section 1

Transaxle Specifications and Description

Transaxle Installation

Torque: 68-79 Nm(50-58 lbf·ft)

Torque: 90-110 Nm
(66-81 lbf·ft)

Torque: 68-79 Nm(50-58 lbf·ft)

[SI-52623A]

SM 1044 Transaxle Specifications and Description • 06-1-1

 ,!

&H& return all controls to neutral, and disengage

the parking brake.

&H&
>Z
• Model: CLARK TA-30 Transaxle
• No. Ratios: 1-speed, forward and reverse
• Transaxle Ratio Forward: 15.78
• Transaxle Ratio Reverse: 16.06
• Ring & Pinion Gear Type: Spiral Bevel
• Ring Gear Backlash: 0.20-0.28 mm
(0.008-0.011 in).
• Differential Type: 2-pinion
• Differential bearing preload: 0.075 mm
(0.003 in) deflection of each carrier ear
• Service Brake Size: 310 x 60 mm (12.2 x 2.36 in)
• Torque Converter Size: 310 mm (12.20 in)/
280 mm(11 in)
• Torque Converter Stall Ratio: 3.9/3.3
• Hydraulic Pump Drive Ratio: 1.029 x engine rpm
• Dry Weight: 390 kg (858 lb)
• Fluid Capacity 18.5 L (19.5 quarts)
• Transaxle Fluid (Oil): CLARK # 2776236
• Axle Shaft-to-Axle Assembly Mounting Bolts:
90-110 Nm (66-81 lbf-ft)
• Axle-to-Frame Mounting Bolts:
450-500 Nm (332-369 lbf-ft)
• Breather: 34-40 Nm (25-30 lbf-ft)
• Clutch Lube Tube Fittings: 73-90 Nm
(54-66 lbf-ft).
• Clutch Pressure Tube Fittings: Tube end:
33-42 Nm (24-31 lbf-ft) ;
Boss end: 42-53 Nm (31-39 lbf-ft)
• Control Valve Mounting Bolts: 22-27 Nm
(16-20 lbf-ft)
• Differential Pinion Shaft Nut: 270-340 Nm
(200-250 lbf-ft)
• Drain Plug: 171-209 Nm (126-154 lbf-ft)
• Drive Plate Mounting Bolts: 37-45 Nm
(27-33 lbf-ft)
• Engine-to-Transaxle Housing Mounting Bolts:
40-45 Nm (30-33 lbf-ft)
• Solenoid Valves: Valve body: 30.5-37 Nm
=&H& (22.5-27.5 lbf-ft) ; Coil nut: 5.5-7 Nm (4-5 lbf-ft)
• Charge Pump Flow: 10 gpm (37.8 L/min) @ • Stator Support Capscrews: 54-64 Nm
1800 rpm (40-48 lbf-ft).
• Regulator Valve Pressure: 190-245 psi @ • Transaxle Oil Cooling Lines: Tighten fittings
1800 rpm hand-tight and turn with a wrench 1.5 to 3 full
turns
• Clutch Pressure (Forward/Reverse): 180 psi
(1240 kPa) @idle rpm • Transaxle Temperature Sensor: 45-55 Nm
(33-40 lbf-ft)
• Cooler Return Pressure: 50-125 psi (345-862 kPa)
@ 1800 rpm • Transaxle Case-to-Axle & -Convertor Housings
Mounting Bolts: 68-79 Nm (50-58 lbf-ft)
XV
1. All rpm’s noted are engine speed. 
2. All clutch pressures are at engine idle
speed with clutch engaged.
3. Oil at operating temperature (82-93 °C)
180-200 °F
! 9%VX
Before checking clutch pressures, park
safely, chock the steer wheels, raise the front
of the truck, block the truck by the frame,
@&%@
• Replace transaxle oil every 2000 operating hours.
• Remove and clean the transaxle sump oil strainer
screen each time the transaxle fluid is changed.
• Replace the transaxle oil filter every 3 months or
500 operating hours, whichever comes first.
%/=VW9X
When the transaxle is new or rebuilt, change
the oil filter after the first 50 hours and again
after 500 operating hours.

/ !&H&U&JKK

 ,!

G&

Control valve
Hydraulic pump
Oil filter

Solenoid valve

Pressure tube Inching rod

Lube tube

To/From oil cooler

Oil dipstick tube

Temperature sensor
Oil drain plug and screen

Figure 1. Locations

/ !&H&U&JKK

 Group 06, Transaxle

Axle housing

Transaxle housing

Converter housing

Torque converter

Figure 2. Transaxle Housings

Description

Torque Converter
The torque converter provides a fluid coupling between
the engine and transaxle. The converter is filled with
transaxle fluid and encases an impeller, a stator, and a tur-
bine.
The fan-like impeller—assisted by the stator—drives the
fluid; the turbine is driven by the fluid. The impeller is
connected to the engine flywheel by the drive plate; the
turbine is splined to the clutch shaft. The stator is splined
to the stator support, which bolts to the converter housing.
The torque converter is not serviceable and must be
replaced as a unit.

Figure 3. Torque Converter

SM 1044 Transaxle Specifications and Description • 06-1-4

 ,!



=
The transaxle charging pump (Figure 4) is mounted on the
converter housing and is driven by the impeller hub gear
via the pump idler gear. The pump provides pressure for
operating the clutch packs, supplies cooled oil to the
torque converter, pressurizes the oil in the torque con-
verter to prevent cavitation, and circulates oil for cooling
and lubricating the transaxle. The truck’s hydraulic sys-
tem pump is in the same housing with the charging pump.
(See Group 29 for pump details.)
clutch assembly, driven by the torque converter turbine,
can rotate over the hubs of the forward and reverse drive
gears without engaging them. However, when the inner
and outer discs are pressed together, the outer discs drive
the inner discs, which in turn drive either the forward or
reverse drive gear. The forward drive gear directly drives
the power output gear (Figure 7) mounted on the differen-
tial pinion shaft. The reverse drive gear drives the power
output gear via the reverse idler shaft gears.

! ?@

The transaxle case (Figure 5) contains the clutch assem-
bly, forward/reverse drive gears, a reverse idler gear, and
a power output gear (Figure 7) that drives the differential
drive pinion.
The differential pinion gear shaft (Figure 7) is mounted in
tapered roller bearings at both ends in the transaxle case
and can be adjusted for mounting distance, as well as ring
and pinion gear contact.
>+$W@&=&#
The clutch assembly contains two clutch packs. Each
clutch pack (Figure 6) contains alternating outer and inner
discs and a piston to press the discs together. The outer
discs have tangs on their outer diameters that mesh with
the (forward or reverse) clutch drum. The inner discs have
splines on their inner diameters that mesh with the (for-
ward or reverse) drive gear. The outer discs and entire
Solenoid-operated direction control valves (Figure 5) are
mounted on the transaxle case. They switch flow to the
forward or reverse clutch pack, or neither, in response to
an electrical signal from the operator’s direction control
lever.
!?@
The transaxle control valve (Figure 4) is mounted on the
converter housing. The valve directs flow for lubrication
and clutch pack actuation. The assembly contains an inch-
ing valve that controls the amount of pressure delivered to
the clutch pack discs and, thus, the extent of slippage
through the clutch. All components within the valve
assembly are described under “Operation” later in this
Section. The transaxle oil filter mounts to the transaxle
control valve.

Pump drive gear

Transaxle
Converter charging pump
housing
Main
Pump hydraulic
idler gear system
pump
Stator
support
Impeller
hub gear
Transaxle control
valve

Figure 4. Components on Converter Housing

/ !&H&U&JKKI

 ,!

Forward clutch
Reverse clutch Solenoid valves

Clutch assembly

Inner disc
Outer steel plate

Drive gear, reverse

Reverse idle shaft

Figure 5. Transaxle Components

Piston
Figure 6. Clutch Components, Reverse Gear

UHH
The differential (Figure 7) is mounted on the transaxle
case. The pinion on the transaxle output shaft drives a ring
gear bolted to the differential case. The differential case is
supported by opposed tapered roller bearings mounted in
the transaxle case. The differential bearing preload and
ring gear clearance (backlash) is maintained by adjust-
ment nuts on the differential bearing carriers.

Pinion
Power output
gear
Differential

Adjustment nut
Ring gear

Figure 7. Differential Components

/ !&H&U&JKK

 ,!

U@9!
The axle housing (Figure 8) encloses the differential and
contains the axle shafts . The axle shaft ends spline into
the differential side gears (Figure 9). The rotation of the
differential case drives the differential side gears and pin-
ions, which drives the two axle shafts at the differential
rate needed for cornering.
The axle shafts drive hub assemblies mounted at the ends
of the axle housing on opposed tapered roller bearings. A
brake shoe assembly is mounted behind each hub on the
axle end and acts on a brake drum that bolts to and
encloses the hub.

Axle housing
Brake assembly

Hub Bearing

Axle shaft

Bearing

Brake drum

Figure 8. Drive Axle Components

Differential
case

Side
gear

Axle shaft

Pinion

Figure 9. Axle Shaft and Differential

/ !&H&U&JKKh

 ,!

V
Transaxle operation is controlled by the transaxle control
valve (Figures 10 and 11).
The sequence of operation and the elements of the direc-
tion control valve shown below are described in the text
and schematic on the next two pages.

Inching spool Inching balance Inching rod

spring

Inching return springs

Modulator spool Cooler bypass

spool

Lube relief spool

Accumulator
spool

Oil filter Filter bypass spool Regulator

spool

Figure 10. Transaxle Control Valve

/ !&H&U&JKK*

 ,!

Oil from the charging pump enters the transaxle control Cooling/Lube Circuit:
valve through an internal passage. Then it flows through
Flow from the filter passes through a cooler relief valve
the filter (or if the filter is clogged, through a bypass to the
that enables oil to bypass the cooling system if clogged,
cooling/lubrication circuit) and to the pressure regulator,
then exits the transaxle valve assembly and goes to the oil
which maintains pressure for the clutch actuation circuit,
cooler. The lube relief valve maintains pressure in the
and passes a large volume of flow to the cooling/lubrica-
cooling/lubrication circuit to a set pressure.
tion circuit. The clutch actuation circuit and the cooling/
lubrication circuit are best described separately: Cooled oil returns to the transaxle control valve, where it
is directed through the external lube tube, to the end of the
Clutch Actuation Circuit:
clutch shaft. Bores through the length of the clutch shaft
Flow from the filter then goes through the inching valve, conduct oil to the torque converter for driving the turbine
exits the transaxle control valve assembly, goes through and to the clutch packs and various bearings for lubrica-
the external pressure tube, and then to the solenoid valves. tion.
A small amount of flow through inching valve also goes
The priority lube sleeve on the clutch shaft moves with the
through the modulating valve to sump.
clutch piston to increase lube oil flow to clutch discs that
If one of the solenoid valves is open, it conducts oil to the are engaging.
corresponding clutch piston through a path that includes a
From the clutch packs and torque converter, the oil drains
bore in the oil distributor sleeve, a groove in the clutch
back to the sump (transaxle and axle housings).
shaft, and a bore in the clutch shaft that leads to the clutch
cylinder.
Fluid entering the clutch cylinder moves the piston, which
presses the clutch discs together. As the piston reaches its
end of travel, pressure builds in the circuit, but is limited
to a maximum level by the pressure regulating valve.
As the operator depresses the inching pedal, a variable
orifice in the inching valve drops pressure downstream of
the inching valve. This reduces pressure on the clutch pis-
ton accordingly, which lets the discs slip.
When the operator puts the truck in neutral, shifts to the
opposite direction, or turns off the truck, the open sole-
noid valve closes and springs return the clutch piston,
which releases the clutch discs and forces oil back through
the solenoid valve to sump.
When the inching valve relieves pressure, oil displaced by
the returning piston goes to sump through the modulating
valve.
The modulating valve and accumulator work together to
absorb shock caused by direction changes and to smooth
clutch application.

/ !&H&U&JKK;

SM 1044
COOLER RELIEF
VALVE
CLUTCH COOLER
CONVERTER
LUBE

INCHING
PADAL
CONTROL
VALVE BLOCK

LUBE RELIEF

Figure 11
ACUMMULATOR

PRESSURE INCHING VALVE

REGULATING VALVE

FILTER ASSEMBLY

MODULATING
VALVE

SUCTION
SCREEN

FULL FLOW FULL FLOW

SOLENOIDS SOLENOIDS
REV FND
Transaxle Hydraulic Schematic

CLUTCH PACK ASSEMBLY

Group 06, Transaxle

Transaxle Specifications and Description • 06-1-10

 Group 06, Transaxle

Sectional View Along Turbine Shaft

Figure 12

SM 1044 Transaxle Specifications and Description • 06-1-11

 Group 06, Transaxle

Sectional View Along Drive Axle

Figure 13

SM 1044 Transaxle Specifications and Description • 06-1-12

 ,!

&

!Y

Y
&Z
The following information serves as an aid to isolating
problems in a transaxle that is not functioning correctly.
When troubleshooting a “transaxle” problem, keep in
mind that the transaxle is only the central unit of a group
of related power train components. Proper operation of
the transaxle depends on the condition and correct func-
tioning of the other related components. Therefore, to
properly diagnose a suspected problem in the transaxle,
consider the transaxle fluid, charging pump, torque con-
verter, transaxle assembly, oil cooler, filter, connecting
lines, controls, and engine as a complete system.
To identify and correct a transaxle fault, consider the prin-
ciples of operation, as given in Section 1, along with
symptoms and causes indicated on the next page.
Verification of the suspected problems usually requires
performing the stall checks, pressure checks or solenoid
electrical checks described later in this Section. Inspection
and overhaul of the suspect components is described in
various locations within this Group.

/ !Y JKK


Symptoms and Causes
The following lists typical transaxle troubles and possible
causes.
Truck Won’t Move in Either Direction
• Low or no clutch pressure. (See below.)
• Parking brake on.
• Pressure regulating valve stuck open.
• Inching valve stuck.
• Modulating valve stuck or plugged.
• No current to solenoid valves.
• Solenoid valves stuck.
• Broken inching return springs.
• Broken inching balance spring.
• Clutch disc faces severely worn or glazed.
Truck Moves only in Forward or only in Reverse
• No current to solenoid valve.
• Solenoid valve stuck closed.
Truck Moves in Forward or Reverse while in
Neutral
• Solenoid switched on due to electrical fault.
• Solenoid valve stuck open.
• Clutch disc burned and engaged.
Clutch Slips When Not Inching
• Low clutch pressure. See “Low or No Clutch Pres-
sure.”
• Brake/inching pedal overlap misadjusted
• Inching linkage or rod damaged or misadjusted.
• Clutch disc faces worn or glazed.
Truck Will Not Inch
• Inching valve sticking.
• Inching return springs damaged or incorrect (oppo-
site coiling).
• Inching balance spring damaged or incorrect
(opposite coiling).
• Excessive leakage between inching spool and
valve housing.
• Inching linkage damaged.
SM 1044
Group 06, Transaxle
Low or No Clutch Pressure
• Parking brake on.
• Low transaxle fluid level.
• Pressure regulating valve stuck.
• Inching valve stuck.
• Modulating valve stuck or plugged.
• Inching/brake pedal not returned to full up posi-
tion.
• Defective or worn charging pump.
• Broken or worn clutch shaft or piston sealing rings.
• No current to solenoid valves.
• Solenoid valves stuck.
High Clutch Pressure
• Faulty pressure regulating valve.
Low Cooler Return Pressure - Low Charging
Pump Output
• Low fluid level.
• Suction screen has restriction.
• Defective or worn charging pump.
Overheating
• Low fluid level.
• Worn charging pump.
• Worn oil sealing rings.
• Dirty oil cooler.
• Restriction in cooler line.
• Cooler bypass valve stuck open.
Noise In Converter
• Defective converter. Perform stall check.
Loss of Power
• Low engine rpm @ converter stall. Tune engine.
• Overheating - See “Overheating” above.
• Faulty converter. Perform stall check.
High Oil Level on Dipstick
• Plugged breather.
• Hydraulic pump seal failure.
Clutch Noise or Premature Failure
• Incorrect oil in transaxle.
Transaxle Troubleshooting • 06-2-2
 Group 06, Transaxle

Checks Solenoid Valve Electrical Checks

The following checks should be performed when indi-
cated by troubleshooting or at the specified PM intervals.
Fluid Level Check
Check fluid level as described in the “Transaxle Drain and
Fill” Section in this Group.
Fluid Leakage Checks
Check the fluid lines and fittings between the transaxle
and the cooler located beneath the radiator. If leakage can-
not be stopped by tightening a fitting, replace the defec-
tive parts.
The cooler can be further checked for leaks by disconnect-
ing the lines from the cooler and applying 5 psi air pres-
sure to the fittings. If the cooler is leaking and will not
hold this pressure, it must be replaced.
Inspect the transaxle drain plug. If the plug shows leak-
age, torque the plug 171-209 Nm (126-154 lbf-ft). If tight-
ening does not stop the leak, replace the plug O-ring.
To check the solenoids in the direction control valves,
operate the direction control with the truck running and
listen to or feel each solenoid to determine if it operates.
If either solenoid valve does not appear to be operating,
remove the leads from the valve and check that 12 volts
are present at the solenoid only when the truck is on, the
parking brake is off, and the appropriate direction is
selected at the shift lever. Also check that voltage drops to
0 when the lever is shifted to neutral or the opposite direc-
tion.
If this test or other troubleshooting indicates that a sole-
noid valve is not receiving electrical current or is activat-
ing at the wrong time, consult the wiring diagrams in
Group 14 and troubleshoot the direction control circuitry.
If the valve is receiving the correct electrical signal but
not operating, replace the valve.

IMPORTANT
This transaxle uses only CLARK # 2776236
transaxle fluid.

General Mechanical/Electrical Checks

Prior to performing pressure and stall tests, the following
mechanical checks should be made:
1. Be sure all control lever linkage is properly con-
nected and adjusted in each segment and at all con-
necting points.
2. Check wiring and electrical components that actuate
the transaxle.
3. Check the service brake and inching pedal for correct
adjustment and travel. Be sure the inching pedal
moves freely and returns fully.
4. Be sure all components of the cooling system are in
good condition and operating correctly. Air clean the
oil cooler if necessary.
5. The engine must be operating correctly. Be sure it is
correctly tuned and adjusted to the correct idle and
no-load governed speed specifications.

SM 1044 Transaxle Troubleshooting • 06-2-3


!=&#
Transaxle problems can be isolated by the use of pressure
tests.
When the stall test indicates slipping clutches, measure
clutch pack pressure to determine if the slippage is due to
low pressure or to clutch disc material failure.
Measure regulator pressure to help determine if low clutch
pressure is caused by a faulty pressure regulator, inching
valve, or charging pump.
Also refer to ”Symptoms and Causes” on page 2 of this
Section for other suggested causes of low clutch pack
pressure.
Measure cooler return pressure to determine if pressure in
the clutch lubrication circuit is sufficient and whether a
suspect converter is sufficiently charged (filled and pres-
surized). Cooler return pressure will also be low if regula-
tor pressure is low.
If clutch discs are glazed or otherwise failing, clutch over-
haul is needed to correct performance problem.
If the converter is damaged, converter replacement is
required to correct performance problem
,!
==&
1. Raise the front of the truck and block the steer
wheels as described in Group 22.
2. Return all controls to neutral and release the parking
brake.
3. Connect tachometer.
4. Remove plug or disconnect fitting, then connect
pressure gauge, or tee and pressure gauge, as indi-
cated in illustration below.
5. Operate engine at the specified rpm while taking the
pressure readings indicated in illustration below.
Make a record of each pressure reading for your ref-
erence.
6. When each pressure check is completed, stop the
engine, remove pressure gauge, and reinstall plug or
fitting(s).
%/=VW9X
Do not apply the inching pedal while making
clutch pressure checks. Apply the inching
pedal only when making inching control
pressure test .
Do not apply parking brake when making
/WZ pressure checks. The parking brake turns off
the solenoid valves.
• Hydraulic transaxle test manifold, or conventional
pressure gauge with 0-300 psi (0-2070 kPa) pres-
sure range, with hose and fittings.
• Tachometer

=
Preliminary checks and stall rpm test must be completed
prior to pressure checks.

%/=VW9X
Be sure that transaxle fluid level is correct
and oil warmed to operating temperature
and that all mechanical checks have been
completed.

/ !Y JKK

 Group 06, Transaxle

Regulator Pressure: 1310-1690 kPa (190-245 psi) @

1800 rpm. Put direction control in neutral. Connect
gage to test port.

P
Regulator pressure

P P

Forward Clutch Pressure: 1240 kPa (180 psi), mini-

Cooler Return Pressure: 345-862 kPa (50-125 psi)
mum, @ 1800 rpm; Place direction control in forward.
@ 1800 rpm. Put direction control in neutral. Splice
Connect gauge to test port.
gauge into line with tee.
Reverse Clutch Pressure: 1240 kPa (180 psi), mini-
mum, @ 1800 rpm. Place direction control in reverse.
Connect gauge to test port.
Inching Control Pressure: Depress inching pedal
while performing forward or reverse clutch pressure
test. Pressure must rapidly fall from full clutch pres-
sure to 310 kPa (45 psi) then more slowly to 0-35 kPa
(0-5 psi).
Neutral Check: When direction control is in neutral,
clutch pressure should be 0 kPa (0 psi). Also check
with parking applied and direction control in forward
or reverse; pressure should be 0 kPa (0 psi).

SM 1044 Transaxle Troubleshooting • 06-2-5

 Group 06, Transaxle

Section 3

Transaxle Oil and Filter

Oil Level Check

1. With the directional control lever in the neutral posi- IMPORTANT
tion and the parking brake on, run the engine at fast TRANSAXLE OIL SPECIFICATION.
idle to allow the transaxle to reach normal operating Use only CLARK transaxle fluid part # 2776236.
temperature.
2. With the directional control lever in the neutral, run
the engine at normal idle and check the oil level on
the dipstick. Add oil as needed to bring the level to
the full mark on the dipstick.

Dipstick

SM 1044 Transaxle Oil and Filter • 06-3-1


Oil and Filter Replacement
Check transaxle oil every 50-250 hours or monthly. Drain
and refill transaxle oil and replace the external filter every
2000 hours or every year, whichever comes first.
NOTE
Transaxle should be drained with truck at
normal operating temperature.
1. If necessary in order to obtain sufficient clearance
under the truck, safely elevate and block the entire
truck as described in Group SA.
2. Remove drain plug and allow oil to drain completely
into a pan of at least 20-liter (5-gallon) capacity.
Clean plug of all debris. Clean sump screen.
External transaxle
oil filter
SM 1044
Group 06, Transaxle
• Check O-rings for damage and scratches; replace if
damaged.
• Use a Standard-type cleaning solvent to clean the
screen.
• Allow screen to dry before reinstalling it. Do not
dry screen with rag—loose fibers could block
screen.
3. Remove the external transaxle oil filter.
4. Install:
• A new external transaxle oil filter
• A clean sump screen
• A clean drain plug.
5. Fill the transaxle through the dipstick opening with
transaxle fluid, CLARK part # 2776236. Use 18.5
liters (19.6 quarts).
6. With the directional control lever in the neutral posi-
tion and the parking brake on, run the engine at fast
idle to allow the transaxle to reach normal operating
temperature.
7. With the directional control lever in the neutral, run
the engine at normal idle and check the oil level on
the dipstick. Add oil as needed to bring the level to
the full mark on the dipstick.
Drain plug
Transaxle Oil and Filter • 06-3-2
 Group 06, Transaxle

Section 4

Transaxle Oil Cooler

Oil Cooling System Blockage Check

Check supply and return lines for kinks and pinches when
you suspect that flow is blocked or below normal.
Flow Check
Flow rates through cooling system lines may be checked
with a flowmeter, if one is available. Flow should be 0.5-
0.6 L/s (8-10 gpm).
Pressure Check
Measure the pressure at each of these points with a pres-
sure gauge tee’d into the line, as indicated in the illustra-
tion below. The truck should be in neutral and running at
1800 rpm with the oil temperature at 60-105° C (140-220°
F). If the pressure difference between the two points is
276-414 kPa (40-60 psi), the cooler, fittings, or hoses are
at least partially blocked and causing the cooler bypass
valve to activate.
If the pressure difference is greater than 60 psi, the cooler
bypass valve is probably stuck closed.

A clog or other restriction in the system causes an abnor- If the pressure drop in the system is excessive, measure
mal pressure drop across the inlet and outlet points on the the pressure difference across each hose and the cooler
control valve. separately to locate the blockage.

Elbow

Transaxle cooling hose

Bolt Adapter
Torque:20-25 Nm connector
(14.8-18.4 lbf½ft)
Connector

Cable double clamp

[SI-51524B]

SM 1012 Transaxle Oil Cooler • 06-4-1

 Group 06, Transaxle

Oil Cooler Removal

The oil cooler is a separate unit located under the engine-
cooling radiator. To remove the oil cooler.
1. Drain the transaxle fluid as described in Section 3 of
this Group.
2. Remove counterweight as described in Group 38.
3. Disconnect oil line fittings at cooler. Cap lines.
4. Remove the mounting nuts: The cooler is secured by
a carriage bolt at each end. The nuts for these bolts
are accessible through a hole in each wheel well.
5. Hold down the rear lip of the lower shroud and pull
the cooler from the back of the truck. (If necessary
unbolt the lower shroud and drop it down for clear-
ance.)

Oil Cooler Installation

Oil cooler installation is the reverse of removal.
Tighten mounting nuts and bolts. Reconnect fittings and
tighten.
Fill transaxle as described in Section 3 of this Group (06).

SM 1044 Transaxle Oil Cooler • 06-4-2

 Group 06, Transaxle

Section 5

Transaxle Removal and Replacement

SM 1044 Transaxle Removal and Replacement • 06-5-1

 ,!

!W@
1. Remove the upright as described in Group 34. Place
a block under the counterweight to prevent tip-back.
2. Remove the drive wheels as described in Group 22.
Leave front of truck elevated on blocks.
3. Tilt back steer column. Raise the seat deck. Discon-
nect the battery positive cable. Remove the floor
plate as described in Group 38.
4. Remove the drain plug and drain the transaxle as
described in Section 3 of this Group (06).
10. Remove the bolts that mount the transaxle housing to
the engine flywheel housing (Figure 2). Slide the
torque converter away from the engine.
11. Slide the converter away from the flywheel.
12. Remove the bolts from the suspension mounts for the
operator’s cell, as shown in Group 38.
13. Slightly hoist the front of the cell until the transaxle
can clear the cowl (Figure 3). Do not over-extend any
of the flexible lines connected to the cowl-mounted
components.

! '9WX%X
Hydraulic fluid is toxic to the skin, eyes, and
respiratory tract. Avoid skin and eye contact.
Good general ventilation is normally ade-
quate.

5. Disconnect parking brake cables at cowl, as shown in

Group 23.
6. Disconnect the four lines at the hydraulic pump (Fig-
ure 1) as shown in Group 29.
7. Also disconnect/remove (Figure 1):
• Inching cable from inching rod
• Brake line at union of flexible line and metal line
• Transaxle temperature sensor wire
• Transaxle oil cooling lines
• Electrical connectors for solenoid valves
• Cables, wires, or hoses anchored to the transaxle.

! '9WX%X
Place a block under the counterweight to
prevent tip-back when the transaxle is
removed.
Also, make sure any lifting gear you use,
including sling, chain, hoist, or eyebolt, is of
sufficient capacity and is safety-inspected
and approved.

8. Support the flywheel-end of the engine by some reli-

able means, such as a floor jack or block under the
flywheel housing.
9. Remove the access plate from the transaxle and
remove the bolts that hold the transaxle drive plate to
the engine flywheel (Figure 2).

/ !W@W&JKIK

Figure 2. Transaxle-to-Engine Mounting
14. Check that all wiring, hoses, and cables are out of the
way. Then, pull the transaxle from the front of the
truck using either a jack or lift truck as follows:
Using a jack (Figure 3):
a. Place a rolling jack under the transaxle housing
and raise the jack until it contacts the housing.
b. Remove the four mounting bolts from each trans-
axle-to-frame mounting bracket.
! 9%VX
Make sure the torque converter stays with
the transaxle when you separate the trans-
axle from the engin. Do not drop the torque
converter.
/ !W@W&JKIK
,!
Figure 1. Items to Disconnect from
Transaxle. Also disconnect connec-
tor from temperature sensor (on
side not shown), and cables, wires,
and hose anchored on transaxle.
c. Pull the transaxle forward so that the housing
flanges separate and clear the dowels. Use a pry-
bar if necessary.
d. Raise the jack so that the flange on the converter
housing can clear the frame cross-member.
e. Bring the transaxle slowly forward with the jack,
until the flange on the converter housing clears
the cross-member. Then lower the jack slightly
and pull the transaxle from the truck. Make sure
the torque converter stays with the transaxle.
Using a lift truck:
a. Spread the forks so that the transaxle case and the
axle housing can both rest stably on the forks.
b. Place the forks under the transaxle so that the tips
nearly touch the frame cross-member. Raise the
forks until they touch the transaxle.
c. Remove the four bolts from each transaxle-to-
frame mounting bracket.
d. Pull the transaxle forward so that the housing
flanges separate and clear the dowels. Use a pry-
bar if necessary.
e. Tilt the upright back to enable the mounting
flange on the converter housing to clear the cross-
member. Pull the transaxle forward, adjusting
upright tilt as necessary, until the transaxle is
clear of the truck. Make sure the torque converter
stays with the transaxle.
 ,!

Axle to frame
Figure 3. Truck and engine are mounting bolts
properly blocked. Operator’s
cell is raised. Transaxle is rest-
ing on jack.

Frame cross member

!W& 6. Bring the transaxle to the engine so that converter

pilot, dowels, alignment stud, and mounting flanges
1. Make sure the torque converter is installed in the mate properly (Figure 4).
transaxle, as described in the transaxle overhaul Sec-
tion in this Group (06). 7. Install the housing-to-housing mounting bolts.
Torque to 40-45 Nm (30-33 lbf-ft).
2. Install alignment studs in flywheel (Figure 5).
3. Remove the access cover from the converter housing.
4. Sightly hoist the operator cell so that the transaxle
can clear the front cowl. Do not over-extend any of
the flexible lines connected to the cowl-mounted
components.
5. Prepare to place the transaxle in the truck with a roll-
ing jack or with a lift truck as follows:
Using a jack (Figure 4):
a. Place a rolling jack at the front of the truck. Hoist
the transaxle onto the jack.
b. Roll the transaxle up to the frame cross-member.
c. Raise the jack so the converter housing flange can
clear the cross-member.
Housing-to-housing Drive plate mounting
Using a lift truck: mounting bolt bolt and typical allgnment
a. Position the forks under the transaxle so that it is stud
stably supported under the transaxle case and axle Figure 5. Mounting the Engine Housing and Flywheel to
housing, with the converter housing beyond the the Transaxle Housing and Drive Plate
tips of the forks.

/ !W@W&JKIK

Figure 4. Truck and engine properly
blocked. Operator’s cell is raised.
Transaxle is resting on jack.
Frame cross member
8. Install the axle-to-frame mounting bolts (Figure 4).
Torque the mounting bolts to 450-500 Nm (332-
367 lbf-ft)
9. Rotate the transaxle drive plate until a vacant fly-
wheel hole and a drive plate mounting hole are
within the access port (Figure 5). Screw in, but do
not tighten the drive plate mounting bolt. Repeat at
each flywheel/drive plate mounting hole, removing
the alignment stud.
Figure 6. Fastening the Drive Plate to the Flywheel
/ !W@W&JKIKI
,!
Axle to frame
mounting bolts
10. Torque all the drive plate mounting bolts 20-25 Nm
(15-18 lbf-ft).
11. Reinstall/reconnect the following items (Figure 6):
• Inching cable at control cover.
• Brake line at union of flexible line and metal line.
Torque 16 Nm (12 lbf-ft).
• Transaxle temperature sensor connectors.
• Transaxle oil cooling lines. Tighten fittings per
hydraulic fitting tightening procedure in Group 40.
• Solenoid valve connectors.
12. Install/connect all other items removed or discon-
nected in steps 1 through 6 of” Transaxle Removal,”
using the referenced Sections for specific procedures.
! 9%VX
Do not use old transaxle fluid. Use only
CLARK transaxle fluid part number
2776236. See the transaxle drain and fill Sec-
tion in this Group (06) for details.
13. Fill the transaxle. Run truck until warm. Recheck
fluid level.
 Group 06, Transaxle

Figure 7. Items to Reconnect

to Transaxle. Also reconnect
connectors to temperature sen-
sor (on side not shown).

SM 1044 Transaxle Removal and Replacement • 06-5-6

 Group 06, Transaxle

Section 6

Transaxle Overhaul

SM 1044 Transaxle Overhaul • 06-6-1


General Practices to Follow
The following procedures should be applied throughout
the process of disassembling, inspecting, cleaning, repair-
ing, replacing, and reassembling the transaxle compo-
nents.
Specific disassembly and reassembly procedures are
given later in this Section. Follow those procedures
closely.
Disassembling Components
Before disassembling the transaxle, you must drain the
transaxle fluid, disconnect the necessary controls, link-
ages, and hydraulic lines, and remove the transaxle from
the truck as described in Section 5. Observe the following
practices during disassembly:
• Cleanliness - Work in a clean place. It is important
that no dirt or foreign material enters the unit dur-
ing repairs. Dirt is an abrasive and can damage
bearings. It is always good practice to clean the
outside of the unit before starting the planned dis-
assembly.
• Assemblies - When disassembling the various
assemblies, such as the clutches, idler shaft, and
wheel ends, lay all parts on a clean bench in the
same sequence as removed. This procedure will
simplify reassembly and reduce the possibility of
losing parts.
• Using Tools to Move Parts - Always apply force
to shafts, bearings, housings, etc., with restraint.
Movement of some parts is restricted. Never apply
force to the part being driven after it stops solidly.
The use of soft hammers, bars and mauls for all
disassembly work is recommended.
• Bearings - Remove bearings that will be reused
with pullers designed for this purpose. Lubricate
bearings with clean oil and wrap them in a lint-free
cloth or clean paper to protect them while not in
use.
• Snap Rings - Remove snap rings with pliers
designed for this purpose. Snap rings removed in
this manner can be reused, if they are not sprung or
loose in the groove.
SM 1044
Group 06, Transaxle
Cleaning Parts
! WARNING
Gasoline is not an acceptable cleaning solvent
because of its extreme combustibility. It is
unsafe in the workshop environment.
• Proper cleaning requires complete disassembly.
• Wash steel parts with machined surfaces in a com-
mercial solvent.
• Clean the inside and outside of bearing caps, hous-
ings, etc. Cast parts which do not have machined or
polished surfaces may be cleaned in hot solution.
• Wash castings or other rough parts in solvent or
clean in hot solution tanks using mild alkali solu-
tions, heating parts thoroughly before rinsing.
• Rinse all parts thoroughly. Dry immediately with
clean rags, except for parts with rough surfaces.
Lightly oil parts and wrap them in corrosion-resis-
tant paper if they will not be used immediately.
Store parts in a clean, dry place.
NOTE
Do not use rags to dry parts with rough sur-
faces, such as castings. Fibers left by rags can
restrict flow through the suction screen.
• Clean bearings thoroughly in clean, approved sol-
vent until completely cleaned. Dry bearings using
moisture-free compressed air. Be careful to direct
air stream across bearing to avoid spinning. Lubri-
cate bearings with clean oil and wrap them in a
lint-free cloth or clean paper to protect them until
installation
• Do not spin bearings when drying them. Bearings
may be rotated slowly by hand to facilitate drying.
Inspecting Parts
Closely inspect all transaxle components after cleaning
and before reassembly to determine whether they require
replacement.
Careful and complete inspection of all parts is very impor-
tant. Replacement of all parts showing indication of wear,
over-stressing, or damage will save time and money at a
later date.
Transaxle Overhaul • 06-6-2

Inspect:
• Steel parts for notches, visible steps or grooves.
Look for scuffing, deformation, or discoloration
related to improper lubrication.
• Bearing balls, cages or retainers, rollers, and race-
ways for pitting, discoloration, and spalled areas.
• Gear teeth for signs of excessive wear, pitting, or
cracking along contact lines. Check tooth contact
pattern.
• Machined surfaces of cast or malleable parts for
cracks, scoring, and wear. Look for elongation of
drilled holes, wear on machined surfaces and nicks
or burrs in mating surfaces.
• Fasteners for rounded heads, bends, cracks or dam-
aged threads.
• All housings for cracks or leaks, loose studs, or
cross-threaded holes.
IMPORTANT
Any damage that affects the alignment or
structural integrity of the housing requires
replacement. Repair by welding or straight-
ening should not be attempted. Such pro-
cesses can affect the housing metallurgy and
cause it to fail completely when under load.
Repairing and Replacing Parts
Replace lower-cost parts such as thrust washers, seals,
etc., that protect the transaxle from premature wear and do
not add greatly to the cost of rebuild.
Replace heavily worn but unbroken parts.
Steel parts such as shafts or gears are not repairable. If
worn or damaged, replace them, along with mating parts
as necessary.
Seals and washers should be routinely replaced. Fasteners
with self-locking patches may be reused if secured with
several drops of 277 (CLARK part # 1802302).
Transaxle housing repairs are limited to removal of nicks
or burrs on machined surfaces or replacement of damaged
studs.
Since the cost of a new part is generally a small fraction of
the total cost of downtime and labor, avoid reusing a ques-
tionable part which could lead to additional repairs and
expense soon after initial reassembly. To aid in determin-
ing the reuse or replacement of any transaxle part, also
consider the unit’s history, hours of use, application, etc.
SM 1044
Group 06, Transaxle
When replacement is necessary, use only genuine
CLARK parts to assure continued performance and
extended life from your unit.
Recommended inspection procedures for various types of
parts are as follows:
Bearings
• Replace bearings that are pitted, discolored, or
spalled. Always replace bearing cups and cones as
a set. Do not replace a bearing or race separately.
• Replace bearings with excessive clearances.
• Check bearing fits. Bearing inner races should fit
tight to the shaft; outer races slightly tight to
slightly loose in housing bore. If bearing spins
freely in bore, however, housing should be
replaced.
Gears and Shafts
• Check gear teeth for frosting and pitting. Frosting
of gear tooth faces presents no threat of transaxle
failure. Often in continued operation of the unit,
frosted gears will “heal” and not progress to the
pitting stage. And in most cases, gears with light to
moderate pitted teeth have considerable gear life
remaining and can be reused. But gears with
advanced-stage pitting should be replaced.
• If the Magnaflux process is available, use it to
check parts for damage.
• If gear teeth show areas where the case-hardening
is worn through or cracked, the gear must be
replaced.
• Inspect all shafts to be sure they are not bent or
cracked and that splines are not damaged.
Splines
• Check splines on all shafts and gears for abnormal
wear. If splines are severely worn or pitted, replace
the specific part affected.
Clutch Discs
• All damaged discs must be replaced with new
ones.
• Inspect clutch plates for excessive wear (shown by
worn dimples or friction surfaces), excessive heat-
ing (blue color indicates excessive heating), and
warp.
• Examine clutch plate internal and external teeth for
evidence of excessive wear.
Transaxle Overhaul • 06-6-3

O-Rings and Gaskets
• Replace all O-rings at overhaul.
• Replace all gaskets at overhaul.
• O-rings and seals should be lubricated with trans-
axle fluid (CLARK part # 2776236) before assem-
bly.
Oil Seals
• Replace all oil seals at overhaul.
• Use extra care when installing seals. Seal lips and
sealing surfaces can be easily nicked and damaged,
thereby destroying the sealing ability.
Housings
• Check all housings for damage, cracks and wear.
Replace damaged housings, as needed.
• Gasket sealing surfaces should clean and free of
nicks and burrs.
Threaded Fasteners and Snap Rings
• Inspect all fasteners for damage and wear. Replace
all damaged fasteners.
• Snap rings are to be installed with flat side away
from load. Replace any damaged or suspect snap
rings.
Reassembling Components
These practices should be followed during reassembly:
• Cleanliness - Be sure that interiors of all housings
are clean. It is important that dirt and other foreign
materials be kept out of the transaxle during reas-
sembly. Dirt is an abrasive and can damage pol-
ished surfaces of bearings and washers.
• Removing Burrs - Make sure all lead-in chamfers
for oil seals, piston ring grooves, and O-rings are
smooth and free from burrs. Inspect at assembly.
• Initial Lubrication of Parts - Brush light coating
of transaxle fluid, CLARK part # 2776236, on
bearings and bushing bores.
Lubricate all piston ring grooves, clutch plates and
O-rings with transaxle fluid # 2776236 before
assembly.
• Use of Sealing Compounds and Thread Lockers
- Use only where specified.
Make sure there is no excess or free sealing com-
pound or thread locker that could enter the oil sys-
tem.
SM 1044
Group 06, Transaxle
Threads should be clean and dry before application
of thread compound.
• Gaskets - Be sure all gaskets are installed. An
omission of any gasket can result in oil leakage.
• Capscrews and Threaded Fasteners - Use only
threaded fasteners of the correct part number and
material specification. Replace all fasteners that
have a questionable condition. Threads should be
clean and dry before application of thread com-
pound. Apply lubricant or thread compound only
as specified. Be sure all fasteners are installed
(none omitted) and torqued to the correct specifica-
tion.
• Bearings - Use of the proper bearing installation
tool is recommended for the installation of bear-
ings. The proper tool applies equal force to both
bearing races, preventing damage to balls/rollers
and races while maintaining correct bearing align-
ment with bore and shaft. Avoid using a tubular or
sleeve-type driver, whenever possible.
• Torque Recommendations - Correct torque appli-
cation is extremely important to assure long trans-
axle life and dependable performance. Over-
tightening or under-tightening can result in a loose
installation and, in many instances, eventually
cause damage to transaxle gears, shafts, and/or
bearings. Use a torque wrench whenever possible
to attain recommended torque ratings. Torque rec-
ommendations are given in this Section with the
specific assembly procedures.
• Tool Reference - Some repair procedures in this
manual may show the use of specialized tools.
Their actual use is recommended as they make
transaxle repair easier, faster, and prevent costly
damage to critical parts.
But for the most part, ordinary mechanic’s tools
such as socket wrenches, screwdrivers, etc., and
other standard shop items such as a press, mauls,
and soft bars are all that is needed to successfully
disassemble and reassemble the transaxle.
IMPORTANT
Refer to the appropriate Customer Service
Parts Book for the correct service replace-
ment parts to be used during reassembly of
the transaxle.
Transaxle Overhaul • 06-6-4
 Group 06, Transaxle

Overhaul Procedures Removing Transaxle Peripherals

Overhaul involves following the general practices given Use a chain hoist to lift the transaxle. For lifting, an eye-
earlier in this Section and performing the specific proce- bolt with a 9/16-18UNF thread can be screwed into one of
dures given in the remainder of this Section. the clutch test ports, shown in Figure 12, after removing
the port plug.
Please read the general practices before proceeding.
Position the transaxle in its in normal orientation. Remove
NOTE items as described below. Locations are shown in Fig-
Cleanliness is of extreme importance in the ure 12.
repair and overhaul of this assembly.
1. If the transaxle was not previously drained, remove
Perform all disassembly and assembly work
the drain plug and drain the oil. Also remove strainer.
in a clean area. Overhaul the transaxle only
in a clean, dust-free location, using clean
tools and equipment. Dirt or grit will damage
the highly-machined surfaces and result in
premature failure of components. Cleanli-
ness of interior surfaces, orifices, etc. is
extremely important to the proper operation Figure 1. Drain Plug and Strainer
of the hydraulic circuit. The exterior surface
of the unit must be thoroughly cleaned of all 2. Remove clutch pressure tube and clutch lube tube at
dirt and foreign substances to prevent con- control valve cover and transaxle case.
tamination of the parts during overhaul. Pro-
tect all components from dust and dirt while
repairs are being made. Be sure the work
area is kept clean.

Transaxle Disassembly
NOTE
Keep all parts in order as disassembly pro-
gresses. Take care to properly identify each
part and its order of removal. If necessary,
keep notes and put markings on parts using a Figure 2. Clutch Pressure and Lube Tubes
non-destructive marker such as a felt-tipped
pen. 3. Disconnect brake line fittings at brake backing
plates. Remove bolt that holds brake line tee to con-
trol valve cover. Lift tee and connected lines away.

Figure 3. Brake Lines and Fittings

SM 1044 Transaxle Overhaul • 06-6-5

 Group 06, Transaxle

4. Remove transaxle oil dipstick tube, if not already 7. Remove transaxle oil filter.
removed, by disconnecting mounting bracket.

Figure 7. Transaxle Oil Filter

8. Remove transaxle control valve assembly. Remove

and dispose of control valve gasket.
Figure 4. Transaxle Oil Dipstick Tube

5. Remove torque converter assembly by carefully slid-

ing it off the turbine/clutch shaft and the stator sup-
port. Use care during handling and storage. Improper
handling could cause converter leaks.

Figure 8. Transaxle Control Valve

See the “Transaxle Control Valve Overhaul” Section

in this Group (06), for overhaul procedures.
9. Remove the solenoid valves and temperature sensor.

Figure 5. Torque Converter

6. Remove main hydraulic pump and gasket. The trans-

axle charging pump is in the same housing. Also
remove three O-rings from ports and pilot.

Figure 9. Solenoid Valves and Temperature Sensor

10. Remove the breather.

Figure 6. Hydraulic Pump and Transaxle Charging Pump

Figure 10. Breather

SM 1044 Transaxle Overhaul • 06-6-6

 Group 06, Transaxle

11. If you intend to overhaul the axle end and/or brake

assemblies, disassemble those components as
described in the “Axle End Overhaul” Section in this
Group (06), and the “Service Brake Inspection and
Overhaul” Section in Group 23.

Figure 11. Axle End Assembly

Torque converter (In housing)

Transaxle control valve

Transaxle oil filter

Main hydraulic pump/

Temp. sensor Transaxle charging pump

Drain plug and strainer

Brake line fitting

Axle end assembly

Brake line fitting

Solenoid valves Breather
Clutch test port

Figure 12. Transaxle Peripherals

SM 1044 Transaxle Overhaul • 06-6-7

 Group 06, Transaxle

Separating Converter, Transaxle, Transaxle Case to Axle Housing

and Axle Housings
Refer to Figure 13.
Before you separate the housings, the transaxle must be
1. If the axle shaft is not already removed, remove 10
removed from the truck (as described in Section 5) and
axle-to-hub mounting bolts (G) from each axle end,
peripherals must be removed from the transaxle (as
and pull axle shafts (H) out of differential.
described above). Then, proceed as follows.
2. Remove 17 transaxle-to-axle mounting bolts (E & J)
Converter Housing to Transaxle Case
from mounting flanges.
Refer to Figure 13.
3. Separate axle housing (F) from transaxle case (D),
1. Block under the converter housing (B) or hoist it so tapping with rubber mallet if necessary.
that it is supported as you unbolt it from the transaxle
4. Remove and discard gasket (I) between housings.
case (D).
2. Access transaxle-to-converter mounting bolts (A)
and washers from inside of converter housing (B).
Remove 11 bolts.
3. Separate converter housing from transaxle case (D),
tapping with rubber mallet if necessary.
4. Remove and discard gasket (C) between housings.

D
C

I
H
G
A J

Figure 13. Separation of Transaxle Housing

SM 1044 Transaxle Overhaul • 06-6-8

 Group 06, Transaxle

Removing the Stator Support, Impeller Hub Gear 3. Remove hook ring seal (J).
and Bearing, Stator Oil Seal, and Pump Idler Gear
4. Lift out the impeller hub gear ( K).
Refer to Figure 14.
5. Remove the impeller hub bearing (L) by tapping
Before you remove these items, the transaxle case must be lightly.
separated from the converter housing as described previ-
6. Push the oil seal (A) out of the housing.
ously. Then:
7. To remove the pump idler gear, install an M8-1.25
1. Remove 4 stator support mounting capscrews (G)
bolt into the threaded hole in the shaft (B) of the
and washers.
pump idler gear. Pull the shaft from its bore with a
2. Using a soft-faced hammer, tap stator support (E) slide hammer or other suitable device, gripping the
from converter housing. Bearing (F) and bushing (H) installed screw. Do not pry on machined surface.
are pressed onto stator support and should be
replaced if worn or damaged, although it is advisable
to replace the entire assembly.

Figure 14. Converter Housing Contnts (Torque Converter Removed Perviously)

SM 1044 Transaxle Overhaul • 06-6-9

 Group 06, Transaxle

Removing Clutch Assembly and Reverse Idler
Shaft
Before you remove these components, the transaxle case
must be separated from the converter housing as described
previously.
1. 1.Remove reverse clutch outer thrust bearing set
(Figure 15, A).
2. Remove the clutch assembly (Figure 15, B) and
reverse idler shaft (H) together: Use a gear puller to
loosen the idler shaft from its rear bearing (G). Grasp
both shafts and pull from case.
3. Locate and remove forward clutch outer thrust bear-
ing (Figure 15, C) from transaxle case or clutch shaft
(turbine shaft).
4. If the inner bearing (Figure 15, I) needs replacing,
pull it from the idler shaft.
Removing the Differential and Pinion Shaft As-
sembly
Before you remove these components, the torque con-
verter and axle housing must be separated from the trans-
axle case and the transaxle case should be anchored to the
bench. Then:
1. Support the differential assembly (Figure 16, I) for
removal.
2. Pull the lock pins (Figure 16, L) from the differential
carrier adjusting nuts.
3. Remove the adjusting nuts (Figure 16, M).
4. Remove the differential casing (Figure 16, I) and
cone bearings (Figure 16, G and K).

E
D
C
B

G
H

I
Figure 15. Clutch Assembly and Idler Shaft Removal

Figure 16. Differential and Pinion Removal

SM 1044 Transaxle Overhaul • 06-6-10

 Group 06, Transaxle

5. Remove output gear retaining ring (Figure 16, A)
from pinion shaft (inside transaxle case).
6. Hold or block the pinion shaft (Figure 16, F) or out-
put gear with a brass bar or similar soft material to
prevent turning. Loosen and remove the pinion shaft
nut (Figure 16, N).
7. Use a brass bar to drive the pinion shaft (Figure 16,
F) from its bearings. Support pinion so that shaft
does not fall as it exits the case.
8. Remove the pinion shaft outer bearing (Figure 16, O)
and shims (Figure 16, Q).
NOTE
Wire shims to transaxle case for storage until
reassembly.
9. Remove output gear (Figure 16, B).
Removing Bearings, Cups, Shims, and Oil
Distributor from Transaxle and Differential Hous-
ing
With all other components cleared from transaxle case:
1. Pull the reverse idler shaft rear bearing. (Figure 15,
G).
2. Pull the turbine (clutch) shaft rear bearing (Figure 15,
D).
3. Inspect the clutch shaft oil distributor sleeve (Figure
15, E). If it appears worn or damaged, remove the
retaining set screw (F). Then, pull the oil distributor
sleeve from the transaxle case with a slide hammer or
gear puller.
4. If pinion bearings are to be replaced, drive out the
cups (Figure 16, D and P) from inside transaxle case.
Remove shims (Figure 16, C) from differential side.

Removing the Suction Tube NOTE

Wire shims to transaxle case for storage until
To remove the oil suction tube assembly from transaxle
reassembly.
case:
1. Remove the keeper from the bore with pliers (A).
Discard keeper.
2. Push the tube toward the converter end of case (B) to
free it from axle end of case
3. Rotate the tube (C) to provide clearance.
4. Pull the tube back toward the axle case (D) and
remove the tube.
5. Remove and discard O-ring.

Figure 17. Oil Suction Tube Removal

SM 1044 Transaxle Overhaul • 06-6-11

 Group 06, Transaxle

Differential Overhaul
Refer to Figure 18.

Differential Disassembly
1. Unbolt the ring gear (A) from the differential casing.
2. Using a small drift pin or rod, drive the differential
pinion pin lock pin (B) from the casing (E).
3. Remove pinion pin (C).
4. Remove items G-K from differential casing.
5. If bearings or cups (D, F) need replacement, drive
cups from casing.

Differential Reassembly
Before reassembly, clean, inspect and lubricate all parts.
IMPORTANT
Replace both the pinion and ring gear as
matched set only.

1. Press bearing (D, F) cups to bottom of bores if they

are being replaced. Cups must be replaced if bearings
are being replaced.
2. Insert the side gears (H) and washers (I) into the dif-
ferential assembly. Figure 18. Differential Casing Assembly/Disassembly

3. Insert washers (K) into grooves in casing.

4. Insert both pinion gears (G, J) into position on the
! CAUTION
side gears. RING GEAR BOLTS. Use only new ring
gear bolts. Used bolts can failed prematurely.
5. Rotate the side gears and pinions until the bores in
the pinions (G, J) align with the pin (C) hole in the
casing.
6. Insert the pinion pin (C) into the casing. Rotate the
pinion pin so that one of its slots can receive the lock
pin (B).
7. Drive lock pin (B) into the casing so that the lock pin
engages the pinion pin (C).
8. Mount the ring gear (A) to the casing (E):
a. Use a vice with soft jaws to hold the casing.
b. Clean and dry all bolts and ring gear threads.
c. Apply Loctite Primer T (CLARK part #1803836)
and Loctite 271 (CLARK part #1802302) to all
threads.
d. Use alignment studs to position the ring gear.
e. Install 12 mounting bolts with washers, and
torque to 190-240 Nm (140-177 lbf-ft).

SM 1044 Transaxle Overhaul • 06-6-12

 Group 06, Transaxle

Clutch Overhaul
Disassembling the Clutch
Figure 19 shows the contents of the reverse drum (R). The
contents of the forward clutch drum (S) are the same as
the reverse clutch drum except that the forward clutch’s
drive gear is smaller and the outer thrust bearings differ
(as shown in Figures 15 and 38).
1. Slide off clutch drive gear (B), and inner thrust bear-
ing and washers (C).
2. Press the clutch gear bearings and spacer (A) from
the internal bore of clutch gear hub, if they need
replacement.
3. Pry retainer ring (D) out of the groove in the clutch
drum (P) and remove clutch disc end plate (E).
4. Withdraw the five inner clutch discs (F) and five
outer clutch discs (G).
5. Remove clutch return spring retainer clip (H) with
snap ring pliers. (To remove the clip you, must first
compress the spring as illustrated in Figure 23.)
! CAUTION
SPRING UNDER HEAVY COMPRES-
SION. Carefully remove with press and spe-
cial tool shown in figure 23.
6. Slide off, piston return spring (H).
7. Remove clutch piston (O) by turning clutch upside
down and tapping the shaft on a block of wood or by
applying compressed air to bore between distributor
seal rings (R). (Outermost bore is for reverse piston;
innermost for forward piston.)
8. Remove from piston, and discard, clutch piston seals
(L and M).
9. Repeat above procedures for forward clutch drum
(Q) disassembly.
10. Remove three oil distributor seal rings (R) at end of
shaft by squeezing and unlatching them.
11. Inspect turbine shaft. Check widths of seal ring
grooves by installing new seal rings (R) from kit. If
side clearance exceeds 0.203 mm (0.008 in), shaft is
worn and must be replaced.

G
F
E
D
C

B
A R

O
M
K

J
I
H

Figure 19. Reverse Clutch Pack Contents

SM 1044 Transaxle Overhaul • 06-6-13

 Group 06, Transaxle

Reassembling the Clutch 5. Install retainer.

Forward and reverse clutch reassembly are the same. The
reverse clutch is shown below.
Retainer disc
NOTE Retainer cup
Before reassembly, clean, inspect and lubri- Spring
cate all parts with a light layer of CLARK-
Transaxle Fluid, part # 2776236.

Clutch Piston and Return Spring Reassembly

Retainer
1. Install new clutch piston inner and outer oil seal rings
in piston grooves. Make sure that outer O-ring is not Piston
twisted.

Groove for retainer clip

Figure 21. Clutch Pack Assembly

Inner seal Clutch piston
Filter Outer seal 6. Install piston return spring (Figure 21) over retainer.
Figure 20. Clutch Piston Assembly 7. Install retainer cup (Figure 21) against spring.
8. With a press (Figure 22), compress the return spring
IMPORTANT
and install retainer clip into groove in turbine shaft.
Clutch PISTON Rings Must Be SEATED Make sure sharp edge of clip faces up.
before you install the piston on the shaft and
into the clutch drum. 9. Repeat assembly procedures for forward clutch.
Hold a cylindrical object, such as a screw-
driver shaft, against the new seal rings and
rotate the piston to seat the rings.
Make sure the seal rings are seated flush with
the inner and outer diameters of the piston.

2. Position the clutch assembly so that the open end of

the clutch drum faces up. (Refer to Figure 21.)
3. Apply transaxle fluid, CLARK part # 2776236, to
piston seal and inside of drum.
4. Install clutch piston, with oil seals, over turbine shaft
and into bottom of the drum. Rotate piston to check
whether seals are installed properly. The piston will
bind if either seal is out of position.

Figure 22. Press and Fixture. Fixture must be at least 25

cm (10 in) long with an inner diameter of 3.5 cm (1.4 in),
an outer diameter of 6.4 cm (2.5 in), and an opening to
allow installation of a snap ring.

SM 1044 Transaxle Overhaul • 06-6-14

 Group 06, Transaxle

Clutch Discs Reassembly

Refer to Figure 23.
1. Soak friction discs in transaxle fluid, CLARK part # Retainer ring
2776236.
2. Install the first outer clutch disc (steel disc) against End plate
clutch piston. Next, install first inner clutch disc
(friction disc). Alternate outer and inner discs to
install a total of six standard thickness outer steel
discs and five inner friction discs.
3. Install clutch disc end plate.
4. Install end plate retainer ring into groove in drum.
Pull up forcefully at two points on end plate to verify
that retainer ring is properly seated.
5. Check clutch disc clearance
a. Stand the clutch assembly on end with drum
opening upward. The stack of clutch discs and Inner disc
end plate will rest against the piston. (Friction disc)
b. Set up a dial indicator as shown in Figure 24.
Raise end plate against retainer ring. Measure the
distance end plate travels. (Flexible feeler gauge Outer disc
may be used.) (Steel disc)
c. If clearance is more than 3.38 mm (0.133 in), add
an outer (steel) clutch disk.
Groove for retainer ring
6. Repeat assembly procedures for forward clutch.

Figure 23. Clutch Discs Installation

Figure 24. Clearance between End Plate and Retainer Ring

SM 1044 Transaxle Overhaul • 06-6-15

 Group 06, Transaxle

Clutch Gear Reassembly 2. Check that gear assembly is inserted correctly.

1. Install inner thrust bearing set (thrust bearing
between two thrust washers) onto clutch shaft (tur-
bine shaft).
2. If removed, press clutch gear bearing set into clutch
gear. Top surface of upper bearing should be just
below top surface of gear. Letters on bearing edges
should be visible after installation.
Clutch gear
bearing set
3. Repeat clutch gear assembly and installation proce-
dures for forward clutch.
Oil Distributor Rings Installation
1. After forward clutch is assembled, install three new
oil distributor seal rings on clutch shaft. Gently
spread each ring and slide it into its groove. Squeeze
and latch each ring.
2. Apply transaxle fluid CLARK part # 2776236 to
rings to facilitate assembly into oil distributor.

Inner thrust
bearing set

Figure 25. Clutch Gear, Seal Ring, and Bearings

Clutch Gear Installation

1. Lower the gear assembly into the clutch pack and
rotate it as necessary to clear the teeth of each fric-
tion disk. Do not force the hub into the clutch pack. Figure 27. Oil Distributor Rings
Be sure the clutch hub is fully through the entire
clutch pack.
Transaxle Control Valve Overhaul
The entire control valve should be disassembled, cleaned,
and inspected at transaxle overhaul. However, the valve—
or its various subsections—may be disassembled sepa-
rately whenever troubleshooting indicates a problem.
Procedures are given in the transaxle control valve over-
haul Section of this Group (Group 06).

Figure 26. Installing Clutch Gear by Rotating into Clutch

Pack

SM 1044 Transaxle Overhaul • 06-6-16

 Group 06, Transaxle

Transaxle Reassembly
IMPORTANT Setscrew
Before proceeding, read the general practices
for inspecting, cleaning, replacing, and reas-
sembling components given at the beginning
Sleeve
of this Section.

Notes : Turbine shaft

rear bearing
• Use sealing compounds and thread lockers only
where specified.
• All lead-in chamfers for oil seals, piston ring Reverse idler shaft rear
bearing
grooves and O-rings must be smooth and free from
burrs. Inspect at assembly.
• Lubricate all piston ring grooves, clutch plates and Figure 28. Installation of Transaxle Case Rear Compo-
O-rings with transaxle fluid, CLARK part # nents
2776236, before assembly. The CLARK-specified
fluid has additives that are especially important for Installing the Suction Tube
conditioning new friction disks. If the suction tube has been removed, install it as follows.
• Brush a light coating of transaxle fluid, CLARK
1. Check cleanliness of O-ring groove in suction tube
part # 2776236 on bearings and bushing bores.
bore. Lubricate O- ring and tube end with transaxle
• After applying sealing compounds and thread lock- fluid. Install O-ring in groove.
ers, make sure there is no free or excess material
that could enter the oil system. 2. Push the tube end (A) into and through the bore in
the converter end of the transaxle case.
3. Rotate the tube to align (B); then push the tube into
Installing Oil Distributor Sleeve, Reverse Idler the axle end of the case (B) until the tube end is
Shaft Bearing, and Clutch Shaft Bearing into firmly seated.
Transaxle Case
4. With a socket, press the keeper into the bore (C) until
NOTE it seats against the tube. The tab ends of the keeper
Carefully align the oil distributor sleeve should point toward you.
before insertion. Use scribe marks on face of
sleeve to align with setscrew hole.
Suction
1. Install the oil distributor sleeve (Figure 28): Align tube
the setscrew hole in the sleeve with the hole in the
case and drive the sleeve in until the holes coincide. O-ring
2. Apply Loctite #242 (CLARK part # 1802300) and
install the setscrew through the valve mounting base
and into sleeve. Torque setscrew to 16-20 Nm (142-
177 lbf-in).
3. Drive the turbine shaft rear bearing (Figure 28)
Keeper
fully into the transaxle case.
4. Drive the reverse idler shaft rear bearing fully into
the transaxle case.

Figure 29. Oil Suction Tube Installation

SM 1044 Transaxle Overhaul • 06-6-17

 Group 06, Transaxle

Installing the Pinion Bearings, Pinion Shaft, and
Output Gear
IMPORTANT
REPLACE RING AND PINION AS A SET.
Pinion and ring gear must be replaced as a
new set if either is to be replaced.
Determining Shim Pack Thickness
The position of the pinion along the radius of the ring gear
is called the “pinion mounting distance.” This distance
must be kept within a specified range for the ring gear and
pinion to mesh properly. Because manufacturing toler-
ances vary among ring and pinion sets, the actual pinion
mounting distance may require shimming in order to
match the specified pinion mounting distance.
The shim pack is shown in Figure 30A.
To determine the shim pack thickness required for the ring
gear and pinion set you are installing:
1. Note the number on the end of the pinion shaft.
2. Locate the number on the chart below.
3. Select the shim pack thickness next to the number
you located.
4. Check the shim pack height with a micrometer
before installation.
IMPORTANT
You must determine the thickness of and
install the required shim pack whenever you
replace the ring gear and pinion set, or the
old shim pack.

Shim Pack Thickness Chart

Mark on Shim pack Thickness Mark on Shim pack Thickness

Pinion (mm) (inch) Pinion (mm) (inch)
50 0.26 0.010 0 0.76 0.030
48 0.28 0.011 -2 0.78 0.031
46 0.30 0.012 -4 0.80 0.031
44 0.32 0.012 -6 0.82 0.032
42 0.34 0.013 -8 0.84 0.033
40 0.36 0.014 -10 0.86 0.034
38 0.38 0.015 -12 0.88 0.035
36 0.40 0.016 -14 0.90 0.035
34 0.42 0.016 -16 0.92 0.036
32 0.44 0.017 -18 0.94 0.037
30 0.46 0.018 -20 0.96 0.038
28 0.48 0.019 -22 0.98 0.038
26 0.50 0.020 -24 1.00 0.039
24 0.52 0.020 -26 1.02 0.040
22 0.54 0.021 -28 1.04 0.041
20 0.56 0.022 -30 1.06 0.042
18 0.58 0.023 -32 1.08 0.042
16 0.60 0.024 -34 1.10 0.043
14 0.62 0.024 -36 1.12 0.044
12 0.64 0.025 -38 1.14 0.045
10 0.66 0.026 -40 1.16 0.046
8 0.68 0.027 -42 1.18 0.046
6 0.70 0.027 -44 1.20 0.047
4 0.72 0.028 -46 1.22 0.048
2 0.74 0.029 -48 1.24 0.049
0 0.76 0.030 -50 1.26 0.049

SM 1044 Transaxle Overhaul • 06-6-18


Installing Pinion Shaft and Setting Preload
Refer to Figure 30A.
1. Drive outer bearing cup, if removed, fully into bore.
2. Install the inner bearing shim pack, as selected
above.
3. Drive the inner bearing cup into the bore firmly
against the shim pack.
4. Press (or expand with induction bearing heater) the
inner pinion bearing onto the pinion shaft until it
butts against the shoulder of the pinion.
5. Position the output gear in the case with the long
hub of the gear outward as shown.
6. Insert the pinion shaft and inner bearing into the
case and through the output gear. Seat the bearing
with a sharp blow to the pinion end with a soft-faced
hammer.
7. Slip the output gear retainer ring on the pinion
shaft, but do not install it into its groove at this time.
Bearing Installation Tip: To brace the pinion shaft
in preparation for driving on the outer bearing, install
the differential assembly adjusting nuts as shown in
Figure 32. Then install a T-bar bearing puller into the
adjusting nuts and tighten finger-tight against pinion.
Figure 30A. Pinion Installation
SM 1044
Group 06, Transaxle
8. Install the outer bearing shim pack. If a new pinion
shaft is, start with a nominal shim pack of 1.575 mm
(0.062 in).
9. Drive outer bearing onto the pinion shaft.
10. Install the old pinion shaft nut and torque to 270-
340 Nm (200-250 lbf-ft). Hold or block the pinion
shaft with a brass bar or similar soft material to pre-
vent the shaft from turning while tightening the nut.
Anchor case to bench if necessary,
11. Unblock the pinion shaft and use a torque wrench to
measure the pinion shaft bearing rolling-torque pre-
load (Figure 30B). Preload torque should be 0.8-2.3
Nm (7-20 lbf-in).
12. If the preload torque is outside the specified range,
you must remove shims to increase preload or add
shims to decrease it. To add or remove shims,
remove the pinion shaft nut and bearing and repeat
steps 8 through 11.
13. After the preload torque proves to be within the spec-
ified range, replace the pinion shaft nut with a new
one. Do not reuse the pinion shaft nut. Torque nut
270-340 Nm (200-250 lbf-ft).
14. Install the retainer ring into its groove, making sure
it is fully seated.
15. If used, remove T-bar puller and adjusting nuts.
Figure 30B. Preload Torque Check
Transaxle Overhaul • 06-6-19

Installing the Differential
Installing Differential Cage
1. Press the left and right cups into the differential cage,
if removed.
Figure 31. Bearing Cup Installation
2. Place bearings in differential assembly (Figure 32).
3. Position differential assembly between carrier “ears.”
Block under ring gear to hold assembly in position.
4. Loosely install adjusting nuts through ears and into
bearings.
Figure 32. Differential Installation
SM 1044
Group 06, Transaxle
Setting Differential Bearing Preload
The differential bearing preload is the bearings’ resistance
to turning, which is controlled by how tightly the bearings
are sandwiched between their races. The change in dis-
tance (deflection) between the differential carrier ears
caused by tightening the differential adjusting nuts is a
convenient indicator of preload. To measure the deflec-
tion:
1. Securely clamp transaxle case to bench and set up a
dial indicator so that it is zeroed against a flat on a
carrier ear (Figure 33).
2. Tighten one or both of the adjusting nuts until the
pinion appears to correctly mesh with the ring gear
and there is a small amount of play (backlash)
between the pinion and ring gear.
3. Read the deflection on the dial indicator.
Your goal is for this deflection to measure 0.076 mm
(0.003 in), without changing the temporary backlash
set in step 2.
To change the deflection without affecting the back-
lash, tighten both adjusting nuts equally, or loosen
both equally: Use a clockwise rotation on both
adjusting nuts to increase the deflection (Figure 33).
Use a counter-clockwise-rotation on both nuts to
decrease the deflection. When the deflection is cor-
rect, precisely set backlash as described on the next
page.
NOTE
The deflection of one carrier ear should mea-
sure 0.075 mm (0.003 in). The total deflection
measured from flat to flat should be 0.15 mm
(0.006 in).
Figure 33. Differential Bearing Perload
Transaxle Overhaul • 06-6-20
 Group 06, Transaxle

Setting Ring Gear and Pinion Backlash 4. Check the resulting backlash on three teeth around
the ring. Repeat adjustments until the preload and
The backlash measurement is the distance a ring gear
backlash measurements are both correct.
tooth can travel between pinion teeth with the pinion sta-
tionary. Because the pinion and ring gear teeth are bev- 5. Drive locking pins (Figure 34, D) through the upper
eled, you can change the backlash by changing how or lower holes in the differential carrier ears and
deeply the teeth mesh into each other. To adjust backlash between cleats in adjusting nuts. If necessary
without changing preload, you shift the ring gear along it
axis by tightening one adjusting nut while loosening the
Checking Ring and Pinion Gear Tooth Contact Pat-
other an equal amount. To measure and adjust backlash:
tern
1. Set up a dial indicator on a ring gear tooth (Figure
To check the ring gear and pinion for proper tooth contact
34, A). Hold or block the pinion so that it cannot
pattern (correct position):
rotate.
1. Apply a thin, even coating of gear checking com-
2. Rotate the ring gear through backlash (Figure 34, B)
pound, to the ring gear teeth.
and read the measurement.
2. Rotate the ring and pinion gears through a minimum
Backlash must be 0.20-0.28 mm (0.008-0.011 in).
of one revolution and apply a load (hold by hand) to
If the measurement is less than required, you need to the gears as they are turned.
shift the ring gear away from the pinion, if more than
When the ring gear is turned, the compound is
required, into the pinion.
squeezed away by the contact action of the teeth,
3. To shift the ring gear position, rotate the adjusting leaving bare areas that are the exact shape, size and
nuts equally in opposite rotations (loosen one nut, area of the tooth contact pattern.
tighten the other) as shown Figure 34, C.
3. Check the tooth contact
Tip: Insert a rod in the recess on the carrier ear and area on the sides of the
between cleats on the adjusting nut. Rotate the ring gear teeth. On an
adjusting nut with the rod as far as the recess old gear set, the contact
allows—this is one “notch.” Keep count of each pattern must match wear
“notch” you rotate the adjusting nut. Repeat on other pattern. On a new gear
adjusting nut using same number of “notches.” set, the tooth contact
pattern must be as
shown in Figure 35. If
the contact pattern is
incorrect, recheck the
pinion mounting proce-
dure and the ring-and-
pinion backlash read-
ing. Disassemble the
parts, add or remove
inner bearing shims as
needed to adjust pinion
position, and adjust dif-
ferential bearing nuts to
correct backlash.
Adding shims corrects a
“high” pattern. Remov-
ing shims corrects a
Figure 34. Ring Gear Backlash Adjustment “low” pattern.
Figure 35. Tooth Contact Pattern

SM 1044 Transaxle Overhaul • 06-6-21


IMPORTANT
Each time the ring gear or pinion is moved,
the backlash and the differential bearing pre-
load must be checked and reset as needed.
Installing the Clutch and Idler Gear
The following should already be installed: oil distributor
sleeve, clutch shaft rear bearing, reverse idler shaft rear
bearing, and differential pinion shaft (with transaxle out-
put gear). Additionally, the clutch pack should be fully
assembled, including oil distributor seal rings. Then:
1. Press the reverse idler shaft front bearing onto the
idler shaft until it is fully seated against the shoulder.
Figure 36. Installation of Front Bearing onto Reverse
Idler Shaft
2. Apply transaxle fluid to forward clutch outer thrust
bearing assembly (thrust bearing between two wash-
ers) and to reverse clutch outer thrust bearing and
install them on clutch shaft.
Reverse
Forward
Figure 37. Installation of Clutch Outer Thrust Bearings
Clutch(turbine) shaft
Reverse clutch gear
Idler gear shaft
Figure 38. Installation of Clutch and Reverse Idler Assemblies
SM 1044
Group 06, Transaxle
3. Place a soft-faced hammer within reach.
4. Hold the reverse clutch gear so that it does not dis-
engage any friction disks. Then, insert the end of the
clutch shaft into its bearing (Figure 38). Make sure
the forward clutch gear meshes with the output gear.
5. Insert the idler gear shaft end into its bearing while
maneuvering the clutch and idler shafts so that the
idler, clutch, and output gears mesh (Figure 38).
6. Lightly tap the idler gear shaft with a soft-faced
mallet to seat the shaft and bearing into the bearing
pocket. Lightly tap on the clutch shaft with a soft-
faced mallet to seat the shaft into the bearing pocket.
7. Check for proper clutch shaft installation depth
(Figure 39):
a. Place a transaxle case-to-converter housing gas-
ket on mating surface. Place a straight edge
against gasket and over clutch thrust washer.
b. If thrust washer touches straight edge, a clutch
disc may be out of position. Stop assembly of the
unit, remove the clutch, make sure both clutch
gears engage all five friction disks, and repeat the
clutch/idler gear installation procedure.
c. Measure the gap between the straight edge and
the thrust washer. If the gap is not 0.1-0.8 mm
(0.004-0.032 in) remove the clutch pack and rein-
stall it with a thinner or thicker reverse clutch
outer thrust bearing (Figure 37), as needed.
Figure 39. Measuring Clutch Installation Depth
Transaxle Overhaul • 06-6-22

Installing the Pump Idler Gear and Bearing
1. Insert retaining ring into the groove of pump idler
gear.
2. Press the bearing into the hub of the pump idler
gear.
3. Apply clean transaxle fluid CLARK # 2776236 to
the bearing.
4. Insert the gear with bearing between the shaft mount-
ing holes in the converter housing. Check that holes
in housing and bearing align.
5. Insert shaft (threaded end up) into outer bore and
drive shaft in to below housing surface.
Figure 40. Pump Idler Gear Installation
SM 1044
Group 06, Transaxle
Installing the Stator Oil Seal, Impeller Hub Gear
and Bearing, and Stator Support
1. From converter side, drive the oil seal into its bore,
flush with the machined surface, with the beveled
edge facing the transaxle case.
2. If bearing and bushing have been removed from sta-
tor support:
a. Press bushing flush into splined end of stator
support.
b. Press needle bearing 4.0 mm (0.16 in) below
flange surface.
3. Tap the impeller hub bearing into the converter
housing.
4. Coat sealing ring with transaxle fluid and slide it
onto stator support. Squeeze and latch sealing ring
into groove.
5. Oil the impeller hub gear. Place it in the converter
housing, and position it to mesh with the pump idler
gear.
6. Insert stator support assembly into converter hous-
ing and through impeller hub gear and bearing and
oil seal. Make sure stator support is in pilot and that
mounting holes align with holes in converter hous-
ing. (Use of alignment studs is advised).
7. Install four capscrews and tighten to 54-64 Nm (40-
48 lbf-ft).
Figure 41. Stator Support and Oil Seal Installation
Transaxle Overhaul • 06-6-23
 Group 06, Transaxle

Joining Converter, Transaxle, and Axle Housings 2. Install at least two alignment studs in mounting holes
in transaxle case mounting flange.
Clean all gasket mating surfaces. If there are any nicks,
remove them with emery cloth. Then join the housings as 3. Hoist the converter housing so that its mounting
follows. (Refer to Figure 42.) flange comes together with the transaxle case mount-
ing surface. Make sure the reverse idler gear clears
the bearing bore in the converter housing.
Transaxle Case to Axle Housing
4. Loosely install four long mounting bolts with wash-
1. Place gasket over dowels on mounting flange on ers and seven short mounting bolts with washers
transaxle case. Do not use gasket sealer. through converter housing and into transaxle case
mounting flange. (Remove alignment studs.)
2. Install at least two alignment studs in mounting holes
in transaxle case mounting flange. 5. Gradually torque the mounting bolts, in a criss-cross
pattern, 60-65 Nm (44-48 lbf-ft).
3. With a hoist, bring the axle housing and transaxle
case together, using the alignment studs for guides.
Installing Axle Shafts and Axle Ends
4. Loosely install six mounting bolts with washers
1. If axle end and/or brake assemblies were removed,
through the transaxle case mounting flange and into
install them as described in the “Axle End Overhaul”
the threaded holes in the axle housing mounting
Section in this Group (06), and the “Service Brake
flange.
Inspection and Overhaul” Section in Group 23.
5. Remove the alignment studs and loosely install 11
2. Insert O-ring into groove in axle shaft (Figure 42).
mounting bolts with washers through the axle mount-
Insert axle shaft into axle assembly and torque
ing flange, through the gasket, and into the threaded
mounting bolts 90-110 Nm (67-81 lbf-ft).
holes in the transaxle case mounting flange.
6. Gradually torque all of the above-mentioned mount-
ing bolts, in a criss-cross pattern, 68-79 Nm (50-58
lbf-ft).

Converter Housing to Transaxle Case

1. Place gasket over dowels on mounting flange on
transaxle case. Do not use gasket sealer.
Figure 43. Axle End

Alignment stud

Axle shaft
Mounting bolt

Figure 42. Joining the Transaxle Housings.

SM 1044 Transaxle Overhaul • 06-6-24

 Group 06, Transaxle

Installing Transaxle Peripherals Figure 47. Hydraulic Pump and Transaxle Charging Pump
Locate peripherals on Figure 52.
5. Install clutch pressure tube and clutch lube tube by
1. Thoroughly clean the transaxle connecting fittings and O-rings on tube ends and to
sump oil strainer with an control valve cover and transaxle case.
approved cleaning solvent.
Dry with compressed air.
Install strainer and drain plug.
Tighten plug 171-209 Nm (126-
154 lbf-ft).
Figure 44. Drain Plug and Strainer

2. Install transaxle control valve with gasket and 10

fasteners. Torque fasteners to 22-27 Nm (16-20 lbf-
ft).
Figure 48. Clutch Pressure and Lube Tubes

Clutch pressure tube torque specs:

Tube End: 33-42 Nm (24-31 lbf-ft) ;
Boss End : 42-53 Nm (31-39lbf-ft).
Clutch lube tube torque specs:
33-42 Nm (24-31 lbf-ft).
6. Install oil dipstick tube. Connect and O-rings on
tube end and to transaxle case. Fasten bracket to
transaxle housing.

Figure 45. Transaxle Control Valve

3. Install oil filter cartridge. Tighten

per instructions on filter.

Figure 46. Transaxle Oil Filter

4. Install hydraulic pump: Replace three O-rings.

Install two mounting bolts and washers. Torque 90-
110 Nm (66-81 lbf-ft).
Figure 49. Transaxle Oil Dipstick Tube

SM 1044 Transaxle Overhaul • 06-6-25

 Group 06, Transaxle

7. Mount the solenoid valves; torque 30.5-37 Nm 8. Mount brake line tee and connected brake lines to
(22.5-27.5 lbf-ft). Mount temperature sensor and O- control valve cover with mounting bolt. Connect
ring ; torque 45-55 Nm (33-40 lbf-ft). brake lines to fittings on brake backing plates.
Torque fitting 15-19 Nm (11-14 ft-lb).

Figure 50. Solenoid Valves and Temperature Sensor

Figure 51. Brake Lines

Torque converter (In housing)

Transaxle control valve

Dipstick tube

Transaxle oil filter

Main hydraulic pump/

Transaxle charging pump

Temp. sensor
Drain plug and strainer

Pressure tube

Axle end assembly

Brake line fitting Brake line fitting

Solenoid valves Breather
Brake drum

Figure 52. Transaxle Peripherals

SM 1044 Transaxle Overhaul • 06-6-26

 Group 06, Transaxle

9. Install torque converter assembly by carefully slid- Filling and Initial Startup
ing it onto the turbine/clutch shaft and the stator sup-
Follow the fluid replacement procedures in Section 3 of
port. Use care during handling. Improper handling
this Group. Also, be sure to bleed brake lines before oper-
could cause converter leaks.
ating the truck as described in Group 23.

NOTE
Be sure to use CLARK transaxle fluid, part #
2776236, after rebuilding clutch packs. This
fluid contains additives that condition clutch
friction discs and extend their life.

Figure 53. Torque Converter

10. Install the breather: Apply Loctite 17009 to threads

and torque 33.9-40.6 Nm (25-30 lbf-ft).

Figure 54. Breather

SM 1044 Transaxle Overhaul • 06-6-27

 Group 06, Transaxle

Section 7

Drive Axle Ends Overhaul

Drive Wheel Removal Drive Axle Shaft Removal and

The drive axle ends can be overhauled with the drive axle
in the truck. If the drive axle is to be left in the truck:
1. Safely raise and properly block the front of the truck
as described in the lifting and jacking Section of
Group SA.
2. Remove the drive wheels as described in Group 22.
Replacement
1. Remove 10 mounting bolts and washers from each
axle shaft flange.
2. Pull axle shaft out of axle housing.
3. Remove O-Ring from hub.
4. Reverse steps 1 through 3 for installation. Use new
O-Ring, Torque mounting bolts to 90-110 Nm (66-81
lbf-ft).

Axle shaft

O-ring

Mounting bolt

SM 1044 Drive Axle Ends Overhaul • 06-7-1


9!W@
The following procedures refer to the illustration on the
next page.
1. Separate brake drum from hub. If necessary, screw
jackscrews through holes in drum to force drum apart
from hub. Remove drum.
2. Bend back tab on locking washer to clear slot in lock
nut.
3. Remove locknut from spindle. Special wrench, con-
struction shown on page 4, may be used.
4. Remove tongued washer from spindle.
5. Remove outer bearing from spindle.
6. Remove hub from spindle.
7. Remove inner bearing.
8. Remove and discard oil seal from hub.
9. Extract inner and outer bearing cups from hub if
bearings are to be replaced.
,!
9!9Y
1. Press new cups into hub, if cups were removed.
2. Lube inner bearing with transaxle fluid, CLARK part
# 2776236, and install bearing.
3. Prepare surfaces and install oil seal:
a. Remove nicks, scratches, and burrs from hub and
spindle surfaces that will receive the seal.
b. Apply a light coat of Loctite Primer N, CLARK
part #1803267, and Loctite Gasket Maker,
CLARK part #1802303 to seal outer diameter and
hub inner diameter.
c. Press new oil seal into hub with special driver,
which can be constructed from drawing on page
4.
%/=VW9X
OIL SEAL LEAKS. The oil seal must be
replaced with a new one each time the hub is
removed. Use extreme care not to damage the
seal during installation. Use the proper seal
driver, shown on page 4.
4. Install hub.
9!/
"&#W@ 5. Lube outer bearing with transaxle fluid, CLARK part
%
1. Remove or install the brake assembly as described in
“Service Brake Overhaul” in Group 23.
2. Remove or install the axle mounting bracket by slid-
ing it off or on the axle housing. Use anti-seize com-
pound, CLARK part #1802307, on the contact
surfaces before installing the bracket.
# 2776236, and install.
6. Install tongued washer, locking washer, and locknut
(hand-tight) .
7. While turning hub, torque locknut to 200-245 Nm
(147-181 lbf-ft) with special wrench shown on page
4. Loosen locknut- then hand-tighten locknut until
bearing has no end-play.
8. Loosen locknut until tab on washer lines up with slot
in locknut. Bend tab on washer into slot on locknut.
%&,
,W
9. Align inspection slot on brake drum with inspection
Inspect bearings and cups for wear. Replace bearing and slot on hub. Install brake drum by sliding it over
cup as a set if either is worn. Clean parts with a Standard studs mounted on hub. Tap drum with a soft-faced
type solvent. hammer to seat it against the hub. Remount the
wheel as described in Group 22.

/ U@9!V@JKhK
 Group 06, Transaxle

Axle housing
Axle mounting bracket
Spindle
Brake assembly Brake mounting bolt

Outer bearing and cup

Hub

Oil seal

Inner bearing and cup

Tongue washer
Lock washer
Lock nut

Brake drum

SM 1044 Drive Axle Ends Overhaul • 06-7-3

 Group 06, Transaxle

190.00
26.76 33.67 100.0 15.0
14.76 6.24
0.79

0
1.0 X 45¡

5.
¡

R
30
C 129.92 Ð 0.05

C 84.7344
C 117.50
C 145.0

C 125.0

C 67.23

C 35.0

C 50.0
45.0 115.0

3.0 X 45¡

R
KNURLED

5.
R

0
5.
1.0 X 30¡ 0 0
3.

C 117.5 REF

C 125.0 REF
R

C 129.92 REF
R
0.
79
2.5 X 30¡ 0.79 REF
3.78
O-RING 4.826
25K40428 4.572

Hub Oil Seal Driver. Construct as shown.

.20" .75"
3.645"

1/2 Drive Socket

3/8" Square
Stock 1/4"
X 1" Long
1/4"
1/4"
Hub Locknut Wrench. Construct as shown.

SM 1044 Drive Axle Ends Overhaul • 06-7-4

 ,!

&*

!?@V@

XV
A description of transaxle control valve func-
tion is given in Section 1, “Transaxle Specifi-
cations and Description.”
Problem diagnosis and pressure checks that
indicate control valve performance are given
in Section 2, “Transaxle Troubleshooting.”

@&WZ = ,%&,GYK

The control valve should be disassembled, cleaned, and
inspected whenever the transaxle is overhauled or when-
ever indicated by troubleshooting.
/ !?@V@JK*K
&
Clean all parts with a safety-approved commercial solvent
before inspection.
Inspection includes:
• Checking bores and spools for scratches, nicks,
burrs, and wear
• Making sure inching rod is not bent
• Making sure springs are not bent or cracked
• Checking the oil filter adaptor for thread damage
• Making sure all orifices are free of blockage.
Lubricate all components with transaxle fluid, CLARK
part #2776236, before reassembly. Lubricate and wrap
parts if reassembly will not be done immediately.
 ,!

9YUY=&
The necessary procedures are generally obvious from the
illustration given below, with the following notes:
Separator Pin (G): This pin separates the cooler bypass
spool from the lube relief spool. To install it:
1. Insert the spool, spring, and washer that make up the
oil cooler bypass (F) into their bore.
2. Push against the washer with a small flat-tipped
screwdriver to compress the spring. The flat of the
blade should face the pin bore.
3. When the washer clears the pin bore, insert the sepa-
rator pin (G), withdraw the screwdriver, and tighten
the pin to 5.5-6.5 N˜m (49-58 lbf-in).
O-Ring (C): Lubricate O-ring with transaxle oil before
assembly.
Seal, Inching Rod (E): Replace with new seal (E). Press
fit.
Guide (A), Inching Rod: The bore through the inching
rod guide has a chamfered edge on one side. This side of
the guide must face the retaining ring.
Filter Adaptor (L): Apply Loctite #242, (CLARK Part
#1802300) to adaptor threads at installation. Tighten to
90-110 Nm (66-81 lbf-ft).
Caps: Torque caps (H, K, M, and N) to 58-72 Nm (43-53
lbf-ft). Torque caps (D, I, and J) to 135-165 Nm (100-122
lbf-ft).

/ !?@V@JK*K
 GROUP 13

GROUP 13

ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1

Electrical systemGSpecifications and features ........Section 2

Electrical Circuit diagram & Electrical parts

Arrangement ...........................................................Section 3

Instrument Pod ........................................................Section 4

Elctrical componentsGSpecification
and operation ...........................................................Section 5

Troubleshooting of electrical system ......................Section 6

SM 1044 Group 13, Electrical system

 Group 13, Electrical System

Section 1

Cautions for working on the electrical system

As checking the electrical components
When working or checking electrical components make
sure to study the features and specifications of the relevant
components in advance so that the possibility of accident
will be avoided.
Cautions for welding
 Remove the jumper (-) cable from the engine block
of the discharged machine.
 Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
 Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
 Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.

Electrical components on the machine may be damaged

by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.

Start-up with jumper cables

When the machine cannot be started due to the battery has
being discharged, make use of jumper cables for starting.
Proceed as follows:

Connecting the jumper cables

 Connect one end of jumper (+) cable to the battery
(+) terminal of the discharged machine.
 Connect the other end of jumper (+) cable to the
battery (+) terminal of the running engine.
 Connect one end of jumper (-) cable to the battery
(-) terminal of the running engine.
 Connect the other end of jumper (-) cable to the
engine block of the discharged machine.

! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.

Removing the jumper cables

 When removing the jumper cables, reverse the
order used for connecting.

SM 1044 Cautions for working on the electrical system • 13-1-1

 Group 13, Electrical System

Section 2

Electrical system Specifications and features

Features of the electrical system Specification

The electrical system of C20-35 model is consisted of
start-up circuits, instrument panel and auxiliary circuits. Voltage and Grounding
Inputs and outputs of most circuits is controlled by a
microprocessor located in the instrument panel. System voltage: 12 Volt
System earthing: Engine body (Gasoline/LPG)
Start-up circuit
The start-up circuit consists of the high power circuits
such as used for engine starting, battery charging, etc. Battery
• FORD 2.5
Instrumental panel  Type: 12 Volt, 45 AH (20 hr)
The monitor circuit allows the operator to check on the  Cold start current: 410 Amp (T18 ଇ)
operational condition of the truck by observing the  Capacity: 71 minutes (27 ଇ)
required indicator. This circuit monitors fuel level, engine
temperature, battery charge level, working hours and fail-
ure of sensors. Additionally, it monitors for proper opera-
Start motor
tion according to the condition of the truck and or a signal
input by the operator. Neutral start, anti-restart park brake • FORD 2.5
interlock, and auto engine shutdown conditions are all  Specification: 12 Volt, 1.4 kW
monitored as critical conditions for proper operation.

Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.

SM 1044 Electrical system Specifications and features • 13-2-1

 Group 13, Electrical System

Section 3

Electrical Circuit Diagram & Electrical Parts Arrangement

1. Wiring diagram .............................................................................. 2

2. Electrical installation ..................................................................... 5

3. Battery mounting installation ....................................................... 8

4. Instrument installation .................................................................. 9

5. Heater hose installation ............................................................... 15

6. Speed limit installation (Option) ................................................ 16

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-1

 Group 13, Electrical System

1. Wiring diagram - FORD 2.5 (1/3)

[IN-28681B 1/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-2

 Group 13, Electrical System

1. Wiring diagram - FORD 2.5 (2/3)

[IN-28681B 2/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-3

 Group 13, Electrical System

1. Wiring diagram - FORD 2.5 (3/3)

[IN-28681B 3/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-4

 Group 13, Electrical System

2. Electrical installation - FORD 2.5 (1/3)

[SI-52601B 1/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-5

 Group 13, Electrical System

2. Electrical installation - FORD 2.5 (2/3)

[SI-52601B 2/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-6

 Group 13, Electrical System

2. Electrical installation - FORD 2.5 (3/3)

[SI-52601B 3/3]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-7

 Group 13, Electrical System

3. Battery mounting installation - FORD 2.5 (1/1)

[SI-49134C 1/1]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-8

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (1/6)

[SI-52602A 1/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-9

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (2/6)

[SI-52602A 2/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-10

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (3/6)

[SI-52602A 3/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-11

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (4/6)

[SI-52602A 4/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-12

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (5/6)

[SI-52602A 5/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-13

 Group 13, Electrical System

4. Instrument installation - FORD 2.5 (6/6)

[SI-52602A 6/6]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-14

 Group 13, Electrical System

5. Heater hose installation - FORD 2.5 (1/1)

[SI-52916A 1/1]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-15

 Group 13, Electrical System

6. Speed limit installation (Option) - FORD 2.5 (1/1)

[SI-52941B 1/1]

SM 1044 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-16

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 ,&&


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Displays the remaining fuel status. Blue status means full, and red status mean empty.


  
This is divided to 3 colors.
• Red: Engine over temp over 110 degree
• Yellow : Normal operating temp H
• Blue : Low temp
If the temp gauge wiring is damaged or there is no change in reading within 10 minutes of
engine being started, the pod recognize an error with gauge and will shut down engine.
If the coolant temp is over 116 degree, the pod shut down the engine after a warning buzzer.


+ 
2.3.1 Transaxle oil temp
Indicates an over temp condition of transaxle. If this LED is on, please key off the truck and check for
cause of condition. The engine will be automatically shut down after a 30 second warning buzzer.

2.3.2 Alternator charging status

Indicates the charging status of battery when operating engine. If alternator fails to charge the battery dur-
ing engine operation, this icon will be turned on.

2.3.3 Error / Maintenance icon

Indicates an error or that maintenance interval has been reached (if maintenance hours are set). This icon
will illuminate and the LCD will display error information. Operator should check the truck according to
the set service corrective action.

2.3.4 Engine checking

If there is an engine fault, this icon will be turned on.

/ %=JK K

2.3.5 Seat belt.
This icon is only for warning seat belt for 3
seconds. If truck is equipped with optional
belt switch or seat switch, this can control the
truck's operation.
2.3.6 Parking brake
This indicates the parking brake switch status.
If the parking brake is set, the forward and
reverse solenoid is cut off, and truck will not
travele. If the key switch is turned off with the
parking brake released, the buzzer will acti-
vate. Setting the parking brake will prevent
this warning.
2.4 Data display
Displays information relating
09/09 Fri 15:35 to truck status, for example
C20LPG 2.0HR
date, time, model name and
working hours. Truck errors
and related information are displayed here as well.
2.5 Functional switch
Composed of 6 switches for
checking truck status, func-
tional setting, error diagnosis
and lamp control.
SM 1044
Group 13, Electrical System
2.5.1 Work light switch
Controls the work lights
located on front of truck. Press-
ing this will activate the lights,
pressing it again will deactivate
the lights.
2.5.2 Rear work light switch
Controls the work light located
on rear of truck. Pressing this
will activate the light, pressing
it again will deactivate the
light.
2.5.3 Strobe light switch
Controls the strobe light. Press-
ing this will activate the light,
pressing it again will deactivate
the light.
Instrument Pod • 13-4-3

3. Major function of truck
3.1 Engine shut down
Engine will be shut down after a warning when the pod
detects a significant truck error. If engine shut down
occurs, the operator should promptly stop the truck and
perform repairs to remedy the cause. The engine shut-
down function will be activated according to the follow-
ing 4 major causes. This function setup can be controlled
by setting the function on the instrument panel. The fol-
lowing modes are available under Menu Mode Configura-
tion Table 1.7.7.
1. Off: The engine shut down function iMenu mode is
activated by pressing the mode switch button.
2. Beeper: When the engine shutdown function is acti-
vated, a buzzer alarm sounds inside the instrument
panel.
3. Horn: When the engine shutdown function is acti-
vated, a horn alarm mounted on the vehicle sounds.
3.1.1 Engine coolant water temp
During truck operation, if engine coolant temp is 116
degrees or temp sensor shows no change for 10 minutes, a
warning buzzer will sound for 30 seconds followed by
engine shutdown. The truck may be restarted but the
engine will be shut down again if the error is not cleared.
3.1.2 Engine oil pressure
During truck operation, if engine oil pressure is lower
than the regulated pressure, a warning buzzer will sound
for 30 seconds followed by engine shutdown. The truck
may be restarted but the engine will be shut down again if
the error is not cleared.
3.1.3 Transaxle oil temp.
During truck operation, if transaxle oil temp is over 120
degrees, a warning buzzer will sound for 30 seconds fol-
lowed by engine shutdown. The truck may be restarted
but the engine will be shut down again if the error is not
cleared.
3.1.4 Seat switch (Optional)
If the operator leaves the seat for 3 seconds with direc-
tional lever engaged, the truck will be shut down without
a warning signal. At that time, the truck can be re-started
only when key switch is cycled off and directional lever is
positioned in neutral. This option can be reprogrammed
through the functional mode setting of the pod as follows:
If operator leaves the seat for 3 seconds, the forward or
reverse directional solenoid is switched to neutral posi-
SM 1044
Group 13, Electrical System
tion. Travel will resume only after the directional lever
has been returned to neutral and then re-engaged in
desired direction.
3.2 Neutral start
Pod is configured so that if directional lever is engaged in
forward and reverse position when the truck is not run-
ning, the truck can not be started to prohibit sudden move-
ment. To start truck, operator should place the directional
lever in neutral position.
3.3 Anti-restart
Once the truck is running the starter motor will not engage
again until the ignition has been switched off. (Start motor
protection function)
3.4 Parking brake reminder
If the key is switched off and the parking brake is not set,
the buzzer will activate. Setting the parking brake will
prevent this warning.
3.5 Seat switch travel enable (Optional)
If operator leaves the seat for 3 seconds, the forward or
reverse directional solenoid is switched to neutral posi-
tion. Travel will resume only after the directional lever
has been returned to neutral and then re-engaged in
desired direction.
The operator must be in the seat to operate the truck in
either forward or reverse direction.
3.6 Lamp switch mode
Pod function settings for operating mode of work lamp,
rear work lamp, and strobe light.
3.6.1. Work lamp
Work lamp can be turned on and off by switch on Pod or
Key switch. The function is accessible in Menu Mode
Configuration Table 1.7.3.
− Work lamp switch mode (Standard) : Lamp turned
on and off by switch on Pod.
− Key switch mode: Lamp turned on and off by key
switch.
Instrument Pod • 13-4-4
 ,&&

3.6.2 Rear work light

Rear work light can be turned on by switch on Pod, key
switch, or by placing directional lever in reverse. The
function is accessible in Menu Mode Configuration Table
1.7.4.
 Rear work light switch on Pod (Standard): Lamp
turned on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key
switch.
 Reverse lever mode: Lamp only turned on when
changing the lever to reverse direction.
 Reverse and switch mode: The lamp is turned on
and off by the reverse switch and the Rear work
light switch.

3.6.3 Strobe light

Strobe light can be turned on by switch on Pod and key
switch. The function is accessible in Menu Mode Config-
uration Table 1.7.13.
 Strobe light Switch on Pod (Standard): Lamp
turned on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key
switch.
 Reverse lever mode: Lamp only turned on when
changing the lever to reverse direction.
 Reverse and switch mode: The strobe light is
turned on and off by the reverse switch and the
Strobe light switch.

/ %=JK KI
 Group 13, Electrical System

4. Functional setting and operation

4.1 Operating method for mode switch

4.1.1 Mode switch

Menu mode is activated by pressing the mode switch but-
ton.

4.1.2 Explanation of mode switch

The light switches only activate lights during normal
operation and not while accessing mode menu.

Switch Function ETC

1. For entering mode menu

2. For moving to the lower menu on pressing menu mode.

1. For leaving menu mode.

2. For moving to the higher mode on pressing menu mode.

1.For moving to the left menu. Speed limit switch(option)

1. For moving to the right memu. Strobe light switch

1. For setting the data, increasing the factor on menu. Rear work light switch

1. For setting the data, decreasing the factor on menu. Work light switch

• The light switches only activate lights during normal operation and nor while accessing mode menu.

SM 1044 Instrument Pod • 13-4-6

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ͧ͢͟͢͟ ΄ΪΤΥΖΞ͑͹ΠΦΣ ͵ΚΤΡΝΒΪ͑ΤΪΤΥΖΞ͑ΨΠΣΜΚΟΘ͑ΙΠΦΣ͙ΆΟΔΙΒΟΘΖΒΓΝΖ͚ ͡ ͪͪͪͪ ‫م‬ ‫م‬ ‫م‬
ͨ͢͟͢͟ ͲΔΔΖΝ͑·ΠΝΥΒΘΖ ͵ΚΤΡΝΒΪ͑ΒΔΔΖΝΖΣΒΥΠΣ͑ΧΠΝΥΒΘΖ ͟͡͡· ͦ͟͡· ‫م‬ ‫م‬ ‫م‬
ͩ͢͟͢͟ ΄ΥΖΡ͑;ΠΥΠΣ͑΃ΒΟΘΖ ͵ΚΤΡΝΒΪ͑ΤΥΖΡ͑ΞΠΥΠΣ͑ΣΒΟΘΖ ΩΩ͖ ͖͢͡͡ ‫م‬ ‫م‬
ͪ͢͟͢͟ ͵ΚΤΡΝΒΪ͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬ ‫م‬
͢͟͢͟͢͡ ΄ͽʹ͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑΄ʹͽ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬ ‫م‬
͢͟͢͟͢͢ ΅ΣΦΔΜ͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑ΥΣΦΔΜ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬

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ͣ͢͟͢͟͢ ΄;ʹ͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑΄;ʹ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬

ͤ͢͟͢͟͢ Ͷͽ͹͞;͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑Ͷͽ͹͞;ͲͺͿ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬
ͥ͢͟͢͟͢ Ͷͽ͹͞΄͑·ΖΣΤΚΠΟ ͵ΚΤΡΝΒΪ͑Ͷͽ͹͞΄Άͳ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑ ·͑Ω͟ΩΩ ·͑Ω͟ΩΩ ‫م‬

ͣ͢͟ ΄ΨΚΥΔΙ͑΄ΥΒΥΦΤ ͵ΚΤΡΝΒΪ͑ΥΣΦΔΜ͑ΤΥΒΥΦΤ͑ΗΠΣ͑ΤΨΚΥΔΙ͑ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬
ͣ͢͟͟͢ ͼΖΪ͑΄ΥΒΣΥ ͼΖΪ͑ΤΥΒΣΥ͑ΤΚΘΟΒΝ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͣ͢͟͟ ΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ ΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ ΀ΡΖΟ ʹΝΠΤΖ ʹΝΠΤΖ ‫م‬ ‫م‬ ‫م‬
ͣͤ͢͟͟ ͷΠΣΨΒΣΕ ͵ΚΤΡΝΒΪ͑ΗΠΣΨΒΣΕ͑ΤΥΒΥΦΤ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͥ͢͟͟ ΃ΖΧΖΣΤΖ ͵ΚΤΡΝΒΪ͑ΣΖΧΖΣΤΖ͑ΤΥΒΥΦΤ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͦ͢͟͟ ΅͠;͑΀ΚΝ͑΅ΖΞΡ ΅͠;͑΀ΚΝ͑΅ΖΞΡ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͧ͢͟͟ Ͷ͠΀ΚΝ͑΁ΣΖΤΤΦΣΖ Ͷ͠΀ΚΝ͑΁ΣΖΤΤΦΣΖ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͨ͢͟͟ ͽ΁͸͑΁ΣΖΤΤΦΣΖ ͽ΁͸͑΁ΣΖΤΤΦΣΖ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͩ͢͟͟ ΄ΖΒΥ ΄ΖΒΥ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣͪ͢͟͟ ΀ΡΥΚΠΟ͑͢ ΀ΡΥΚΠΟ͑͢ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬ ‫م‬
ͣ͢͟͟͢͡ ΀ΡΥΚΠΟ͙͑ͣ͑΅ΚΝΥ͚ ΅ΚΝΥ͑ͽΚΞΚΥ͑ΤΨΚΥΔΙ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬
ͣ͢͟͟͢͢ ͵ΦΒΝ͑ͷΦΖΝ ΄ΨΚΥΔΙ͑ΗΠΣ͑ΤΖΝΖΔΥΚΠΟ͑ΠΗ͑͵ΦΒΝ͑ͷΦΖΝ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ‫م‬ ‫م‬

ͤ͢͟ ;ΠΕΖΝ͑΄ΖΥΦΡ ;ΠΕΖΝ͑ΟΒΞΖ͑ΠΗ͑ΦΤΖ͑ΥΣΦΔΜ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬
ͤ͢͟͟͢
͢ ͤ͢ ʹ͢͡ ;ΠΕΖΝ
ʹ͑͢͡;ΠΕΖΝ ʹͦ͢͵͝ʹͦ͢ͽ͝ʹͦ͢ʹͽ͝ʹͩ͢͵͝ʹͩ͢ͽ͝ʹͩ͢ʹͽ͝ʹͣ͡Τ͵͝ʹͣ͡Τͽ͝ʹͣ͡Τʹ
ʹͦ͢͵ ʹͦ͢ͽ ʹͦ͢ʹͽ ʹͩ͢͵ ʹͩ͢ͽ ʹͩ͢ʹͽ ʹͣ͡Τ͵ ʹͣ͡Τͽ ʹͣ͡Τʹ ʹͦ͢͵ ʹͣ͡Τʹͽ ʹͦ͢͵ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͤͣ͢͟͟ ʹͣ͑͡;ΠΕΖΝ ʹͣ͡͵͝ʹͣ͡ͽ͝ʹͣ͡ʹͽ͝ʹͣ͡͸͝ʹͣ͡ʹ͸͝ʹͣͦ͵͝ʹͣͦͽ͝ʹͣͦʹͽ͝ʹͣͦ͸͝ ʹͣ͡͵ ʹͤͣʹ͸ ʹͣ͡͵ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ʹͣͦʹ͸͝ʹͤ͡͵͝ʹͤ͡ͽ͝ʹͤ͡ʹͽ͝ʹͤ͡͸͝ʹͤ͡ʹ͸͝ʹͤͣʹͽ͝ʹͤͣ͸͝
ʹͤͣʹ͸͝ʹͤͤ͵͝ʹͤͤͽ͝ʹͤͦ͵͝ʹͤͦͽ͑͝ʹͤͦ͸͑͝ʹͤͦʹ͸

ͥ͢͟ ͶΣΣΠΣ͑͹ΚΤΥΠΣΪ ΄ΥΠΣΖΕ͑ͽΒΥΖΤΥ͑͑͢͡ͶΣΣΠΣΤ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬
ΆΡΡΖΣ͑ΔΠΝΦΞΟ͑ͫͶΣΣΠΣ͑ΔΠΕΖ͑ΨΠΣΜΚΟΘ͑ΙΠΦΣ
ͥ͢͟͟͢ ‫م‬ ‫م‬ ‫م‬
͙͟͡͡͡͡͡͹΃͚͑͑͠ΝΠΨΖΣ͑ΔΠΝΦΞΟͫͶΣΣΠΣ͑ΕΖΤΔΣΚΡΥΚΠΟ

%=JK Kh
,&&
 Ͳ΁΁ͽͺʹͲ΅ͺ΀Ϳ͑Ͳ΃ͶͲ΄
΅͹Ͷ
Ϳ΀ ΁Ͳ΃Ͳ;Ͷ΅Ͷ΃΄ ͵Ͷ΄ʹ΃ͺ΁΅ͺ΀Ϳ ΄Ͷ΅͑΁΀ͺͿ΅͑ ΅͹Ͷ
Ͳ;Ͷ΃ͺʹͲ΄ Ͷͽ͹͙΀΁΅͚
Ͳ;Ͷ΃ͺʹͲ΄

/
΀΅͹Ͷ΃
ͦ͢͟ ΁ΒΤΤΨΠΣΕ͑΄ΖΥΦΡ ΁ΒΤΤΨΠΣΕ͑΄ΖΥΦΡ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬
ͦ͢͟͟͢ ͺΘΟΚΥΚΠΟ͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬ ‫م‬
ͦͣ͢͟͟ ΁ΒΤΤΨΠΣΕ͑ͽΠΔΜ ͽΠΔΜ͑͝ΆΟΝΠΔΜ ͽΠΔΜ ΆΟΝΠΔΜ ͽΠΔΜ ͓͓͜͠͞ ‫م‬ ‫م‬
ͦͤ͢͟͟ ΁ΒΤΤΨΒΣΕ͑ʹΙΒΟΘΖ ΁ΒΤΤΨΒΣΕ͑ʹΙΒΟΘΖ ͡͡͡͡͡ ͪͪͪͪͪ ͪ͡͡͡͡ ͓͓͜͠͞ ‫م‬ ‫م‬
͑
ͧ͢͟ ΀ΡΥΚΠΟ͑΄ΖΥΦΡ ΀ΡΥΚΠΟ͑΄ΖΥΦΡ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬
ͧ͢͟͟͢ ΄ΡΖΖΕ͑ͽΚΞΚΥΖΣ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͣ͢͟͟ Ͷ͹͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͤ͢͟͟ ͺΕΝΖ͑ΦΡ͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͥ͢͟͟ ͽ΁΄͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀Η Η ͓͓͜͠͞ ‫م‬

ͧ͢͟ ʹͲͿ͑΄ΖΥΦΡ ʹͲͿ͑΄ΖΥΦΡ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬

ͧ͢͟͟͢ ΄ΡΖΖΕ͑ͽΚΞΖΥΖΣ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͣ͢͟͟ ʹΒΟ͑;ΠΕΖ ΞΒΤΥΖΣ͑͝ΤΚΟΘΝΖ ;ΒΤΥΖΣ ΄ΚΟΘΝΖ ΄ΚΟΘΝΖ ͓͓͜͠͞ ‫م‬
ͧͤ͢͟͟ ΄Ͷʹ;͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͥ͢͟͟ ΄ʹ΀Ά΅͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬
ͧͦ͢͟͟ Ͷ͹·͑;ΠΕΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬

ͨ͢͟ ͷΦΟΔΥΚΠΟ͑΄ΖΥΦΡ 匶垫͑昪洛 ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬
ͨ͢͟͟͢ ΀ΡΖΣΒΥΚΠΟ͑͹ΠΦΣ ΠΗΗ͑͝͡ί͙ͪͪͦ͡ΤΥΖΡ͚͑ͦ͡ ͡ ͪͪͦ͡ ͦ͡͡͡ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͣ͢͟͟ ;ΒΚΟΥΖΟΒΟΔΖ ΠΗΗ͑ͦ͝͡ί͙ͣ͡͡͡ΤΥΖΡ͚͑ͦ͡ ΀ΗΗ ͣ͡͡͡ ͢͡͡͡ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͤ͢͟͟ ΈΠΣΜ͑ͽΒΞΡ ΤΨΚΥΔΙ͑͝ΜΖΪ ΄ΨΚΥΔΙ ͼΖΪ ΄ΨΚΥΔΙ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͥ͢͟͟ ΃ΖΒΣ͑ΈΠΣΜ͑ͽΒΞΡ ΤΨΚΥΔΙ͑͝ΜΖΪ͑͝ΣΖΧΖΣΤΖ͑͝ΤΨ͗ΣΖΧ ΄ΨΚΥΔΙ ΤΨ͗ΣΖΧ ΄ΨΚΥΔΙ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͦ͢͟͟ ΀ΡΥΚΠΟ͑͑͢΀ΦΥ ΠΡΥΚΠΟ͑͑͢ΤΨ͑͝ΜΖΪ ΀Ρ͑͢ΤΨ ͼΖΪ ΀Ρ͑͢ΤΨ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͧ͢͟͟ ΁ΒΣΜΚΟΘ͑΃ΖΞΚΟΕ ΓΖΖΡΖΣ͑͝ΙΠΣΟ͑͝ΠΗΗ ΀ΗΗ ͳΖΖΡΖΣ ΙΠΣΟ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͨ͢͟͟ ͶΟΘΚΟΖ͑΄͠͵ΠΨΟ ΓΖΖΡΖΣ͑͝ΙΠΣΟ͑͝ΠΗΗ ΀ΗΗ ͳΖΖΡΖΣ ΙΠΣΟ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͩ͢͟͟ ΄ΖΒΥ͑ ΤΖΒΥ͑͝ΤΖΒΥΓΖΝΥ͑͝΅ΣΒΧΖΝ ΄ΖΒΥ ΅ΣΒΧΖΝ ΅ΣΒΧΖΝ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͪ͢͟͟ ͶΣΣΠΣ͑΃ΖΤΖΥ ͶΣΒΤΖ͑ͶΣΣΠΣ͑͹ΚΤΥΠΣΪ ΊΖΤ ΀ͼ ΊΖΤ ͓͓͜ ‫م‬ ‫م‬ ‫م‬
ͨ͢͟͟͢͡ ΄͠ͽ͑ͶΟΒΓΝΖ ΠΟ͑͝ΠΗΗ ΀Ο ΀ΗΗ ΀ΗΗ ͓͓͜͠͞ ‫م‬ ‫م‬
ͨ͢͟͟͢͢ ΄ΡΖΖΕ͑͵ΚΤΡΝΒΪ ΜΞ͠Ι͑͝;΁͹ ΜΞ͠Ι ;΁͹ ͼΞ͠Ι ͓͓͜͠͞ ‫م‬ ‫م‬
ͨͣ͢͟͟͢ ΄ΡΖΖΕ͑ͽΚΞΚΥ ΠΗΗ͑ͤ͑͝ί͑ͤ͡ΜΞ͠Ι͙ΤΥΖΡ͑͢ΜΞ͠Ι͚ ΀ΗΗ ͤ͡ ͩ ͓͓͜͠͞ ‫م‬ ‫م‬
ͨͤ͢͟͟͢ ΄ΥΣΠΓΖ͑ΝΒΞΡ͑ ΤΨΚΥΔΙ͑͝ΜΖΪ͑͝ΣΖΧΖΣΤΖ͑͝ΤΨ͠ΣΖΧ ΄ΨΚΥΔΙ ΤΨ͠ΣΖΧ ͼΖΪ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͨͥ͢͟͟͢ ͹Ί͵͑ͽΚΗΥ͞Ά΁ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͽͺͷ΅͑Ά΁ ͖ͦ͡ ͖͢͡͡ ͖͢͡͡ ͓͓͜͠͞ ‫م‬
ͨͦ͢͟͟͢ ͹Ί͵͑΅ΚΝΥ͞ͺͿ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑΅ͺͽ΅͑ͺͿ ͖ͦ͡ ͖͢͡͡ ͖ͨ͡ ͓͓͜͠͞ ‫م‬
ͨͧ͢͟͟͢ ͹Ί͵͑΅ΚΝΥ͞΀Ά΅ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑΅ͺͽ΅͑΀Ά΅ ͖ͦ͡ ͖͢͡͡ ͖ͨ͡ ͓͓͜͠͞ ‫م‬
ͨͨ͢͟͟͢ ͹Ί͵͑ͲΦΩ͢͞ͺͿ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉ͑͢ͺͿ ͖ͦ͡ ͖͢͡͡ ͖ͨ͡ ͓͓͜͠͞ ‫م‬
,&&

%=JK K*
 Ͳ΁΁ͽͺʹͲ΅ͺ΀Ϳ͑Ͳ΃ͶͲ΄
΅͹Ͷ
Ϳ΀ ΁Ͳ΃Ͳ;Ͷ΅Ͷ΃΄ ͵Ͷ΄ʹ΃ͺ΁΅ͺ΀Ϳ ΄Ͷ΅͑΁΀ͺͿ΅͑ ΅͹Ͷ
Ͳ;Ͷ΃ͺʹͲ΄ Ͷͽ͹͙΀΁΅͚
Ͳ;Ͷ΃ͺʹͲ΄

SM 1044
27+(5
ͨͩ͢͟͟͢ ͹Ί͵͑ͲΦΩ͢͞΀Ά΅ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉ͑͢΀Ά΅ ͖ͦ͡ ͖͢͡͡ ͖ͨ͡ ͓͓͜͠͞ ‫م‬
ͨͪ͢͟͟͢ ͹Ί͵͑ͲΦΩͣ͞ͺͿ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉͣ͑ͺͿ ͖ͦ͡ ͖͢͡͡ ͖͢͡͡ ͓͓͜͠͞ ‫م‬
ͨͣ͢͟͟͡ ͹Ί͵͑ͲΦΩͣ͞΀Ά΅ ;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉͣ͑΀Ά΅ ͖ͦ͡ ͖͢͡͡ ͖͢͡͡ ͓͓͜͠͞ ‫م‬
΁ΣΠΡΠΣΥΚΠΟΒΝ͑ΧΒΝΧΖ͑ΤΡΠΠΝ͑ΤΖΥΥΚΟΘͫ͑ͤ͞΄΁͙͑΄΅͵͙͑ͥ͝͞΄΁͙͑΄΅͵͚͝
ͨͣ͢͟͟͢ ·ΒΝΧΖ͑΅ΪΡΖ ͤ͞΄΁͙΄΅͵͚ ͥ͞΄΁͙ʹͽͲ;΁͚ ͤ͞΄΁͙΄΅͵͚ ͓͓͜͠͞ ‫م‬
ͤ͞΄΁͙͑ʹΝΒΞΡ͚͑͗͑ͥ͞΄΁͙͑ʹΝΒΞΡ͚

ͩ͢͟ ʹΝΠΔΜ͑΄ΖΥΦΡ ʹΝΠΔΜ͑΄ΖΥΦΡ ;ͺͿ ;ͲΉ ͳͲ΄Ͷ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬
͢ ͩ͟͟͢
ͩ͢͟͟͢ Ί ΖΒΣ
ΊΖΒΣ Ί
ΊΖΒΣ͑ΤΖΥΦΡ
ΖΒΣ͑ΤΖΥΦΡ ͪ͢͡͡ ͣͪͪ͡ ͣͦ͡͡ ͓͓͜͠͞
͠ ‫م‬ ‫م‬ ‫م‬
ͩͣ͢͟͟ ;ΠΟΥΙ ;ΠΟΥΙ͑ΤΖΥΦΡ ͢ ͣ͢ ͞ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͩͤ͢͟͟ ͵ΒΥΖ ͵ΒΥΖ͑ΤΖΥΦΡ ͢ ͤ͢ ͞ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͩͥ͢͟͟ ΈΖΖΜ ΈΖΖΜ͑ΤΖΥΦΡ ;΀Ϳ ΄ΆͿ ͞ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͩͦ͢͟͟ ͹ΠΦΣ ͹ΠΦΣ͑ΤΖΥΦΡ ͡ ͣͤ ͞ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬
ͩͧ͢͟͟ ;ΚΟΦΥΖ ;ΚΟΦΥΖ͑ΤΖΥΦΡ ͡ ͦͪ ͞ ͓͓͜͠͞ ‫م‬ ‫م‬ ‫م‬

Instrument Pod • 13-4-9

Group 13, Electrical System
 ,&&

€//[&\
 Data Refer to Setup Sheet

0 4/2 5 T ue 1 3 : 5 4
C 20D

M e n u M od e
1 POD

Clock Setup B a s i c S ta t u s S w i t c h S ta t u s
1.8 1.1 1.2

S te p M o t o r R a n g e B a t t e r y V o l t a ge F u el L ev el
1.1.10 7 0% 1.1.1 12. 5V 1.1.2 85 %

/ %=JK K

 ,&&

/&&# 

4.3.1 Check for truck status

Checking current truck status in real time
B a s i c S ta t u s
1.1
1. Battery voltage

B a t t e r y V ol t a ge
1.1.1 12. 5V
2. Fuel level

F u el L ev e l
1.1.2 85%
3. Engine coolant water temp

E n g W a t e r T emp
1.1.3 80°C
4. Transaxle oil temp
T / M O i l T emp
1.1.4 80°C
5. Display engine working hour
P O D H our
1.1.5 0003
6. System working hour
Sy stem Hour
1.1.6 0003
7. Program version
S / W V er s i o n
1.1.7 V 2.20
8. Pod serial number
S er i a l N u mbe r
1. 1.8 5A 00000A
9. Voltage of electric accelerator(Option)
A c c e l V ol t a g e
1.1.9 2. 50V
10. Step motor output for speed limiter
S te p M o t o r R a n g e
1.1.10

/ %=JK K

 ,&&

4.3.2 Truck switch On/Off check

Displays the current truck status, which can be checked in real
S w i t c h S ta t u s
time. 1.2

K e y S ta r t
1. Key switch 1.2.1 Ope n

Parking Brake
2. Parking brake switch 1.2.2 Close

F o r w a rd
3. Forward switch 1.2.3 Ope n

R e v e rse
4. Reverse switch
1.2.4 Ope n

T / M O i l T emp
5. Transaxle oil temp switch
1.2.5 Ope n

E n g O i l P r e s s ur e
6. Engine oil pressure switch
1.2.6 Close

7. LPG pressure switch

LPG Pressure
1.2.7 Ope n

8. Seat switch Seat Switch

1.2.8 Close

9. Optional switch Option 1

1.2.9 Ope n

10. Optional swtich(Tilt limit) Option 2(T i lt)

1.2.10 Ope n

11. Dual Fuel selection switch Dual Fuel

1 . 2 . 11 O pe n

/ %=JK K

 Group 13, Electrical System

4.4 Model set

When installed into the truck, the pod should be set to the correct truck model.
According to the set model name, the pod will display accurate information for that model.
4.4.1 Model set composition
Menu mode composition chart

1.3 Model Model name MIN MAX BASE ADJUST

1.3.2 C20 C20D,C20L,C20CL,C20G,C20CG,C25D,C25L,C C20D C32CG C20D "+/-"

25CL,C25G,C25CG,C30D,C30L
C30CL,C30G,C30CG,C32CL,C32G,C32CG,C33
D,C33L,C35D,C35L

4.4.2 Model set method

0 6/1 3 T ue 1 0 : 5 4
C20D 30. H R

M e n u M od e
1 POD

B a s i c S ta t u s
1.1
M o d el S e t u p M o d el S e t u p
1.3 1.3

C2 0 Model C2 0 Model C2 0 Model

1.3.2 C35L 1.3.2 C20D 1.3.2 C20L

C 10 MODE L

C1 0 Model
1.3.1 C15D

4.5 Error history

The pod can store the last 10 error codes. If the error count exceeds 10, then only the last 10 are stored.
(Detailed info shows in article "5. Error diagnosis ")

SM 1044 Instrument Pod • 13-4-13

 ,&&

=+& 
A password can be set for starting enable and function settings. According to the customers' demand, additional functions
can be set by this function.

4.6.1 Starting enable password

Setting this function only allows the truck to be started by entering the set password at key on. If the correct password is
not entered, the truck will not start.

*
" _UUUU
P a s s w o rd S e t u p
% _UUU
1.5 A) B) C) D) E) F)
 _UU

* _U
Input Password ; _
00000
 ; ? 

P a s sw or d O K ! Igni tion Mode

1.5.1 Of f

Igni tion Mode

1.5.1 On

P a s s w o rd E r r o r Input Password
0 0 0 00

/ %=JK K
 ,&&

4.6.2 Password for function set

Setting this function only allows the menus to be accessed by entering the set password.

P a s s w o rd S e t u p
1.5

Input Password
Input Password
0000 0
00000

P a s sw or d O K ! P a s s w o rd E r r o r

Igni tion Mode S e t u p Mod e

1.5.1 Off 1.5.2 Off

S e t u p Mod e
1.5.2 On

4.6.3 Password change

A manager can change the set password. DO NOT forget password!

P a s s w o rd S e t u p
1.5
Input Password
Input Password
00000
00000

P a s sw or d O K ! P a s s w o rd E r r o r

Igni tion Mode Password Change

1.5.1 Off YES ?

Password Change
1.5.3 00 000

Igni tion Mode

1.5.1 Off

/ %=JK KI

 ,&&

h&&HZ
This is for setting communicating data with Pod and optional equipment. If optional equipment is set with Pod, all of data
of equipment are shown on Pod. This is set in truck before shipping, please do not adjust.

*VH&
A changeable function that can be set according to operator's demand.
Operator can only access this function with the set password.
4.8.1 Change the engine-working hour
This is for changing engine-working hours on Pod in case of rebuild or replacement.
The actual system hours of Pod can be checked, which is different from working hour displayed on Pod. Although service
technician or operator can change the working hours, the system hours can not be changed.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

Input Password
00000

P a s sw or d O K ! O p e r a ti o n H o u r
1.7.1 00 00

O p e r a ti o n H o u r
1.7.1 00 50

P a s s w o rd E r r o r Input Password
0 0000

/ %=JK K

 ,&&

4.8.2 Maintenance hour setting

For more efficient service of truck, maintenance reminders can be set on the Pod. When the truck reaches the set mainte-
nance hours, a message will be displayed on the Pod.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

O pe r at i o n H o u r M a i n t en a n c e
1.7.1 00 00 1.7.2 O FF

M a i n t en a n c e
1.7.2 00 50

4.8.3 Explanation of work light operation

Work lamp could be turned on and off by lamp switch on Pod or Key switch.
 Work lamp switch mode (Standard): Lamp turned on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

O pe r at i o n H o u r Wo r k L a mp
1.7.1 0000 1.7.3 S wi t c h

Wo r k L a mp
1.7.3 Key

/ %=JK Kh

 ,&&

4.8.4 Rear work light

Rear work light could be turned on by switch on Pod, key switch, or reverse directional lever.
 Rear work light switch on Pod (Standard): Lamp turned on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch.
 Reverse lever mode: Lamp only turned on when changing the lever to reverse direction.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up R e a r W or k L a mp
1.7 1.7.4 SW &Rev

R e a r W or k L a mp
O pe r at i o n H o u r
1.7.4 Sw itch
1.7.1 00 00
R e a r W or k L a mp
1.7.4 K ey

R e a r W or k L a mp
1.7.4 Rever se

/ %=JK K*

 ,&&

4.8.5 Strobe light

Strobe light could be turned on by switch on Pod or key switch.
 Strobe light Switch on Pod (Standard): Lamp turned on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch.

S tr o b e L amp F u n c t io n S e t up
1.7.13 SW &Re v 1.7

S tr o b e L amp O p e r a ti o n H o u r
1.7.13 S w i tc h 1.7.1 0000

S tr o b e L amp
1.7.13 Ke y

S tr o b e L amp
1. 7. 13 Re verse

4.8.6 Option output setting

Option output can be set by 2 modes, which are key switch mode and On/Off switch mode.
• Option switch mode (Standard): Option is activated by optional switch.
• Key switch mode: Option is activated by key switch.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

O pti on 1 O u t
O pe r at i o n H o u r 1.7.5 O p1 S /W
1.7.1 00 00
O pti on 1 O u t
1.7.5 Key

/ %=JK K;

 ,&&

4.8.7 Parking brake reminder

The Pod sounds a warning buzzer when the parking brake is not set and the operator leaves the seat. 3 types of warnings
can be selected: horn (Standard), buzzer, and flashing of warning lamp on Pod depending on preference.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7 Parking Remind
1.7.6 B e e pe r

O pe r at i o n H o u r Parking Remind
1.7.1 00 00 1.7.6 O FF

Parking Remind
1.7.6 H orn

4.8.8 Set for alarm of engine shutdown.

If a major fault that influences the operation of truck is detected, the pod will issue a warning and then shutoff the engine.
2 types of warning signals can be selected: horn (Standard), or buzzer, depending on preference. This function can also be
disabled within the pod settings.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
E ngi n e S /D own
1.7
1.7.7 B e epe r

O pe r at i o n H o u r E ngi n e S /D own
1.7.1 0 00 0 1.7.7 OFF

E ngi n e S /D own
1.7.7 H orn

/ %=JK K

 ,&&

4.8.9 Set for seat function

3 modes are available for seat or seat belt switch.
 Travel (Neutral Shift function) mode:
If operator leaves seat for 3 seconds, while the directional lever is engaged in forward or reverse position, the
directional solenoids return to neutral position.
 Seat Mode: If operator leaves seat for 3 seconds while the directional lever is engaged in forward or reverse
position, the Pod will shut down the engine.
 Seatbelt Mode: When operating the truck if the seat belt is not fastened within 2 seconds, the pod will sound
the warning signal.

F u n c t io n S e t up
Seat Switch
1.7
1.7.8 Seat

O pe r at i o n H o u r Seat Switch
1.7.1 00 00 1.7.8 S e a t B el t

Seat Switch
1.7.8 T ravel

4.8.10 Eliminating fault history

• Clears fault history stored on Pod.
• A cleared history can not be restored.

F u n c t io n S e t up
1.7

Error Reset O pe r at i o n H o u r
1.7.9 YES 1.7.1 00 00

Error Reset
1.7.9 OK

/ %=JK K

 ,&&

4.8.11 Speed limit function(Option)

• If the truck is equipped with speed limiter, the operator can enable the function by this setting.
• If set to ON, operator can use speed limiter option.
• If set to OFF(Standard), truck is operated normally, without speed limit.

F u n c t io n S e t up
1.7

S / L E n a bl e O p e r a ti o n H o u r
1.7.10 OFF 1.7.1 0000

S / L E n a bl e
1.7.10 ON

4.8.12 Speed displayed unit setting(Option)

Speed can be shown on Pod when a speed sensor is present, and can be displayed in km/h or MPH.

F u n c t io n S e t up
1.7

S p e ed D i s p l a y O pe r at i o n H o u r
1 . 7 . 11 Km /h 1.7.1 00 00

S p e ed D i s p l a y
1 . 7 . 11 MPH

4.8.13 Set for Speed limit (Option)

On trucks equipped with speed limiter, this is the setting for that limit. The truck speed can be set from 3km/h to 30 km/h
in step of 1km/h.

F u n c t io n S e t up
1.7

S p e ed L i m i t O p e r a ti o n H o u r
1.7.12 8 1.7.1 00 00

S p e ed L i m i t
1.7.12 7

S p e ed L i m i t
1.7.12 8

/ %=JK K

 ,&&

;U9
• Set the time and date displayed on Pod.

0 6/1 3 T ue 0 9 : 0 8
C20D 3. 0H R

Menu M ode
1 PO D

Clock Se tup
1.8 B a s i c S ta t u s
1.1

Y ear
1.8.1 20 06

Y ear M o n th
1.8.1 20 07 1.8.2 6

M o n th
1.8.2 7

C l o c k S e tu p
1.8

Y ear Date
1.8.1 20 06 1.8.3 13

Date
1.8.3 14
Week
1.8.4 T ue

Week Hour
1.8.4 W ed 1.8.5 09

Hour
1.8.5 10
M i n u te
1.8.6 4

M i n u te
1.8.6 5

/ %=JK K

 ,&&

I
> 

I
H &H&
Pod can display and warning the existing error on truck.

Warning !!!! ! 007 0 008.6HR

O il Pre ssure REV SOL S/C

En gine Erro r 005 0 011. 2H R

C h e ck E n gi n e R. WORK LAMP S /C

I
/ HH
Pod can store the latest 10 fault,. This history can be used to troubleshoot the reason for of fault.

0 6/1 3 T ue 0 9 : 0 8
C20D 3. 0H R

Menu M ode
1 POD

Error Histroy
B a s i c S ta t u s
1.4
1.1

005 0 011. 2H R
TH ERE IS NO ERROR R. WORK LAMP S /C
None
007 0 008.6HR
REV SOL S/C

/ %=JK K
 ,&&

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028 00 05.0H R 007 0 0 08.6HR

FW D S OL S/C REV SOL S/C

012 0 0 30.5H R 005 0 0 11. 2H R

E.SHUT C O I L S /C R. WORK LAMP S /C

014 0 0 01.0H R 033 0 0 15.4HR

DIR.FW D S/C ST .REL AY S/C

0 11 0 0 5 0. 2 H R 900 01 01.1H R
DIR.REV S/C DOUBLE ERROR

/ %=JK KI

 Group 13, Electrical System

Section 5

Electrical Components Specification and Operation

SM 1044 Electrical Components Specification and Operation • 13-5-1

 Group 13, Electrical System

Battery

Function
As a source for the main electrical power for the truck, the battery supplies 12volts to all of electrical components allow-
ing them to operate, and also stores the electrical energy generated by the alternator.

Gasoline/LPG
Specification
Model name C20-35
Voltage 12(V)
Capacity (20 HR) 45(AH)
Reserve Capacity 71(MIN)
Cold Cranking Performance 410(A)

! CAUTION
- Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or
sparking, causing severe damage or fire in various electrical components.
- Since cold weather reduces performance, during cold operations, after operating, park your forklift
inside a building or near a warm area to ease starting later.
- When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not
come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical
components.
- Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your
battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled
water.

SM 1044 Electrical Components Specification and Operation • 13-5-2

 Group 13, Electrical System

Engine Accessories

Alternator
Function
The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy.
Under normal conditions, it generates voltages of about 13-15V and supplies these to the truck for operating the electrical
systems and charging the battery.

>
<&>*@J†_@‚MXU"

Starting Motor
Function
When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to
rotate as results.

>
<&>*@J†_@‚M_@€

SM 1044 Electrical Components Specification and Operation • 13-5-3

 ,&&

'
>&
The water temperature sender detects the temperature of the coolant inside of the engine.
This is displayed to the operator on the instrument panel gauge, and functions due to changes in the resistance values of
the sender, dependent on the temperature.
Specification
Temp (qC) Resist. (:)
Resist.
38 
54 
65 74
77 54
88 40
99 30
110 24
116 21
120 17.2


Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant
temperature shown on the specification table.

+&K V=

>&
This switch senses if oil pressure in normal or not.

Specification
Resist.
As turn Engine 1(M:) or more
As stop Engine 0:


Measure resistance with a multi-meter as shown in the figure above, and inspect if open or shorted.
Normally it will display short due to low pressure when the engine is stopped, and open when engine is running.

/ &&&H&VJKIK

 Group 13, Electrical System

LPG Pressure Switch

Function
This switch will be ON/OFF depending upon the LPG pressure in LPG tank. This switch is on when the LPG pressure
drops down as fuel is consumed.

Resist

Specification
Item Spec Pressure Resist (:)
Switch operating pressure 40±4 psi (open) more than 40 psi Open (more than 1M:)
less than 40 psi 0

Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when
the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed
when the tank is empty).

SM 1044 Electrical Components Specification and Operation • 13-5-5

 ,&&

+&K!
>&
This is a switch to sense transaxle oil temp. This switch is open in normal condition and is on when temperature is
reached to set values.

Resist.

Specification
Item Spec.
Switch-start temp 121GrG3qC
Switch-reset temp Avg. : 110qC
mini. : 105qC
Ass’y torque 45-55Nm

Temp Resist. (:)

more than 121qC 0:
less than 121qC Open (more than 1M:)


Measure resistance with multi-tester as fig above and inspect open or short. It will be open when temperature is lower
than one in specification, and be 0 (:) when higher than specification.

/ &&&H&VJKIK

 ,&&

>
>&
This detects amounts of fuel in fuel tank and enables that to be displayed on fuel gauge of instrument panel. When float
moves upward and downward depending upon amount of fuel, The resistance value is output depending upon fuel level.

Specification
PLOT POSITION E 1/2 F
RESISTOR ( ˟ ) 244 100 28
TOLERANCE ( ˟ ) ±7 - ±2


After removing fuel sender, measure resistance value according to heights of specification.

/ &&&H&VJKIKh

 ,&&

+&

+&
>&
This allows starting of forklift and supplies electrical power to some electrical components.

ͦ͞;ͥ͑΄ʹ΃ͶΈ ͦ͑͞΅Ͷ΃;ͺͿͲͽ͑͸Άͺ͵Ͷ

Specification
Item Spec.
Rated voltage DC 14 V/28 V
ON current 8A, Heavy Duty Ignition Coil
START current 20A, Continuous
75A, Instantaneous

/ &&&H&VJKIK*

 ,&&

+&>+7W@
>&
Used to select travel direction of forklift. It is operated in three modes: neutral, forward, reverse.

Specification
Lever COM (G)-Fow. (R) COM (G)-Rev. (L)
Neutral Open Open
Forward 0: Open
Reverse Open 0:

/ &&&H&VJKIK;

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>&
Operates right and left directional indicator lamps.

Specification of switch - start

Lever COM (LW)- Right (GR) COM (LW)- Left (GY)
Neutral Open Open
As right start 0: Open
As left start Open 0:


Check for switch operation as specifications with multi-tester.

/ &&&H&VJKIK

 ,&&

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>&
The switch functions to indicate if brake pedal is depressed.

Specification of switch - start (device ass’y condition)

Brake Output
ON 0:
OFF Open


Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off
(open). The switch should be on (closed) when the pedal is depressed.

/ &&&H&VJKIK

 ,&&

=# "#+&

>&
This switch consists of two switches and functions respectively. Switch 1 communicates On/Off signal of parking brake
to instrument pod. Switch 2 is connected in series with F/R solenoid ground and prevents travel in brake engaged.

Specification of switch - start (device ass’y condition)

Parking brake Switch 1 Switch 2 Drive
Removal Open 0: Possible
Parking 0: Open Impossible


Measure resistance according to switch operation specification by positioning multi-tester to resistance mode.

/ &&&H&VJKIK

 Group 13, Electrical System

Seat Switch
Function
This switch senses if the driver is in the seat or not.

Resist.

Testing
Condition Output
Seated 0:
Not seated Open

SM 1044 Electrical Components Specification and Operation • 13-5-13

 Group 13, Electrical System

General Electrical Parts

Fuse / Relay Box

Function
This functions to prohibit electrical parts from damage due to over-current.

Horn Relay

Flasher Unit

Engine shutdown Relay

Head Lamp Relay

Specification (FORD Engine Truck)

No. Capacity Purpose
F1 10A POD BATTERY +
F2 10A POD BATTERY +
F3 15A HEAD LAMP
F4 20A STARTER
F5 10A STOP SWITCH
F6 10A TURN SIGNAL
F7 10A HORN
F8 10A ROOM LAMP
F9 10A E/SHUT DOWN
F10 10A ECU B+
F11 20A ECU B+
F12 10A DIR SWITCH
F13 15A IGNITION
F14 15A OPTION
F15 10A HEATER
F16 15A WIPER

! CAUTION
Use only fuse of standard capacity in accordance with specification.
Use of fuse exceeding capacity can cause severe damage to electrical parts.

SM 1044 Electrical Components Specification and Operation • 13-5-14

 Group 13, Electrical System

Relay
Function
This relay supplies electrical power to engine start ignition circuit when the key switch on. The forklift can be started only
when engine stop relay is operated.

Resist.

Circuit

Specification

Item Spec.

Rated voltage DC 12V

Rated load NO : 20A

NC : 15A

Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above. Normal : 85±5Ω

SM 1044 Electrical Components Specification and Operation • 13-5-15

 ,&&

>
>&
This supplies steady pulsed output in so that the indicator lamp flashes at regular intervals.

Specification

Item Spec.

Rated voltage DC 12.8V

Start voltage DC 11~15V

Use temp. -20qC~60qC

Frequency 85 r20 C/MIN

Rated load MIN : 10(W)

MAX : 50(W)

VU&

When applying 12V to B terminal, 85±20 C/MIN are output to
output terminal (L) in the form of ON/OFF.

Load

/ &&&H&VJKIK

 Group 13, Electrical System

Horn
Function
As a warning device, the horn will sound when the horn button is pressed.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Rated Current 3.5A, Max

Sound Pressure 100 ~ 115 dB

Frequency 350 ± 20 Hz

Testing
Apply 12V to the terminals of the horn as shown above. A sound pressure level of (100 ~ 115 dB) (as specified) should
be measured.

SM 1044 Electrical Components Specification and Operation • 13-5-17

 Group 13, Electrical System

Backup Alarm
Function
This functions as a warning device when traveling in reverse.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Sound Pressure 100 ± 5dB

Frequency 1000 ± 50Hz

SM 1044 Electrical Components Specification and Operation • 13-5-18

 Group 13, Electrical System

Lights

Lamp-Work
Function
To improve forward and rearward lighting conditions when operating in poorly lit areas.

Battery

Specification

Item Spec.

Rated voltage DC 14.5 V

Bulb spec. 50 W, H3, LL

Testing
Check the work lamps for proper operation by applying 12V as shown above.
Confirm the proper voltage for the lamp you are testing before connecting.

SM 1044 Electrical Components Specification and Operation • 13-5-19

 Group 13, Electrical System

Lamp-Indicator
Function
Use to indicate intended direction of travel to left or right.

Battery

Specification

Item Spec.

Rated voltage DC 12 V

Bulb spec. 21 W

Testing
Check indicator lamp for proper function by applying 12V as in figure above.

SM 1044 Electrical Components Specification and Operation • 13-5-20

 Group 13, Electrical System

Combination Lamp
Function
Functions as turn signal, reverse, brake and tail lamps.

Specification

Item Spec.

Rated voltage DC 12V

Brake/Tail : 21W/5W
Bulb spec. Turn Signal : 21W

Backward : 10W

Testing
Check bulb condition inside of combination lamp and replace if required.

SM 1044 Electrical Components Specification and Operation • 13-5-21

 Group 13, Electrical System

Lamp-Beacon
Function
This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.

Battery

Specification

Item Spec.

Rated voltage AC/DC 12~24 V ± 10 %

Rated current 200 mA, Max

Flash time 60 times/ 1 min ± 3

Testing
Check the beacon lamp for proper operation by applying 12V as shown in the figure above.
Applying voltage from the positive and the negative terminals of the battery does not cause damage to the parts. (No
polarity)

SM 1044 Electrical Components Specification and Operation • 13-5-22

 Group 13, Electrical System

Directional Disable Function

Wiring Diagram of Truck and Description of Function

KEY IN

FWD

REV
PARK SW 1 2 3
4
COOLANT TEMP SENSOR
5
T/M OIL TEMP
6
E/OIL PRESS
7 GND
9
SEAT S/W
WATER 8
TEMP 13 11 10
12
SENS

SOL-FWD
SOL-REV
E/SHUT
HORN

PARK T/M
OIL E/OIL SEAT
SW PRESS S/W
TEMP

1. Description of Operating the Neutral Shift Function.

1) Normal Action
When seat switch input is not changed(GND -> Open), each solenoid (fwd/rev) is engaged by shift lever. When park-
ing brake is engaged, even when shift lever is engaged, these solenoids will not be powered on.
2) Function action
If seat switch is opened over 3 sec, these solenoides will be shut-off, even though shift lever is engaged. As seat switch
is closed again, these solenoids will not re-engage until shift lever is returned to neutral position.
Once shift lever is returned to neutral position( lever signal : 12V -> 0V ), the controller considers the function reset,,
and normal action will be engaged.

SM 1044 Electrical Components Specification and Operation • 13-5-23

 Group 13, Electrical System

2. Description of Engine Shutdown Function action

1) Normal Action
- When the controller power is activated by key switch-on ( Pin 1 ),
engine shutdown Output( Pin 12 - 12V) is energized and engine will be prepared to start (supplying power to the igni-
tion circuit)

2) Engine Shutdown Function

- If the engine oil pressure switch is grounded or transaxle oil temperature switch is grounded, the buzzer will sound for
5sec (If the condition is resolved within this time, the controller will return to normal operation), then engine shut-
down output will be terminated, resulting in engine shutdown with horn engaged for 5 sec.
The shutdown function will be reset by cycling the key on / off .
- Coolant Temp sensor input( Analog input ) is resistance, this value will change according to the sensor temperature.
* Temperature (Resistance value) : 50 °C (153.9 Ohms); 61,7 °C (118 Ohms); 78 °C (82 Ohms); 106 °C (24 Ohms),
109 °C (23 Ohms); 116 °C (19 Ohms)
- When Coolant Temp sensor value is 113 °C ~116 °C, the buzzer will sound, If sensor temp. is over 116 °C, then
engine shutdown output will be terminated, resulting in engine shutdown with horn engaged for 5 sec.
The shutdown function will be reset by cycling the key on / off .
- If key switch is cycled but alarm does not reset, the shutdown sequence must be repeated until this condition is
removed.

SM 1044 Electrical Components Specification and Operation • 13-5-24

 Group 13, Electrical System

Section 6

Troubleshooting of Electrical System

SM 1044 Troubleshooting of Electrical System • 13-6-1

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Hourmeter failed to operation

Reference : Hourmeter may not be operated for

first 5-10 sec. after engin start. Hourmeter operats
Turn start switch ON.
only when the engine oil pressure is preheated
enough.

Is oil pressure Repair the oil pressure indicator

indicator turned ON? or the sensor.
Yes
(Refer to Engine oil gauge malfunction.)

No

Replace the instrument pod.

End

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 Group 13, Electrical System

Alternator Charge Malfunction

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SM 1044 Troubleshooting of Electrical System • 13-6-7

 Group 13, Electrical System

Parking Brake Malfunction

Parking brake lamp(LED) will

not operate properly.

Disconnect the parking brake

switch connector.

Disconnect connector at cowl wire and measure

Does parking lamp voltages between frame. (With disconnected
still operate? parking brake connector)
Yes

No

There are some problems in brake

switch. Check for switch assembled
and operating condition and then Is the measured voltage
take appropriate measures. identical to battery
voltage?
No

Replace the
instrument
pod.

Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

SM 1044 Troubleshooting of Electrical System • 13-6-8

 Group 13, Electrical System

Work Lamp Switch Malfunction

Work lamp fails to turn ON or

OFF when operating switch.

Disconnect the connector from

work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG

connector, and then measure voltage. (Measure after pressing
switch repeat 2 times)

Is the measured voltage Measure voltages between frame and No 46(R)

identical to battery voltage? of connector at cowl wire.
(Measure after pressing switch - Repeat 2 times)
No

Yes

Work lamp does not operate

properly. Repair or replace it. Can you measure battery
voltage when pressing
switch?

Replace the
instrument
pod.
No
Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

SM 1044 Troubleshooting of Electrical System • 13-6-9

 Group 13, Electrical System

Rear Work Lamp Switch

Rear work lamp fails to turn ON or

OFF when operating switch.

Disconnect the connector from

rear work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG

connector and measure voltage. (Measure after pressing
switch repeat 2 times)

Is the measured voltage Measure voltages between frame and No 5A(RB)

identical to battery voltage? of connector at cowl wire.
(Measure after pressing switch - Repeat 2 times)
No

Yes

Rear work lamp does not operate

properly. Repair or replace it. Can you measure battery
voltage when pressing
switch?

Replace the
instrument
pod.
No
Yes

There are some problems in wires.

End Check for broken or short-circuit and
take measures appropriately.

SM 1044 Troubleshooting of Electrical System • 13-6-10

 Group 13, Electrical System

All of Instrument Pod Lamps Fails to Turn On

When start switch is ON,

Instrument panel lamp fails to turn on.

Yes
Are there any damages to Replace fuse. End
IG fuse in fuse box?

No

Measure voltage of IG No Check for start switch and

fuse. Is the value 12V? connections of battery cable.

Yes

Disconnect instrument panel No

connector. Are voltages between There are some problems in wires.
frame and 31A(R) or 32A(R) of Repair it.
connector at cowl wire 12V?

Yes

Measure resistance between No

frame and No 35 Pin(025B) of instrument There are some problems in GND
panel connector. Is the value 0Ω? wire. Repair it.

Replace the instrument pod.

End

SM 1044 Troubleshooting of Electrical System • 13-6-11

 Group 13, Electrical System

Failure to Drive

Forklift fails to drive in spite of F/R

lever operation after starting.

No Drive it after
Is the parking brake End
releasing parking
released?
brake.

Yes

Is F10 fuse in fuse No Replacee it.

box normal?

Yes

Disconnect solenoid F/R cowl

connector and check wire for permitted No Check the condition of forward/reverse
voltage. In forward-forward solenoid 12V diode and travel limit S/W of parking
In reverse-reverse solenoid 12V brake S/W.
Is it normal?

Yes

There are some problems in solenoid

valve or transaxle.
Take appropriate measures.

End

SM 1044 Troubleshooting of Electrical System • 13-6-12

 Group 13, Electrical System

Failure to engine shut down

* To shut down engine by force:

Forklift fails to shut down even though 1 : Disconnect engine shut down fuse from fuse box.
start switch off. 2 : Disconnected fuel shut fuse from fuse box.
3 : Disconnect IG wire connected to engine.
4 : Disconnect all coil-on-plug connections.
Start S/W OFF

Disconnect engine There is a problem with 12A(W).

Yes
shutdown relay from fuse (Short-circuit with power source wire
box. (Engine shut down?) occurred)
Take appropriate measures.

No

Yes There is a problem with 35(W).

Disconnect 35(W) connected to
(Short-circuit with power source
engine. Engine shut down?
terminal occurred)

No

There is a problem within

ignition system of engine. If all coils disconnected
Check and take appropriate engine will be shut down.
measures.

SM 1044 Troubleshooting of Electrical System • 13-6-13

 Group 13, Electrical System

Failure to Start (GAS/LPG)

When turning start switch to START,

it fails to start.

No Make sure the position of F/R lever in

Is start motor rotated? neutral, operation of start relay, and
(When starting) connections of battery cable. Check the
start motor.
Yes

Measure battery voltage There are some problems in

No
after starting 3-4 times. battery charge conditions. Check
Is battery voltage more and charge battery if required.
than 11V?

Yes

When start switch On, is Yes Check for starter coil of engine,
voltage of IG wire of distributor and spark plugs.
engine 12V?

No

If engine shutdown relay operated

Is F9 fuse in fuse Yes properly (start switch ON), check
box normal? and IG wire for broken and repair
if required.
If not, replace instrument panel.

No

Replace fuse.

End

SM 1044 Troubleshooting of Electrical System • 13-6-14

 GROUP 22

GROUP 22

WHEELS AND TIRES

Wheels and Tires Specifications and

Description ............................................ Section 1

Cushion Wheels and Tires .........................Section 2

Pneumatic Wheels and Tires ....................Section 3

SM 1044 Group 22, Wheels and Tires


Section 1
Wheels and Tires
Specifications and Description
Specifications
Steer Tire Types : Pneumatic rubber/Cushion rubber, non-
marking, and urethane.
Drive Tire Types : Pneumatic rubber/Cushion rubber,
nonmarking, and urethane.
Pneumatic Drive and Steer Tire Inflation Pressure :
Drive C20-35 : 1000 kPa (145psi)
Steer C20-30 : 883 kPa (128psi)
C35 : 1000 kPa (145psi)
Fastener Torques
Steer Tire Mounting Nut Torque : Check mounting proce-
dure in Sections 2 and 3 for cushion and pneumatic tires
and wheels.
Drive Wheel Mounting Nut Torques :
<Pneumatic> :
C20-35 : 300-370 Nm (225-275 lbf˜ft)
<Cushion> :
C20-32 C : 300-370 Nm (225-275 lbf˜ft)
Service Intervals
Wheel Mounting Bolts Check and Tightening :
Every 50-250 hours of operation and each PM.
Tire Condition : Daily inspection.
Tire Pressure Check : Daily inspection.
SM 1044
Group 22, Wheels and Tires
Description
The wheels and tires used on the truck come in pneumatic
or cushion types in a variety of sizes depending on truck
model and application. Pneumatic tires are mounted on
multi-piece rims with locking rings.
! WARNING
For your safety and the safety of others,
before you do tire or rim maintenance or ser-
vice, read the OSHA rules regarding owner
responsibility. Do not work on tires or rims
unless you have been trained in the correct
procedures. Read and understand all mainte-
nance and repair procedures on tires and
rims. Serious injury or death can result if
safety messages are ignored.
The Occupational Safety and Health Act (OSHA) speci-
fies required procedures for servicing multi-piece rim
wheels in 29 CFR Section 1910.177. It is the owner’s
responsibility to comply with OSHA.
In accordance with OSHA, the owner must provide a
training program to train and instruct all employees who
service multi-piece rim wheels in the hazards involved
and the safety procedures to be followed. Do not let any-
one mount, demount, or service multi-piece rim wheels
without correct training.
The owner should obtain and maintain in the service area
current copies of the United States Department of Trans-
portation, National Highway Traffic Safety Administra-
tion publications entitled “Safety Precautions for Mount-
ing and Demounting Tube-Type Truck/Bus Tires,” and
Multi-Piece Rim/Wheel Matching Chart” or other similar
publications applicable to the types of multi-piece rim
wheels being serviced.
Wheels and Tires Specifications and Description • 22-1-1
 ,'

&

'

3. Check tire for damage from chunking or heat dam-

! 9%VX
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
age. This is a judgment requirement for replacement.
In general, if the damage is greater than 12mm
(0.5in) deep and involves more than a 50u50mm
(2u2in) area, it will usually affect the tire perfor-
mance and the tire should be replaced.
lower the forks or attachment.
3. Put all controls in neutral. Turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.
U@'W@$%
W@
1. Loosen lug nuts then use a portable jack of correct
capacity placed under the frame of truck to raise
drive wheel off floor. See “Lifting, Jacking, and
Blocking” in Group SA for correct, safe procedures
/& for jacking the truck.
%& 2. Remove lug nuts and lift the tire and wheel assembly
from drive axle hub.
1. Inspect cushion tires and remove objects (nails, metal
fragments, etc.) embedded in the tread of the tire. Be
careful not to cause further damage to tire when
removing these objects.
2. Check tire for separation from the base band. If a thin Drive axle hub
steel rule or similar tool can be inserted more than
12mm (0.5in) into the separation area from the side
of the tire, the tire should be replaced. Lug nut

Tire and wheel

assembly

/ 'JKK

 ,'

% 3. Clean the excess grease from around wheel nut.

1. Install wheel and tire assembly on drive axle hub.
Begin tightening the lug nuts to seat the nuts in the
beveled wheel openings.
2. Use a crisscrossing nut-tightening sequence to torque
the lug nuts to a pre-final torque of 54-81 Nm (40-60
lbf˜ft).
Remove cotter pin from wheel nut.
4. Loosen and remove O-ring, wheel nut, and washer.
5. Pull out on wheel hub slightly to loosen bearing, then
remove outer bearing. Store in clean place.
6. Carefully remove wheel assembly from axle spindle.
Support the wheel hub to avoid dragging the grease
seal at the back side across the thread on spindle end.

3. Begin the crisscrossing sequence again and torque

the black lug nuts to C20-32C : 300-370 Nm (225-
275 lbf˜ft). (Drive wheel)

%/=VW9X
Do not overtorque the lug nuts. Damage to
the lug nuts, wheel, or drive-axle hub may
result.

4. Lower truck to floor and remove jack. 7. If no other maintenance is to be done on wheel bear-
ings, cover the wheel hub to protect the grease seal
and inner bearing from contamination during tire
replacement.
'W@$%
W@
1. Park the truck safely and use a jack of suitable capac-
ity placed under the frame of truck to lift steer wheel
off the floor as described in “Lifting, Jacking, and
Blocking” in Group SA.
2. Remove hub cap by prying it from wheel hub.
%
1. Make sure the truck is safely supported on a suitable
jack or blocking.
2. Be sure axle spindle is clean and that wheel hub
inside and bearings are clean and have been serviced
and lubricated (packed correctly) before installation.
XV
Refer to Group 26, “Steer Axle”, for addi-
tional information on removing and servicing
steer wheels and bearings.
3. Install wheel on spindle. Be careful not to damage
seal lip when moving the hub over the end of spindle
and threads.

/ 'JKK

 ,'

4. Install outer bearing after packing bearing cavity one
half full with proper grease.
5. Install bearing washer and wheel nut and hand
tighten wheel nut.
6. While rotating wheel (hub) counter clockwise, torque
the wheel nut to 27-31 Nm (20-23 lbf˜ft).
7. Back the wheel nut up until it is loose.
8. While turning the wheel counter clockwise, torque
the wheel nut to 2.3-2.8 Nm (20-24 lbf˜in, 1.7-2
lbf˜ft).
9. Back wheel nut off to nearest slot in nut and lock
with new cotter pin. Bend tabs on cotter pin.
10. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag.” Readjust bearings, as neces-
sary. Adjust torque on wheel nut as necessary to
avoid binding in bearings.
11. Pack the area around wheel nut with grease.
12. Replace the O-ring and install hubcap by tapping into
place with a rubber or plastic-faced hammer.
13. Lower truck to floor and remove jack.
W&
! 9%VX
Replacement of the original equipment tires
with tires other than those recommended by
CLARK may result in decreased operating
performance and stability.
1. The correct procedure for tire removal and replace-
ment requires a suitable press for pressing old tire off
wheel and pressing new tire onto wheel.
%/=VW9X
Cushion tires cannot be reused after once
being pressed on and removed from the
wheel. The correct press fit is destroyed after
one installation and removal. Replace with
new tire.
2. Position tire on press, making sure there is adequate
clearance for the tire to be pressed off of wheel.
3. Use suitable tooling with the hydraulic press to cor-
rectly contact the base band of tire to press it off the
wheel.
4. Install new tire. Mount all tires with identification
and type markings toward outside of wheel. Tire is to
be pressed on wheel with the outer edges flush.

/ 'JKK

 Group 22, Wheels and Tires

Section 3

Pneumatic Wheels and Tires

SM 1044 Pneumatic Wheels and Tires • 22-3-1


! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.
Pneumatic Tire Maintenance
Precaution
The following instructions supplement the OSHA require-
ments. In the event of any conflict or inconsistency
between these instructions and the OSHA requirements,
the OSHA requirements shall be controlling.
! WARNING
Before you do tire or rim maintenance, read
the OSHA rules regarding owner responsib-
lilty. Read and understand all maintenance
and repair procedures on tires and rims. Do
not work on tires or rims unless you have
been trained in the correct procedures. Seri-
ous injury or death can result if the safety
messages are ignored.
1. Do not let anyone mount or demount tires without
proper training.
2. Never sit on or stand in front of a tire and rim assem-
bly that is being filled with air. Use a clip-on chuck
and make sure the hose is long enough to permit the
person filling the tire with air to stand to the side of
the tire, not in front or in back of the tire assembly.
3. Never operate a vehicle on only one tire of a dual
assembly. The carrying capacity of the single tire and
rim is dangerously exceeded, and operating a vehicle
in this manner can result in damage to the rim and
truck tip-over and driver injury.
4. Do not fill a tire with air that has been run flat with-
out first inspecting the tire, rim, and wheel assembly.
Double check the lock ring for damage. Make sure
that it is secure in the gutter before filling the tire
with air.
SM 1044
Group 22, Wheels and Tires
5. Always remove all air from a single tire and from
both tires of a dual assembly prior to removing any
rim components, or any wheel components, such as
nuts and rim clamps. Always remove the valve core
to remove air from tire. Be sure all air is removed.
6. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, damaged,
and severely rusted components.
7. Do not, under any circumstances, attempt to rework,
weld, heat, or braze any rim components that are
cracked, broken, or damaged. Replace with new parts
or parts that are not damaged, which are of the same
size, type, and make.
8. Never attempt to weld on an inflated tire/rim assem-
bly.
9. Clean rims and repaint to stop detrimental effects of
corrosion. Be very careful to clean all dirt and rust
from the lock ring gutter. This is important to secure
the lock ring in its proper position.
A Filter on the air filling equipment to remove the
moisture from the air line prevents a lot of corrosion.
The filter should be checked periodically to make
sure it is working properly.
10. Make sure correct parts are being assembled. Ask
your distributor or the manufacturer if you have any
doubts.
11. Do not be careless or take chances. If you are not
sure about the proper mating of rim and wheel parts,
consult a wheel and rim expert. This may be the tire
man who is servicing your fleet, the rim and wheel
distributor in your area, or the CLARK dealer.
12. Mixing parts of one manufacturer’s rims with those
of another is potentially dangerous. Always ask man-
ufacturer for approval.
13. Do not use undersized rims. Use the right rims for
the job.
14. Do not overload rims. Ask your rim manufacturer if
special operating conditions are required.
15. Do not seat rings by hitting with a hammer while the
tire is filled with air pressure. Do not hit a filled or
partially-filled tire/rim assembly with a hammer.
16. Double check to make sure all the components are
properly seated prior to filling tire with air.
17. Have the tire in a safety cage when filling with air.
Pneumatic Wheels and Tires • 22-3-2
 Group 22, Wheels and Tires

18. When removing wheels, regardless or how hard or • Incorrect (low) tire pressure can reduce the sta-
firm the ground appears, put hardwood blocks under bility of a lift truck and cause it to tip over.
the jack.
IMPORTANT
19. Block the tire and wheel on the other side of the vehi- Check wheels and tires for damage every
cle, before you place the jack in position. Place time you check tire pressure. Make repairs
blocks under the truck frame as near as possible to when needed. Dirt can get into cuts and cause
the jack to prevent the truck from falling if the jack
damage to the tire cord and tread. Remove
should fail.
debris from all cuts.
20. Remove the bead seat band slowly to prevent it from
dropping off and crushing your toes. Support the 2. Check the condition of the drive and steer wheels and
band on your thigh and roll it slowly to the ground. tires. Remove objects that are imbedded in the tread.
This will protect your back and feet. Inspect the tires for excessive wear, cuts and breaks.
21. Bead breakers and rams apply pressure to bead
flanges. Keep your fingers away from the bead
flanges. Slant bead breaker about 10q to keep it
firmly in place. If it slips off, it can fly with enough
force to kill. Always stand to one side when you
apply hydraulic pressure.

General Tire Maintenance, Inspection,

and Repair 3. Check all wheel lug nuts or bolts to be sure none are
loose or missing. Have missing bolts replaced and
1. Park the truck as described in “Safe Parking” and loose bolts tightened to the correct torque before
check for correct tire inflation air pressure. operating the truck.
• Drive C20/35 : 1000 kPa (145 psi), • Torque pneumatic steer tires to C20-35 : 225-250
• Steer C20/30 : 883 kPa (128 psi) Nm (165-185 lbf˜ft).
C35 : 1000 kpa(145 psi) • Torque 2 piece yellow zinc dichromate lug nuts for
pneumatic drive tires to C20-35 : 300-370 Nm
! CAUTION (225-275 lbf˜ft).
Check tire pressure from a position facing • Torque 2 piece yellow zinc dichromate lug nuts for
the tread of the tire, not the side. Use a long- dual drive tires pneumatic to C20-35 : 300-370 Nm
handled gauge to keep your body away from (225-275 lbf˜ft)
the side.

Inspection and Minor Repair

Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
2. Damaged tires. Check tires for cuts and breaks.

• If tires are low, do not add air. Have the tire and
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.

SM 1044 Pneumatic Wheels and Tires • 22-3-3


3. Damaged wheels or loosening of the lock ring on
multi-piece rims.
4. Check for loose nuts or bolts not in position.
5. Check the nuts or bolts for damage.
6. Check the surface of the wheels for bent flanges.
7. Check all parts for rust or corrosion.
8. Mark the damaged areas with chalk so that the parts
can be removed from operation.
9. Remove all parts that are damaged and install new
parts in the same position.
10. Replace parts with the correct sizes and types. See
your parts manual.
11. Include your truck serial number when ordering
replacement parts.
Wheel Dismounting and Remounting
Refer to “Lifting, Jacking, and Blocking” in Group SA for
information on jacking up or raising the truck for wheel
removal. Always start with the truck parked safely.
Drive and Steer Wheel Dismounting
1. Remove the valve core from the valve stem to be
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
Steer axle hub
SM 1044
Group 22, Wheels and Tires
Drive axle hub
Lug nuts
Tire and wheel
assembly
3. Use a portable jack of adequate capacity placed
under the frame of truck to raise drive or steer wheels
off floor.
4. Once tire is off the ground enough to rotate freely,
remove the lug nuts and lift the wheel from the hub.
Use caution when lifting tire and wheel.
Drive and Steer Wheel Remounting
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting ori-
entation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
hub mounting.
1. Make sure the truck is parked on a flat, hard surface
and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the removed lug nuts for damage to the
threads. Also inspect all hub studs for thread damage.
Replace any lug nuts or studs that have damaged
threads. Make sure studs are secure in the axle hub.
Pneumatic Wheels and Tires • 22-3-4

3. Set the wheel on the hub and start the lug nuts on the
hub studs. Tighten the nuts only enough to seat the
nuts into the beveled openings on the wheel and to
secure the wheel on the axle hub.
4. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
lbf˜ft). Make sure all nuts seat into beveled spacer
holes correctly.
5. Begin the crisscrossing sequence again and tighten
the lug nuts to final torque.
• Torque drive wheel 2 pieces lug nuts to C20-35
: 300-370 Nm (225-275 lbf˜ft)
• Torque steer wheel lug nuts to C20-35 : 225-250
Nm (165-185 lbf˜ft).
6. Carefully lower the truck and remove the jack.
7. Check tire pressure for correct inflation pressure.
• Drive wheel pressure is C20/35 : 1000 kPa (145
psi)
• Steer wheel pressure is C20/30 : 883 kPa (128
psi), C35 : 1000 kpa(145 psi).
! WARNING
If tires are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
blies” and follow the procedures for adding
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
Dual-Drive Wheel Dismounting(C20-35)
1. Remove the valve core from the valve stem of the
outer wheel to be sure all air is removed from the
tire.
SM 1044
Group 22, Wheels and Tires
2. Loosen the five lug nuts on the wheel.
3. Use a portable jack of correct capacity placed under
the frame of truck to raise drive wheels off floor.
4. Remove the five outer-wheel lug nuts and remove
the outer wheel and tire from the dual-wheel spacer
studs.
5. Remove the valve core from the valve stem of the
inner wheel to be sure all air is removed from the
tire.
6. Remove the five lug nuts securing the inner wheel to
the dual-wheel spacer.
7. Remove the dual-wheel spacer and retain the wheel-
mounting washers on the dual-wheel shoulder studs
installed on the dirve-axle hub.
8. Remove the tire and wheel from the drive-axle hub.
Use caution when lifting wheel and tire assembly.
Dual-Drive Wheel Remounting(C20-35)
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting ori-
entation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
hub mounting.
1. Make sure the truck is parked on a flat, hard surface
and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the lug nuts for damage to the threads. Also
inspect all studs for thread damage. Replace any lug
nuts or studs that have damaged threads. Make sure
studs are secure in the drive-axle hub and the dual-
wheel spacer.
Pneumatic Wheels and Tires • 22-3-5
 Group 22, Wheels and Tires

3. Install inner wheel and tire assembly on drive-axle

hub shoulder studs.
4. Install five wheel-mounting washers on the shoulder
studs.
5. Mount the dual-wheel spacer on the shoulder studs.
6. Set the lug nuts on the shoulder studs and tighten the
nuts only enough to seat the nuts into the beveled
openings on the spacer and to secure the wheel on the
spacer and drive-axle hub.
7. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
lbf˜ft). Make sure all nuts are seating into beveled
spacer holes correctly.
! WARNING
If tire are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
blies” and follow the procedures for adding
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
Wheel Disassembly and Tire Removal
1. Remove valve core from the valve stem to be sure all
air is removed.

! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.

2. Remove lock ring.

8. If your track is equipped with 2 pieces yellow zinc

dichromate lug nuts, the crisscrossing torque
sequence should be 300-370 Nm (225-275 lbf˜ft)
9. Mount the outer wheel on the studs of the dual-wheel
spacer and tighten the nuts only enough to seat the 3. Remove wheel wedge.
nuts into the beveled openings on the spacer and to 4. Remove tire from wheel.
secure the wheel on the spacer and drive-axle hub.
10. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
lbf˜ft). Make sure all nuts are seating into beveled
spacer holes correctly. See illustration above.
11. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 8 and 9.
NOTICE
The outside diameter of the left or right
wheel or set of wheels must not differ more
than 6mm (0.25 in) per side.

12. Check tire presssure for correct inflation pressure :

• Drive wheel pressure is 1000kPa (145 psi).

SM 1044 Pneumatic Wheels and Tires • 22-3-6

 Group 22, Wheels and Tires

5. Remove the rubber inner tube protector (flap). 12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.

6. Repair tire and/or tube, as needed.

7. Check for cracks in the wheel.

13. Clean wedge and lock rings. Make sure the seating
surface and bead seat areas are clean.

Cracks in the wheel are caused by :

• Deep rim tool marks.
• Overload on wheels.
• Too much air pressure in the tires. 14. Apply paint to the tire rim with a brush. Or, use an
• Using the wrong size tires. aerosol can of metal primer.
The parts must be clean and dry before you apply the
8. Check for cracks in the lock ring. paint. Make sure to apply paint to the outside or tire
9. Check for cracks between the stud holes in the wheel. side of the rim. This is important because air is on the
Cracks are caused by : metal surface of the tire side of the rim
• Loose wheel nuts. 15. Apply lubricant on the tire side of the rim base. Do
• Wheel not installed correctly. not use a lubricant that has water or solvent which
will cause damage to the rubber.
• Wrong size or type of parts used.
• Too much torque on the wheel fasteners. If the NOTE
wheel mounting parts are too tight, the studs or CLARK dealers can supply the correct lubri-
bolts can break, causing cracks in the wheel cant, which contains a rust inhibitor.
between the stud holes.
• Too little torque on the wheel fasteners. If the
wheel mounting parts are too loose, damage to
parts and tire wear will result.
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel
wedge ring.
11. Clean the wheels. Remove rust and dirt.

SM 1044 Pneumatic Wheels and Tires • 22-3-7

 Group 22, Wheels and Tires

Tire Replacement and Wheel 5. Install the wheel wedge.

Reassembly
1. Put the tube into the tire.

6. Put the side ring over the rim and install the lock ring
as shown.

IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.

7. Connect air chuck and turn the tire over with the
2. Put the rubber tube protector(flap) over the tube. valve stem down. Put 21 kPa (3 psi) of air into the
tire.
3. Install the tire onto the wheel rim, against the bead
seat area.

8. Turn wheel to the other side. Check to make sure

lock ring is in correct location.
4. Put the wheel wedge over the rim.

SM 1044 Pneumatic Wheels and Tires • 22-3-8


9. Disconnect the air chuck. Use a mallet and hit the
ring to make sure the ring is fully installed.
10. Put the tire in an OSHA-approved safety cage.
Tire-to-Wheel Mounting
Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the
tire as explained below.
SM 1044
Group 22, Wheels and Tires
Directional-Tread Single Drive Tires
• Tire arrow to point in the dirction of forward rota-
tion. Rotate wheel to bring arrow on tire above the
wheel center. Arrow must point toward front of
truck.
Directional-Tread Dual Tires(C20-35)
1. Inside dual tire arrow to point in the direction of for-
ward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow must point to ward
front of truck.
2. Outside dual tire arrow to point in the direction of
rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.
Pneumatic Wheels and Tires • 22-3-9
 Group 22, Wheels and Tires

Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of 3. Slowly turn the cylinder valve counterclockwise
Drive tire: C20-35 : 1000 kPa (145 psi) (CCW) to open position.
Steer tire: C20-30 : 883 kPa (128 psi)
C35 : 1000 kpa(145 psi)

IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.(C20-35)

Filling Tires with Nitrogen 4. The tank gauge will now show tank pressure.

If your air supply does not have enough pressure to fill the
tire, you can use a pressurized cylinder of commercial
nitrogen gas to get the correct tire pressure. With the tire
in a safety cage, connect the nitrogen cylinder to the valve
stem with the use of an air chuck.

! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of 5. Turn the regulator valve clockwise (CW) until the
equipment used (nitrogen cylinder, regula- regulator gauge reads the correct tire pressure. Fill
tor, gauges, hoses) are UL approved and in the tire with nitrogen.
good condition. Use the correct regulator and
hose for the pressures that are necessary.

1. Be sure tank valve is closed to connect hose to valve

stem. Tank vlave is closed by turning handle on top
of tank clockwise to a stop.

SM 1044 Pneumatic Wheels and Tires • 22-3-10


6. Turn the tank valve clockwise (CW) and close the
valve.
7. Disconnect the air chuck from the valve stem.
8. Turn the regulator valve counterclockwise (CCW) to
the off position.
9. Use a tire pressure gauge to check the tire pressure. If
necessary, put more air into the tire. Do this as many
times as necessary to reach the correct tire pressure.
! CAUTION
Use a long-handled gauge so that your hand
does not go inside the cage, or in front of any
component of a multi-piece wheel.
SM 1044
Group 22, Wheels and Tires
Checking and Adjusting Tire Pressure
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
1. Attach a clip-on air chuck to valve stem. Stand by the
side of the wheel and put the correct air pressure in
the tire.
2. If your air supply does not have enough pressure to
fill the tire, you can use a nitrogen cylinder to get the
correct pressure.
3. Put a clip-on type air chuck on the nitrogen cylinder
hose and attach it to the valve stem. Follow the pro-
cedures described previously for adjustment of the
nitrogen cylinder valves.
! WARNING
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.
Pneumatic Wheels and Tires • 22-3-11

Split-Rim Wheel Assemblies(C20-35)
Split-wheel assemblies (two-piece rims held together with
bolts) may be encountered either on older truck models or
as an option installed in the field. This brief discussion is
supplied to illustrate a typical split wheel design and to
point out precautions in removing the mounting bolts for
reference.
Split-wheel assemblies are a special case requiring extra
care when removing the wheel from the truck, to be sure
that the mounting bolts and not the wheel clamping bolts
are loosened and removed, and that all of the air pressure
is removed before demounting the wheel or disassembling
to remove the tire.
1. It is general practice for the wheel clamping bolts
2. It is also general practice (however designs may
Typical Split Wheel Assembly
SM 1044
Group 22, Wheels and Tires
! DANGER
• Remove the air from th tire before loosenging
wheel mounting bolts or nuts, or doing any
work on split-rim wheels or tires. Split-rim
wheels can separate with enough force to
cause severe injury or death.
• Before removing tires from split wheel assem-
blies, remove all air pressure from the tires.
• Before putting air pressure into tires with
split wheel assemblies, make sure the split
wheel attaching bolts are installed and tight-
ened to correct torque value.
• Always use a safety cage when inflating tires.
that hold the wheel halves together to be installed
with the nuts and washers on the inboard (hidden)
side.
vary) for the wheel clamping bolts that hold the
wheel together to be placed in the outer bolt circle
nearest the tire bead seat and the wheel mounting
bolts to be placed in the inner bolt circle closest to
the hub. Always inspect split wheels to safety iden-
tify the correct wheel mounting bolts before remov-
ing.
Pneumatic Wheels and Tires • 22-3-12
 GROUP 23

GROUP 23

BRAKE SYSTEM

Braking/Inching System
Specifications and Description ............ Section 1

Service Brake Troubleshooting ................Section 2

Brake/Inching Pedals and Linkages

Adjustments ...........................................Section 3

Brake Bleeding ...........................................Section 4

Brake Master Cylinder Service ................Section 5

Service Brake Adjustment and Overhaul ... Section 6

Parking Brake Service ..............................Section 7

SM 1044 Group 23, Brake System

 Group 23, Brake System

Section 1

Braking / Inching System

Specifications and Description

NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06, “Transaxle.(Standard)”

Specifications
Service Brake :
Type : Drum and shoe. Master cylinder supplied by
reserve tank. Self-adjusting.
Fluid : Brake oil DOT3
Master cylinder residual pressure(C20-35) : 49-127 kPa.
Shoe-to-Drum Gap(C20-35) : 0.10-0.35 mm (0.004-0.014 in).
Shoe Lining Thickness(C20-35) : 1.0 mm ( 0.039 in) minimum.
Maximum Rebore Diameter(C20-35) : 312 mm (12.28 in).
Pedal Freeplay(C20-35) : 4-6mm (0.16-0.24in)
Parking Brake :
Type : Ratchet linked to service brake shoe at each wheel.
Holding Test: Rated load on 15% grade.
Inching : also see standard transaxle specs in Group 06
Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transaxle.
Pedal Freeplay: None
Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)

SM 1044 Braking / Inching System Specifications and Description • 23-1-1


General Description
The service brake and inching system consists of :
Service brake assembly — The drums, shoes, and wheel
cylinders.
Brake, Inching Master Cylinder — This is a step-bore
maste cylinder with reservoir Brake oil is fed to the master
cylinder from reservoir.
Service brake and inching pedals and linkages — A
mechanical system through which the brake pedal or inch-
ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
inching pedal, near the end of its stroke, also operates the
service brakes.
Inching control valve — A hydraulic valve in the trans-
axle control valve assembly that hydraulicly varies clutch
pack pressure so the operator can “inch” the truck.
Parking brake pedal — Operates the service brake shoes
via cables. See “Parking Brake Adjustment,” in this
Group, for details.
Service Brake and Inching System Arrangement
SM 1044 Braking / Inching System Specifications and Description • 23-1-2
Group 23, Brake System
Inching Operation
The inching pedal allows the operator to vary transaxle
slippage through the clutch pack so that travel speed and
lifting speed can be independent.
The inching pedal also applies the service brakes. When
the inching pedal is depressed to a certain point, a
mechanical linkage between the inching pedal and the
brake pedal begins to apply the service brake. When the
inching pedal is fully depressed, the clutch pack fully dis-
engages and the service brake fully applies.
Inching is more fully described in Section 1 of Group 6,
“Transaxle.”
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake master cylin-
der.
The brake master cylinder receives flow from the reser-
voir. In general, the brake master cylinder allows pressure
to build in the wheel cylinder in proportion to the extent
the brake pedal is depressed.
When the operator applies the brakes, the brake master
cylinder piston shifts to provide pressure to the wheel cyl-
inders for braking. The amount of pressure is modulated
by the position of the piston. When the pedal is released,
pressure in the wheel cylinders vents to the sump and the
return springs on the shoes retract the wheel cylinders.
Service Requirements
Operational checks and inspection of linkages, brake
shoes, and brake lines are specified in the Periodic Service
Chart in Group PS.
Service brake linkage adjustment and lube are not nor-
mally required.
Brake shoes are self-adjusting and normally require
adjustment only after initial installation.
A leaking brake cylinder should be overhauled or
replaced.
Parking brake should be adjusted if indicated by opera-
tional check.
 Group 23, Brake System

Section 2

Service Brake
Troubleshooting

SM 1044 Service Brake Troubleshooting • 23-2-1

 Group 23, Brake System

Service Brake Troubleshooting

Causes/Corrective

Condition Actions

Brake pedal drops to floor ...................................................................... B D F

Brake pedal spongy................................................................................. B C

Brake pedal kicks back when applied ..................................................... C E

Brakes stick, drag excessively, make noise, or overheat ........................ E F H

Insufficient stopping power; excessive effort required........................... F B E G

Excessive effort required to apply brake................................................. F B

Inching pedal does not apply brake at right time .................................... A D

Causes/Corrective Actions

A. Overlap adjustment incorrect... Adjust.

B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair.
C. Air in braking system... Bleed and recheck.
D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair.
E. Brake master cylinder defective... Inspect/overhaul or replace.
F. Shoe linings worn or brakes misadjusted... Inspect/repair/adjust.
G. Shoe linings glazed, oily, or contaminated with other substance... Replace or clean.
H. Parking brake misadjusted... Adjust.

SM 1044 Service Brake Troubleshooting • 23-2-2

 ,"#

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 Group 23, Brake System

Introduction Overlap Adjustment

Figures 1 and 2 show :
• The service brake linkage, which links the brake
pedal to the brake master cylinder.
• The inching pedal linkage, which links the inching
pedal to the inching valve.
• The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal.
The illustrations and accompanying text serve as guide to
disassembly/assembly and adjustment.
See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
the strike lever on the brake pedal, applying the brake.
The clearance between the top of the strike bolt and the
strike lever should be 1.5 to 4.5 mm (0.06~0.18 in),
depending on operator preference.
1. Measure clearance.
If necessary, adjust as follows:
2. Loosen jam nut.

Pedal Height Adjustment 3. Turn strike bolt to obtain desired clearance.

4. Tighten jam nut.
See Figure 1. The brake pedal must be at the same height
as the inching pedal. To adjust brake pedal height :
1. Loose the pedal stop bolt of brake and adjust pedal Inching Cable Adjustment
center distance 120~125mm from floor plate. See page 23-3-4.
2. Rotate the eccentric stop in the hex hole until it stops
the brake pedal at the same height as the inching
pedal.
3. Torque the stop bolt and nut 20-25 Nm(14-18 ft·lb).

Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake master cylinder
(Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in).
3. Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.

SM 1044 Brake/Inching Pedals and Linkages Adjustments • 23-3-2

 Group 23, Brake System

Torque: 20-25 Nm
(14.8-18.4 lbf·ft)

Push rod link

Pedal pad

Torque: 40-45 Nm
(30-33 lbf·ft)

Inching cable bracket

Cotter pin
Brake Spring
Inching cable
Torque: 20-25 Nm
(14.8-18.4 lbf·ft)

Cylinder

Brake pivot shaft Torque: 20-25 Nm

(14.8-18.4 lbf·ft)

NUT

Torque: 40-45 Nm
(30-33 lbf·ft)

Breke pedal bracket

czpT[\[_Zne

Figure 1. Brake/Inching Pedals and Linkage

SM 1044 Brake/Inching Pedals and Linkages Adjustments • 23-3-3

 Group 23, Brake System

Inching Cable Adjustment

With the inching pedal fully up, the inching cable should
have 1 mm freeplay in the inching cable.
With the pedal released, adjust the cable as follows :
1. Use the cable adjusting nuts to loosen the cable
until the inching rod withdraws into the transaxle
control valve as far as it will go.
2. Turn the cable adjusting nuts until the cable tightens
enough to keep 1 mm freeplay. Tighten the cable
adjusting nuts against the mounting bracket.

IMPORTANT
INCHING ROD POSITION. Do not over-
adjust. Adjustment should extend the rod no
less than 1.0mm (0.04 in) from it fally seated
position.

Cable
Cable adjusting nuts

Inching rod

Mounting bracket

Transaxle control valve

(contains inching control valve)

Figure 2. Inching Valve Linkage

SM 1044 Brake/Inching Pedals and Linkages Adjustments • 23-3-4

 Group 23, Brake System

Section 4

Brake System
Bleeding
Bleed brakes when : 4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
• The brake pedal kicks back during braking or the
tighten the bleed screw, then release the pedal.
pedal feels spongy.
• The brake valve or wheel cylinders — or lines 5. Operate the brake pedal at various rates. If you feel
between — have been leaking and/or have been the pedal kick back, bleed the system again.
repaired or replaced.
• Troubleshooting otherwise indicates that air has
been introduced into the system.

Because the brake system is supplied with fluid from the

reservoir, brake bleeding is simplified. Proceed as follows
:
1. Park truck on level floor. Put direction control in
neutral. Lower forks to floor, tilt forward, and apply
parking brake.
2. Attach a clear hose to a bleed screw on one of the
brake cylinders. Place the other end of the hose in a
jar containing brake fluid, CLARK part #8009013.
(MS-68)

3. Open the bleed screw.

SM 1044 Brake System Bleeding • 23-4-1

 Group 23, Brake System

Section 5

Brake Master Cylinder Service

SM 1044 Brake Master Cylinder Service • 23-5-1

 Group 23, Brake System

Brake Master Cylinder Removal and

Replacement
1. Remove the spring clip and pin from the yoke on the
brake master cylinder rod. (See box below).
2. Remove and plug the feed line.
3. Loosen the two mounting bolts.
4. Replacement is reverse of removal. Bleed system and
test brakes as described in Section 4.

Mounting plate

Mounting bolts

Brake master
cylinder

Yoke

Mounting bolts

SM 1044 Brake Master Cylinder Service • 23-5-2

 Group 23, Brake System

Brake Master Cylinder Overhaul

• Use the CLARK overhaul kit to overhaul the brake
master cylinder.
• Clean all parts with a safety-approved commercial
solvent before inspection.
• Inspect all parts. Inspection includes :
- Checking bores and pistons for scratches,
nicks, burrs, and wear.
- Making sure springs are not bent or cracked.
- Making sure all orifices are free of blockage.
- Making sure boot is not torn or loose.
- Making sure push rod is not bent.
• Replace all seals. Do not reassemble with old seal.
• Coat all components with brake fluid, CLARK part
#8009013, before reassembly. Lubricate and wrap
parts if reassembly will not be done immediately.

IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.

SM 1044 Brake Master Cylinder Service • 23-5-3

 Group 23, Brake System

Section 6

Service Brake Adjustment and Overhaul

External Inspection Shoe-to-Drum Gap Adjustment

The brake linings, drum, and adjustment setting can be The brake shoes are self-adjusting. However, manual
inspected without removing the drum or hub. adjustment is required when shoes are replaced or if brake
shoes are binding against drums.
1. Jack up and block the front of the truck as described
in Group SA. To decrease gap/increase gap (for each shoe) :
2. Remove the wheel and examine the linings through 1. Measure the shoe-to-drum gap as described in
the shoe inspection notch in the drum. “External Inspection.”
If the linings appear to be worn to a thickness of 1
2. Through the adjuster notch, rotate the star wheel one
mm (0.04 in) or less at any point, replacement of
click with screwdriver or adjusting tool.
both shoes is required.
3. Repeat steps 1 and 2 until proper gap is achieved.
3. If the linings are OK, measure each shoe-to-drum
gap through the shoe inspection notch, first rotating
the notch into alignment with the lower end of each
shoe. If the gap is not C20-35 : 0.10-0.35 mm (.004-
.014 in), adjust as described in “Shoe-to-Drum Gap
Adjustment.”

Shoe inspection
notch

Drum

Shoe

Adjuster
notch
Measure shoe to drum gaps
here.

Figure 1. Inspection and Adjustment Notches

4. Rotate the adjuster notch over the adjuster to Adjust
(at 6 o’clock position).

SM 1044 Service Brake Adjustment and Overhaul • 23-6-1

 Group 23, Brake System

Internal Inspection and Repair Brake Shoe Removal

Jack up and block the front of the truck as described in Remove the cable Assembly, lever, adjuster, the guide
Group SA. Remove the wheel. The hub does not have to springs, lower return springs, upper return springs, and
be removed. shoes (Figure 3).

Brake Drum Removal and Replacement Brake Shoe Replacement

The drum fits tightly on the hub. To remove drum, install
M12 screws into the jackscrew holes to push the drum
away from the hub. To install the hub, align the adjuster
notch with the notch in the hub and drive the drum against
the hub with a soft mallet.
1. Place the forward shoe — the shoe with the parking
brake lever — on the cylinder rods (Figure).
2. Install the parking brake cable, making sure it is
hooked on the lever and clipped to the backing plate,
3. Install the shoe hold spring and upper return spring.
4. Install cross-strut (with spring), making sure notch in
cross-strut end engages slot in parking brake lever on
forward shoe.

Jackscrew
5. Place the rearward shoe into position on the cylinder
Jackscrew
hole hole rods, making sure the spring-end of the cross-strut
engage the upper notch on the shoe.
6. Install the shoe hold spring and upper return spring.
7. Install the adjuster between the under notch on the
Adjuster notch shoes.
8. Install lower return spring, making sure long end of
Figure 2. Jackscrew and Adjuster Notch Locations spring is toward too forward shoe to avoid interfer-
ence with lever.
Inspection
Brake Shoes : If the linings are cracked or scored or the
linings are worn to 1 mm (.04 in) or less, the shoes must
be replaced. Both sets of shoes should be replaced when
one is replaced.
Brake Drum : The maximum allowed internal diameter
for the brake drum is C20-35 : 312 mm (12.28 in). Brake
drum walls should be free from scoring. Brake drums
should be machined each time brake shoes are replaced, to
provide a smooth and uniformly round braking surface.
Wheel Cylinder : Check for leakage under the boots at
each end of cylinder. If the cylinder leaks, or trouble-
shooting otherwise indicates a bad cylinder, disassemble
and inspect the wheel cylinder. If the cylinder surface is
scratched or pitted, replace the cylinder. Always replace
the cups.
General : Check for worn-out springs, warped backplate,
and loose or corroded fasteners. Check adjuster for proper
operation and replace if faulty.

SM 1044 Service Brake Adjustment and Overhaul • 23-6-2

 Group 23, Brake System

Cylinder Removal and Replacement Adjuster Removal and Replacement

1. Remove the brake shoes as described previously. 1. Remove the under spring.
2. Remove the brake cylinder mounting bolts and 2. Remove the adjuster.
washer.
3. Install the adjuster between the under notch on the
3. Tap cylinder from backing plate with soft mallet. shoes.
4. When reinstalling : Seal the gap where the brake cyl- 4. Install lower return spring.
inder fitting extends through the backing plate with
silicon caulk. Tighten cylinder mounting bolts to
Lubrication
17.65-26.48 Nm (156-234 lbf˜in).
Apply grease to the following places before assembly.
• Contact surfaces of anchor pin and shoe web.
• Ledge surfaces of backing plate.(6 places)
• Contact surface of cable and sheave, sheave and
pin.
• Contact surfaces of cup-shoe hold down and shoe
web(4 places)
• Contact surface of lever-adjuster and pin.

Wheel cylinder
Shoe guide plate

Upper return spring

Sheave

Upper return spring

Brake shoe
Cross strut

Brake shoe

Shoe hold cup &

Shoe hold cup & shoe hold spring
shoe hold spring

Spring & cable assembly

Lower return spring
Lever return spring
Adjuster
Lever

Figure 3. Brake Assembly

SM 1044 Service Brake Adjustment and Overhaul • 23-6-3

 Group 23, Brake System

Wheel Cylinder Overhaul
1. Pull off rubber boots.
2. Push out internal parts (loosen with wooden dowel if
necessary).
3. Replace cylinder if scored or pitted.
4. Clean pistons, spring, and casing in solvent.
4. Disconnect the brake line from the fitting. Cap or
plug fittings.
5. Unbolt the brake assembly from the axle.
6. When reinstalling the brake assembly, torque the
mounting bolts to 220-230 N˜m (162-170 lbf˜ft) in a
staggered sequence. Torque fitting 15-19 N˜m (133-
168 lbf˜in).

5. Install spring and pistons. 7. Bleed the brake system as described in the brake
bleeding Section.
6. Install each cup from its respective end of cylinder.
7. Replace boots.

Operational Explanation
of the Auto Adjuster

Figure 4. Wheel Cylinder-Disassembled

Brake Assembly Removal, and Installation

To access the service brake assembly, remove the axle
hub and brake drum as described in Group 6, in the “Drive
Axle Ends Overhaul” Section. Inspect the drum as
described earlier.
To remove the service brake assembly:
1. Remove the brake shoes as explained earlier.
2. Pull the snap ring that holds the parking brake cable
to the backing plate.
3. Unhook the parking brake cable end from the lever
and pull the cable from the assembly.

Figure 6. Auto Adjuster

Figure 5. Parking Brake Cable

SM 1044 Service Brake Adjustment and Overhaul • 23-6-4

 ,"#

1. When lining gets worn out, which requires adjust-
ment, secondary shoe with auto-adjusting device is
kept separated from anchor at time of braking action
backward, helping to pull cable by its separated dis-
tance.
The cable pulls up adjusting lever via over-travel
spring and rotates adjusting wheel.
2. When braking is released, secondary shoe gets back
to anchor and then lever is forced to go back to origi-
nal position by lever return spring, making gap
between adjusting star wheel and lever.
3. As long as lining does not get worn out to the extent
of needing the next adjustment, the star wheel will
not rotate since the adjusting lever is unable to move
enough to fill up the gap between adjusting star
wheel and lever, even when lever moves by back-
ward braking action.
4. No adjustment is made by forward braking because
anchor pin and secondary shoe keep same relative
position.
Figure 7. Relation between star wheel and adjusting lever
at time of auto-adjustment
&&
Corresponding to worn-out ratio of lining, clearance is
adjusted automatically and consecutively, always being
kept at constant level and therefore pedal stroke remains
unchanged.
Reliability is very high due to adjustment being made by
pulling cable at time of braking.
Due to installation of over-travel spring :
A. Adjusting parts are not damaged even by extra force
put to cable.
B. In particular it helps prevent over-adjustment during
abrupt braking. (After braking torque occurs, the
shoe has greater movement due to drum deformation,
the over-travel spring will give and prevent the
excess movement from causing over adjustment)

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The operator applies the parking brake by depressing a
foot pedal, which is then held down by a ratchet. The
depressed pedal tensions cables connected to a brake shoe
at each brake assembly, thereby applying the brakes.
The operator releases the parking brake by pulling up on a
release handle. This handle releases the ratchet, and a
return spring returns the pedal and cable to the off posi-
tion. The ratchet also operates the parking brake interlock
switch and the parking brake indicator light switch.
9
1. With the pedal fully raised up against tab on bracket,
adjust slack out of brake cables and tighten adjust-
ing / locking nuts.
2. Actuate and release pedal six to eight times.
3. Readjust and tighten nuts.
W@W&
As shown in illustration below, with these notes:
• Remove return spring for better access to
bracket mounting nuts.
• Adjust the position of the interlocking device and
the indicator switch with the pedal kept contacting
with the cushion. Switch contacts should snap
from their operated contact position to their normal
position when pedal is depressed one ratchet click.
• Torque switch mounting nuts 0.8-1.0 Nm (7-9
lbf˜in). Torque bracket mounting nuts 20-23 Nm
(177-210 lbf˜in).
• Apply a thin coat of CLARK lubricant, part
#1802155, to ratchet teeth and ball end of wire
rope prior to assembly.

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Parking Brake Cable Removal and
Installation
1. Disconnect each parking brake cable from the ratchet
assembly as shown in the illustration below.
SM 1044
Group 23, Brake System
2. Remove the parking cable from the service brake
assembly by first removing the brake shoes as
described in the “Brake Overhaul and Adjustment”
Section of this Group.
3. Pull out the C-clip that holds the parking brake cable
to the backing plate.
4. Unhook the parking brake cable end from the lever
on the shoe and pull the cable from the assembly.
Snap ring
5. Installation is the reverse of removal.
Parking Brake Service • 23-7-2
 GROUP 25

GROUP 25

STEERING COLUMN AND GEAR

Steering System Specifications

and Description .................................... Section 1

Steering System Troubleshooting ........... Section 2

Steering Column and Component

Removal and Replacement .................. Section 3

Steering System Relief Pressure Check

and Adjustment .................................... Section 4

Steering Gear Overhaul ........................... Section 5

SM 1044 Group 25, Steering Column and Gear


Section 1
Steering System Specifications and
Description
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal neutral circuit.
Steering System Relief Pressure Setting :
C20-35 : 8620-9300 kPa (1250-1350 psi)
Nominal Flow Rating : 23 L/min (6 gal/min)
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum
Service Intervals
Check the steering system relief pressure annually or after
every 2000 hours of operation. Make a visual inspection
of steering control unit hydraulic fittings periodically to
ensure that the fittings are tight with no leakage.
Fastener Torques
Steering Handwheel Nut : 35-40 Nm (25.5-29.5 ft˜lb)
Steering Column Cover Hex Bolts : 2-3 Nm (18-27 in˜lb;
1.5-2.25 ft˜lb)
Directional Control Base Lock Nut : 0.8-1 Nm (7-9 in˜lb;
0.6-0.75 ft˜lb)
Directional Control Base Flange Capscrew : 3.5-4.0 Nm
(2.5-2.9 ft˜lb)
Ignition Switch Ring Nut : 10-14 Nm (7.3-10.3 ft˜lb)
Tilt Lock Assembly Base-to-Cowl Bolts : 20-25 Nm
(14.8-18.5 ft˜lb)
Orbitrol Bracket Bolts : 34-38 Nm (25-28 ft˜lb)
Lower Column Assembly Base-to-Steering Gear Bolts:
34-38 Nm (25-28 ft˜lb)
Universal Joint Pinch Bolt : 20-25 Nm (14.8-18.5 ft˜lb)
Wiring Harness Bracket Bolts : 11-13 Nm (8-9.5 ft˜lb)
SM 1044 Steering System Specifications and Description • 25-1-1
Group 25, Steering Column and Gear
Description
All truck models have a hydrostatic power steering sys-
tem, which is supplied with oil pressure from the main
hydraulic system pump. The steering hand wheel operates
the steering gear (steering control unit), which directs oil
flow to the steering cylinder on the steer axle. A steering
system pressure relief valve is built in the hydraulic pump
to prevent over-pressurization of the steering system. The
pressure relief setting can be tested using the gauge port of
the hydraulic pump. A steering priority valve, also in the
pump, diverts flow from the main hydraulic system to the
steering system when it senses the pressure increase
caused by turning the steering hand wheel.
The power steering gear is a remote positioning control
valve that senses the input signal from the steering hand
wheel, multiplies this signal to assist in reducing the steer-
ing effort, and causes the steering axle to turn the wheels
to the desired position by supplying hydraulic flow to the
steering cylinder.
The steering gear is connected to the bottom of the steer-
ing column. When the steering hand wheel is turned, it is
linked mechanically to the steering gear spool and causes
this spool valve to shift from its closed neutral position to
a “turn” position that allows oil under pressure to flow to
the steering cylinder.
When the steering hand wheel stops turning, centering
springs in the valve automatically center the spool, stop-
ping the flow of oil to the cylinder.
The low pressure oil from the opposite side of the steering
cylinder is returned through the opposite port in the gear.
It is controlled by the same spool as the high pressure
port.
In the event of a pump failure, the steering gear can gener-
ate sufficient hydraulic power by movement of the steer-
ing handwheel to serve as a limited steering method. An
internal check valve automatically closes to divert this
generated oil flow to the proper port of the steering cylin-
der.
 Group 25, Steering Column and Gear

The handwheel turning effort is considerably higher, how- are protected by the steering column cover. The cover can
ever, than with power steering. be removed for service to steering column components.
The entire column can be removed for service or replace-
The column tilt lock mechanism allows the operator to
ment. The steering gear, attached to the base of the col-
adjust the steering column. The column tilt lever knob
umn, can be removed without disassembling the other
releases the adjustment setting and the column returns to
parts of the steering column.
the up position by the use of springs. The tilt lock mecha-
nism, the directional control lever, and the ignition switch

Horn contact ring Column upper cover

Tilt lock assembly boot
Ignition switch

Column
lower cover

Lock ring

Tilt lock assembly

Ignition switch Directional control
wiring harness switch wiring harness

Directional control
lever assembly

SM 1044 Steering System Specifications and Description • 25-1-2


Steering System Troubleshooting
No steering
• Hydraulic fluid level very low.
• Air in hydraulic oil.
• Steering column sections not connected properly.
• Hose broken.
• Hydraulic pump contaminated or defective.
Hard steering
• Hydraulic fluid level low.
• Air in hydraulic oil.
• Steering gear contaminated or defective.
• Relief valve setting too low ; adjust or replace.
• System leaking.
• Incorrect tire pressure.
• Axle load too heavy.
• Lack of lubrication.
• Air in hydraulic oil.
• Defective steering gear.
• Malfunctioning, damaged, or worn
demand valve (flow control valve).
High number of handwheel turns
• Steering cylinder seal leakage.
• Worn steering gear.
Steering handwheel spins freely
• Air in system (cavitation).
• Low oil supply.
• Steering column detached from steering gear.
• Defective steering gear.
Jerky steering
• Steering gear malfunction because of worn parts or
contamination. Steering gear may require over-
haul.
SM 1044
Group 25, Steering Column and Gear
Section 2
Truck turns in wrong direction
• Hydraulic lines not installed correctly.
Handwheel kickback
• Check valve faulty (or not in system).
Slow steering response
• Oil viscosity too high.
• Contaminated or defective steering gear.
Chatter conditions
• Loose mountings or linkage. Make certain all
mounting fasteners and other linkage is tight.
• Pressure relief valve set too low and is out of
adjustment ; adjust or replace the relief valve.
• Insufficient pump flow. Check pump for leaks and
see Group 29, Section 2.
Unsatisfactory steering in either direction
priority • Air in system due to excessive wear in steering cyl-
inder. Check for air in system. Excessive noise or
foamy condition of hydraulic fluid indicates aera-
tion. Check that air is not entering the system
through poor threads, cracked, split, or worn hoses,
bad pump seals, bad O-rings, bad gaskets, or loose
connections.
Worn cylinders result in leakage past the piston.
Overhaul (see Group 26, Section 7) or replace the
steer cylinder.
• Incorrect system pressure due to worn pump.
Replace the relief valve or repair or replace the
pump (see Group 29).
Noise during turns
• Worn bearing (s) in steering arm; replace bearings.
• Worn pin in steering knuckle ; replace pin.
• Worn bearings in steering knuckle ; replace bear-
ings.
• Steering knuckle is loose ; tighten castle nut.
Steering System Troubleshooting • 25-2-1

Constant noise from steering axle
• Loose or worn hub bearing cones. Adjust or
replace hub bearing cones. Replace bearing cones
and bearing cups as a set.
Noise when axle pivots
• Lack of lubricant in steering axle mounting.
• Steering axle mountings worn; replace mountings.
• Steering axle mounting cap(s) loose ; tighten
mounting cap(s).
Fluctuating pressure
• Faulty operation of relief valve. Fluctuating pres-
sure or loss of pressure in the system is usually
caused by scales, chips, sludge, or filings that have
lodged between the relief valve and seat. A dam-
aged spring or worn valve may also be the cause of
the trouble. Flush and refill the system and replace
the hydraulic return line filter element. If condition
still exists, replace the relief valve.
SM 1044
Group 25, Steering Column and Gear
Low pressure at the pump
• Refer to the pump troubleshooting and overhaul
procedures in Group 29.
Low pressure at the steering gear
• Refer to Section 5, “Steering Gear Overhaul.”
Low pressure at the steer cylinder
• Seals worn out at piston rod end of steer cylinder;
replace seals.
Steer cylinder rod binding or sticking
• Binding of linkage. With hydraulic flow shut off
from the cylinder and the rod end uncoupled, the
rod should slide freely in or out by hand. If the pis-
ton is binding, overhaul or replace the cylinder.
Steering System Troubleshooting • 25-2-2
 Group 25, Steering Column and Gear

Section 3

Steering Column and Component Removal and Replacement

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Horn contact ring Column upper cover

Tilt lock assembly boot
Ignition switch

Column
lower cover

Lock ring

Tilt lock assembly

Ignition switch Directional control
wiring harness switch wiring harness

Directional control
lever assembly

SM 1044 Steering Column and Component Removal and Replacement • 25-3-1


! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Steering Column and Component
Removal
Use the following steps to disassemble the steering col-
umn for service to the :
• Ignition Switch
• Horn
• Directional Control Lever Assembly
• Column Tilt Lock Assembly
• Upper and Lower Steer Column
• Steering Gear.
Determine which component requires service and check
the procedure for removing that component. Read the pro-
cedure completely before beginning disassembly.
Ignition Switch Removal
1. Disconnect the negative lead at the battery.
2. Remove the four socket head bolts holding the two
halves of the column cover together. The directional
control assembly and the ignition switch are exposed.
SM 1044 Steering Column and Component Removal and Replacement • 25-3-2
Group 25, Steering Column and Gear
3. Remove the lock ring nut securing the ignition
switch to the lower cover. Label all wires and termi-
nals for correct reconnection when reassembling.
Ignition switch
Ignition wire #11
Lock ring Ground
Battery wire #6
Starter wire #6
Hand Wheel, Horn Contact Ring, and
Directional Control Assembly Removal
1. Disconnect the negative lead at the battery.
2. Gently pry the horn button from the steering hand
wheel hub using a small, flat-bladed screw driver.
Horn button
Horn wire
Horn contact
ring wire
Horn wire
Hand wheel
3. Disconnect the horn wire from the steer column and
unplug the horn contact wire from the terminal on the
bottom of the horn button.
4. Remove the nut holding the hand wheel to the steer-
ing column.
5. Use a wheel puller to remove the hand wheel from
the steering column. Hand wheel has two M8u1.25
threaded inserts in the hub for this purpose.
 I,


6. Unplug the horn contact ring wire from the terminal 9. Lift the directional control lever and boot off the die-
on the bottom of the handwheel. cast base.
Directional
control lever

Boot

Horn contact
ring wire

Horn wire
10. Unplug wires from directional switches. Label all
wires and terminals for correct connection when
7. Using a 2.5 mm allen wrench, remove the four socket reassembling. Remove the direction control switches
head bolts holding the two halves of the column by removing the mounting screws on the base.
cover together. Remove the top cover. Gently pull
the bottom cover away. Mounting screw

Wiring
connectors
and terminals

U&G@U W@

1. If not already disassembled, remove the four socket
bolts holding the two sides of the column cover
XV together. Remove the top cover.
Use care when removing the bottom cover as
2. Pry the two retainer clips from the posts on the direc-
the ignition switch wiring is attached.
tional control base securing the detent spring. Lift
spring off posts.
8. Remove the horn contact ring. Unplug the wire from
the terminal on the bottom of the ring. Retainer clips

Horn contact
ring

Detent spring

/  W@W&JIKK

 Group 25, Steering Column and Gear

Column Tilt Lock Assembly Removal a. Remove the three screws securing the instrument
pod to the dash.
NOTE
The tilt lock assembly is not serviceable; only Instrument pod
the return springs are serviceable. The tilt
lock assembly should be removed only for
replacement as a complete assembly. Wiring harness
connector

1. Raise the operator’s seat deck and lift out the floor
plate.
2. Remove the left, right, and center cowl covers from
under the dash. See removal and replacement proce-
dures in Group 38.
3. See “Hand Wheel, Horn Contact Ring, and Direc-
tional Control Assembly Removal” to remove the
steering hand wheel, horn ring, and directional con-
trol assembly.
4. Unplug the ignition switch and directional control
switches. Label all wires for correct reassembly. Dis- b. Gently lift the instrument pod up exposing the
connect the ignition and directional control wiring harness connector. Unscrew jack screw in con-
harness from the main harness at lower right of cowl. nector and unplug the connector from the instru-
ment pod.
5. Loosen the pinch bolt of the lower universal joint
c. Remove the screws securing the dash panel to the
connection.
cowl.

Dash panel

Cowl

6. Slip the boot off the tilt lock assembly.

7. Remove the dash panel and instrument pod :

d. Remove the hydraulic control lever cover panel

and dash.

SM 1044 Steering Column and Component Removal and Replacement • 25-3-4

 Group 25, Steering Column and Gear

e. Remove the two bolts from the wiring harness
bracket located under the cowl.
f. Remove the four bolts holding the base of the tilt
lock assembly to the cowl.
2. If upper portion of the steering column has not been
removed, loosen the pinch bolt of the lower universal
joint connection.
3. Remove the two bolts and spacers securing the lower
column shaft and steering gear to the bracket on the
lower cowl.

Steering Gear and Lower Steering Column 4. Remove the bolts to detach the steering gear from
the lower steering column.
Removal
NOTE
Lower steer column is not serviceable. It
should be removed only for replacement as a
new assembly.

1. Put a pan under the truck to catch hydraulic fluid

which will drip when fittings are loosened. Label the
four hose fittings of the steering gear to make sure
they are reassembled correctly. Loosen and remove
the hydraulic fittings at the steering gear. Cap the
ends to prevent fluid leaks. Cap the steering gear
ports to prevent dust and debris from getting into the
steering gear. Keep hydraulic ports and hoses clean.
5. Remove the lower shaft and steering gear assembly
from the truck.

SM 1044 Steering Column and Component Removal and Replacement • 25-3-5

 Group 25, Steering Column and Gear

Steer Column and Component sal joint pinch connector of the upper assembly.
Match the skip tooth on the spline with spline on uni-
Replacement versal joint. Torque the pinch bolt to 25-30 Nm
These steps cover the procedures for reinstallation of the (18.5-22.25 ft˜lb).
steering column including the steering gear, the tilt lock 4. Reconnect the clean hydraulic fluid lines to the clean
assembly, directional control assembly, ignition switch, steering gear. Make sure the hoses are reconnected to
and steering hand wheel and horn. the correct ports. Torque the fittings per Group 40,
IMPORTANT “Hydraulic Fitting Tightening Procedure.”
Make sure all parts are clean and dry before
reassembling.
It may be necessary to assemble the steering
column in place and hand tighten fittings so
that the correct alignment of the entire col-
umn and parts can be checked. Once you
have the correct alignment, torque all fittings
to their correct specifications.

Steering Gear and Lower Steering Column

Replacement
NOTE
If the upper steering column has not been
Column Tilt Lock Assembly Replacement
removed, the lower steering column must be
left loose at the universal joint pinch connec- 1. Set the tilt lock assembly onto the cowl. Replace the
tion to allow some play in the column for four bolts and torque to 20-25 Nm (14.8-18.5 ft˜lb).
positioning the steering gear.

1. Attach the steering gear to the lower column base.

Torque the two bolts to 34-38 Nm (25-28 ft˜lb).
2. Set the column into position with the lower column
assembly aligned through the bracket mounted on the
lower frame cowl.

2. Coat the splines of the lower assembly with a light

3. Coat the splines of the lower assembly with a light
coat of anti-seize lubricant and insert into the univer-
coat of anti-seize lubricant and insert into the univer-
sal joint pinch connector of the upper assembly.
Match the skip tooth of the lower column spline shaft
to that on the universal joint. Torque the pinch bolt to
25-30 Nm (18.5-22.25 ft˜lb).

SM 1044 Steering Column and Component Removal and Replacement • 25-3-6

 I, 

3. Set the harness bracket into place and secure with the 4. Reset the forward or reverse switch onto the base and
two bolts. Torque the bolts to 11-13 Nm (8.1-9.6 secure with screws.
ft˜lb). Mounting screw
4. If the wiring harnesses have been removed, reroute
them through the tilt lock assembly with the ignition
R F
wiring harness in the left hole and the directional
switch wiring harness in the right hole. Harnesses
must exit lower part of the steer column behind the
steer shaft (towards rear of truck). Reclamp to cowl if Wiring
connectors
necessary. Reconnect the assembly wiring harnesses and terminals
to the truck wiring harnesses.
5. Apply a thin coat of grease in the bore of the direc-
5. Slip the boot over the tilt lock assembly. tional control lever. Slip the lever onto the directional
control base.
U&9YWY
Directional
control lever
1. Slip the lever boot onto the lever if it has been and boot

removed.
2. Make sure the flange capscrew and clamp are on the
directional control base.

Capscrew
6. Tighten the capscrew/clamp of the directional con-
trol lever assembly to 3.5-4 Nm (2.5-2.9 ft˜lb).
• Clean the capscrew and apply Loctite 262 before
applying torque.
Clamp
7. Adjust the directional control using the following
3. Install the detent spring on the posts of the base and illustration :
secure with the retainer clips. Detent spring Forward switch
Reverse switch
Retainer clips

Directional lever

Wire #82
common Wire #82
Wire #73 common
Wire #78 normally
normally open
open
Detent spring
a. Loosen mounting screws and set the directional
switch boxes to approximately the middle of the
mounting slot on the assembly base.

/  W@W&JIKKh

 Group 25, Steering Column and Gear

b. Connect a continuity meter on the forward switch 4. Check the assembly for smooth operation and make
from the Common terminal to the Normally Open necessary adjustments before proceeding.
terminal. If the adjustment procedure is being
5. Connect the wiring to the directional control
performed with the directional control assembly
switches according to the labels you made during
mounted on the steering column, connect the con-
disassembly.
tinuity meter from the Normally Open terminal to
vehicle ground. 6. Connect the ignition wiring harness ends to the igni-
c. Rotate the directional control lever in the forward tion switch terminals according to the labels you
direction (push lever up) until a #8 (or 4mm) made during disassembly.
screw can be inserted into the middle detent on
7. Set the ignition switch into the mounting hole on the
the lever.
lower half of the column cover. Tighten the lock ring
d. Loosen the mounting screw on the forward
nut to 10-14 Nm (7.5-10.3 ft˜lb).
switch and adjust the switch box to achieve conti-
nuity through the switch.
Ignition switch
e. Remove #8 (4mm) screw and return lever to neu-
tral detent. Switch must break continuity, If Ignition wire #11
switch does not break continuity, it must be read-
justed using the above steps. Lock ring Ground
f. When adjustment is correct, torque switch box
mounting screws to 0.8-1.0 Nm (7-9 in-lb; 0.6-
0.73 ft˜lb).
g. Repeat procedure for Reverse switch. Battery wire #6
Starter wire #6

Directional Control Assembly and Ignition 8. Reconnect the horn contact ring wire to the horn con-
Switch Replacement tact ring.

1. Disconnect the negative lead at the battery. Horn contact

ring
2. Slip the directional control assembly onto the steer-
ing column shaft. Horn contact
ring wire

Directional control
assembly

9. Slip the horn contact ring onto the steering column.

10. Join both halves of the cover over the upper column.
3. Clean the capscrew, apply Loctite 262, and tighten
the clamp bolt of the assembly to 3.5-4 Nm (2.5-2.9
ft˜lb).
The groove in the ring should be on the lower portion
of the ring when it is replaced on the column. The
terminal should be on the right-hand side of the
truck.
The parting line of the boot must be aligned with the
parting line of the two cover halves. Set the direc-
tional control lever boot into the correct position. The
horn ring contact should be positioned so that the two

SM 1044 Steering Column and Component Removal and Replacement • 25-3-8


cover halves fit the groove in the ring. Tighten the
four socket bolts to 2-3 Nm (1.5-2.25 ft˜lb).
Steering Hand Wheel Replacement
1. Reconnect the horn contact ring wire from the base
of the handwheel to the bottom of the horn button.
Horn contact
ring wire
Horn wire
2. Apply a coat of insulating paste (CLARK part no.
2802205) to horn contact ring, then set the hand-
wheel into position and tap with a rubber or plastic
mallet to seat it on the column.
3. Tighten the nut onto the column to a torque of 35-40
Nm (25.5-29.5 ft˜lb).
4. Screw the horn wire into the column and plug it into
its connection on the bottom of the horn button.
Horn wire
SM 1044 Steering Column and Component Removal and Replacement • 25-3-9
Group 25, Steering Column and Gear
5. Set the horn button into place and pop it into position
carefully. The horn symbol should be parallel to the
CLARK lettering on the hand wheel.
6. Reconnect the leads at the battery.
7. Replace the center cowl cover over the steering col-
umn. See Group 38 for instructions to replace the
cowl covers. Torque the screws to 8-10 Nm (5.5-7.5
ft˜lb).
IMPORTANT
If you set the column loosely into place to
assure correct alignment, recheck that all
mounting brackets, the universal pinch joint,
and all fasteners are torqued to their correct
limits. See the individual steps in the reas-
sembly procedures to find torque limits.
8. Replace the right and left cowl covers. The top lip of
the two covers must be inserted under the edge of the
dash before securing the covers in place. Torque the
cover set screws to 8-10 Nm (5.5-7.5 ft˜lb).
9. Set the floorplate back into the driver’s compartment
and lower the operator’s seat deck.
Start the truck to check the function of the ignition switch.
Make sure no fluid leaks are evident in the steering con-
trol valve hydraulic fittings. Remove the wheel chocks to
check all functions of the steering column, including igni-
tion, directional controls, tilt lock mechanism, and steer-
ing gear for correct operation before returning the truck to
service.

Section 4
Stering System Relief Pressure Check and Adjustment
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Description and Operation
Steering system relief pressure settings above the speci-
fied values can cause failure of the hydraulic lines, dam-
age to seals in the steering gear, and ball joint breakage on
the steer axle.
The steering system’s pressure relief valve is part of the
main hydraulic pump assembly. Steering system relief
pressure is adjustable and should be checked if indicated
by troubleshooting. Use the gauge port on the pump to
check steering relief pressure.
Steering system relief pressure setting should be C20-35 :
8620-9300 kPa (1250-1350 psi).
NOTE
If relief pressure is not correct, the problem
may be caused by dirt in the valve or worn
parts, including steering control valve and
main hydraulic pump. Generally, if the relief
pressure measured when the steering system
is in bypass is not correct, the priority
demand valve should be replaced.
SM 1044 Stering System Relief Pressure Check and Adjustment • 25-4-1
Group 25, Steering Column and Gear
! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type of injury or
gangrene may result.
Steering System Relief Pressure Setting
Check and Adjustment
This procedure requires installation of a pressure gauge at
the gauge port on the main hydraulic pump. The pressure
is measured while the steering handwheel is turned fully
in one direction to put the steering system in bypass.
Steering system relief pressure setting may be checked
using a Mico Quadrigage (CLARK Part No. 1800106) or
with a conventional pressure gauge, 0-20,700 kPa (0-3000
psi).
1. Tilt the steering column fully forward and raise the
seat deck.
 Group 25, Steering Column and Gear
2. Clean the port opening and connect the pressure
gauge (also cleaned) to the gauge port on the main
pump.
3. Start the engine and let it warm up until it runs
smoothly.
4. Check steering system relief pressure setting at full
throttle. Accelerate engine to full throttle and hold at
this speed while taking the pressure readings.
IMPORTANT
Do not operate system over relief any longer
than required to read the pressure gauge.
Prolonged time at relief pressure can result
in a damaged pump and valve.
5. Turn the steering handwheel in one direction until
steering cylinder reaches its stop (relief bypass).
Hold steering handwheel in relief position until pres-
sure reading is taken, and then release. Turn off
engine. Pressure should read between C20-35 : 8620-
9300 kPa (1250-1350 psi).
6. To adjust the steering pressure relief to C20-35 :
8620-9300 kPa (1250-1350 psi).
a. Carefully remove the core plug of the steering
pressure relief valve on the main pump by prying
the plug out.
SM 1044 Stering System Relief Pressure Check and Adjustment • 25-4-2
b. Clockwise adjustment of the relief valve seat
raises the pressure setting at which the valve
relieves pressure ; counterclockwise adjustments
lowers the pressure setting at which the valve
relieves pressure.
7. Restart engine and repeat steps to read and adjust the
relief pressure setting until correct relief pressure is
set.
• Once you adjust to the correct relief pressure set-
ting, reset the core plug in the valve bore.
• If the correct relief pressure cannot be gained, con-
sider overhauling or replacing both the priority
valve and the pressure relief valve. See Group 29,
“Hydraulic Pump Overhaul” for instruction to
remove, overhaul, and replace the valves on the
pump.
8. Disconnect the pressure gauge and close the engine
compartment.
 Group 25, Steering Column and Gear

Section 5

Steering Gear Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.

SM 1044 Steering Gear Overhaul • 25-5-1

 Group 25, Steering Column and Gear

Disassembly 5. Remove meter (gerotor). Be careful not to drop star

(rotor).
Cleanliness is extremely important when repairing a steer-
ing gear. Work in a clean area. Before disconnecting lines,
clean port area of unit thoroughly. Use a wire brush to
remove foreign material and debris from around exterior
joints of the unit.
NOTE
Although not all illustrations show the unit in
a vise, it is recommended to keep the unit in
the vise during disassembly. Follow the
clamping procedures explained throughout
the text.

6. Remove seal from meter.

Meter (Gerotor) End
7. Remove drive spacer(s).
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area, as shown. Use protective 8. Remove drive.
material on vise jaws. Do not overtighten jaws.

9. Remove spacer plate.

2. Remove capscrews. 10. 10.Remove seal from housing.

Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.

3. Remove end cap.

4. Remove seal from end cap.

SM 1044 Steering Gear Overhaul • 25-5-2


12. Place assembly so shaft is horizontal. Rotate spool
and sleeve until pin is horizontal. Push spool and
sleeve assembly forward with your thumbs just far
enough to free seal gland bushing from housing.
Remove bushing.
13. Remove quad ring seal from seal gland bushing.
14. Use a thin-bladed screwdriver to pry dust seal from
seal gland bushing. Do not damage bushing.
15. Remove two bearing races and the needle thrust
bearing from spool and sleeve assembly.
16. Remove spool and sleeve assembly from cap (14-
hole) end of housing.
SM 1044
Group 25, Steering Column and Gear
IMPORTANT
Do not bind spool and sleeve in housing.
Rotate spool and sleeve assembly slowly
when removing from housing.
17. Push pin from spool and sleeve assembly.
18. Push spool partially from control end of sleeve, then
remove six centering springs from spool carefully by
hand. Note their position in the unit before they are
removed.
19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
21. Remove set screw from housing.
22. Screw a 1/8-inch-24 NC machine screw into end of
check ball seat. Then pull on screw with pliers to lift
seat out of housing.
23. Remove two seals from check valve seat.
24. Tip housing to remove check ball and check ball
retainer.
Steering Gear Overhaul • 25-5-3
 Group 25, Steering Column and Gear
Parts Inspection
Inspect all parts for damage, cracks, broken parts, dam-
aged threads, corrosion or erosion of surfaces, worn spots,
nicks or scratches.
Check all mating surfaces. Replace any parts that have
scratches or burrs that could cause leakage. Discard all old
seals and replace with new ones.
Clean all metal parts in clean solvent. Blow dry with air.
Do not wipe dry with cloth or paper towel because lint or
other matter can get into the hydraulic system and cause
damage. Do not use a coarse grit or try to file or grind
these parts.
If parts are left exposed, cover them with a clean cover to
prevent airborne dust from collecting on them.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline.
Do not use excessive lubricant on seals for
meter (gerotor) section.
Make sure all parts are clean and free of
dust. Before assembly, lightly coat all inter-
nal metal parts with oil.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
2. Install check ball in housing.
3. Lubricate 5/8-inch diameter seal and 7/16-inch diam-
eter seal. Install seals on check ball seat, as above.
SM 1044
4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
twist or damage seals. Install check ball seat in hous-
ing; insert open end of seat first. Push check ball seat
to bottom of hole.
5. Install set screw. Use a 5/16-inch Allen wrench to
torque set screw to 11 N˜m (100 in-lb; 8.3 ft˜lb). To
prevent interference of parts, make sure top of set
screw is slightly below housing mounting surface.
6. Assemble spool and sleeve carefully so that the
spring slots line up at the same end. Rotate spool
while sliding parts together. Some spool and sleeve
sets have identification marks ; align these marks.
Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined end.
7. Bring spring slots of both parts in line and stand parts
on end of bench. Insert spring installation tool (avail-
able as Part No. 6000057) through spring slots of
both parts. Position three pairs of centering springs
(or two sets of 3 each) on bench so that extended
edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
On those units which use the low torque centering
springs, there are two pairs of centering springs (or
two sets of each) and one pair (two) spring spacers.
The spring spacers are installed together between the
two sets of centering springs. The installation proce-
dure is the same as that used on the standard (three
pairs of centering springs) units.
Steering Gear Overhaul • 25-5-4
 Group 25, Steering Column and Gear

8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.

14. Install 1-1/4-inch diameter dust seal in seal gland

11. Position the spool and sleeve assembly so that the
splined end of the spool enters the 14-hole end of
housing first.
bushing; flat or smooth side of dust seal must face
down towards bushing.
15. Install dry quad ring seal in seal gland bushing.
Smooth seal in place with your finger. Do not use
any seal that falls freely into pocket of bushing. Seal
should not “fall” into place but should require light
force to seat.

IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.

12. Place housing on clean, lint free cloth. Install 2-1/8-

inch diameter seal in housing.

SM 1044 Steering Gear Overhaul • 25-5-5

 Group 25, Steering Column and Gear

16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.

IMPORTANT
Clean the upper surface of the housing by
wiping with the palm of clean hand. Clean
each of the flat surfaces of the meter section
parts in a similar way when ready for reas-
sembly. Do not use cloth or paper to clean
surfaces.

19. Install 3-inch diameter seal in housing.

17. Install retaining ring in housing. After installing ring,

tap on ring or pry with screwdriver around entire cir-
cumference of ring to properly seat ring in groove.

20. Install spacer plate. Align bolt holes in spacer plate

with tapped holes in housing.

SM 1044 Steering Gear Overhaul • 25-5-6

 Group 25, Steering Column and Gear

21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.

IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.

NOTE
To assure proper alignment, mark spline end
of drive shaft with a line parallel to slot on
other end, before installing.

22. Install 3-inch diameter seal in meter (gerotor).
25. Install 3-inch diameter seal in end cap.
26. Install end cap on gerotor, and align holes.
27. Install 7 cap screws in end cap. Pretighten screws to
initial torque of 17 N˜m (150 in˜lb), then torque
screws to final torque of 31 N˜m (275 in˜lb) in the
sequence shown.

23. With seal side of meter toward spacer plate, align star
valleys on drive. Note the parallel relationship of ref-
erence lines A, B, C, and D in figure. Align bolt
holes without disengaging meter from drive. Be sure
star has engaged drive spline in position shown.

28. Inspect the assembly to be sure all parts have been

installed and fasteners correctly installed and tight-
ened.

SM 1044 Steering Gear Overhaul • 25-5-7

 GROUP 26

GROUP 26

STEER AXLE

Steering Axle Specifications

and Description .................................... Section 1

Steer Axle Wheel Bearing Maintenance

and Adjustment .................................... Section 2

Steer Axle Removal and Replacement .... Section 3

Steer Axle Overhaul ................................. Section 4

Steer Cylinder Removal and

Replacement ......................................... Section 5

Steer Cylinder Overhaul .......................... Section 6

SM 1044 Group 26, Steer Axle


Section 1
Steer Axle Specifications and Description
Specifications
Cushion-Tire
Steering System Relief Pressure Setting :
C20-32C : 8620-9300 kPa (1250-1350 psi).
Steer Cylinder Type : Double-acting, piston-type.
Turning Arc :
C20-32C : 83q maximum inside turning angle
C20-32C : 60q maximum outside turning angle.
Pneumatic-Tire
Steering System Relief Pressure Setting :
C20-35 : 8620-9300 kPa (1250-1350 psi)
Steer Cylinder Type : Double-acting, piston-type
Turning Arc : 75q maximum inside turning angle;
C20-35 : 54q maximum outside turning angle.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
CLARK Part MS-107C.
Fastener Torques
Steer Axle Mounting Bolts :
C20-35 : 240-270 Nm (177-199 lbf˜ft).
Cylinder to Axle Mounting Bolts :
C20-35 : 240-270 Nm (177-199 lbf˜ft).
Steer Knuckle King Pin Castle Nuts : See installation pro-
cedures in Section 4, “Steer Axle Overhaul.”
SM 1044
Group 26, Steer Axle
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.
Description
The steer axle has the steer cylinder, steer knuckles, and
steering links mounted on it. All these components can be
removed, serviced, and replaced.
The steering gear (steering control unit) at the base of the
steering column directs hydraulic fluid to one end or the
other of the steer cylinder to pivot the steer wheels.
The steer axle is bolted to the truck frame. The steer cylin-
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
the truck and “silent” mounts cushion the axle on the trun-
nions.
All bearings used in the steer axle linkage have lubrication
fittings and are serviceable. Axle removal, replacement,
and service for all components, including overhaul of the
steer cylinder, is explained in the Sections for this Group.
Steer Axle Specifications and Description • 26-1-1
 ,9!

Torque: 167-196 Nm
(123-145 lbf·ft)
<SI-49404B>

Steer Axle and Mounting-Cushion Tire Axle (C20-32C)

/ 9!&H&U&JKK

 ,9!

Torque: 240-270 Nm
(177-199 lbf·ft)

<SI-47719N>

Steer Axle and Mounting-Pneumatic Tire Axle (C20-35)

/ 9!&H&U&JKK

 Group 26, Steer Axle

Section 2

Steer Axle Wheel

Bearing Maintenance and Adjustment

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

2. Try to pull it in and out along the wheel spindle.

! CAUTION
Watch for excessive free movement in wheel bearings or
SAFE PARKING. Before working on truck: steering knuckle bearings. There should be a small
amount of free movement. If the wheel has excessive free
1. Park truck on a hard, level, and solid movement, the bearings require additional service and or
surface, such as a concrete floor with no adjustment.
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Wheel Bearing Check

A wheel bearing check should be performed about every
500 hours of operation or three or four times a year.
Wheel bearings need adjustment only after 2000 hours or
as needed. It is recommended that you clean and repack
the bearings before adjustment. Check hourmeter total
hours and refer to the truck’s PM schedule. See steer
wheel bearing lubrication procedure below.
To check the steer wheel bearings for excessive free play
or looseness :
1. Grasp the wheel with both hands and try to move it
by a rocking motion top-to-bottom.

SM 1044 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-1

 Group 26, Steer Axle

Wheel Bearing Lubrication bar to loosen. Be careful not to damage mounting

These procedures cover bearing lubrication for the two
types of steer wheels used on the truck ; pneumatic-tire
wheels which are mounted on a hub that contains the bear-
ing components and cushion-tire wheels with the bearings
installed in the wheel. Use the procedures to clean, repack
and adjust bearings for both the cushion-wheel and the
pneumatic-tire hub.
surfaces. Remove O-ring from hubcap.
5. Clean the excess grease from around the wheel nut.
6. Remove cotter pin, loosen and remove wheel nut and
bearing washer.
7. Remove outer bearing by pulling out on the cushion
wheel or pneumatic hub slightly to loosen bearings.

Pneumatic-Tire
Wheel Mounting
Hub

Steer Axle Knuckle

<8053902F>

The bearing components and arrangement are the same

for both the cushion and pneumatic types. Instructions for
repacking/lubricating the bearing components apply to
both types.

Bearing Disassembly
1. Be sure truck is parked and blocked up correctly and
safely to raise steer wheels off the floor. Refer to
“Lifting, Jacking, and Blocking,” in the Group “SA.”
2. Loosen lug nuts of pneumatic-tire wheels before
completely raising rear wheels off the floor.
3. Lower truck onto blocking. Remove lug nuts and
then wheel assembly.
NOTE
Because of the heavy weight of the pneumatic
wheel and tire, it is suggested to first remove
the wheel and tire assembly from hub when
servicing the bearings to avoid damage to the
grease seal when the wheel hub is moved off
or on the spindle. It also makes the work
simpler and easier.

4. Refer to the exploded view illustration of the cush-

ion-wheel bearing assembly. Loosen and remove the
hubcap from wheel or hub. You may have to lightly
tap hub cap with a hammer and chisel and use a pry

SM 1044 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-2

 Group 26, Steer Axle

Steer Axle
Knuckle
Cushion
Tire and
Wheel

Spindle Bearing
Washer Wheel Nut
and Cotter
Pin

Bearing

O-ring
Hubcap

Cushion Wheel Bearing Assembly(C20-32C)

8. Pull the wheel or hub off the spindle. Support the
wheel or hub to avoid dragging the grease seal at the
back side across the thread on spindle end. Spindle
guard remains on spindle.
9. Clean the old grease out of center of the wheel or
hub.
10. To remove inner bearing and seal, lay wheel or hub
down with outer edge up (support hub on blocking).
Remove the inner bearing cone and grease seal, using
a brass drift pin, rod, or piece of pipe to drive the
bearing and seal out of the hub.
11. Clean and inspect the bearing cups and cones for
wear or other damage. Replace, as necessary.
IMPORTANT
Keep serviceable bearing cups and cones
matched together. Always replace bearing
cups and cones as a set.
12. Inspect grease seal for wear and damage. Replace as
necessary. It is recommended to install a new grease
seal whenever old ones are removed.
13. Use a standard puller to remove bearing cups from
hub or wheel if bearings require replacement.

Bearing
and Cone

Grease
Seal

SM 1044 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-3


Bearing Reassembly
The procedures for packing and reassembling the bearing
are the same for the cushion wheel or pneumatic wheel
hub.
NOTE
Use Grade No. 2 EP multi-purpose grease,
CLARK MS-107C.
1. Install new inner and outer bearing cups by pressing
into hub or wheel. Be sure cups are fully seated in
bore.
2. Pack the bearings with grease and install the inner
bearing in the hub or wheel.
3. Pack cavity between bearing and grease seal half full
with grease.
4. Install new grease seal in hub or wheel inner bore.
Apply coating of grease to inside diameter of seal
lips prior to assembly, then install seal in hub or
wheel bore.
SM 1044 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-4
Group 26, Steer Axle
5. Carefully press or tap grease seal into place with a
soft-faced mallet until seal is seated in bottom of
bore.
6. Install hub or wheel on spindle. Be careful not to
damage grease seal lip when moving the hub over the
end of spindle and threads.
7. Pack cavity in hub between bearings one-half full
with grease.
8. Install the outer wheel bearing after it has been
packed with grease.
9. Install bearing washer and hand tighten wheel nut.
10. Rotate hub or wheel counter clockwise and torque
wheel nut to 27-31 Nm (20-23 ft˜lb).
11. Back wheel nut up until it is loose.
12. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 Nm (1.7-2 ft˜lb).
13. Back up wheel nut to nearest slot and install new cot-
ter pin. Bend cotter pin tabs.
14. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
15. Pack the area around wheel nut with grease.
 Group 26, Steer Axle

16. Refit O-ring on hubcap and install hubcap by tapping
into place with a rubber or plastic-faced hammer.
10. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
11. Bend cotter pin tabs over.
12. Pack the area around wheel nut with grease.
13. Refit O-ring on hubcap if removed or replaced and
install hubcap by tapping into place with a rubber or
plastic-faced hammer.

17. Remount wheel and tire as applicable for pneumatic-

tire assemblies. See Group 22 for mounting proce-
dures and nut torques.

Wheel Bearing Adjustment

The steer wheel bearings are retained and adjusted by the
wheel nut.
NOTE
You should clean and repack the wheel bear-
ings before performing a wheel bearing
adjustment. See “Wheel Bearing Lubrica-
tion” in this Section for the complete proce-
dure.

1. Make sure the truck is parked on a level, hard sur-

face, the upright is fully lowered, the drive wheels
are chocked, and the steer wheels are jacked and
blocked securely. Refer to “Lifting, Jacking, and
Blocking” for safe procedures.
2. Remove hubcap.
3. Remove and discard cotter pin.
4. Loosen wheel nut.
5. After wheel nut is loosened, hit the top of wheel to
loosen the bearings. This moves the bearings free of
their seated, running position.
6. Rotate hub or wheel counter clockwise and torque
wheel nut to 27-31 Nm (20-23 ft˜lb).
7. Back wheel nut up until it is loose.
8. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 Nm (1.7-2 ft˜lb).
9. Back up wheel nut to nearest castellation slot and
install new cotter pin.

SM 1044 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-5

 Group 26, Steer Axle

Section 3

Steer Axle Removal and Replacement

SM 1044 Steer Axle Removal and Replacement • 26-3-1


! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Steer Axle Removal
These procedures describe steer axle removal for both
cushion-tire and pneumatic-tire steer axles. The removal
procedures are basically the same for both axles even
though the axles are different. Minor differences will be
explained in the text.
1. Remove the counterweight before removing the steer
axle. Refer to Group 38, Section 2, “Counterweight
Removal and Replacement.”
! WARNING
Do not remove the counterweight unless you
have training and are familiar with the cor-
rect procedures. Counterweights can fall if
not handled correctly and cause severe
injury or death.
2. Loosen lug nuts of steer wheels.
! WARNING
Do not raise truck by hoisting on overhead
guard or by jacking or lifting on counter-
weight.
3. Block the drive wheels of the truck and raise and
block the rear end. Remove steer wheels. See “Lift-
ing, Jacking, and Blocking” in Group “SA” for safe
procedures to jack the truck.
! CAUTION
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
SM 1044
Group 26, Steer Axle
installation of the axle without disturbing the
blocking.
4. Loosen and remove hydraulic steering lines from
steering cylinder. Plug fittings and cap open ends of
lines. Keep all hydraulic fittings and openings clean.
Disconnect cylinder lines here.
! CAUTION
Axle must be supported before any attaching
fasteners are removed.
5. If another lift truck is used to temporarily support
axle while removing, put forks in center of carriage
about 305 mm (12 in) apart. Move forks under axle
and raise it just to remove its weight from mounting
bolts. Or use a portable floor jack to carefully sup-
port the axle at its center section.
6. Loosen and remove nuts from axle mounting bolts,
front and rear.
• For cushion-tire axles, remove the mount plates
from the bottom of the trunnion mounts of the
steer axle (Figure A.).
• For pneumatic-tire axles, remove the washers
behind the nuts also (Figure B.).
7. Remove the mounting bolts.
8. Lower the axle allowing its weight to pull the silent
blocks out of frame recesses. Watch the silent blocks
to be sure they release freely from frame. You may
have to loosen blocks with a pry bar if they bind.
9. Carefully withdraw the axle from beneath the truck
and move to safe storage.
Steer Axle Removal and Replacement • 26-3-2

XV
On pneumatic-tire trucks, removal of the
silent blocks after a long period of usage may
be difficult. Routine removal of the silent
blocks from the steer axle trunnions (pivot
pins) is not recommended unless they have
obvious wear, damage, or failure. If removal
by conventional pulling methods is not suc-
cessful, they then must be removed by
destruction of the silent block assembly using
a cutting torch and/or hammer and chisel to
separate them from the axle trunnions. Be
sure that the axle trunnions are not damaged.
Torque: 167-196 Nm
(123-145 lbf·ft)
Figure A. Steer Axle Mounting-Cushion (C20-32C)
/ 9!W@W&JKK
,9!
9!W&
Replacement is the reverse of removal. Refer to Figure A
and B for replacement.
! 9%VX
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
installation of the axle without disturbing the
blocking.
1. If silent blocks have been removed from axle, install
new silent block assemblies. Use a rubber or plastic
mallet to seat the silent mounts onto the axle trun-
nions.
2. Make sure that the silent blocks are positioned cor-
rectly front and rear on the steer axle trunnions at the
start of installation. Align the silent blocks square
with the axle.
3. Use a fork lift truck or mobile floor jack to temporar-
ily support and raise the axle into place under the
truck. If another lift truck is used to handle axle, cen-
ter the forks with about 305 mm (12 in) spread
between them. Place steer axle assembly in secure
position on fork tips.
If hydraulic jack is used, be sure axle is securely sup-
ported on jack pad.
Torque: 240-270 Nm
(177-199 lbf.ft)
Figure B. Steer Axle Mounting-Pneumatic (C20-35)
 ,9!

11. Install counterweight; refer to Group 38, Section 2,

! '9WX%X “Counterweight Removal and Replacement.”
Heavy components can fall and cause severe 12. Check the axle and steering system for proper opera-
injury. Keep your body clear at all times. tion. Start the engine and operate the steering gear to
move the steer wheels to maximum travel in both
4. Install axle assembly into frame by slowly raising it directions. Note any unusual motion or noise.
up while guiding silent block bushings into frame If the system appears to be operating correctly, drive
sockets. the truck slowly. Fully steer the vehicle in each direc-
5. Install silent block mounting bolts through frame tion and check response.
socket holes and silent block, front and rear. 13. Check steering cylinder hose line connections and
For cushion-tire steer axles, reset the two mounting cylinder rod seals for any evidence of oil leakage
plates under the silent blocks of the axle. before returning the truck to service.
6. Install nuts on silent block fasteners and tighten to
value shown in respective illustration (Fig. A and B).
7. Remove temporary axle support from under truck.
8. Connect the hydraulic lines to steering cylinder.
Tighten fittings to 12-14 Nm (106-123 in˜lb; 8.8-10.3
ft˜lb).
%/=VW9X
Make sure all fittings and openings on the
hydraulic lines are clean.

9. As applicable, install pneumatic wheel and tire

assemblies. See Group 22, “Wheels and Tires” for
mounting procedures.
10. Carefully raise the truck off the blocking as
described in “Lifting, Jacking, and Blocking.”
Remove the blocking and lower the truck to the
floor.

/ 9!W@W&JKK
 Group 26, Steer Axle

Section 4

Steer Axle Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

! CAUTION
SAFE PARKING. Before working on truck:

1. Park truck on a hard, level, and solid surface, such as a

concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.

SM 1044 Steer Axle Overhaul • 26-4-1

 Group 26, Steer Axle

Preparation For Steer Axle 2. Remove the bearing cover from steer axle top and
bottom.
Disassembly and Overhaul
NOTE Bearing cover
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.

• Before starting disassembly, thoroughly clean the

axle assembly of all accumulations of dirt, oil, cor-
rosion, and other substances to prevent contamina-
tion of the parts during disassembly and overhaul.
• Work in a clean area.
• Keep all parts in order as disassembly progresses.
Take care to properly identify each part and its
order of removal. If necessary, keep notes and put
markings on parts using a non-destructive marker
such as a grease pencil or felt-tipped pen.
• If necessary, see Section 2, “Steer Axle Removal 3. Drive the kingpin down and out of the assembly.
and Replacement,” for the procedures to remove Remove the steering knuckle. Note right and left
the steer axle from the truck. knuckle parts.
• See Section 4, “Steer Cylinder Removal and IMPORTANT
Replacement,” for the procedures to remove the
Do not let the knuckle or pin fall when the
steering cylinder and steering links from the steer
pin is removed.
axle.
• See Section 5, “Steering Cylinder Overhaul,” to 4. Remove the kingpin retainer pin from the base of the
disassemble the steer cylinder. kingpin.
5. Remove the knuckle bearing washers, dust covers,
Steer Axle Disassembly upper and lower grease seals, bearings, and bearing
cups from the assembly.
To disassemble the steering knuckle, kingpin, and bearing
from the steer axle, it is not necessary to remove the axle
from the truck. Spacer

1. Remove the cotter pin from the bottom of the steer- Grease Seals
ing link pin and remove the pin. Steering link is free
Bearing
to be removed from the cylinder rod and knuckle.

Steer link pin

Cylinder rod

Bearing cups may be removed by hand, by using a

bearing puller, or by tapping out using a brass drift pin.
Steer link

Cotter pin

SM 1044 Steer Axle Overhaul • 26-4-2

 Group 26, Steer Axle

Parts Inspection 3. Set the slide the king pin into the steer axle/knuckle
bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam- Bearing cover
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.

Steer Axle Reassembly

Recommended greasing procedure :
a. Use Grade No. 2 EP multi-purpose grease,
CLARK MS-107 or equivalent.
b. Pack all tapered roller bearings with grease
before assembly.
c. Pack knuckle pin (bearing) seals with grease
before assembly.
d. Fill steer link sockets with grease through grease
fittings after axle is assembled.
1. Install the upper and lower knuckle bearing cups into
the knuckle housing bore. Tap into place with a brass
drift pin or equivalent.
Spacer
Grease Seals
Bearing
4. Reassembly the bearing cover form steer axle top
and bottom.
5. Shimming adjustment for steer axle bearing pre-load.
a. When installing the bearing carrier, rotate the
steer knuckle through its full range of movement
3-4 times before tightening the retainer bolts.
This will allow the knuckle trunnion to properly
seat in the bearing
b. Measure dimension "X" with a feeler gage and
assemble a set of shims with a thickness of
0.127-0.229mm less than the measured dimen-
sion.
c. Disassemble the bearing carrier and bearing.
Install the shim pack. Reassemble the bearing and
bearing carrier, then install and torque the bol

Bearing

Shim pack

IMPORTANT
Make sure that bearing cup is fully seated
“B”

“A”

against the shoulder in bore. There must be

no gap left between cup and the shoulder in
the bore at assembly. Bottom cover

2. Apply grease to upper and lower knuckle bearings Bolt

and install bearings, grease seals, and washers to
bores of knuckle.

SM 1044 Steer Axle Overhaul • 26-4-3

 Group 26, Steer Axle

6. Replace steering link pin and cotter pin to join the

cylinder rod to the steering link and knuckle.

Steer link pin

Cylinder rod

Steer link
Cotter pin

7. Reinstall grease fitting in knuckle housing and lubri-

cate with recommended grease.

Knuckle housing

Grease fitting

SM 1044 Steer Axle Overhaul • 26-4-4

 Group 26, Steer Axle

Section 5

Steer Cylinder Removal and Replacement

! CAUTION Steer link pin

SAFE PARKING. Before working on truck: Cylinder rod

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
Steer link
2. Put upright in vertical position and fully
lower the forks or attachment. Cotter pin

3. Put all controls in neutral. Turn key

switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Steer Cylinder Removal
The steer cylinder can be removed from the steer axle for
overhaul or replacement without removing the steer axle
from the truck. The cylinder should be overhauled or
replaced if steering problems or troubleshooting informa-
tion indicate the cylinder is malfunctioning. See Group
25, Section 2, “Steering System Troubleshooting,” for
steering problem diagnoses. See Section 6 in this Group
for steer cylinder overhaul procedures.
1. Place a drain pan under the steer cylinder and remove
the hydraulic lines from the cylinder fittings. Cap fit-
tings and lines to prevent fluid from leaking and to
protect the components and hydraulic system from
dust and dirt. Label hoses and fittings for correct
reassembly.
NOTE
Mark left-side and right-side parts for cor-
rect reassembly.
3. Tap steer link pin upward until it clears the steering
link bearing and remove the pin.
4. Remove steer link bearing from steering link-to-cyl-
inder rod end bore.
5. Rotate the steering link away from the cylinder rod
end.
6. Repeat steps 1 through 5 for the opposite side of the
steer cylinder.
7. Remove the four steer cylinder mounting bolts and
washers from the steer axle. Removal torque on these
bolts can be as high as 405 Nm (300 ft˜lb).
Cylinder is now ready to be removed from the steer axle
body. Cylinder must be lifted off dowel pins positioning
cylinder to axle body.

Mounting bolt

! CAUTION
>
!.

2. Remove the snap ring from the bottom of the steering
link pin. Steering link pin attaches steer cylinder rod
end to steering link.
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
prepared to lift and move the full weight of
the cylinder.

SM 1044 Steer Cylinder Removal and Replacement • 26-5-1


Parts Inspection
Completely inspect all parts :
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be
sure they are not bent or twisted. Check all threaded
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil. Keep
all parts clean and covered.
5. Remove and clean all grease fittings before reassem-
bling cylinder components.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure
check or troubleshooting tips indicate a problem with
steer cylinder performance.
Steer Cylinder Replacement
1. Remount the steer cylinder onto the steer axle dowel
pins; set bolts and washers in place and torque
mounting bolts to 240-270 Nm (177-199 ft˜lb).
Mounting bolt
! CAUTION
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
full weight of the cylinder as you set it into
position.
SM 1044
Group 26, Steer Axle
2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
new bearings if scoring or wear marks are evident or
if the bearings do not operate smoothly.
Steer link pin
Cylinder rod
Steer link
Cotter pin
3. Rotate steering link into cylinder rod end and align
bearing hole with rod end.
4. Tap pin through steer link bearing hole with cotter
pin hole on lower end.
IMPORTANT
Make sure bearing is properly aligned with
pin in the hole.
5. Install the cotter pin to the steering link pin.
6. Repeat steps 1 to 5 for rod end-to-steering link con-
nection for opposite side.
7. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure” for replacement procedures.
Remove fittings
8. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
9. Test function of steer cylinder before returning the
truck to service.
Steer Cylinder Removal and Replacement • 26-5-2
 Group 26, Steer Axle

Section 6

Steer Cylinder Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Steering Cylinder
Cushion-tire truck cylinder with “C” stamped on rod end;
Pneumatic-tire truck cylinder with “P” stamped on rod end.

SM 1044 Steer Cylinder Overhaul • 26-6-1

 Group 26, Steer Axle

Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 5 for removal of steer cylinder from the
steer axle body. Piston Seal
O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.

1. Overhaul steer cylinder only in a clean, dust-free

location, using clean tools and equipment. Dirt or grit
will damage the highly-machined surfaces and will
result in leakage or premature failure of components.
Cleanliness of the hydraulic circuit is extremely
important to the proper operation and maintenance of
the system. Be sure the work area is clean.
6. Remove (inner) gland packing (O-ring) seal.
2. Before disassembly, the exterior of the steer cylinder Replace with new seals at assembly.
should be carefully cleaned to remove all dirt and
grease accumulation.
3. Be sure all hydraulic fluid has been removed from
the cylinder. Stroking the piston rod will help force
the fluid out.
Rod Wiper
4. Before starting disassembly, the steer cylinder should
be carefully examined to determine if there is any
Rod(U-Cup)
external damage. Seal

Steer Cylinder Disassembly

1. Clamp the steer cylinder assembly in a vise. Wrap
the cylinder in a course cloth to prevent slipping and
scratching. Use extreme caution when tightening vise
and do not overtighten ; cylinder can be bent, dis-
torted, and potentially destroyed.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod.
Gland Gland
Cylinder
Barrel
Piston Rod
Cylinder Cut-away
3. Remove the piston and rod assembly from the cylin-
der.
7. Remove the rod (U-cup) seal and rod wiper from
gland and discard. Note direction of seal and wiper
seating for correct reassembly. Replace with new
seals and wipers at assembly.
Parts Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston for chips, cracks, and looseness on
the rod. If loose, replace rod and piston assembly.
3. Be sure the piston-seal groove in the piston is
smooth, true, and undamaged.
4. Check the piston rod for damage. Look for scratches,
grooves, gouges, pitting, corrosion or other evidence
of unusual wear. Minor surface damage may be
repaired by use of fine abrasion cloth or stoning.
Deeper damage will require replacement of piston
rod assembly.

SM 1044 Steer Cylinder Overhaul • 26-6-2

 Group 26, Steer Axle

5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out- Piston Seal
side for damage. Inspect all welds for cracks. O-ring
6. Inspect the cylinder ports and threads to be sure they
are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Inner Gland
Packing (O-
Steer Cylinder Reassembly ring) Seal

Check to make sure the overhaul kit you have is correct

and that all parts are included.
IMPORTANT
Be sure inside of cylinder and all parts are
clean before starting reassembly.
Assemble cylinder carefully to prevent dam-
age to seal lips and O-rings. Seals should be
lubricated with hydraulic oil to assist assem-
bly into cylinder barrel and gland.
Heating seal rings in boiling water before 4. Install new rod wiper and rod (U-cup) seal in outer
starting assembly will aid in assembly. end of gland.

1. Install new O-ring seal on the piston.

O-ring
Rod Wiper

Rod(U-Cup)
Seal

IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.

5. Lightly lubricate the cylinder and gland mating sur-

faces with hydraulic oil before assembly.

SM 1044 Steer Cylinder Overhaul • 26-6-3


6. Install the gland onto the cylinder bore rim, making
sure gland is fully seated on cylinder.
7. Install piston and rod assembly into the cylinder.
NOTE
A special part is included in the parts kit to
allow you to slip the gland over the rod end
without damaging the gland seals.
8. Repeat above procedure for installation of opposite
gland.
SM 1044
Group 26, Steer Axle
Operational Pressure Test
Once cylinder is remounted on axle (see Section 5), con-
nect pressure source in turn at each port. Extend piston
rod at each side and test with internal pressure of 13790
kPa (2000 psi). At this pressure no leakage must occur.
Typical operating pressure is 10342 kPa (1500 psi).
Steer Cylinder Overhaul • 26-6-4
 GROUP 29

GROUP 29

HYDRAULIC SUMP, FILTERS, AND PUMP

Hydraulic Sump, Filters, and Pump

Specifications and Description ............ Section 1

Hydraulic Pump Troubleshooting .......... Section 2

Hydraulic Filters and Fluid

Maintenance ......................................... Section 3

Hydraulic Pump Removal

and Replacement .................................. Section 4

Hydraulic Pump Overhaul

(Hanil Pump) ............................................. Section 5

IMP ORTANT
This Group (29) covers the hydraulic pump for the load handling system,
steering system, and standard brake system. It also covers the charging
pump for the standard transaxle, which is contained in the same housing
as the load handling system pump.

NOTE
Other hydraulic-related components and circuits are described and illus-
trated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,”
Group 30, “Hydraulic Control Valve/Lift Circuit,” Group 32, “Tilt Cylin-
ders,” and Group 34, “Uprights.” Refer to these other groups for hydrau-
lic components not coverend in this group.

SM 1044 Group 29, Hydraulic Sump, Filters, and Pump

 Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Hydraulic Sump, Filters, and Pump
Specifications and Description
Specifications
Hydraulic Pump Type : Transaxle-driven, gear-type with
integral load sensing priority flow valve and pressure
relief valve. On the standard transaxle truck, the pump is
tandem-mounted with the transaxle charging pump.
Sump Type and Capacity : Tank is built into truck frame
with capacity of C20-32C : 37.4L (9.9 gallons) for cush-
ion-tire trucks.
40L (10.6 gallons) for pneumatic-tire trucks (2.0-2.5
capacity) and 44L (11.6 gallons) for pneumatic-tire trucks
(3.0-3.5 capacity).
Hydraulic Fluid Type : Clark Hydraulic Fluid MS-68.
Filter Type : Disposable, glass micro-fiber element.
Suction Screen : 100 mesh stainless steel screen mounted
in sump.
Service Intervals
Hydraulic Fluid Level Check/Condition Sample :
Every 50-250 hours or each PM.
Hydraulic Fluid Change (Drain and Refill) :
Every year or 2000 hours of operation.
Hydraulic Fluid Filter Replacement :
After the first 50 hours of operation, then every 6 months
or 1000 hours of operation.
Hydraulic Sump Suction Screen Cleaning : Every year or
2000 hours of operation/ with every fluid change.
Lift Speed Test : Every 50-250 hours or each PM.
Fastener Torques
Pump to transaxle Fasteners :
151-183 Nm (111-135 lbfft).
Suction Hose to Pump Coupling:
20-27 Nm (15-20 lbfft).
Suction Screen to Sump Threading:
40.5~47.5 Nm (30~35 lbfft).
Return-Line Filter Socket and Flange Mounting Cap
screws 5-6 Nm (45-53 lbfin; 3.75-4.5 lbfft).
Dipstick Fitting: 5-6 Nm (45-53 lbfin; 3.75-4.5 lbfft).
SM 1044 Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-1
Description
NOTE
See Group 30 for a description of the com-
plete hydraulic circuit.
The hydraulic sump is installed in the right-hand side
compartment of the truck frame. The sump is equipped
with a return line filter, oil level dipstick, and suction
screen.
On the standard transaxle truck, the main hydraulic pump
is mounted to the transaxle and is gear-driven by the trans-
axle.
On the standard transaxle truck, the main hydraulic pump
is tandem-mounted with the transaxle charging pump.
The main hydraulic pump and transaxle charging pump
are removed and replaced as a single unit. The transaxle
charging pump should be overhauled whenever the main
hydraulic pump is overhauled.
The main hydraulic pump draws fluid from the sump. The
pump includes a load-sensing steering priority valve. The
valve variably divides flow between the steering system
and the main hydraulic system, with priority given to the
steering system.
The steering system pressure relief valve is in the pump
assembly. This valve limits the fluid pressure to the steer-
ing circuit by rerouting fluid, avoiding possibly damaging
pressures from building in the circuit. A gauge port on the
pump allows you to test the hydraulic pressures for both
steering relief and lift/tilt functions. (See Group 30 for
pressure testing procedures.)
Oil from the load handling, steering, and braking circuits
returns to the sump tank through the full-flow return-line
filter. The throwaway hydraulic fluid filter fits in a can-
nister mounted in the sump tank opening. A pressure
switch gauges flow conditions and lights a warning on the
dash panel to indicate flow restrictions. On hydrostatic
transaxle trucks, drive circuit oil returns to the sump
through a separate port after being filtered in the drive
pump assembly.
Serviceable items are the pump, the return line filter, and
the suction screen. Other components, such as hoses, fit-
tings, clamps, and the return-line filter restriction switch
are non-serviceable and should be replaced if faulty.
 Group 29, Hydraulic Sump, Filters, and Pump

Check valve

Steering gear supply line Hydraulic control valve

Steering gear Gauge port
Nipple

Hydraulic control valve

supply line

Suction line
<SI-50504B>

Steering gear

Hydraulic control valve (SUPPLY LINE)

Return line

<SI-46458F>

(RETURN LINE)

SUPPLY LINE & RETURN LINE

SM 1044 Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-2
 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Sump, Filters, and Pump Schematic

Lift/Tilt/Aux Circuit

Pump Return line filter and

Assembly bypass valve

Steering Circuit

Gauge Port

Air breather filter

Load sensing line

Suction strainer

Sump Tank

SM 1044 Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-3
 Group 29, Hydraulic Sump, Filters, and Pump
Section 2
Main Hydraulic Pump Troubleshooting
The following is a list of problems and solutions relating
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to
Groups 30 and 34.
Noisy pump
• Hydraulic fluid level low ; measure, and correct,
fluid level.
• Fluid viscosity too high ; change to specified fluid.
• Sump suction screen dirty ; check and clean.
• Air leak at pump inlet line ; check plumbing tight-
ness.
• Inlet line restriction ; check for foreign material or
line kinks, clean sump suction screen.
• Air leak at pump shaft packing ; replace packing.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Pump not delivering hydraulic fluid
• Hydraulic fluid level low ; check, and correct, fluid
level.
• Sump suction screen dirty ; check and clean.
• Inlet line restriction; check for foreign material or
line kinks, check and clean suction screen.
• Air leak in suction line ; check plumbing tightness.
• Fluid viscosity too high ; check fluid viscosity and
change to specified fluid.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Failure to build pressure
• Hydraulic fluid level low ; measure, and correct,
fluid level.
• Defective relief valve or pump ; perform pressure
check to test valve and pump.
SM 1044
Pump not developing sufficient pressure
• Leak in hydraulic control system ; check system
for and correct leaks.
• Inlet line restriction ; check for foreign material or
line kinks, check and clean suction screen.
• Suction screen dirty ; clean screen.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Pump output low
• Cavitating pump ; see “Noisy pump” above.
• Air in fluid or wrong fluid ; drain and refill with
correct fluid.
• System relief valve set too low or too high, stuck
or leaking; correct relief valve, pump may be OK.
• Overheated fluid ; see remedies under “Overheated
pump and/or fluid” below.
• Contaminated fluid ; correct contamination source
and replace fluid.
• Gear face, body or cover nicked ; replace.
• Excessive side loading, wear plate tight in body
bore, pinched thrust plate ; inspect and rebuild.
Foaming fluid
• Cavitating pump; see “Noisy pump” above.
• Wrong fluid ; drain and refill with correct fluid.
Main Hydraulic Pump Troubleshooting • 29-2-1
 Group 29, Hydraulic Sump, Filters, and Pump
Overheated pump and/or fluid
• Low viscosity fluid ; drain and refill with correct
fluid.
• Contaminated fluid ; drain fluid, clean suction
screen, replace filter, and refill sump.
• Cavitating pump; see “Noisy pump” above.
• Pump drive shaft misaligned ; check mounting and
alignment.
• Axial loading on drive shaft ; check shaft end
clearance and shaft alignment; check for worn key/
spline.
• Relief valve usually in bypass ; check relief set-
ting.
External leakage
• Excessive system pressure ; replace pressure con-
trol valve on main hydraulic valve.
• Faulty or distorted pump seal gasket ; replace seal
gasket.
• Damaged surfaces on pump body or cover ;
replace.
SM 1044
Shaft seal leakage
• Damaged or worn seal ; replace.
• Shaft scratched or worn or seal nicked ; repair (pol-
ish) or replace and add new seal.
• Front cover bearing out of position ; replace front
cover assembly.
• Shaft seal housing bore scratched ; replace front
cover assembly.
• Improper fit of shaft ; replace front cover assem-
bly.
• Contamination; inspect and rebuild.
• Pump run with wrong rotation ; replace shaft and
pressure loading seals.
• Seal installed backwards ; inspect and rebuild.
Main Hydraulic Pump Troubleshooting • 29-2-2
 Group 29, Hydraulic Sump, Filters, and Pump

Section 3

Hydraulic Filters and Fluid Maintenance and Change

IMP ORTANT
Before removing any component for service, make sure the correct repair parts, seals, and gasket sets are
available. Keep all parts clean during maintenenace and fluid and filter changes. Do not allow any con-
tamination into the hydraulic fluid sump or other components.

Air breather

Dipstick
Return filter

[SI-45479L]

Hydraulic sump tank & comp

SM 1044 Hydraulic Filters and Fluid Maintenance and Change • 29-3-1

 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Sump Fluid Level Check NOTE

In the event of failure of a major component
Check the hydraulic sump tank fluid level with : (e.g., main pump) in the hydraulic system or
• Truck on a level surface. with the possibility of other severe contami-
• Engine stopped. nation of the fluid, samples of hydraulic fluid
should be submitted to an independent com-
• Upright tilted fully back. mercial laboratory for analysis of the con-
• Fork and carriage fully down. taminant level.
• Fluid at room temperature.
1. Tilt steering column forward and open the engine
cover. Hydraulic fluid return filter and dipstick
assembly is on right side of frame. Hydraulic Filters Change
Replace the in-tank, return-line filter and sump breather
Dipstick
element every 1000 hours, at each fluid change, or when
signalled by the filter indicator light.
Air breather
1. Open the engine compartment for access to sump fil-
ter.
2. Remove the return filter cap and remove and discard
filter element. Fit new filter onto cap holder.

Hydraulic Fluid Return Filter and Dipstick Assembly.

2. Pull the dipstick out, wipe it clean, and push it back
into the dipstick tube. Remove the dipstick again and
check the fluid level indication.
3. The hydraulic system fluid level should be between Return filter
the fluid level markings on the dipstick. These marks canister
represent an operating range for fluid levels.
NOTE
Approximately C20-32C : 37.4 L (9.9 gal) of
hydraulic fluid are required to fill the
hydraulic sump to the F (Full) mark on a
cushion-tire truck. Do not overfill.
Approximately C20-25 : 40L (10.6 gal) and 3. Replace the cap but do not overtighten.
C30-35 : 44L (11.6 gal) are required on a
pneumatic-tire truck. Do not overfill.

4. Add recommended fluid only. Remove the return fil-

ter cap, set a funnel in the opening, and slowly add
hydraulic fluid.
NOTE
Remove or pull dipstick part way out to vent
air from sump while filling.

5. Check the time (hours) of usage and condition of the

hydraulic fluid (age, color or clarity, contamination,
etc.). Replace fluid every 2000 hours of operation or
as necessary.

SM 1044 Hydraulic Filters and Fluid Maintenance and Change • 29-3-2

 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Fluid Change Suction Screen Cleaning

Fluid Draining
1. Place a suitably-sized drain pan under the sump and
open the drain. Drain pan should be at least 15-gallon
capacity.
Clean the suction screen in solvent and let dry completely.
If contaminants remain on the screen, blow screen clean
with air from inside to outside. Replace the suction screen
if damaged.
! CAUTION
OSHA-approved eye protection rated for 200
kPa (30 psi) is required for air-cleaning oper-
ation.

Fluid Replacement
1. Replace sump drain plug.
2. Check condition of O-ring. Replace O-ring if it is
cracked, nicked, scuffed, hardened, or does not seat
properly.
3. Insert the clean suction screen into the sump opening
and tighten the hex head to 40.54~47.5 Nm (30~35
Sump drain ft˜lb).

2. When the sump is completely drained, loosen the

suction hose clamp at the sump suction screen. Sump suction
screen

O-ring
Sump suction screen

4. Replace the suction hose and clamp on the screen fit-

ting. Torque clamp to 38 Nm (28 ft˜lb).

O-ring

3. Disconnect and cap the pump suction hose.

Suction Hose
4. Remove the suction screen by loosening the hex head
cap from the sump threads. Pull the suction screen
from the sump tank.
5. Check condition of O-ring. Replace O-ring if it is
cracked, nicked, scuffed, hardened, or does not seat
properly. 5. Install a new return filter element and breather ele-
ment.
Flush the sump with 2L (2 quarts) of new hydraulic fluid
to clean away any dirt or other contaminants. 6. Set a large, clean funnel in place in the return filter
opening.

SM 1044 Hydraulic Filters and Fluid Maintenance and Change • 29-3-3

 Group 29, Hydraulic Sump, Filters, and Pump

7. Refill the cushion-tire truck sump with C20-32C :

37.4 L (9.9 gal) new, clean hydraulic fluid ; refill the
pneumatic-tire truck sump with C20-25 : 40L (10.6
gal), C30-35 : 44L (11.6 gal) clean hydraulic fluid.
Use only Hydraulic Fluid MS-68, Clark part number
1802155.
NOTE
Remove the dipstick to vent air from sump
while refilling.

8. Clean up any oil spills.

Check Operation of Hydraulic System

! CAUTION
Be sure there is adequate overhead clearance
before raising the upright.

1. Start the engine and cycle the hydraulic system sev-

eral times :
• Raise the lift carriage to the highest position and
lower fully down.
• Tilt upright fully forward and fully back in both
raised and lowered position.
2. Check for leaks in the hydraulic system. Clean up
any fluid spills.

! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.

3. Turn engine off and check hydraulic sump fluid

level. Add fluid, as necessary, to bring the fluid level
to the correct FULL level as shown on dipstick. Do
not overfill.
4. Close the engine compartment. Remove blocks from
the wheels, if used.

SM 1044 Hydraulic Filters and Fluid Maintenance and Change • 29-3-4

 Group 29, Hydraulic Sump, Filters, and Pump

Section 4

Hydraulic Pump Removal and Replacement

! Hydraulic Pump Removal

CAUTION
SAFE PARKING. Before working on truck: The hydraulic pump and the transaxle charging pump are
a combined unit. The hydraulic pump and transaxle charg-
1. Park truck on a hard, level, and solid ing pump must be removed, overhauled, and replaced as a
surface, such as a concrete floor with no unit.
gaps or breaks. 1. Tilt the steering column fully forward and raise the
2. Put upright in vertical position and fully engine cover.
lower the forks or attachment. 2. Remove the floorboard.
3. Put all controls in neutral. Turn key 3. Remove and label lines from pump and cap the ends.
switch OFF and remove key. Place the open ends of lines in an out of the way
4. Apply the parking brake and block the position that will prevent oil spillage.
wheels. IMPORTANT
Load Sensing Line Keep all lines, fittings, and ports covered and
to Steering Gear clean.
Supply to
Steering Gear 4. Remove the fasteners attaching pump to transaxle.
5. Remove pump and O-rings.
6. See Section 5 & 6, “Hydraulic Pump Overhaul,” for
service to the pump.

To Hydraulic
Control Valve

Transaxle

From Hydraulic
Sump

Hydraulic Pump Plumbing for Standard Transaxle

Truck. Also load sensing line to steering gear connects to
pump on side not shown.

SM 1044 Hydraulic Pump Removal and Replacement • 29-4-1

 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Pump Replacement Pump Operation Check

1. Be sure new or rebuilt pump is well oiled prior to 1. Start the engine and note if pump is running properly
installation. and not making any unusual noise.
IMPORTANT 2. Check pump output. Cycle (raise and then lower) the
Keep all components clean while replacing. upright several times. Tilt the upright fully forward
and back, and again listen for any unusual pump
2. Install pump on transaxle using new O-rings. Install noise.
and tighten pump mounting fasteners to torque C20-
35 : 90-110 Nm (66-81 lbf˜ft). ! CAUTION
Transaxle Make sure there is sufficient headroom to
Case fully extend the upright.
O-ring

Hydraulic Pump

Hydraulic Pump Mounting on Standard Transaxle

Truck.
3. Install the hydraulic lines on pump :
• Lubricate all O-rings with a light coating of system
hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines. See Group 40 for hydraulic fit-
ting tightening procedures.
NOTE
Always replace hydraulic sump return fluid
filter when installing new or rebuilt pump.
See Section 3, “Hydraulic Filters and Fluid
Maintenance and Change.”

4. Replace the floorboard.

5. Close engine cover.

SM 1044 Hydraulic Pump Removal and Replacement • 29-4-2

 Group 29, Hydraulic Sump, Filters, and Pump
Section 5
Hydraulic Pump Overhaul(Hanil Pump)
IMPORTANT
On the STANDARD TRANSAXLE truck,
the hydraulic pump and the transaxle charg-
ing pump are a combined unit. The hydraulic
pump and the transaxle charging pump must
be removed, overhauled, and replaced as a
unit.
The following pump overhaul procedures
depict the pump assembly for the standard
transaxle truck.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
SM 1044
Preparation for Pump Disassembly
NOTE
Pump disassembly involves separating the
lift pump from the transaxle charge pump. It
is recommended that the transaxle charge
pump be overhauled when the lift pump is
overhauled. Instructions for overhauling
both pumps are included in the following
procedures.
• Overhaul pump only in a clean, dust-free location,
using clean tools and equipment. Dirt or grit will
damage the highly-machined surfaces and will
result in leakage or premature failure of the pump.
Be sure the work area is clean.
• Plug openings before cleaning and brushing to
avoid contaminating internal parts. Clean exterior
of pump/valve with a good grade solvent, and dry
thoroughly. Use a wire brush if necessary to
remove dirt accumulations.
• Before beginning disassembly, scribe match marks
on the body and cover to ensure that pump will be
reassembled in the same manner as it was shipped
from factory. If the body or rear cover is replaced
during overhaul, scribe a match mark on the new
part as on the part it replaced. This ensures that
inlet and outlet with respect to rotation, is kept the
same.
Hydraulic Pump Overhaul(Hanil Pump) • 29-5-1
 Group 29, Hydraulic Sump, Filters, and Pump
Pump Disassembly
IMPORTANT
The transaxle charge pump section of the
pump assembly is present only on standard
transaxle trucks.
IMPORTANT
Keep parts in assembly order as removed to
assure correct reassembly.
Case Disassembly
1. Remove the four bolts and washers (1 & 2).
2. Lightly tap the lift pump to free it from the flange
adapter (14) or the pump flange (22), depending on
pump configuration. Completely separate the units.
3. Remove and discard the body O-ring (4) from the
face of the flange adapter (14) or the pump mounting
flange (22), depending on pump configuration.
4. Proceed to “Transaxle Charge Pump Disassembly” if
you are servicing the pump used in the standard
transaxle truck ; otherwise proceed to “Lift Pump
Disassembly.”
Transaxle Charge Pump Disassembly
1. Remove the lock nut (27), tab washer (26), woodruff
key (25) from the driveshaft (18) or (10), depending
on pump configuration.
2. Remove the drive gear with a suitable puller.
3. Remove and discard shaft seal (24) from the pump
mounting flange (22). Push the shaft seal squarely
and carefully out of the mounting flange seal bore.
An arbor press can be used to remove the seals.
IMPORTANT
Be careful not to damage the machined seal
bore in pump body when removing the seal
because this will result in seal leakage.
If seal bore or recess is scored, Loctite
hydraulic sealant must be applied to the
outer diameter of the seal.
4. Loosen and remove the four allen capscrews and
washers (12, 13) securing the flange adapter (14) to
the pump mounting flange (22).
5. Separate the adapter from the flange. Use a rubber
mallet to tap the two components apart if necessary.
SM 1044
6. Remove and discard the charge pump ring-seal (21).
7. Remove and discard the charge pump flange O-ring
(28) and two smaller O-rings (23) from the transaxle
fluid inlet and outlet orifices on the flange.
8. Push the drive shaft (18) squarely out of the flange
and remove the driven gear (17).
9. Remove the bushing seal (20) and the thrust plate
(19) from the flange body.
10. Remove the shaft seal (15) and the circlip (16) from
the flange adapter. Remove and discard the inner
shaft seal (15) from under the circlip. Push the shaft
seal squarely and carefully out of the flange adapter
seal bore. An arbor press can be used to remove the
seals.
IMPORTANT
Be careful not to damage the machined seal
bore.
11. Proceed to “Lift Pump Disassembly.”
Lift Pump Disassembly
1. Carefully pull the pump body (9) and the valve body
(3) apart. Tap the pump body with a rubber mallet to
separate the two units if necessary. Valve disassem-
bly is explained in the next subsection.
2. Remove the back-up seal (5) and bush seal (6) from
the rear (flange-adapter end) of the pump body.
3. Remove the back-up seal (5) bush seal (6) from the
front (valve-body end) of the pump body.
4. Before removing the other internal components of
the pump body, mark the bushes (7, 8) on the front
and rear of the pump body for correct reassembly.
Mark the four bushes to denote :
• Bush on driveshaft flange-adapter end
• Bush on driven gear flange-adapter end
• Bush on driveshaft valve-body end
• Bush on driven gear valve-body end.
5. With the pump body lying on its side, pull the drive-
shaft and gear (10) squarely from the pump body
bringing the flange-end bushes (7, 8) out at the same
time.
6. Remove the driven gear (11) and the remaining two
valve-end bushes (7, 8).
Hydraulic Pump Overhaul(Hanil Pump) • 29-5-2
 Group 29, Hydraulic Sump, Filters, and Pump

1. Bolt 14. Charge Pump Flange Adapter 27. Lock Nut

2. Washer 15. Shaft Seal 28. Charge Pump Flange O-Ring
3. Valve Body 16. Circlip 29. O-Ring
4. Body O-Ring 17. Driven Gear (for charge pump) 30. Spool Plug
5. Back-up Seal 18. Drive Shaft and Gear (for 31. O-Ring
6. Bush Seal charge pump) 32. Load Sensing Spring Seat
7. Bush 19. Thrust Plate 33. O-Ring
8. Bush 20. Bushing Seal 34. Control Spring
9. Pump Body 21. Charge Pump Ring Seal 35. Spool
10. Drive Shaft and Gear (for lift 22. Pump Mounting Flange 36. Guide Cap
pump) 23. O-Ring 37. Relief Valve Spring
11. Driven Gear (for lift pump) 24. Shaft Seal 38. Pilot Relief Valve
12. Allen Capscrew 25. Woodruff Key 39. O-Ring
13. Washer 26. Tab Washer 40. O-Ring
41. Pilot Relief Valve Seat
42. Core Plug

SM 1044 Hydraulic Pump Overhaul(Hanil Pump) • 29-5-3

 Group 29, Hydraulic Sump, Filters, and Pump
Steering Priority and Steering Pressure Relief
Valve Disassembly
NOTE
Before beginning valve disassembly, clean
the exterior of the valve body (3) of all accu-
mulated grime that could enter the valve on
disassembly.
Steering Priority Valve Disassembly
1. Remove the spool plug and O-ring (30, 29) from the
bottom of the valve body. Discard the O-ring.
2. Remove the load sensing spring seat (32) and O-
rings (31, 33) and discard the O-rings.
3. Take out the control spring and spool (34, 35).
4. Remove the guide cap (36) from the top of the spool
to check and clean spool ports.
Steering Pressure Relief Valve Disassembly
NOTE
Disassembly of the relief valve seat (41) is not
recommended. If steering pressure relief set-
tings cannot be set accurately (see Group 25,
“Steering System Relief Pressure Check and
Adjustment”) replace the valve seat.
1. Gently pry out the core plug (42) from the relief
valve bore.
2. Screw out the threaded pilot relief valve seat (41).
3. Remove and discard the two O-rings (39, 40).
4. Remove the pilot relief valve (38).
5. Remove the relief valve spring (37).
SM 1044
Parts Inspection
General Inspection
1. Wash all parts with clean solvent and dry thoroughly.
Do not use wiping cloth material that leaves lint
when drying parts. If parts must be left for a long
period or overnight, cover with a clean cover.
2. Thoroughly inspect all components to determine
suitability for reuse. The following subsections pro-
vide advice on what to look for on the different pump
components.
3. Look for warping, scoring, bearing burns, grooves,
thread damage, and wear steps on all parts. Parts
showing evidence of these conditions should be
replaced. Parts that are even slightly out of true or
uneven, scratched, or grooved may lead to fluid leak-
age and diminished and shortened pump life.
Bodies
1. Inspect all body bore cut-ins where gears fit into the
parts. Bodies can only be reused if the cut-ins are
bright and polished looking.
2. Bodies should be replaced if :
a. Inner surfaces are scored (scratched, grooved, or
notched)
b. The finishes are dull or have a roughened surface
c. They show signs that the tips of gears are digging
in the bores.
3. Inspect end surfaces for smoothness and flatness; no
superficial damage which may adversely effect per-
formance or sealing can be evident.
4. Check all threaded ports and O-ring and shaft seal
recesses for marks, scratches, or evidence of unusual
wear that may cause imprecise fits and leakage.
NOTE
Replacement shaft seals can be installed with
Loctite hydraulic sealant to overcome slight
damage in areas where the seals are fitted.
Hydraulic Pump Overhaul(Hanil Pump) • 29-5-4
 Group 29, Hydraulic Sump, Filters, and Pump

Bushes Transaxle Charge Pump

1. The flat ends of the bushes (bush side-face) which fit 1. Examine the drive shaft and gear of the transaxle
against the ends of the gear teeth (gear side-face) charge pump for excessive wear or damage from
should be perfectly flat with no signs of scoring. coupling with the drive gear in the transaxle. Replace
a. The side faces of both the bushes and the gears the gear if damage is evident.
should bear a bright, polished appearance.
NOTE
b. Often there is a shadow (or witness) where the
tips of the opposing gears have wiped an overlap If the drive shaft and gear are not service-
resembling a half-moon shape. No noticeable able, replace the gears as a matched set.
wear step must be evident between the bush and
gear side-faces; they must fit completely flat 2. Examine the thrust plate and bushing seal for scoring
together. or uneven wear and replace if damaged or worn. No
c. Replace the bushes and gears if they show scor- wear step should be evident on the plate and it should
ing, have a dull or roughened finish, or show be smooth and completely flat.
signs of wear steps or tearing of the bush or gear NOTE
side-face materials. A somewhat heavier wear pattern is normal
2. Bush bearing liners (inner bore) are reusable if they on the low pressure (inlet) side of the wear
show no signs of damage or scoring. The general out- plate. However, there should be no heavy
side areas of the bushes should not show any promi- scoring in this area.
nent signs of wear.
Steering Priority and Relief Valve
Gears
Valve components should be free of evident damage. All
NOTE parts are reusable except for replacement kit items. All
If the drive shaft and gear are not service- items should be thoroughly cleaned and dried with a lint-
able, replace the gears as a matched set. free cloth before reassembly.
The load sensing valve spring seat (32) has an orifice in
1. Gear side-faces should be examined for scoring or the base of the spring recess that must be clean and free
other damage. from contaminants. Clean all threads completely.
2. Operation with contaminated fluid will leave scoring
between the drive shaft and the journal (the portion
of the drive shaft that rotates in the bush bearing)
which leaves a wear step.
Check for a wear step by drawing a sharp point
across the surface from the journal to the tip of the
gear. If a wear step is evident, the gear is unservice-
able.
3. Examine all gear teeth for signs of pitting or uneven
or unusual wear.
4. Journal surfaces should be completely free from
scoring or grooving and should be highly polished
and smooth to the touch.
Replace the gear if journal wear exceeds .001 inch
(0.025 mm).
5. Examine the areas where shaft seals run on gear
driveshafts. These areas show up as polished rings.
If a noticeable groove can be felt, or there is scoring
on the shaft, the drive shaft should be replaced.

SM 1044 Hydraulic Pump Overhaul(Hanil Pump) • 29-5-5

 Group 29, Hydraulic Sump, Filters, and Pump
Pump Reassembly
IMPORTANT
The transaxle charge pump section of the
pump assembly is present only on standard
transaxle trucks.
NOTE
Make sure all parts are completely clean.
Lubricate all bushes and gears with clean
hydraulic fluid. O-ring recesses and end faces
of the valve body, pump body, charge pump
flange adapter, and charge pump flange must
remain dry, however.
Steering Priority and Relief Valve Reassem-
bly
Steering Priority Valve Reassembly
1. Set the spool plug (30) with a new O-ring (29) in the
plug bore on the bottom of the valve body. Tighten
the spool plug to 55-59 lbf˜ft (75-80 Nm).
2. Replace guide cap (36) on top of spool (35).
3. Set the spool (35) and control spring (34) into the
valve bore.
4. Thread the spring seat (32) with new O-rings (31, 33)
into the valve body. Tighten the spring seat to 74-78
lbf˜ft (100-105 Nm).
Pressure Relief Valve Reassembly
1. Set the pilot relief valve (38) into the spring (37) and
set the two into the valve bore.
2. Replace the O-rings (39, 40) on the pilot relief valve
seat (41).
3. Insert the pilot relief valve seat into the body and
tighten the threads enough to take up the spring load.
NOTE
If a new seal kit was necessary for pump
overhaul, see Group 25, “Steering System
Relief Pressure Check and Adjustment” to
test for correct relief pressure in the valve.
Set the relief valve at that time and replace
the core plug (42) after final adjustment of
the valve.
SM 1044
Lift Pump Reassembly
1. Lightly clamp the valve body (3) face up into a vise.
2. Fit valve-end bushes (7, 8) into the lift pump body
(9).
3. Place the pump body on top of the valve body and fit
the drive shaft and gear (10) and the driven gear (11)
into their original positions in the pump body.
4. Fit the flange-end bushes (7, 8) into their original
bores on the pump body.
5. Fit the new bush seal (6) and back-up seal (5) in the
flange-end bushes. The bush seal is molded so that
the back-up seal is seated partially in it.
NOTE
Make sure the bush seal and back-up seal are
fitted correctly in the seal grooves of the
bushes.
6. Lift the pump body off the valve body and prop it on
the body-end so it is not resting on the driveshaft.
7. Fit another new bush seal (6) and back-up seal (5) in
the valve-body-end bushes. The bush seal is molded
so that the back-up seal is seated partially in it.
Check fit as in step 5.
8. Set a new body O-ring (4) into place on the valve end
of the pump body.
9. Place the valve body on the pump body and insert the
four bolts and washers (1 & 2) through the valve and
lift pump bodies.
NOTE
Component mating surfaces should be clean,
completely dry, and free of any hydraulic or
other fluids for correct fit.
10. Fit a new body O-ring (4) onto the lift pump side of
the flange adapter or pump mounting flange (22),
depending on pump configuration.
11. Set the valve and pump body assembly onto the
flange adapter (14) or pump mounting flange (22),
depending on pump configuration, and tighten the
bolts to 65-75 lbf˜ft (88-102 Nm).
NOTE
If seal recess is scored, Loctite hydraulic seal-
ant must be applied to the outer diameter of
the seal. Apply a coat of high melting grease
to the shaft seal lips. Do not allow Loctite
onto seal lip.
Hydraulic Pump Overhaul(Hanil Pump) • 29-5-6
 Group 29, Hydraulic Sump, Filters, and Pump

1. Bolt 14. Charge Pump Flange Adapter 27. Lock Nut

2. Washer 15. Shaft Seal 28. Charge Pump Flange O-Ring
3. Valve Body 16. Circlip 29. O-Ring
4. Body O-Ring 17. Driven Gear (for charge pump) 30. Spool Plug
5. Back-up Seal 18. Drive Shaft and Gear (for 31. O-Ring
6. Bush Seal charge pump) 32. Load Sensing Spring Seat
7. Bush 19. Thrust Plate 33. O-Ring
8. Bush 20. Bushing Seal 34. Control Spring
9. Pump Body 21. Charge Pump Ring Seal 35. Spool
10. Drive Shaft and Gear (for lift 22. Pump Mounting Flange 36. Guide Cap
pump) 23. O-Ring 37. Relief Valve Spring
11. Driven Gear (for lift pump) 24. Shaft Seal 38. Pilot Relief Valve
12. Allen Capscrew 25. Woodruff Key 39. O-Ring
13. Washer 26. Tab Washer 40. O-Ring
41. Pilot Relief Valve Seat
42. Core Plug

SM 1044 Hydraulic Pump Overhaul(Hanil Pump) • 29-5-7

 Group 29, Hydraulic Sump, Filters, and Pump

Transaxle Charge Pump Reassembly 11. Press the drive gear onto the drive shaft (18) and set
the woodruff key (25), the tab washer (26), and lock
1. Set the pump and flange adapter assembly so that
nut (27) on the shaft.
adapter surface faces up.
12. Fit new O-rings (23) into the charge pump inlet and
2. Fit a new shaft seal (15) over the drive shaft (10) and
outlet ports on the mounting flange.
down in the adapter recess. Use a press if necessary
to fit the seal. Do not scratch or dent the seal recess. 13. Proceed to “Final Check.”
NOTE
If seal recess is scored, Loctite hydraulic seal- Final Check
ant must be applied to the outer diameter of
Pour a small amount of clean hydraulic fluid into a port
the seal. Apply a coat of high melting grease
and check that the shaft can be rotated without undue
to the shaft seal lips. Do not allow Loctite
force.
onto seal lip.

3. Fit circlip (16) into grooved recess of the flange

adapter. Follow this with another new shaft seal (15)
as in the previous step.
4. Prop the pump mounting flange (22) on a level, flat
surface with the mounting-side down.
5. Set the bushing seal (20) and the thrust plate (19) into
the flange body.
6. Fit drive shaft and gear (18) and driven gear (17) into
their original positions in the charge pump mounting
flange (22).
7. Set the charge pump ring seal (21) on the mounting
flange.
8. With mating surfaces dry and clean, set the lift pump
assembly on the charge pump flange and insert the
four allen capscrews and washers (12, 13) though the
flange adapter (14) into the mounting flange. Tighten
the capscrews in alternating sequence to pull the
assembly down evenly into place. Tighten the cap-
screws to 28-32 lbf˜ft (38-43 Nm).
9. Turn the assembly over and prop it so that the mount-
ing end is level and flat.
10. Fit a new shaft seal (24) over the charge pump drive
shaft and down in the flange recess. Use a press if
necessary to fit the seal. Do not scratch or dent the
seal recess.
NOTE
If seal recess iss scored, Loctite hydraulic
sealant must be applied to the outer diameter
of the seal. Apply a coat of high melting
grease to the shaft seal lips. Do not allow Loc-
tite onto seal lip.

SM 1044 Hydraulic Pump Overhaul(Hanil Pump) • 29-5-8

 GROUP 30

GROUP 30

HYDRAULIC CONTROL VALVE/

LIFT CIRCUIT

Hydraulic Control Valve/Lift Circuit

Specifications and Description ............ Section 1
Hydraulic System Schematic ................... Section 2
Hydraulic System Troubleshooting ....... Section 3
Hydraulic System Pressure Checks and
Adjustment ........................................... Section 4
Hydraulic Control Valve Removal
and Replacement .................................. Section 5
Disassembly and assembly ........................ Section 6
Testing of Hydraulic Valve ...................... Section 7

IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic
Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and
Group 34, “Uprights.” Refer to these other groups for
hydraulic components not covered in this group.

SM 1044 Group 30, Hydraulic Control Valve/ Lift Circuit

 Group 30, Hydraulic Control Valve/Lift Circuit

Section 1

Hydraulic Control Valve/Lift Circuit

Specifications and Description

Specifications Tilt Flow Settings :

Hydraulic Fluid Type : CLARK specification MS-68

(C20-35)
(CLARK part #1802155 and #1800236)
MFH 6370~7315 TSU 9.8 (2.6)
Main Relief Valve Setting : 22100 to 22800 kPa (3200 to
MFH 4165~5170 STD, 14.4 (3.8)
3300 psi) at rated flow. 3860~6100TSU
Auxiliary Relief Valve Setting : 13800 to 14300 kPa MFH 2100~3860 STD 17.4 (4.6)
(2000 to 2070 psi) at rated flow.
Rated Flow : Flow Control Adjustments : Adjustable from 4 to 38 L/
Lift spool (spool #1) : 76 L/min (20 gpm). min (1 to 10 gpm).
Tilt spool (spool #2) : 38 L/min (10 gpm). Before adjusting, turn fully Counter-Clockwise to stop.
Each Clockwise turn increases flow by.
Auxiliary spool (spool #3) : 38 L/min (10 gpm).

Integral Pressure Compensated Flow Control Settings :

Tilt spool (spool #2) : 15 L/min (3.9 gpm). Service Intervals
Auxiliary spool (spool #3) : 10 L/min (2.6 gpm). Hydraulic System Relief Pressure Check : Every year or
every 2000 hours of operation.

Maximum Pressure Drop at Rated Flow :

Inlet to outlet : 700 kPa (100 psi).
Lift spool (spool #1) :
- Inlet to cylinder port : 700 kPa (100 psi)
- Cylinder port to outlet : 600 kPa (87 psi).
Tilt spool (spool #2) :
- Inlet to cylinder port : 700 kPa (100 psi)
- Cylinder port to outlet : 200 kPa (29 psi).
Auxiliary spools (spools #3 and #4) :
- Inlet to cylinder port : 350 kPa (50 psi)
- Cylinder port to outlet : 200 kPa (29 psi).
Fastener Torques
Lever to Spool Rod Turnbuckle Adjustment Jam Nuts :
29.5-33 lbfft (40-45 Nm).
Pivot Pin Keeper Bolt : 6-7 lbfft (8-10 Nm).
Lever Pivot-Bracket Mounting Nuts Bolts :
29.5-33 lbfft (40-45 Nm).

SM 1044 Hydraulic Control Valve/Lift Circuit Specifications and Description • 30-1-1

 Group 30, Hydraulic Control Valve/Lift Circuit
Description
The following description focuses primarily on hydraulic
circutry controlled by the main hydraulic control valve,
that is, the lift/tilt/aux circuit. Various other hydraulic sys-
tems come into play, however, and are mentioned. The
entire hydraulic system is depicted in the schematics in
Section 2 (next page).
Descriptions of the braking and steering circuits are given
in Groups 23 and 25.
The main hydraulic pump (described in Group 29) is
mechanically driven by the transaxle (transaxle or hydro-
static pump) and draws fluid from the sump through a par-
ticle-blocking suction screen. A priority valve, contained
in the pump assembly, senses the demand for flow to the
steering/braking circuit and divides pump flow between
the lift/tilt/aux circuit and the steering/braking circuit
accordingly, with priority given to steering and braking.
Fluid from the priority valve goes to the main hydraulic
control valve. The lift truck operator moves the main
hydraulic control valve spool by hand, directing fluid to
the lift and tilt cylinders and auxiliary actuators as needed
for manipulating the load-handling mechanism.
The main hydraulic control valve features an open-center,
parallel-circuit type modular design. It has the main (lift/
tilt) pressure relief valve (steering pressure relief valve is
on main hydraulic pump), a secondary pressure relief
valve for optional auxiliary components, a lift spool, a tilt
spool with an integral counterbalance valve, optional aux-
iliary spools, and adjustable pressure-compensated flow
controls. All spools are low-leakage design.
The main hydraulic valve has from two to four valve sec-
tions. Each section performs a separate function; standard
two spool assemblies have a inlet/lift section (with fluid
inlet port), a tilt section, and an outlet section. A third and
fourth section may be added to control auxiliary compo-
nents.
When lift attachments are used, an auxiliary section may
be added to the outer (RH) side of the standard (lift/tilt
only) main valve. The optional auxiliary sections also
have an adjustable relief valve and can be assembled with
optional flow control levels.
The valve spools are arranged in standard sequence (from
the operator’s position) to first provide lift control, then
tilt, and finally auxiliary control. The control levers are
spring-loaded (by the valve spool centering springs) to
return them to neutral when released. Oil flow is con-
trolled by the amount or distance the control handles are
SM 1044 Hydraulic Control Valve/Lift Circuit Specifications and Description • 30-1-2
moved. Excess oil flow is returned to the sump. A check
valve prevents reverse flow.
When all the control valve spools are in neutral, fluid
flows through the open-centers of the valve spools to the
sump return line. When a spool is partially shifted and the
associated cylinder or other actuator has not reached its
end-of-travel, some of the fluid flows to the cylinder
(actuator) and the rest flows to the sump line. In both
cases, the pressure in the system should be less than the
amount required to open the relief valves.
The main relief valve vents flow to the sump when one of
the following conditions is present :
• The operator continues to hold the lift control in
the lift position after the lift mechanism reaches its
end-of-travel.
• Too heavy a load is being lifted.
• The operator continues to hold the tilt control in
the tilt position after the tilt mechanism has
reached its end-of-travel (This is called “tilt
bypass.”)
• Auxiliary relief fails to operate.
The auxiliary relief valve vents flow to the sump when the
operator continues to hold the attachment control in the
operated position after the attachment reaches its end-of-
travel.
Main and auxiliary relief pressure settings can be checked
through a gauge port on the pump.
Flow from the sump return line is filtered before entering
the sump. If the filter is clogged, a by-pass valve routes
the flow around the filter. On hydrostatic trucks, fluid in
the return line serves as a source for the hydrostatic pump.
Fluid from the hydrostatic pump is filtered within the
pump assembly and returned through a separate port in the
sump.
A tilt-lock valve built into the main control valve assem-
bly locks the upright into its current tilt position when the
truck is turned off. A load lowering flow valve mounted
on the upright limits the speed at which the operator can
lower a load, decreasing the speed for heavier loads. A
velocity fuse built into one of the lift cylinder ports pre-
vents the upright from falling rapidly should a hydraulic
line rupture or be disconnected.
NOTE
Hydraulic plumbing arrangement is illus-
trated in Group 29.
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 2

Hydraulic System Schematics

SM 1044 Hydraulic System Schematics • 30-2-1

 Group 30, Hydraulic Control Valve/Lift Circuit

1. Hydraulic System Schematics

- C20-35

LIFT CYLINDER
TILT CYLINDER

LOAD LOWERING
FLOW VALVE

MAIN VALVE

STEERING CYLINDER
HYDRAULIC PUMP/ POWER
PRIORITY VALVE/ STEERING RETURN FILTER/
VALVE
STEERING RELIEF BYPASS VALVE
VALVE

AIR
BREATHER
FILTER

SUCTION STRAINER

HYDRAULIC TANK

<IN-28008C>

SM 1044 Hydraulic System Schematics • 30-2-2

 Group 30, Hydraulic Control Valve/Lift Circuit
Section 3
Hydraulic System Troubleshooting
The following is a list of problems and solutions relating
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to
Groups 29 and 34.
No lift, tilt, or auxiliary function
• Hydraulic fluid very low; check and fill to correct
level.
• Hose or fittings broken; replace component.
• Defective main lift valve ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing main lift valve.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic
system
• Spool not moved to full stroke ; check travel and
linkage adjustment.
• Relief valve not properly set, stuck in place, and/or
worn ; check and clean valve, replace if necessary.
• Dirt or foreign particles lodged between relief
valve control poppet and seat ; check valve and
clean.
• Valve body cracked inside ; check and replace
entire valve.
Foaming hydraulic fluid
• Low oil level ; check and fill to correct level.
• Wrong fluid ; drain and refill with correct oil.
• Oil too heavy ; change to correct viscosity.
• Pump inlet line restriction or line kinked ; clean
line and suction screen or repair kinked hose.
• Hydraulic pump (or hydrostatic pump) cavitating
(pumping air with fluid) ; check hydraulic plumb-
ing for airtight hoses and connections.
SM 1044
Overheated hydraulic fluid
• Thin fluid ; drain and fill with correct fluid.
• Fluid contaminated ; drain sump, clean suction
screen, replace filter, and refill.
• Cavitating pump ; check hydraulic plumbing for
airtight hoses and connections.
• Pump driveshaft misaligned ; check mounting and
alignment.
• Axial loading on drive shaft ; check shaft end
clearance and shaft alignment ; check for worn
key/spline.
• Relief valve in bypass ; check relief setting.
Load cannot be lifted to maximum height
• Hydraulic fluid low ; check and fill to correct level.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
Oil leaks at top of lift (secondary) cylinder(s)
• Plugged vent line ; check and clear line.
• Worn or damaged piston seal ; rebuild cylinder.
• Scored cylinder wall ; replace cylinder.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Oil leak at tilt or auxiliary function cylinder
• Worn or damaged seal; rebuild cylinder.
• Scored piston rod; repair or replace rod.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Load will not hold
• Oil bypassing between lift spool and valve body ;
overhaul valve and spool.
• Spool not centered ; see spool remedies for correct-
ing problems when spools do not return to neutral.
Hydraulic System Troubleshooting • 30-3-1
 Group 30, Hydraulic Control Valve/Lift Circuit
• Oil bypassing piston in cylinder ; repair or replace
cylinder.
Oil leaks at either end of main hydraulic valve
spool
• Defective O-ring seals ; rebuild valve.
Spring-centered spools do not return to neu-
tral
• Broken springs ; rebuild valve.
• Entrapped foreign particles ; check and clean sys-
tem and valve.
• Bent spool ; replace with new valve section.
• Misalignment or binding of linkage ; check and
align/adjust linkage.
SM 1044
No relief valve action (high pressure)
• Small particles of dirt in relief valve subassembly ;
check, clean, and/or replace relief valve, clean
hole.
• Relief valve subassembly installed backwards ;
reinstall correctly.
Load drops when spool is moved from neu-
tral to a power position
• Dirt or foreign particles lodged between check
valve ball and seat ; check and clean.
• Sticking or scored check valve ; clean if sticking,
replace if scored, replace poppet.
Hydraulic System Troubleshooting • 30-3-2
 Group 30, Hydraulic Control Valve/Lift Circuit
Section 4
Hydraulic System Pressure Checks and Adjustments
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Relief Pressure Check
Following is the general procedure for checking main
hydraulic valve lift and auxiliary relief pressure, (if the
truck is equipped with an auxiliary component).
Hydraulic system relief pressure setting may be checked
using a Mico Quadrigage (Clark Part No. 1800106) or
with a conventional pressure gauge with suitable pressure
range calibration. To cover all models of the truck, a
gauge with capacity range of 0 to 27,580 kPa minimum (0
to 4000 psi) is recommended.
! WARNING
HYDRAULIC FLUID SAFETY. Keep all
hydraulic ports and components clean. Wipe
the area on the pump around the diagnostic
check port completely clean to prevent any
contamination from entering the hydraulic
system.
When checking the hydraulic system, do not
use your hands to check for leakage. Use a
piece of cardboard or paper to search for
leaks. Escaping fluid under pressure can pen-
etrate the skin causing serious injury. Relieve
pressure before disconnecting hydraulic or
other lines. Tighten all connections before
applying pressure. Keep hands and body
away from pinholes and nozzles which eject
fluids under high pressure.
SM 1044 Hydraulic System Pressure Checks and Adjustments • 30-4-1
1. Tilt the steering column fully forward and raise the
engine cover.
2. Remove the cap from the gauge port and connect
pressure gauge to the fitting.
Checking Relief Pressure. Gauge port location varies.
NOTE
Use quick-disconnect adapter fitting, Clark
Part #913125.
3. Start the engine and let it warm up until it runs
smoothly. Continue with step 4.
4. Accelerate the engine to no-load governed speed
(full throttle), and hold at this speed. Gauge should
read between 897.5 to 1132 kPa (130-164 psi).
5. Check main relief pressure : Move the tilt control
lever to full back (or forward) tilt relief position.
Hold tilt control in relief position until pressure read-
ing is obtained, and then release. Gauge should read
C20-35 : 21,400 to 22,100 kPa (3100 to 3200 psi).
IMPORTANT
Do not operate system in relief any longer
than required to read the pressure gauge.
6. Check auxiliary relief pressure : (Truck must have
auxiliary component and auxiliary section added to
main hydraulic valve.) Move the auxiliary control
lever to full back or forward relief position. Hold
auxiliary control in relief position until pressure
reading is obtained, and then release. Gauge should
read C20-35 : 13,000 to 14,300 kPa (1925 to 2075 psi).
 ,<&?@$GH&

/9!=WH

9

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The main relief valve has been set at the fac-
tory. Adjustment should not be necessary. If
the relief pressure exceeds the set value, con-
tact your Service manager or CLARK
experts.
The main and auxiliary relief setting only
apply to a hydraulic valve that has auxiliary
sections added.

To adjust the hydraulic system main and auxiliary pres-

sure relief valve :
1. C20-35: Loosen the jam nut on the relief valve adjust-
ment screw.

’!

’!

(C20-35)

2. Turn the adjustment screw to set relief setting to the

normal range.
3. C20-35: Tighten jam nut on the relief valve adjust-
ment screw.

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 ,<&?@$GH&

>+9

! 9%VX
The flow control valve has been set at the factory. Adjustment should not be necessary. If adjusted, it can
cause fatal damage, Contact your Service manager or CLARK experts.

1. To reduce internal (MCV) pressure, you should oper-

ate the control lever back and forth over five times
after key off. (Very important)
2. Loosen lock nut on stud bolt.

Stud bolt

Hex. 17mm

/ <&=&#9JK K

 ,<&?@$GH&

3. Tap the wrench carefully 2-3 times to facilitate ease of adjustment.

Hit 2~3 times.

Need hit to make the

moving clearance.

4. Adjust the plug by using L-wrench (6mm).

- Turn the screw to the right (CW): Flow reducing.
- Turn the screw to the left (CCW): Flow increasing.
5. Repeat No. 1) ~ 3) until completed adjusting.
6. Tighten lock nut on stud bolt. (torque : 350kgf½cm)

/ <&=&#9JK K

 Group 30, Hydraulic Control Valve/Lift Circuit

Procedure for Flow Adjustment

TILT FLOW CONTROL ADJUSTMENT AUX1 FLOW

CONTROL ADJUSTMENT
FLOW SETTING CLOCKWISE CLOCKWISE
TURNS OF FLOW SETTING
TURNS OF
ADJUSTMENT ADJUSTMENT
L/min gpm SCREW L/min gpm SCREW
X\ [ XUXY\
X\ [ XUXY\

΄Ͷʹ΅ͺ΀Ϳ A - A Ͳ

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SM 1044 Hydraulic System Pressure Checks and Adjustments • 30-4-5

 Group 30, Hydraulic Control Valve/Lift Circuit

Section 5

Hydraulic Control Valve Removal and Replacement

! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid surface, such as a
concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.

SM 1044 Hydraulic Control Valve Removal and Replacement • 30-5-1

 Group 30, Hydraulic Control Valve/Lift Circuit

Hydraulic Control Valve Removal Control Valve Linkage Disassembly

IMPORTANT
Keep all hydraulic ports, components, and fit-
tings completely clean during valve removal
and replacement to prevent any contamina-
tion from entering the hydraulic system.
Remove the cotter rings and clevis pins connecting the lift
and tilt (and auxiliary, as applicable) lever rods from the
hydraulic valve spools. Back off the lower jam nut at the
turn buckle to allow the valve spool to be rotated before
removing the clevis pins.

Preparation for Valve Removal

1. Park truck in a safe position and fully lower the
upright.
2. Return all controls to neutral, apply the parking
brake, stop the engine and turn key switch OFF.
3. Move all hydraulic control levers to all working posi-
tions and return them to neutral. Be sure there is no
hydraulic pressure applied to the system by attach-
ments.
4. Open the engine compartment and remove floor-
board.
5. Remove the right cowl cover from under the dash in
the operator’s compartment. See removal and
replacement procedures in Group 38.
Valve Removal
6. Air clean the hydraulic valve and fittings.
7. Place a drain pan under the truck and loosen and 1. Remove the three hex capscrews mounting the
remove all hydraulic lines from the valve. Plug the hydraulic valve to the hydraulic assembly bracket
valve ports. Mark or tag each line as removed to (lower cowl). Two of the capscrews thread into the
assure correct position of line at assembly. valve itself; the third is secured with a flange nut.

Hydraulic assembly
bracket(lower cowl)
To
Upright

Return Line
to Sump 2. Remove valve assembly from truck. See Section 6
Feed Line for valve overhaul instructions.
from Pump Tilt Cylinder Lines
NOTE
Be sure to clean up any oil spills and dry the
8. Cap ends of lines to keep them clean. Tie ends of floor to prevent accidents.
lines to truck to prevent loose ends dropping and
leaking oil onto floor.

SM 1044 Hydraulic Control Valve Removal and Replacement • 30-5-2

 Group 30, Hydraulic Control Valve/Lift Circuit

Hydraulic Control Valve Replacement Control Valve Linkage Reassembly

1. Insert the clevis pins through the rod-end clevises
Valve Replacement and valve spools of the lift and tilt spools (and auxil-
iary-lever rods and spools where applicable) and
1. Position the main valve on the hydraulic assembly secure with the cotter rings. Rotation of the valve
bracket (lower cowl). Install valve mounting fasten- spools is required to allow insertion of the clevis
ers and tighten hand tight so that valve mounting can pins. Rotate spools back so all pins are in line.
be adjusted for alignment with the lever connecting
rods.

Hydraulic assembly
bracket(lower cowl)

2. Install the hydraulic lines on the proper ports. Make

sure all lines are clean, are routed correctly in the NOTE
truck, and are not kinked. Torque fittings according The illustration above and system specifica-
to “Hydraulic Fitting Tightening Procedure” in tion torques also apply for auxiliary hydrau-
Group 40. lic functions, such as a side-shifter or rotator.

2. When alignment between the lever rods and the

To valve is set and levers are inline and level with one
Upright another, tighten the valve mounting capscrews and
flange nuts to 40-50 Nm (30-33 lbf˜ft).

Return Line
to Sump
Feed Line
from Pump Tilt Cylinder Lines

3. Adjust the valve to align with the lever connecting

rods.

SM 1044 Hydraulic Control Valve Removal and Replacement • 30-5-3

 Group 30, Hydraulic Control Valve/Lift Circuit

Operational Checks
1. Start and operate the truck and hydraulic system.
Check the system for leaks.

! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.

2. Check the operation of the valve and hydraulic sys-

tem by moving the valve control levers to the various
positions. The levers must operate smoothly with no
binding. When released from any working position,
the levers must return sharply to their neutral posi-
tions.
If valve spools do not moved or return to correct
position for full function of lift, tilt, or auxiliary cyl-
inders :
3. Refer to Section 4, “Hydraulic System Pressure
Check” if valve was disassembled or overhauled.
4. Replace the cowl cover under the operator’s com-
partment dash. See removal and replacement proce-
dures in Group 38.

SM 1044 Hydraulic Control Valve Removal and Replacement • 30-5-4

 ,<&?@$GH&

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1) Lifting Position
When the lift lever is pulled, the spool moves downwards to open the oil path from the pump to the lift cylinder, and the
lift cylinder rises.

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/ UY9YJKK
 Group 30, Hydraulic Control Valve/Lift Circuit

2) Descending Position
When the lift lever is pushed forward, the spool moves upward to open the oil path in the valve which connects the lift
cylinder head and hydraulic oil tank. The fork and the mast descends by their weight, and the oil in the cylinder is forced
to return to the oil tank.

s›Gj “•‹Œ™

SM 1044 Disassembly and Assembly • 30-6-2

 Group 30, Hydraulic Control Valve/Lift Circuit

2. Operation of Tilt Section

1) To tilt the mast forward (Tilt out)

When the tilt lever is pushed, the spool moves downward to open the oil path from the pump to the tilt cylinder head. At
the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting
forward.

{“›Gj “•‹Œ™

SM 1044 Disassembly and Assembly • 30-6-3

 Group 30, Hydraulic Control Valve/Lift Circuit

2) To tilt the mast backward (Tilt in)

When the tilt lever is pulled, the spool moves upward to open the oil path from the pump to the tilt cylinder rod. At the
same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting back-
ward.

{“›Gj “•‹Œ™

SM 1044 Disassembly and Assembly • 30-6-4

 Group 30, Hydraulic Control Valve/Lift Circuit

3. Operation of Relief Valve

The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic
devices from overpressure.

NO. Part Name NO. Part Name

1 Adjust Bolt 8 O-ring

2 Relief Body 9 Plug

3 Push Rod 10 O-ring

4 Relief Poppet 11 Spring

5 Spring 12 Piston

6 Lock Nut

7 O-ring

P1

P2

SM 1044 Disassembly and Assembly • 30-6-5

 Group 30, Hydraulic Control Valve/Lift Circuit

* Principle of Operation
1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the
piston maintains constant status by the force of the spring on the upper.

P1

P2

2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and
the pressure in the P1 is discharged into the T line.

P1

P2

SM 1044 Disassembly and Assembly • 30-6-6

 Group 30, Hydraulic Control Valve/Lift Circuit

3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2
becomes higher than that in the P1, the piston is pushed to the upper, allowing a large flow of oil to the T-line directly.

P1

P2

SM 1044 Disassembly and Assembly • 30-6-7

 Group 30, Hydraulic Control Valve/Lift Circuit

4. Disassembling Hydraulic Valve

* The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subas-
semblies and parts.

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The above block diagram is of a 3-way valve.

- 4 Valve is added one auxiliary assembly.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve is substituted with a
stopping-up plug.

SM 1044 Disassembly and Assembly • 30-6-8

 ,<&?@$GH&

Disassembling Photo of disassembled product

1. Disassembling the main relief valve
Make use of a spanner (17 mm) to disassemble
the main relief valve.

Note
Be careful not to loosing the top adjusting bolt when
disassembling the relief valve.

2. Disassembling the secondary relief valve

Disassemble the secondary relief valve in proce-
dures same as the main relief valve.

Note
The main and the secondary relief valves may be
mixed during reassembling the valves. Separate the
valves and keep them on clean work tables.

3. Use an L-wrench (4 mm) to loosen the cap screw

(M5 x 12) of the spool cap as shown on the
photo.

4. After loosening all the cap screws, remove the

spool caps and then keep them on clean work
table.

Note
The cap screws may be mixed with the seal plate
screws. Keep them separate.

/ UY9YJKK;
 ,<&?@$GH&

Disassembling Photo of disassembled product

5. Use an L-wrench (5 mm) to loosen the seal plate
screw (M6 x 15) that fastens the seal plate of the
valve joint.

6. Separate the seal plate screws and the seal plate

and keep them on clean work table.

Note
The seal plate screws may be mixed with the cap
screws. Keep them separate.

7. Separate the main spool assembly of the valve. If

the spool is not easily pulled out, lightly tap the
joint with a rubber mallet.

Note
Be careful not to cause scratch on the spool by getting
it caught in the sections, and tearing the dust wiper or
the O-ring when separating.

8. Keep the disassembled main spool assembly on

clean work table to protect the assembly from
foreign materials.

Note
Check the conditions of the O-ring and the dust wiper
on the return spring after separation, and replace them
with new parts, if required.

/ UY9YJKK
 ,<&?@$GH&

Disassembling Photo of disassembled product

9. After separating the main spool assembly, pull
the O-ring and the dust wiper out of the spool
bore as shown in the photo.

Note
Check the conditions of the O-ring and the dust wiper,
and replace them with new parts, if required.

10. Keep the O-ring and the dust wiper on clean

work table to protect them from foreign materi-
als.

11. Use a box spanner (17 mm) to loosen the hexag-

onal bolt of the inlet section.

12. Fasten the stud bolt fastening nut of the inlet sec-
tion with a spanner (17 mm), and loosed the nut
of the T-cover with a box spanner (17 mm).

/ UY9YJKK
 ,<&?@$GH&

Disassembling Photo of disassembled product

13. Pull out the sections beginning with the T-cover.

Note
The ball check and the spring between the sections
may be pulled out. Do no tilt the section left or right.

14. Keep the separated sections on clean work table.

Note
The positions of the auxiliary section and the tilt sec-
tion may get mixed up when reassembling. Keep the
sections in order as disassembled.

15. Pull the O-ring and the retainer out of the sec-
tion.

Note
Check the conditions of the O-ring of the section, and
replace it with new part, if required.

16. After pulling out the section, pull the check

spring and the ball check out of the section.

/ UY9YJKK
 ,<&?@$GH&

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* The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the
subassemblies and parts.

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The above block diagram is of a 3-way valve.

- 4 Valve is added one auxiliary assembly.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve is substituted with a
stopping-up plug.

/ UY9YJKK
 ,<&?@$GH&

Assembling Photo of assembled product

1. Assemble the O-ring, the retainer, the ball check
and the spring into the section.

Note
Prior to assembling, check the surface of section for
scratch, and conditions of the O-ring and the spring.

2. Insert the hexagonal bolt into the inlet section.

Note
Make sure that the spring washers and the flat washers uv{l
are inserted in the hexagonal bolt and the stud bolt.
There is no spring washer shown on the hexagonal bolt
on the photo. Check the spring washer and then assem-
ble it.
3. After assembling the assembled sections into the
inlet in a defined order, tighten the stud bolt.

Tightening torque
- 350 kgf•cm

Note
Identify the tilt and the auxiliary sections, and reas-
semble them in order of removal.

4. Tighten the hexagonal bolt.

Tightening torque
- 350 kgf•cm

/ UY9YJKK
 ,<&?@$GH&

Assembling Photo of assembled product

5. Assemble the spool assembly into the section
assembly. The direction of the joint shall be
identical with the direction of the P port of the
inlet section.
Insert the lift, the tilt and the auxiliary spools in
that order.

6. Insert the lift, the tilt and the auxiliary spools in

that order into the inlet section.

Note
When inserting the spools, apply work oil to the
spools, and slowly push them in.
7. Replace the spool cap on the return spring.

8. Use a torque-wrench (4 mm) after fastening the

spool cap with the cap screw (M5 x 12) and then
tighten the spool cap to a torque of 100 kg•cm.

/ UY9YJKKI
 ,<&?@$GH&

Assembling Photo of assembled product

9. Insert the O-ring and the dust wiper into the joint
in that order.

Note
Check the conditions of the O-ring and the dust wiper
prior to assembling, and then assemble the O-ring and
the dust wiper in that order.

10. Replace the seal plate, fasten the plate with the
seal plate screw (M6 x 15), and then use a torque
wrench (5 mm) to tighten the fasteners to a
torque of 120 kg•cm.

11. Use a torque wrench (17 mm) to assemble the

secondary relief valve to a torque of 250 kg•cm.

Note
Be careful not to confuse the secondary relief valve
with the main relief valve when assembling. The valve
is not of cartridge type. Be careful not to miss parts of
the valve when assembling.

12. Use a torque wrench (17 mm) to assemble the

main relief valve to a torque of 250 kg•cm.

Note
Be careful not to confuse the main relief valve with the
secondary relief valve when assembling. The valve is
not of cartridge type. Be careful not to miss parts of the
valve when assembling.

/ UY9YJKK
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 7

Testing of Hydraulic Valve

1. Spool Movement Test

1) Does the spool move smoothly?
2) Does the spool return smoothly by spring force?

2. Relief Valve Pressure Check

- In order to check the pressure levels, install a pressure gauge at the gauge nipple of the hydraulic valve and follow the
procedures given below.

2-1. Main Relief Pressure

1) Put the shift lever to lift cylinder ascending position for pressure relief.
2) Slowly close the adjusting bolt of the main relief valve.
3) Adjust the pressure with the adjusting bolt of the main relief valve and tighten the lock nut.
4) Switch the lift spool to Neutral/IN position by 2~3 times for relief, check the adjusted relief pressure.

2-2. Checking the AUX. Relief Pressure

1) Shift the AUX. spool for pressure relief.
2) Slowly close the adjusting bolt of the AUX. relief valve.
3) Adjust the pressure with the adjusting bolt of the AUX. relief valve and tighten the lock nut.
4) Switch the AUX. spool by 2~3 times for relief, check the adjusted relief pressure.

3. Valve Leak Check

- Conduct this check in no load condition.
1) With the lift UP, relieve the pressure within about 1~2 minutes. Check oil leak.
2) With tilt IN, relieve the pressure within about 1~2 minutes. Check oil leak.

4. Main Spool Leak check

- With lift UP and tilt IN, put the spool at neutral position. Check that the descending speed of the cylinder meets the
criteria below;
- test condition: at rated load, oil temperature of 50·5°C
1) Lift: Within 20 mm/ 5 min
2) Tilting: Within 10 mm/ 5 min

SM 1044 Testing of Hydraulic Valve • 30-7-1

 GROUP 32

GROUP 32

TILT CYLINDERS

Tilt Cylinder Specifications and

Description ............................................ Section 1

Tilt Checks and Adjustments .................. Section 2

Tilt Cylinder Removal and

Replacement ......................................... Section 3

Tilt Cylinder Overhaul ............................ Section 4

IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.

SM 1044 Group 32, Tilt Cylinders

 Group 32, Tilt Cylinders

Section 1

Tilt Cylinder Specifications and Description

SM 1044 Tilt Cylinder Specifications and Description • 32-1-1

 Group 32, Tilt Cylinders

Specifications
See Group 30 for hydraulic system specification. CUSHION
UPRIGHT MFH TILT AMOUNT
Tilt Cylinder Type : double-acting TYPE in mm B F
Maximum Operating Pressure : 22,070 kPa (3,200 psi) 115 2935 6 q 8q
128 3255 6q 8q
Tilt Ranges* : HILO
139 3530 6q 8q
(C20-32)
CUSHION 148 3760 6q 8q
MFH TILT AMOUNT
UPRIGHT 154 3910 6q 8q
TYPE in mm B F
240 6096 5q 3q
6q 10q
83 2120 258 6553 3q 3q
4q 10q QUAD
276 7010 3q 3q
8q 10q (C20-32)
105 2680 294 7467 3q 3q
6q 10q
312 7924 3q 3q
117 2980 8q 10q
5STAGE 326 8287 5q 6q
10q 8q
STD 130 3300
8q 10q
(C20-30)
146 3725 10q 8q
152 3860 10q 8q
164 4165 5q 6q
172 4380 5q 6q
183 4620 5q 6q
203 5170 4q 3q
10q 8q
STD 127 3225
8q 10q
(C32)
144 3650 10q 8q
152 3860 5q 6q
170 4320 5q 6q
189 4800 5q 6q
205 5210 5q 3q
TSU 217 5520 5q 3q
(C20-30) 226 5740 5q 3q
240 6100 5q 3q
251 6370 3q 3q
269 6830 3q 3q
288 7315 3q 3q
146 3700 5q 6q
164 4160 5q 6q
TSU
189 4800 5q 6q
(C32)
199 5050 5q 6q
211 5360 5q 3q

SM 1044 Tilt Cylinder Specifications and Description • 32-1-2

 Group 32, Tilt Cylinders

PNEUMATIC PNEUMATIC
UPRIGHT MFH TILT AMOUNT UPRIGHT MFH TILT AMOUNT
TYPE in mm B F TYPE in mm B F
83 2120 6 q 10q 233 5920 5 q 3q
105 2680 8q 10q TSU 244 6190 5q 3q
117 2980 8q 10q (C35) 262 6650 3q 3q
130 3300 10q 8q 281 7135 3q 3q
STD 146 3725 10q 8q 115 2935 6q 8q
(C20-30) 152 3860 10q 8q 128 3255 6q 8q
HILO
164 4165 5q 6q 139 3530 6q 8q
(C20-35)
172 4380 5q 6q 148 3760 6q 8q
182 4620 5q 6q 154 3910 6q 8q
203 5170 5q 3q 240 6096 5q 3q
78 1985 6q 10q 258 6553 3q 3q
QUAD
100 2545 8q 10q 276 7010 3q 3q
(C20-35)
112 2845 8q 10q 294 7467 3q 3q
125 3165 10q 8q 312 7924 3q 3q
STD 141 3590 10q 8q <SI-45029R>
(C35) 147 3725 10q 8q
* Abbreviations :
159 4030 10q 8q STD = Standard, high-visibility upright ;
167 4245 5q 6q TSU = Triple-stage upright ;
MFH = maximum fork height ;
177 4485 5q 6q
B = back tilt ;
198 5035 5q 6q F = forward tilt.
152 3860 5q 6q See truck data plate for upright MFH.
170 4320 5q 6q
189 4800 5q 6q
205 5210 5q 3q
TSU 217 5520 5q 3q
(C20-30) 226 5740 5q 3q
240 6100 5q 3q
251 6370 3q 3q
269 6830 3q 3q
288 7315 3q 3q
145 3680 5q 6q
163 4140 5q 6q
TSU 182 4620 5q 6q
(C35) 198 5030 5q 6q
210 5340 5q 3q
219 5560 5q 3q

SM 1044 Tilt Cylinder Specifications and Description • 32-1-3

 Group 32, Tilt Cylinders

Fastener Torque
Rod-End Yoke Bolts : 166-193 N˜m (122-142 lbf˜ft)
Rod-End Pin Lock Plate Fasteners : 8-10 N˜m (10.8-13.5
lbf˜ft).
Base Mount Pin Lock Plate Fasteners : 8-10 N˜m (10.8-
13.5 lbf˜ft).

Service Intervals
Tilt Cylinder Drift Test : Every 50-250 hours or each PM.
Tilt Cylinder Check and Adjustment : Every 50-250 hours
or each PM.
Tilt Cylinder Rod Seal Condition Check : Every 50-250
hours or each PM.
Tilt Cylinder Mounting Check and Tightening : Every 50-
250 hours or each PM.
Tilt Cylinder Rod-End Check and Tightening : Every 50-
250 hours or each PM.
Tilt Cylinder Rod-End Lubrication : Every 50-250 hours
or each PM.

Description
The tilt cylinders provide backward and forward tilt of the
upright. The forward and back tilt angles are governed by
the cylinder stroke and by use of spacers. The tilt cylin-
ders are pin-mounted to the truck frame and upright using
yokes, clevises, and pins. Pins are held in place by a lock
plate and fastener to prevent the pins from working their
way out.
The tilt cylinders are serviced by removing them from the
truck and disassembling them for complete overhaul,
including installation of new seals and or other cylinder
components.
The tilt lock valve is integrated into the tilt section of the
main hydraulic control valve. The tilt lock valve prevents
the upright from tilting forward when the truck is not run-
ning. The tilt lock valve is not serviceable and must be
replaced as a valve section if defective.

SM 1044 Tilt Cylinder Specifications and Description • 32-1-4

 Group 32, Tilt Cylinders

Section 2

Tilt Cylinder Checks and Adjustments

3. Raise the capacity load 2500mm (98.5 in) off the

! CAUTION ground and tilt the upright vertical, shut off the truck.
SAFE PARKING. Before working on truck :

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully

2500mm(98.5in)
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels. 4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.

Tilt Cylinder Drift Check

To check tilt cylinder drift, a rated capacity load is placed Measure rod
on the forks, lifted up and held to determine if the tilt cyl- distance here
inder rods moves (drifts) in a specified length of time.
It is recommended that a test load, made up of a full-
capacity load equally distributed on a 1220Ý1220 mm (48
Ý48 in) pallet, be used. The material used to make up the
test load must be stacked to provide load stability and
must not extend beyond the pallet. It must be secured on
the pallet. Refer to the truck data plate for capacity rating.
1. Adjust fork width as wide as possible to distribute NOTE
the load. Refer to truck nameplate for capacity rating. An alternate procedure is to measure the
change in the inclined angle of the upright,
using a protractor and level, or inclinometer.
! CAUTION
Test load must be stacked stably, not extend 5. Wait five minutes and remeasure and write down the
beyond the pallet, and be secured on the pal- distance between the same two points.
let. Clamp the load on the load backrest or
fork bar to avoid sliping out from fork. 6. The decrease in the measure must not exceed the fol-
lowing measures :
2. Drive the forks into the load pallet until the test load
Temperature Drift
and pallet rest against the load backrest. Apply the 50qC (122qF) 0.5q, 3.1 mm@1min
parking brake and chock the wheels. 5q, 31.1 mm@10min

SM 1044 Tilt Cylinder Checks and Adjustments • 32-2-1

 Group 32, Tilt Cylinders

Drift Causes and Remedies Forward Adjustment

Tilt cylinder drift indicates the following possible prob-
lems :
• Tilt cylinder hydraulic circuit hoses or fittings are
leaking. Check the circuit components and repair
as necessary.
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston and causing the
rod to drift. Consider rebuilding the cylinders if the
other remedies in this list are not successful. See
Section 3 for cylinder removal and replacement
and Section 4 for cylinder repair, if necessary.
• The main hydraulic tilt valve is misadjusted, worn,
or defective. Fluid is leaking past the valve and
causing the tilt cylinders to drift. See Group 30 for
hydraulic valve troubleshooting.
Tilt Cylinder Racking Check
1. Slowly tilt upright fully forward to the end of the tilt
cylinder stroke.
2. As the cylinders approach the end of the stroke,
watch both piston rods for equal movement and
upright for twisting. Note if upright “racks” (is
twisted at the end of its movement by unequal stroke
of tilt cylinders).
NOTE
Correct the twisting effect by shortening the
cylinder that is the longest length. Forward
twisting must be adjusted before backward
twisting. If forward adjustment is not
needed, continue with backward adjustment.
3. To adjust, loosen rod-end yoke capscrew on the tilt
cylinder that extends the farthest, and turn piston rod
into rod-end yoke to shorten.

Upright racking occurs when tilt cylinder strokes are

unequal. Cylinders should be checked regularly during
operation to determine if cylinder strokes are the same. To
check for racking :
Loosen capscrew
• Make sure truck is parked on level surface with
parking brake applied and wheels chocked.
Turn to adjust.
• Check condition of the tilt cylinder, rod-end yoke,
mounting pins, piston rod, rod wiper, cylinder
gland, etc., for excessive wear or damage. Make
repairs before making twisting adjustment.
• Use a capacity load (see truck nameplate) centered
on the forks.

! CAUTION
Forward Adjustment : Pneumatic-tire truck rod-end yoke
orientation shown.
Be sure to secure the load to the fork carriage
to keep it from falling off when tilted forward.
Raise the upright only to the height that will NOTE
allow the fork tips to clear the floor when
Use wrench flat on rod under spacer (if
tilted fully forward.
installed). Move spacer for access.

SM 1044 Tilt Cylinder Checks and Adjustments • 32-2-2

 Group 32, Tilt Cylinders

4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame-
ter of the rod plus 6.5 mm (0.25 in).
Rod shim
Rod end yoke

Cylinder rod
diameter
of rod Spacer
Wrench Flat
Thread rod into rodend
yoke the rod diameter
plus 6.5mm(0.25in)

5. Tighten capscrew of the rod-end yoke to 166-193

Nm (122-142 lbf˜ft), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten capscrew of the
rod-end yoke to 166-193 Nm (122-142 lbf˜ft).
8. Check all tilt functions before returning the truck to
service.
Backward Adjustment
5. Tighten capscrew of the rod-end yoke to 166-193
Nm (122-142 lbf˜ft), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten yoke capscrew to
166-193 Nm (122-142 lbf˜ft).
8. Check all tilt functions before returning the truck to
service.

Perform forward check and adjustment first. Then :

Tilt Flow Control Adjustments
1. Slowly tilt upright fully backwards while watching
piston rods. They should both bottom out at the same See checks and adjustments Section of Group 30,
time. If they don’t, adjust backward tilt using the fol- “Hydraulic Control Valve/Lift Circuit,” for adjustment
lowing steps. procedure.
2. Stop the upright when the first tilt cylinder bottoms
out against its rod spacer.
3. Go to the opposite cylinder and remove the capscrew
on the rod-end yoke and screw rod out of yoke.
Count the number of turns required to remove the rod
from the yoke.

SM 1044 Tilt Cylinder Checks and Adjustments • 32-2-3

 Group 32, Tilt Cylinders

Section 3

Tilt Cylinder Removal and Replacement

SM 1044 Tilt Cylinder Removal and Replacement • 32-3-1


! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Tilt Cylinder Removal
1. Move tilt lever back and forth several times to relieve
any pressure.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.
SM 1044
Group 32, Tilt Cylinders
! WARNING
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep hands and feet away from
the assembly. Use prybars to move the
assembly into position for tilt cylinder
replacement.
3. Remove the floorboard.
NOTE
Put a drain pan under the truck at each tilt
cylinder position before removing the
hydraulic lines.
4. Disconnect and cap hydraulic lines from the tilt cyl-
inders (see illustration on facing page). Remove the
hose connections on both sides of the tee fittings of
the right-side cylinder. Keep all fittings and ports
clean.
Tilt Cylinder Removal and Replacement • 32-3-2
 ,

5. Support cylinder with a sling to prevent the cylinder center of truck. Make sure the spherical bearing is
from dropping when pins are removed. aligned so that pin fits smoothly in yoke.
6. Remove lock-plate from tilt cylinder rod-end yoke.
Use a soft drift and hammer to tap rod-end pin out of
yoke.
7. Pop the cover from tilt cylinder base access port on
the step to the operator’s compartment.
8. Remove the lock-plate from cylinder base yoke. Use
a soft drift and hammer to tap pin out of yoke.
9. Remove cylinder assembly.

=%&
1. Clean all bearings, pins, and other components in an
approved cleaning fluid.
2. Inspect all parts for scratches, nicks, dents, and wear.
Tilt Cylinder Hydraulic Fittings
Check the cylinder rods to be sure they are smooth
with no scratches. Check all threaded parts for dam-
age. XV
If the rod-end yoke has been removed from
3. Replace all parts which show damage. the rod or loosened for adjustment, reinstall
4. If parts are to be left exposed, coat all mating sur- the clamp bolts to a torque of 166-193 Nm
faces of parts with a light layer of engine oil. (122-142 lbf˜ft). Nuts must be on inside of
upright rails.

5. Install rod-end lock-plate in slot and fasten to yoke

W&
1. Position tilt cylinder base yoke on frame mounting
bracket.
2. Insert base pin in cylinder base yoke and through
frame mounting bracket, making sure slot in pin is in
line with the lock-plate. Grease fitting must point
toward center of truck.
%/=VW9X
Make sure the spherical bearing is aligned so
that pin fits smoothly in yoke.
3. Install base pin lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a
torque of 8-10 Nm (5.9-7.4 lbf˜ft).
4. Position rod-end yoke on upright mounting bracket
and insert rod-end pin, making sure lock-plate slot is
in correct position. Grease fitting must be toward
with fastener and washer. Tighten fastener to a
torque of 8-10 Nm (5.9-7.4 lbf˜ft).
6. Install tilt cylinder hydraulic lines. Check Group 40
for hydraulic fitting tightening procedures. O-rings
of fittings should be lightly coated with clean
hydraulic fluid or compatible oil.
7. Remove hoist chain from upright.
8. See Section 2 for tilt cylinder adjustment procedures.
When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
vice.

/ W@W&JKK

 Group 32, Tilt Cylinders

Section 4

Tilt Cylinder Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Typical Tilt Cylinder Cross section

SM 1044 Tilt Cylinder Overhaul • 32-4-1

 Group 32, Tilt Cylinders

Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip- The use of compressed air to blow the piston
ment. Dirt or grit will damage the highly- out of the barrel is not recommended. High-
machined surfaces and will result in leakage pressure air can result in piston and rod
or premature failure of components. Cleanli- being ejected at high velocity (explosively),
ness of the hydraulic circuit is extremely causing severe injury to personnel and prop-
important to the proper operation and main- erty damage.
tenance of the system. Be sure the work area
is clean. 3. Remove and discard the piston packing and wear
rings from the piston.
1. Before disassembly, the exterior of the tilt cylinder
should be carefully cleaned to remove all dirt and
grease accumulation.
2. Be sure all hydraulic oil has been removed from the
cylinder. Stroking the piston rod will help force the
oil out.
3. Before starting disassembly, the tilt cylinder should
be carefully examined to determine if there is any
evidence of external damage.
Piston packing Wear ring
(C20-35)
Disassembly
The tilt cylinder can be held by clamping the base end or 4. Remove and discard the rod U-cup seal, O-ring, and
the barrel in a vise while disassembling. piston rod wiper from the gland.

IMPORTANT Rod wiper

O-ring U-cup seal
Do not use excessive force when clamping on
the barrel.

1. Remove the gland with a hook wrench. Carefully

pull the gland assembly from the cylinder tube and
slide it off the cylinder rod.

O-ring

SM 1044 Tilt Cylinder Overhaul • 32-4-2

 Group 32, Tilt Cylinders

Inspection 2. Replace the piston packing and wearing.

1. Carefully clean all parts in an approved solvent and

place on a clean surface.
2. Check the piston and rod for damage. Look for
gouges, scratches, corrosion, or evidence of unusual
wear. Minor surface damage may be repaired by use
of fine abrasion cloth or stoning. Deeper damage will
require replacement of piston rod assembly.
3. Be sure the threads on rod are undamaged.
4. Inspect the tilt cylinder barrel internal bore for wear, Piston packing Wear ring
scratches or other damage. Check the outside for
damage. Inspect all welds for cracks. 3. Install gland on piston rod. Use gentle pressure and
Deep gouges or pitted surfaces require replacement careful movements to avoid damage to the U-cup
of parts. seal and rod wiper when these parts are moved over
Check the gland, base end, and ports for cracks or the piston rod end.
damage that could cause failure. Inspect the ports to
be sure they are free of contamination and that the NOTE
threads are clean and not damaged. Reassemble cylinder carefully to prevent
damage to seal lips and O-rings.
5. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
4. Install piston into cylinder barrel. Be careful not to
e.g., overnight, they should be covered with a clean
damage the piston seals when installing the piston
cloth.
into end of cylinder.
5. Install gland into cylinder them screw the gland into
Reassembly the cylinder barrel with a hook wrench. When tight-
Be sure inside of cylinder and all parts are clean before ing, dont damage the seal Tighten torque : 60±6
starting reassembly. Seals may be lubricated with hydrau- kgf˜m
lic oil to assist assembly into cylinder barrel.
1. Install piston rod wiper, rod U-cup, and O-ring on the O-ring
gland. Make sure U-Cup and wiper are installed in
proper orientation as shown in the illustration.

O-ring U-cup seal Rod wiper

6. Check the assembly by making sure the piston slides

freely in and out of the cylinder.
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.

SM 1044 Tilt Cylinder Overhaul • 32-4-3

 GROUP 34

GROUP 34

UPRIGHTS

Upright Specifications and Description ........................ Section 1

Troubleshooting ............................................................... Section 2

Upringht Inspection ......................................................... Section 3

Carriage and Upright Roller Clearance

Checks and Shim Adjustments ...................................... Section 4

Cylinder Removal, Shimming,

Overhaul, and Replacement ........................................... Section 5

Upright Chain Inspection, Adjustment,

and Replacement .............................................................. Section 6

Fork and Carriage Removal and

Replacement ..................................................................... Section 7

Upright Removal and Replacement ............................... Section 8

IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”

SM 1044 Group 34, Uprights

 Group 34, Uprights

Section 1

Upright Specifications and Description

General Specifications
Upright Upright
Upright Weight(Mast weight without carriage ) : Cylinder Type
Type Number
C20-35: Approximately 500 kg (1100 lb) to approxi- <C20-35>
mately 1150 kg (2540 lb) without carriage.
STD Cush V2371/72 Piston-Type Lift Cylinder
Carriage Weight: Approximately 103 kg (230 lb) to 135 Pneu V2373/74 Piston-Type Lift Cylinder
kg (300 lb) with a 41 inch carriage.
TSU Cush M2371/72 Piston-Type Secondary Cylinder
Fork Weight: Approximately 50 kg each (110 lbs) 42I Pneu M2373/74 Piston-Type Secondary Cylinder
C25C
Hi-Lo Cush H2371 Ram-Type Secondary Cylinder
IMPORTANT Pneu H2373 Ram-Type Secondary Cylinder
Before hoisting, the weights of upright, car-
riage, forks and attachments being lifted
must be combined to determine what lifting Drift:
capacity is required of the hoisting equip-
With the upright substantially vertical the descent of the
ment.
rated load caused by an internal leakage in the hydraulic
system shall not exceed 100mm (4in) during the first
Capacities and Lift Heights: Upright, carriage, and fork
10min with the oil in the hydraulic system at normal oper-
capacity and upright lift heights are listed on the truck’s
ating temperature. If drift over 100 mm (4 in) in ten min-
data plate.
utes is evident, cylinder should be checked for internal
Lubricants: leakage. See Section 3 for drift test procedures.
• All Purpose Grease (MS-9)
• Innerslide Lubricant (CLARK P/N 886396)
• Chain and Cable Lube (CLARK P/N 886399)

Cylinder Types
Standard uprights use two lift cylinders. Triple stage and
Hi-Lo uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on triple-stage uprights (TSUs & Hi-
Lo) are piston cylinders. The lift and secondary cylinders
used on standard, Hi-Lo uprights and TSUs can be piston
cylinders.
The types of cylinders used on the truck are listed below.
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type
of cylinder, piston used on the upright.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.

SM 1044 Upright Specifications and Description • 34-1-1

  , 

>>
Z&H&
Trunnion Mounting Bolts: 75~80 N˜m (55~59 lbf˜ft)
Load Back Rest: 220-270 N˜m (160-200 lbf˜ft)
Chain Anchor Bolt Jam Nut:
C20-35 : 100-200 N˜m (74-148 lbf˜ft)
Carriage Side-Thrust Roller Bolts(External):
C20-35 : 340-380 N˜m (251-280 lbf˜ft)
Carriage Side-Thrust Roller Bolts(Internal):
C20-35 : 70-80 N˜m (52-59 lbf˜ft)
Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
ing Procedure.”
Rod End Bolts: C20-35 : 170-190 N˜m (125-140 lbf˜ft)
Tilt Cylinder Rod-End Pin Lock Plate:
8-10 N˜m (71-89 lbf˜in).
U&
The upright assembly includes the lift chains, lift cylin-
ders, carriage, forks, and mast or rail sets. Each of the
components can be serviced using the tests, checks,
adjustments, and removal and replacement procedures in
the following Sections.
The upright uses the hydraulic cylinders and chain sets to
lift the carriage and rail sets. On standard, two-stage
uprights, the lift cylinders lift the carriage with chains and
directly lift the inner rail set. On triple-stage uprights, the
primary (free-lift) cylinder lifts the carriage by chains.
When the primary cylinder reaches its maximum exten-
sion, fluid is diverted to the secondary lift cylinders,
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift.
On Hi-Lo uprights, the primary(free-lift) cylinder lifts the
carriage by chanis. The secondary cylinders directly lift
the inner rail set by rod. Hi-Lo uprights not used second
@&%@
• All upright components should be visually checked
every day during the Operator’s Daily Inspection.
• A thorough visual inspection should be performed
by a trained service professional every 50-250
hours.
• Lift chains should be inspected and lubricated
every 50-250 hours or monthly.
• Lift chain tension should be checked every 50-250
hours or monthly.
• Upright and carriage roller checks should be per-
formed every 50-250 hours or monthly.
• Roller patterns should be checked every 6 months
or after 1000 hours of service.
• Racking and drift tests should be performed every
50~250 hours or monthly.
• The complete extended inspection should be per-
formed at least every year or 2000 hours of opera-
tion.
set of chain for secondary cyliner.
Friction and play between the nesting rails is controlled by
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
The lift and secondary cylinders on standard uprights and
triple-stage uprights (TSUs) are piston type cylinders. The
primary cylinder on TSUs and HILO are piston-type cyl-
inder. See the chart under “Specifications” to determine
the type of cylinder used on the upright you are servicing.
Piston-type cylinders contain a by-pass check valve in the
piston that allows air and fluid that have accumulated in
the rod end of the cylinder to return to the system. The
check valve can be removed and cleaned if indicated by
troubleshooting. A non-serviceable check-ball-type cush-
ioning function is built into ram and piston cylinders for
smooth staging during the lowering cycle. The primary
cylinder on TSUs incorporates cushioning on the lift
cycle. A velocity fuse in the hydraulic port of the lift cyl-
inders (secondary cylinders on TSUs) prevents the mast
from falling rapidly in case of sudden fluid pressure loss

/  &H&U&J KK

  , 

due to line breaks or other malfunction of the hydraulic

circuit.
As explained in more detail in Group 30, the main pump
sends fluid to the main hydraulic control valve, which
contains spools that route fluid to the lift cylinders and tilt
cylinders. The valve assembly also contains a counterbal-
ance valve that prevents upright tilt when the truck is not
operating.
Fluid flow rates for lift functions are factory set and not
adjustable. Flow rates for tilt and auxiliary functions are
controlled by adjustments on the main hydraulic valve. A
non-adjustable “load-lowering” flow valve mounted on
the upright limits upright lowering speed.
Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
checks for the upright appear in “Troubleshooting,” Sec-
tion 2.

/  &H&U&J KK

 Group 34, Uprights

Upper roller

Chain
sheave

Chain
Lift cyliner

Chain
anchor

Inner rail set

Outer rail set

Load lowering
flow valve

Lower roller

[SI-53323B]

Typical Standard(Two-stage) Upright Assembly

SM 1044 Upright Specifications and Description • 34-1-4

 Group 34, Uprights

Outer rail set

Upper roller
Chain sheave

Upper roller
Hose
sheave Intermediate rail set

Secondary
cylinder Inner rail set

Chain sheave

Lower roller
Primary cylinder
Lower roller

Chain

[SI-53328B]

Typical Triple-stage Upright Assembly

SM 1044 Upright Specifications and Description • 34-1-5

 Group 34, Uprights

Upper roller

Inner rail set

Chain
sheave
Secondary
cylinder

Hose

Outer rail set Primary

cylinder

Chain

Lower roller

[SI-53331C]

Typical Hi-Lo Upright Assembly

SM 1044 Upright Specifications and Description • 34-1-6

 Group 34, Uprights

Typical Triple Stage Upright-Overhead View

"–! ! 

> 

  

;#  
@U@J
*ƒ<++

Carriages and Roller Sets

SM 1044 Upright Specifications and Description • 34-1-7

 Group 34, Uprights

Two-Hose Adaptation for the

Standard Upright

SM 1044 Upright Specifications and Description • 34-1-8

 Group 34, Uprights

Two-Hose Adaptation for the

Triple-Stage Upright

SM 1044 Upright Specifications and Description • 34-1-9

 Group 34, Uprights

Two-Hose Adaptation for the

Hi-Lo Upright

SM 1044 Upright Specifications and Description • 34-1-10

 Group 34, Uprights

Section 2

Troubleshooting

The visual inspection and the operational checks pre-
sented in Section 3 should be used to determine problems
with the upright. Possible problems, causes, and remedies
are listed below.
Other troubleshooting information about the hydraulic cir-
cuit and components appears in the troubleshooting Sec-
tions of Groups 29 and 30. Use these other
troubleshooting Sections for more detailed problem isola-
tion with Upright hydraulic functions.
! WARNING
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the
components. Failure to follow these warnings
can result in serious injury.
Make sure overhead clearances are adequate
before raising the upright to full lift height.
Do not walk or stand under raised forks.
Block carriage and upright whenever mak-
ing checks with the upright elevated.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
• Dry hose sheave or rollers; check condition of all
sheaves and rollers and lubricate as necessary.
• Damaged chain sheaves; check condition of chain
sheaves and repair or replace.
• Excessive fork hanger or carriage fork bar wear;
inspect and replace as necessary.
• Seals dry; lubricate rod.
• Seals dry - all primary cylinders; remove gland and
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
haul, and Replacement.”
No lift, tilt, or auxiliary function
• Hydraulic fluid level low; check level and fill.
• Broken hoses or fittings; check and repair.
• Damaged or blocked sump strainer; check and
clean.
• Hydraulic pump defective; see Group 29 for pump
troubleshooting.
• Defective main hydraulic control valve; see Group
30 for valve troubleshooting.
• Defective upright load-lowering flow valve; disas-
semble valve, check and clean or replace.

No lift function but tilt operates

Upright noise
• Broken hoses or fittings; check and repair.
• Bent or broken components; inspect upright thor-
• Cylinder is damaged; inspect and repair.
oughly and repair or replace components as
required. • Main hydraulic control valve, lift section defec-
tive; see Group 30 for valve troubleshooting and
• Damaged upright roller; check condition of rollers
service information.
and replace defective rollers.
• Upright load-lowering flow valve damaged; disas-
• Roller scuffing rails; clean and lubricate rails.
semble valve, check and clean or replace.
• Roller (carriage or upright) shimming needs
adjustment; check and adjust as required.
• Fit between roller edge and rail flange excessively
loose in rails; replace with oversized, “Select-Fit”
rollers. See “Upright Roller Clearance Check and
Shim Adjustment.”
• Dry lift chain; lubricate chain.

SM 1044 Troubleshooting • 34-2-1


Load cannot be lifted to maximum height
• Hydraulic fluid level low, check level and fill.
• Debris in upright; check and clean.
• Hydraulic hose fittings loose or damaged; check
and torque correctly (see Group 40 for specifica-
tions) or replace.
• Check cylinder for external leakage; replace cylin-
der if cracked.
• Cylinder shimming is incorrect; check and adjust
shimming.
• Internal leakage on lift or secondary piston cylin-
ders; remove rod and piston and clean check
valves; also clean and inspect/replace piston seals.
See Section 5.
• Cylinder check valve on lift or secondary piston
cylinders not functioning properly; remove rod and
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5.
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information.
• Upright rails binding:
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie-
bars, correct chain and hosing placement and
operation
b. Check rollers for contamination and proper oper-
ation, perform roller clearance check and adjust-
ment
Lift speed sluggish
• Hydraulic fluid level low; check level and fill.
• Broken hoses or fittings; check and repair.
• Pump inlet line restricted; remove from pump and
clean.
• Damaged or binding upright roller; check condi-
tion of roller and replace if necessary.
• Internal leakage on piston-type lift and secondary
cylinders (with load); perform cylinder checks
listed under “Load cannot be lifted to maximum
height.”
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information.
• Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
SM 1044
Group 34, Uprights
• Defective priority valve; see Group 30 for valve
troubleshooting information.
• Defective upright load-lowering flow valve;
remove valve clean, inspect, and replace if neces-
sary.
Lowering speed sluggish
• Damaged or binding upright roller; check condi-
tion of roller and replace if necessary.
• Damaged or kinked hydraulic hose or tube; check
condition of hose and tube, repair or replace as
necessary.
• Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Load bounces excessively when lowering
• Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
fully collapsed to full lift height for 10-15 cycles.
• Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
• Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lifting)
• Debris in upright roller area of carriage; check and
clean.
• Interference between carriage and inner rail or cyl-
inder; check staging alignment and adjust or repair
as necessary.
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Damaged or binding carriage roller; check condi-
tion of roller and replace if necessary.
• Carriage roller shimming or thrust roller out of
adjustment; perform roller checks on carriage and
make adjustments as necessary.
• Damaged or kinked primary cylinder hose; check
condition of hose, repair or replace as necessary.
• Primary cylinder chain or chain sheave binding or
damaged; inspect and repair.
Troubleshooting • 34-2-2

• Internal leakage in primary lift cylinder; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged primary lift cylinder causing binding in
the cylinder; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean.
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Damaged or kinked lift cylinder hose; check condi-
tion of hose, repair or replace as necessary.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Bent cylinder rod; inspect and replace rod and/or
cylinder as necessary.
• Internal leakage in piston-type cylinders; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
ondary cylinder (TSUs and Hi-Lo)
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (Standard and Hi-Lo
upright lowering)
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Top carriage roller retaining cap screw loose;
check and replace cap screw.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Debris in upright roller area or tie bar area; check
and clean.
SM 1044
Group 34, Uprights
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
• Gland loose; check and tighten primary cylinder
gland to 135 N˜m (100 lbf˜ft) and glands on lift
(secondary) cylinders to 100 N˜m (73 lbf˜ft).
• Cracked cylinder tube; replace tube.
• Rod seal damage; replace seals and check for:
 Damaged rod seal groove in gland; check for
damage to groove and replace seal or gland if
necessary
 Scored cylinder wall; repair or replace cylinder
tube if necessary
 Leaking check valve; clean and replace if nec-
essary
 Leaking O-ring seal on check valve; replace
check valve.
• Gland static seals (O-rings and back-up ring) dam-
aged; replace back-up ring.
• Gland static seals sealing surface damaged; check
groove and bore and repair or replace as necessary.
• Gland loose; check and tighten gland on cylinders
to 100 N˜m (73lbf˜ft).
• Cracked cylinder tube; inspect and replace tube.
• Seal damage in piston-type cylinders; replace pis-
ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
for scratches, nicks, or burrs and repair or replace
rod and piston.
• Scored cylinder wall, TSU piston-type cylinders;
replace tube and all seals.
• Scored or damaged rod; replace rod and all seals.
• Damaged gland back-up seal; inspect and replace
seal.
Troubleshooting • 34-2-3
 Group 34, Uprights

• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.

SM 1044 Troubleshooting • 34-2-4

 Group 34, Uprights

Section 3

Upright Inspection

! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.

Upright

Load baskrest

Carriage

Forks

SM 1044 Upright Inspection • 34-3-1


Basic Visual Inspection
Use the following steps to conduct an initial visual inspec-
tion of the upright. This is the same type of inspection
operators should be conducting on a daily basis.
If you note problems with any component during the basic
visual inspection, continue with “Extended Inspection”
for checks and service.
! WARNING
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution.
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
General
• Check to make sure all fasteners are secure.
• Check to make sure the upright lifts and lowers
smoothly with and without a capacity load.
• Check for visible damage to components.
Forks
• Check function and security of the fork latch.
• Inspect the forks for cracks, especially the hanger
and heel areas.
• Check for wear in the fork heel. If heel wear is evi-
dent, perform the extended inspection.
• Inspect the fork hanger and carriage fork bar for
excessive wear.
• Inspect for bent forks.
Load Backrest
• Inspect load backrest for damage such as cracks or
bending.
• Check for tight mounting fasteners.
SM 1044
Group 34, Uprights
Lift Chains
Inspect the chains for:
• Proper lubrication. The links should have a coat of
oil on all surfaces. Lubrication oil should penetrate
completely into chain joints.
• Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
dent. Pins should not be turned or protruding.
• Excessive side wear or edge wear on the chain
plates.
• Correct, equal tension on chain sets.
• Secure anchor bolt, adjustment nut, and jam nut
mounting.
• Correct alignment of the chain anchors to the chain
and chain sheaves. Adjust turned chain anchors.
• Loose, broken, or damaged anchor bolt pins and
cotter pins. Replace defective pins and cotter pins.
Rollers
Inspect the upright and carriage rollers for:
• Broken or loose rollers.
• Loose, broken, or misadjusted thrust roller on the
carriage.
• Obvious signs of failed bearing seals.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation.
• Excessive looseness in carriage or upright roller
shimming.
Upright and Carriage Weldments
Inspect the upright and carriage for:
• Debris or foreign objects on the components.
• Bent, cracked, or broken components.
• Undesirable wear on or contact between compo-
nents.
• Irregular roller patterns and signs of excessive
wear or scraping on the rails.
Upright Inspection • 34-3-2

Hydraulic System
Inspect the upright hydraulic system components for:
• Damage or wear on all hoses and hydraulic tubes.
• Leaks on hoses, fittings, or valves.
• Leakage on the cylinders.
• Excessive drift in lift or tilt operations.
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending
check, and a fork gap check. If replacement is necessary,
always replace the pair to ensure fork integrity.
Fork Alignment
1. Park the truck on a flat, even surface, tilt upright to
vertical position, and set forks 25-50 mm (1-2 in)
above the ground.
2. Compare fork arms to be sure they are straight, on
the same plane (level), and the same length.
3. Measure the distance from the fork tips to the
ground. The height difference between the forks tips
should be no more than 1.5% of the blade length.
XU\LGšG”ˆŸU
ŒŽ›G‹Œ™Œ•ŠŒ
Fork Arm Height
4. If the fork tips are not aligned within the specified
1.5 % difference, the cause of the problem must be
determined and corrected before returning the truck
to service. If replacement is necessary, always
replace the forks in a set.
SM 1044
Group 34, Uprights
Fork Bending
Overloading, glancing blows against solid objects, or
picking up loads unevenly can bend or twist a fork. Use
the following procedure to check for fork bending.
1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
block flat on the fork. Make sure the block is not
resting on the heel radius.
Fork Bending Check
2. Set a carpenter’s square on the block against the fork
shank
3. Check the fork 508 mm (20 in) above the blade to
make sure it is not bent more than 14.5 mm (0.6 in) at
the maximum.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
ance they should be replaced as a set.
See Section 7, “Fork and Carriage Removal and Replace-
ment,” for procedures to remove and replace the forks.
Fork Fatigue
Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
the heel is 10% smaller than the arm, the load capacity
could be reduced by 20%. A 5,000-pound (2272 kg)
capacity fork with 10% wear can only safely handle 4,000
pounds (1818 kg).
Use of fork wear calipers are recommended (CLARK part
number 1803641) to gauge fork wear as follows:
1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.
Upright Inspection • 34-3-3
 Group 34, Uprights

NOTE
Hold the caliper square and use light pres-
sure to squeeze the outer jaw tips against the
fork shank. Take care not to accidentally
alter the reading of the calipers.
2. Check the fork blade area to the inside jaws of the
caliper.
3. If the inside jaws fit over the fork in the blade area,
wear exceeds allowable 10% wear and a new set of
forks should be installed.
Fork Hanger Wear and Carriage Fork Bar Wear
Inspect the fork hangers and carriage fork bar. Excessive
wear can cause the fork to disengage the fork bars or
reduce fork hanger life.
NOTE
A small amount of lubricant can be applied
to the fork latch. Do not over lubricate and
allow lubricant to run down on carriage fork
bar.
2. Check fork stops for widening of notches or round-
ing of top edge. Replace the carriage if fork stops are
excessively worn.
Lift Chains
The following checks should be performed every 50-250
hours to ensure correct chain performance See Section 6
for more complete chain inspection and maintenance pro-
cedures.
Chain Wear (Stretch) - All Lift Chains
Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or chain check ruler.

When any section of the chain has worn and increased its
• If fork hangers are excessively worn, replace the
original length by 3% or more, the chain must be replaced.
forks as a set.
When checking chain wear, always measure a segment of
• If carriage fork bar is excessively worn, replace the the chain that rolls over a sheave.
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.

Fork Latch and Carriage Fork Stops

1. Check fork latches for proper operation. Latches

should operate smoothly. The spring should be in
good condition and securely lock the fork into posi-
tion. Replace the fork latch if it does not operate
properly.

SM 1044 Upright Inspection • 34-3-4


IMPORTANT
Never replace a single chain in a set. Always
replace the two chains in a set for consistent
lift operation. Always replace anchor pins
when replacing chains.
1. For example, measure a 305 mm (12 in) segment of
the chain that does not roll over a sheave and count
the number of links in the segment.
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the
plate edges that roll over the sheave.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler.
Chain replacement procedures appear in Section 6.
Chain Length
IMPORTANT
Perform a chain length check and adjust-
ment every 50-250 hours. Checks and adjust-
ments should also be performed to adjust for
chain stretch and tire wear.
Chain length must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within 20 mm (0.80 in) of the bottom edge of the
inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.
• On TSUs and Hi-Lo, the difference between the
bottom of the inner rail and the outer rail is greater
than 10 mm (0.40 in).
See Section 6 for chain length adjustment procedures.
Chain Tension
IMPORTANT
Center any auxiliary attachments before
beginning tension check
1. Raise the upright enough to put tension on the chains
to be checked.
2. Push the chains forward and pull them backward; the
amount of tension should be equal on both sides.
SM 1044
Group 34, Uprights
! WARNING
Do not reach through the upright to push
chains for tension check.
3. If one chains moves more than the other;
a. Lower the forks to ease tension on the chains.
b. Adjust chain adjustment nuts for equal tension on
both chains. See Section 6 for chain adjustment
procedures
4. Repeat the tension test and make adjustments until
the tension is equal on both chains when the carriage
and upright are raised.
Carriage and Upright Weldments
The carriage and upright should be checked for fatigue
cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
number of load cycles. Stress concentrations typically
exist in welded joints, in the area around a welded joint, or
in the corners of parts. Dye penetrant, magnaflux, or other
crack detection methods can be used to find or trace
cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
to service.
• Bent components indicate excessive loading or
high impacts to the weldments. Bent components
are usually structurally damaged and should be
replaced.
• Inspect roller contact patterns on the rail sections.
Roller contact patterns should be smooth and regu-
lar.
 In some applications, it may take up to 500
hours of operation to develop a roller contact
pattern on the flange of the rail.
 In applications where heavy loads are common,
a rail lubricant may be required to allow proper
wear-in on the roller.
• Check rails and carriage for wear due to undesir-
able contact between components. Such contact
can be an indication of broken rollers, loose com-
ponents, foreign objects or debris on the upright, or
a broken weldment.
 If contact or rubbing exists, the condition must
be corrected immediately.
 Rail and carriage weldments with damage
should be replaced.
Upright Inspection • 34-3-5

• Tie bar areas should be free of foreign objects and
debris. The roller area of the rail should be cleaned
every 500-1000 hours in a normal application.
 In applications where excessive amounts of
contaminants settle in the rail channels, clean-
ing may be required on 50-250 hour intervals.
 If excessive contamination exists, the rollers
should be exposed and the bearing seal areas
cleaned thoroughly.
See Section 4 for carriage roller and upright
roller removal and installation.
Carriage and Upright Rollers
Carriage Thrust Rollers
The carriage uses two types of thrust rollers.
• The internal thrust roller is found on both standard
and TSUs. The carriage internal thrust rollers are
located on the lift bracket and run on the inside
web of the inner rail. The internal thrust roller is
intended to carry a portion of the carriage lateral
load.
• The second type of carriage thrust roller is an
external thrust roller. The external thrust roller
runs along the outside flange of the inner rail to
control lateral load on the carriage. External thrust
rollers are found on STD, Hi-Lo CL III and TSUs.
Internal thrust roller
External thrust roller
(not in 2.0/2.5 ton STD
and Hi-Lo CL )
Both types of thrust rollers should be checked for smooth
rotation, seal integrity, radial bearing tightness, and a tight
cap screw. A roller should turn smoothly without sticking
and be grit free. Replace the roller if any defect is found.
External thrust roller cap screws have a locking patch to
prevent the cap screw from backing out. Repeated
removal will deteriorate the ability of the patch to hold the
cap screw. If the cap screw is backing out without hold-
ing, a new cap screw is recommended. The cap screw can
also be cleaned and set using thread locking compound
Loctite 271 (CLARK Part 1802302). The internal thrust
rollers use a jam nut to ensure that the bearing remains
secure.
SM 1044
Group 34, Uprights
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
The external thrust rollers are not adjustable. The internal
thrust roller adjusts using a locking cam on the mounting
cap screw. See Section 4 for roller replacement and inter-
nal thrust roller adjustment procedures.
Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
ken, loose, or rough bearings. Defective rollers should be
replaced.
Shoulder
Roller shaft
shims
Bearing outer race
Indications of broken or damaged rollers include:
• Part of all of roller bearing missing
• Bearing outer race loose
• Scraping noise from the upright
• Scraping of carriage fork bar on inner rail (carriage
rollers)
• Upright rail sections scraping together (upright
rollers)
• Upright misstaging
• Excessive looseness of the rail section or carriage
demonstrated by the following load test.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
Load Test
A load test helps you to determine the amount of clear-
ance between the moving upright parts. The upright
requires some lateral movement between the interlocking
rails and the carriage. But, too much or too little clearance
can be the cause of binding and uneven operation.
Upright Inspection • 34-3-6

! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury.
1. Place a capacity load on the forks and secure it to the
carriage.
! maximum fork height (MFH)
CAUTION
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let. Operate the truck only from within the
operator’s compartment.
2. Tilt the upright back slightly and raise the upright to
its maximum extension several times. Note the
smoothness of operation, the carriage play, and play
between the rails.
3. Move the load 102 mm (4 in) off center on the forks
and resecure it to the carriage.
4. Raise the upright to its maximum extension and
lower the load to the floor several times.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side.
6. Raise the upright to its maximum extension and
lower the load to the floor several times.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any
unusual movement, staging, or noise occurs during the
test, correct the problem before returning the truck to ser-
vice. Continue with the following roller shimming checks
if too much play is evident in the carriage and rails in the
load test. The troubleshooting guide may also help to
identify specific problems with upright operation.
Roller Side-Clearance
The carriage and upright rollers are shimmed between the
inner race and the roller shaft shoulder to maintain mini-
mal clearance between the side of the roller and the web
of the adjacent rail. Shim adjustments help accommodate
SM 1044
Group 34, Uprights
manufacturing tolerances and wear in the upright rail sec-
tions.
Signs of loose shimming include:
1. Excessive lateral (side-to-side) movement in the
upright rail sections
2. Excessive lateral shift in the upright at, or near, full
3. Irregular roller patterns on the rail.
Signs of over shimming include:
1. Mis-staging or hanging up of the upright
2. Excessive wear in the rail web
3. Premature bearing failure.
Perform the following roll pattern check and the load test
if the need for roller shimming is suspected. See Section 4
for detailed clearance measurement procedures.
Roll Patterns
Impressions made by rollers on upright rails are called roll
patterns. Roll patterns can provide indication of the need
for upright or carriage adjustment.
! WARNING
Keep clear of load and carriage when making
any checks or adjustments.
1. Elevate the carriage about 4 feet (1.3 m).
2. Apply a light, thin layer of grease to the roller con-
tact area.
3. Lower the forks and pick up a capacity load. Raise
and lower the upright several times.
4. Back out from the load and raise the carriage.
Compare the impressions of the rollers on each side of the
upright rails. The impressions should look the same on
both sides. Look for signs of metal scoring or gouging
which can indicate excessive pressure caused by damaged
or misadjusted rollers.
Upright Inspection • 34-3-7

Carriage rollers, including side-thrust rollers, and all
upright rollers can be checked by examining roll patterns.
If irregular impressions result from the checks, perform
the “Lift Cylinder Shimming Check” and the “Load Test”
to further diagnose problems.
See Section 4 for procedures to measure clearances and
adjust carriage or upright rollers.
Cylinders
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
External Leakage (All Cylinders)
To check for external leakage on the primary cylinder:
1. Clean the top of the gland and rod to remove any
buildup of debris.
2. Check rod surface for defects or unusual wear.
• Nicks, burrs, or other sharp defects can cause dam-
age to the seal and will lead to leaks. The rod
should be repaired or replaced.
• For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated
in this cylinder design. The high pressure sealing is
over the last several inches of stroke. This type of
defect is acceptable if leakage is not evident.
3. Check for external leakage from the cylinder barrel,
gland O-rings and backup ring, and the rod seal.
Σ
• The gland O-rings and backup ring are near-zero
leakage seals. If, after cleaning the gland and tube,
oil accumulates to form a run, the O-rings and
backup ring should be replaced (see Section 5).
• External leakage from the barrel requires replace-
ment of the barrel.
SM 1044
Group 34, Uprights
NOTE
The seals are installed with lubricant and a
trace amount will be in the gland/tube inter-
face area.
4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to
run 3 mm (0.125 in) down the rod, the cylinder must
be overhauled or replaced.
Internal Leakage on Primary Cylinder
To check for internal leakage on the primary cylinder:
1. Lift the upright to maximum height then lower forks
completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the primary stroke and lower forks com-
pletely.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
secondary lift stage then lift to full extension.
4. If the carriage does not lift to full height, the problem
is likely an internal leak and the cylinder should be
overhauled.
5. If the carriage does lift to full height, but you still
suspect an internal leak, repeat the procedure with a
40-70% capacity load.
NOTE
The primary cylinder normally has approxi-
mately 100 ml (3.4 oz) of hydraulic fluid on
the rod side of the piston as a pre-charge.
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
Internal Leakage on Piston-Type Lift and Secondary
Cylinders
To check for internal leakage in Standard lift and TSU
secondary cylinders:
1. Lift the upright to MFH then lower forks completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the lift cylinder stroke and lower forks
completely.
3. Lift the upright to full MFH.
Watch for the lift cylinder to increase lift speed. If you see
an increase in lift speed, one or both of the lift cylinders
have an internal leak and requires overhaul.
Upright Inspection • 34-3-8

If the upright does not increase lifting speed, but you still
suspect an internal leak, repeat the procedure with a
capacity load. If the upright does not extend to full MFH,
the problem is likely an internal leak and the cylinder
should be overhauled.
Lift Cylinder Shimming
The lift cylinders on both standard uprights, Hi-Lo and
TSUs bottom out at the end of the stroke to limit upright
extension. The upright has dual lift cylinders and the cyl-
inders’ extension length must be equal. If not, “racking,”
or side-to-side shifting, results. Rod extension length is
made equal by using shims under the rod end of the cylin-
der. To determine if shimming of the cylinders is required
to prevent racking, perform the following operational
check:
! CAUTION
Make sure truck is parked on level surface
with parking brake applied and wheels
chocked; make sure overhead clearance is
adequate to extend upright to its full height.
1. Center the forks or attachments on the upright.
2. Check for equal chain tension.
3. Raise the upright from the retracted position to full
lift height. Note the point when the lift cylinders
reach the end of their stroke.
• If the upright shifts right or left noticeably, shim-
ming is required.
• Repeat the check three times before adding shims.
NOTE
Offset or unbalanced loads and off-center
attachments can cause the upright to shift
even with proper lift cylinder shimming.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures.
2. Check all hoses and tubes for wear and damage.
SM 1044
Group 34, Uprights
a. Hoses or tubes with scrapes or kinks should be
replaced.
b. Hoses with outer cover wear exposing the rein-
forcement braiding should be replaced.
Upright Drift
Drift tests check cylinder, main valve, and hydraulic cir-
cuit integrity under load pressures. A load is held elevated
for an extended period to determine how much the upright
“drifts” (moves) over a specified time period. A tilt cylin-
der drift test appears in Group 32, Section 2, “Tilt Cylin-
der Checks and Adjustments.”
! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury.
1. Raise upright with the rated capacity and carriage to
its full extension and lower to a point halfway down
from full extension with the upright substantially
vertical.
2. Shut off the truck. Apply the parking brake and
chock the wheels.
3. With a pencil or chalk, make a mark across the rails
on one side of the upright.
Mark upright
rails here
Upright Inspection • 34-3-9
 Group 34, Uprights

Consider rebuilding the cylinders if the first two remedies

! WARNING in this list are not successful. See Section 5 for removal,
Keep clear of load and carriage when making overhaul, and replacement procedures for primary and
any checks or adjustments. Do not use the secondary cylinders.
upright to climb; use an approved platform.
Trunnion Bearings
4. Wait ten minutes and recheck the mark. Measure
and write down the distance the marks on the inner To check the trunnion mounting:
and intermediate rails have drifted from the mark on
1. Check for missing, broken, bent, or loose trunnion
the outer rail.
cap fasteners. Replace any damaged parts.
5. If the rated load drift 50 mm (2 in) or more in the ten
2. Lift the upright 305-610 mm (1-2 ft) and tilt the
minutes, read and follow the procedures presented in
upright fully forward.
“Drift Causes and Remedies.”
3. Check for trunnion bearing or cap wear by inserting a
! CAUTION feeler gauge between the trunnion cap and the axle-
mounting bearing surface.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let.

Drift Causes and Remedies

If drift of 50 mm (2 in) or more is evident under the rated
load, consider the following causes and remedies:
• The main hydraulic valve is misadjusted, worn, or
defective. Fluid is leaking past the valve and caus-
ing the upright cylinders to drift. See Group 30 for
hydraulic valve troubleshooting and service.
• Upright hydraulic circuit hoses or fittings are leak-
ing. Check the circuit components and repair as
necessary.
Trunnion bearing
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston causing drift.
• Primary cylinder or piston-type lift or secondary
cylinders have a check valve that allows oil to flow
back to the rod side of the cylinder. This check Trunnion cap
valve may be clogged or defective. Inspect the
check valve for proper sealing and operation. • The gap should not exceed 0.75 mm (0.03 in).
• If the gap exceeds 0.75 mm (0.03 in) the bearing or
cap may need replacement.

See Section 8, “Upright Removal and Replacement,” for

procedures to remove and replace the trunnion bearing.

SM 1044 Upright Inspection • 34-3-10


Section 4
Carriage and Upright Roller Clearance Checks and Shim
Adjustments
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts and/
or kits are available.
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Kee clear of load and carriage when mak-
ing any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-1
Group 34, Uprights
! WARNING
Use an approved safety platform to reach the
upper areas of the upright. Never use the
upright as a ladder.
Introduction
Standard and Hi-Lo upright assemblies have two lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two internal and external (except 2.0/2.5
ton STD) thrust roller set mounted on the carriage.
External thrust roller set used more than 3.0ton trucks.
The triple-stage upright assemblies have four lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two thrust roller sets (“internal” and
“external”) mounted on the carriage. (see the “Roller Side
Clearance Chart” on next page.)
Each carriage and upright lift roller is nested within its
adjacent rail set. The front “face” of the lift roller handles
front-to-back friction and play between the nesting seg-
ments of the upright assembly, the side “face” of the roller
radius handles side-to-side friction and play. The rollers
 Group 34, Uprights

are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-

Roller Side Clearance Chart

Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.5-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.

SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-2
 Group 34, Uprights

Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
and you will be directed to general and specific informa- span
tion you need.

General Roller Side Clearance Checking Pro- Widest

span
cedure
For each roller set, you need to measure the gap between
the outside face of a roller and its adjacent nesting rail. In
general, the lift roller side clearance check procedure is as Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 N˜m (20 lbf˜ft).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.

4. Measure the gap with a feeler gauge. Make sure

roller is tight against its shoulder. Write down the
result.

Web Areas on Typical Rail Set

5. Repeats steps 2 through 4 for the widest span marked

on the rail set.

Spanner Tool

SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-3
 Group 34, Uprights

6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim- The internal thrust rollers are nearly perpendicular to the
ming. top carriage lift rollers and contact the same flange area as
If the clearance at the narrowest rail set span is more the carriage rollers. The top carriage lift rollers and the
than 1.0 mm (0.04 in), the roller set should be internal thrust rollers should be checked together.
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
the instructions in “Directions for Checking Specific
Rollers” below.

Directions for Checking Specific Rollers

Use these directions to supplement the general procedures
given above. 1. Move the top carriage lift roller to the narrowest span
Carriage Rollers on the inner rails set.
Bottom Carriage Rollers 2. Clamp rail to one side as in general procedures.
Follow the general procedure above. Check clearance of lift roller on clamped side. Locate
Middle Carriage Rollers the clamp between the thrust roller and the bottom
The middle rollers are difficult to access and require the roller of the carriage.
following special procedures.
1. Raise the carriage until the middle rollers are at the
top of the inner rails.
2. Measure roller side clearance at the top of the inner
rails. Note measurement here:
_____________________.
If gap is less than 1.5 mm (0.06 in), shimming is not
required.
If gap is more than 1.5 mm (0.06 in), check clearance
at narrowest span by comparison with the top of the
rail set as follows:
a. With spanner tool, measure span of inner rail set
at top of the front web area. Note measurement
The internal thrust roller should contact the web and
here: _____________________.
cause the lift roller to stand off from the web by .01
b. With spanner tool, measure span of inner rail set
to 1 mm (0.001-0.03 in). If the gap is outside this
at narrowest span of front web area. Note mea-
range, the internal thrust roller must be adjusted as
surement here: _____________________.
explained later in this Section under “Internal Thrust
c. Subtract measurement in step b from measure-
Roller Adjustment.”
ment in step a, Write result here:
b-a= _____________________. 3. Check clearance on lift roller opposite clamped side
If the calculated gap is less than or equal to the as in the general procedures. If clearance is greater
gap measured in step 2, the roller set does not than 1.25 mm (0.05 in), the roller set should be
require shimming. Otherwise, the roller set shimmed.
should be shimmed.
4. Move clamp to opposite side and check clearance on
clamped side as in step 2 directly above. Gap should
be 0.01-1.0 mm (0.001-0.03 in).
5. Move the top carriage lift roller to the widest span on
the inner rail set and check clearance as in general
procedures.

SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-4

Upright Rollers
1. Remove the carriage as described in Section 7 of this
Group.
2. Fully extend the upright making sure carriage hoses
and chains are secured out of the way to prevent
damage.
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Keep clear of load and carriage when
making any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
• Use an approved safety platform to reach
the upper areas of the upright. Never use
the upright as a ladder.
Failure to follow these warnings can result in
serious injury.
3. Follow the “General Roller Side Clearance Checking
Procedure” given earlier in this Section.
The clamping procedure is as illustrated below.
SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-5
Group 34, Uprights
Internal Thrust Roller Adjustment(C20-35)
The internal thrust rollers should be adjusted to extend 0-
0.75 mm (0.03 in) into the top carriage roller side clear-
ance. Carriage roller side clearance should be within toler-
ances before you adjust the thrust rollers.
NOTE
Carriage must be replaced on upright before
adjusting internal thrust rollers. See Section
8 for carriage replacement procedures.
1. Lift the carriage to the top of the inner rail.
2. Loosen the jam nut on the back of the thrust roller
cap screw and then loosen the cap screw. Rotate the
bearing to pivot toward the carriage and away from
the rail.
3. Lower the carriage to a convenient height to do the
adjustment.
4. Clamp the carriage between the top and middle car-
riage roller.
• Use a shim block under the clamp on the outside of
the channel rail.
• Torque on the clamp should not exceed 25 N˜m (20
lbf˜ft).
5. Insert a 0.5 mm (0.02 in) temporary shim between
the top carriage roller and the rail web on the side
opposite the clamp. If a 0.5 mm (0.02 in) shim will
not fit, insert a 0.25 mm (0.01 in) shim.

6. Move the clamp to the shimmed side and clamp the
rollers against the shim and the rail web by position-
ing the clamp between the top and middle carriage
rollers.
7. Cam the thrust roller on the shimmed side against the
rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
8. Insert a 0.5 mm (0.02 in) shim in the opposite roller.
If a 0.5 mm (0.02 in) shim will not fit, insert a 0.25
mm (0.01 in) shim.
9. Loosen the clamp and remove the shim.
10. Reposition the clamp on the opposite side and draw
the roller against the shim and rail web.
11. Cam the thrust roller on this shimmed side toward
the rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
12. Loosen the clamp and remove the shim.
13. Use a crow’s foot to torque the cap screws 70-80
N˜m (51.5-59.2 lbf˜ft).
NOTE
If a crow’s foot is not available, the carriage
can be raised to the top of the inner rail and a
socket used to tighten to the correct torque.
14. Position the carriage to access the jam nut on the
back side of the cap screw and torque to 70-80 N˜m
(51.5-59.2 lbf˜ft).
SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-6
Group 34, Uprights
Oversize Rollers
At the time of roller shimming, you may
want to replace the lift rollers with oversize
rollers to counter rail flange wear as
detected by inspection and the load test.
Because there is only one size of oversize
rollers, you can install them only if they
were not installed previously.
Identify oversize rollers as follows: If a
roller is oversize, it has an indented radius
in the outer edge of its mounting side, as
shown right.
Lift Roller Shimming
You need to shim lift rollers if the roller side clearance
checks indicated that clearance was excessive at either the
narrowest or widest span of the roller set’s adjacent rail
set.
Your objective in shimming is to add only enough shims
to bring the clearances at both the widest and narrowest
spans into tolerances. In practice, you achieve this by
shimming to obtain the smallest possible clearance at the
narrowest span of the rail set.
Carriage Roller Shimming
Using the measurement you recorded in previously in the
“Roller Side Clearance Checks,” determine the number of
shims required to reduce the carriage roller clearance at
the narrowest span on the inner rail to 0-0.75 mm (0-0.03
in):
1. Remove the carriage as described in Section 8, “Fork
and Carriage Removal and Replacement.”
2. Remove the rollers (note the number of shims
already on the roller shafts, if any).
• Clean and inspect roller bearings, shims, and
shafts.
• Replace any defective parts.
 Group 34, Uprights

3. Add shims to the top and bottom rollers as deter-
mined in the previous steps.
• Install shims with the same number on each side.
• When an odd number of shims is required, always
place the odd shim on the same side on all roller
sets.
4. Use a straight bar to determine the number of shims
to add to the middle roller shaft as shown in the fol-
lowing illustration. This shimming may be asymmet-
ric, meaning the numbers of shims do not have to
match those of the top and bottom rollers.
Upright Roller Removal
1. After the carriage has been removed, lower the
upright rails until both of the secondary (final) lift
cylinders are completely collapsed.
2. Jack the truck and block under the frame so that the
bottom of the upright is approximately 254 mm (10
in) off the floor. See “Lifting, Jacking, and Blocking”
in Group SA for safe procedures.
3. Set the parking brake and block the steer wheels.
4. Tilt the upright to as near vertical as possible.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
strap.

5. Reinstall all bearings; torque top roller fasteners to

40-45 N˜m (30-33 lbf˜in).
Carriage internal thrust rollers must be adjusted after the
6. Disconnect the flow control valve manifold from the
carriage is shimmed. Adjust as described previously.
upright bracket.

Upright Roller Shimming

Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
number of shims required to reduce the roller clearances
to 0.75 mm (0.03 in) or less.

! WARNING
Use an approved safety platform. Never use
the upright as a ladder.

! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.

SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-7

7. Disconnect the cylinder guide bolts.
In Hi-Lo upright, disconnect the secondary cylinder
hose.
STD & TSU Hi-Lo
8. Secure the cylinder to prevent its falling and discon-
nect the cylinder rod retaining bolts.
NOTE
For 4-hose adapters, you must disconnect the
hose sheave and bracket. This is not neces-
sary for 2-hose adapters.
9. Move the sheave with the hoses and any other con-
nected components out of the way.
10. Disconnect the rail cylinders by raising the rails to
free the cylinder rod ends from the tie bar. Tilt the
cylinders inward and secure out of the way of the tie
bars.
11. Lower the assembly completely to expose the rollers.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now
exposed for shim adjustment.
SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-8
Group 34, Uprights
Roller Removal, Shimming, and Replacement
To add shims to, or replace the rollers:
1. Use a puller to remove the rollers from the posts. Or,
gently pry the rollers off the posts. Pry at different
points around the bearing to work it off. Do not dam-
age the bearing seals on the backside of the roller.
2. Inspect all roller components when removed:
a. Clean and inspect the rollers, shims, and roller
shafts.
b. Bearings should be in good condition and allow
the roller to spin smoothly with a true rotation.
c. Clean rail sections and add lubricant if necessary.
d. Replace any worn or damaged component.
3. If the clearance check indicated an even number of
shims needed, split the number evenly between the
rollers on either side of the upright.
4. If the clearance check indicated an odd number of
shims needed, keep the odd number to the same side
on all rails of the upright. If three shims are needed,
for example, add one to the rollers on the left side.
Add the other two on the rollers on the right side.
5. Reposition the rollers onto the roller shaft and use a
plastic or hard-rubber mallet to gently tap the roller.
Seat the roller evenly by continuing to tap gently
until it is fully seated and snug against the added
shims.
 Group 34, Uprights

Upright Reassembly 3. Reconnect the cylinder guide bolts. Do not tighten

The following steps detail the procedures for reassem- until inner and/or intermediate rails are in the fully
bling the upright. lowered position. Torque guide bolts nuts to 20-25
N˜m (14.8-18.5 lbf˜ft).
! WARNING
The upright can move unexpectedly:
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
4. Reconnect the cylinder rod retaining bolts. Torque
Failure to follow these warnings can result in rod retaining bolts to 20-25 N˜m (14.8-18.5 lbf˜ft).
serious injury. In Hi-Lo upright, Reconnect the Secondary cylinder
hose.
1. Connect the lifting strap to the inner rail on standard
and Hi-Lo uprights or intermediate rails on triple-
stage uprights and raise the rails just high enough to
clear the lift cylinders. Use a prybar to guide the rails
and allow the rollers to reenter the rail channel.

STD & TSU Hi-Lo

5. Replace the 4-hose sheave and bracket assembly

onto the upright. Torque nuts to 20-25 N˜m (14.8-
18.5lbf˜ft).
6. Reconnect the load lowering flow valve to the
upright bracket. Torque nuts to 20-25 N˜m (14.8-18.5
lbf˜ft).

2. Reposition the rail cylinders and slowly and carefully

lower the rails to seat the rod end into the mounting.

7. Jack up the truck only enough to remove the block-

ing and slowly lower the truck so that its full weight
is on the floor.

SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-9

8. Replace the carriage and forks.
9. Test the upright lift and tilt functions; make sure all
upright components work correctly and smoothly.
Check for overshimming as described in the next
subsection. Repeat the load test to make sure the
upright works correctly under load. When you are
sure all components are operating correctly, perform
the chain adjustment checks in Section 3 before
returning the truck to service.
SM 1044 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-10
Group 34, Uprights
Overshimming
Use these steps to check for overshimming:
1. With the forks removed, lift the upright to maximum
fork height.
2. Slowly lower the upright.
• The carriage should not bind or hang up at any
point along the rails.
• If the carriage binds or hangs up, and the rails are
not clogged with grease or debris, the carriage
requires reshimming. See “Troubleshooting” for
other mis-staging problems.
 Group 34, Uprights

Section 5

Cylinder Removal, Shimming, Overhaul, and Replacement

Cylinder Types Lift Cylinder Shimming Procedure

Standard uprights use two lift cylinders. Hi-Lo and Triple To shim the lift cylinders to correct unequal cylinder
stage uprights use three cylinders, a primary (center- stroke:
mounted) cylinder, and two secondary cylinders. All pri-
1. Fully lower upright until both lift cylinders are col-
mary cylinders used on Hi-Lo and triple-stage uprights
lapsed.
(TSUs) are piston cylinders. The lift and secondary cylin-
ders used on standard, Hi-Lo uprights and TSUs are either 2. Attach a hoisting strap to the tie bar of the inner rail
piston or ram cylinders. or intermediate rail tie bar of TSUs.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.

Upright Upright
Cylinder Type
Type Number
<C20-35>
STD Cush V2371/72 Piston-Type Lift Cylinder
Pneu V2373/74 Piston-Type Lift Cylinder
TSU Cush M2371/72 Piston-Type Secondary Cylinder ! CAUTION
Pneu M2373/74 Piston-Type Secondary Cylinder
Make sure hoisting equipment is of adequate
Hi-Lo Cush H2371 Ram-Type Secondary Cylinder capacity and in good working order.
Pneu H2373 Ram-Type Secondary Cylinder
3. Remove the cylinder rod retaining bolt.
In Hi-Lo Upright, Remove the Cylinder Hose.
! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
STD and TSU Hi-Lo
• Forks lowered completely
• Wheels blocked. 4. Slowly lift the inner (or intermediate) rails off the top
of the cylinder to expose the cylinder rod top.

SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-1

 Group 34, Uprights

4. Remove the pins, draw the chain through the sheave,

! CAUTION and drape the chain over the carriage.
Block rail in up position.

5. Insert shim(s) over rod end of cylinder with the

shorter stroke to compensate for unequal stroke
length.
6. Slowly lower the inner or intermediate rail back onto
the rod ends.
STD & TSU
! WARNING
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.
TSU Hi-Lo
7. Replace cylinder rod retaining bolt to secure rod end
into inner or intermediate rail mounting hole. Torque 5. Remove the snap ring holding the chain sheave (and
the cylinder rod retaining bolts to 20-25 N˜m (14.8- hose bracket, if equipped) on the rod end and move
18.5 lbf˜ft). assembly off top of rod.
8. Repeat the racking test and adjustment until no rack-
ing is evident during upright lift extension.
Snap ring
9. Check all upright functions before returning the truck
to service.

Primary Cylinder Removal and

Replacement (Hi-Lo & TSU)
Remove the primary cylinder for replacement only. Cylin-
der can be overhauled without removing it from the
upright. See “Cylinder Overhaul” for procedures.
1. Make sure the cylinder is completely collapsed and
pressure is released.
2. Disconnect and cap the hydraulic line at the base of
the cylinder. TSU Hi-Lo
To load lowering
flow valve

3. Remove and discard cotter pins from chain anchor

bolt pins on the cylinder.

SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-2

 Group 34, Uprights

6. Disconnect cylinder mounting bolts and cylinder 4. Disconnect and cap the hydraulic line from the base
base mounting bolts. of each cylinder. Remove the mounting bolts from
the manifold block.
Remove Mounting
bolts from manifold.

Discoonect and
cap Iines here.

Use these steps in reverse to replace the cylinder. Check

Group 40 for hydraulic fitting tightening procedures. If
complete cylinder was torque hydraulic line bracket to 40-
45 N˜m (30-33 lbf˜ft).
5. Lower the carriage
6. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
& Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.

Lift and Secondary Cylinder Removal

and Replacement
Only piston-type lift and secondary cylinders must be
removed from the upright for overhaul. The cylinder
gland and rod can be removed for overhaul while leaving
the cylinder tube mounted on the truck.
1. Make sure the cylinders are completely collapsed
and pressure is released.
2. Tilt the upright to as near vertical as possible.
3. Using a hoist and lifting strap of adequate capacities,
lift the carriage to access the hydraulic lines at the
base of the cylinders.
7. Disconnect the cylinder guide bolts.

! CAUTION
Make sure hoisting equipment is of adequate
capacity and in good working order.

SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-3

 Group 34, Uprights

8. Disconnect the cylinder rod retaining bolts. 1. Clean the rod-end and gland thoroughly to prevent
In Hi-Lo upright, Remove the cylinder hoses. contamination from falling into the cylinder during
disassembly.
2. With a blunt punch or chisel, bend the lock ring out
of the locking grooves of the gland.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
Shim
4. Carefully lift the rod out of the cylinder and place in
a clean area.
5. Inspect the tube and tube end for damage and cover
TSU Hi-Lo
the cylinder tube end to prevent contamination.
9. Remove the cylinders by raising the inner rail (and 6. Remove all rings and seals from the piston and the
intermediate rail on the triple stage upright) to free gland.
the cylinder rod ends from the tie bar.
10. Remove any shims and note number and location.
11. Lift the cylinders off the base mount.
Use these steps in reverse to replace the cylinders. Torque
the cylinder rod retaining bolts to 20-25 N˜m (14.8-18.5
lbf˜ft). Torque the cylinder guide bolt nuts to 30-35 N˜m
(22.2-25.6 lbf˜ft). Check Group 40 for hydraulic fitting
tightening procedures.

Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
ondary (TSU) cylinders.
NOTE 7. For piston-type cylinders:
During overhaul, set rod or cylinder on a a. Remove the check valve from the piston for
work bench with adequate support for safe inspection and cleaning by removing the snap
and convenient disassembly. Two sets of 4x4 ring from the piston bore.
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
nicks and scratches from harming the piston
or rod.

Cylinder Disassembly
• To overhaul the primary cylinder, it is not neces- Check Valve. Arrow shows direction of flow
sary to remove the cylinder from the upright.
b. Use a blunt hook to pop the check valve out.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
IMPORTANT
• To overhaul piston-type cylinders, you should
Use extreme care that you do not make nicks
remove the cylinders from the upright as explained
and burrs on the interior surface area of the
in “Cylinder Removal.” The cylinders have seals
cap or cylinder or the piston.
on the piston, and the rods must be removed for
seal replacement.

SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-4


Parts Inspection and Service
1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
replacement of the barrel.
3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
reinstallation.
5. Inspect and clean the check valves.
6. Inspect all seals, including the check valve O-ring.
NOTE
Minute imperfections inside the cylinder bar-
rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
ever, removal of material that produces a
notch, groove, or out-of-roundness may
cause excessive leakage during operation and
a shortened life.
7. Use new parts as necessary. Always use the Packing
Kit listed in the parts manual. New kits include all
the seals, wiper rings, wear rings and O-rings neces-
sary for the particular cylinder.
Cylinder Reassembly
Take care when installing these parts to make sure that no
parts are damaged.
1. Coat all packing, seals and rings in clean, hydraulic
oil (CLARK part number 1800236 qt., 1802155 gal.)
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
cylinder), rod wiper, and O-ring and back-up seals on
the gland.
SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-5
Group 34, Uprights
NOTE
O-rings should be carefully installed to elimi-
nate cuts or twisting.
3. Replace the piston seals:
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of
the rod. Use a ring compressor to compress the
piston seal. This prevents damage to the seal dur-
ing reassembly.
b. Piston-type lift and secondary cylinder require a
cylinder seal, a back-up ring, and a wear ring on
the piston. Install the cylinder seal from the top of
the rod.
4. For protection against corrosion, lubricate spacers
(where used) with petroleum-based hydraulic fluid.
Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
7. Install the lock ring onto the gland. Lubricate cylin-
der threads and screw gland onto cylinder. Be careful
not to damage gland seal. Make sure the gland is
fully seated on the cylinder barrel. Deform the lock
ring into slots in the tube and the gland.
8. Check the assembly by making sure the piston slides
freely in and out of the cylinder.
9. Tighten the gland nut:
• On primary cylinders, tighten the gland nut to 135
N˜m (100 lbf˜ft).
• On lift and secondary cylinders, tighten the gland
nut to 100 N˜m (75 lbf˜ft).
 Group 34, Uprights

This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3

Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder

SM 1044 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-6

 Group 34, Uprights

Section 6

Upright Chain Inspection, Adjustment, and Replacement

SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-1

 Group 34, Uprights

SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-2

 Group 34, Uprights

Chain Configuration-Triple Stage Uprights

SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-3

 Group 34, Uprights

SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-4


Periodic Inspections
Each 50-250 hours of operation (more frequently in
severe or extreme environments), chains should be
inspected and lubricated. Inspection should focus on the
following:
Elongation
When a length of 12.00 inches (305 mm) of new chain has
elongated to a length of 12.360 inches (315 mm), it should
be discarded and replaced. It is important to measure the
chain in the section that moves over the sheaves because it
receives the most frequent articulation. Measuring the
chain near its clevis terminals could give an erroneous
reading as it would not have flexed as frequently, if
indeed at all, as nearer the middle of the assembly.
Chains should be replaced when wear exceeds 3% or
when 12 inches (305 mm) of chain is stretched 3/8 inch
(10 mm).
Edge Wear
Check the chain for wear on the link plate edges caused by
running back and forth over the sheave. The maximum
reduction of material should not exceed 5%. This can be
compared to a normal link plate height by measuring a
portion of chain that does not run over the sheave. Dis-
torted or battered plates on leaf chain can cause tight
joints and prevent flexing.
Worn contours and worn surfaces on the outside links or
pin heads should not exceed 5% of new link height.
Turning or Protruding Pins
Highly loaded chain operating with inadequate lubrication
can generate abnormal frictional forces between pin and
link plates. In extreme instances, the torque could surpass
the press fit force between the pins and the outside plates,
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-5
Group 34, Uprights
resulting in pin rotation. When chain is allowed to operate
in this condition, a pin, or series of pins, can begin to twist
out of a chain resulting in failure. The pin head rivets
should be examined to determine if the "VEE" flats are
still in correct alignment. Chain with rotated/displaced
heads or abnormal pin protrusion should be replaced
immediately. Do not attempt to repair the chain by weld-
ing or driving the pin(s) back into the chain. Once the
press fit integrity between outside plates and pins has been
altered, it cannot be restored. Any wear pattern on the pin
heads or the sides of the link plates indicates misalign-
ment in the system. This condition damages the chain and
increases frictional loading, and should be corrected.
Turned pins and abnormal pin protrusion.
Cracked Plates
The chains should periodically be inspected very care-
fully, front and back as well as side to side, for any evi-
dence of cracked plates. If any one crack is discovered,
the chain(s) should be replaced. It is important, however,
to determine the causes of the crack before installing new
chain so the condition does not repeat itself.
• Fatigue Cracking - Fatigue cracks are a result of
repeated cyclic loading beyond the chain's endur-
ance limit. The magnitude of the load and fre-
quency of its occurrence are factors which
determine when fatigue failure will occur. The
loading can be continuous or intermittent (impulse
load).
Fatigue cracks generally run from the pin hole toward the
edge of the link plate approximately 90o from the line of
pull.
Fatigue cracks almost always start at the link plate
pin hole (point of highest stress) and are perpendic-
ular to the chain pitch line. They are often micro-
scopic in their early stage. Unlike a pure tensile

failure, there is no noticeable yielding (stretch) of
the material.
• Stress - Corrosion Cracking - The outside link
plates, which are heavily press fitted to the pins,
are particularly susceptible to stress corrosion
cracking. Like fatigue cracks, these initiate at the
point of highest stress (pin hole) but tend to extend
in an arc-like path between the holes in the pin
plate.
Arc-like cracks in plates are a sign of stress corrosion.
More than one crack can often appear on a link
plate. In addition to rusting, this condition can be
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit
pin. No cyclic motion is required, and the plates
can crack during idle periods. The reactions of
many chemical agents (such as battery acid fumes)
with hardened steel can liberate hydrogen which
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance
to stress corrosion cracks.
If a plated chain is required, consult Clark. Plated
chains are assembled from modified, individually
plated components which may reduce the chain
rating.
• Corrosion Fatigue - Corrosion fatigue cracks are
very similar (in many cases identical) to normal
fatigue cracks in appearance. They generally begin
at the pin hole and move perpendicular (90q) to the
chain pitch line.
Corrosion fatigue is not the same as stress corro-
sion. Corrosion fatigue is the combined action of
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion).
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-6
Group 34, Uprights
Ultimate Strength Failure
This type of failure is caused by overloads far in excess of
the design load.
Broken plate caused by overload.
Tight Joints
All joints in leaf chain should flex freely. Tight joints
resist flexure and increase internal friction, thus increas-
ing chain tension required to lift a given load. Increased
tension accelerates wear and fatigue problems.
If lubrication does not loosen a tight joint, the chain may
have corrosion and rust problems or bent pins and must
be replaced.
See Section 3 for detailed chain stretch, length, and ten-
sions checks.
Chain Length Adjustments
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Keep clear of load and carriage when mak-
ing any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails by
hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.

Standard Upright Chain Length Adjustment
To adjust chain length on the standard upright use the fol-
lowing illustration and procedures:
Adjust chain
length here
To carriage
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to
C20-35 : 100-200 N˜m (74-148 lbf˜ft).
• Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) inner
rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage about 1 m (3.2 ft) and measure the
distance from where the center of the bottom car-
riage roller stopped to the bottom edge of the
inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-7
Group 34, Uprights
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot
be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Triple-Stage and Hi-Lo Upright Chain Length
Adjustments
Triple-stage uprights use two chain sets; one set for car-
riage lift and one set for rail lift. Adjustment anchors for
the lift cylinder stage are located at the back of the outer
rail. Adjustment anchors for the primary lift stage are
behind the primary cylinder. Carriage chain anchors are
not intended for adjustment.
Hi-Lo Uprights use one chain set for carriage lift.
For TSU inner rail lift chains, chain length must be
adjusted if the difference between the bottom of the inner
rail and the outer rail is greater than 10 mm (0.40 in).
For the TSUand Hi-Lo primary cylinders lift chain, the
chain length must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(0.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within 20 mm (.80 in) of the bottom edge of the
inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.

To adjust the cylinder lift chains on a TSU use the follow-
ing illustration and procedures:
Adjust chain
length here
To inner rail
1. Set the upright in the vertical position.
2. Break the jam nuts loose on the chain anchors.
3. Adjust the chain anchor adjustment nuts until the
bottom of the inner rail is within 2.5 mm (0.10 in) of
the bottom of the outer rail.
To adjust the primary cylinder lift chain on TSU and Hi-
Lo use the following illustration and procedures:
Adjust chain
To carriage
length here
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to
C20-35 : 100-200 N˜m (74-148 lbf˜ft).
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-8
Group 34, Uprights
• Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage again about 1 m (3.2 ft) and mea-
sure the distance from where the center of the
bottom carriage roller stopped to the bottom edge
of the inner rail. Distance should not be less than
20 mm (0.80 in) or chain length adjustment is
required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot
be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Chain Lubrication
Like all bearing surfaces, the precision-manufactured,
hardened-steel, joint-wearing surfaces of leaf chain
require a film of oil between all mating parts to prevent
accelerated wear.
Maintaining a lubricant film on all chain surfaces will:
• Minimize joint wear.
• Improve corrosion resistance.
• Reduce the possibility of pin turning.
• Minimize tight joints.

• Promote smooth, quiet chain action.
• Lower chain tension by reducing internal friction
in the chain system.
Laboratory wear tests show #40 oil to have greater ability
to prevent wear than #10 oil. Generally, the heaviest
(highest viscosity) oil that will penetrate the joint is best.
Whatever method is used, the oil must penetrate the chain
joint to prevent wear. Applying oil to external surfaces
will prevent rust, but oil must flow into the live bearing
surfaces for maximum wear life.
To prepare the chain for oiling, the leaf chain plates
should be brushed with a stiff brush or wire brush to clear
the space between the plates so that oil may penetrate the
live bearing area.
Oil may be applied with a narrow paint brush or directly
poured on. Chain should be well flooded to be sure the oil
penetrates the joint.
In locations difficult to reach, it may be necessary to use a
good quality oil under pressure such as an aerosol can or
pump pressure spray.
Chain Removal and Replacement
! WARNING
The procedures for removing and replacing
chain sets involve hoisting and blocking com-
ponents.
• Do not walk or stand under raised forks.
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury. See “Lifting, Jacking, and
Blocking” for safe blocking procedures.
General Guidelines
• Chain Movement - Make sure that the chain oper-
ating path is clear and that the chain articulates
freely through its full range of operation.
• Lubrication - Assure that the chain is well lubri-
cated with the heaviest oil that will penetrate the
void between the link plate apertures and the pins.
• Paint - Make sure the chain does not get painted
over at any time.
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-9
Group 34, Uprights
• Protection - Where necessary, as a protection from
atmosphere or sliding wear, the chain may be cov-
ered with a layer of grease. It should be noted,
however, that the grease will have to be removed at
a later date for chain inspection and relubrication.
• Chain Mountings - Double check to be sure all
chain fastening devices are secured and all adjust-
ments have been made to assure uniform loading
of multiple chain applications. Check chain
anchors and pins for wear, breakage, and misalign-
ment. Damaged anchors and pins should be
replaced.
• Sheaves - Sheaves with badly worn flanges and
outside diameter should be replaced. This wear
may be due to chain misalignment or frozen bear-
ings.
Lift Chains (Standard and TSUs)
To remove and replace the lift cylinder and/or carriage
chain set on standard and triple-stage uprights (TSU):
1. Attach a hoist strap on the carriage of the standard
upright or inner rail of the TSU.
2. Lift the carriage or inner rail slightly to create slack
in the chains. Block the carriage or inner rail up for
safety.
3. Remove the chain anchor pins on the outer rail and
pull the chains off of the sheaves on the inner or
intermediate rails.
4. Remove the chain anchor pins from the carriage on
the standard upright or the inner rail on the TSU. On
the TSU, the inner rails must be lowered to the floor
to access the chain anchor pins.
Lift Chain Removal from Carriage (standard upright)

Triple-Stage Upright Lift Chain Removal from Inner Rail
NOTE
If a hose adapter assembly is used, the chain
sheaves must be loosened and removed to
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins.
5. Use the steps in reverse order to replace the lift chain
set.
Primary Cylinder/Carriage Chains (TSU and
Hi-Lo)
1. Tilt the upright forward, lower it, and completely
collapse the primary cylinder to create slack in the
chains. The carriage may also be lifted and blocked
in position and the primary cylinder completely col-
lapsed to create slack in the chains.
2. Remove the chain anchor pins from the back of the
primary cylinder. Pull the chains through the chain
sheave and lay over the carriage load backrest.
SM 1044 Upright Chain Inspection, Adjustment, and Replacement • 34-6-10
Group 34, Uprights
3. Remove the chain anchor pins from the back of the
carriage.
4. Use these steps in reverse to replace the primary cyl-
inder/carriage chain.
Perform the chain length adjustment and chain tension
check before returning the truck to service.
Other Chain Service Notes
• Use lengths of factory assembled chain. Do not
build lengths from individual components.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
The entire chain may be compromised and should
be discarded.
• Never electroplate assembled leaf chain or its com-
ponents. Plating will result in failure from hydro-
gen embrittlement. Plated chains are assembled
from modified, individually plated components.
• Welding should not be performed on any chain or
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.
 Group 34, Uprights

Section 7

Fork and Carriage Removal and Replacement

3. Lift tip of each fork and put a 100 x 100 mm (4 x 4

! CAUTION in) block under the fork arm near the heel.
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur- ! CAUTION
face, such as a concrete floor with no gaps Forks weight 50-71 kg (110-156 lbs) each.
or breaks. Take care when lifting.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Fork Removal
NOTE Blocking the Fork
Forks do not need to be removed to remove
the carriage. 4. Push down on tips of the forks to disengage the fork
hooks from the carriage fork bar.
1. Release the fork latches. 5. Lift fork heel and remove block.

! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

6. Back the truck away from the forks.

Latch Operation
2. Move each fork to the notch on the bottom of the Fork Replacement
lower carriage cross bar.
1. Carefully drive truck up close to forks.

! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

2. Drag forks into position close to carriage and to line

up with the notche on the lower carriage cross bar.
3. Lift fork heel and place block under arm near the
heel.

SM 1044 Fork and Carriage Removal and Replacement • 34-7-1

 Group 34, Uprights

4. Lift tips of forks to engage the fork hooks on the primary cylinder (on Hi-Lo & TSUs). When
upper carriage fork bar. pulling on the chains to lower the primary
cylinder (on Hi-Lo & TSUs), the ignition
5. Remove blocks from under fork.
must be off.
6. Check fork latches when repositioning forks to upper
4. Once the carriage is fully lowered, clamp the front of
carriage fork notches.
one fork to the pallet to prevent the carriage from
falling over backwards when removed.
Carriage Removal
The carriage should be removed for shimming or when
any service procedure is performed on the upright.

! WARNING
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components.
• Do not walk or stand under raised forks.
• Keep clear of load and carriage when mak-
ing any check or adjustment.
• Keep your arms and fingers away from
moving parts of the upright.
5. For carriage auxiliary components, the hose sheave
• Do not reach through open areas of the bracket must be unbolted from the primary cylinder
upright. chain sheave bracket. Move the hose bracket off the
• Always use a prybar to move the upright or chain bracket.
carriage.
Failure to follow these warnings can result in
serious injury.
1. Set upright tilt to 0 degrees (vertical). Raise the car-
riage about 12 in (305 mm).
2. Place a heavy pallet under the forks. Turn the key
off.
3. Lower the carriage onto the pallet and keep lowering
(until the primary cylinder is all the way down on
TSUs and Hi-Lo). Before proceeding with the next
step read the following warning.

! WARNING 6. Disconnect the carriage chains at the base of the car-

riage. Pull chains back off primary cylinder sheave.
You may need to pull on the hoses/cables and
chains while lowering the primary cylinder
to get it all the way down. This is done to cre-
ate slack in hoses/cables and chains and to
displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
lines for auxiliary components.

You may need a helper to hold the control

handle in the lowering position while you pull
on the carriage chains to fully collapse the

SM 1044 Fork and Carriage Removal and Replacement • 34-7-2


7. For carriage auxiliary components, disconnect hoses
(2- or 4-hose assemblies) from carriage. Remove the
bolts and strap fixture also.
Remove hose fittings here
• Cap all lines to prevent leaks.
• Label all lines and fittings for correct reassembly.
8. Elevate the primary cylinder to its maximum height.
Be sure all hoses and loose parts are secured out of
the way to prevent damage.
9. Continue elevating the upright until the inner rail
clears the carriage.
10. Remove steer wheel blocks. Release the parking
brake and slowly back the truck away from the car-
riage.
11. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
SM 1044
Group 34, Uprights
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
2. Move the truck up to the carriage assembly with the
inner rail centered on the carriage.
3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
rail is centered over the carriage rollers.
! WARNING
Never attempt to move or align the carriage
or bearings by hand. Use a pry bar.
6. Lower the upright until the inner rail clears all of the
carriage rollers.
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.
Fork and Carriage Removal and Replacement • 34-7-3
 Group 34, Uprights

7. When the inner rail has cleared the carriage rollers, • Use two wrenches to tighten hose fittings to pre-
continue to lower the upright until the lift cylinders vent hoses from twisting.
are lowered completely. • See Group 40 for hydraulic fitting tightening pro-
8. Reset the truck in a safe position: cedures.
• Ignition off 11. Adjust carriage height according to Section 6 and
• Parking brake applied chain tension according to Section 3.
• Directional lever in neutral 12. Remove the “C” clamp from the pallet and check the
• Forks completely lowered operation of the carriage and the upright. Carefully
check for oil leaks. Make sure the carriage and
• Block steer wheels.
upright work smoothly and correctly before returning
9. Reinstall the carriage lift chains to the base of the the truck to service.
carriage.

• Set anchor bolts so that no twist develops in the

chains.
• Anchor pin heads must be pointing to the inside of
the upright.
• Use new cotter pins.

IMPORTANT
Always use new anchor pins when replacing
chain sets.

10. Reconnect the hoses and mounting strap to the car-

riage auxiliary component if the carriage is so
equipped.

Remove hose fittings here

• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.

SM 1044 Fork and Carriage Removal and Replacement • 34-7-4

 Group 34, Uprights

Section 8

Upright Removal and Replacement

This Section describes how to remove the entire upright

assembly from the truck. The carriage and forks must be
removed from the upright assembly before the upright is
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power-
ing the auxiliary component must be removed before the
carriage is removed.) See Section 7, “Fork and Carriage
Removal and Replacement,” for procedures to remove the
carriage and fork assembly from the upright.
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Outer rail set

Load-lowering flow valve and

two-hose hardware mounting
bracket

Trunnion mount

Transaxle

Trunnion cap Tilt cylinder mount

bearing

Keeper

Typical Upright Installation

SM 1044 Upright Removal and Replacement • 34-8-1

 Group 34, Uprights

Upright Removal 2. Disconnect and cap hydraulic line at the load-lower-

ing flow valve. Secure the hose out of the way of the
The following procedures are for uprights with carriage upright.
and forks, or auxiliary components removed. See Section
7, “Fork and Carriage Removal and Replacement,” for
instructions on removing the forks and carriage.

! WARNING
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep clear of the assembly as it is
being hoisted and set down. Keep hands and
feet away from the assembly. Use prybars to
move the assembly into position for reattach-
ment.

1. Attach a hoist and strap of adequate capacity to the

upright as shown below. Tension the hoist so that the NOTE
upright cannot fall when upright mounting pins and For two-hose adapter assemblies, the
tilt cylinder pins are removed. hydraulic lines to the upright must also be
disconnected and capped.

SM 1044 Upright Removal and Replacement • 34-8-2

 Group 34, Uprights

3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.

Cushion tire and

Pneumatic tire trucks
with bolt down.

4. Remove trunnion ring bolts and lift upright off

frame. See illustration on page 1.
! WARNING
Use prybars to move the assembly into posi-
5. Slowly set upright down on the floor, 100 x 100 mm
tion for reattachment.
(4 x 4 in) blocking, or sturdy pallets set end-to-end.
2. Secure mounting bearing to inner, load-bearing half
of the trunnion mounting using double-sided tape.
Install trunnion ring mounting bolts and use Loctite
271 (Clark part number 1802302). Torque to C20-35
: 75 N˜m (55 lbf˜ft).

SM 1044 Upright Removal and Replacement • 34-8-3

 Group 34, Uprights

3. Install rod end pins, lock plates, and fasteners. NOTE

Tighten lock plate fasteners to a torque of 121-136 Reconnect two-hose adapter assembly
lbf˜in (19.3-21.5 N˜m). hydraulic lines to the upright-mounted
bracket.

Cushion tire and

Pneumatic tire trucks
with bolt down.

4. Attach hydraulic lines to the upright flow control

valve:
5. Remove the lift chain between the upright and hoist.
6. Completely check all upright and hydraulic compo-
nents under load before returning the truck to service.
7. See Section 7, “Fork and Carriage Removal and
Replacement,” for steps to replace the carriage and
fork assembly.

• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines.
• See Group 40 for hydraulic fitting tightening pro-
cedures.

SM 1044 Upright Removal and Replacement • 34-8-4

 GROUP 38

GROUP 38

COUNTERWEIGHT AND CHASSIS

Counterweight Specifications and

Description ............................................ Section 1

Counterweight Removal and

Replacement ......................................... Section 2

Overhead Guard/Operator’s Cell Removal

and Replacement .................................. Section 3

Floorboard, Cowls, and Seat Deck

Removal and Replacement .................. Section 4

Operator’s Seat Removal and

Replacement ......................................... Section 5

SM 1044 Group 38, Counterweight and Chassis

 Group 38, Counterweight and Chassis

Section 1

Counterweight Specifications and Description

Specifications Description
Counterweight weights : The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
* Cushion Truck * Pneumatic Truck placed on the upright at the front of the truck. The weight
must be great enough to counteract forward tipping when
C20C: 1048 Kg (2292 lbs) C20: 880 Kg (1940 lbs) lifting or stopping with a capacity load. The weight of the
C25C: 1430 Kg (3152 lbs) C25: 1220 Kg (2690 lbs) counterweight is determined by the lifting capacity of the
C30C: 1790 Kg (3946 lbs) C30: 1560 Kg (3439 lbs) truck.

C32C: 1920 Kg (4232 lbs) C35: 1900 Kg (4189 lbs)
Fastener Torques
Counterweight Mounting Bolt :
440-490 N˜m (325-361 lbf˜ft)
LPG Tank Support Assembly Bracket Mounting Bolt :
340-380 N˜m (250-280 lbf˜ft)
General Maintenance
The counterweight must be maintained in good condition
and securely attached to the lift truck. Because of its
heavy weight and bulky mass, the counterweight must be
carefully supported and handled. When removed from the
truck, store at floor level in a stable position to be sure it
will not fall or tip, causing damage or injury.
The counterweight is cast with mounting niches molded
in. The niches fit the truck frame mounting and allow the
counterweight to “hang” on the truck frame bracket.
Large, hard steel bolts hold the counterweight to the frame
and prevent the counterweight from being dismounted
accidentally.
! WARNING
The counterweight is extremely heavy. Do
not remove the counterweight unless you
have training and are familiar with the cor-
rect procedures. Counterweights can fall if
not handled correctly and can cause severe
injury or death. Keep your hands, feet, and
body clear of the counterweight at all times.
Hoisting equipment must be capable of han-
dling the weight of the counterweight when
removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.

SM 996 Counterweight Specifications and Description • 38-1-1

 Group 38, Counterweight and Chassis

Section 2

Counterweight Removal and Replacement

! LPG Tank Removal

CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
Remove the LPG tank from the counterweight if servicing
a LPG-fuel truck. The tank must be removed to install the
lifting eyebolts on the counterweight. Remove the two
bolts mounting the tank support assembly bracket to the
counterweight.

2. Put upright in vertical position and fully

lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
! WARNING
Observe proper, safe lifting practices when
lifting counterweight onto or off truck.
Counterweight should only be lifted by
appropriately-sized eye bolts installed
through both top lifting holes.
Use only overhead lifting equipment having a
safe lifting capacity in excess of that of the
counterweight.
Counterweight Removal
1. Install eye bolts into the counterweight. Eyebolts
must be able to lift C20-35 : 1006-2020 kg (2217-
4453 lb) depending on truck model (see illustration
next page).
2. Using an overhead hoist with sufficient lifting capac-
ity, chain the eyebolts to the hoist ; slowly hoist
chains until slack is removed.
3. Remove the tow bar and the counterweight anchor
bolt(s).
4. Slowly lift the counterweight from the truck frame.

LPG tank

Torque to 340~380N.M
250~280ft-lb

Tank support
assembly bracket

LPG Tank Removal

SM 1044 Counterweight Removal and Replacement • 38-2-1

 Group 38, Counterweight and Chassis
! WARNING
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.
5. Slowly lower the counterweight onto a sturdy pallet.
Set the counterweight on its flat side if possible. If
set on its curved side, use chocks to prevent the
counterweight from shifting or rolling.
Counterweight Replacement
1. Bring counterweight vertically near the rear of the
truck and positioned so that it is within 25-50 mm (1-
2 in) of the frame.
2. Move the counterweight forward and lower it, mak-
ing sure that the support hooks on the frame engage
with the counterweight.
! WARNING
During mounting, always use prybars for
location adjustments. Do not place any part
of your body between the counterweight and
truck.
Counterweight Installation. A standard cushion-tire truck counterweight and frame is shown. Removal and replace-
ment of pneumatic-tire models is the same.
SM 1044
3. Make sure that the bolt holes in the counterweight
align properly with the mating holes in the frame.
4. Inspect the counterweight mounting bolts to make
sure they are in good condition before re-installing.
Use only CLARK replacement parts. Torque the
mounting bolts to 440-490 N˜m (325-361 lbf˜ft).
5. Remove the hoist and eyebolts.
IMPORTANT
Never allow a truck to be put into service
without the counterweight mounting bolt(s)
in place. Check the bolt(s) and torque regu-
larly.
LPG Tank Replacement
Remount the LPG tank support assembly bracket. Torque
the bracket mounting bolt nuts to 340-380 N˜m (250-280
lbf˜ft).
Anchor bolts
Towbar and pin
Counterweight Removal and Replacement • 38-2-2
 Group 38, Counterweight and Chassis

Section 3

Overhead Guard/Operator’s Cell

Removal and Replacement

! Operator’s Cell Removal and

CAUTION
SAFE PARKING. Before working on truck:
Replacement

1. Park truck on a hard, level, and solid Removal

surface, such as a concrete floor with no
gaps or breaks. 1. Tilt the steering column fully forward.

2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
2. Raise the seat deck.
3. Lift out the operator’s compartment floor plate.
4. Remove the operator’s seat deck; see Section 4.
5. Disconnect and label all wiring for cell-mounted
lights or other electrical devices.
6. Disconnect air induction tube from cell leg.

Overhead Guard Removal and

Replacement
Overhead guard
leg

Overhead guard

Operator's cell

Air Induction
Tube

7. Loosen and remove the four mounting nuts securing

the bolts and cell to the truck chassis as shown in the
illustration on page 2.
8. Use an overhead hoist to lift the cell from the truck
chassis.

SM 1044 Overhead Guard/Operator’s Cell Removal and Replacement • 38-3-1

 Group 38, Counterweight and Chassis

Replacement 4. Reconnect all wiring for cell-mounted lights or other

electrical devices according to the labels made dur-
1. Set cell into place on the truck chassis using an over- ing removal.
head hoist.
5. Replace the operators seat deck ; see Section 4.
2. Replace the four mounting bolts and nuts.
6. Replace the operator’s compartment floor plate and
3. Reconnect the air induction tubing to the cell leg. readjust, if necessary, using the procedures in Sec-
tion 4.

Mounting bolt

Remove this nut

only to remove
cell.

SM 1044 Overhead Guard/Operator’s Cell Removal and Replacement • 38-3-2

 Group 38, Counterweight and Chassis

Section 4

Floorboard, Cowls, and Seat Deck

Removal and Replacement

SM 1044 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-1
 Group 38, Counterweight and Chassis

NOTE
! CAUTION Make sure the accelerator pedal has a full
SAFE PARKING. Before working on truck: stroke and does not bind.

1. Park truck on a hard, level, and solid 8. Once centered, torque the retention screws into the
surface, such as a concrete floor with no pins to 8-10 N˜m (5.9-7.3 lbf˜ft).
gaps or breaks.
9. Lower and latch seat deck.
2. Put upright in vertical position and fully
lower the forks or attachment.
Cowl Removal and Replacement
3. Put all controls in neutral. Turn key
switch OFF and remove key. 1. Remove the right, center, and left cowl covers as
shown in the following illustration.
4. Apply the parking brake and block the
wheels.

Floor Plate Removal and Replacement

1. Tilt the steering column fully forward.
2. Raise the seat deck.
3. Lift out the operator’s compartment floor plate. Rub-
ber mat lifts out with floor plate.

Floorplate

2. To replace the cowl covers top lip of the right and

left cowl covers must be inserted under the dash prior
to fastening covers into position.
3. Disconnect electrical devices and hydraulic hose.
4. Loosen and remove the two mounting nut securing
the bolts and cowl to the chassis as shown in the
illustration.

4. To replace the floorplate, position the floor plate so

that the retention pins mate with holes in the opera-
tor’s cell side plates.
5. Snug the retention screws to the pins but allow
movement of the parts in the floor plate slot.
6. Orient and place pins into mating holes in cell sides.
Allow the floor plate to rest on the cell sides.
7. Adjust floor plate to center by moving the pins in the
slots.

SM 1044 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-2
 Group 38, Counterweight and Chassis

Radiator Cover Removal and 5. Remove the wire circle cotter and washers from the
seat deck prop plate.
Replacement
Remove and replace the radiator cover as in the following
illustration.
Radiator cover Seat deck
bracket
Hand screw Hinge
bracket

6. Unbolt the seat deck bracket from the hinge bracket

from left and right sides.

! CAUTION
Support the seat deck in position when
removing bracket nuts to prevent falling and
Operator’s Seat Deck Removal and possible injury.
Replacement

Removal
1. Tilt the steering column fully forward. Seat deck
bracket
2. Raise the seat deck. Hinge
bracket
3. Lift out the operator’s compartment floor plate.

! CAUTION
Seat deck is not supported when gas springs
and prop plate are removed. Support the seat
deck in position when disconnecting to pre-
vent falling and possible injury.

4. Unclip the upper gas spring connections. Clip sepa- 7. Remove the seat deck.
rates allowing gas spring to be pulled off post.
Replacement
Post To replace the operator’s seat deck :
1. Set the seat deck in place.
Clip

Pry clip
! CAUTION
gently Support the seat deck in position when
replacing to prevent falling and possible
injury.

SM 1044 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-3
 Group 38, Counterweight and Chassis

2. Line up the seat deck bracket and the hinge bracket 5. Check the alignment of the seat deck to make sure it
and replace the lockwashers and nuts. Hand tighten latches correctly.
nuts. • Adjust seat deck to center on overhead guard cell
frame.
• Check for an even gap along the bottom edge.
• Torque the lock nuts to 40-45 N˜m (30-33 lbf˜ft).
Do not overtorque.
Seat deck 6. Check hood release latch to make sure it is catching
bracket
on C20-35 : seat-deck-mounted striker. Loosen and
Hinge
bracket adjust deck striker as necessary.

Desk striker
3. Reset the seat deck prop plate and replace the wire
circle cotter. Hook release latch

Seat deck
bracket
Hinge 7. Lift and lower the seat deck several times to make
bracket
sure the latch is catching and that the seat deck is bal-
anced before returning the truck to service.

4. Replace the two gas springs by clipping back onto

seat deck posts.

Gas spring

SM 1044 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-4
 Group 38, Counterweight and Chassis

Section 5

Operator’s Seat
Removal and Replacement
! Seat Removal
CAUTION
SAFE PARKING. Before working on truck : 1. Tilt steering column fully forward and raise the seat
deck.
1. Park truck on a hard, level, and solid 2. Remove the four nuts (with washers) securing the
surface, such as a concrete floor with no seat rails to the seat deck.
gaps or breaks.
2. Put upright in vertical position and fully ! CAUTION
lower the forks or attachment. Make sure to support seat on deck so it does
3. Put all controls in neutral. Turn key not fall when bolts are removed. Seat may be
switch OFF and remove key. damaged or injury can result.

4. Apply the parking brake and block the

wheels.

Remove nuts and

washers here

SM 1044 Operator’s Seat Removal and Replacement • 38-5-1

 Group 38, Counterweight and Chassis

Seat Replacement
1. Set and hold the seat in position on the raised seat
deck.
2. Replace the four bolts securing the seat rails to the
seat deck and torque to 23-25 N˜m (210-230 in˜lb).
3. Check seat for correct, smooth adjustment when slid-
ing forward or back. Make sure the seat locks in
place on the rails when adjusted for different posi-
tions.

SM 1044 Operator’s Seat Removal and Replacement • 38-5-2

 GROUP 40

GROUP 40

SPECIFICATIONS

Nameplates and Decals ............................ Section 1

General Specifications .............................. Section 2

Hydraulic Fitting Tightening

Procedures ............................................ Section 3

SM 1044 Group 40, Specifications

 Group 40, Specifications

Section 1

Nameplates and Decals

Nameplates and Decals the weight of the load must be considered when oper-
ating on elevators, elevated floors, etc. to be sure
This Section shows the nameplate (data and capacity they are safe.
plate) and decals required to be on all operating CLARK
industrial trucks. The nameplate lists the data on the truck 5. Capacity rating, load center, and lifting height data
- type and serial number - and the capacities of the truck. — Shows the maximum load capacity of this truck
Decals depict or explain the hazards the operator must with relation to load centers and fork heights (see
avoid when operating the truck. The nameplate and decals diagram on plate). Personal injury and damage to the
are placed in specific locations on the truck and are truck can occur if these capacities are exceeded. Do
intended to warn others working around the truck of its not exceed the maximum capacity specified.
hazards as well. These nameplates and decals MUST BE
IN PLACE on all trucks. ! CAUTION
If any decals or the nameplate are missing from the truck, When attachments are added or if the truck
check with your local CLARK dealer for replacements. is modified, the capacity of the truck may be
affected. Contact your authorized CLARK
IMPORTANT dealer for a new nameplate showing the
Do not allow a lift truck with damaged or revised capacity.
missing decals or data plates to be placed in
service. Replace them immediately. They
contain important information as described
on the following pages. The location of all 1 2
3
decals is also shown on the following pages.
5
The truck data and capacity plate provides essential infor-
mation about the truck. This information is important for
both operators and service personnel. Operators can see
what the truck’s capacities and load ratings are. Service
personnel must identify the truck model, type, and serial 4
number when ordering parts. Refer to example data plate
illustration for callout numbers.
1. Truck model number or registered name. Truck Data and Capacity Plate
2. Truck serial number — An identification number
assigned to this particular truck and should be used
when requesting information or ordering service
parts for this truck from your authorized CLARK
dealer. The serial number is also stamped on the
frame.
3. Attachment description (if any installed) — The user
must see that the truck is marked to identify the
attachment(s), including the weight of the truck/
attachment combination and truck capacity with the
attachment.
4. Truck weight — The approximate weight of the
truck without a load on the forks. This weight plus

SM 1044 Nameplates and Decals • 40-1-1

 Group 40, Specifications

Operator Safety Warning Plate General Safety Decal

The Operator Safety Warning Plate describes basic, safe The General Safety Decal
operating procedures that should be used when operating depicts important points
WARNING
the truck. about truck operation and
Read the
warns operators about truck manual

safety hazards. The General

WARNING Safety Decal is meant as a
reminder for operators and is Buckle up!

BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized. review the points daily as
• Read and understand operator's
manual. they conduct a visual inspec- Apply brake
• Not operate a faulty lift truck. tion and prepare the truck for when leaving
truck
• Not repair lift truck unless trained and authorized. work.
• Have the overhead guard and load backrest
extension in place. Watch Out
For Other
People
DURING OPERATION, lift truck operator must:
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions.
Most lift truck
• Travel with lift mechanism as low as possible. INJURIES
and tilted back. are to other
people near
the lift truck.
TO PARK lift truck, operator must:
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!

Clark Material Handling Co. Sit Down Rider 2798233

AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate

vent them from making an error that could • unstable or

high loads
damage the truck or possibly cause personal • low tire
pressure
injury. Safety and warning decals should be
• poorly
replaced immediately if missing or defaced maintained
lift truck
(damaged or illegible). • fast or
sharp turns

In Case of
Tip-Over:
Don't
jump

Hold on
tight

Brace feet

Lean
away

2798235

SM 1044 Nameplates and Decals • 40-1-2


Seat Belt/Tip-Over Warning Decal
This decal is located on the seat deck, to the left of the
operator. It’s purpose is to remind the operator that stay-
ing in the seat provides the best chance of avoiding injury
in the event of a truck-tipping mishap.
Lift trucks can be tipped over if operated improperly.
Experience with lift truck accidents has shown that the
driver cannot react quickly enough to jump clear of the
truck and overhead guard as the truck tips. To protect
operators from severe injury or death in the event of a tip-
over, make sure this decal is in place to remind them to
always use their seatbelts.
Hand Safety Warning Decal
This safety decal is placed on the upright to warn of the
danger of injury from movement between rails, chains,
sheaves, fork carriage, and other parts of the upright
assembly. Operators and others should never climb on or
reach into the upright. Personal injury will result if any
part of someone’s body is put between moving parts of the
upright.
SM 1044
Group 40, Specifications
Keep Away from Forks Decal
This safety decal is placed on the upright to warn of the
danger of injury from forks when they are in the raised
position. Operators and others should never ride on or
stand under forks or attachments. The forks can fall and
cause injury or death.
2372604
Fan Warning Decal
The fan warning decal reminds operators and service per-
sonnel not to touch or work around a spinning radiator
cooling fan. The decal is placed on the radiator fan
shroud.
IMPORTANT
The Engine Coolant Fan, on all internal com-
bustion engines, can cause extensive injury
and bodily harm. Keep hands, arms and
clothing away from a spinning fan. Also,
don’t stand in line with a spinning fan.
Nameplates and Decals • 40-1-3
 Group 40, Specifications

Nameplate, Decal Locations The Hand Safety Warning Decal is located on the outer
rail upper tie bar.
The following illustrations show decal locations for the
nameplate and safety decal required on all CLARK
industrial lift trucks.
The Data Plate is located on the seat deck to the
right(Pneumatic), left(cushion) of the operator seat.

The Operator’s Safety and Warning Plate is located on the The Keep Away from Forks decal is placed on both sides
seat deck to the left of the operator seat. of the upright on the outer rail just above the tilt cylinder
yoke mount.

The General Safety Decal is located on the operator’s cell

leg as shown.

The Fan Warning decal is placed on the cooling fan

shroud as shown.

SM 1044 Nameplates and Decals • 40-1-4

 Group 40, Specifications

Section 2

General Specifications

SM 1044 General Specifications • 40-2-1

 Group 40, Specifications

Weights and Performance Specifications

Capacities
For standard trucks.
At 600mm At 500 mm At 24 in
Models Load Center Load Center Load Center
C20/C20C 1810kg 2000kg 4000 lbs
C25/C25C 2270kg 2500kg 5000 lbs
C30/C30C 2720kg 3000kg 6000 lbs
C32C 2950kg 3200kg 6500 lbs
C35 3175kg 3500 kg 7000 lbs

Note : Rated capacity applies when using standard upright.

Truck Weights and Axle Weights

Weights for standard trucks with standard upright.
Loaded Vehile Empty Vehile Loaded Drive Empty Drive Empty Steer
Weight Weight Axle Weight Axle Weight Axle Weight
(kg/lbs) (kg/lbs) (kg/lbs) (kg/lbs) (kg/lbs)

Cushion tire
C20 C 5713/12595 3713/8186 5067/11171 1729/3272 1984/4374
C25 C 7304/16103 4084/9004 5788/12760 1617/3031 2467/5439
C30 C 7512/16561 4512/9947 6534/14405 1531/2844 2981/6572
C32 C 7873/17357 4673/10302 6854/15110 1507/2795 3166/6980

Pneumatic tire
C20 5319/11726 3319/7317 4833/10655 1647/3631 1672/3686
C25 6163/13587 3663/8076 5554/12244 1573/3468 2090/4608
C30 7096/15644 4096/9030 6348/13995 1653/3644 2443/5386
C35 8034/17712 4534/9996 6877/15161 1663/3666 2871/6329

Note : Refer to the truck data plate for exact service and axle weights.

Maximum Gradeability
At stall in forward with standard upright on surface of 0.6 friction coefficient.
Without load (%) With load (%)
Cushion tire
C20C 22.1 50.9
C25C 18.8 42.6
C30C 16.1 37.4
C32C 14.8 34.2

Pneumatic tire
C20 24.2 45.7
C25 21.0 38.8
C30 21.6 29.5
C35 17.1 24.2

SM 1044 General Specifications • 40-2-2

 Group 40, Specifications

Parking Brake Test

Flow Setting Clockwise Turns
For standard trucks. L/min (gpm) of Adjustment Screw
The brake must be capable of holding the truck with a full <Auxiliary>
rated-capacity load on a 15% grade. 8 2.1 0.4
9.5 2.5 0.45
15.1 4.0 0.7
20.8 5.5 1.5
Group 30, Hydraulic Valve/Lift Circuit
26.5 7.0 2.5
Specifications 38 10 3.25
Rated Flow :
C20-35 : Lift spool (spool #1) : 76 LPM (20 GPM) Group 32, Tilt Cylinders Specifications
Tilt spool (spool #2) : 38 LPM (10 GPM)
Auxiliary spool (spool #3) : 38 LPM Tilt cylinder type : double-acting with shims.
(10 GPM).
Maximum operating pressure : 22070 kPa (3200 psi)
Integral Pressure Compensated Flow Control Settings :
Tilt Flow Control Adjustments : (Based on Standard upright)
C20-35 : Tilt spool (spool #2) : 15.5 LPM (4.1 GPM)
Auxiliary spool (spool #3) : 11 LPM factory setting is C20-35 : 17.4 LPM (4.6 GPM)
(2.9 GPM). clockwise Turns
Maximum Pressure Drop at Rated Flow : Tilt flow of Adjustment
Inlet to outlet(C20-35) : 689 kPa (100 psi) Upright Usage LPM(GPM) Screw
<C20-35>
Lift spool (spool #1) :
- Inlet to cylinder port : 689 kPa (100 psi) MFH 6370-7315 TSU 9.8(2.6) 0.50
- Cylinder port to outlet : 550 kPa (80 psi) MFH 4165-5170 STD 14.4(3.8) 0.75
3860-6100 TSU
Tilt spool (spool #2) : MFH 2120-3860 STD 17.4(4.6) 1
- Inlet to cylinder port : 689 kPa (100 psi)
- Cylinder port to outlet : 550 kPa (80 psi)
Auxiliary spools (spools #3 and #4) : Group 34, Upright Specifications
- Inlet to cylinder port : 345 kPa (50 psi)
- Cylinder port to outlet : 207 kPa (30 psi). Upright Weight(Mast weight without carriage ) :
C20-35: Approximately 500 kg (1100 lb) to approxi-
Auxiliary Component Flow Control Adjustments : mately 1150 kg (2540 lb) without carriage.
Flow Setting Clockwise Turns Carriage Weight : approximatelly 103 kg (227 lb)
L/min (gpm) of Adjustment Screw
<Tilt> Fork Weight : approximatelly 50kg (110) 42
9 2.3 0.8
IMPORTANT
13 3.4 2.2
15 4 2.6 Before hoisting, the weights of upright, car-
7.6 2.0 0.50 riage, and forks must be combined to deter-
9.5 2.5 0.75 mine what lifting capacity is required of the
15.1 4.0 1.00 hoisting equipment.
20.8 5.5 1.50
26.5 7.0 1.75 Capacities and Lift Heights : Upright, carriage, and fork
38 10.0 2.50 capacity and upright lift heights are listed on the truck’s
45.4 12.0 3.00 data plate.
56.8 15.0 4.25 Lubricants :
20.8 5.5 1.5 All Purpose Grease (CLARK specification MS-9)
26.5 7.0 2.5 Innerslide Lubricant (CLARK part #886396)
38 10 3.25 Chain and Cable Lube (CLARK part #886399)

SM 1044 General Specifications • 40-2-3

 Group 40, Specifications

Group 38, Counterweight and Chassis

Specifications
Counterweight weights.

* Cushion Truck * Pneumatic Truck

C20C: 1048 Kg (2292 lbs) C20: 880 Kg (1940 lbs)
C25C: 1430 Kg (3152 lbs) C25: 1220 Kg (2690 lbs)
C30C: 1790 Kg (3946 lbs) C30: 1560 Kg (3439 lbs)
C32C: 1920 Kg (4232 lbs) C35: 1900 Kg (4189 lbs)

Drift, Lift and Tilt Cylinders

For standard truck.
Upright Fork Downdrift : Should not exceed 100 mm (4
in) in a 10-minute period.
Tilt Cylinder Drift : Should not exceed 5 in a 10-minute
period.
Determined by marking and measuring carriage descent
and upright forward tilt from raised, non-tilted position
with hydraulic fluid at operating temperature ; and a
capacity load held evenly distributed on lift forks. (If a
pallet is used, load should not extend beyond pallet ; load
should be stacked to provide maximum stability.) Fork
completely engaging load and adjusted as wide as possi-
ble to provide even distribution of weight.

SM 1044 General Specifications • 40-2-4

 Group 40, Specifications

Lift Speeds, Upright

For the standard two-stage upright, with standard hydraulic transaxle.
Note : Hydraulic fluid should be at operating temperature when testing these specifications.

Lift Speed Lowering Speed

Gas & LPG m/s (ft/min) m/s (ft/min)
Loaded 0.55 (108) 0.47 (93)
C20, C20C
Empty 0.58 (114) 0.43 (85)
Loaded 0.54 (106) 0.47 (93)
C25, C25C
Empty 0.58 (114) 0.43 (85)
Loaded 0.53 (104) 0.47 (93)
C30, C30C
Empty 0.58 (114) 0.43 (85)
Loaded 0.52 (102) 0.47 (93)
C32C
Empty 0.58 (114) 0.43 (85)
Loaded 0.52 (102) 0.47 (93)
C35
Empty 0.58 (114) 0.43 (85)

Critical Fastener Torque Specifications

Tightening Torque. Dry
Nm lbfft

Engine Mounting Bolts 60-65 44-48

Transaxle to Engine Bolts 40-45 30-33
Torque Converter to Drive Plate Bolts 20-25 14.8-18.5
Drive Axle to Frame Mounting Bolts 450-500 331-368
Drive Wheel Lug Nuts 300-370 225-275
Steer Axle Mounting Bolts (C20-35) 240-270 177-199
(C20-32C) 167-196 123-145
Steer Wheel Lug Nuts (C20-35) 225-250 165-185
(C20-32C) 29.3-33.8 21-25
Steering Handwheel Retaining Nut 80-90 59-66
Tilt Cylinder Yoke Clamp Bolts 170-190 125-140
Tilt Cylinder Pin Retainer Bolts 40-45 30-33
Counterweight Mounting Bolts (Bottom) 441-490 325-361
Overhead Guard Mounting Bolts
(C20-35) 70-80 51-59
(C20-32C) 85-93 62-68
Upright Trunnion Mounting Bolts 75-80 55-59

SM 1044 General Specifications • 40-2-5

 Group 40, Specifications

Group 06, Standard Transaxle Specifications
General Specifications
<C20-35>
Model : CLARK TA30 Transaxle.
No. Ratios : 1-speed, forward and reverse.
Transaxle Ratio Forward : 15.78
Group 13, Instrument Pod & Electrical Sys-
tem Specifications
Indicator lights : LEDs integral with circuit board.
Buzzer : Integral with circuit board.
Fuel gauge : LED.
Engine Coolant Temperature Gauge : :LED.

Transaxle Ratio Reverse : 16.06 Hour Meter : Digital, with running indicator. Integral to
circuit board.
Ring & Pinion Gear Type : Spiral Bevel.
Pinout Locations : See Group 13, “Electrical System,” for
Ring & Pinion Backlash : 0.20-0.28 mm (0.008-0.011 in). schematic.
Differential Type : 2-pinion.
Differential bearing preload : 0.075mm (0.003 in) deflec- Voltage and Ground
tion of each carrier ear.
System Voltage : 12 volt.
Service Brake Size : 310 × 60 mm (12.2×2 in).
System Ground : Negative.
Torque Converter Size : 310 mm (12.2 in)/280mm(11in).
Torque Converter Stall Ratio : 3.9/3.3
Alternator
Hydraulic Pump Drive ratio : 1.029 × engine rpm.
Type : 12 volt.
Dry Weight : 390 kg (858 lb).
Oil Capacity : 18.5 L (19.5 qt). Battery
Transaxle Fluid : CLARK # 2776236. Gas/LPG Engine :
<FORD 2.5>
Pressure Specifications*
Type : 12 volt, 45AH (20HR)
Charge Pump Flow : 37.8 L/min (10 gpm) @ 1800 rpm.
Cold Crank Current : 410 amps at 0 °F (-18 °C)
Regulator Valve Pressure : 1310-1690 kPa (190-245 psi)
@ 1800 rpm. Reserve Capacity : 71 minutes at 80 °F (27 °C).

Clutch Pressure (Forward/Reverse) : 1240 kPa (180 psi)

@ idle rpm. Starter
Cooler Return Pressure : 345-862 kPa (50-125 psi) @ Gas/LPG Engine :
1800 rpm. <FORD 2.5>
NOTE Voltage : 12 volts Output : 1.4 kW.
1. All rpm’s noted are engine speed.
2. All clutch pressures are engine idle speed
with clutch engaged.
3. Oil at operating temperature (82-93°C)
180-200 °F.

SM 1044 General Specifications • 40-2-6

 Group 40, Specifications

Group 01, Cooling System Specifications

Radiator Type : Crossflow radiator with coolant recovery
system.

System Pressure (Radiator cap) : 83-109 kPa (12-16 psi).

Thermostat (Gas/LPG)
: open (cracking) at 82°C ± 1.5° (180°F ± 2.7°) fully open
95°C (203°F)

Coolant Mixture : 50% water and 50% low-silicate,

ethylene glycol, permanent-type antifreeze with rust
and corrosion inhibitors.

Cooling System Coolant Capacity :

Cushion-tire truck with 4-row radiator capacity is
C20-32C : 10.5L (11.0 qt )
Pneumatic-tire truck with 4-row radiator capacity is
C20-35 : 8.5L (9 qt)

Fan Type : Pusher type

Fan Drive Belt : V-type belt

Water Pump Type : Centrifugal

Hose Clamp Sizes (Gas/LPG)

: 47 mm (1.8 in) @ radiator end
: 44 mm (1.7 in) @ engine (water pump or thermostat)
end

Group 03, Intake and Exhaust Systems Speci-

fications
Air Cleaner Type : Canister style with replaceable paper
element and air-restriction indicator.

SM 1044 General Specifications • 40-2-7

 Group 40, Specifications

Group Specifications

Group 00(L), FORD 2.5 LPG Engine mm); Pressure Closed 100-110 Ibs @ 1.61” (444-490 N
@ 40.89 mm); Open 208-222 Ibs @ 1.22” (925-987 N @
Specifications
30.99 mm); Installed Height 1.65” (41.91 mm) Valve Lift
Intake and Exhaust 0.443” (11.2522 mm)
General Specifications
Valve Spring Damper Not Used
Displacement: 2.5L (152 in3)
Cylinders: 4
Air Intake System
Fuel Delivery: Sequential Multiport Fuel Injection
Engine block: Aluminum Minimum Intake Air Flow Rate: 4.11 m3/min (145 CFM)
Cylinder head: Aluminum, with Valve Seat Inserts Maximum Allowable w/Clean Element:
10” w.c (254 mm w.c.)
Bore/Stroke: 3.50/3.93” (89.0/100.0mm)
Intake Restriction: w/Dirty Element: 20” w.c. (508 mm)
Firing Order: 1-3-4-2
Rotation: Clockwise (as viewed from front/fan side)
Compression Ratio: 9.7:1 Exhaust
Weight (Including Flex Plate: 310 lbs (140.8 Kg) Back Pressure: 2.5 PSI (18.7 kPa);
Idle RPM: ~750 RPMs Minimum Allowable Exhaust Pipe Size: 1 ½” (38 mm)
Max RPM: 2550 (Governed) Exhaust Manifold: Cast iron w/heat shield.
Max Torque: 135 ft.lbs. (183 Nm) @1800 RPMs
Power: 65 HP (48.5 kW) Crankcase Ventilation
Ford Engine Part Number: DG-338-AA (engine com- Foul Air System w/PCV, closed type
plete) DS7E-6006-BA (Long Block)

Cooling System
Ignition System Specifications
Thermostat Temperature: 180°F (82°C)
Coil on plug
Max Coolant Temperature @ Top Tank of Radiator:
Spark Plug Gap: 0.049-0.053” (1.25-1.35mm). 210°F (98°C) @ 2600 RPM
Base Timing: LPG: 0° BTDC at idle Maximum Restriction At Pump Inlet: 1.5 PSI (10 kPa)
Cooling Water Capacity (block only): 4.0 qts (3.8 L)
Valve Specifications
Valves/Cylinder: 4 Lubrication System
Valve Lifter/Lash Adjuster: Oil Pressure (Min Hot): 4 psi (28 kPa) @ 700 RPM.
Direct Acting Mechanical Buckets or Tappets. Hot @ 2,000 RPM 29-29 psi (200-268 kPa).
Tappet to valve clearance, Oil Temperature: Upper Limit: 266°F (130°C)
Intake 0.003-0.012 in (0.075-0.310 mm)
Crankcase Capacity: Standard Pan:
Tappet to valve clearance, 5.4 qts (5.1 L) w/Oil Filter: 5.7 qts (5.4 L)
Exhaust 0.005-0.016 in (0.125-0.42 mm)
Engine Oil Specification: API SG/SH, SAE 5W-20.
Lash Face Angle Intake and Exhaust: 45° Seat Angle
Oil Filter Location: Right rear on engine
Intake and Exhaust: 46°
Seat Runout Intake and Exhaust: 0.002” (0.0508 mm)
Maximum Seat Width Intake: 0.050 -0.070” (1.270 -1.778
mm); Exhaust: 0.060-0.080” (1.524-2.032 mm)
Maximum Valve Spring Free Length” 2.06” (52.324

SM 1044 General Specifications • 40-2-8

 Group 40, Specifications

◎ LPG Fuel System Group 22, Wheels and Tires Specifications

Steer Tire Types : Pneumatic Rubber/Cushion Rubber,
Specifications non-marking, and urethane.
LPG Tank Drive Tire Type : Pneumatic Rubber/Cushion Rubber,
Capacity : 15 or 20 kg(33.5 or 43.5 lb). non-marking, and urethane.

Working Pressure : 138-1654 kPa (20-240 psi).

Pneumatic Truck Wheel and Tires
Safety Relief Valve : Opens when pressure exceeds 2756
kPa (400 psi). Tire Sizes and Ratings
Shut-off Valve : Manual with maximum withdrawal Drive Tires :
valve. C20/25 Single : 7.00×12-14 ply rating
Maximum Withdrawal Valve : Closes when flow rate Dual : 7.00×12-14 ply rating
exceeds 5.7 Lpm (1.5 gpm). C30 Single : 28×9×15-14ply rating
Fuel Gauge Type : Float level. Dual : 7.00×12-14 14ply rating
C35 Single : 250×15-20ply rating
Low Fuel Light : Instrument pod light comes on at 275
Dual : 28×9×15-14ply rating
kPa (40 psi).
Steer Tires :
Fuel
C20/25 6.00×9-10 ply rating
HD-5 Propane. C30 6.50×10-12 ply rating
C35 6.50×10-14 ply rating

Tire Pressures

Drive Tires :
C20/25 Single : 1000 kPa (145 psi)
Dual : 1000 kPa (145 psi)
C30 Single : 1000 kPa (145 psi)
Dual : 1000 kPa (145 psi)
C35 Single : 1000 kPa (145 psi)
Dual : 1000 kpa(145 psi)

Steer Tires :
C20/25/30 880 kPa (128 psi)
C35 1000 kpa(145 psi)

Cushion Truck Wheel and Tires

Drive Tires Steer Tires
C20/25C 21×7×15 16×5×10.5
C30C 21×8×15 16×6×10.5
C32C 21×9×15 16×6×10.5

SM 1044 General Specifications • 40-2-9


Group 23 brake/Inching System
Specifications (Standard Transaxle)
Service Brake
Type : Drum and shoe. Master cylinder.
Self-adjusting.
Fluid : Brake Fluid (SAE dot 3) by reservoir.
Brake System Residual Pressure :
C20-35 : 49-127 kPa (7.1-8.4psi)
Shoe-to-Drum Gap :
C20-35 : 0.10-0.35 mm (0.004-0.014 in).
Shoe Lining Thickness(C20-35) : 1.0 mm ( 0.039 in) min.
Drum Thickness : C20-35 : 20.6 mm (0.787 inch).
Maximum Rebore Diameter : C20-35 : 312 mm (12.3 in).
Pedal Freeplay : 4~6mm (0.16~0.24 in).
Star Wheel Adjustment Gap :
C20-35 : 0.5-0.6 mm (0.020-0.023 in).
Parking Brake
Type : Ratchet linked to service brake shoe at each wheel.
Holding Test : Rated load on 15% grade.
Inching (also see transaxle specs)
Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transaxle.
Pedal Freeplay : None.
Overlap Adjustment : 1.5-4.5 mm (0.06-0.18 in).
Group 25, Steering Column and Gear
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Steering System Relief Pressure Setting :
C20-35 : 8620-9300 kPa (1250-1350 psi)
Nominal Flow Rating : 23 L/min (6 gal/min)
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum
SM 1044
Group 40, Specifications
Group 26, Steer Axle Specifications
Cushion-Tire Truck
Steering System Relief Pressure Setting :
C20-32C: 8620-9300 kPa (1250-1350 psi).
Steer Cylinder Type : Double-acting, piston-type.
Turning Arc :
C20-32C : 83 max. inside turning angle
C20-32C : 60 max. outside turning angle.
Pneumatic-Tire Truck
Steering System Relief Pressure Setting :
8620-9300 kPa (1250-1350 psi).
Steer Cylinder Type : Double-acting, piston-type.
Turning Arc : 75 max. inside turning angle
20-35 : 54 max. outsideturning angle
The number of handwheel turns required for lock-to-lock
turning differs between the cushion and pneumatic-style
axles.
Group 29, Hydraulic Sump, Filters, and Pump
Specifications
Hydraulic Pump Type : Transaxle-driven, gear-type with
integral load sensing priority flow valve and pressure
relief valve ; pump is connected to, and works in conjunc-
tion with the transaxle charging pump.
Sump Type and Capacity : Tank is built into truck frame
with capacity of 37L (9.8 gallones) for C20-32C, 40L
(10.6 gallones) for C20-25 and 44L(11.6 gallones) for
C30-35.
Hydraulic Fluid Type : CLARK Hydraulic Fluid specifi-
cation MS-68.
Tank top Return Filter Type : Disposable, glass micro-
fiber element.
Suction Screen : 100 mesh stainless steel screen.
Dirty Filter Element cracking pressure :1.05 kg/cm².
General Specifications • 40-2-10
 Group 40, Specifications

Drawbar Pull
with load(kg) without load(kg)
Cushion tire
C20 C 2580 847
C25 C 2574 782
C30 C 2568 778
C32 C 2540 715

Pneumatic tire
C20 2227 806
C25 2244 762
C30 2040 941
C35 1889 800

Travel Speeds
with load(km/h) without load(km/h)
Cushion tire
C20 C 14.1 15.1
C25 C 14.6 15.0
C30 C 14.4 14.9
C32 C 14.5 14.9

Pneumatic tire
C20 17.9 19.1
C25 17.5 19.0
C30 18.9 20.1
C35 19.9 20.6

Turning Radius (outside)

mm in
Cushion tire
C20 C 1975 77.8
C25 C 2035 80.1
C30 C 2090 82.3
C32 C 2130 83.9

Pneumatic tire
C20 2245 88.4
C25 2300 90.6
C30 2405 94.7
C35 2480 97.6

SM 1044 General Specifications • 40-2-11

 Group 40, Specifications

Section 3

Hydraulic Fitting Tightening Procedure

1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.

SM 1044 Hydraulic Fitting Tightening Procedure • 40-3-1

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which is selected by the top logistics magazine
(Modern Materials Handling) in the US.
#1 The best value #1 The most reasonable price
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