Lift Trucks: June 2007 Technical Communicator (TC) Webcast Presentation

MCFA Document # 000046-07C
®
Lift
Trucks
TITLE: June 2007 Technical Communicator (TC) Webcast Presentation
SUBJECT: This is a copy of the webcast presentation from the June 20, 2007 meeting.
ISSUE: N/A.
CAUSE: N/A.
The information provided on this web site is considered to be confidential information and is intended to assist you in resolving product issues. In addition, the information
on this web site is not to be considered as an authorization for any financial claim against MCFA.
Always follow all Safety, Warning, Caution and Precaution information that is provided in the appropriate Service Manual and Operation and Maintenance Manual(s).
RESOLUTION
Items in the presentation with a solution are already installed in the HEAT Plus Knowledge (HPK)
database. Refer to those documents for the most up to date information on that topic. This
presentation material will not be updated.
Technical Communicator Teleconference
June 20, 2007
Webcast Agenda
Presenter’s Model (s) Number Title
Name
Improved Inching Lever Service Parts for the C3000 - C6500
C3000 - C6500 and C30001 - C65001 and and C30001 - C65001 and FGC15N - FGC33N and
Lynn Fite FGC15N - FGC33N and FGC15N1 - FGC33N1 FGC15N1 - FGC33N1 Trucks
No Start Condition on K21 and K25 LPG and Dual Fuel
Engines Equipped with the 2007 EPA Compliant Fuel System
P30001 - P70001 and C30001 - C65001 and used on FG15N1 - FG35N1 and FGC15N1 - FGC33N1
Lynn Fite FG15N1 - FG35N1 and FGC15N1 - FGC33N1 Trucks
K21 and K25 Engine Damage/Failure due to Shrink Wrap
Lynn Fite K21 and K25 Entering into the Crankcase
Torque Converter Stall Speeds for Trucks with K21, K25,
Lynn Fite K21, K25, S4S, and S4Q2 Engines S4S, and S4Q2 Engines
P4000-D - P7000-D and P40001-D - P70001-D and White Exhaust Smoke from the S4S Diesel Engine used in
Lynn Fite FD20N - FD35N and FD20N1 - FD35N1 P4000-D - P7000-D and P40001-D - P70001-D Trucks
Misfiring, Backfiring, or Non Functioning Cylinders on Trucks
Equipped with the 2007 GM 4.3L EPA Compliant Engines
Henry Glover GM 4.3L
Diagnostic Trouble Code (DTC) 2122 or 2123 on the 2007
GM 4.3L EPA Compliant Engine used in GC35K2 - GC70K2
Henry Glover GC35K2 - GC70K2 and FGC35K2 - FGC70K2 and FGC35K2 - FGC70K2 Truck
Diagnostic Trouble Code (DTC) 336 on 2007 GM 4.3L EPA
Compliant Engines used in GC35K2 - GC70K2 Trucks
Henry Glover GC35K2 - GC70K2 Trucks FGC35K2 - FGC70K2 FGC35K2 - FGC70K2 Trucks
Diagnostic Trouble Code (DTC) 1161 on the 2007 GM 4.3L
EPA Compliant Engine used in GC35K2 - GC70K2 Trucks
Henry Glover GC35K2 - GC70K2 Trucks FGC35K2 - FGC70K2 FGC35K2 - FGC70K2 Trucks
Rear Engine Oil Leak on S6S Diesel Engines used in DP40K -
Henry Glover DP40K - DP70K and FD40K - FD70K DP70K Trucks FD40K - FD70K Trucks
AC Motor Sensor Bearing Reader for E3000 - E6500, ET3000
E3000 - E6500, ET3000 - ET4000, ES3000 - - ET4000, ES3000 - ES5500 and FBC15N - FBC30LN,
ES5500 and FBC15N - FBC30LN, FB16NT - FB16NT - FBC20NT, and FBC15NS - FBC20NS Trucks
Bill Fussell FBC20NT, and FBC15NS - FBC20NS
Inverter Terminal Torque, Hardware and Cables used on
E3000 - E6500 and ET3000 - ET4000 and FBC15N E3000 - E6500 and ET3000 - ET4000 and FBC15N -
Bill Fussell - FBC30LN and FB16NT - FB20NT FBC30LN and FB16NT - FB20NT Trucks
Frame Crack at the Hydraulic Control Valve Mount Plate on
Bill Fussell E3000 - E6500 and FBC15N - FBC30LN E3000 - E6500 and FBC15N - FBC30LN Trucks
Snap To Connect (STC) Steer Gear Quick Disconnects now
used on E7000 - E12000 and FBC35N - FBC55N Trucks
Bill Fussell E7000 - E12000 and FBC35N - FBC55N
1 of 2
Technical Communicator Teleconference
June 20, 2007
Webcast Agenda
Presenter’s Model (s) Number Title
Name
No Travel or Hydraulic Functions with No Error Codes
WP4500, WR6000 & WR8000 and PMW23N, Displayed on WP4500, WR6000 & WR8000 and PMW23N,
Peter Kruliczek PMWR30N & PMWR40N Walkies PMWR30N & PMWR40N Walkies
NR3000-NR4500 and ND2500- ND3000 and Carriage Drifting Complaint on NR3000-NR4500 and ND2500-
ESR15N-ESR23N and EDR13HN-EDR15HN AC ND3000 and ESR15N-ESR23N and EDR13HN-EDR15HN
Peter Kruliczek Reach Trucks AC Reach Trucks
Error Message 22 when Installing the Walkie Service
Software on a Laptop for use on WP4500, WP6000,
WP4500, WP6000, WR6000, WR8000, SS3000 WR6000, WR8000, SS3000 and SS3500 and PMW23N,
and SS3500 and PMW23N, PMW30N, PMWR30N, PMW30N, PMWR30N, PMWR40N, PMWT15N and
Peter Kruliczek PMWR40N, PMWT15N and PMWT18N Trucks PMWT18N Trucks
New Battery Display Indicator (BDI) with Hour Meter (CANDIS
WP4500, WP6000, WR6000 & WR8000 and III) for the WP4500, WP6000, WR6000 & WR8000 and
PMW23N, PMW30N, PMWR30N & PMWR40N PMW23N, PMW30N, PMWR30N & PMWR40N Walkies
Peter Kruliczek Walkies
Potentiometers for NRR, NRDR and NSR Reach, NOR Order
Peter Kruliczek NRR, NRDR and NSR Reach, NOR Order Picker anPicker and ECKS Trucks
USB PC/Laptop Interface and Dcat Service Software for
NRR, NRDR and NSR Reach Trucks and the NOR
Peter Kruliczek NRR, NRDR and NSR Reach Trucks and the NOR Orderpickers
2 of 2
2007 Technical Communicator
Teleconference (via webex)
INTRODUCTION
Introduction
• Continuous Improvement Project – Integral Sideshifter

– Looking for verified rod seal leaks within warranty period
– Call the Contact Center or create a HEAT ticket
• HSS Login Change effective July 1st

– You will need to add a “T” after your username to access
technical information
• No more TC Teleconference Notes

– The information with solutions are now active HPK articles
– Use the search feature to locate the information
Teleconference
Lynn Fite
Small IC Products
Improved Inching Lever Service Parts for the
C3000 - C6500 and C30001 - C65001 Trucks
FGC15N - FGC33N and FGC15N1 - FGC33N1 Trucks
Models:
C3000 - CC4000, C30001 - CC40001 Serial Number Prefix = AT81F
C4000 - C5000, C40001 - C50001 Serial Number Prefix = AT90
C5500 - C6500, C55001 - C65001 Serial Number Prefix = AT83F
FGC15N - FGC20CN, FGC15N1 - FGC20CN1 S/N Prefix = AF81F
FGC20N - FGC25N, FGC20N1 - FGC25N1 S/N Prefix = AF82F
FGC20N-HO - FGC25N-HO, FGC20N1-HO - FGC25N1-HO S/N = AF90
FGC28N - FGC33N, FGC28N1 - FGC33N1 S/N Prefix = AF83F
Problem:
The inability to easily lubricate the inching lever assembly can create future transmission issues. Not enough
lubrication can allow the inching lever to bind and thus allow the inching circuit to remain partially open. If a
binding condition occurs, this may create low clutch pressure to the clutch packs. Slipping of the fiber discs
and steel mating plates will cause severe overheating and premature wear on these components.
Cause / Discussion:
Installed to the inching lever shaft are (2) qty. O-rings. The shaft assembly is greased and then inserted thru
the lever pivot bracket. During actuation of the inching spool, the lever rotates around the shaft assembly.
Inadequate or a lack of lubrication can cause the O-rings to become dry. When the lever rotates it causes a
grinding effect on the O-rings. The O-rings create a dust that contaminates the remaining grease.
Solution:
The transmission manufacturer has redesigned the lever mounting bracket and lever shaft. The O-rings and
grooves have been eliminated from the lever shaft. The internal diameter of the mounting bracket has been
increased to allow installation of (2) qty. bushings. The bushings do not require periodic greasing as is
required in the previous design. This design change went into production in late May 2007.
Part Numbers:
Shaft Assembly, Inching 93A28 - 12100 (1)
Bracket Assembly, Inching 93A28 - 12400 (1)
Bushing, Shaft, Inching 93A28 - 08100 (2)
Notes:
Reinstall the lever assembly to the transmission control valve. Reinstall the (2) qty. mounting bolts. Tighten
to 15.2 to 15.6 N.m [ 11.2 to 11.5 Ft./Lbs. ] while manually actuating the inching spool in and then releasing
it. There should be no binding of the spool. Grease the lever pin and groove at the engagement point on the
inching spool. DO NOT GREASE THE SHAFT BUSHINGS.
1
C3000 - C6500 and C30001 - C65001 Trucks
FGC15N - FGC33N and FGC15N1 - FGC33N1 Trucks
2
C3000 - C6500 and C30001 - C65001 Trucks
FGC15N - FGC33N and FGC15N1 - FGC33N1
Trucks
No Start Condition on K21 and K25 LPG and Dual Fuel
Engines Equipped with the 2007 EPA Compliant Fuel
System used on
P30001 - P70001 and C30001 - C65001 Trucks
FG15N1 - FG35N1 and FGC15N1 - FGC33N1 Trucks
Models:
P30001 - P70001 and C30001 - C65001
FG15N1 - FG35N1 and FGC15N1 - FGC33N1
Problem:
The 2007 K21 or K25 LPG or dual fuel engine will not start. With the ignition key 'ON', the meter panel
does not display a directional change when the directional lever is moved. The Diagnozer / Up-Time
software does not show the transmission solenoids activating or deactivating when the directional lever
is moved to the desired position.
Cause / Discussion:
The ECM (Engine Control Module) has experienced an internal component failure.
Solution:
Install a new ECM for a 2007 EPA Compliant K21 or K25 engine. A root cause for the ECM failure has
not yet been determined.
1
K21 and K25 Engine Damage/Failure due to Shrink Wrap
Entering into the Crankcase
Models:
K21 and K25 Engines
Problem:
The K21 or K25 engine is making a knocking noise or will not start. The engine also has little or no oil
pressure.
Cause / Discussion:
Shrink wrap entered the engine oil pan via the crankshaft front or rear seal and plugged the
oil pump strainer. Shrink wrap will stretch and wind its way into the engine oil pan without damaging
the front or rear crankshaft seals or the crankshaft itself. removal of the oil pan will show the oil pump
galley and screen are plugged with the melted/hardened shrink wrap.
Solution:
Remove the engine oil pan. Remove the shrink wrap from the oil pump screen and oil galley's. Inspect
the crankshaft bearings for damage and repair the engine accordingly.
Install an under belly kit to help prevent a similar failure. The installation of the under belly kit is no
guarantee that shrink wrap will not get into the engine. Improving the housekeeping practices in the
application is the best solution to prevent a future failure. Refer to the 2007 Technical Communicator
Notes (AEBZ-0005) as a guide for ordering and installing the appropriate kit.
This type of engine failure is application/customer related. This is not considered as a defect in
material or workmanship and is therefore not considered as a warrantable defect.
1
Torque Converter Stall Speeds for Trucks with K21, K25,
S4S, and S4Q2 Engines
Models:
K21, K25, S4S, and S4Q2 Engines
Problem:
Torque converter stall speeds for K21, K25, S4S, and S4Q2 equipped lift trucks.
Cause / Discussion:
N/A.
Solution:
Torque converter stall speeds:
K21: 1,930 RPM
K25: 2,080 RPM
S4S: 2,100 RPM
S4Q2: 2,100 RPM
1
White Exhaust Smoke from the S4S Diesel Engine used in
P4000-D - P7000-D and P40001-D - P70001-D Trucks
FD20N - FD35N and FD20N1 - FD35N1 Trucks
Models:
P4000-D - P7000-D and P40001-D - P70001-D
FD20N - FD35N and FD20N1 - FD35N1
Problem:
The lift truck produces white exhaust smoke and there is no evidence that the engine is using engine
coolant.
Cause / Discussion:
The customer may be using off-highway fuel, sometimes referred to as "farm fuel". This fuel does not
meet the API classification ASTM-D-2896. In addition, the small strainer that is located in the fuel inlet
port on the fuel injection pump may be clogged by the particulates in the fuel.
Diesel fuel specifications and sulfur content specifications are outlined in the Operation and
Maintenance Manual for each specific model of lift truck.
Solution:
Drain the fuel tank, replace the primary fuel filter and the fuel injection pump strainer. Run the engine
for 25 minutes varying the engine speed from idle to full rpm (no load) to full rpm tilt relief.
Observe the color of the engine exhaust.

Part Numbers:
Fuel filter (S4S): 34462-21040
Fuel pump strainer (S4S): 14612-50101
1
Teleconference
Henry Glover
Large IC Products
Misfiring, Backfiring, or Non Functioning
Cylinders on Trucks Equipped with the 2007
GM 4.3L EPA Compliant Engines
Models:
Problem:
Dealers and customers report that the GM 4.3L engine can develop a misfire at low service hours or
shortly after replacing the 90420-01620 spark plugs.
Cause / Discussion:
The investigation into this issue has determined that the AC Delco spark plugs (R42LTS and R43LTS)
may stop firing on some cylinders. This will cause the engine to misfire and in some cases create a
backfire.
Solution:
A new AC Delco spark plug with a higher heat range was released for the 2007 EPA compliant GM
4.3L engine. This AC Delco spark plug can also be used in all GM 4.3L engines.
The new AC Delco spark plug is a R44LTS
Part Numbers:
Part Number = 93721-03700
1
GM 4.3L EPA Compliant Engine used in
GC35K2 - GC70K2 and FGC35K2 - FGC70K2 Trucks
Models:
GC35K2 ~ GC45K2-SWB AT87A-10231-UP
GC45K2 ~ GC55K2-STR AT88A-10231-UP
FGC35K ~ FGC45K-C AF87A-10231-UP
FGC45K ~ FGC55K-STC AF88A-10231-UP
FGC60K ~ FGC70K-STC AF89A-10231-UP
Problem:
Malfunction Indicator Light (MIL) will flash and the Engine Control Module (ECM) will set DTC code
2122 or 2123. The engine will go into a limp mode when any of these two codes are set.
Cause / Discussion:
The Foot Pedal Position Sensor (FPPS) could be out of adjustment.
If FPP 1 exceeds 4.8 DC volts, DTC 2122 will be set in the ECM.
If FPP 1 is lower than 0.2 DC volts, DTC 2132 will be set in the ECM.
Solution:
Connect a laptop to the truck and log into E-Controls 2007 EPA models diagnostic software.
Go to the Raw/Volts screen. With the ignition key 'ON' and the engine OFF, check the voltage at
FPP1.
FPP1 @ LOW IDLE = 0.5 - 0.7 VDC
FPP1 @ HIGH IDLE = 4.5 - 4.7 VDC
Carefully adjust the FPPS as needed to obtain the values mentioned above. Reference the 2007 GM
4.3L Service Manual (99789-84121) for additional information.
1
GM 4.3L EPA Compliant Engine used in
GC35K2 - GC70K2 and FGC35K2 - FGC70K2 Trucks
2
FGC35K2 - FGC70K2 Trucks
Models:
DTC code 336 on 2007 GM 4.3L engines in the following models:
FGC35K2 ~ FGC45K2-C AF87A-10231-UP
FGC45K2 ~ FGC55K2-STC AF88A-10231-UP
Problem:
The ECM will display DTC 336 and the engine performance will be reduced by 50%.
The crankshaft position sensor is a 5 vdc powered sensor mounted on the timing cover.
A pulse wheel located on the crankshaft is used to measure engine RPM and synchronize the ignition
and fuel system. This DTC fault will set if no signal is present for 800ms or longer.
Cause / Discussion:
The ECM is seeing noise from the crank sensor that will not allow the RPM's to synchronize with the
ignition and fuel system.
Solution:
Items to check before replacing the crankshaft sensor:
1. Check the ground wire at C10 connection to insure no powder coat is under the ground cable.
2. Check pin 21 and pin 22 at the ECM to insure the pins are properly locked in the ECM connector.
3. Check the crank sensor wiring harness at each end to insure that the wiring harness has been
twisted 360 degrees 10 times to eliminate noise
Reference fuel system service manual (99789-84121) for additional troubleshooting and testing
procedures.
1
2
Models:
FGC35K2 ~ FGC45K2-C AF87A-10231-UP
Problem:
This fault will set if the Adaptive Multiplier is out of range; greater than 30%.
The EGO 1 (Oxygen Sensor) sensor is used to determine if the fuel flow to the engine is correct by
measuring the oxygen content in the exhaust gas stream. The ECM uses this information to correct the
fuel flow with the Closed Loop multiplier and Adaptive multiplier. To check your engine, add and/or
subtract the Closed Loop 1 and the Adaptive 1 to get the total percentage (%) of fuel the ECM is
adding or subtracting from the fuel system.
Example page 2: Closed Loop 1: -2.0 (+ or -) Adaptive 1: + 4.9 = 2.90%
Cause / Discussion:
There are a number of different issues that can cause an engine to run lean:
Vacuum Leaks Fuel Mixer Fuel Pressure Exhaust Leaks
Fuel Quality Ground Problem
Solution:
On new machines with low service hours, the most common cause for DTC 1161 has been a vacuum
leak between the LP mixer and the throttle body. To check for a vacuum leak you will need to plot the
Oxygen (O2) sensor and engine RPM. Plotting the O2 sensor will give you real time O2 sensor voltage
readings. Use carburetor cleaner that uses propane as the propellant and spray the engine. If you
have a vacuum leak, the O2 sensor voltage will instantly go high and stay there until it burns the
additional fuel (propane) off from the spray. refer to the 2007 Technical Communicator Conference
Notes, publication # AEBZ0005, page 174 on how to plot the O2 sensor. If no leak is detected, replace
the LP mixer.
Part Numbers:
93721-03800 [Model 20-150]
99789-84121 2007 GM 4.3L fuel system service manual supplement
1
2
3
Rear Engine Oil Leak on S6S Diesel Engines used in
DP40K - DP70K Trucks
FD40K - FD70K Trucks
Models:
DP40K - DP70K
FD40K - FD70K
Problem:
The S6S diesel engine may develop an oil leak at the rear main seal and/or rear seal retaining plate at
low service hours.
Cause / Discussion:
Most leaks seem to develop under the rear crankshaft seal retaining plate on the back of the S6S
engine. (See attached print)
Solution:
Remove the engine and replace the rear main crankshaft seal and gasket under the rear main seal
retaining plate. The new seal part number 34407-11090 will come with a sleeve. This sleeve must be
installed. Reference the service manual for installation instructions.
Part Numbers:
Rear main seal retaining plate gasket: 32A07-14201
1
Rear Engine Oil Leak on S6S Diesel Engines used in
DP40K - DP70K Trucks
FD40K - FD70K Trucks
2
Teleconference
Bill Fussell
Electric Products
- ET4000, ES3000 - ES5500 and FBC15N - FBC30LN,
FB16NT - FBC20NT, and FBC15NS - FBC20NS Trucks
Models:
E3000 - E6500
ET3000 - ET4000
ES3000 - ES5500
FBC15N - FBC30LN
FB16NT - FBC20NT
FBC15NS - FBC20NS
Problem:
The bearing reader provides a method of seeing sensor bearing signal when the bearing is out of the
motor and on the workbench. Electric Static Discharge (ESD) may damage sensor bearings when a
standard analog VOM/DMM type meter is used.
Cause / Discussion:
It has been brought to our attention that when testing the sensor bearings, static discharge may
damage the sensors within the bearing.
Solution:
Make a sensor bearing reader using the diagram and photo included in this article.
Part Numbers:
Connector, 4 pin 97L04-01100
Contact Pin 97L04-01200
1
2
3
E3000 - E6500 and ET3000 - ET4000 and FBC15N -
FBC30LN and FB16NT - FB20NT Trucks
Models:
E3000 - E6500
ET3000 - ET4000
FBC15N - FBC30LN
FB16NT - FB20NT
Problem:
Inverter terminal failures may occur from overheating and melting.
Cause / Discussion:
Our investigation of this issue has determined that the torque on the U, V and W terminals is not
high enough to provide the necessary clamping force. The clamping force needs to be high enough
to provide adequate conductivity for current near 1,000 peak amps.
Solution:
1. Remove the spring washer and discard.
2. Install the 97L07-01900 Belleville washer and increase the torque on the U, V and W terminals
to 16Nm.
3. The P and N terminal torque will currently remain at 11Nm.
The first photo shows the failed connection at the V terminal.

The second shows the Belleville washer.
1
2
3
E3000 - E6500 and FBC15N - FBC30LN Trucks
Models:
E3000 - E6500
FBC15N - FBC30LN
Problem:
It has been determined that the main hydraulic pressure hose (hydraulic pump to the control
valve assembly) may be adding stress to this plate when the truck goes into hydraulic relief
operation. In addition, We identified some small stress areas and are changing the radius on
some components to reduce the stress level.
Cause / Discussion:
The length of the hose is correct, but the operation in hydraulic relief pulls the hose into tension
and causes the plate to yield. In some cases it may cause a harmonic condition within the
hydraulic system that creates an undesirable vibration of the mounting plate.
Solution:
Install a 0307965 Elbow (45 degrees) between the valve fitting and the hose fitting. Please see
the fitting installed in the photo on the next page.
If the frame plate has cracked, you will need to follow the repair procedure as presented in the
2007 TC Conference Notes (publication # AEBZ0005). Please see the repair plate drawing and
the position of the plate prior to welding in the attached photos.
1
2
3
4
5
Models:
E7000 - E12000
FBC35N - FBC55N
Problem:
Notify dealers of the parts change and reduce the time to replace the steer gear.
Early trucks may have the standard type fittings and require the 97G54-10100 steer gear listed in
Parts Manual SEBN8472 and Parts Manual WEBN8472.
Cause / Discussion:
Design change to incorporate the STC type fittings.
Solution:
If your truck is equipped with the (STC) Snap To Connect fittings as shown in the drawing below,
you will need to use the 97G54-00400 steer gear. To remove the fittings you must use 97E67-
00500 removal tool or an aftermarket equivalent.
Part Numbers:
97E54-00068 STC Fitting Service Kit
97E67-00500 Tool for hose removal
97E54-00058 Seal Kit
97E54-00054 Control Spring Kit
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2
Teleconference
Peter Kruliczek
Narrow Aisle Products
Displayed on WP4500, WR6000 & WR8000 and PMW23N,
PMWR30N & PMWR40N Walkies
Models:
WP4500
WR6000
WR8000
PMW23N
PMWR30N
PMWR40N
Problem:
No travel or hydraulics with no codes shown or stored are observed. The traction controller has been
swapped or replaced and the handle controller has been swapped or replaced with no difference.
Cause / Discussion:
The cause may be cut wires at the bottom of the pivot, in the handle harness.
Solution:
Check carefully at points were there are cable ties in the harnesses. Depending on the problem, here
are several areas to check: X401 connector, X3 connector, lower/lift harness in handle, harness at the
base of the handle, etc...
Most cut wires can be repaired without replacing the harness assembly.
Contact Service Engineering for questions or additional findings relating to cut wires.
1
2
3
Carriage Drifting Complaint on NR3000-NR4500 and ND2500-
ND3000 and ESR15N-ESR23N and
EDR13HN-EDR15HN AC Reach Trucks
Models:
Reach Trucks
NR3000-NR4500 ND2500-ND3000
ESR15N-ESR23N EDR13HN-EDR15HN
Problem:
Reach trucks with the hydraulic 6-valve carriage manifold configuration drifts while traveling with or
without a load.
Cause / Discussion:
The cause is currently being investigated by Service Engineering. The counterbalance valves are
suspected of allowing hydraulic flow by them.
Solution:
Follow the steps below to repair the carriage drifting issue after opening a HEAT Ticket.
1. Manually push the carriage back and forth to verify the drifting issue
2. Cap off the reach cylinders one at a time and repeat step #1
3. If the carriage can still be manually pulled or pushed, then replace the cylinder that is bypassing
4. If the carriage is now locked in place, replace the complete hydraulic manifold valve assembly
5. Do not adjust the counterbalance valves or the warranty claim will be denied
6. Return the failed valve assembly with counterbalance valves, reach valves and tilt/side shift
valves for warranty. Plug all open ports, use the same packaging the new assembly can in, send
to warranty to the attention of Service Engineering. Please include the HEAT Ticket number on
the box.
IMPORTANT NOTICE: This procedure will remain in place until MCFA gets enough good samples
to analyze the cause. The response on the HEAT Ticket will inform you when this procedure will
change to no longer replace the whole valve assembly.
1
Additional information:
The counterbalance and stem valves should be torqued to 20 foot pounds.
The counterbalance valves are set to operate at a predetermined value. Therefore, adjusting the
counterbalance valves is not authorized by the factory.
There will be a new valve assembly seal kit available in the parts system. Contact Parts Technical
for parts information.
Return the failed valve assembly in the same packing material the new valve assembly arrives in.
Make sure to cap off the hose fittings to prevent debris from entering the valve assembly.
6-Valve Manifold Assembly part number is RT00293060
Note:
Service Engineering is requesting the valve assembly be replaced for now. The purpose of
returning the complete valve assembly is to perform failure analysis. Open a HEAT ticket and
contact Service Engineering prior to replacing the complete valve assembly.
2
Bleeding Procedure for Auxiliary Hydraulics on

A/C Reach Trucks
1. Fully EXTEND the reach out

2. Move the sideshifter completely to the left and completely to
the right two to three times
3. Move the tilt completely up and completely down two to three times
4. Retract the carriage until the carriage is fully nested.
Repeat steps 1 thru 4 between five to six times. No need to break any fittings as the air will be
circulated out to the tank.
3
AUX FLUSHING PROCEDURE
The procedure is for contamination believed to have originated and contained in the mast auxiliary
hydraulic system. The confirmation may appear to be dirt or small metallic particles. Because of
the restrictor fitting in the tilt cylinder and the close fit in the solenoid and counterbalance valves,
most contamination will become trapped in these areas. The two most likely areas of
contamination are in the side shift and tilt cylinders.
Preparation: Review safety procedures in the service manual and wear protective hand and eye
protection. These instructions refer to the parts manual to aid in part location and identification.
Supplies: A copy of the parts and service manuals. adequate supply of fresh oil for the truck,
blocking or hoist to support the mast and pantograph, sufficient catch pans, drain hoses, clean
rags.
Step 1:
A. Disconnect bulkhead fittings at the two auxiliary supply hoses from the truck to the mast on
the left side of the chassis. (Ref page 5 of parts manual)
B. Attach hoses to the truck feed lines and run the hoses into a suitable clean container or
through a clean rag. Into a container. Using the truck hydraulics system, pump approximately 1
½ quarts of oil from each of these supple lines to flush then.
C. Check the oil for signs of contamination to verify that the truck system is clean. If the oil is
clean, reconnect and tighten the truck auxiliary mast feed lines to the mast. And proceed to
Step 2:
D. If oil is contaminated, repeat the flushing operation. If oil is still contaminated, the truck
hydraulic tank will also need to be drained and truck system flushed.
Step 2:
A. Remove the load back rest from the mast carriage.
B. Raise the carriage about 3 feet and remove the lower carriage claw. Lower the carriage and
remove the front carriage. (Ref page 11 and 22)
Step 3:
A. If the mast is equipped with a side shifter, loosen and remove the side shift
cylinder head retainers. If the unit does not have a side shifter, skip to Step 4. Keep the
4
rod installed in the retainer and remove as a complete unit. Examine the rod for contamination and
clean if necessary.
B. Disconnect the side shifter hoses at the fitting near the side shifter. Flush the hoses by using the
truck hydraulics to pump approximately 1 quart of oil through each hose. Check the oil for
contamination and repeat the flushing until the oil is clean. (Ref page 27).
C. Using the truck hydraulics and side shifter hoses, pump oil into the open end of the side shift
cylinder to flush the cylinder. Use a light to look into the cylinder for contamination. If
contamination is present, flush the cylinder again and wipe out the inside with a long brush and
clean rag. The straight fittings at the bottom of the cylinder may have to be removed and flushed
if extensive contamination is found.
D. Examine the seals and O rings for damage. The use of a new seal kit is recommended.
Reassemble the gland nuts and rods into the side shift cylinders and torque. (See kit instructions)
Install the straight fittings back into the bottom of the cylinder if they were removed. Do not attach
the hoses.
Step 4:
A. Raise the carriage approximately 3 1/2 feet, extend the pantograph and tilt the carriage full up.
Block up the rear frame assembly, block the pantograph from retracting and block the carriage
from tilting down. Remove the guard over the valve block. (Ref page 24)
B. Remove the hoses from both ends of the tilt cylinder. The solenoid valve bolts may have to be
loosened to allow easier access to the fittings. Use the truck hydraulics to pump approximately 1
quart of oil through both the tilt up and tilt down hoses to flush the hoses. If oil shows
contamination, repeat flushing operation until oil is clean.
Step 5:
A. Remove the solenoid assembles with electrical wires still connected. (If the unit does not have a
side shifter, there may be plugs in the ports or no coils on the solenoid stems) Remove the
solenoid valve stems or plugs. Carefully examine them for contamination and flush if necessary.
If the side shifter has been repeatedly malfunctioning, replace the solenoid stems with new
stems.
B. Protect the solenoid coils and flush the valve body by using the truck hydraulics. Pump
approximately 2 quart of oil though the valve body by actuation both the tilt up and tilt down
functions. Examine the valve body ports for contamination and flush again. If contamination still
exists, install a new valve body.
Step 6:
5
A. Remove the bolts and caps holding the tilt cylinder and remove the cylinder. Remove the 90
degree fittings from the cylinder making a note of where each is located. Turn the cylinder such
the port at the butt end of the cylinder is down and push in the rod to flush out any oil. Examine
both ports of the cylinder for contamination. If contamination is present, the cylinder should be
replaced with a new cylinder.
B. Inspect the two fittings for contamination. One fitting is a straight through fitting and can be
easily cleaned. The other fitting is a restriction fitting with a very small port. The fitting may have
free flow going into the cylinder and restricted flow coming out of the cylinder: however, air
should pass through the fitting in both directions. If the fitting appears to be plugged, order and
install a replacement fitting.
Step 7:
A. Remove the Valve cover bracket from the upper mast valve. (Ref Page 16)
B. Remove the reach and retract counter balance valves from the valve body noticing the location
of each valve. Examine the valves and the valve body for contamination. The valves can be
flushing in oil and tapped lightly looking for hidden contamination. If no contamination is found,
reinstall the counter balance valves.
Step 8:
A. Remove the 4 solenoid coils with the wires attached from the reach/retract and tilt solenoid
stems. Note the location of each coil prior to removal.
B. Remove the 4 solenoid stems noticing the location of each stem. Examine each stem for
contamination, flush in clean oil and slightly tap stem looking for contamination. If contamination
is present, replace the solenoid stems.
C. Flush all 4 valve stem ports by pumping approximate 1 quart of oil through each of the valve
body ports by actuating the reach/ retract and tilt up/down functions on the truck. Examine the
valve body ports looking for evidence of contamination. Repeat the flush until no contamination is
evident.
D. Reassemble the valve stems and solenoid coils onto the valve body.
Step 9:
A. Disconnect both hydraulic hoses from the reach cylinders and check for contamination. Flush the
hoses by plumbing approximately 1 quart of oil through the hoses using the reach/retract
hydraulic function on the truck.
B. Check the oil for contamination. If none is present, reattach the hose.
6
C. If contamination is present, repeat the flushing until the oil is clean. Order replacement
cylinders and install cylinders and reconnect the hoses.
Step 10:
A. Install the tilt cylinder and reconnect and tighten the hydraulic lines.
B. Attach and tighten the side shift hydraulic lines.
C. Remove the blocks hold the tilt and reach mechanism in place.
D. Test the system for leaks by actuating each hydraulic function, Note that air has been trapped
in the system and the tilt and side shift function may need to be actuated several times to
remove the trapped air.
E. Actuate each function at least 10 times to insure all functions are operating properly.
7
Error Message 22 when Installing the Walkie Service Software on a
Laptop for use on WP4500, WP6000, WR6000, WR8000, SS3000 and
SS3500 and PMW23N, PMW30N, PMWR30N, PMWR40N,
PMWT15N and PMWT18N Trucks
Models:
WP4500, WP6000, WR6000, WR8000, SS3000, SS3500
PMW23N, PMW30N, PMWR30N, PMWR40N, PMWT15N, PMWT18N
Problem:
The authorization code and User ID code has been entered and saved in the security client. A error
message 22 is generated when completing the installation process.
Cause / Discussion:
There is conflicting files between the MCFA_Judit software program and an existing file already
installed in the laptop computer. In some cases, the computer previously had the Jungheinrich
software installed and some files have not been deleted when it was uninstalled.
Solution:
A reset of the security client is in order.
You will have to uninstall everything (through the License Window (Security Client)) and reset the
security client. Once you have done this, you would have to install the security client again and
request a new authorization code.
The User ID code will remain for that laptop computer.
1
SS3500 and PMW23N, PMW30N, PMWR30N, PMWR40N, PMWT15N
and PMWT18N Trucks
To get to the license window, go to START > PROGRAMS > JUNGHEINRICH CD > LICENSE. In
this license / security client window, you click / highlight what you want to uninstall (please begin with
the ET Spare Parts Catalogue) and click on UNISTALL on the right hand side.
To reset the client, please follow the following steps.
- First uninstall any Jungheinrich programs: JETI, SH and JUDIT you may have on the computer.
- Reset the client by clicking on the little yellow icon in the left upper corner of the Security license
Window.
- Click on "Program Information"
- Click on "Reset"
- Delete the folder "JAG_Sec" on your hard disk "C" drive
- You would have to install the Security Client from the MCFA_Judit CD again and request another
authorization code.
Provide the current User ID code to the Cat Lift Truck Contact Center when requesting a new
authorization code.
2
SS3500 and PMW23N, PMW30N, PMWR30N, PMWR40N, PMWT15N
and PMWT18N Trucks
3
III) for the WP4500, WP6000, WR6000 & WR8000 and
PMW23N, PMW30N, PMWR30N & PMWR40N Walkies
Models:
WP4500, WP6000, WR6000 & WR8000
PMW23N, PMW30N, PMWR30N & PMWR40N
Problem:
The new BDI with Hour Meter (CANDIS III), displays the bar segments differently than the
previous BDI with Hour Meter (CANDIS I & II). The bottom 2 bars on the display do not light up.
Cause / Discussion:
The new BDI with hour meter display does not light the bottom 2 bars by design. The operator
often runs the battery below the lift cut out stage due to the perception that the two remaining
green bars have enough battery power to continue to operate the truck.
Solution:
The top 8 battery indicator bars will light green depending upon the battery charge level. The
bottom 2 bars will no longer be lit green.
The new CANDIS III BDI with Hour Meter display, still has the warning symbol and the lift cut
out symbol on the display. The old style display (CANDIS II) would light an amber LED light
indicating the battery is near lift cut. The new style display will light the warning symbol when the
battery is 10% away from the lift cut out stage.
The "stop sign" symbol will light up red when battery has reached the discharge level for the lift
cut out stage.
Part Numbers:
Part number for the CANDIS III is W2050205013311.
Part number for CANDIS I and II was W205012556 which now supersedes to CANDIS III.
1
2
3
4
Potentiometers for NRR, NRDR and NSR Reach, NOR
Order Picker and ECKS Trucks
Models:
NRR, NRDR and NSR Reach, NOR Order Picker and ECKS Trucks
Problem:
High failure rate, at low hours (0 to 500 hours), are still being experienced on our reach and order
pickers using potentiometers for the travel and lift circuits.
Cause / Discussion:
The root cause of failure in not known.
Solution:
When most failed potentiometers come back to us, they test OK. We now have the ability to work
directly with a potentiometer manufacture who will analyze these failures and try to improve the
manufacturing process to improve the reliability.
Part Numbers:
GS0002632 P/N Travel Pot
NA014981 P/N Lift/Lower Pot
Notes:
There is no resolution at this time, except to continuously monitor the quality of the existing
manufacturing process. We are requesting that all failed potentiometer be returned to us through the
warranty system, to the attention of Peter Kruliczek. When you remove the failed potentiometer,
please do not turn the pot any more, place it into the box the new pot came in. Please give us as
much information as you can about the potentiometer such as, serial number of the truck, hours of
the truck and hours the pot has been operational (estimate at least).
1
USB PC/Laptop Interface and Dcat Service Software for
NRR, NRDR and NSR Reach Trucks and the NOR
Orderpickers
Models:
NRR, NRDR and NSR Reach Trucks and the NOR Orderpickers
Problem:
Some Laptop PC's no longer come with a 9-pin serial port and can not directly connect to a
reach and orderpicker truck with Dcat software.
Cause / Discussion:
As technology changes and PC's become smaller, the 9-pin serial ports are being eliminated
on newer laptop PC's.
Solution:
If you have a laptop computer that no longer has a 9-pin serial port available but it has a USB
port, a USB to serial 9-pin adapter will have to be used to connect to the NRR, NRDR, NSR
and NOR30 trucks in order to use the Dcat software. If you have such an adapter but it does
not work, other dealers have told us that they have had success using an adapter by:
Part Numbers:
I O Gear, USB to 9 pin serial adapter P/N GUC 232A
Notes:
Make sure to select ComPort 1 and use the lowest bud rate settings when installing the
adapter driver.
1
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MCFA Document # 000046-07C

• Continuous Improvement Project – Integral Sideshifter

• HSS Login Change effective July 1st

• No more TC Teleconference Notes

Observe the color of the engine exhaust.

The new AC Delco spark plug is a R44LTS

Example page 2: Closed Loop 1: -2.0 (+ or -) Adaptive 1: + 4.9 = 2.90%

The first photo shows the failed connection at the V terminal.

The counterbalance and stem valves should be torqued to 20 foot pounds.

6-Valve Manifold Assembly part number is RT00293060

Bleeding Procedure for Auxiliary Hydraulics on

1. Fully EXTEND the reach out

To reset the client, please follow the following steps.

Thank you for your participation in today’s Webcast.

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