Wecan User Manual

-1-
CONTENTS
FOREWORD
I. Specifications of Forklift Trucks…………………………………………………1
II. Construction, Principle, Adjustment and Maintenance of Forklift Trucks………3
1. Power System……………………………………………………………………3
1.1 General Description………………………………………………………………3
1.2 Precautions on the Installment and Use of Nissan Gasoline Engines……………6
1.3 Inspection and Adjustment of Engine……………………………………………8
1.4 Fuel System……………………………………………………………………11
1.5 Accelerator Pedal………………………………………………………………15
2. Electric System…………………………………………………………………17
2.1 General Description……………………………………………………………17
2.2 Brief explanation for Operation………………………………………………19
3. Clutch Unit……………………………………………………………………22
3.2 Maintenance……………………………………………………………………26
4. Mechanical Drive Unit…………………………………………………………28
5. Hydrodynamic Drive Unit……………………………………………………36
5.2 Torque Converter………………………………………………………………38
5.3 Hydraulic Clutch………………………………………………………………39
5.4 Control Valve, Relief Valve and Inching Valve………………………………40
5.5 Transmission Case………………………………………………………………42
5.6 Charging Pump…………………………………………………………………42
5.7 Hydraulic Circuit………………………………………………………………42
5.8 Towing Disabled Truck…………………………………………………………44
5.9 Position of Connection Parts for Hydraulic Oil………………………………44
6. Drive Axle……………………………………………………………………45
6.2 Procedure for Hubs Remounted………………………………………………47
7. Steering System………………………………………………………………48
-2-
7.2 Cycloid Gear Type Powered Steering Unit……………………………………49
7.3 Inspection on Reassembly of Steering System…………………………………51
7.4 Steering System Troubleshooting………………………………………………51
8. Steering Axle…………………………………………………………………51
8.2 Steering Knuckles and King Pin………………………………………………53
8.3 Wheel Hub………………………………………………………………………53
8.4 Steering Cylinder………………………………………………………………53
8. 5 Rear Wheel Bearing Pre-load Adjustment……………………………………54
9. Brooke System…………………………………………………………………55
9.2 Maintenance……………………………………………………………………64
10. Hydraulic System……………………………………………………………71
10.2 Main Pump……………………………………………………………………73
10.3 Control Valve & Divider………………………………………………………74
10.4 Hydraulic Oil Circuit…………………………………………………………79
10.5 Operating of the Control Valve………………………………………………80
10.6 Lift Cylinder…………………………………………………………………81
10.7 Flow Regulator Valve…………………………………………………………83
10.8 Tilt Cylinder…………………………………………………………………84
10.9 Oil Tank………………………………………………………………………86
10.10 Maintenance of Main Pump………………………………………………89
10.11 Trial Run……………………………………………………………………92
10.12 Troubleshooting……………………………………………………………93
11. Load System…………………………………………………………………95
11.1 General Description…………………………………………………………97
11.2 Inner and Outer Masts………………………………………………………97
11.3 Carriage………………………………………………………………………97
11.4 Roller Position………………………………………………………………97
11.5 Maintenance…………………………………………………………………98
-3-
Ⅰ.SPECIFICATIONS OF FORKLIFT TRUCKS
External View of Forklift Trucks
－1－
Main Specifications
Table 1
CPCD20
CPCD25
CPCD30
CPCD35
CPCD40
CPC20
CPC25
CPC30
CPC35
Model
Item
Rated Capacity（kg） 2000 2500 3000 3500 4000
Load Center（mm） 500
Standard Lifting
3000
Height（mm）
Free Lift（mm） 40 45
Mast Tilt Angle

6/12
(Fwd/Bwd)（°）
Lifting
loaded 400 375 300
Speed（mm/s）
Performance
Forward 0～18
Traveling
Speed（km/h）
Backward 0～18
Max. Drawbar Unloaded 8330 8330 8880 8880 9800 9800 9800 9800 10500
Pull
（N） Loaded 12100 14700 12100 14700 13000 15000 12500 14500 15500
Unloaded 20 20 20 20 20 20 20 20 20
Gradeability
（%）
Loaded 15 15 15 15 15 15 15 15 15
Min. Turning Radius Y

2350 2350 2700 2700 2720
(mm)
Min. Intersecting isle

1920 2010 2110 2110 2190
（mm）
－2－
Ⅱ. CONSTRUCTION, PRINCIPLE, ADJUSTMENT AND
MAINTENANCE OF FORKLIFT TRUCKS
1. Power System
1.1 General Description
This series forklift trucks consist of gasoline type and diesel type. The
engine is connected with the drive unit and the brake of the engine is connected
with the frame by rubber cushion to avoid vibration.
Import Gasoline Engine
Model
H15KA4GR00 H20KA4GR00 H25KA4GR00
Item
Type 4-cycle,water-cooled,in-line,overhead valve
Cyl.Number-Bore ×Stroke mm 4-75.5×83.0 4-87.2×83.0 4-92.0×93.0
Total Displacement l 1.486 1.982 2.472
Compression Ratio 9.0 8.7 8.7
Rated Output/Speed kw(ps)/rpm 25(34)/2400 32.4(44)/2300 42.7(58)/2400
Rated Torque/Speed N.m(kg.m)/rpm 113(11.5)/1600 142(14.5)/1600 179(18.3)/1600
Lowest Speed Without Load rpm 800 800 800
Min. Fuel Consumption g/ps.h 215 210 200
Length×Width×Height mm 688.2×561×677 708.2×561×677 708.2×561×677
Weight kg 159 160 161
Rotation Direction Clockwise as viewed from fan
Cooling System Forced water circulation type
Lubrication System Forced lubrication
Battery Voltage V/Capacity Ah 12/60
Lubricating Oil l 3.8
Cooling Water l 3.5
－3－
Import Diesel Engine
Model
4LB1 C240PKJ 4JG2PE
Item
Type 4-cycle,water-cooled,in-line,overhead valve, whirl
chamber
Cyl. Number-Bore×Stroke mm 4-77.4×79.7 4-86×102 4-95.4×107
Total Displacement l 1.499 2.369 3.059
Compression Ratio 22 21.3 20.25
Rated Output/Speed kw(ps)/rpm 22.4(30.5)/2500 34.5(47)/2500 44.9(60)/2450
Rated Torque/Speed N.m(kg.m)/rpm 88.2(9.0)/1800 139(14.2)/1800 186.3(19)/1600～1800
Lowest Speed Without Load rpm 800 ±25 700±25 700±25
Min. Fuel Consumption g/ps.h 195 ≤215 215
Length×Width×Height mm 618.4×527.5×553.3 698×561×667 715×544.5×732.5
Weight kg 130 252 252
Rotation Direction Clockwise as viewed from fan
Cooling System Water type
Lubrication System Forced lubrication
Battery Voltage V/Capacity Ah 12/100
Lubricating Oil l 3.8
Cooling Water l 4.6
Specification Unit KUBOTA

Model V2403
Type In-line 4-cylinder, 4-cycle, water-cooled, direct
injection
Cyl.Number-Bore×Stroke Mm 4-87×102.4
Total Displacement L 2.434
Compression Ratio 20∶1
Rated Speed r/min 2600
Rated Output kW 36.5
Max. Torque/Speed Nm 160/1700rpm
Highest Speed without Load rpm 2820
－4－
Import Gasoline Engine
Specification Unit
Model GM3.0
Type In-line 4-cylinder, 4-cycle,
water-cooled,gasoline engine
Cyl.Number-Bore×Stroke Mm 4-101.6×91.44
Total Displacement L 2.967
Compression Ratio 8.2∶1
Rated Speed r/min 2800
Rated Output kW 46
Max. Torque/Speed Nm 191.5/1400～1600rpm

Highest Speed without rpm 2800
Load
Domestic Diesel Engine

Model
A490 498
Item
In-line 4-cylinder, 4-cycle, water-cooled,
Type
direct injection
Cyl. Number-Bore×Stroke mm 4-93×102 4-98×105
Total Displacement l 2.771 3.168
Compression Ratio 18.2 17
Rated Speed rpm 2500 2500
Rated Output kW 39 45
Max. Torque/Speed Nm/rpm 165/1800 175/1600～1800
Highest Speed Without Load rpm 2850 2750
Lowest Speed Without Load rpm 750 750
Min. Fuel Consumption g/kWh 229 225
For the construction and specifications of domestic engine, see their

respective operation instruction.
－5－
1.2 Precautions on the Installment and Use of Nissan Gasoline Engines
(Suitable for Nissan H15KA4GROO,H20KA4GROO, and H25KA4GROO gasoline engines)
(1)Precaution on the Installment of Nissan Gasoline Engines
Precautions Requirement Remarks
Permissible temp. of
Normal:80℃
cooling Prevent overheat
Max:110℃
water(outlet)
Cooling Pressure on Normal:88.3kPa
2 Standard value
System radiator cap (0.9kg/cm )
Opening little cock
Air exhaustion For exhaust when
adding water
Lub System Permissible temp. Max:120℃ at oil pool
(2)Precautions on the Use of Nissan Gasoline Engines
Precautions Requirement Remarks
Require the use of net element in

air filter, the replacement of the
element once per 6 months or 1200
Negative working hours or earlier if used
Cooling Normal:＜0.98kpa
pressure in three-shifts system or working
System Max 6.18Mpa
At air inlet under severe conditions to avoid
wearing the cylinder body and
piston and exhausting black smoke
with CO.
Excessive pressure will cause to

Exhaust Pressure at Normal:13.3kpa
affect the output of engine and
System Air outlet ＜100mm Hg
increase of noise level.
For H15KA4GR00:
6.2kgm/3480rpm
Power Permissible Excessive load will cause to break
For H20KA4GR00:
Output Load of fuel chains extended and stall the
6.7kgm/3215rpm
System pump engine.
For H25KA4GR00:
8.3kgm/3335rpm
Battery
Electric Normal: Environmental temperature
capacity
System 12V-50Ah range:- 15℃～+35℃.
and voltage
Ambient Normal:
temperature 15℃～35℃
Working If used under the condition more
Environment Normal:＜1000m than 1000m above sea level, the
Altitude
Above sea level gasoline should be compensanted
for actual altitude
－6－
(3)Requirement for Fuel, Lubricant and etc.
Item Requirement Remarks
Fuel Oil For old A15 and H20 engine, the
use of the gasoline with octane
Lead-free gasoline: octane value: value of 85 or more.
89(corresponding to JIS K2202- Corresponding to GB484- 93
1988 NO.2) RQ-NO.90 gasoline, so as to avoid
uneven rotation speed and
incomplete combustion. Gaso-line
containing lead will wear the
parts in engine and cause the
enviroment to be contaminated.
Lubricant Specification:
Class API:SD or higher level
(Corresponding to class QD in
China or higher level)
SAE20W(for general region)
SAW10W(for cold region)
As usual, it should be replaced
once per 200 working hours or 1
months.
LLc Corresponding to JIS K 2234-1988 Freeze-proof liquid made in China
freeze NO.2 may be selected according to
Proof LLC content: for general region parameters in left column.
liquid (＞-15℃),30% Recommended liquid is long-lift
For cold region(＞-35℃),50% rust/freeze-proof liquid of
As usual, it should be replaced FD-2(-35℃).
once per 2400 working hours or 12
months or different time
according to working conditions.
Item Requirement Remarks

Original Nissan produce. Replace
Fuel filter it once per 2400 working hours or
12 months.
Spare
Oil filter it once per 600 working hours or
Parts
3 months.

Ail filter it once per 1200 working hours or
6 months.
－7－
Note: Replacement cycletimes in above table are based on single-shift working
system.(8 hours/everyday).They should be shorter if working in three-shift system
or under severe conditions.
1.3 Inspection and Adjustment of Engine
1.3.1 Adir Cleaner
(1) Remove element.
(2)Check the element. If it is dirty, it should be blown with low pressure from
to outer; if it is damaged, it should be replaced with anew one.
(3)Clean up the cap of dust-collector.
(4)The time to replace is to see the table of 1.2.
1.3.2 Oil Filter
▲Gasoline Engine
(1)Remove the oil filter with the special spanner and replace it with a new
one.
(2)Apply several drops of engine oil to the around of the new filter’s seal
before installation and it should be screwed 2/3 circles again when the filter’s
seal touches the body of engine.
▲Diesel Engine
(1)Remove the oil filter with the special spanner and replace it with a new
one.
(2)Apply several drops of engine oil to the around
of the new filter’s seal before installation and it
should be screwed 2/3 circles again when the filter’s
seal touches the body of engine.
(3)The time to replace is to see the table of 1.2.
1.3.3 Radiator and Tank
(1)Check the Cooling Water Level of the Tank
Check the cooling water level of the tank, if the
water level is lower than the mark“low”, it should
be added the correct antifreeze liquid according to the
table of 1.2 to the correct level.
The water level should be higher than the mark
Fig.1-1 Tank
“high”when the engine is warm, and the level should
－8－
stay the position of 2/3 of whole height when the engine is cold.
(2)Replace the Antifreeze Liquid
(a)Wait 30 minutes after shutting off the engine.
(b)Remove the cap and loosen the draining switch of the radiator.
(c)Loosen the draining switch of the engine and drain all the antifreeze liquid.
(d)Tighten the above two draining switches.
(e)Add the correct antifreeze liquid according to the table of 1.2 to the
radiator. The speed of the adding is lower than 21/min.
(f)Let the engine running in idle speed for a while after topping u and assure
the water level of tank stays it’s correct position.
(g)Tighten the cap of radiator and add the antifreeze liquid to the 2/3 of the
whole capability in time.
(3)Adjust the fan belt tension.
(a)Loosen the fixing bolts of the generator.
(b)Adjust the fan belt tension by moving the generator. Press the fan belt by
applying 10kg pressure with fingers, the specified belt flexibility is about 10mm.
1.3.4 Bleeding
▲Diesel Engine
(1)Fill the injection pump chamber with diesel fuel by moving the hand pump
up and down.
(2)Press 5-10 Times again when the feeling of pressing is heavy.
1.3.5 Engine’s Speed Adjustment
(1)Idle Speed
(a)Warm up the engine until the engine coolant temperature reaches 85℃.
(b)Install a tachometer on the engine and use carburetor throttle adjusting
screw to set the engine speed to 700rpm.
(c)Turn the adjusting screw to minmum clearance of throttle valve in the
direction of engine speed increasing.
(d)Set the engine steady speed to 700rpm again with the throttle adjusting
screw.
(2)Adjustment of Maximum Speed (for gasoline engine)
The maximum speed of engine is adjusted through regulator. If the change of
speed is over fast, it will cause cylinder knocking.
－9－
Fig.1-2 Regulator
▲ Adjustment of N.-load Maximum Speed
Make the no-load maximum speed reaches the specified speed by removing the
rubber cap and rotating the adjusting part. The speed is creasing while according
to the direct, and it is reducing while in another direction.
▲Adjustment of Full-Load Maximum Speed (overflow valve works)
(a)Adjust the full-load maximum speed by turning the adjusting bolts, this
method can also adjust no-load maximum speed at the same time.(The adjusting bolts
of no-load maximum speed are in the inner of the adjusting part. The adjusting
direction of no-load speed is same as the full-load).
(b)If bull-load speed can’t reach the specified speed value, it can be adjusted
with cam, But adjust cam need good skill, and this method may cause cylinder
knocking.
▲Inspection and Adjustment of Cylinder Knocking
Cylinder knocking happens when the speed of engine is not steady. Pay attention
to the cylinder knocking while adjusting the no-load or full-load speed.
Model
H15KA4GR00 H20KA4GR00 H25KA4GR00
Specification
NO-load Instantaneous
2890～3090 2990～3150 3050～3250
Max. value
Speed Stable
2820～2900 2820～3080 2900～3100
value
－10－
Inspection
●After shutting off the hydraulic system and placing the transmission in
neutral position, we inspect the cylinder knocking by pressing the accelerate pedal
slowly while the engine is in idle speed state.
Adjustment
Adjust the engine in following manner if the cylinder knocking occurs more than
three times:
●Turn the adjusting bolt in direct direction and adjust the no-load maximum
speed at the same time.
●We should adjust the screw of cam unit if the above method can not solve the
problem.
Problem Analyses Trouble Remedies
Engine speed can’t be
·Soft shaft of cam is broken Replace the soft
enhanced when there is
·Spring is damaged or broken shaft assembly
no-load
Travel speed can’t be
·Adjustment of cam spring is Adjust
enhanced
not correct Clean or replace
Cylinder knocking(no
·Balanceable piston is the regulator
cylinder knocking occurs
blocked assembly
while lifting)
Travel speed can’t be ·Adjustment of cam spring is
Adjust
enhanced not correct
Replace the soft
Lift speed is slowly ·Spring is damaged
shaft assembly
Lift speed is slowly while ·Adjustment of cam spring is
Adjust
travel speed is normal not correct
Travel speed enhances over
·Balanceable valve is blocked the regulator
fast
·Valve shaft of regulator assembly
is blocked Reassembly
Cylinder knocking occurs
·Balanceable valve is blocked the regulator
more than three times
·Valve shaft of regulator is assembly
blocked Reassembly
The adjustments of engine other parts refer to the each operation and service
manual
1.4Fuel System
The fuel system is composed a tank, fuel filter, fuel sensor and fuel meter.
－11－
Fig.1-3 Fuel System(Gasoline Engine)
Fig.1-4 Fuel System(Diesel Engine)
－12－
1.4.1 Fuel Tank
The fuel tank is a weld construction integrated with the truck frame.
It is located on the left side of the truck frame. The fuel tank design
is almost the4 sane for the gasoline and diesel engine type trucks. The
difference is that the gasoline type is fitted with a inlet pipe and the
diesel type with a return pipe.
1.4.2 Fuel Sensor
The fuel sensor is designed to convert the remaining amount of fuel
into electric current. See Fig.1-5
Fuel indicator(Option)
Fuel meter
Fig.1-5
The rheostat made of alloy steel wire is linked with a float. As the
float moves up and down, the electric current is changed by the
resistance’s changes.
The type fuel meter is double sheets metal construction, the range
of the meter finger is determined by the current scale which get across
the heat element of the double sheets metal. The current value is the
biggest when the float is in the highest position,(The resistance value
is about 9.5 to 11 at this tine),and the fuel meter’s finger refers to
the “F” which means the fuel level is full. On the other hand, the “E”
means the fuel level is empty.
The type fuel meter is solid column display construction, the column
moves to the right hand shows that the fuel level is full, and the column
－13－
moves to the left hand shows that the fuel level is empty. When the fuel
level reduces to the limit, the alarm will be given to the operator.
Fig.1-6 Fuel Sensor
1.4.3 Maintenance of the Fuel System

Once every 100 hours operation, it is required to maintain the fuel
system according to the methods as follows. Once every 600 hours operation,
it is required to clean the fuel tank.
(1)Fuel Filter
The fuel filter is used to clean the fuel applying to the engine.
It is installed in the fuel pump (for gasoline engine)or on the fuel
tank(for diesel engine).The fuel filter used in diesel engine can also
separate water from fuel.
－14－
Fig.1-7 Fuel Filter
▲Gasoline Engine
(a)Loosen the circle wheel and remove the cap.
(b)Loosen the nut and take the filter element out.
(c)Clean or replace the filter element.’
(d)After reassembly of filter, start the engine to feed gasoline into
filter bowl and check for leaks.
▲Diesel Engine
(a)Once every 600 hours operation, it is required to replace the
filter assembly.
(b)Apply several drops of fuel to the around of the new filter’s
seal before installation, it should be screwed 2/3 circles again when
the filter’s seal touches the body of engine.
(c)When the warning lamp is on, drain all the water by loosing the
draining switch.
Note: Turn off the draining switch after draining water.
(2)The Cleaning of Fuel tank
Once every 600 hours operation, the fuel tank should be cleaned. As
for the gasoline truck, it is required to take care of fire when cleaning.
1.5 Accelerator Pedal
－15－
The accelerator pedal is used to control the engine speed, and it
is connected with engine through the linkage and soft shaft. See Fig.1-8
Unit:mm
Engine Model Height
H15 H20 H25 32
C240 49
4JG2 51
4LB1 49
Clutch type Tor-con type
Fig.1-8 Accelerator Pedal
－16－
2.Electric System Description
2.1 General
The electric system for this forklift truck is of the single-pole
type, in which the frame of the truck provides the return path for the
electricity. The electric system seems like the nerve system of the truck
and it mainly consists of the following systems.
(1)Charging System
This system contains generator, battery, charging indicator, etc.
It supplies current for all the electric appliances.
Voltage:12V
(2)Starting System
This system mainly consists of automatic pre-heating unit(only
diesel engine), key switch, starting protection circuit, starting motor,
etc. The function of this system is starting the engine.
(3) Electro-hydraulic Gearshift System
①Electric diagrammatic layout
②Main parts
electro-hydraulically operated valve
direction switch
control box
－17－
③Summary
The electro-hydraulically operated valve develops from the mechano
hydraulically operated valve.
(a)The same points as mechano hydraulically operated valve
·same functions
·same dimensions mounting to the transmission
· oil ports with same directions and same dimensions. The ports
include suction oil port, inching valve oil ports, torque converter oil
ports, forward gearshift oil ports, reverse gearshift oil orts.
(b)The difference between electro-hydraulically operated valve and
mechano-hydraulically operated valve
·The way to control the moving direction of the sliding valve in
the direction control valve is different. The sliding valve is mechani
cally operated in the mechano-hydraulically operated valve, while it is
operated by pilot solenoid valve in the electro-hydraulically operated
valve.
(4)Instruments
It mainly consists of hour meter, fuel meter, water temperature meter
and indicator lamps. They are all performance checking instruments for
forklift truck.
the meters in the H2000instrument panel are cross magnetodynamic.
Their pointers defect proportionally to their sensor’s parameters. The
fuel meter and water temperature meter in the H2001 instrument panel are
ten solid state bars of multicolor Led display. The hour meter in the
H2001 instrument panel is solid state digital display with backlight.
(5)Lighting and Signal Devices
They include all kinds of illuminating lamps, Signal lamps, horn and
buzzer, etc.
Headlinght:35W
Front combination lame:21W/8W(turning front)
Rear combination lamp:21W(red)/8W(red)/10W(white) (turning/rear/
backing)
warning lamp:21W(optional)
－18－
2.2 Brief Explanation for Operation
(1)Starting
There is a starting protection circuit in the control box for the
forklift truck. You have to shift the direction switch in neutral before
you start the engine. Otherwise, you can not start the engine.
Turn the key switch clockwise to the first “on” position, the
instrument circuit and the firing circuit are ready for work. For diesel
engine, the automatic pre-heater begins to work and the pre-heating
indicator lights. The pre-heating indicator automatically stops light-
ing after 3.5 seconds and the pre-heater automaticallly stops working
after 13.5 seconds. The pre-heating time is controlled by a time relay.
Turn the key switch clockwise to the second “on” position (starting
position), then start the engine.
After engine starting, push the direction switch forward (that is
in forward gearshift), then pedal accelerator, the forklift truck runs
faster and you can begin to work. When pull the direction switch backward
(that is in reverse gearshift), the backing lamp is on and the buzzer
sounds.
(2)Lamp Switch
Pull the lamp switch to the first “on” position, the front lamps
and rear lamps are on. Pull the lamp switch to the second “on” position,
the turning switch forward, the right turning lamps flash.
(3)Turning Signal
Pull the turning switch backward, the left turning lamps flash. Push
the turning switch forward, the right turning lamps flash.
(4)Brake Signal
When you pedal brake, the brake lamps (red) in the rear combination
lamps are on.
(5)Backing Signal
When you need to reverse the forklift truck, pull the direction
switch backward and the transmission is in reverse gear. Then the
backing lamps (white) in the rear combination lamps are on and the buzzer
sounds.
－19－
(6)Charging Signal
Before you start the engine, put the key switch to the first “on”
position and the charging lamp is on. After engine starting, the charg
ing lamp is automatically off. If the charging lamp becomes on while the
engine is working, it means something is wrong with the charging circuit
and you must stop working and check the charging circuit as soon as
possible.
(7)Oil Pressure Signal
position and the oil pressure alarm lamp is on. After engine starting,
the oil pressure alarm lamp is automatically off. If this lamp becomes
on while the engine is working, it indicates low lubricating oil pressure
and you must stop working and check the lubricating system as soon as
possible.
(8)Water Separator Signal
position and the water separator alarm lamp is on. After engine starting,
the water separator alarm lamp is automatically off. If this lamp become
on while the engine is working, it means too much water has been
accumulated in the water separator. You should push the handle in the
water separator to get rid of the water. After eliminating the water,
this lamp becomes off.
(9)Fuel Meter
It indicates how much fuel is left in the fuel tank. If it displays
fewer than two bars, it means little fuel is left in the fuel tank and
the buzzer sounds. You should replenish the fuel tank as soon as possible.
(10)Water Temperature Meter
It indicates the temperature of the coolant for the engine.
(11)Hour Meter
It indicates how many hours the engine has worked.
－20－
－21－
3.Clutch Unit
Type Dry single plate type
Operation Foot-pedal type
Facing Outer Dia. 275mm
Facing Inner Dia. 175mm
Facing Thickness 8.9±0.3mm
Surface Area 354cm2
Weight 12.5kg
3.1General Description
The clutch consists primarily of clutch housing, clutch disk, clutch
cylinder, master cylinder and pressure plate assy. It transmits or cuts
off the power from the engine to the gear box.
3.1.1 Pressure Plate Case and Clutch Disk
The pressure plate case is installed on the flywheel as shown is
Fig.3-1. The clutch disk lies between the pressure plate and the flywheel
and is connected with the main shaft of the gear box by the splines. When
the release block moves forward, the release lever is pushed forward,
then the pressure plate can’t contact with the clutch disk, at the same
time, the power from the engine is cut off.
－22－
Fig.3-1 Clutch Housing and Disk
－23－
Fig.3-2 Clutch Oil Site
－24－
3.1.2 Clutch Cylinder
The clutch cylinder consists piston, spring and push-rod. It is
installed on the left side of the gear box as shown is Fig.3-3. When
pushing the push-rod, the release lever moves.
①Release valve ②Rubber cup ③Dust ring

④Cylinder body ⑤Piston ⑥Lock-nut
⑦Spring ⑧Push-rod ⑨Clevis
Fig.3-3 Clutch Cylinder
3.1.3 Main Cylinder
The main cylinder consists piston, spring, oil chamber and push-rod.
It is installed on the clutch pedal as shown in Fig.3-4.The movement of
the pedal transmits to the piston through push-rod. Then the power from
the pedal turns into the hydraulic power.
① Clevis
② Push-rod
③ Dust ring
④ Stop-ring
⑤ Stop-plate
⑥ Piston
⑦ Rubber cup
⑧ Spring
⑨ Valve rod
⑩ Spring
○
11 Rubber cup
○
12 Cylinder body
Fig.3-4 Main Cylinder
－25－
3.1.4 Clutch pedal
The clutch pedal is fitted on
the same bracket as the brake pedal
and is secured on the top of the
transmission. The movement of the
pedal transmitted to the main cylin
der and turns the pedal power into
the hydraulic power. The hydraulic
power transmits the movement to the
clevis through the push-rod of the
clutch cylinder.
3.2 Maintenance
3.2.1Adjustment of Clutch
Pedal
(1)Move the floor board.
(2)Loose the lock-nut of the
catch-bolt.
Fig.3-5 Clutch Pedal
(3)Turn the catch-nut of or
right for adjusting the height of the
clutch pedal.
(4)Screw the lock-nut tightly and fit the floor board.
Unit: mm
Free
Capacity Height
Engine Stroke
H15 1.0-1.8t 105 10
1.0-1.8t 105 10
H20
2.0-3.5t 118 10
H25 2.0-3.5t 120 10
1.0-1.8t 105 10
C240
2.0-3.5t 110 10
4LB1 1.0-1.8t 107 10
4JG2 2.0-3.5t 116 10
Fig.3-6 Clutch Pedal’s Height
－26－
3.2.2 Replacement of Clutch
Disk
(1)Remove the clutch cover.
(2)Press the clutch pedal and
move out the pressure plate with
lift out bolt.
(3)Turn the slide bolt left to
let the drive shaft go into the
transmission.
(4)Remove the clutch cover
mounting bolts and the clutch disk.
(5)Install a new clutch disk
Fig.3-7 Liftout Bolt
with the longer spline boss point-
ing toward the transmission.
(6)The tighten torque of the
slide bolt:10.9～12.1k.m.
(7)Install the clutch cover
on the flywheel.
(8)Press the clutch pedal and
remove the lift out bolt.
(9)Check the free stroke of
the clutch pedal and adjust it if
necessary.(Free stroke:10mm)
(10)The distance between the
separating rocker arm and the
catch-bolt is 14mm.
Fig.3-8 Clutch Cylinder Adjustment
－27－
4.Mechanical Drive Unit
Transmission Mannal-shift, slide type synchromesh mechanism

Type FWD 2 BWD 2
Steep No. FWD 1st/2nd 3.253/1.407
Gear Ratio BWD 1st/2nd 3.204/1.386
Reduction
Reduction Gear Spiral bevel gear
Reduction Ratio 2.5(1 to 1.8 ton trucks)
2.1(2 to 3.5 ton trucks)
Differential Spur gear

Reduction Ratio 5.7(1 to 1.8 ton trucks)
6.182(2 to 3.5 ton trucks)
Differential Gear Bevel gear
Oil Amount 8 1
Weight(Without oil)
136kg(1 to 1.8 ton trucks)
165kg(2 to 3.5 ton trucks)

The drive unit of clutch type truck is consist of transmission and
differential. The transmission is provided with a synchromesh mechanism.
－28－
Fig 4－1 Transmission
① Snap ring ○
13 O-ring seal ○
25 Forward gear ○
37 Tapered roller
② Snap ring ○
14 Slide bolt ○
26 Needle bearing bearing
③ Ball bearing ○
15 Retainer, bearing ○
27 Reverse gear ○
38 Shift rod
④ Spacer ○
16 Driving shaft ○
28 Clutch hub ○
39 Shift fork
⑤ Ball bearing ○
17 O-ring seal ○
29 Spacer ○
40 Switch, neutral
⑥ Drive gear ○
18 Drive gear ○
30 Needle bearing ○
41 Shift fork
⑦ Needle bearing ○
19 Lock nut ○
31 Shaft ○
42 Switch, back-up
⑧ Combination gear ○
20 Adjusting nut ○
32 Backward gear Lamp
⑨ Needle bearing ○
21 Tapered roller bearing ○
33 Gear, low speed○
43 O-ring seal
⑩ Spacer ○
22 Ball bearing ○
34 Clutch hub ○
44 O-ring seal
○
11 Ball bearing ○
23 Retainer, bearing ○
35 Gear, high speed○
45 Collar
○
12 Oil seal ○
24 Ball, steel ○
36 Ball bearing
－29－
4.1.1 Transmission with Synchromesh Mechanism
(1)Power Transmitted of the Transmission
The transmission consists mainly of a driving, output, main and idler shafts,
each having gear(s) of different sizes on it. The gear(s)can be shifted with
the aid of the synchromesh mechanism installed on the main shaft by operation
of the shift handle. The power from the output shaft is transmitted through the
reduction gear, differential and half shafts to the drive shaft.
In neutral position-
The power from the driving shaft ① is transmitted through the input gear,
11 .due to
the cluster gear ③＆④ to the high speed gear ⑥ or low speed gear ○
the mesh sleeve is in the neutral position, the main shaft, output gear and output
shaft are not rotated so the power is not transmitted to the high speed or low
speed gear.
Gear shifting-
When the shifting lever is operated, the shift fork move the mesh sleeve
to allow relative gears to mesh through the synchromesh mechanism. Power is
transmitted in the following order:
Driving shaft-Input gear-Cluster gear-High(or low)speed gear-Synchromesh
mechanism-Main shaft-Synchromesh mechanism-Reverse(or forward)gear-Output
gear- Output shaft.
Power flow in forward lst speed gear position:
12 ―○
①－②－③－④－⑩－⑧－⑨―○ 16 ―○
15 ―○
17 ―○
18 ―⑤
12 －○
①－②－③－⑥－⑦－⑧－⑨－○ 16 ―○
15 ―○
17 ―○
18 －⑤－○
21
11 －⑩－⑧－⑨－○
①－②－③－④－○ 12 －○
16 ―○
15 ―○
14 ―○
13 －○
19 －○
20 －⑤－○
21
①－②－③－⑥－⑦－⑧－⑨－○
12 －○
16 ―○
15 ―○
14 ―○
13 －○
19 －○
20 －⑤－○
21
－30－
① Driving shaft
② Input gear
③ Cluster gear
④ Cluster gear
⑤ Output gear
⑥ High speed gear
⑦ Synchronizing cone
⑧ Mesh sleeve
⑨ Clutch hub
⑩ Synchronizing cone
○
11 Low speed gear
○
12 Main shaft
○
13 Reverse gear
○
14 Synchronizing cone
○
15 Mesh sleeve
○
16 Clutch hub
Fig.4－2 Power Transmitted ○
17 Synchronizing cone
○
18 Forward gear
○
19 Reverse gear
○
20 reverse gear
○
21 Output shaft
(2)Synchromesh Mechanism
①Block ring spline

②Block ring
③Spline of gear○ 11
④Synchromesh cone
⑤Mesh sleeve
⑥Mesh sleeve spline
⑦Inserter
⑧Spring
⑨Clutch hub
⑩Shift fork
11 Constant-mesh gear
○
12 Gear teeth of gear○
○ 11
○Constant-mesh gear
13
14 Gear teeth of gear○
○ 13
fig.4-3 Synchromesh Mechanism
－31－
The synchromesh mechanism consists primarily of synchromesh cones, block
rings and inserters.
a)Synchromesh cone
11 or ○
The gear ○ 13 has a male cone, i.e. synchromesh cone mating with the
block ring ② through respective cone friction surface, and an involute spline
③ engaged with mesh sleeve spline ⑥.
b)Block ring
The block ring has a female cone friction surface mating with the male cones
of the synchromesh cone and three notches on its circumference to align the
spline of mesh sleeve with block rings so that the mesh sleeve spline ⑥ is to
be pressed toward the block ring spline ①.
c)Inserter
There are three inserters included. Their center projections are fitted in
the inner annular groove of the mesh sleeve spline, respective two ends in three
notches of the block ring. These inserters are pressed against the top of mesh
sleeve spline by two springs ⑧ to keep the block ring in position.
The operation of sychromesh mechanism is completed in six steps below (talk
11 for example).
the gear ○
1st Step (See Fig.4-4)
When the force is applied on the shift lever,
it is transmitted to the mesh sleeve ⑤ through the
shift fork and then makes the mesh sleeve ⑤ and
11 by X1
inserters ⑦ axially move toward the gear ○
and X2 respectively. In this time, the center
projections of inserters ⑦ are still in the groove Fig. 4－4
of mesh sleeve spline.
2nd Step (See Fig.4-5)
After the elimination of the clearance X1 and X2,the
force above acts on the inserters ⑦ and synchromesh
cone ④ through respective friction surface and makes
the inserters inclined by an angle against the spring
force to contact with synchromesh cone. At this time
the mesh sleeve moves by a distance of Z. Fig. 4－5
－32－
3rd Step (See Fig.4-6)
Fig.4-6 to 4-9 are all vertical views.
The force acting on the block ring creates
a friction moment between synchromesh cone and
block ring and in turn makes the block ring turn
an angle and the side of the notches of the
block ring contact with the side of inserters.
The mesh sleeve and the block ring turn an angle
and the side on the notches of the block ring
keep in position at this time.
Fig.4-6
4th Step (See Fig.4-7)
While completing the 3rd step, the mesh
sleeve shifts over a distance of Z and the
chamfer ○
15 of the block ring comes into
contact with the chamfer of the mesh sleeve
spline ⑥ and the friction torque between the
synchromesh cone and block ring graduslly
increases and the inertial moment of the gear
○
11 gradually decreases until the formers
value is bigger than the latter, i.e. Tc＞Ti,
driving the gear. Fig.4-7
5th Step (see Fig.4-8)
When the relative speed between the gear
11 and the mesh sleeve ⑤ becomes zero, the
○
inertial torque Ti becomes zero too and the
11 is equal to the main
speed of the gear ○
shafts. At this time, the block ring shifts
in peripheral direction to allow every mesh
sleeve spline tooth to place between the
11 and , in the case
spline teeth of the gear ○
of the block ring floated by foreign force,
the mesh sleeve to pass through the block ring Fig.4-8
smoothly.
－33－
6th Step (See Fig.4-9)
While passing through the block ring, the mesh sleeve shifts by a distance
of Y, shown in Fig.4-7 and the chamfers of the mesh sleeve spline ⑥ come into
contact with the chamfer of the spline ⑥(See Fig.4-9).Due to the contact of
11 over an angle relative to the mesh
chamfers, the torque To turns the gear ○
6 .
sleeve and meshes the mesh sleeve spline with the spline○
Until now the complete synchronization course is over and then the power
11 .
is output through the main shaft, clutch hub, mesh sleeve and gear○
Fig.4-9
4.1.2Reduction and Differential
The reduction gear located in the front of the transmission is used to
reduce the speed and increase the torque from the output shaft of the
transmission and impart them to the differential. It consists primarily of a
small spiral beval gear on the output shaft and a pinion shaft splined with a
big spiral beval gear. Both ends of the pinion shaft are supported by tapered
roller bearing. Several shims are installed between the case and bearing covers
to adjust the clearances between them.
The differential is housed in the front portion of the case of the
differential the front end of which is connected with the axle housing. The
differential case is of splitting type. The differential includes two
halfshaft gears and four planet gears. The thrust washers are installed between
the differential case and each gear and between gear pairs to keep a proper
clearances between them. The planet gears are supported by planet gear shaft
I and Ⅱ. The shaft I and ring gear ① are fixed to the differential case
－34－
respectively with knock pin and bolt.
The power from the transmission is transmitted through the reduction gear,
differential, halfshaft gear and halfshaft to driving wheels.
① Gear ring
② Pin
③ Ball bearing
④ Side gear
⑤ Shim
⑥ O-ring seal
⑦ Bearing cover
⑧ Tapered roller bearing
⑨ Adjusting shim
⑩ Gear
○
11 Spacer
○
12 Pinion shaft
○
13 Pin
○
14 Planet gear
○
15 Shim
○
16 Gear shaft
Fig.4-10 Reduction and Differential
－35－
5.Hydrodynamic Drive Unit
Torque Converter
Type: Three elements, single stage, Two phases
Torque Ratio: 3
Set Pressure: 0.5～0.68MPa
Charging Pump
Type: Inner-mesh gear type
Flow Rate 271/min(2000rpm, 1.5MPa)
Hydraulic Transmission
Type
Power shifter
Forward 1.35
Speed Ratio
Backward 1.35
Hydraulic Clutch
Friction piece:0.D.× I.D.× T. 125× 81× 2.7mm
2
Friction area: 71cm
Set Pressure: 1.1～1.4Mpa
Weight: 165kg
Oil Amount: 71
Oil Type: Model SaE10W engine oil

No.6 torque converter oil made in China
－36－
Fig.5－1 Hydrodynamic Drive Unit
① Forward clutch ② Oil filter(Ⅱ) ③ Backward clutch

④ Single-row radial ball bearing ⑤ Seal ring(A)
⑥ O-ring seal ⑦ charging pump ⑧ Oil seal
⑨ Impeller ⑩ Stator ○
11 Turbine
○
12 Spring plate ○
13 Inching valve ○
14 Control valve
○
15 Piston ○
16 Spring ○
17 Oil inlet cover
○
18 Safety valve cover ○ Inner-hexagoned plug
19 ○
20 Plug
○
21 Spring pin ○
22 shift arm
○
23 Transmission case cover
○
24 Shift arm shaft ○
25 O-ring seal ○
26 Half-round key
○
27 Clip ring for hole ○
28 ＆○ 29 Single-row radial ball bearing
○
30 O-ring seal ○
31 Clip ring ○
32 O-ring seal
○
33 Idler ○
34 Oil filter(I) ○
35 Output gear
○
36 Idler shaft ○
37 Single-row radial ball bearing
○
38 Nut for bearing ○
39 Single-row tapered roll bearing
○
40 O-ring seal ○
41 Oil seal
○
42 Single-row tapered roll bearing ○
43 Output shaft
○
44 Supporting piece ○
45 Single-row radial ball bearing
○
46 Inner-hexagoned plug ○
47 Transmission case cover
○
48 Mounting bolt ○
49 Reverse lamp switch ○
50 Oil drain plug
－37－
Hydrodynamic transmission type forklift trucks are provided with a drive
unit including a torque converter and a hydraulic transmission (See Fig.5.1).
They feature the followings:
(1)With an inching valve, the inching operation can be done under the
conditions that the engine runs at both high and low speeds.
(2)Each of two hydraulic clutches is provided with four pairs of steel plates
and paper friction pieces specially-treated, so as to improve the durability
of friction pair.
(3)Both one-way overrun clutches in the torque converter are used to
increase the efficiency for power transmission.
(4)High quality of oil filters is helpful to increasing the life of the
torque converter.
5.2 Torque Converter
① Spring Plate
② Turbine
③ Impeller
④ Stator
⑤ One-way overrun clutch
Fig.5.2 Torque Converter
－38－
The torque converter mainly consists of an impeller, a turbine and a stator.
The liquid, from impeller driven by an input shaft, is jetted along its
leaves to leaves of the turbine to transmit the torque to the output shaft(i.
e. Mechanical energe is changed into kinetic one). And the flowing direction
of the liquid from the turbine wheel is changed by the stator to cause a part
of the liquid return to the impeller at an angle and produce so large reaction
torque driving the stator that the value of output torque is more than that of
input torque by the value of the reaction torque. When the turbine speed keeps
on increasing up to near speed of the impeller, the change rate of the flow angle
slows down and the value of the output torque keeps on decreasing until the liquid
flows into the leaves of the stator in opposite direction. When original reaction
torque acts in the opposite direction, the torque value of the output shaft is
less than that of the input shaft. To prevent this, a one-way overrun clutch
is fitted in the stator, causing the stator freely rotate in this case.
The way of torque-converting can be used to ensure efficient and smooth work
of the torque converter.
The torque converter, filled up with the torque converter oil, in the drive
unit is driven by an engine through a spring plate and flywheel on the engine.
A charging pump is driven by a driving gear which is splined to the impeller.
To oil for the torque converter and the transmission is supplied by the pump.
The power is transmitted to the transmission through a turbine shaft splined
to the turbine.
5.3 Hydraulic Clutch (Fig.5-3)
Both hydraulic multipiece clutches of wet type are fixed on the input shaft
of the transmission. The pressure oil is supplied to the forward or the backward
clutch through a control valve to achieve the forward or the backward travel
of the truck. All of gears in the transmission are normally meshed.
24 and four friction pieces ○
Every clutch consists of four spaces ○ 25 assembled
alternately and a piston. On the inner and the outer circles of the piston are
seal rings for sealing the piston. In the neutral, the piston is still and the
oil pressure acts on the piston and the spacers and the friction pieces are
engaged each other to form an integral so that the power from the torque converter
13 or the backward driving gear ④.
is transmitted to the forward driving gear ○
－39－
The power from the torque converter is transmitted to the transmission in
following order:
turbine-Input shaft-Spacer-Friction piece-Forward or backward driving
gear- output shaft.
Fig.5-3 Hydraulic Clutch
①Seal ring(A) ⑧O-ring seal ○

15 Seal ring(A) ○
22 Check valve ball
② Bearing ⑨Input shaft ○

16 Seal ring(A) ○
23 Piston ass’y
③ Thrust ring(B) ⑩Seal ring(B) ○

17 Seal ring(A) ○
24 Spacer
④Forward driving gear ○

11 End plate ○
18 Thrust ring(B) ○
25 Friction piece
⑤Snap ring ○
12 Snap ring(A) ○
19 Needle bearing ○
26 Return spring
⑥Snap ring ○
13 Backward driving gear ○
20 Snap ring(A) ○
27 Needle bearing
⑦Spring seat ○
14 Bearing ○
21 Snap ring
5.4 Control Valve, Relief Valve and Inching Valve

5.4.1 The control valve positioned at the inside of the transmission cover
includes three valve: an operation slide valve, a pressure valve and an adjusting
valve (Fig.5-4)
5.4.2 Pressure Valve
It is used to keep the oil pressure within 1.1-1.4Mpa. Through the valve
－40－
and the relief valve, the pressure oil is sent to the torque converter.
Fig.5－4 Control Valve
1. Pressure valve 2. Adjusting valve 3. Operation slide valve
4. Spring 5. Ball
5.4.3 Adjusting Valve

It is positioned between the inching valve and the operation slide valve.
The adjusting valve comes to work as soon as the operation slide valve is opened,
so as to reduce the shock from the engagement of either clutch.
5.4.4 Relief Valve
The relief valve connected with the transmission case keeps the oil pres
sure in the torque converter within 0.5-0.7Mpa to prevent air corrosion.
5.4.5 Inching Valve
It is fixed in the outside of the transmission. Its spool is connected with
a connection rod of the inching pedal. When the pedal is streesed, the spool
moves to right, and the oil pressure in the clutches is lowered temporarily to
get the inching of the truck(Fig.5-5).
－41－
① Snap ring
② O-ring seal
③ Inching valve rod
④ Snap ring
⑤ Spring
⑥ Valve core
⑦ Spool
⑧ Valve body
⑨ Spring
⑩ O-ring seal
○
11 Cover
○
12 Oil seal
Fig.5－5 Inching Valve

5.5 Transmission case
It is used to contain the input shaft, the output shaft, etc. and serve as
an oil tank. There is an oil filter (I) of 150 meshes in specification at the
bottom of the case to filter the oil from the charging pump. The oil filter (Ⅱ)
for the pipeline, the oil inlet cover and the dip stick are all fixed at the
top of the case cover.
5.6 Charging Pump (See Fig.5-6)
The charging pump between the torque converter and the input shaft of the
transmission is a gear pump driven by the turbine shaft concluding a pair of
innermeshed gears for the purpose of feeding the oil to the torque converter
and the transmission.
5.7 Hydraulic Circuit (Hydrodynamic Transmission Type Drive Unit) (See
Fig.5-7)
After the engine is started, the charging pump inhales the oil from the oil
tank (i.e. transmission case). The pressure oil from the pump serves two parts
for hydraulic clutches and torque converter.
The oil necessary to operate the hydraulic clutches is divided into two
circuits through the pressure valve (Set pressure of 1.1-1.4MPa):one circuit
flowing to the torque converter via. a relief (set pressure of 0.5-0.7Mpa) and
another to the inching vale and the operation slide valve. The oil out of the
torque converter is cooled by and oil rediator and used to lubricate the
hydraulic clutches and finally returns to the oil tank.
－42－
Fig.5-6 Charging Pump
1. O-ring seal 2. Driven gear 3. Driving gear

4. Cover 5. Pump body 6. Oil seal
Fig.5－7 Hydraulic Circuit
1. Charging pump 2. Oil filter 3. Relief valve

4. Oil filter 5. Pressure valve 6. Oil radiator
7.Torque converter 8. Adjusting valve 9. Operation slide valve
10. Inching valve 11.Switch 12. Backward clutch
13. Forward clutch
－43－
In the neutral, the circuit from the operation slide valve to the clutches
is intermitted, and pressure valve is opened to let the oil only flow into. the
torque converter. When the operation slide valve lies at its forward or backward
position, the circuit from the operation slide valve to either the forward clutch
or the backward clutch is closed accordingly, thus causing corresponding clutch
come to work. When a clutch is at work, another must stop working, i.e. its
spacers and friction pieces must be disengaged each other and be lubricated and
cooled. When the inching valve is operated through stressing the inching pedal,
a part or most of the oil in the clutches flows into the oil tank through the
inching valve rod. The oil circulation for the torque converter then is the same
as that in the neutral.
5.8 Towing Disabled Truck
The followings should be done when the torque converter type truck to be
repaired is towed by other truck:
(1) Remove the half –shaft from the front wheel.
(2) Shift lever should be placed in the neutral.
5.9 Position of Connection Ports for Hydraulic Oil(See Fig.5-8)
Fig.5-8
1. High temp. oil port(to radiator) 2. Low temp. oil port(from radiator)
3. Oil temp. meter port 4. Oil drain plug
5. Side pressure hole of clutch 6. Reverse lamp switch
7. Neutral switch 8. Oil filter 9.Inching valve
－44－
6.Drive Axle
Front wheel drive type tuck, axle body rigidly connected to truck frame, fully
Type
floated halfshaft
Truck
1～1.8t 2t、2.5t 3t 3.5t
Capacity
Wheel
Single Single Twin Single Twin Single Twin
Arrange-
wheel type wheel type wheel type wheel type wheel type wheel type wheel type
ment
Wheel 2×6.5-10- 2×7.00-12- 4×7.00-12- 4×28×9- 4×28×9- 4×28× 4×28×9-

Size 10PR 12PR 12PR 15-12PR 15-12PR 9-15 15-12PR
Rim
5.00F-10DT 5.00S-12D 5.00S-12D 7.00WFB-15 7.00WFB-15 7.00WFB-15 7.00WFB-15
size
Type
790kPa 860kPa 830kPa 830kPa
Pressure

The drive axel mainly consists of the housing, the wheel hubs, the halfshafts
and the brakes. The housing is an integrally casted. The tyre with the rim is
fixed to the hub with studs and nuts. The power is transmitted to the halfshafts
through the differential and drives the front wheels through the hubs. Each hub
is fixed on the housing with two tapered roll bearings, so that the half-shafts
bear only the torque transmitted to the hubs, In the inside of the hub are oil
seals to prevent water and dust from entering and oil leakage.
－45－
① Housing
② Half-shaft
③ Wheel brake
④ Brake drum
⑤ Oil seal
⑥ Tapered roller bearing
⑦ Wheel hub
⑧ Tapered roller bearing
⑨ Oil seal
⑩ Type
11 Rim
○
12 Adjustment nut
○
13 Lock nut
○
Fig.6-1 Drive Axle
－46－
6.2 Procedure for Hubs Remounted
(1) Grease the hubs for 100CC grease,
then install it on the shaft.
(2) Screw down the adjusting nut with
a torque for about 1 kg. m and then screw
it out for 1/2 turn.
(3) Put the spring balance up on the
bolt to measure the hubs’ starting torque.
When the starting torque arrive to the
specified value, lock the nuts slowly. Fig.6-2 Add Grease
Starting torque:5 to 15 kg. m.
(4) Install the lock plates and lock
nuts, after that pull the lock plates up
to lock the bolts.
(5) Wheel assembly
Install the air valve rod and cap on
the inside rim. Pay attention to the
following condition:
(a) Put the air valve rod in the notch
of the rim and make it face outside.
(b) Make the tops of the rim bolts Fig.6-3 Measure Starting Torque
face outside.
1. Tyre 4. Inside rim

2. Air valve rod 5. Outside rim
3. Cap 6. Rim bolt
Fig.6.4 Wheel Assembly
－47－
7. Steering System
Model
2，2.5t 3t，3.5t 4t
Item
Type Rear wheel steering powered
Steering assembly Type Cycloid gear type powered steering unit
BZZ1-100(sealed by taper O-rings)

Steering assembly Model
BZZ1-125(sealed by taper O-rings)
Type Double-action piston type
Steering Bore mm Φ70
Cylinder Dia. of Piston Rod mm Φ50
Stroke mm 160
Rated Pressure MPa 7 9
Radius of Steering Handwheel mm Φ380
Wheel Size 6.00-9-10PR 6.5-10-10PR
Tyre Pressure 860kPa 790kPa

The steering system principally consists of a steering handwheel, a steering
shaft and a steering unit. The steering shaft is connected with the steering
unit and steering handwheel by the joint. The steering column may be tilted
properly forward or backward. (See Fig.7-1)
－48－
Fig.7-1 Steering and Operating Device
7.2 Cycloid Gear Type Powered Steering Unit

The powered steering unit can transmit the pressure oil from the flow-
divider by pipes to the steering cylinder in terms of the rotating angle of the
handwheel. When the engine stop running, the charging pump will not work, in
this case a man=powered steering should be adopted.
－49－
Fig.7-2 Cycloid Gear Type Powered steering Unit
1. Spacing sleeve 4. Interlock shaft 7.Rotor
2.Valve body 5.Spring piece 8.Stator
3.Valve core 6.Joint sleeve 9.Valve sleeve
－50－
7.3 Inspection on Reassembly of Steering System
(1)Check the forces necessary to turn the steering handwheel to right and
left until it can’t be turned any more to see if they are identical each other
and check the operation of the steering handwheel for smoothness during above
operation.
(2)Check the arrangement of hydraulic pipeline and turning direction of the
truck for correctness.
(3)Put up the rear wheels and slowly turn the handwheel over again to exhaust
the air in the hydraulic pipelines and the cylinder.
7.4 Steering System Troubleshooting
Problem Analyses of Trouble Remedies
Pump damaged or breaking down Replace

Fail to turn
Flow-divider blocked or damaged Clean or replace
handwheel
Hose or joint damaged or pipeline blocked Clean or replace
Too low oil pressure from flow divider Adjust pressure
Difficult Air in steering oil circuit Exhaust air
to turn Steering unit fail to recover due to spring piece Replace spring
handwheel damaged or elasticity-insufficient piece
Check piston
Excessive inner-leakage in steering cylinder
seals
Truck’s
Adjust
snacking or
Excessive flow rate for steering flow-divider for
moving with
flow rate
oscillation
Excessive Too low oil level in oil tank Refill oil

noise Suction pipeline or oil filter blocked Clean or replace
Oil leakage Seals of guide sleeve, pipeline or joint damaged Replace
8. Steering Axle
The steering axle is of section-boxed welded construction type (Fig.8-1).
It includes axle body, steering cylinder, tie rod, knuckles and steering wheels.
－51－
The steering trapezium is made of cranks and blocks. When pressure oil move the
cylinder piston rod, the tie rod revole the knuckles, then the truck may be
steered. The steering axle is bolted to the rear frame by the buffer.
Fig.8-1 Steering Axle
1.Axle body 9.King pin 17.Hub nut

2.Tie rod 10.Tyre 18.Oil seal
3.Steering cylinder 11.Oil seal 19.O-ring seal
4.Rear trestle 12.Tapered roller bearing 20.Bush
5.Bush 13.Tapered roller bearing 21.Dust sleeve
6.Right knuckle ass’y 14.Hub cover 22.Left knuckle ass’y
7.Thrust bearing 15.Hub
8.Neelde bearing 16.Hub bolt
－52－
8.2 Steering Knuckles and King Pin
Both steering knuckles are fitted between the upper and the lower bushes
through tow king pins, tapered bearings, dust sleeves and O-ring seals. The upper
extreme of the king pin is locked on the axle body with a lock pin, the lower
extreme of the king pin with a nut and a split pin. Both ends of the king pin
are supported by the tapered bearings which are pressed into the axle body.
Fig.8-2 Steering Knuckles
1. Bush 4. Lock pin 7. Steering knuckle

2. Bush 5. Oil seal
3. King pin 6. Tapered bearing
8.3 Wheel Hub

The rear wheel hubs are fitted to the knuckle shafts through two tapered
roller bearings, the wheels with rims are bolted on the hubs. There are oil seals
keeping the grease in the hubs and the chambers of the knuckles between the
outside of the two tapered roller bearings. The degree of the bearing tightness
is adjusted by the nut.
8.4 Steering Cylinder
The steering cylinder is of double-action piston type. The seal unit is
consist of the supporting ring and o-ring seal, Yx-ring seal is adopted between
－53－
the cylinder cover and the piston rod. The cylinder is fitted to the steering
axle through two cylinder covers.
Fig.8-3 Steering Cylinder
1.Piston rod 2.Cylinder cover 3.Dust ring

4.Yx-ring seal 5.O-ring seal 6.O-ring seal
7.Supporting ring 8.Cylinder body
8.5Rear Wheel Bearing Pre-load Adjustment
Fig.8-4 Pre-load Adjustment
－54－
(1) As shown in Fig.8-4, with lubricating grease, fill up the chamber formed
by wheel hubs, wheel hub bearings and wheel hub covers and coat the lips of the
oil seals.
(2) Press the hub bearings into the hub and fit the hub on the knuckle shaft.
(3) Fit a flat washer and tighten a castle nut to a torque of 206-235 Nm
(21- 24kgm) and loosen it and then tighten it again to a torque of 9.8 N. m (1kgm).
(4) To ensure firm installation of the hub, slightly knock at it with a wooden
hammer and in the meantime, rotate the hub for 3-4 turns.
(5) Tighten the castle nut and align one of its notches with a cotter pinhole
drilled in the steering knuckle.
(6) Again slightly knock at the hub with a wooden hammer and in this time,
rotate manually the hub for 3-4 turns to ensure its smooth rotation with a
specified torque of 2.94-7.8 N. m (0.3-0.8kgm).
(7) If the torque value necessary to rotate the hub is more than the specified
one above-mentioned, screw out the castle nut for 1/6 turn and measure the torque
value then.
(8) When the torque value measured is up to the specified one, lock the castle
nut with a cotter pin.
9.Brake System
Type: Front two-wheel braking, internal expansion, hydraulic type
Pedal Ratio: 5.66
Master Cylinder Bore: 19.05mm
Wheel Brake 1～1.8t 2t,2.5t 3t,3.5t
Type: Duo-servo type with parking brake
Operating Cyl. Bore 22.22mm 28.58mm
Lining Size
279×48.5×5mm 324×60×7mm 348×76×8mm
(L×W×T)
2 2 2
Friction Area 135.3cm ×4 194.4cm ×4 264cm ×4
Inner Dia. of Brake

254mm 310mm 314mm
Drum
Parking Brake: Front two－wheel braking, internal expansion, hydraulic type
－55－
9.1 General Deseription
The brake system is the front two-wheel braking type consisting of a master
cylinder, wheel brakes and brake pedal mechanism.
9.1.1 Brake pedal
The brake pedal unit is mounted on the transmission through bracket as shown
in Fig. 9-1. When the pedal moves, it push the rod to course the piston moves
and the pressure of the oil circuit increased.
Fig. 9-1 Brake Pedal (Clutch Type)
－56－
Fig.9-2 Brake pedal (Tor-con Type)
9.1.2 Master Cylinder
The cylinder contains valve seat, check valve, return spring, primary cup,
piston and secondary cup, which are all kept in place with a stop washer and
a stop wire. The exterior of the cylinder is protected from dust by means of
a rubber dust cover. The piston is actuated through the push rod by operation
of the brake pedal. As the brake pedal is pressed, the push rod pushes the piston
forwards. The brake fluid in the cylinder flows back to the reserve tank through
the return port until the primary cup blocks up the return port. After the primary
cup passes through the return port, the brake fluid in the cylinder is
pressurized and opens the check valve, flowing through the brake pipeline to
the operating cylinder. Thus, each operating cylinder piston is forced outwards.
This brings the friction pieces on the brake shoes into contact with the brake
drum and slows or stops the truck, Meanwhile, the cavity caused behind the piston
is filled with brake fluid led through the return port and inlet port. When the
brake pedal is released, the piston is forced back by the return spring. At the
same time, the brake fluid in each operating cylinder is pressurized by the
return spring, returning into the master cylinder through the check valve. With
the piston in its original position, the fluid in the master cylinder flows into
the reserve tank through the return port. The brake fluid in the brake pipelines
and operating cylinders has a residual pressure proportioned to the set pressure
of the check valve, which makes each operating cylinder piston cup securely
seated to prevent oil leakage and eliminates a possibility of air locking when
the truck is sharply braked.
－57－
①Link rod
②Push rod
③Dust cover
④Snap ring
⑤Secondary cup
⑥Piston
⑦Primary cup
⑧Spring
⑨Check valve
Fig.9-3 Master Cylinder

9.1.3 Wheel Brake
The wheel brake is the internal expansion hydraulic type consisting of
brake shoes, springs, operating cylinder and adjuster, and backing plates. Two
wheel brakes are provided on each end of the front axle. The brake shoe, one
end of it being connected to the anchor pin and the other to the adjuster, is
stressed on the backing plate by the spring and spring pull rod. The primary
shoe is provided with the parking pull rod while the secondary shoe with the
adjusting lever of the clearance self-adjuster. See Fig. 9-4, 9-5 and 9-6.
①Spring
②Cup
③Piston
④Cylinder body
⑤Push rod for piston
⑥Return spring
⑦Push rod
⑧Return spring
⑨Adjusting lever
⑩Secondary shoe
11 Clearance self-adjuster
○
12 Spring
○
○
13 Parking calbe ass’y
○
14 Spring cover
15 Spring pull rod
○
○
16 Parking pull rod
○
17 Parking push rod
18 Operating cylinder
○
○
19 Return spring
○
20 Primary shoe Fig.
9-4 Wheel Brake for 2 and 2.5 Ton Trucks
－58－
①Operating cylinder ass’y
②Spring
③Cup
④Piston
⑤Boot
⑥Push rod for piston
⑦Return spring
⑧Friction piece
⑨Spring
⑩Parking push rod
11 Spring pull wire
○
○
12 Brake shoe
○
13 Spring seat
14 Spring pull rod
○
○
15 Spring
○
16 Spring
17 Ratchet pawl
○
○
18 Spring
○
20 Pin
○
○
21 Backing plate
○
22 Return spring Fig.9-5 Wheel Brake for 3 and 3.5 Ton Truck
23 Parking pull rod
○
○
24 Brake cable ass’y
①Push rod
②Boot
③Piston
④Spring
⑤Rubber cup
⑥Operating cyl. Body
⑦Secondary shoe
⑧Returning spring for shoes
⑨Spring
⑩Parking push rod
○
11 Wire for spring
○
12 Compression spring pull rod
13 Compression spring seat
○
○
14 Spring
○
15 Return spring
16 Ratchet pawl
○
○
17 Spring
○
19 “E” type retainer
○
○
20 Parking cable
○
21 Compression spring pull rod
22 Compression spring seat
○
○
23 Parking pull rod
○
24 Primary shoe
25 Return spring
○
Fig. 9-6 Wheel Brake for 1 to 1.8 Ton Trucks (Left)
－59－
(1) Braking Operation
The braking operation in the truck’s forward travel is as follows: see Fig.
9-7. The primary and secondary shoes are respectively forced by a force equal
in value and contrary in direction each other, by operation of the operating
cylinder to bring the friction piece in contact with the brake drum. The primary
shoe forces the adjuster with the aid of friction force between the friction
piece and the drum. Due to this, the adjuster pushes the secondary shoe by the
larger force than that offered by operation of the operating cylinder. The
secondary shoe upper end is forced strongly against the anchor pin, providing
large braking force. On the other hand, the braking operation in the truck’s
reverse travel is performed in reverse order, but the braking force is the same
as that in the case of the truck’s forward travel.
Fig.9-7 Braking Operation in Fig.9-8 Braking Operation in

the Truck’ s Forward Travel the Truck’s Backward Travel
(2)Parking Brake
The parking brake is of mechanical,
internal expansion type and built in
the wheel brake. It shares the brake
shoes and brake drum with the foot brake.
As the parking brake lever is pulled,
the parking pull rod is actuated
through the brake cables. The parking
pull rod pushes, in turn, the parking
push rod to the right with the aid of
the pin as a fulcrum, forcing the Fig.9-9 Parking Brake
secondary shoe against the brake drum.
－60－
(3) Clearance Self-adjuster
The clearance self-adjuster keeps suitable clearance between the friction
piece and drum by itself. The construction is shown in Fig.9-10 and 9-11. This
adjuster, however, actuates only when the truck in reverse travel is braked.
There are two different clearance self-adjusters.
Fig. 9-10 2 and 2.5 Ton Trucks Fig.9-11 1to 1.8 Ton and
3 to 3.5 Ton Trucks
(a)Clearance self-adjuster for 2 and 2.5 ton trucks

The adjuster actuates only when the truck in reverse travel is braked. The
secondary shoe come into contact with the brake drum and rotate together. As
a result of this, the parking pull rod turns right around the point A so that
the point B of the rod raises. After releases the brake pedal, the parking pull
rod turns left with the spring force so that the point B of the rod lowers.
As the clearance between the friction piece and the brake drum increases,
the rotating vertical distance of the pawl by point B increases too. When the
clearance is more than 0.4 mm, the adjuster is dialed a teeth and the adjusting
lever becomes longer, so that the clearance decreases.
Clearance adjusting range: within 0.4 to 0.45mm.
(b) Clearance self-adjuster for 1 to 1.8 ton and 3 to 3.5 ton trucks secondary
shoe come into contact with the brake drum and rotate together. As a result of
this, the parking pull rod turns right around the point A so that the point B
of the pawl dials the teeth of the adjuster.
After releases the brake pedal, the brake shoe return to the original
position and the parking pull rod turns left around the point A so that the point
B of the rod lowers. When the clearance increases, the adjuster is dialed another
teeth.
－61－
Clearance adjusting range: within 0.25 to 0.4mm.
Fig.9-12 Clearance Self-adjuster Fig.9-13 Clearance Self-adjuster

(for 2 and 2.5 ton trucks) (for 12 to 1.8 ton and 3.5 ton trucks)
9.1.4 Parking Brake Lever

The parking brake lever is of
a cam type. The brake force cam be
adjusted with the adjuster on the
end of the brake lever.
Brake force adjustment: When
you turns the adjuster clockwise,
the force increases, otherwise,
when you turns the adjuster
counter clockwise, the force
decreases.
Notice:For2 to 2.5 ton
trucks, turns the screw in the
adjuster to adjust the force.
Fig.9-14 Parking Brake Lever
－62－
9.1.5 Brake Pedal Adjustment
(1) Make the push rod short.
(2) Adjust the height of the pedal with the stopper bolt (See Fig.9-15).
(3)With the brake pedal pressed, pull the push rod out until its front end
comes into contact with the master cylinder piston.
(4) Tighten the push rod lock nut. Type Engine
Unit: mm
Type Free Stroke
Height
Engine Capacity Brake Inching
CL 105 30 *
H15 1～1.8t
TC 100 50 0
CL 118 10 *
H20 2～3.5t
TC 121 30 0
2～3.5t CL 120 10 *
H25 Pressure
Increase TC 124 30 0
CL 107 30 *
4LB1 1～1.8t
TC 103 50 0
C240 1～1.8t
CL 105 30 *
Pressure
CL 110 10 *
2～3.5t
TC 116 30 0
Fig.9-15 Brake pedal Adjustment 2～3.5t CL 116 10 *

4JG2 Pressure
▲ Brake Switch Adjustment CL stands for clutch type trucks

TC stands for tor-con type trucks
(a) After you adjust the height
of the brake pedal, loose the lock
nut of the brake switch;
(b) Pull the plug out to let the
lead separate;
(c) Turn the switch to make the
clearance about 1mm;
(d) Make sure that when you press
the brake pedal the brake lamp light Fig.9-16
－63－
at the same time.
9.2 Maintenance
This paragraph covers the disassembly, reassembly and adjustment of the brake.
The description here is mainly for 1 to 1.8 ton and 3 ton trucks’ brake, the
2 and 2.5 ton trucks’ brake is similar to it in general.
9.2.1 Wheel Brake Disassembly

(1)Remove the lock pin, adjust lever,
adjuster and spring of secondary shoe.
(Fig. 9-17)
Fig.9-17
(2)Remove shoe return springs.

(Fig.9-18)
Fig.9-18
(3)Remove hold-down springs of primary

shoe. (Fig.9-19)
Fig.9-19
－64－
(4) Remove the primary and secondary shoes,
at the same time, remove adjuster and
adjuster spring. (Fig.9-20)
Fig.9-20
(5) Remove the braking oil pipe from

the operating cylinder, remove operating
cylinder mounting bolts and detach the
operating cylinder from the backing plate.
(Fig.9-21)
Fig.9-21
(6) Remove the E-retainer for

securing the parking brake cable to the
backing plate. Remover the backing plate
mounting bolts and detach the backing
plate from the drive axle body. (Fig9-22)
Fig.9-22
(7) Remove the operating cylinder

boot and push all parts out of the
cylinder. (Fig.9-23)
Fig.9-23
－65－
Fig.9-24
9.2.2 Inspection of wheel Brake
Inspect all parts to make sure if there’s any worn or damaged part. If
necessary, repair or replace with new one.
(1)Check the operating cylinder body’s inner surface and the piston
periphery surface for rusting. Then, measure the clearance between the piston
and cylinder body.
Specified clearance:0.03～0.10mm
Maximum clearance: 0.150 mm
(2) Visnally check the piston cup of the operating cylinder for damage or
deformation. If necessary, replace it.
(3) Check the operating cylinder spring for free length. If necessary
replace it.
(4) Check the friction piece for thickness to see if it is excessively worn
If necessary, replace it.
unit: mm
1-1.8t 2-2.5t 3-3.5t
Standard 4.87 7.2 8

Max. 5.0 6
Fig.9-25
(5)Check the inner surface of brake drum
for damage and excessive worn. If necessary, repair or replace it.
－66－
unit: mm
1-1.8t 2-2.5t 3-3.5t
Standard 254 310 314

Max. 256 312 316
9.2.3 Wheel Brake Remounting
（1）Apply brake fluid to the piston
Fig.9-26
and piston cup and reinstall spring, cup,
piston and dust cover in this order.
（2）Install the operating cylinder on
the backing plate.
Torque moment for bolts:
1～1.8 ton trucks: 8～12N. m
2～2.5 ton trucks:14.7～19.6N. m
3～3.5 ton trucks:17.6～26.5 N. m
(3)Install the backing plate on the
front axle.
Torque moment for bolts:20.6～22.5N.m
Fig.9-27
(4)Apply lubricating oil on the a. b.
c. d. and e points indicated in Fig.9-27.
(a)Backing plate bearing surface
(b)Anchor pin
(c)Contact surfaces between shoe and
spring seat
(d)Anchor pin, parking puller
(e)Screws of the adjuster and other
rotating part
(5)Install the brake cable assembly on
the backing plate with an E-retainer. 图 9－28
(6)Install shoes on the backing plate

with hold-down springs.
(7)Put the spring on the parking push
rod and then install the rod on the shoe.
－67－
(8)Install the shoe guide plate on the
anchor pin, and install the shoe return
spring.
(9)Install the clearance self-adjuster,
adjuster spring, push rod and its return
spring.
Pay attention to the following points: 图 9－29
(a)Adjuster thread direction and its
mounting direction.
(b)Adjuster spring direction. (Do not
allow the adjuster gear teeth to contact
with the spring)
(c)Return spring direction of the push
rod.(Spring hook at anchor pin side should
be located at the opposite side to push rod)
图 9－230
(d)Push rod and its return spring
should be located in the groove on the
anchor pin.
(e)Make sure that the adjusting lever
lower end is in contact with the adjuster
gear teeth.
(10)Install the braking oil pipe on the
operating cylinder.
(11)Measure the inner dia. of drum and 图 9－31
the outer dia. of shoe. Adjust the adjuster
to obtain the difference needed between the
drum inner diameter and the friction piece outer diameter.
Specified difference: 1mm
－68－
9.2.4Operation Test to Clearance Self-adjuster
(1)Make the brake shoe diameter approach the specified mounting size, and
pull the adjusting lever with your finger along the arrow marks to turn the
adjuster gear. When removing off your finger, the adjusting lever should return
to its original position without rotation of the adjuster gear.
Note: Even if the adjuster gear turn back along with the adjusting lever
motion when removing your finger, the adjuster will still operate normally
after it is built in the machine.
(2) If the adjuster fail to do the above operation when the adjusting lever
is pulled, proceed with the following inspection:
(a) Make sure that the adjusting lever, push rod, return spring for push
rod are securely installed.
(b) Check the push rod return spring and adjuster spring for deterioration,
and also check the adjuster gear for rotating condition and undue wear or damage
of the meshing section. Also check if the adjusting lever is in contact with
the gear.
Fig. 9-32
－69－
9.2.5 Wheel Brake Troubleshooting
Problem Probable Cause Remedy
1.Fluid leaks from brake system Repair

Adjust the
2.Maladjustment of brake shoe clearance
adjuster
3.Brake overheating Check for dragging
4.Poor contact between brake drum and
Poor braking Readjust
friction piece
5.Foreign matter adhered on friction piece Repair or replace
6.Foreign matter mixed on brake fluid Check brake fluid
7.Makadjuatment of brake pedal(inching

Adjust
valve)
1. Hardened friction piece surface or
Repair or replace
foreign matter adhered thereto.
2.Deformed backing plate or loose bolts Repair or replace
Noisy brake 3.Deformed shoe or incorrect installation Repair or replace
4.Worn friction piece Replace
5.Loose wheel bearing Repair
1.Oil-contaminated friction piece Repair or replace

Adjust the
adjuster
Uneven
braking 3.Malfunctioning operating cylinder Repair or replace
4.Shoe return spring deteriorated Replace
5.Deflected drum Repair or replace
1.Brake fluid leaks from system Repair

Adjust the
Soft or adjuster
spongy brake
3.Air mixed in brake system Bleed air
4.Maladjustment of brake pedal Readjust
－70－
10.Hydraulic System Table 1
Truck 1~1.8t 1~1.8 2~2.5t 2~2.5t 3t 3t
Model Gasoline Diesel Gasoline Diesel Gasoline Diesel
Item Engine Engine Engine Engine Engine Engine
Engine Model H15KA 4LB1 H20KA H25KA 4JG2 C240PKJ H20KA H25KA 4JG2 C240PKJ
Type Gear pump

Main Pump
CBT-F428.2 CBT-F431.5- CBT-F43 CBT-F431.5

Model CBHZ-F23-ALφ CBT-F431.5-ALφR
-ALφR ALφR 1.5-ALφR -ALφR
Displacem
23ml/r 28.2ml/r 31.5ml/r
ent
Type Two-poor type with relief valve, flow divider and tilt valve
Control Valve
Setting
17.5MPa
Pressure
Dividing
7MPa 9MPa
Pressure
Flow Rate 11 l/min 13 l/min
Type Single-action piston type with cut-off valve

Lift Cyl.
Bore Dia. φ45 φ50 φ56
Stroke 1495mm(Only for lift height of 3m)
Type Double-action piston type

Tilt Cyl.
Bore Dia. φ70
Stroke 167mm
Oil Amount 18 l 32 l
－71－
Table 2
Truck Model CPC(D)35-W4,
CPC(D)35-S1 CPQ(D)35-R3
W5,W6 CPQ(D)35-ZJ
CPC(D)35-X2 CPQ(D)35-R4
Item CPC(D)35-HJ,D
CBHZ-F31.5- CBHZ-F32- CBHZ-F432- CBHZ-F432-
Model 6
ALH L ALφL ALφL AFφL
Main
pump Type Gear type
Displacement 31.5ml/r
Model CDB-F15
Two-spool type with relief valve, divider

Type
and tilt-lock valve
Control
Valve Pressure Setting 17.5Mpa
Pressure 10Mpa
Divider
Amount 11 l/min
Single-acting piston type with cut-off

Type
Lift valve and speed-limited valve
Cylinde
Cylinder Bore Dia. 63mm
r
Stroke(H=3000mm) 1495mm
Type Double-acting type
Tilt Cylinder Bore Dia. 80mm
Cylinde O.D. of Piston Rod 35mm

r
167mm(In max. front tilting angle of 6°
Stroke
and rear tilting angle of 12°of mast)
－72－
The hydraulic system consists of main pump, control valve, lift cylinder,
tilt cylinder and oil pipe-lines. The oil tank is on the right side of the
truck.
10.2 Main Pump
The main pump is a gear pump. It is driven directly by the PTO device of
the engine. The oil of the oil tank flow to the control valve through the main
pump.
The main pump consists mainly of a pump body, a pair of gears, lining plates
and snap rings. This pump uses pressure-balance type bearings and a special
lubrication method so as to minimum the clearance of the gear face.
① Pump body
② Driving gear
③ Driven gear
④ Front cover
⑤ Rear cover
⑥ Lining plate
⑦ Seal ring
⑧ Ring
⑨ Oil seal
⑩ Snap ring
Fig.10-1 Main pump
－73－
10.3 Control Valve& Divider
The control valve (2 spool type) consists of four valve housings, two spools,
one relief valve and one flow divider. The four valve housings are assembled
together with three stud bolts and nuts. The tilt spool valve consists a tilt
lock valve.
Fig.10-2 Control Valve
Fig.10-2 Control Valve
－74－
10.3.1 Spool Operation
Take the tilt spool valve for
example:
(1)Neutral Position(Fig.10-3)
The high pressure oil discharged
from the pump returns to the tank
through the mid-passage.
(2)Pushing-in of Spool(Fig.10-4)
In this time, the spool is pushed Fig.10-3
in to close the mid-passage. This
causes the oil from the main oilinlet
to push up the inlet check valve and to
flow into the port “B”. The return
oil from the port “A”flows through
the low-pressure passage to the tank
and the apool is restored to its
Fig.10-4
neutral position by the return spring.
(3)Drawing-out of Spool(Fig.10-5)
With the mid-passage closed, the
oil from the main oil-inlet pushes up
the check valve and flows into the
port“A”.The return oil from the port
“B” flows through the low-pressure
passage to the tank. The spool can be
restored to its neutral position by Fig.10-5
return spring.
－75－
10.3.2 Relief Valve and Flow Divider (See Fig.10-6)
Fig.10-6
The relief valve consists of main valve A and proceeding valve B. When the
spool of the control valve is operated, chamber Q linked with the operating
cylinder is filled with high pressure oil. The high pressure oil affects
proceeding valve B through throttle hole D and E. If the system pressure is higher
than the setting pressure, the proceeding valve B will be opened to make the
pressure in F chamber lower and thus causes the main valve A to move right, then
the oil in chamber Q may directly flow to low-pressure passage G and reduce
chamber Q pressure. In this way, the system pressure may be adjusted by adjusting
the screw H.
The construction of the flow divider is quite simple. It is of direct
overflow type, and ensures the constant pressure of the power steering system
by balancing the oil pressure with fixed spring force. When turning, chamber
M gets through with the high pressure passage. If the oil pressure is higher
than the spring force, the poppet N moves right, causing the high pressure oil
to flow directly to the low-pressure passage via. Chamber T and keeping the
pressure of the power steering system unvaried. The setting pressure is adjusted
by adjusting the screw K.
－76－
Poppet L is a balance type spool valve and may move right of left according
to the variety of the Oil flow and pressure passing through it to change the
opening of chamber R and S and ensures the oil flow to working chamber Q and
to power steering port PS keeps in balance condition and is smoothly divided
in certain proportion.
A is fixed throttle holes.
10.3.3 Setting Pressure

Do not adjust the pressure of the
main relief valve at will. If necessary,
you first loose the lock nut, and then
adjust the adjustive screw. When you
turn the screw left, the pressure goes
down. When you turn the screw right, the
pressure goes up. After you get the
pressure that you need, screw down the
lock nut.
Fig.10-7
1-1.5t 1.8-3.5t
Setting
14.5MPa 17.5MPa
Pressure
10.3.4 Action of Tilt-lock Valve

Tilt spool valve housing contains a tilt lock valve. The tilt lock valve
is intended to prevent vibrations of the mast resulting from the negative
pressure in the tilt cylinder and also to avoid danger incurred from mishandling
of the spool. On the conventional model, even if the engine is not running, the
mast can’t be tilted forward by actuating the tilt lever. But this newly adopted
tilt-lock valve does not allow the mast to tilt forward when the engine is at
rest, even if the tilt lever is pushed with a full load. The construction of
the tilt-lock valve see Fig.10-8.
－77－
Fig.10-8
The port A and B are connected respectively to the front and the rear chambers
in the tilt cylinder. When the spool is pulled out. The pressure oil flows through
the port A and the oil in rear chamber flows into the oil tank through the port
B and the mast is tilted backward.
When the spool is pushed in, the pressure oil flows through the port B and
moves the tilt-lock valve to let the port A connect the low pressure tank and
the tilt cylinder and the mast is tilted forward.
When the engine stops, no pressure oil moves the tilt-lock valve, the port
A can’t connect the low pressure tank and the tilt cylinder and the mast can’t
be tilted forward.
－78－
10.4 Hydraulic Oil Circuit(See Fig.10-9)
Fig.10-9 Hydraulic Oil Circuit

T.C.-Tilt cylinder L.C.-Lift cylinder
C.V-Control valve F.D.-Flow divider
F.V.-Flow regulator valve C.O.V.-Cut-off valve
P.C.-Power steering cylinder P.S.-Power steering unit
M.P.-Main pump L.-Left R.-Right
The oil from the main pump comes to the control valve first and there is
divided by the flow divider into two parts, one being sent to lift cylinder or
tilt cylinder, and another to the power steering unit in constant flow rate to
operate the steering cylinder. With the spools of the lift and tilt spools in
neutral position, the oil from the pump directly returns to the tank through
the passage in the control valve. When the lift spool is pulled, the oil from
the pump flows through the flow regulator valve and reaches the lower part of
the lift cylinder to push the piston up When pushes the lift spool, the circuit
between the lower part of the lift cylinder and the oil tank is connected and
－79－
the piston begins to descend due to the weight of the load and all of lifting
parts. In this case, the oil flow returning to the control valve is regulated
by the flow regulator valve and the fork descent speed is controlled. When the
tilt lever is operated, the high pressure oil reaches the front or rear changer
of the cylinder and pushes the piston forward or backward. The oil pushed out
by the piston returns to the oil tank through the control valve and the mast
then tilts forward or backward.
10.5 Operating of the Control Valve
The control valve is operated by the levers. All the levers are mounted on
the one linking shaft and the linking shaft is fitted on the cabinet through
a bracket. The levers operate the spools the spools through the linking rod.
Fig.10-10 Operating of the Control Valve
－80－
Name
No. Symbol
As you see in Fig.10-11, the
mast lift up when you push the
lift lever forward, the mast fall
1 Lift or Fall down when you pull the lift lever
backward. The mast tilt forward
when you push the tilt lever
forward, the mast tilt backward
when you pull the tilt lever
Tilt Forward
2
or Backward
Fig.10-11 The Symbol on the Operation Lever
10.6 Lift Cylinder

The lift cylinder is of single-action piston type. It consists primarily
of cylinder body, piston rod, piston and cylinder head, The bottom of the
cylinder is connected with the cylinder supporter of the outer mast by bolts
and pins, while its top (i.e. piston rod head ) is connected with the upper beam
of the outer mast.
－81－
The piston, fastened to the piston rod with spring wire is fitted with oil
seas and wearing on its outer periphery.
①Upper beam
②Shim
③Dust ring
④Oil seal
⑤Guide sleeve
⑥O-ring seal
⑦Cylinder head
⑧Bushing
⑨Cylinder body
⑩ Piston rod
○
11 Piston
○
12 Oil seal, piston
○
13 Oil seal
○
14 Ring
○
15 Snap ring
○
16 Cut-off valve
○
17 Spring lock ring
○
18 Cotter pin
○
19 Nut, lock
○
20 Nut, adjustment
○
21 Joint
○
22 Chain
○
23 Sheave
Fig.10-12 Lift Cylinder
－82－
At the bottom of the lift cylinder is a cut-off valve(See Fig.10-13), which
operates when the high-pressure hose bursts for any reason to prevent the load
from dropping down abruptly. The oil from the lift cylinder flows through small
holes in the circumference of the cut-off valve spool and produce a pressure
difference between two chambers. As the pressure difference as result of passing
the holes is smaller than the spring force so that the cut-off valve spool won’t
move. If the high-pressure hose bursts, the pressure difference will be big
enough to overcome the spring force, causing the spool to move until the holes
on the circumference on the spool are blocked up and allowing only a small amount
of oil to flow the holes at the spool end to let the for
Fig.10-13
10.7 Flow Regulator Valve
The flow regulator valve, located in the cylinder circuit to limit the
descending speed of loaded forks, has the construction as shown in Fig. 10-12.
When the lift spool is placed in the “ lift ” position, the oil from the control
valve flows through the oil chambers A and B, oil holes C, D, E and F, and the
chamber G to the lift cylinder without any regulation. When the lift spool is
－83－
placed in the “down” position, the oil flows in the reverse Direction. When
the oil passes the orifice plate (5) and pressure difference generates between
the chambers A and B, the pressure difference overcomes the force of the spring
(2) and moves the valve core (7) right, thus the oil flow being decreased by
narrowing of the hole D and C, and reduces the oil flow passing through the
orifice plate (5).
⒈Nipple ⒉Spring ⒊O-ring seal ⒋Snap ring
⒌Orifice plate ⒍Sleeve ⒎Valve core ⒏Ball
⒐Spring ⒑ Valve body
Fig.10-14 Flow Regulator Valve
10.8 Tilt Cylinder(Fig.10-15)

The till cylinder is of double-acing type. Each truck has two tilt cylinders
which are installed on two side of the mast assembly with pin while their piston
rod ends are connected with the outer mast channels.
－84－
1. Joint 2. Dust ring 3. Snap ring
4. Yx-ring seal 5. O-ring seal 6. Guide sleeve
7. Bushing 8. O-ring seal 9. Piston rod
10. Cylinder body 11. Yx-ring seal 12. Wear ring
13. Piston 14. Yx-ring seal
Fig.10-15 Tilt Cylinder
The tilt cylinder assembly consists primarily of piston, piston rod,

cylinder body, cylinder base, guide sleeve and seals. The piston, welded to the
piston rod, is fitted with two Yx-rings and one wear ring on its circumference.
A bushing press-fitted to the inner side of the guide sleeve supports the piston
rod. The guide sleeve is fitted with dust seal, snap ring, Yx-ring and O-ring
to prevent oil leakage and keep dust off. Fitted with them, the guide sleeve
is screwed into the cylinder body.
When the tilt lever is pushed forward, the high-pressure oil enters into
the cylinder body from the cylinder tail, moving the piston forward and causing
the mast assembly to tilt forward until 6 degrees. When the tilt lever is pulled
backward, high-pressure oil enters into the cylinder body from the guide sleeve
and moves the piston backward, tilting the mast backward until 12 degrees.
－85－
10.9 Oil Tank
The oil tank is a part of the frame located on the right box body. There
are a inlet filter and a return filter in the oil tank.
Fig.10-16 Oil Tank
－86－
Fig.10-17 Hydraulic Pipe-line(for 2 to 3.5 ton trucks)
－87－
Fig.10-18 Hydraulic Pipe-line(for 2to 3.5 ton trucks)
－88－
10.10 Maintenance of Main Pump
(1)Disassembly
(a)Hold the pump in a vice by lightly clamping the flange section.
(b)Remove bolt○
11 , rear cover⑤ and pump body①.
6 ,driving gear ② and driven gear ③.

(c)Remove lining plate ○
(d)Remove seal ring ⑦ and ring⑧ from the front and rear covers.
Notice: If you don’t want to replace the seal ring, don’t remove it from
the front cover.
(2)Inspection
The disassembled parts except rubber parts should be washed with light oil.
(a)Pump body inspection
The gear pump is designed to allow the gear teeth to rotate with slightly
touching the pump body and the gear circumference will surely get scraping traces.
The normal scraping trace is not more than 1/3 long of the inner periphery of
the pump body. If the scraping trace is up to 1/2 long of the inner periphery,
it indicates that the bearing and gear shaft are subject to excessive wear,
replace the pump body.
(b)Lining plate inspection

Inspect the contact surface of the lining plate.
If the surface is worn or its thickness in smaller than
the specified value, replace the lining plate.
Specified thickness: 4.94mm
Fig.10－19
Fig.10－20
－89－
(c)Front and rear cover
If the inner surface of bushings
discolored, replace it.
(d)Inspect the driving gear and the

driven gear. If they are worn, replace
them. If the dimention D is smaller than
the specified value, replace a pair.
D=20.961mm Fig.10－21
(e)Replace seal rings, bushings,

rings, oil seals and snap rings as
require.
(3)Reassembly
(a)Install a new seal ring and a new
ring on the front cover of the pump.
Fig.10－22
(b)Install the lining plate on the
groove of the front cover, don’t confuse
the inlet oil port and the outlet oil port.
(c)Install the driving gear and the
driven gear on the front cover.
(d)Install the lining plate on the
side of the gear, don’t confuse the inlet
oil port and the outlet oil port. Fig.10－23
(e)Install a new seal ring and a new

ring on the groove of the rear cover.(See
Fig.10-23)
(f)Install the rear cover on the pump
body, don’t confuse the inlet oil port and
the outlet oil port.
(g)Tighten up the connecting bolts
with a specified torque of 9 to 10 kg. m Fig.10－24
after all.
－90－
①Pump body ⑦Seal ring
②Driving gear ⑧Ring
③Driven gear ⑨Oil seal
④Front cover ⑩Snap ring
⑤Rear cover ○
11 Bolt
⑥Lining plate ○
12 Washer
Fig.10-25 Gear Pump
－91－
10.11 Trial Run
After installing the gear pump in the truck, check it reassembled for
specified performance and do the running –in for it. If the pump’s gears are
seized or internal parts worn excessively, you should renew the hydraulic oil
and filters or strainers or clean them. The trial run procedures are as follows:
(a)Install the gear pump in the truck. Then install a pressure gauge in the
pressure inspection port of the control valve.
(b)Loosen the adjustment screw of the relief valve and run the pump at 500
2
to 1000rpm for ten minutes. The oil pressure should b e lower than 10kg/cm .
(c)Increase the speed of the pump to 1500 to 2000 rpm for ten minutes.
(d) Without the charge of the speed in step (c), increase the pressure to
2
20 to 30 kg/cm and run the pump for five minutes. Then increase the pressure
2
to 175kg/cm . Each circuit works for five minutes and then renew the return
filter.
During the increase of the pressure, observe the change of oil temperature
and pump body surface temperature and working voice. If the oil temperature or
pump body surface temperature is excessively high, discharge the pump to adjust
the temperature.
(e) After the trial run, measure the flow amount through lift speed with
2
the pressure of 175kg/cm of the relief valve.
－92－
10.12 Troubleshooting
If the hydraulic system occurs trouble, find out the possible cause
according to the following tables and repair it.
(1) Control valve
Problem Possible Cause Remedies
Disassembly and clean,
Spool is held up
renew oil
Lower oil pressure and Slide surface broken down Replace spool
lower oil amount of the Spring is broken Replace spring
steering oil circuit Oil hole is blocked Disassembly and clean
Adjust the relief
Misadjusted relief valve
valve
Lower oil pressure of the Spool is held up Disassembly and clean
lifting oil circuit Oil hole is blocked Disassembly and clean
Vibrate and the oil Spool is held up Disassembly and clean
pres-sure rising slowly Exhaust not fully Exhaust fully
The oil pressure of the Spool is held up Disassembly and clean
steering oil circuit is
more than the specified Oil hole is blocked Disassembly and clean
value
Misadjusted relief valve Adjust
Noisy control valve
Slide surface worn Replace relief valve
Oil leakage(outside) O-ring seal broken down Replace O-ring seal
Adjust or replace
Spring is worsen
relief valve
Adjustment pressure lower
Valve seat surface is Adjust or replace
worsen relief valve
Valve seat surface Correct valve seat
Oil leakage(inside)
broken down surface
Adjustment pressure
Valve is held up Disassembly and clean
higher
－93－
(2)Main Pump
Problem Possible Cause Remedies
Add oil up to specified oil
Lower oil level in oil tank
Oil can not be level
pumped out Blocked Pipe-line or oil Clean it replace oil if
filter necessary
·Lining plate broken down
·Wearing broken down
Replace
·Seal ring, bushing or
ring broken down
Gear pump can not be Notice pressure gauge
Misadjusted relief valve
pressurized when increasing pressure
·Retighten loose connections
for suction pipe
Air entering into the pump
·Add oil into oil tank
·Replace oil seal
Worn suction pipe or blocked Correct pipe or repair
oil filter filer
Air entering in resulting
Retighten each
from loose suction
connection
Noisy gear pump connections
Use oil with proper
Too high oil stickiness
stickiness
Find out cause and correct
Air bubble in oil
them
Oil seal ring in pump broken
Replace
Oil leakage in pump down
Pump broken down Replace
－94－
11.Load System
For 1 to 1.8 ton trucks

Type: Rolling type, J-shaped inner mast, C-shaped outer mast with free lift,
2-stage telescopic mast.
Cross section of inner mast:
Cross section of outer mast:
Roller:
Roller φ112.3mm
Retaining roller φ80mm
Side roller φ91.5mm
Side roller φ40mm
Lifting:
Lifting chain LH1223
Fork, mast lifting system Hydraulic
Fork spacing adjustment Manual
Tilting system of mast Hydraulic
－95－
For 2 to 4 ton trucks
Type: Rolling type, J-shaped inner mast, C-shaped outer mast with free lift,
2-stage telescopic mast.
Cross section inner mast:
Cross section of outer mast:
Roller:
Roller1 φ122mm
Roller2 φ109.7mm
Retaining roller φ80mm
Side roller assemblyⅠ φ80mm
Side roller assemblyⅡ φ58mm
Side roller assembly φ91.5mm (for 3 ton, 3.5 ton truck)
Lifting chain LH1234 (for 2 ton, 2.5 ton trucks)

LH1623 (for 3 ton truck)
LH1624 (for 3.5 ,4 ton truck)
Fork, mast lifting system Hydraulic
Fork spacing adjustment Manual
－96－
The loading system is of the two-stage, rolling telescopic mast type and
consists of inner, outer mast and carriage.
11.2 Inner and outer masts are welded parts. The bottom of outer mast is
connected with the drive axle through supporting. At the outside middle of outer
mast, there are tilt cylinder connected with the frame. The mast assembly can
be tile forward and backward by operating the tilt cylinder.
The outer mast has C-shaped cross section and there are roller and side
roller on the upper part of it.
The inner mast has J-shaped cross section and there are roller and side
raller at the bottom of it.
11.3 Carriage
The carriage moves up and down smoothly along the channel of the inner mast
with main rollers. The main rollers mounted on the main roller shafts and blocked
by snap rings. The main roller shafts are welded on the carriage. The side rollers
fitted in the carriage with bolts. They roll along the flank plate of the inner
mast and may adjust with shims. Two Fitted side rollers roll along the outside
of the flank plate of the inner mast to prevent the rolling clearance. The main
rollers sustain the longitudinal loads and the side rollers sustain the
transverse loads.
11.4 Roller Position
There are two kinds of rollers, main roller and side roller. They are
separately mounted on the outer mast, inner mast and carriage. The main rollers
sustain the loads from front and rear direction and the side rollers sustain
the side loads.
－97－
Fig.11-1 Roller Position
11.5 Maintance
11.5.1 Adjustment of Lift Cylinder
When replace the lift cylinder, inner
mast or outer mast, we shall readjust the
stroke of the lift cylinder as following.
(1)Install the piston rod in the upper
beam of the inner mast without shims.
(2)Lift the mast slowly to the max. stroke
of the cylinder and check the two cylinders
synchronize or not.
(3)Install shims between the top of the
piston rod of the cylinder which stop first
and the upper beam of the inner mast. The shim
Fig.11-2
are 0.2mm or 0.5mm thick.
(4)Adjust the tightness of lift chains.
The adjustment of the lift cylinder. Also
belongs to exalted maintenance. Please be
careful.
－98－
11.5.2 Carriage Adjustment
(1)Let the truck parking on the
horizontal ground and make the mast
vertical.
(2)Let the bottom of the fork contact
with the ground. Adjust the adjusting nut
for the end nipple of the upper chain and
Fig.11－3
make a distance A between the main roller
and the carriage.
unit: mm
Distance
A
Capacity
1～1.8t 36-41
2～2.5t 24-29
3～4t 19-24
(3)Make the fork down to the ground and

tilt backward fully. Adjust the adjusting
nut for the end nipple of the upper chain
and make the two chains’ tightness equal.
Fig.11－4
11.5.3 Carriage Rollers Replace

(1)Fork a tray on the fork and let
the truck parking on the horizontal
ground.
(2)Make the fork and the tray down
to the ground.
(3)Disassemble the end nipple of
the upper chain and take the chain down
from the sheave.
(4)Lift the inner mast.(See
Fig.11-5①) Fig.11－5
－99－
(5)Make the truck back-up if the carriage
is fully separated from the outer mast.(See
Fig.11-5②)
(6)Replace the main rollers.
(a)Disassemble all the snap rings and take
the main rollers down with a drawing tool and
remain the shims.
(b)Ensure the new rollers are equal to the
replaced ones. Install the new rollers inside
the corriage and block them with snap rings. Fig.11－6
11.5.4 Mast Rollers Replace

⑴Use the same way as 11.5.3 to disassemble the carriage from the inner mast.
⑵Let the truck parking on the horizontal ground and wedge up the front
wheels for 250 to 300mm.
⑶Apply thee parking brake and wedge up the rear wheels.
⑷Disassemble the fitted bolts for the lift cylinder and the inner mast.
Hang up the inner mast not to loose the shims for the top of the piston rod.
⑸Disassemble the connecting bolts for the lift cylinder and the bottom of
the outer mast. Disassemble the lift cylinders and the oil pipes between the
two cylinders without loosen the oil pipe joints.
⑹Put down the inner mast. Disassemble the main rollers under the bottom
of the inner mast.
⑺Replace the main rollers.
(a)Disassemble the upper rollers with a drawing tool. don’t loose the
shims.
(b)Install the new rollers and the shims disassemble in step(a).
⑻Hang up the inner mast to let all the rollers go into the mast.
⑼Reassemble the lift cylinder and the carriage.
－100－
－101－

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-1-

External View of Forklift Trucks

Rated Capacity（kg） 2000 2500 3000 3500 4000

Load Center（mm） 500

Mast Tilt Angle

Min. Turning Radius Y

Min. Intersecting isle

Type 4-cycle,water-cooled,in-line,overhead valve

Cyl.Number-Bore ×Stroke mm 4-75.5×83.0 4-87.2×83.0 4-92.0×93.0

Total Displacement l 1.486 1.982 2.472

Compression Ratio 9.0 8.7 8.7

Rated Output/Speed kw(ps)/rpm 25(34)/2400 32.4(44)/2300 42.7(58)/2400

Rated Torque/Speed N.m(kg.m)/rpm 113(11.5)/1600 142(14.5)/1600 179(18.3)/1600

Lowest Speed Without Load rpm 800 800 800

Min. Fuel Consumption g/ps.h 215 210 200

Length×Width×Height mm 688.2×561×677 708.2×561×677 708.2×561×677

Weight kg 159 160 161

Rotation Direction Clockwise as viewed from fan

Cooling System Forced water circulation type

Lubrication System Forced lubrication

Battery Voltage V/Capacity Ah 12/60

Lubricating Oil l 3.8

Cooling Water l 3.5

Specification Unit KUBOTA

Total Displacement L 2.967

Compression Ratio 8.2∶1

Rated Speed r/min 2800

Max. Torque/Speed Nm 191.5/1400～1600rpm

Domestic Diesel Engine

Cyl. Number-Bore×Stroke mm 4-93×102 4-98×105

Total Displacement l 2.771 3.168

Compression Ratio 18.2 17

Rated Speed rpm 2500 2500

Max. Torque/Speed Nm/rpm 165/1800 175/1600～1800

Highest Speed Without Load rpm 2850 2750

Lowest Speed Without Load rpm 750 750

Min. Fuel Consumption g/kWh 229 225

For the construction and specifications of domestic engine, see their

Require the use of net element in

Excessive pressure will cause to

Item Requirement Remarks

Original Nissan produce. Replace

Fig.1-4 Fuel System(Diesel Engine)

Fig.1-6 Fuel Sensor

1.4.3 Maintenance of the Fuel System

H15 H20 H25 32

Clutch type Tor-con type

Fig.1-8 Accelerator Pedal

Type Dry single plate type

Operation Foot-pedal type

Facing Outer Dia. 275mm

Facing Inner Dia. 175mm

Facing Thickness 8.9±0.3mm

Surface Area 354cm2

①Release valve ②Rubber cup ③Dust ring

Fig.3-6 Clutch Pedal’s Height

Transmission Mannal-shift, slide type synchromesh mechanism

Differential Spur gear

4.1 General Description

①Block ring spline

fig.4-3 Synchromesh Mechanism

Fig.4-10 Reduction and Differential

Oil Type: Model SaE10W engine oil