Fd160 2 Fd230 2 Service

No.
SEF-90SAE
FORKLIFT TRUCK
Diesel Powered
FD160-2
FD180-2
FD200-2
FD230-2
TCM CORPORATION
FOREWORD
TCM offers models FD160-2, FD180-2, FD200-2, and FD230-2 forklift trucks, which have been
developed with our high technology and rich experience in the forklift truck business.
They are provided with a wide view mast as standard equipment so that a good front view is assured.
Besides which, they have an automatic transmission using the ATC unit to improve the safety and
controllability of the truck.
The torque converter, power steering and load handling circuits are given inline filters to protect the
hydraulic components.
This booklet explains the structural outline of the forklift trucks listed above, especially for use of
service engineers and shop workers.
The specifications and equipment covered in this manual are subject to change without notice
according to modification of the product.
We hope this Service Manual will be useful for your servicing job.
March 2003
SPECIFICATIONS
Model
FD160-2 FD180 -2 FD200-2 FD230-2
Item
Performance
Rated load kg [lbs] 16000 {35280} 18000 {39690} 20000 {44100} 23000 {50715}
Load center mm [in.] 900 [35.4]
Lifting height mm [in.] 3000 [118.1]
Mast tilting angle, front/rear (°) 6 - 12
Fork lifting speed mm/s [feet/min]
Unloaded 400 [78.7] 310 [61.0] 260 [51.2]
Loaded 330 [65.0] 290 [57.1] 285 [56.1] 240 [47.3]
Traveling speed km/h [mph]
fwd&rev 1st 7.5 [4.7] 8.0 [5.0]
2nd 14.5 [9.0] 15.0 [9.3] 15.5 [9.6] 15.0 [9.3]
3rd 34.0 [21.1] 32.0 [19.9]
Min. turning radius mm [in.] A 5000 [196.9] 5150 [202.8] 5350 [210.6]
Min. intersecting turning aisle width
mm [in.] B 4430 [174.4] 4460 [175.6] 4650 [183.1]
Dimensions
Overall length
(incl. fork length) mm [in.] C 7165 [282.1] 7205 [283.7] 7990 [314.6]
Overall width mm [in.] D 2970 [116.9] 2990 [117.7] 3060 [120.5]
Overall height mm [in.] E 3290 [129.5] 3540 [139.4] 3570 [140.6] 3580 [140.9]
Overall height, w/forks raised mm [in.] F 4790 [188.6] 5040 [198.4] 5070 [199.6] 5080 [200]
Wheelbase mm [in.] 3650 [143.7]
Tread mm [in.]
Front G 2195 [86.4] 2185 [86.0]
Rear H 2340 [92.1] 2300 [90.6]
Fork size mm [in.] 1830x250x90 1830x260x100 2440x310x98
(length J x width K x thickness L) [72.0x9.8x3.5] [72.0x10.2x3.9] [96.1x12.2x3.9]
Fork spacing mm [in.] M 790 – 2750 810 – 2750 950 – 2750
[31.1 – 108.3] [31.9 – 108.3] [37.4 – 108.3]
Fork overhang N 885 [38.4] 925 [36.4] 945 [37.2]
Rear overhang P 800 [31.5] 955 [37.6]
Ground clearance 295 [11.6] 270 [10.6] 300 [11.8] 290 [11.4]
(at frame) (at mast) (at mast) (at mast)
Towing pin height 730 [28.7] 760 [29.9] 790 [31.1]
Weight
Tare weight kg [lbs] 22510 [49635] 25040 [55213] 27260 [60108] 30760 [67826]
Unit: mm [in.]
Fig.1 External View

CONTENTS
1. ENGINE ........................................................................................................................................ 1
1.1 GENERAL DESCRIPTION ........................................................................................................ 1
1.1.1 FUEL SYSTEM ...................................................................................................................... 5
1.1.2 COOLING SYSTEM .............................................................................................................. 8
1.1.3 LUBRICATION SYSTEM ..................................................................................................... 10
1.1.4 ENGINE CONTROL SYSTEM ............................................................................................. 11
1.2 MAINTENANCE ......................................................................................................................... 13
1.2.1 TIGHTENING CYLINDER HEAD BOLTS ........................................................................ 13
1.2.2 ADJUSTING VALVE CLEARANCE ................................................................................... 13
1.2.3 INJECTION TIMING ............................................................................................................. 14
1.2.4 MEASURING COMPRESSION PRESSURE ...................................................................... 14
1.2.5 ADJUSTING INJECTION START PRESSURE .................................................................. 14
1.2.6 AIR CLEANER ....................................................................................................................... 15
1.2.7 FUEL SYSTEM ...................................................................................................................... 16
1.2.8 TROUBLE SHOOTING GUIDE........................................................................................... 19
2. DRIVE UNIT ............................................................................................................................... 23

2.1.1 TORQUE CONVERTER ........................................................................................................ 28
2.1.2 TRANSMISSION ................................................................................................................... 29
2.1.3 TRANSMISSION CONTROL VALVE ................................................................................. 32
2.1.4 POWER FLOW ....................................................................................................................... 35
2.1.5 HYDRAULIC OIL PIPING ................................................................................................... 36
2.1.6 PARKING BRAKE ................................................................................................................. 37
2.2 MAINTENANCE ......................................................................................................................... 38
2.2.1 HYDRAULIC OIL PRESSURE MEASUREMENT............................................................ 38
3. DRIVE AXLE .............................................................................................................................. 39

3.1.1 DIFFERENTIAL ..................................................................................................................... 41
3.1.2 FINAL REDUCTION GEAR ................................................................................................ 42
3.1.3 WHEEL.................................................................................................................................... 42
3.2 MAINTENANCE ......................................................................................................................... 43
3.2.1 REMOVING AND REINSTALLING WHEEL ASSEMBLY ............................................. 43
3.2.3 SERVICE DATA ..................................................................................................................... 44
4. BRAKE SYSTEM .................................................................................................................... 45

4.1.1 BRAKE VALVE ...................................................................................................................... 45
4.1.2 BRAKE CALIPER.................................................................................................................. 46
4.1.3 BOOSTER ............................................................................................................................... 48
4.1.4 DOUBLE CHECK VALVE .................................................................................................... 49
4.1.5 AIR GOVERNOR ................................................................................................................... 50
4.1.6 AIR TANK............................................................................................................................... 52
4.2 MAINTENANCE ......................................................................................................................... 55
4.2.1 MAINTENANCE OF AIR GOVERNOR ............................................................................. 55
4.2.2 MAINTENANCE OF VALVES ............................................................................................. 55
4.2.3 REPLACING BRAKE PADS ................................................................................................ 56
4.2.4 AIR BLEEDING ..................................................................................................................... 58
4.2.5 INSPECTION .......................................................................................................................... 59
4.2.6 DISASSEMBLING BRAKE CALIPER ............................................................................... 60
4.2.7 MAINTENANCE OF BOOSTER ......................................................................................... 64
5. STEERING SYSTEM ............................................................................................................. 73

5.1.1 STEERING WHEEL ASSEMBLY ........................................................................................ 74
5.1.2 ORBITROL ............................................................................................................................. 75
5.1.3 PRIORITY VALVE ................................................................................................................. 79
5.1.4 STEERING CYLINDER ........................................................................................................ 84
5.1.5 STEERING AXLE .................................................................................................................. 85
5.2 MAINTENANCE ......................................................................................................................... 87
5.2.1 DISASSEMBLING ORBITROL ........................................................................................... 87
5.2.2 REASSEMBLING ORBITROL ............................................................................................ 90
5.2.3 MEASURING POWER STEERING OIL PRESSURE ....................................................... 94
5.2.4 ADJUSTING POWER STEERING OIL PRESSURE ......................................................... 94
5.2.6 STANDARD VALUES FOR MAINTENANCE .................................................................. 98
6. HYDRAULIC SYSTEM ......................................................................................................... 99
6.1.1 OIL TANK ............................................................................................................................... 100
6.1.2 MAIN PUMP .......................................................................................................................... 101
6.1.3 CONTROL VALVE ................................................................................................................ 102
6.1.4 VALVE CONTROL ................................................................................................................ 103
6.1.5 LIFT CYLINDER ................................................................................................................... 104
6.1.6 FLOW REGULATOR VALVE............................................................................................... 105
6.1.7 TILT CYLINDER ................................................................................................................... 106
6.2 MAITENANCE ............................................................................................................................ 107
6.2.1 DISASSEMBLING GREA PUMP ........................................................................................ 107
6.2.2 INSPECTION AND REPAIR ................................................................................................ 108
6.2.3 REASSEMBLY OF GEAR PUMP ........................................................................................ 109
6.2.4 TEST RUN .............................................................................................................................. 112
7. LOAD HANDLING SYSTEM ............................................................................................. 119

7.1.1 OUTER AND INNER MAST ................................................................................................ 120
7.1.2 CARRIAGE ............................................................................................................................. 121
7.2 MAINTENANCE ......................................................................................................................... 122
7.2.1 SHIM ADJUSTING LIFT CYLINDER ROD ...................................................................... 122
7.2.2 ADJUSTING CARRIAGE HEIGHT .................................................................................... 122
7.2.3 REMOVING CARRIAGE ..................................................................................................... 123
7.2.4 REINSTALLING CARRIAGE .............................................................................................. 123
7.2.5 REPLACING SIDE AND END ROLLERS OF THE MAST ............................................. 124
7.2.6 REPLACING SIDE AND END ROLLERS OF THE CARRIAGE .................................... 126
7.2.7 INSPECTING LIFT CHAINS ............................................................................................... 127
8. ELECTRIC WIRING ............................................................................................................... 129

1. ENGINE
1. ENGINE
Model 6BG1T
Type 4-cycle, water-cooled overhead valve,
in-line direct injection type
No. of cyls. - Bore x Stroke 6 – 105 mm x 125 mm [6 – 4.1 in. x 4.9 in.]
Total displacement 6494 cc
Compression ratio 17
Engine performance
Rated output 125 kW{170 PS}/2200 rpm
Max. torque 620 N-m {63 kgf-m} [457 lbf-ft]/1800 rpm
Fuel consumption ratio 220 g /kW-h{162 g/ps}
No-load maximum speed 2350 rpm
No-load stall speed 700 ± 25 rpm
Dry weight 490 kg [1080 lbs]
Dimensions 1147.5 mm x 678.0 mm x 890 mm
overall length x overall width x overall height [45.2 in. x 26.7 in. x 35.0 in.]
Ignition order 1 - 5 - 3 - 6- 2 - 4
Rotational direction Clockwise when viewed from fan side
Valve unit Overhead
1.1 GENERAL DESCRIPTION

The 6BG1T engine delivers a maximum output of as high as 125 kW. In addition to such a high
performance, sufficient considerations are given to economy, dependability, noise reduction, and
pollution-free operation.
With the total displacement is 6494 cc, this high-performance engine uses a direct injection type
combustion system, with a square-shaped combustion chamber, a unique suction port shape and injection
system.
The injection pump governor is an RSV all-speed governor that delivers a steady high performance
from low to high speed range. The fuel system has an overflow valve at the pump side. Since cooling
of the cylinder heads, liners, and pistons affects largely the durability of the engine, due consideration
has been given to their designs for improved engine durability.
The engine is coupled to the drive unit, and mounted on the frame through cushions as shown in Fig.
1.2.
-1-
THERMOSENDER
FUEL FILTER
1. ENGINE
GENERATOR
INJECTION PUMP
ENGINE STOP TURBOCHARGER
SOLENOID AIR COMPRESSOR
-2-
DRAIN PLUG
Fig. 1.1 6BG1T Engine

(WATER)
OIL FILTER
OIL FILTER
DRAIN PLUG STARTER
(OIL)
1. ENGINE
Engine specifications
Fuel system
Fuel pump BOSH
Plunger (dia. x stroke) 10 mm [0.394 in.] dia. x 8 mm [0.315 in.]
Nozzle type Porous type
Fuel feed pump Plunger type
Filtration Paper filter
Governor
Governing Centrifugal all-speed control
Lubrication Forced circulation
Model RSV
Lubrication system
Lubricating oil pump
Type Gear type
Drive Cam shaft drive
Oil pressure regulator Piston and spring
Filtration Full-flow/partial-flow
Cooling Water cooling
Cooling system
Cooling Water cooling
Cooling fan
Type Pusher type with six blades, O.D. of 604 mm [3.8 in.]
Drive Belt drive
Water pump
Type Volute type
Drive Belt drive
Thermostat
Type Wax pellet type
Temperature at which it begins to open 82°C [179.6°F]
Temperature at which a stoke of
10 mm [0.34 in.] is reached 95°C [203°F]
Air cleaner
Type Dry cyclopack type
Starting system
Starter motor Engage magnet type
Voltage 24 V
Output 4.5 kW
-3-
1. ENGINE
Stopping device Fuel shut-off, solenoid type

Charging generator
System A.C. generator
Voltage 24 V
Output 40 A
Drive Belt drive
Automatic charge controller IC type (built in the generator)
Turbocharger
System Exhaust gas turbocharger
Model –
Reference Data
Oil sump capacity 10 - 13 liters [2.6 - 3.4 U.S. gal]
Quantity of cooling water (engine only) 12 liters [3.2 U.S. gal]
Injection timing 16° before TDC
Injection start pressure 18.1 MPa {185 kgf/cm²} [2631 psi]
Compression pressure at 200 rpm 3 MPa {31 kgf/cm²} [441 psi]
Valve system specifications
Valve clearance Open Closed

Suction valve Cold: 0.4 mm [0.0157 in.] 10° before TDC 42° after BDC
Exhaust valve Cold: 0.4 mm [0.0157 in.] 50° before BDC 10° after TDC
Do not touch the muffler or exhaust manifold when the engine is running or soon after it is shut off;
otherwise, you might burn your hand.
-4-
1. ENGINE
Tightening torque:
510 N-m {52 kgf-m} Tightening torque:
[376 lbf-ft] 203 N-m {20.7 kgf-m}
[149.7 lbf-ft]
(Apply LOCTITE#262.)
AIR CLEANER
DRIVE UNIT ENGINE
Fig. 1.2 Engine Mounting
1.1.1 FUEL SYSTEM

The fuel system consists of a fuel tank integral with the frame, an injection pump and a fuel filter.
NOZZLE HOLDER ASSEMBLY
OVERFLOW VALVE OVERFLOW VALVE
FUEL FILTER
INJECTION PUMP
FUEL FILTER
Fig. 1.3 Fuel System
-5-
1. ENGINE
(1) Fuel tank

Figure 1.4 shows a sectional view of the fuel tank. It can hold 400 liters [105.7 US gal] of fuel.
The fuel level sender detects the remaining amount of the fuel in the tank.
On the side face of the tank is a fuel view gauge which lets the operator know the fuel level of the
tank in addition to the fuel meter on the dashboard. When the fuel view gauge reads the lower limit (20
liters or 5.3 US gal), add fuel.
Capacity: 400 liters [105.7 U.S. gal]

CAP
VIEW GAUGE
LEVEL SENDER
DRAIN PLUG
Fig. 1.4 Fuel Tank
The fuel level sender converts the fuel level in the tank into an electric current signal. Figure 1.6
shows its construction. For conversion of fuel level into electric signal, a variable resistor with Nichrome
wire is used, with a sliding element linked with a float. As the float moves up and down, the resistance
varies accordingly so that the amount of electric current passing across the resistance also varies. The
fuel meter is a bimetal type whose pointer swings depending on the amount of electric current passing
through the heating unit of the bimetal. When the float is at the highest position, the level sender reads
a resistance of 9.5 ohms to 11 ohms. This allows a large
amount of electric current to pass through the resistance,
thus causing bimetal to bend largely so that the fuel
meter pointer indicates the “F” mark. As the fuel level
drops, the float goes down and the resistance becomes
greater to reduce the amount of electric current passing
through it, thus causing the fuel meter pointer to swing
toward the “E” mark.
The fuel meter is incorporated in the combination
FUEL METER
meter panel.
Fig. 1.5 Combination Meter Panel
-6-
1. ENGINE
FLOAT
Float position Resistance (Ω)

FULL 10
3/4 19
1/2 32 ± 3
1/4 49.5
EMPTY 80
Fig. 1. 6 Level Sender
(2) Fuel filter

The fuel filter is installed on the engine to remove dust and dirt from the fuel to be supplied into the
engine.
The fuel sent from the feed pump enters the joint bolt
JOINT BOLT
, passing through the element, and flows out of the
joint bolt to the injection pump. When the quantity OVERFLOW VALVE
JOINT BOLT
of fuel fed is greater than the quantity of fuel consumed,
excess fuel opens the overflow valve and flows through JOINT BOLT
the joint bolt , returning back into the fuel tank.
COVER
ELEMENT
Fig. 1.7 Fuel Filter
-7-
1. ENGINE
1.1.2 COOLING SYSTEM

The cooling system consists of a radiator, reserve tank, water pump, fan and thermostat. Figure 1.8
shows its construction.
The water pump and fan are driven by the crankshaft through the V-belt to circulate the cooling
water within the engine.
CAP (valve opening pressure:

50 kPa {0.5 kgf/cm 2} [7.1 psi]
RADIATOR
RESERVE TANK
DRAIN VALVE
Fig. 1. 8 Cooling System
(1) Reserve tank

The reserve tank holds the cooling water overflown
from the radiator when the temperature of the cooling
water becomes so high, and returns it into the radiator
when the cooling water in the radiator cools down.
Fig. 1.9 Reserve Tank
-8-
1. ENGINE
(2) Thermostat
The thermostat is installed on the thermostat housing
to control the cooling water temperature.
When the cooling water temperature exceeds 82°C
[179.6°F], the primary valve of the thermostat opens.
RUBBER
When the cooling water temperature reaches 85°C (82°C or 179.6°F)
VALVE
MAIN VALVE SUPPORT
[185°F], the secondary valve opens to allow the cooling (85°C or 185°F)
water within the engine to circulate through the radiator.
If the temperature of the cooling water exceeds 95°C
[203°F], the thermostat valves fully open and at the same
time, the bypass valve blocks up the bypass port so that
all the cooling water circulates within the radiator.
JIGGLE VALVE
CONFIGURATION
Fig. 1.10 Thermostat
(3) Thermosender unit

The thermosender unit is installed on the thermostat housing of the engine to detect the temperature
of the cooling water.
The output of the thermosender unit drives the thermometer on the meter panel on the dashboard to
give a general idea of the cooling water temperature to the operator.
THERMOMETER
Fig. 1.11
-9-
1. ENGINE
1.1.3 LUBRICATION SYSTEM

The lubrication system serves both to lubricate and cool the engine components.
Oil pressure
Full-flow filter pilot lamp
Starter
switch Battery
Bypass Oil filter pilot
valve lamp
Valve opening press: Oil pressure switch
196.1 kPa {2 kg/cm 2} [28.4 psi]
(variable) Cylinder body oil gallery
Paper Bypass Oil

thermo- Oil
filter filter cooler
stat
Timing idle
bearing
Camshaft
Crank
Oil jet
bearing
gear
Valve opening
press.: 784.5
kPa {8 kg/cm2}
Oil relief [113.8 psi]
valve
compressor
Cyl. head valve

rod bearing
Connecting
Injection
mechanism
Oil relief
Oil pump
pump
valve
Air
Oil strainer
Valve opening press.:
343.2 kPa {3.5 kg/cm2}
[49.7 psi]
Fig. 1. 12 Lubrication System
(1) Oil filter

The oil filter consists of the parts shown in Figure
1.13. It is installed on the left side of the engine.
The filter body has a pressure switch which turns on GASKET
when the oil pressure drops below a specified level, FILTER

CARTRIDGE
allowing the warning lamp on the meter panel to come
on.
BODY
PRESSURE
SWITCH
FILTER
CARTRIDGE
Fig. 1.13 Oil Filter
- 10 -
1. ENGINE
1.1.4 ENGINE CONTROL SYSTEM

The engine control system consists of a key switch, starter, solenoid and accelerator pedal, and
controls the start, stop, and speed of the engine.
(1) Starting
Key switch in ACC position BATTERY
When the key switch is placed in the “ACC” position, 24 V
FUSIBLE LINK
the battery relay is activated to connect the circuit of BATTERY RELAY
the battery to both the starter and safety relay terminal
STARTER MOTOR
, thus making the engine ready to start.
SAFETY RELAY
However, unless the forward/reverse lever is in
ALTER-
neutral, the neutral relay won’t be activated to keep the NATOR
circuit between and open, so that you cannot start

ENGINE STOPPING
the engine. SOLENOID
Key switch in “ST” position

By turning the key switch to the “ST” position, the
circuit of the battery to the starter terminal is
completed to drive the engine flywheel. As the engine
starts up and the generator generates power large enough
to increase the voltage at the safety relay terminal ,
KEY
the safety relay reduces the voltage at the starter terminal SWITCH GLOW
PLUG
to zero V, thus bringing the starter to come to a stop.
As long as the voltage at the safety relay terminal F/R
SWITCH
is maintained, the starter won’t be activated if the key
switch is turned to the “ST” position.
(2) Stopping
When the key switch is turned from “ACC” to “OFF,”
the battery circuit to each terminal is all opened to cut
off the battery power. In addition, the engine stopping
solenoid places the injection pump fuel cut-off lever in
the shut-off position, thus shutting off the engine.
Fig. 1.14
- 11 -
1. ENGINE
(3) Engine speed control

Engine speed is controlled with the accelerator pedal shown in Fig. 1.15.
The motion of the accelerator pedal is transmitted through linkage to the injection pump speed
control lever.
As the accelerator pedal is pressed, the speed control lever is moved toward the “FULL” mark to
increase engine speed.
24 mm
[0.95 in.]
PEDAL
ENGINE
Fig. 1.15 Accelerator Pedal
- 12 -
1. ENGINE
1.2 MAINTENANCE
1.2.1 TIGHTENING CYLINDER HEAD BOLTS
Apply molybdenum disulfide on the threaded area
of each bolt and tighten them in the numerical order Apply molybdenum
disulfide
shown in Fig. 1.16.
First, tighten each bolt to 68.7 N-m {7 kgf-m} [50.6
lbf-ft].
Give them additional 88.3 N-m {9 kgf-m} [65.1
lbf-ft] torque. Front
Finally, turn 90° clockwise.
Note: The cylinder head bolts may be reused up to 2 times. Fig. 1.16
1.2.2 ADJUSTING VALVE CLEARANCE

(1) Turn the crankshaft to the left to align the 0°
marking on the pulley damper with the pointer.
(2) Make sure the No.1 or No.6 cylinder is at the TDC
on the compression stroke. If a cylinder at the TDC
on the compression stroke, the rocker arms of the
intake and exhaust valves can be moved.
(3) Put a thickness gauge between the rocker arm and
valve stem and secure with the rocker arm
adjustment screw. Make adjustment according to Fig. 1.17
Table 1.1.
Valve clearance: 0.4 mm [0.016 in.] for intake and
exhaust valves (cold)
Fig. 1.18
(4) Rotate the crankshaft one full turn in the counterclockwise and make adjustment on the remaining
valves.
Table 1.1
Cyl. No. 1 2 3 4 5 6
Valve arrangement IN EX IN EX IN EX IN EX IN EX IN EX
No.1 cyl. at TDC on compression stroke
No.6 cyl. at TDC on compression stroke
- 13 -
1. ENGINE
1.2.3 INJECTION TIMING

(1) Rotate the crankshaft counterclockwise to align the
marking on the pulley damper with an appropriate
MARKING ON
timing mark. PUMP BODY
Injection timing: 16°
(2) Make sure to align the marking on the injection
pump body with the marking on the coupling.
MARKING
ON TIMER
Fig. 1.19
1.2.4 MEASURING COMPRESSION PRESSURE

(1) Remove the glow plugs and injection pipes from
all the cylinders.
(2) Install a compression gauge on one of the cylinders.
Rotate the crankshaft with the starter to measure
the compression pressure. (Fig. 1.20)
Compression pressure measurement should be
made at least twice on each cylinder.
Compression pressure: 3 MPa {31 kgf/cm2}
Fig. 1.20
[441 psi] at 200 rpm
Limit: 2.6 MPa {26 kgf/cm2} [369.7 psi]
1.2.5 ADJUSTING INJECTION START PRESSURE

(1) Install a nozzle assembly on the nozzle tester.
(2) Slowly move the handle to measure the pressure at
which fuel injection starts.
Injection start pressure: 18.1 MPa {185 kgf/cm2}
[2631 psi]
Check also the spray pattern of fuel.
(3) If the measured injection start pressure is other than
18.1 MPa {185 kgf/cm2} [2631 psi], adjust with
the nozzle adjuster. If the spray pattern is Fig. 1.21
inappropriate, replace the nozzle with a new one.
Good Inappropriate
Fig. 1.22
- 14 -
1. ENGINE
1.2.6 AIR CLEANER

If the air cleaner element is clogged beyond the limit, the sensor detects the condition and the warning
lamp on the panel lights up. It is preferable to clean the air cleaner at periodic intervals in the following
manner:
(1) Remove the clamp and detach the cover.
(2) Remove the bolt and take out the element.
(3) Use a low-pressure air hose to clean the element, blowing from inside out.
(4) Check the element for rupture or pin holes. If any defect is found, replace it with a new one.
(5) Clean the cover and baffle.
(6) Reinstall the element and cover in a sequence opposite to disassembly.
CLAMP BAFFLE COVER
BODY “O”-RING
ELEMENT
BOLT
INDICATOR
Fig. 1.23 Air Cleaner
- 15 -
1. ENGINE
1.2.7 FUEL SYSTEM

(1) Replacing fuel filter
JOINT BOLT
Using an appropriate filter wrench, remove the
filter. OVERFLOW VALVE
JOINT BOLT
Install a new filter. After the packing touches the
JOINT BOLT
base, give the filter another 2/3 of a turn.
Bleed air out of the system in the manner given
below.
COVER
ELEMENT
Fig. 1.24 Fuel Filter
(2) Air bleeding

Loosen the overflow pipe joint bolts.
Pushing in the priming pump handle, turn it counterclockwise.
Pump the handle up and down to feed fuel into the filter.
Repeat step until no bubbles are observed in fuel from the joint bolt.
Tighten the joint bolts and turn the handle clockwise, pushing in it.
Loosen
HANDLE
PRIMING PUMP
Fig. 1.25 Air Bleeding Procedure
- 16 -
1. ENGINE
Table 1.2 List of Bolt and Nut Torque for the 6BG1 Engine
Torque
Name Remarks
N-m {kgf-m} [lbf-ft]
Cylinder head bolt 112.8 ±5 {11.5 ±0.5} [83.2 ±3.6] New bolts should be
torqued to 93 ±5 N-m
{9.5 ±0.5 kgf-m}
[68.7 ±3.6 lbf-ft].
Oil should be applied to
the seat surface and
threaded area of each bolt.
Cylinder head bolt (w/ turbocharger) See Note 2.
Glow plug 24.5 {2.5} [18.1]
Injection (high-pressure) pipe sleeve nut 30 ±1.5 {3.05 ±0.15} [22.1 ±1.1]
Nozzle holder tightening torque 18.6 {1.9}[3.7]
Crankshaft bearing cap bolt 236 - 245 {23 - 25} [166 - 181] Oil should be applied to
bolt seat surface and
threaded area.
Idle gear tightening bolt 44 - 63.7 {4.5 - 6.5} [32.6 - 47.0] Oil should be applied.
Camshaft gear tightening bolt 142 - 181 {14.5 - 18.5} [104.9 - 133.8] Oil should be applied.
Flywheel tightening bolt 196 - 240 {20.0 - 24.5} [144.7 - 177.2]
Flywheel tightening bolt (w/turbocharger) See Note 3.
Flywheel housing tightening bolt 142 - 181 {14.5 - 18.5} [104.9 - 133.8] Oil should be applied.
Flywheel housing tightening bolt 20.6 - 30.4 {2.1 - 3.1} [15.2 - 22.4] at oil seal retainer
Engine foot tightening bolt (front) 29.4 - 34.3 {3 - 3.5} [21.7 - 25.3]
Engine rear mount bolt 245 {25} [180.9]
Connecting rod bearing cap tightening bolt See Note 3. Oil should be applied.
Crankshaft front nut tightening nut 588 ± 49 {60 ±5 } [434 ±36]
Timing gear case tightening bolt 20.6 - 30.4 {2.1 - 3.1} [15.2 - 22.4]
Timing gear case cover bolt 20.6 - 30.4 {2.1 - 3.1} [15.2 - 22.4]
Injection pump gear bearing nut 147 ± 19.6 {15 ±2 } [109 ±14]
Rocker arm bracket tightening bolt 25.5 - 30.4 {2.6 - 3.1} [18.8 - 22.4]
Tappet chamber cover tightening bolt 7.9 - 9.8 {0.8 - 1.0} [5.8 - 7.2]
Camshaft thrust plate tightening bolt 20.6 - 30.4 {2.1 - 3.1} [15.2 - 22.4]
Oil pump tightening bolt 52 {5.3} [38.3]
Water pump tightening bolt 42.2 - 61.8 {4.3 - 6.3} [31.1 - 45.6]
Oil pan tightening bolt 25.5 {2.6} [8.8]
Starter tightening bolt nut 74.5 - 95 {7.6- 9.7} [54.9 - 70.1]
Injection pump coupling tightening bolt 29.4 - 34 {3 - 3.5} [21.7 - 25.3]
Notes: 1. Cylinder head bolts should be tightened in two steps: first torque to 58.8 N-m {6 kgf-m} [43.4 lbf-
ft]; then to 93.2 ± 4.9 N-m {9.5 ±0.5 kgf-m} [68.7 ±3.6 lbf-ft] for new bolts or to 112.8 N-m {11.5
kgf-m} [83.2 lbf-ft].
2. Torque to 68.7 N-m {7.0 kgf-m} [50.6 lbf-ft] first; and then torque to 88.3 N-m {9.0 kgf-m} [65.1
lbf-ft]. Finally turn 90°. Before tightening the bolts, apply molybdenum disulfide to threaded area
and seating surface.
3. Torque to 39.2 N-m {4 kgf-m} [28.9 lbf-ft] and turn 60 - 90°.
- 17 -
1. ENGINE
Table 1.3 ISUZU-make Standard Bolt Torque N-m {kgf-m} [lbf-ft]
Strength
4T (soft steel) 7T (hard steel) 9T (special steel)
Nominal size
M6 x 1.0 3.9 {0.4 - 0.8} [2.9 - 5.8] 4.9 {0.5 - 1.0} [3.6 - 7.2] *
M8 x 1.25 7.9 - 17.7 {0.8 - 1.8} [5.8 - 13.0] 1.2 - 2.3 {1.2 - 2.3} [8.7 - 16.7] 16.7 - 30.4 {1.7 - 3.1} [12.3- 22.4]
M10 x 1.25 20.6 - 34.3 {2.1 - 3.5} [15.2 - 25.3] 27.5 - 46.1 {2.8 - 4.7} [20.3 - 34.0] 37.5 - 62.8 {3.8 - 6.4} [27.5 - 46.3]
M12 x 1.25 49 - 73.6 {5.0 - 7.5} [36.1 - 54.3] 60.8 - 91.2 {6.2 - 9.3} [60.8 - 67.3] 75.5 - 113.8 {7.7 - 11.6} [75.5 - 113.8]
M14 x 1.5 76.5 - 114.7 {7.8 - 11.7} [76.5 - 84.6] 93.2 - 139.3 {9.5 - 14.2} [93.2 - 139.3] 113.8 - 170.6 {11.6 - 17.4} [83.9 - 170.6]
M16 x 1.5 104 - 157 {10.6 - 16.0} [76.7 - 116] 135.3 - 204 {13.8 - 20.8} [99.8 - 150] 159.8 - 240.3 {16.3 - 24.5} [118 - 177]
M18 x 1.5 151 - 255.6 {15.4 - 26.1} [111 - 189] 195.2 - 293.2 {19.9 - 29.9} [144 - 293.2] 229.5 - 345.2 {23.4 - 35.2} [169 - 255]
M20 x 1.5 207 - 310 {21.1 - 31.6} [153 - 229] 269.7 - 405.0 {27.5 - 41.3} [199 - 299] 316.8 - 475.6 {32.3 - 48.5} [316.8 - 351]
M22 x 1.5 251 - 413.9 {25.6 - 42.2} [185 - 305] 362.9 - 544.3 {37 - 55.5} [268 - 401] 424.6 - 636.5 {43.3 - 64.9} [313 - 469]
M24 x 2.0 358.9 - 539.4 {36.6 - 55.0} [265 - 398] 430.5 - 711 {43.9 - 72.5} [318 - 524] 554.1 - 830.6 {56.5 - 84.7} [409 - 613]
Sign of bolt
Note: The above table applies to cases where tightening torque is not specified.
- 18 -
1. ENGINE
1.2.8 TROUBLESHOOTING GUIDE

(1) Engine does not start
Problem Probable cause and remedy
Starter does not rotate (1) Check wirings for loose connections or improper contact.
(2) Defective starter switch.
(3) Defective engage magnetic switch, broken internal coil, sticky shift lever, or
maladjustment of engage switch contact point.
(4) Discharged battery
Starter rotates, but Check ring gear and pinion gear end for curl and repair or replace if needed. Check
does not engage. engage magnetic switch. (pinion does not pop out.)
Starter pinion comes in (1) Measure battery capacity and electrolyte specific gravity by a tester and recharge
mesh with ring gear battery if needed.
but engine does not (2) Check for loose connections of battery cord terminals
rotate. (3) Rough contact surface of magnetic switch
(4) Check for worn starter brush or deteriorated brush spring
(5) Seized piston or trouble in mechanical parts inside the engine.
Engine rotates, but (1) Fuel is not injected.

does not start Fuel tank is empty.
Clogged fuel tank strainer or fuel filter element, or damaged pipe or loose
connection of piping.
Sticky feed pump piston.
(2) Fuel is injected, but engine won’t start.
Check for fuel injection timing:
Make sure cam gear mark aligns with pump gear mark by peeping through timing
gear case window when first cylinder is in top dead center position.
(3) Lack of air.
Check if throttle valve is fully opened.
Check air cleaner for clogging and clean if needed.
(4) Too low compression pressure
Insufficient tappet clearance
Improper seating of valve due to sticky valve stem and guide
Check for worn or sticky piston ring or worn liner.
(pay attention to blow-back to oil separator or breather.)
Engine starts, but Insufficient fuel feed

stops immediately. (1) Check for sticky feed pump piston or water content of fuel.
(2) Air mixed in system
Fuel filter element, fuel tank strainer or fuel filters clogged.
Damaged fuel pipe or loose connections of piping.
Feed pump piston rod worn.
Engine starts up, but Idling adjustment:

stops when accelerator Adjust by using idling adjustment screw of throttle valve.
pedal is released
- 19 -
1. ENGINE
(2) Engine does not start

Unsmooth idling (1) Check for oil leaks from injection pipe. If unsatisfactory, replace.
(2) Defective nozzle:
Check spray pattern. If sticky nozzle is found replace. Set injection pressure at
18.1 MPa {185 kgf/cm2} [2631 psi] and make sure no drip is found.
(3) Defective injection pump:
Check that each pump has equal amount of injection and correct injection timing.
(4) Throttle valve shaft worn:
If governor negative pressure varies due to loose valve set-up caused by worn
valve shaft, replace throttle valve.
Too high idling (1) Adjust throttle valve idling stopper bolt.
(2) Defective internal parts of governor:
Hunching at medium (1) Defective governor.
Unsmooth rotation at (1) Fuel feed is insufficient:

high speed Check for mixing of air in system and repair.
Check for clogged fuel filter element or other clogging in system and clean, replace
element.
Defective overflow valve:
Check for clogging of valve or deterioration of spring, and repair or replace, if
needed.
(2) Defective injection pump:
Deteriorated governor spring
Sticky plunger or nozzle
Plunger spring or delivery spring broken.
(3) Insufficient valve clearance
(4) Check for breakage or deterioration of valve spring, and replace, if necessary.
Engine rotates at high (1) Check for sticking between accelerator pedal and throttle valve and repair, if
speed and does not needed.
come to a stop. (2) Defective governor.
- 20 -
1. ENGINE
(3) Low output

Low output due to (1) Improper injection timing
defective injection Check for looseness of pump camshaft and timer, loose set bolt of cam gear and
pump or its allied idle gear, or too large backlash of timing gear, and repair.
parts. (2) Defective nozzle:
Check for spray pattern, injection pressure or after-injection fuel drip.
(3) Insufficient fuel feed:
See the preceding page.
(4) Defective governor:
Clogged air cleaner
If throttle valve does not completely open when accelerator pedal is fully pressed,
adjust pedal operating angle by using pedal stopper. Also by using control rod
turn backle, adjust relationship between pedal and throttle valve.
Defective governor.
Low output due to Defective valve mechanism

insufficient Insufficient tappet clearance
compression pressure Broken valve spring
Sticky valve stem and guide
(4) Overheating of engine

Overheating due to (1) Low level of coolant
defective cooling (2) Insufficient rotation of water pump due to slipping belt or improper belt tension
system or adjusting belt sticking to pulley groove. Replace belt.
(3) Deformed cooling fan:
Check for proper tension of fan belt.
(4) Malfunction of thermostat:
Check that it begins to open at 82°C [179.6°F] and finishes to open at 90°C [194°F].
(5) Defective radiator cap of pressurizing type:
Check pressure valve and negative pressure valve springs for deterioration and
valve seat rubber for damage. If unsatisfactory, replace.
(6) Contaminant in cooling system:
Remove contaminant in radiator or engine coolant passages.
(7) Defective radiator:
Check bending and clogging of fin or for plugged radiator tube.
Overheating due to (1) Injection pump or allied parts.

other defects (2) Insufficient tappet clearance.
(3) Insufficient compression pressure.
} For details of (1), (2) and (3)
refer to the pertaining items.
- 21 -
1. ENGINE
NOTE
- 22 -
2. DRIVE UNIT
2. DRIVE UNIT
Model 90S-25
Name Torque converter type drive unit
Torque converter
Type 3-element, 1-stage, 1-phase type
Stall torque ratio 2.3
Charging pump
Type Gear Pump
Discharge 33.3 cc/rev
Pressure setting 706 kPa {7.2 kgf/cm2} [102.4 psi]
Transmission
Type Constant-mesh power-shift
Speeds 3 fwd/3 rev
Gear ratio
Fwd 1st 2.770
“ 2nd 1.392
“ 3rd 0.473
Rev 1st 2.776
“ 2nd 1.395
“ 3rd 0.475
Clutch disk size
(O.D. x I.D. x Thickness) 160 mm x 113 mm x 2.2 mm
[6.3 in. x 4.5 in. x 0.087 in.]
Control valve
Type Solenoid type
Clutch pressure setting 2.06 – 2.35 MPa {21 – 24 kgf/cm2} [1.52 – 1.73 psi]
Oil capacity 25 liters [6.6 US gal]

The drive unit is composed of a combination of a torque converter and a power-shift transmission
and connected to the engine as shown in Fig. 2.1.
- 23 -
2. DRIVE UNIT
TORQUE CONVERTER CHARGING PUMP
COUNTER GEAR
FWD/REV
CLUTCH SHAFT
1ST/2ND
CLUTCH SHAFT
2ND CLUTCH
SHAFT
PARKING BRAKE
STRAINER
Fig. 2.1 Drive Unit (1/4)
- 24 -
2. DRIVE UNIT
Cross sectional view -
Detail of
from OIL COOLER
View looking from
+ Green – Black
Rotation sensor
View looking from
- 25 -
2. DRIVE UNIT
TRANSMISSION
CONTROL VALVE
from OIL
COOLER
View looking from
- 26 -
2. DRIVE UNIT
View looking from
- 27 -
2. DRIVE UNIT
2.1.1 TORQUE CONVERTER

The torque converter is a 3-element, 1-stage, single-phase type consisting of a pump wheel, turbine
wheel, and stator wheel with the inside filled with torque converter oil supplied from the charging
pump.
When the engine starts and the pump wheel rotates, the power is transmitted to the torque converter
oil inside the converter and then the oil flows into the turbine wheel so that the power is transmitted to
the turbine wheel, passing through the transmission shaft, to the transmission.
Meanwhile, the torque converter oil which flows into the stator from the turbine, changes its direction
of flow when passing through the stator. At the same time, reaction torque is produced and it is added
to the turbine wheel.
The reaction torque is maximum when the turbine shaft is at rest and reduces as the turbine shaft
rotates.
The torque converter, as described above, is intended to automatically change output torque according
to the magnitude of load.
1. LOCK WASHER 6. INPUT PLATE 11. SEAL RETAINER

2. LOCK NUT 7. CASE COVER 12. OIL SEAL
3. TURBINE SHAFT 8. TURBINE WHEEL 13. SEAL RING
4. STATOR HUB 9. STATOR WHEEL 14. STATOR SUPPORT
5. SPACER 10. PUMP WHEEL
Fig. 2.5 Torque Converter
- 28 -
2. DRIVE UNIT
2.1.2 TRANSMISSION
The transmission consists of three clutch shaft assemblies, each of which converts the power from
the torque converter and sends it to the drive axle.
(1) Clutch shaft assembly

There are three types of clutch shaft assemblies used for the truck: one for forward/reverse travel,
one for 1st/3rd speeds, and one for 2nd speed. They have the same hydraulic clutch pack design. Each
clutch pack has inner and outer disks, with the inner disks in mesh with the gears and the outer disks
with the clutch drum teeth.
The pressure oil from the control valve flows through the oil holes in the shaft and gets into the
piston of any clutch shaft assembly, which in turn locks up the clutch pack, thus aggregating the clutch
shaft and clutch hub gear together to transmit the power to the drive axle.
WAVE SPRING
OUTER DISK
INNER DISK
PISTON from TRANSMISSION

CONTROL VALVE
Fig. 2.6 Clutch Shaft Assembly In Operation
With no pressure oil from the control valve, the piston is kept back by the wave spring, unlocking
the clutch pack so that no power is transmitted to the drive axle.
WAVE SPRING
Clearance OUTER DISK
INNER DISK
PISTON TRANSMISSION
CONTROL VALVE
Fig. 2.7 Clutch Shaft Assembly Not in Operation
- 29 -
2. DRIVE UNIT
SPACER
OUTER DISK
“O”-RING WAVE SPRING
SEAL RING INNER DISK
SNAP RING END PLATE
PISTON
BALL SNAP RING
SEAL RING
DISK SPRING
FWD CLUTCH
OIL PRESSURE
REV CLUTCH
OIL PRESSURE
LUB. OIL
SEAL RING
Fig. 2.8 Fwd/Rev Clutch Shaft Assembly
BALL
PISTON
SEAL RING OUTER DISK
SEAL RING
WAVE SPRING
INNER DISK
SNAP RING
END PLATE
3RD SPEED
CLUTCH OIL
PRESSURE
1ST SPEED
CLUTCH OIL
PRESSURE
LUB. OIL
SEAL RING
Fig. 2.9 1st/3rd Speed Clutch Shaft Assembly
- 30 -
2. DRIVE UNIT
OUTER DISK
INNER DISK PISTON
WAVE SPRING SEAL RING
SNAP RING
BALL
END PLATE SEAL RING
2ND SPEED
CLUTCH OIL
PRESSURE
SEAL RING
Fig. 2.10 2nd Speed Clutch Shaft Assembly
- 31 -
2. DRIVE UNIT
2.1.3 TRANSMISSION CONTROL VALVE

The control valve serves to select the traveling speed range and the direction of travel of the truck
selectively sending the clutch oil to each clutch pack.
The control valve consists of a valve body and four solenoid valves which are activated by using the
transmission control switch (lever). The clutch oil pressure is controlled by moving the spools inside
the valve.
The control valve is equipped with modulation mechanisms whose characteristics are different for
different speed ranges. In addition, it can be manually operated if the electric system fails to operate
normally.
1. PLATE (FOR MANUAL 11. SPOOL A 21. SPRING

OPERATION) 12. SELECT SPRING 22. FLOW SENSING
2. COVER 13. SPOOL B SPOOL
3. COVER 14. SELECT SPRING 23. SPRING
4. COVER 15. ORIFICE φ8 24. PIN
5. SOLENOID VALVE (FOR SOLENOID VALVE) 25. ROD
6. ADAPTER 16. ORIFICE (W) 26. SPRING, INNER
7. VALVE BODY (LOWER) 17. ORIFICE (Z) 27. SPRING, CENTER
NOTE
8. F/R SELECTOR SPOOL 18. ORIFICE (Y) 28. SPRING, OUTER
9. ADAPTER 19. ORIFICE (X) 29. LOAD PISTON H
10. SPRING 20. VALVE BODY (UPPER)
Fig. 2.11 Transmission Control Valve (1)
- 32 -
2. DRIVE UNIT
Section A-A
Section B-B
Section D-D
Section C-C
Note: Orifice diameter Orifice (W) Orifice (X) Orifice (Y) Orifice (Z)
mm [in.] (for main) (for 1st/2nd speeds) (for 2nd speed) (for 3rd/4th speeds)
φ6.0 [0.236] φ1.3 [0.051] φ0.8 [0.031] φ1.6 [0.063]
30. REGULATOR SPOOL 34. MODULATION SPOOL 38. SPRING, OUTER

31. PISTON 35. ROD 39. LOAD PISTON L
32. SPRING, OUTER 36. SPRING, INNER 40. MANUAL SPOOL
33. SPRING, INNER 37. SPRING, OUTER (EMERGENCY
TRAVEL SPOOL)
- 33 -
2. DRIVE UNIT
- , F, R: Clutches
F/R SELECT
SPOOL
to TORQUE SPOOL B
CONVERTER
MANUAL
SPOOL
SPOOL A
REGULATOR
FLOW SENS-
ING VALVE
MODULATION
from PUMP
ACCUMULATOR
(LOAD PISTON)
Hydraulic Circuit Diagram
- 34 -
2. DRIVE UNIT
2.1.4 POWER FLOW

(1) Forward travel
2nd speed
1st speed 3rd speed

Fig. 2.14
(2) Reverse travel
2nd speed
1st speed 3rd speed

Fig. 2.15
- 35 -
2. DRIVE UNIT
2.1.5 HYDRAULIC OIL PIPING

The oil used for the drive unit is supplied from the transmission case. As the engine starts, the
charging pump picks up oil from the transmission case through the suction filter and sends it through
the inline filter to the control valve. The control valve divides the oil into two flows with the regulator
spool: one for clutch operation and one for torque converter operation.
The oil sent into the converter, after leaving the converter, flows into the radiator oil cooler to get
cooled down. After leaving the oil cooler, it flows through the distributor cap to lubricate and cool the
clutch disks, gears and bearings of each clutch shaft assembly, before returning into the transmission
case.
The oil is distributed through tubings outside the transmission case to the clutch shaft assemblies
and torque converter.
RADIATOR
INLINE FILTER
(PARKING BRAKE)
SOLENOID VALVE
OIL FILL PORT
OIL DIPSTICK
Fig. 2.16 Hydraulic Oil Piping
- 36 -
2. DRIVE UNIT
2.1.6 PARKING BRAKE

The parking brake has a design shown in Figure 2.17 and is installed on the output shaft of the 2nd
clutch shaft assembly.
When no oil pressure acts on the piston, the piston locks up the disks with the spring to apply the
parking brake.
When oil pressure is applied, the piston moves to the right to unlock the disks.
BRAKE RELEASE
PRESSURE
BRAKE RELEASE BOLT
HUB
SPRING
2ND SPEED
CLUTCH SHAFT
PISTON
CASE
DISK
Fig. 2.17 Parking Brake
Procedure for releasing parking brake manually

DANGER: Do not try to release the parking brake on a slope.
1. Loosen the set plate fitting bolt of the release bolt and remove the set plate from the release bolt
groove.
2. Push in the release bolt and turn it clockwise evenly. Pull the piston toward the cover.
After returning the parking brake to the original position, engage the set plate in the release bolt
groove securely and lock.
- 37 -
2. DRIVE UNIT
2.2 MAINTENANCE
2.2.1 HYDRAULIC OIL PRESSURE MEASUREMENT
(1) Preparations
Prior to measuring the hydraulic oil pressure, make sure the oil temperature is within the range from
75 – 85°C [167 – 185°F]. If the oil temperature is not within the range, it is difficult to obtain a correct
measurement. Make sure to get an oil pressure of at least 2.5 – 5.0 MPa {25 – 50 kgf/cm2} [356 – 711
psi] capacity.
(2) Measurement procedure

Unit: kPa {kgf/cm2} [psi]
Shut off the engine. 90S-25
Inlet oil pressure 539 {5.5} [78.2]
Remove the plug from the port where you are going
Outlet oil pressure 343 {3.5} [49.7]
to measure its pressure. Install the oil pressure
Inlet oil
gauge. pressure
Start the engine and let it run at 2000 to 2200 rpm.

Read the oil pressure gauge and record it.
Let the engine run at idling rpm and then shut it
off.
Remove the oil pressure and reinstall the plug Outlet oil
pressure
securely.
Fig. 1.18
(3) Measurement points and standard oil pressure
Torque converter
Hydraulic clutch packs
Pressure setting: 2.06 – 2.35 MPa {21 – 24 kgf/cm2} [298.8 – 340.8 psi]
Measure pressure setting with the engine running at idle rpm.
FWD CLUTCH
OIL PRESSURE
REV CLUTCH
OIL PRESSURE
1ST SPEED
CLUTCH OIL
PRESSURE
3RD SPEED
CLUTCH OIL 2ND SPEED
PRESSURE CLUTCH OIL
PRESSURE
Fig. 2.19
- 38 -
3. DRIVE AXLE
3. DRIVE AXLE
Model
FD160-2 FD180 -2 FD200 -2 FD230-2
Item
Type Full-floating type

Total reduction ratio 25.070
Differential
Type 4-pinion type
Reduction ratio 4.5
Oil capacity 38 liters [10 US gal] (SAE#90)
Final reduction gear
Type Planetary gear type
Reduction ratio 5.571
Oil capacity 5 liters [1.3 US gal] for each side
Wheel
Tire size 12.00-24-18PR(ID) 13.00-24-20PR(ID) 14.00-24-24PR(ID) 14.00-24-24PR(ID)
Rim size 8.5V x 24
Inflation pressure 785 kPa {8.0 kgf/cm2} 809 kPa {8.25 kgf/cm2} 883 kPa {9.0 kgf/cm2}
[113.8 psi] [117.3 psi] [128.1 psi]

The drive axle consists of an axle housing, differential, wheel brakes, wheel hubs and a final reduction
gear and is installed on the front part of the frame. See Figure 3.1.
The axle housing is roughly divided into two sections: the spindle section to which the final reduction
gear is installed; and the housing to which the differential is installed. These two sections are assembled
with bolts. The wheel hub, fitted with a brake disk, is installed on the spindle with two taper roller
bearings.
- 39 -
3. DRIVE AXLE
Tightening torque: 461 N-m {47

kgf-m} [340 lbf-ft]
(Apply LOCTITE #262.)
- 40 -
Tightening torque: 765 N-m {78 kgf-m}
[564.2 lbf-ft]
Fig. 3.1 Drive Axle

(Apply LOCTITE #262.) Tightening torque:
Tightening torque: Tightening torque: 147 N-m {15 kgf-m}
98 N-m {10 kgf-m} 226 N-m {23 kgf-m} [108.4 lbf-ft]
[72.3 lbf-ft] [166.7 lbf-ft]
1. INTERNAL GEAR 7. SPACER 13. BRAKE CALIPER

2. CARRIER 8. TAPER ROLLER BEARING 14. BRAKE DISK
3. LOCK NUT 9. HUB 15. SHAFT
4. SUN GEAR 10. SPINDLE 16. BREATHER
5. SPACER 11. TAPER ROLLER BEARING 17. DIFFERENTIAL
6. ADJUSTMENT NUT 12. OIL SEAL 18. AXLE HOUSING
3. DRIVE AXLE
3.1.1 DIFFERENTIAL
Figure 3.2 shows the construction of the differential which compensates for the difference in the
number of rotations between the right and left wheels when the truck makes a turn.
The differential consists of a separate type cross case, a ring gear, drive pinion, side gears, four
pinion gears, and a spider.
The drive pinion, supported by two taper roller bearings, is in mesh with the ring gear.
Tightening torque:
127 N-m {13 kgf-m}
Tightening torque: [93.7 lbf-ft]
78.4 N-m {18 kgf-m}
[57.8 lbf-ft]
Tightening torque:
735.4 N-m {75 kgf-m}
[542.4 lbf-ft]
1. RING GEAR
2. DRIVE PINION
3. FLANGE HALF
4. PLAIN HALF
5. PIN
6. PINION GEAR
7. SIDE GEAR
8. THRUST WASHER
9. THRUST WASHER
10. SPIDER
11. BEARING
12. BEARING CAGE
Tightening torque:
539 N-m {55 kgf-m} 13. BEARING
[397.6lbf-ft] 14. BEARING
15. “O”-RING
16. NUT
17. LOCK
18. BEARING
19. GASKET
20. OIL SEAL
21. SHIM
22. NUT
23. WASHER
Tightening torque: 24. “O”-RING
147 N-m {15 kgf-m}
[108.4 lbf-ft] 25. SPACER
(Apply LOCTITE#262.) 26. DUST SEAL
27. CARRIER
28. CAP
29. RETAINER
30. FLANGE
Tightening torque:
147 N-m {15 kgf-m} [108.4 lbf-ft]
Fig. 3.2 Differential
- 41 -
3. DRIVE AXLE
3.1.2 FINAL REDUCTION GEAR

The final reduction gear is a planetary type consisting of an internal gear, sun gear, and planetary
pinion gears, and it is installed on the wheel hub of the axle.
The sun gear is splined to the drive shaft and the internal gear secured to the spindle through the
hub. The pinion gears are installed on the shafts passed into the carrier.
The principle of power transmission is as follows: NEEDLE
THRSUT BEARING
When the sun gear turns, the rotation is transmitted WASHER
NEEDLE
to the pinion gears and internal gear. However, since BEARING
the internal gear is secured to the spindle, the pinion BALL THRUST
WASHER
gears revolve around the sun gear while spinning
themselves.
The pinion gears are installed on the carrier which is
CAP
in turn fixed to the wheel hub, and thus the power of the
drive shaft causes the wheel to turn. SNAP
RING
SPACER
CARRIER
Fig. 3.3 Final Reduction Gear
3.1.3 WHEEL
As shown in Figure 3.4, two wheels of the same size are installed on the wheel hub with a wedge
band and a clamp.
SPACER
WEDGE BAND
CLAMP
Tightening torque:
686 N-m {70 kgf-m}
[506 lbf-ft]
Fig. 3.4 Wheels Mounted on Wheel Hub
- 42 -
3. DRIVE AXLE
3.2 MAINTENANCE
3.2.1 REMOVING AND REINSTALSLING WHEEL ASSEMBLY
(1) Removing wheel assembly
Jack up the drive axle off the floor.
Loosen the wheel nuts in a diagonal order evenly and remove the nuts with the clamp.
Loosen the wedge band removal bolt lock nuts and tightens the bolts into bolt holes evenly in a
diagonal order. Remove the wedge band.
Remove the inner wheel air valve bracket.
Remove the outer wheel, spacer and inner wheel in that order.
(2) Installing wheel assembly

Remove dust and dirt from the exterior of the wheel hub and inside of the rim.
Align the inner wheel air valve and the groove in the hub and install the wheel on the hub. Make
sure to align the center of the air valve with the bracket installation hole.
Install the spacer and outer wheel. Make sure to align the air valve with the groove in the hub.
Loosen the wedge band removal bolts just before their ends project from the tap block surface.
Align the wedge band notch with the groove in the hub and push in the wedge ban between the hub
and rim.
Push in the wedge band with the clamps and nuts. Tighten the nuts evenly in a diagonal order to
the final tightening torque.
Final tightening torque: 686 N-m {70 kgf-m} [506 lbf-ft]
Secure the inner wheel air valve with the bracket.
Tighten the wedge band removal bolts until their ends touch the hub. Secure them with lock nuts.
REMOVAL BOLT
RIM
WEDGE BAND LOCK NUT
Detail of wedge band

HUB GROOVE Align air valve
to this bolt.
Fig. 3.5
- 43 -
3. DRIVE AXLE

Problem Cause Remedy
1. Oil leaks from Loose bolt or broken gasket of differential carrier. Replace or retighten.
differential carrier. Breather is clogged. Clean or replace.
Oil seal is worn or damage. Replace.
2. Noisy differential Gear is worn, damaged or broken. Replace.
Bearing is worn, damaged or broken. Replace.
Improper backlash. Adjust.
Loose spline fitness of side gear to propeller shaft. Replace parts
Insufficient amount of gear oil. Add as necessary.
3.2.3 SERVICE DATA

Unit: mm [in.]
Useful
Item Standard value
limit
Tightening torque of bolts assembling spindle
and housing N-m {kgf-m}[lbf-ft] 765 {78} [564.2]
Housing
O.D. of spindle in oil seal sliding area 117.424 - 117.551 [4.623 - 4.628]
O.D. of mast support 179.96 - 180.00 [7.085 - 7.086]
Tightening torque of axle mount fitting bolt N-m {kgf-m}[lbf-ft] 2393 {244}[1765]
Backlash between side gear and pinion gear 0.23 - 0.33 [0.0091 - 0.0130]
Backlash between ring gear and drive pinion 0.25 - 0.36 [0.0098 - 0.0142]
Drive pinion preload N-m {kgf-m}[lbf-ft] 1.47 - 2.55 {0.15 - 0.26}
[1.09 - 1.88]
Differential
Tightening torque of bearing cap fitting bolt N-m {kgf-m}[lbf-ft] 539 {55} [397.6]
Tightening torque of companion flange fitting nut N-m {kgf-m}[lbf-ft] 353 {36} [260.4]
O.D. of companion flange in oil seal sliding area 60.33 - 60.38 [2.375 - 2.377]
Tightening torque of ring gear fitting bolt N-m {kgf-m}[lbf-ft] 147 {15} [108.4]
Tightening torque of cross case assembling bolt N-m {kgf-m}[lbf-ft] 147 {15} [108.4]
Tightening torque of differential assembly
fitting bolt N-m {kgf-m}[lbf-ft] 147 {15} [108.4]
Tightening torque of planet carrier fitting bolt N-m {kgf-m}[lbf-ft] 98 {10} [72.3]
Final reduction gear
O.D. of planetary gear shaft –

Backlash between planetary gear and sun gear
Tightening torque of wheel nut N-m {kgf-m}[lbf-ft] 686 {70 kgf-m} [506 lbf-ft]
Brake disk fitting bolt N-m {kgf-m}[lbf-ft] 226 {23} [166.7]
Brake caliper fitting bolt N-m {kgf-m}[lbf-ft] 461 {47} [340.0]
- 44 -
4. BRAKE SYSTEM
4. BRAKE SYSTEM
Model
FD160-2 FD180-2 FD200-2 FD230-2
Item
Type Front-wheel braking,
disk brake type with booster
Air pressure 814 kPa {8.3 kgf/cm2} [11.8.1 psi]
Booster
Air cyl. bore 200 mm [7.9 in.]
Air cyl. stroke 100 mm [3.9 in.]
Hydraulic cyl. bore 40 mm [1.6 in.]
Brake valve
Type Single type
Brake caliper
Type Rigid caliper
OD of brake disk 474 mm [18.7 in.] 490 mm [19.3 in.]
Brake pad thickness 14 mm [0.55 in.]
Cylinder bore 73 mm [2.9 in.]
Brake oil to be used TCM approved brake oil (mineral oil)
DANGER: The booster of the brake system uses high-pressure compressed air. Make sure
the air is completely drained from the air tank before trying to disassemble or maintain the
brake system.
DANGER: Use TCM-approved brake oil (mineral oil) only. Use of a general automobile
brake oil such as DOT-3 will cause the malfunction of the brake system.

The brake system is a disk brake type with a pneumatic booster, consisting of two brake valves, a
booster and a brake caliper unit.
The air compressor driven by the engine stores air in the tank to generate air pressure.
4.1.1 BRAKE VALVE

Two brake valves are located under the floorboard.
The brake valves control the booster by converting brake pedal effort into air pressure with the
pistons.
The brake valve at the right side is used for normal braking operation and the brake valve at the left
side is used for cutting off power transmission from the transmission as well as for performing normal
braking operation.
- 45 -
4. BRAKE SYSTEM
4.1.2 BRAKE CALIPER

The disk brake is a rigid caliper type consisting of a torque plate and pistons, and two sets of disk
brakes are installed on each wheel.
The torque plate has a structure shown in Figs. 4.1 and 4.2. It has four cylinders (FD160-2, FD180-2)
or 6 cylinders (FD200-2, FD230-2) made in it where pistons and packings are incorporated.
The brake pad is attached to each piston of the torque plate. When the oil pressure is applied, the
pistons press the pads to the brake disk, thus producing braking force. When the oil pressure is reduced,
the pistons return by the deflection of the piston packing to keep an appropriate clearance. The pad
assemblies are supported by torque pins.
GROOVED
TORQUE PIN
LOCK BOLT

PISTON
BLEEDER
VALVE
PAD
TORQUE
PLATE
TORQUE PIN PISTON
PISTON PLUG
COVER PLATE
LOCK BOLT
Fig. 4.1 Brake Caliper (FD160-2, FD180-2)
- 46 -
4. BRAKE SYSTEM
GROOVED
TORQUE PIN
LOCK BOLT
PISTON
BLEEDER
VALVE
TORQUE PIN PAD
TORQUE
PLATE
PISTON
PISTON PLUG
COVER PLATE
LOCK BOLT
Fig. 4.2 Brake Caliper (FD200-2, FD230-2)
- 47 -
4. BRAKE SYSTEM
4.1.3 BOOSTER
The booster increases the oil pressure in the hydraulic cylinder by introducing the high pressure air
from the main tank into the power piston, utilizing the air pressure controlled by the brake valve as
pilot pressure.
The booster consists primarily of an air cylinder and a hydraulic cylinder. The air cylinder incorporates
a power piston, which is slid by air pressure inside the cylinder.
The hydraulic cylinder, too, has a piston which moves in the cylinder by being forced by the power
piston push rod.
Tightening torque:
58.8 - 73.6 N-m
{600 - 750 kgf-cm}
SPRING [520.4 - 651.4 lbf-in.]
PACKING
PISTON
FILTER
from RESERVOIR
PISTON
AIR to CALIPER
“O”-RING CYLINDER
COVER
Tightening torque:
34.3 - 41.2 N-m
{350 - 420 kgf-cm}
[303.6 - 364.7 lbf-in.]
CYLINDER “O”-RING
PUSH ROD
Fig. 4.3 Booster
- 48 -
4. BRAKE SYSTEM
4.1.4 DOUBLE CHECK VALVE

The double check valve is provided to ensure smooth
operation when both brake valves are pressed at the same
time.
from
The double check valve has a structure shown in Fig. from LEFT RIGHT
BRAKE BRAKE
4.4 and is fitted with a shuttle in it, which gives priority VALVE VALVE
to the higher pressure air, blocking up the lower one.
The double check valve is located between the
junction of the tubes from brake valves and the booster.
SHUTTLE
to BOOSTER
Fig. 4.4 Double Check Valve
- 49 -
4. BRAKE SYSTEM
4.1.5 AIR GOVERNOR

The air governor controls the air
pressure in the air tank. It consists CAP ADJUSTING
SCREW
of a piston, springs and others as
shown in Fig. 4.5.
LOCK NUT
SPRING SPRING
EXHAUST STEM
PISTON EXHAUST VALVE
Fig. 4.5 Air Governor
(1) When the air pressure in the tank is low:

When the air pressure in the air tank is low, the piston is pushed down by spring force. The exhaust
valve is made into contact with the piston by the spring and the exhaust stem passing through the
center of the piston is forced against the push rod by the spring.
AIR GOVERNOR
TANK
to BRAKE VALVE
UNLOADER VALVE
CYLINDER HEAD
from AIR CLEANER
INLET VALVE
OUTLET VALVE
Fig. 4.6
- 50 -
4. BRAKE SYSTEM
(2) When the air pressure in the air tank reaches the specified value:
When the air pressure in the air tank is high enough to overcome the spring force, the piston moves
up so that the exhaust valve is unseated from the piston by the exhaust stem. This allows the air in the
tank to pass through this opening to the compressor unloader valve. The push rod of the unloader
valve opens the compressor inlet valve so that the intake air is discharged through the inlet valve
without being compressed.
When the air pressure in the air tank becomes lower than the specified value, the piston is pushed
down by spring force so that the exhaust valve is seated on the piston. This allows the exhaust stem to
leave the exhaust valve, so that the air pressure applied on the unloader valve is discharged to the
atmosphere through the inside of the exhaust stem. Hence, the compressor compresses air again to
send it to the tank.
AIR GOVERNOR
TANK
to BRAKE VALVE
UNLOADER VALVE
CYLINDER HEAD
OUTLET VALVE INLET VALVE
Fig. 4.7
- 51 -
4. BRAKE SYSTEM
4.1.6 AIR TANK

The air tank is installed on the left rear part of the frame for storing compressed air for the brake
system.
A check valve is installed at the air tank inlet port to prevent the occurrence of pressure drop due to
poor air tightness between the compressor and the air tank or ruptured tubing between them.
The air tank also has a safety valve to prevent the air pressure in the tank from rising above the
pressure limit of the tank when the air governor fails to operate properly.
Moisture in the air may condense in the tank due to changes in pressure and temperature. To discharge
water, a drain valve is installed on the tank.
When the drain valve lever is pulled, water in the tank is drained off with air.
AIR GOVERNOR
SAFETY VALVE
DRAIN VALVE
AIR TANK
Fig. 4.8 Air Tank
- 52 -
4. BRAKE SYSTEM
(1) Check valve

The check valve is installed at the air tank inlet port to prevent the occurrence of air pressure drop in
the air tank due to a defective compressor or ruptured tubing between the compressor and tank. If the
air pressure in the tank drops to the minimum pressure necessary for braking, the low-pressure switch
functions to give an alarm with a lamp and buzzer.
Operating pressure
kPa {kgf/cm 2} [psi]
1. VALVE BODY 5. WASHER
OFF ON
2. SCREW CAP 6. LABEL Brake valve side 392 {4} [56.9] 294 {3} [42.6]
3. DISK VALVE 7. DISK VALVE Booster 118 {1.2} [17.1] 49 {0.5} [7.1]
4. SPRING SHEET
Fig. 4.9 Check Valve Fig. 4.10 Low Pressure Switch
(2) Safety valve

The safety valve prevents the air pressure in the tank from rising above the pressure limit of the tank
or pipe.
If the air pressure in the tank increases higher than the specified pressure, the force pressing the ball
overcomes the spring force, thus pushing the ball into the direction indicated by the arrow. This allows
the air to be discharged through the part into the atmosphere until the air pressure in the tank drops
to the specified value. When the air pressure in the tank drops below the specified value, the ball again
gets seated at the part .
1. VALVE BODY
2. BALL
3. SPRING
4. RELEASE PIN
5. SPRING CAGE
6. ADJUSTING NUT
7. LOCK NUT
Fig. 4.11 Safety Valve
- 53 -
4. BRAKE SYSTEM
(3) Drain valve

The drain valve is installed at the bottom of the main tank for draining off the water in the tank with
air.
The poppet is usually kept against the valve body by both the spring and the pressure in the
tank. When the lever pushes the poppet tip, the part of the valve body is opened to drain off
water in the tank through the part with air.
Drain
1. PLUG
2. SPRING
3. POPPET
4. “O”-RING
5. LEVER
Fig. 4.12 Drain Valve
- 54 -
4. BRAKE SYSTEM
4.2 MAINTENANCE
4.2.1 MAINTENANCE OF AIR GOVERNOR
Disassembly
(1) Prior to attempting to disassemble the air governor, clean the exterior of the unit.
(2) Remove the cover and snap ring. Remove the spring assembly and spring seat.
(3) Remove the lock nut from the adjusting screw. Then remove the upper spring seat, spring, lower
spring seat and spring guide.
(4) Remove the exhaust stem and spring from the top of the piston.
(5) Put the valve body upside down and tap it to let the piston come out.
(6) Remove the valve and valve spring, and two “O”-rings from the piston.
(7) Remove the washer, then “O”-ring from the exhaust stem.
(8) Remove the valve spring from the piston. Remove the valve.
Reassembly and adjustment

(1) Clean the metallic parts with cleaning fluid and rubber parts with dry cloth. Reassemble them in
a sequence opposite to disassembly.
(2) When you find that the “separation” pressure is higher than 814 kPa {8.3 kgf/cm2} [118 psi] or the
“intake” pressure is lower than 677 kPa {6.9 kgf/cm2} [98 psi], remove the cover, loosen the lock
nut and adjust the pressure by turning the adjusting screw clockwise to decrease the value or
counterclockwise to increase. After adjustment, be sure to tighten the lock nut.
(3) To check for air leaks, apply soapy water on the exhaust port with the governor in “intake” state
and “separation” state, respectively. The air bubble should be 25 mm [0.98 in.] or less in diameter
5 seconds after the application of soapy water.
4.2.2 MAINTENANCE OF VALVES

(1) Single check valve
Feed an air pressure of 687 kPa {7 kgf/cm2} [100 psi] into the valve to check that there is no air leak
from the valve body and connections of the cap. If air leak is noticed, remove the cap from the valve
body and disassembly the internal parts to check for damage or undue wear.
(2) Safety valve
Pull up the release pin end to remove spring load from the ball. If this action fails to put the safety
valve in “release” state, it suggests that the ball is sticking to the seat. Remove the valve and disassemble.
Apply soapy water on the spring cage exhaust port to check if there is air leak. The air bubble
should not be 70 mm [2.76 in.] or more in diameter within 3 seconds. Make sure that the safety valve
is properly adjusted for a 981 kPa {10 kgf/cm2} [142 psi] pressure. If not, loosen the lock nut and turn
the adjusting screw clockwise to increase the pressure or counter clockwise to decrease. After
adjustment, be sure to tighten the lock nut.
(3) Low pressure switch
Start the engine and let it run for a while. Measure the pressure when the lamp goes out. Then shut off
the engine and open the drain cock to reduce the air pressure. Measure the pressure when the lamp lights.
The opening and closing pressures of the contactor should be those as shown in Fig. 4.10. If not,
replace the low pressure switch with a new one. After increasing the brake air pressure to more than
490 kPa {5 kgf/cm2} [71.1 psi], check for air leak between the valve body and the cover. If air leak is
noticed, replace the switch with a new one.
- 55 -
4. BRAKE SYSTEM
4.2.3 REPLACEING BRAKE PADS

Make sure to get the following items:
• Vinyl tube (6 - 7 mm [0.24 - 0.28 in.] in diameter, 300 - 500 mm [11.8 - 19.7 in.] in length,
transparent and soft)
• Oil receiving pan (200 - 500 cc)
• Mineral brake oil (500 cc)
• New brake pads
• Piston pushing-in jig (see Fig. 4.21.)
• Stand
Preparations
• Park the truck on a level surface and in a place where a crane can be used.
• Jack up the front axle and support it with a stand.
• Remove the front wheels.
Replacement
• Connect one end of a vinyl tube to the bleeder valve and put the other end in the oil receiving
pan.
• Loosen the bleeder valve and put the piston pushing-in jig (See Fig. 4.21) between the disk and
the pad to push back each piston to the original position completely.
• Loosen the lock bolt of each of the two thick torque pins by three turns. Remove the torque pin
into the direction that it goes away from the disk, and then remove the pad.
• Install a new pad, paying attention to the direction of the lining. (Fig. 4.13)
• Check the “O”-ring of the torque pin and replace
it with a new one if any defect is found.
BLEEDER
• Apply grease to the torque pin and the torque pin VALVE
hole in the brake head before installing the

torque pin, leaving a gap of 1.5 to 3.0 mm [0.059
- 0.118 in.] between the disk and the torque pin.
Note: Make sure that the torque pin end does not project
from the fitting surface at the brake head fitting
surface side.
PISTON
PISTON
PAD
PAD
DISK
Fig. 4.13
- 56 -
4. BRAKE SYSTEM
• Secure the torque pin with a lock bolt. Move the torque pin in the axial direction to check to see
if the tip of the lock bolt settles in the torque pin groove.
Tightening torque: 51.5 ±2.5 N-m {5.25 ±0.25 kgf-m} [38.0 ±1.8 lbf-ft]
Note: Insufficient torque might cause the bolt to come loose, letting the torque pin come off and then
leading to the malfunction of the brake system.
LOCK BOLT
TORQUE PIN
Good Not good
Fig. 4.14
• After all the pads are replaced with new ones, tighten the bleeder securely and bleed air out of
the system using the procedure given on the page that follows.
- 57 -
4. BRAKE SYSTEM
4.2.4 AIR BLEEDING

Make sure to get the following items:
• Vinyl tube (6 - 7 mm [0.24 - 0.28 in.] in diameter, 300 - 500 mm [11.8 - 19.7 in.] in length,
transparent and soft)
• Oil receiving pan (200 - 500 cc)
• Mineral brake oil (500 cc)
Preparations
• Connect one end of a vinyl hose to the bleeder of each brake head and put the other end in the
oil receiving pan.
• Fill the reserve tank with brake oil.
Air bleeding
• Loosen the bleeder plug of each brake head and leave it for 2 to 3 minutes until brake fluid
starts coming from the bleeder. When brake fluid starts coming from the bleeder, tighten the
bleeder.
• Make sure all the bleeders are tightened securely, press the brake pedal a few times. Bring the
lining pads in close contact with the disk.
• For each brake head, repeat the following steps until fluid coming from the bleeder contains no
air bubbles:
1. Press the brake pedal and hold it.
2. Loosen the bleeder to discharge brake fluid.
3. Tighten the bleeder and release the brake pedal.
• Add brake fluid into the reserve tank and make sure the bleeders are securely tightened.
• Remove the vinyl tube from the bleeder and wipe away spilt fluid.
- 58 -
4. BRAKE SYSTEM
4.2.5 INSPECTION
(1) Checking brake pads
Check the thickness of the brake pad using the pad wear check gauge as shown in Fig. 4.15.
The pad wear limit is 2.0 mm [0.079 in.] excluding the back metal thickness.
If the brake pad is worn beyond the wear limit, the back metal will comes in direct contact with the
disk to give damage to the disk.
Unit: mm [in.]
PAD WEAR
CHECK GAUGE
14.0 [0.551]
DISK
Wear allow- 6.0 [0.236]

ance of pad 62.25 [2.45]
PISTON
Before the gap becomes zero,

replace the pad with a new one.
Fig. 4.15
(2) Checking brake disk

Check the brake disk for serious damage on the pad sliding surface and replace it with a new one if
beyond repair.
In addition, check the brake disk for thickness. If the thickness is less than 17.5 mm [0.69 in.],
replace the disk with a new one.
(3) Changing brake fluid

Check the brake fluid level at periodic intervals and add brake fluid of the same brand if the level is
low.
In addition, the brake fluid in the entire brake system must be changed once a year.
- 59 -
4. BRAKE SYSTEM
4.2.6 DISASSEMBLING BRAKE CALIPER

The brake caliper consists of the following component parts as shown in Fig. 4.16.
1. BLEEDER 7. LINING PAD B 13. PISTON

2. LOCK BOLT A 8. LINING PAD A 14. PISTON SEAL
3. LOCK BOLT B 9. BOLT 15. BACK-UP RING
4. TORQUE PIN B 10. COVER PLATE 16. SCRAPER RING
5. TORQUE PIN A 11. PISTON PLUG 17. CAP
6. “O”-RING 12. CAP SEAL 18. TORQUE PLATE
Fig. 4.16
Disassembly
1. Loosen the lock bolts A and B, 4 in all. Remove the torque pins A and B.
2. Remove the lining pads A and B. If you want to reuse them, use caution to contaminate them with
oil and keep it in order.
3. Remove the bolts securing the cover plate and then detach the cover plate.
4. Remove the piston plug and then remove the piston.
- 60 -
4. BRAKE SYSTEM
5. Remove the scraper ring, piston seal and back-up ring from the torque plate.
Note: Discard the removed scraper ring, piston seal and back-up ring. Do not reuse them.
6. Clean the interior of the torque plate (piston holes and oil passages) with cleaning fluid. Check the
seal fitting grooves and piston holes for damage or dent. If such a defect is found, replace the
brake head assembly with a new one.
No damage or dent allowed.
No damage or dent allowed within

a spacing of 11 mm [0.433 in.]
Fig. 4.17
7. Check the piston in the area which comes in contact with the piston seal for damage or undue
wear. If any defect is found, replace the piston with a new one.
8. Check the torque pin in the area which comes in contact with the back metal of the lining pad for
undue wear. If such a defect is found, replace the torque pin with a new one.
- 61 -
4. BRAKE SYSTEM
Reassembly BACK-UP RING

1. Apply silicone grease the back-up ring and the
scraper ring in the areas enclosed by dotted lines in
Fig. 4.18.
2. Reinstall the back-up ring, piston seal and scraper

ring into the seal grooves in the torque plate in that
order. Apply a thin coat of silicone grease on the
SCRAPER RING
piston seal.
Fig. 4.18
3. Apply a thin coat of silicone grease on the
chamfered area at the end of the piston B and install PISTON SCRAPER RING
the piston B on the torque plate cylinder from inside
BACK-UP RING
the torque plate. Use caution not to force the piston
obliquely into the cylinder. PISTON SEAL
Fig. 4.19
TORQUE PLATE
COVER PLATE
PISTON B
PISTON PLUG
PISTON A
Fig. 4.20 Installing Pistons
- 62 -
4. BRAKE SYSTEM
4. Install the cap seal in the piston plug groove. Apply a thin coat of silicone grease on the cap seal
and install the piston plug onto the torque plate with the cap seal pointing toward the piston. The
piston plug should be flush with the torque plate. Do not push in the piston plug too far.
Note: If the piston plug is pushed in too far, a poor sealing performance will result.
5. Apply grease to the torque pin and into the fitting hole and install the torque pin to the torque plate.
Secure the torque pin with a lock bolt while moving the torque pin in the axial direction, tightening
the lock bolt and putting the tip of the lock bolt into the groove of the torque pin.
Note: Readjustment is required to ensure that the gap between the tip of the torque pin and disk is
1.5 - 3.0 mm [0.059 - 0.118 in.].
Unit: mm [in.]
10 [0.039]
2.0 [0.079]
25.0 [0.984]
350 [13.78]
65.0
[2.56]
20 [0.79]
Fig. 4.21 Piston Push-in Jig
- 63 -
4. BRAKE SYSTEM
4.2.7 MAINTENANCE OF BOOSTER

Remove the booster from the truck
Move the truck to a level surface and apply the parking brake. Block the wheels.
Open the air tank drain valve to drain air from the reservoir completely.
Remove the tubings from the booster.
Drain the oil reservoir and hydraulic cylinder.
Remove the booster from the bracket.
Disassembly
Wipe away mud and dust from the booster surface and put match marks on connections to ensure
correct reassembly. The disassembled parts should be kept in order to make it easy to reinstall them.
Remove the bolts securing the hydraulic cylinder

and remove the hydraulic cylinder.
HYDRAULIC CYLINDER
Fig. 4.22
Removing the oil piston AIR: 98 - 196 kPa

RING {1 - 2 kgf/cm2}
a. Supply compressed air of 98 - 196 kPa {1 - 2 kgf/ PIN [14.2 - 28.4 psi]
cm2} [14.2 - 28.4 psi] into the air cylinder and move
the piston to its stroke end.
Fig. 4.23
- 64 -
4. BRAKE SYSTEM
b. Remove the ring from the ring groove and move it

CUP
toward the push rod. BACK-UP RING
Push out the pin with a bar and remove the piston
PISTON
complete, push guide and ring.
c. Remove the oil piston and then discharge the
compressed air from the air cylinder.
PUSH GUIDE
Fig. 4.24
Removing seal (hydraulic piston)

Using a spatula, remove the cup and back-up ring from the hydraulic piston.
Disassembling air cylinder

a. Make sure that there is no pressure in the air cylinder.
b. Loosen the six bolts and remove the air cylinder, piston & rod complete and spring from the cover.
c. Use caution when loosening the bolts because the spring is compressed by about 100 mm [3.94
in.] and has a reaction force of 637 N{65 kgf}
[143.2 lbf].
It is good practice to use 2 or 3 continuous thread
studs (the length under head: about 150 mm [5.9
in.]) as a loosening tool.
Fig. 4.25
Removing packing
Using a spatula, remove the packing from the piston & rod complete.
- 65 -
4. BRAKE SYSTEM
Disassembling cover
a. Using a flat-bladed screwdriver, remove the stop
ring. Remove the cup supporter, secondary cup,
spacer, secondary cup, cup and supporter in that
order.
b. Hosing the bushing to inside with a spatula, pull it
out. Remove the C-ring and push out the filter from
the opposite direction with a bar.
Fig. 4.26
Cleaning and inspection

Cleaning
a. Clean the metallic parts with cleaning fluid and dry them sufficiently.
b. Clean the rubber parts with alcohol and dry them sufficiently.
Inspection
The service kit component parts (rubber parts and expendable parts) need to be replaced at periodic
intervals.
a. Air cylinder and air piston complete
• If corrosion or rust is noticed inside the air cylinder, remove it with sand paper (around #500). If
any scratch or deformation is found, replace the whole assembly with a new one.
• If excessive scratches or scores are found on the air piston, replace the whole assembly with a new
one.
• If excessive scratches or scores are found on the outer diameter of the rod, replace the whole
assembly with a new one.
b. Oil cylinder and oil piston
• If excessive scratches or scores are found on the inner surface of the cylinder, replace the whole
assembly with a new one.
• If excessive scratches or scores are found on the outer diameter of the piston, replace it with a new
one.
c. Spring
• Any spring whose free length is less than 236 mm [9.29 in.] or showing excessive scratches or
scores should be replaced with a new one.
d. Cover
• Any cover showing cracks or deformation should be replaced with a new one.
e. Cup supporter and spacer
• Any cup supporter or spacer showing cracks or excessive deformation should be replaced with a
new one.
- 66 -
4. BRAKE SYSTEM
Reassembly
Reassemble the booster in the reverse order from disassembly.
Pay attention to the direction of installation when installing the packings and seals.
Applying grease
a. Apply a suitable amount of lithium-based grease to the outer diameter, cup groove and cup of the
air piston and the inner diameter of the air cylinder (sliding part).
b. Apply a suitable amount of brake oil to the outer diameter, cup groove, and cup of the hydraulic
piston, and the inner diameter, cover inner diameter (cup groove) and two cups of the hydraulic
cylinder.
Tightening torque
a. For tightening torque, see Fig. 4.27.
Run the performance test after reassembly.

After reinstalling the booster on the truck, bleed air out of the system.
Make sure the oil cylinder has an oil pressure of more than 17.7 MPa {180 kgf/cm2} [2567 psi]
when an air pressure of 0.78 MPa {8 kgf/cm2} [113.1 psi] is applied to the air cylinder. In addition,
make sure there is no air leak or oil leak.
Make sure the oil pressure is 0 when the air is discharged from the air cylinder.
- 67 -
Tightening torque:
58.8 - 73.6 N-m {600 - 750 kgf-cm}
4. BRAKE SYSTEM
[520.5 - 651.4 lbf-in.]
- 68 -
Fig. 4.27
Tightening torque:
34.3 - 41.2 N-m {350 - 420 kgf-cm}
[303.6 - 364.7 lbf-in.]
4. BRAKE SYSTEM
BRAKE VALVE
(RIGHT)
LOW PRESSURE
SWITCH
392 - 294 kPa
{4.0 - 3.0 kgf/cm2}
[56.9 - 42.6 psi]
BRAKE VALVE
(LEFT)
CHECK VALVE
AIR DRIER
OIL RESERVOIR
AIR GOVERNOR
SAFETY VALVE
1.03 MPa
{10.5 kgf/cm 2}
[149.4 psi]
BOOSTER DRAIN VALVE AIR TANK
Fig. 4.28 Brake Piping (1/2)
- 69 -
4. BRAKE SYSTEM
BRAKE LAMP
SWITCH
PRESSURE
SENDER
DOUBLE CHECK
VALVE
LOW PRESSURE SWITCH

118 - 49 kPa {1.2 - 0.5 kgf/cm 2}
[17.1 - 71. psi] LOW PRESSURE
SWITCH
196 kPa {2 kgf/cm2}
[28.4 psi]
View looking from
View looking from View looking from
Fig. 4.29 Brake Piping (2/2)
- 70 -
BRAKE VALVE
(RIGHT)
LOW PRESSURE
SWITCH
Air line 118 - 49 kPa AIR CLEANER
{1.2 - 0.5 kgf/cm 2}
Oil line [17.1 - 71. psi]
PRESSURE DOUBLE CHECK VALVE

SENDER
OIL RESERVOIR
540 cc
LOW PRESSURE
SWITCH BRAKE LAMP COMPRESSOR
196 kPa {2 kgf/cm2} SWITCH
[28.4 psi] 49 kPa {0.5 kgf/cm 2}
[71. psi]
AIR DRIER
- 71 -
Fig. 4.30
BRAKE VALVE
(LEFT)
BOOSTER
CHECK
VALVE
LOW PRESSURE
SWITCH
392 - 294 kPa
{4.0 - 3.0 kgf/cm2} SAFETY VALVE
[56.9 - 42.6 psi] 1.03 MPa AIR GOVERNOR
{10.5 kgf/cm2} 755 kPa
[149.4 psi] {7.7 kgf/cm2}
[109.5 psi]
AIR TANK
36 liters [9.5 US gal]
4. BRAKE SYSTEM
4. BRAKE SYSTEM
NOTE
- 72 -
5. STEERING SYSTEM
5. STEERING SYSTEM
Model
FD160-2 FD180 -2 FD200-2 FD230-2
Item
Type Hydrostatic type
Steering wheel diameter 360 mm [14.2 in.]
Orbitrol
Type Lord sensing, non-load reaction type
Discharge 599 cc/rev
Steering cylinder
Type Double-acting piston
Cylinder bore 130 mm [5.1 in]
Rod dia. 90 mm [3.5 in.]
Stroke 396 mm [15.6 in.]
Priority valve
Oil pressure setting 17.1 MPa {175 kgf/cm2}[2480 psi]
Steering pump
Type Gear type
Discharge 56 cc/rev
Steering axle
Type Center pin supported, Elliot type,
box-shaped cross section weld construction
King pin spacing 1900 mm [74.8 in.]
King pin angle 0°
Toe-in 0 mm [0 in.]
Camber 0°
Castor 0°
Steering angle
Inner wheel 78° 75°
Outer wheel 54° 51.5°
Wheel
Wheel size 12.00-24-18PR(ID) 13.00-24-20PR(ID) 14.00-24-24PR(ID) 14.00-24-24PR(ID)
Rim size 8.50V x 24
Inflation pressure 785 kPa 809 kPa 883 kPa
{8.0 kgf/cm2} [113.9 psi] {8.25 kgf/cm2} [117.3 psi] {9.0 kgf/cm2} [142.6 psi]
- 73 -
5. STEERING SYSTEM

The steering system is a hydrostatic type steering the truck with rear wheels, and consists primarily
of a steering wheel, an Orbitrol, a priority valve, a steering axle and a steering cylinder.
5.1.1 STEERING WHEEL ASSEMBLY

The steering wheel is arranged as shown in Fig. 5.1, operating the Orbitrol under the steering wheel
post.
The steering wheel post is supported with the pin at the point and by the point . The tilt angle
between the steering wheel post can be changed around the point .
STEERING WHEEL
LOCK LEVER
JOINT
Apply the Molybdenum grease

(3 g or 0.007 lbs) to the spline.
ORBITROL
Fig. 5.1 Steering wheel
- 74 -
5. STEERING SYSTEM
5.1.2 ORBITROL
The Orbitrol sends the pressure oil from the pump selectively to the steering cylinders. It consists
primarily of a control valve and a metering device.
The control valve used in the Orbitrol is not an ordinary spool valve whose spool moves in the axial
direction, but a rotary valve which consists of a sleeve and a spool that rotate together forming different
oil passages through the combination of their oil holes. The valve housing is provided with four ports
which lead to the pump, tank, right and left chambers of the cylinder. Between the inlet port and return
port is a check valve.
The metering device consists of an internally toothed stator and an externally toothed rotor. During
normal operation, it operates as an oil motor. In an emergency, it can be used as hand pump. The rotor
is mechanically linked with the sleeve through the drive shaft so that feedback operation is possible.
The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the spool
is splined to the steering shaft.
1. CENTERING SPRING 9. “O”-RING 17. PIN

2. DRIVE 10. GEROTOR 18. SPOOL
3. BALL 11. “O”-RING 19. “O”-RING
4. ADAPTER 12. GEROTOR 20. RETAINING RING
5. RETAINER SCREW 13. “O”-RING 21. OIL SEAL
6. END CAP 14. SPACER PLATE 22. DUST SEAL
7. DRIVE 15. “O”-RING 23. SEAL GLAND
8. SCREW 16. SLEEVE BUSHING
24. BEARING RACE
25. THRUST NEEDLE
Fig. 5.2 Orbitrol
- 75 -
5. STEERING SYSTEM
(1) Operation of Orbitrol

a) Neutral state
When the steering wheel is at “NEUTRAL” state,
the oil from pump flows through the oil passage to
the oil groove . The outer periphery of the sleeve has
24 oil holes that communicate with the spool holes
. Therefore, the oil that enters the oil groove flows
through the oil holes and to the gap between
spool and drive shaft. Then it flows through the spool
groove and the sleeve groove back into the oil
tank.
Since the cylinder ports and respectively
communicate with the sleeve holes and , not with
either the spool grooves or , the oil in the cylinder
does not flow.
The oil passage that leads to the hydraulic motor
communicates with the sleeve holes for the hydraulic
motor. The oil passage , however, does not
communicate with either the spool grooves or so
that the oil does not flow. Fig. 5.3
b) Counterclockwise turning of steering wheel

When the steering wheel is turned in the
counterclockwise direction, the spool grooves shift to
the left in relation to the sleeve holes and grooves so
that the spool holes do not align with the sleeve holes
. As a result of this, the oil that flows into the oil
groove is directed to the sleeve holes and then
flows through the spool grooves and , sleeve holes
and housing oil passage to the hydraulic motor.
This allows the hydraulic motor to rotate in the
counterclockwise direction. The oil discharged from
the hydraulic motor flows through the sleeve holes ,
spool groove and sleeve holes to the housing
cylinder port (L) to actuate the steering cylinder.
The oil returning from the cylinder flows through the
cylinder port (R), housing groove , sleeve holes ,
spool groove , sleeve holes and housing groove
to the oil tank.
Fig. 5.4
- 76 -
5. STEERING SYSTEM
c) Clockwise turning of steering wheel

When the steering wheel is turned in the clockwise
direction, the spool grooves shift to the right in relation
to the sleeve holes and grooves so that the spool holes
do not align with the sleeve holes . As a result of
this, the oil that flows into the oil groove is directed
to the sleeve holes and then flows through the spool
grooves and , sleeve holes , spool groove and
sleeve holes to the cylinder port (R) in the housing
to actuate the cylinder.
The oil returning from cylinder flows through the
cylinder port (L), housing groove , sleeve holes ,
spool groove , sleeve holes and housing groove
to the tank.
Fig. 5.5
- 77 -
5. STEERING SYSTEM
1. COLUMN
2. CENTERING
SPRING
Neutral
3. CHECK VALVE
4. SPOOL
5. SLEEVE
6. DRIVE SHAFT
7. ROTOR
Fig. 5.6 Operation of Orbitrol
(2) Relation between rotational speed and operating force

In principle, the force required to operate the Orbitrol is only the force to change over the valve, i.e.
the force of compressing the centering spring as large as 2.9 N-m {0.3 kgf-m} [2.2 lbs-ft]. In other
words, since there is no mechanical connection between the steering wheel and the tires and only the
spring compressing force is required, constant steering force is kept even at an increased rotational
speed. However, if the amount of oil discharged from the pump reduces below the amount of oil
necessary fro the operation of the Orbitrol, the rotor which is usually actuated by the oil supplied from
the steering pump is moved by steering wheel operation, resulting in heavy steering.
(3) Neutral feedback of Orbitrol

The neutral feedback of the Orbitrol is performed by switching the oil passages of the valve through
the reactions force of the centering spring. (When the steering wheel is turned and then released with
the engine at rest, the steering wheel returns to the initial position.) Unless the neutral feedback is
completely performed, the wheel may be turned, even though the operator does not turn the steering
wheel.
(4) Steering when pump is defective

When the pump fails to supply hydraulic oil, the Orbitrol serves as an emergency hand steering
device. When the steering wheel is turned, the spool rotates. When turned by about 8°, the spool
contacts the cross pin which in turn rotates the drive shaft which in turn rotates the rotor. Thus, the
metering device serves as a steering wheel pump to supply oil to the cylinder. In this case the check
valve provided between the return port and the suction port opens, so that oil flows from the cylinder to
the suction side, thereby effecting emergency steering.
- 78 -
5. STEERING SYSTEM
5.1.3 PRIORITY VALVE

The priority valve is installed between the steering pump and the Orbitrol to reduce fluctuations in
pump discharge caused when the engine speed varies, thereby assuring constant steering wheel operating
force and steering speed.
The priority valve also has a load sensing function which allows the amount of oil required for the
steering system to flow to the CF port.
Cross sectional view AA
Note: Use caution to prevent the entrance of dust

or dirt into the valve when disassembling or
reassembling. A valve clogged with foreign
matter will cause the malfunction of the
steering wheel unit.
1. HOUSING 5. RING 10. SPRING GUIDE

2. SPOOL 6. VALVE SEAT 11. ADJUSTMENT SCREW
3. SPRING 7. BODY 12. PLUG
4-11. RELIEF VALVE 8. POPPET 13. PLUG
4. SCREEN 9. SPRING
Fig. 5.7 Priority Valve
- 79 -
5. STEERING SYSTEM
Operation of the load sensing system

The load sensing system sends only the amount of oil required for steering operation from the total
discharge of the main pump, to the Orbitrol and sends the remaining amount of oil not required for
steering operation to the hydraulic system (control valve).
For example, when the steering wheel is in neutral, almost all the oil discharged from the main
pump flows to the control valve for driving the load handling system. The load sensing system serves
to use the oil discharge from the main pump while producing energy saving of the hydraulic system.
(1) When the steering wheel is in neutral (with the engine stopped)
When the engine is at rest, the priority valve spool is pushed to the left by the control spring ,
so that the CF port is opened fully and the EF port is closed completely.
STEERING CYLINDER
STEERING WHEEL
ORBITROL
to CONTROL VALVE
PRIORITY VALVE
MAIN PUMP ENGINE
Fig. 5.8 Steering Wheel in Neutral (with engine stopped)
- 80 -
5. STEERING SYSTEM
(2) When the steering wheel is in neutral (with the engine running)
The pressure oil from the steering pump flows through the P port and the CF port of the priority
valve into the Orbitrol. It passes through the inner throttle C0 and T port, back into the oil tank.
In this state, there occurs a pressure difference across the inner throttle C0 of the Orbitrol in the
pressure chambers A and B of the priority valve, so that the spool is moved 1 to the right shown in
Fig. 5.9.
Therefore, the EF port of the priority valve is opened fully and the CF port is slightly opened.
Almost all the oil discharged from the steering pump returns to the tank through the main valve.
Fig. 5.9 Steering Wheel in Neutral (with engine running)
- 81 -
5. STEERING SYSTEM
(3) When the steering wheel is turned

When the steering wheel is turned from the neutral position, the oil passages in the Orbitrol are
switched over. As a result, the oil that flows from the P port of the Orbitrol passes through the throttle
C1 . At this time, since the pressure difference across the throttle C 1 is transmitted to the pressure
chambers A and B of the priority valve respectively, the spool moves to the position where the
differential pressure of the pressure chambers A and B is balanced with the control spring force,
thus setting the rate of division of steering pump discharge oil to the ports CF and EF.
The extent of opening of the throttle C1 in the Orbitrol depends on the speed at which the steering
wheel is turned. When the steering wheel is turned quickly, the extent of opening is large whereas
when the steering wheel is turned slowly, the extent of opening is small. Therefore, when the steering
wheel is turned slowly, much oil flows into the CF port so that the steering speed increases.
GEROTOR
Fig. 5.10 Steering Wheel in Turn
- 82 -
5. STEERING SYSTEM
(4) When the steering cylinder is at the stroke end

When the steering wheel is turned until the steering cylinder reaches the stroke end, there are no oil
flows across the throttle C1 of the Orbitrol, due to which the pressure difference also disappears.
Consequently, the pressure in the pressure chamber B of the priority valve rises along with the
pressure in the circuit, and the relief valve operates to decrease the pressure in the pressure chamber
B.
In this state, the pressure in the pressure chambers A and B of the priority valve is controlled by the
throttle C2, and the spool moves to the right to close the CF port and open the EF port almost fully.
Fig. 5.11 Steering Cylinder at Stroke End
- 83 -
5. STEERING SYSTEM
5.1.4 STEERING CYLINDER

The steering cylinder is installed in the steering axle and is operated by the hydraulic oil controlled
by the Orbitrol.
The piston rod end is connected to the knuckle with a pin while the cylinder tail to the center of the
steering axle with a pin.
The cylinder cap has a busing, oil seal, and dust seal and is installed onto the cylinder.
1. DUST SEAL 6. DU BUSHING 11. “O”-RING

2. WEAR RING 7. CIRCLIP 12. CYLINDER
3. ROD SEAL 8. PISTON SEAL 13. PISTON ROD
4. ROD COVER 9. WEAR RING 14. SPHERICAL
5. “O”-RING 10. COLLAR BUSHING
Fig. 5.12 Steering Cylinder
- 84 -
5. STEERING SYSTEM
5.1.5 STEERING AXLE

The steering axle is an Elliot type of weld construction and consists of a center arm, tie rods, knuckles
and steering cylinder.
The steering axle is installed to the rear part of the frame through bushings with two support pins.
KNUCKLE (LEFT)
KNUCKLE (RIGHT)
See Fig. 5.14

STEERING CYLINDER
OIL SEAL
PIN
PIN
OIL SEAL
Detail of axle support
Detail of king pin bushing
Fig. 5.13 Steering Axle
- 85 -
5. STEERING SYSTEM
(1) Knuckle and king pin

The knuckle is install on each end of the steering axle with a king pin which is in turn supported by
a bushing on the steering axle.
The knuckle has a wheel hub installed on the spindle with two taper roller bearings. The hub contains
grease filled for lubricating the bearings.
The king pin is secured to the knuckle with a taper pin. The area which comes in contact with the
bushing has grease filled for lubricating the “O”-ring and the oil seal.
KING PIN
THRUST BEARING
CAP
“O”-RING
BUSHING OIL SEAL
LOCK WASHER
LOCK NUT
ADJUSTMENT NUT
TAPER ROLLER PIN

BEARING
OIL SEAL
Fig. 5.14
- 86 -
5. STEERING SYSTEM
5.2 MAINTENANCE
5.2.1 DISASSEMBLING ORBITROL
Prior to attempting to disassemble the Orbitrol, clean the exterior of the unit and select a clean
working place.
(1) Hold the flange of the Orbitrol in a vise.
Fig. 5.15
(2) Remove the bolts securing the end cap and remove
the end cap.
SCREW
END CAP
“O”-RING
Fig. 5.16
(3) Remove the rotor set from the housing.

“O”-RING
Use caution so as not to lose the star in the rotor
set.
Remove the “O”-ring from the spacer and the rotor
set in the star.
ROTOR SET
SPACER
Fig. 5.17
- 87 -
5. STEERING SYSTEM
(4) Remove the spacer plate and the drive from the
housing.
SPACER
PLATE
“O”-RING DRIVE
Fig. 5.18
(5) Remove the housing from the vise and put it on

clean cloth with the machined surface down.
Remove the retaining ring from the housing by first
prying its end off with a small screwdriver.
Fig. 5.19
(6) Turn the spool and sleeve so that the pin is parallel
with the port surface. Then push the spool and
sleeve into the housing, removing the seal gland
SEAL GLAND
bushing from the housing. BUSHING
Fig. 5.20
(7) Remove the “X”-ring seal and the dust seal from
the seal gland bushing.
“X”-RING
SEAL
DUST SEAL
SEAL GLAND
BUSHING
Fig. 5.21
- 88 -
5. STEERING SYSTEM
(8) Remove the thrust bearing.

BEARING RACE
THRUST
NEEDLE
BEARING
BEARING
RACE
Fig. 5.22
(9) Remove the spool and sleeve from the housing in

the direction indicated by arrow in Fig. 5.23.
Remove the pin from the spool and sleeve assembly.
PIN
Fig. 5.23
(10) Remove the spool a part way from the sleeve and
remove the centering spring from the spool.
Fig. 5.24
- 89 -
5. STEERING SYSTEM
5.2.2 REASSEMBLY OF ORBITROL

Inspect the contact surface of all parts for scores, scratches or burrs which would cause oil leak if
neglected, and if unsatisfactory, replace with new ones. Clean all metallic parts and dry with compressed
air. For drying purpose, do not use cloth or paper; otherwise lint or paper dust sticks on the surface and
would cause trouble in the hydraulic equipment. Replace the “O”-rings and seals with new ones.
(1) After applying LOCTITE #242 on the threaded part, tighten the set screw with an Allen wrench.
(2) Align the grooves in the spool with those in the

SPRING GROOVE
sleeve and put the spool into the sleeve, turning the
spool slowly. CONTROL SLEEVE
SPRING
GROOVE
CONTROL
SPOOL
POSITIONING
MARK
Fig. 5.25
(3) Align the spring groove in the spool with that in

the sleeve and put them on a plane plate. Install
the spring.
Fig. 5.26
(4) Insert the pin through the spool and sleeve holes.
PIN
Fig. 5.27
- 90 -
5. STEERING SYSTEM
(5) Insert the spool and sleeve assembly in the housing

from rear side. Use caution not to allow the sleeve
assembly end face to go farther inside from the
housing shoulder surface.
Fig. 5.28
(6) Install the thrust bearing and “O”-ring on the

THRUST NEEDLE
housing. BEARING BARING RACE (2)
“O”-RING
Fig. 5.29
(7) Install the dust seal and the “X”-ring to the seal
gland bushing.
RETAINING
RING
SEAL GLAND
BUSHING
(W. SEAL)
Fig. 5.30
(8) Install the seal gland bushing into the spool, turning SCREWDRIVER
the latter slowly. Drive the bushing in place with a DUST SEAL
plastic mallet. Install the retaining ring on the
RETAINING RING
housing.
SEAL GLAND BUSHING
“X”-RING SEAL
“O”-RING
Fig. 5.31
- 91 -
5. STEERING SYSTEM
(9) Hold the housing in a vise. Make sure that the end
faces of the sleeve and spool are sunk from the
housing surface.
Fig. 5.32
(10) Install the “O”-ring on the housing. Clean the

surfaces of the housing and spacer plate, then put
the spacer plate on the housing.
Fig. 5.33
(11) Turn the spool and sleeve assembly so that the port PORT SURFACE
surface is parallel to the pin and install the drive. DRIVE
Draw a line on the drive’s spline end face, parallel
to the pin. Pin parallel to
port surface
This step is important. Follow the procedure correctly.
PIN
Fig. 5.34
(12) Install the “O”-ring on the rotor set.

ROTOR SET
“O”-RING
Fig. 5.35
- 92 -
5. STEERING SYSTEM
(13) Putting the “O”-ring side of the rotor set toward ROOT OF ROTOR A
SET STAR
the spacer plate side, place the rotor on the housing, B
with the star’s root aligned with the drive (see Fig.
5.36). Then, securing the engagement of the drive DRIVE (Draw
a line.) C
and the star, align the bolt holes in the rotor set with D
those in the housing.
This step is important. Follow the procedure

correctly. PORT
SURFACE
PIN
Fig. 5.36
(14) Install the spacer in the rotor set and attach the
END
“O”-ring on the end cap. “O”-RING CAP SCREW
SPACER
Fig. 5.37
(15) Put the end cap on the rotor set and align the bolt
holes with each other. Apply oil on the threaded
part of each bolt and tighten them to the torque of
14.7 N-m {1.5 kgf-m} [10.8 lbf-ft]. Then tighten
them to the torque of 25.5 to 28.4 N-m {2.6 to 2.9
kgf-m} [18.8 to 21.0 lbf-ft] in the order indicated
in Fig. 5.38.
Fig. 5.38
- 93 -
5. STEERING SYSTEM
5.2.3 MEASURING POWER STEERING OIL PRESSURE

(1) Park the truck on a level surface and apply the parking brake.
(2) Make sure that the temperature of the hydraulic oil is 50 to 60°C [122 to 140°F].
(3) Turn the steering wheel in the clockwise direction to bring the steering cylinder to it stroke end.
(4) Lower the forks on the ground surface, shut off the engine and block the drive wheels.
(5) Remove the power steering oil pressure measurement plug and install a pressure gauge (25 MPa
{250 kgf/cm2} [3626 psi])
(6) Start the engine, turn the steering wheel and measure the oil pressure at which the priority valve is
relieved.
Note: The engine should be run at high idle rpm.
(7) After measurement, shut off the engine and remove the pressure gauge.
(8) Apply LOCTITE#572 on the threaded part of the plug and reinstall the plug in the original position,
using caution to prevent the entrance of the sealing agent into the circuit.
(9) Start the engine and make sure there is no oil leakage from the plug. Shut off the engine.
5.2.4 ADJUSTING POWER STEERING OIL PRESSURE

(1) Remove the low-pressure hose connected to the T
port of the priority valve along with the adapter.
(2) Turn the adjustment screw in the T port to adjust
Adjustment tool
the relief pressure. Tighten the screw when the
Allen wrench
pressure is low and loosen it when high. 7/32 or 5.5 mm
Note: Each complete turn of the adjustment screw
changes the relief pressure approximately 6.9
MPa {70 kgf/cm2} [1000 psi].
(3) Connect the adapter and low-pressure hose.
(4) Check the pressure setting. If it is not proper, adjust ADJUSTMENT SCREW
the setting again.

Fig. 5.39 Priority Valve
- 94 -
5. STEERING SYSTEM
5.2.5 TROUBLE SHOOTING GUIDE
Problem Probable cause Checking method Remedy
Lift the rear wheels of the

Defective motion of the steering Grease, disassemble
ground surface and check the
linkage and repair.
motion of each part manually.
Low idle rpm is too low. Measure engine speed. Adjust to 700 rpm.
Measure tire pressure with tire Adjust inflation

Low tire inflation pressure
gauge. pressure.
Aeration due to low oil level Check oil level. Add to specified level.
Insufficient air bleeding Bleed air.
Check oil flow or compare oil

Insufficient discharge of steering flow between when the steering
Check steering pump.
pump wheel is turned quickly and
when turned slowly.
The amount of oil is insufficient Measure oil flow and Check priority valve
in steering line. pressure. and pump.
Hard steering Clogged tubing of steering line Measure oil flow. Repair or replace.
wheel
Hydraulic hose broken or pipe
Visually check. Repair or replace.
joints having oil leakage
Excessive oil leakage due to

damaged seal of steering cylinder Disassemble and check. Replace damaged seal.
piston
Adjust relief valve

pressure setting to
Low steer relief pressure Measure pressure.
17.2 MPa [175 kgf/
cm2] [2495 psi].
Clogged screen or orifice (LS,

Disassemble and check. Clean.
PP) of priority valve spool
Priority valve spring deteriorated

or broken
Disassemble and check. Replace parts.
Priority valve spool stuck,
damaged or getting foreign matter
caught.
Malfunction of Orbitrol, worn

Disassemble and check. Replace.
rotor or damaged spool
- 95 -
5. STEERING SYSTEM
Clogged screen or orifice (Ls,

Disassemble and check. Clean.
PP) of priority valve
Priority valve spring deteriorated

or broken
Priority valve spool stuck,
damaged or getting foreign matter
Steering wheel caught.
cannot be
turned or is Steering relief pressure unstable Measure pressure
Replace parts.
sometimes defective relief valve Disassemble and check.
stuck
Malfunction of Orbitrol, worn
rotor, damaged spool, entrance of Disassemble and check. Replace.
foreign matter
Loosen 4 bolts securing the

Misalignment of steering column Orbitrol and turn the steering
Readjust.
and Orbitroll wheel to check for
misalignment.
Loose steering wheel or column See “Loose steering wheel or column jacket” on next
jacket page.
Change oil to specified

Aeration of priority valve Remove oil and check.
type of oil.
Loose mounting of Orbitrol Visually check. Repair.

Truck wanders
during normal Uneven inflation pressure of right
Check using tire gauge. Adjust.
driving or and left tires
pulls to one
side. Uneven wear of right and left
Visually check. Replace or rotation.
tires
Malfunction of Orbitrol Disassemble and check. Replace assembly.
Improper installation of tire Visually check. Adjust.
Wheel bearing broken or nut

Disassemble and check. Replace or adjust.
loose
- 96 -
5. STEERING SYSTEM
Steering shaft bearing worn

Steering shaft bushing worn
Loose steering
wheel or Loose mounting of steering wheel
Check for looseness. Retighten.
column onto steering shaft
Loose column jacket mounting

Check for looseness. Retighten.
bolts
Steering shaft bearing broken

Move steering wheel to check
Replace parts.
Steering cylinder pin or bushing for noise.
Noise worn
Steering cylinder piston rod bent

Disassemble and check. Repair or replace.
or broken
Orbitrol oil seal or dust seal

damaged
Steering cylinder cap packing,

Oil leaks Visually check. Replace parts.
dust seal, or “O”-ring damaged
Steering line connections loose or Retighten, repair or

Visually check.
hydraulic hose or tube damaged replace parts.
- 97 -
5. STEERING SYSTEM
5.2.6 STANDARD VALUE FOR MAINTENANCE

Unit: mm [in.]
Item Standard value
Looseness of steering shaft in axial direction 0
Steering wheel play (outer periphery) 70 - 80 [2.76 - 3.15]
Steering
wheel unit Steering wheel mounting nut torque N-m {kgf-m}[lbf-ft] 4.3 - 4.9 {0.44 - 0.50} [3.2 - 3.6]
Toque of bolts securing Orbitrol to steering post
N-m {kgf-m}[lbf-ft] 3.5 - 4.1 {0.36 - 0.43} [2.6 - 3.0]
Priority Pressure setting MPa {kgf/cm2}[psi] 17.2 {175}[2495]
valve Valve unit mounting bolt torque N-m {kgf-m}[lbf-ft] 1.5 - 1.7 {0.15 - 0.17} [1.11 - 1.25]
- 98 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
Truck model
FD160-2 FD180 -2 FD200 -2 FD230 -2
Item
Main pump
Type Gear type dual pump
Discharge Front: 63 cc/rev Rear: 56 cc/rev
Control valve
Type 2-spool sliding type
Pressure setting 20.6 MPa {210 kgf/cm2} [2988 psi]
Lift cylinder
Type Single-acting piston type
Cylinder bore 120 mm [4.7 in.] 135 mm [5.3 in.] 150 mm [5.9 in.]
Piston rod outer diameter 85 mm [3.3 in.] 100 mm [3.9 in.] 110 mm [4.3 in.]
Tilt cylinder
Type Double-acting piston type
Cylinder bore 155 mm [6.1 in.] 170 mm [6.7 in.]
Piston rod outer diameter 70 mm [2.8 in.]
Oil tank
Oil capacity 180 liters [47.6 US gal]
Oil to be used ISO VG32 (Hardwearing hydraulic oil)

The hydraulic system consists primarily of an oil tank, a main pump, a control valve, two lift cylinders
and two tilt cylinders.
- 99 -
6. HYDRAULIC SYSTEM
6.1.1 OIL TANK

The oil tank has a structure as shown in Fig. 6.1 and is welded to the right side frame as a part of it.
The proper oil level of the tank varies according to the maximum lift height of the mast installed to
the truck, so that the gauge for checking the proper oil level is installed on the side of the tank.
The tank is provided with a suction filter at its bottom to prevent dust in the oil from coming into the
circuit. It also has a return filter that removes metallic powder in the circuit.
CAP
VIEW GAUGE
from CONTROL VALVE
to MAIN PUMP
FILTER
DRAIN PLUG
Fig. 6.1 Oil Tank
- 100 -
6. HYDRAULIC SYSTEM
6.1.2 MAIN PUMP

The main pump is a gear-type dual-pump unit which is installed on the torque converter housing.
As the engine runs, the main pump unit is driven to pick up oil from the oil tank and sends it to the
control valve. As shown in Fig. 6.2, the two gear pumps have the same structure, with one suction port
and two discharge ports.
The main pump unit employs a floating type pressure balance system so that an optimum clearance
between the gear flank and the pressure plate can be achieved according to the discharge pressure.
View looking from E Detail of part P Detail of part Q

(suction)
Cross sectional view CC Cross sectional view BB Cross sectional view AA
1. MOUNTING FLANGE 7. DRIVEN GEAR 13. ISOLATION PLATE

2. GEAR PLATE 8. REAR DRIVE GEAR 14. DOWEL
3. CENTER PLATE 9. DRIVEN GEAR 15. “O”-RING
4. GEAR PLATE 10. PRESSURE PLATE 16. OIL SEAL
5. COVER 11. PLATE SEAL 17. SNAP RING
6. FRONT DRIVE GEAR 12. BACK UP 18. COUPLING
Fig. 6.2 Main Pump
- 101 -
6. HYDRAULIC SYSTEM
6.1.3 CONTROL VALVE

The control valve is a 2-spool sliding type consisting of two spools for lift and tilt, a valve housing
and a relief valve.
The tilt spool has a tilt lock valve incorporated.
Cross sectional view A-A
Cross sectional view B-B
1. COVER 8. PLUNGER 15. RELIEF VALVE

2. BOLT 9. PLUG 16. “O”-RING
3. RETAINER 10. “O”-RING 17. BACK-UP RING
4. SPRING 11. SPRING 18. PLUG
5. DISTANCE PIECE 12. PLUNGER 19. “O”-RING
6. PACKING 13. SPOOL
7. SPRING 14. PACKING
Fig. 6.3 Control Valve
- 102 -
6. HYDRAULIC SYSTEM
6.1.4 VALVE CONTROL

Each spool of the control valve is operated by the levers shown in Fig. 6.4. The levers are arranged
on a shaft supported with a bracket which is installed on the cabinet.
The movement of each lever is transmitted through the cable to the spool.
The control valve is installed under the floor along with a priority valve, through a bracket.
TILT LEVER
LIFT LEVER
ROD
CONTROL VALVE
PRIORITY VALVE
Fig. 6.4 Valve Control
- 103 -
6. HYDRAULIC SYSTEM
6.1.5 LIFT CYLINDER

The lift cylinders are of the single acting piston type and installed at the rear side of each outer
channel. Each lift cylinder consists primarily of a cylinder, a piston rod, a cylinder cap and packings.
The piston rod and piston are assembled with a snap ring. The piston is given a wear ring and a
packing on its outer circumference.
The cylinder cap supports the piston rod through a bushing to prevent corrosion in the cylinder with
a packing inside and an “O”-ring on the outer periphery.
DUST SEAL
“O”-RING
WEAR RING
PACKING
COVER
“O”-RING
BUSHING
BEARING
PACKING
PISTON
“O•ERING
SPRING
Fig. 6.5 Lift Cylinder
- 104 -
6. HYDRAULIC SYSTEM
6.1.6 FLOW REGULATOR VALVE

The flow regulator valve is located between the control valve and the two lift cylinders to let the
forks lower at a constant speed regardless of whether loaded or not loaded.
It consists of a piston, a sleeve, a spring and a valve body as shown in Fig. 6.6.
The oil delivered from the control valve flows through chambers and opening , chamber ,
opening , and chamber into the lift cylinders.
When the control valve is switched to the “down” position, the oil in the lift cylinders flows through
chamber into chamber . The pressure in chamber becomes higher than the pressure in chamber
according to the oil flow passing through the opening . When the pressure in chamber
overcomes the spring force, the piston moves to the right, narrowing down the opening . The higher
the differential pressure between chambers and , the smaller the opening becomes. The
amount of oil passing through the opening is controlled by the pressure difference between chambers
and .
1. SLEEVE
2. “O”-RING
3. SNAP RING
4. SPRING
5. PISTON
6. PLUG
7. “O”-RING
Fig. 6.6 Flow Regulator Valve
- 105 -
6. HYDRAULIC SYSTEM
6.1.7 TILT CYLINDER

Figure 6.7 shows the construction of the tilt cylinder. The piston rod is secured to the outer channel
and the cylinder tail to the frame with a pin, respectively.
The piston rod is given a joint which allows the adjustment of the piston rod lengths.
When the tilt lever is pulled back, the oil flows into the piston rod side of the cylinder, contracting
the piston rod. At the same time the oil at the cylinder tail side is forced out from the cylinder to return
into the tank, so that the mast is tilted back.
When the tilt lever is pushed forward, oil flows into the cylinder tail, extending the piston rod. The
oil at the piston rod side is forced out of the cylinder to return to the oil tank.
1. JOINT 5. CYLINDER CAP 9. CYLINDER

2. LOCK NUT 6. DUST SEAL 10. WEAR RING
3. LOCK NUT 7. PACKING 11. PACKING
4. “O”-RING 8. BUSHING 12. PISTON ROD
Fig. 6.7 Tilt Cylinder
- 106 -
6. HYDRAULIC SYSTEM
6.2 MAINTENANCE
Note: For the encircled numbers, see Fig, 6.2.
6.2.1 DISASSEMBLING GEAR PUMP

(1) Before proceeding to disassembly of the gear pump, remove dirt from the pump surface and the
drive shaft. Put disassembled parts in order on a clean paper or cloth and use caution not to
contaminate or damage them. The disassembling procedure is as follows:
(2) Hold the flange of the pump in a vise with the flange surface down.
(3) Remove the assembling nut and the washer stud bolt. Disassembly and reassembly can be easily
done by removing the stud bolt.
(4) Pull the cover in the axial direction and remove it. If the cover is too tight to remove, tap it out
with a mallet. It is unnecessary to remove the dowel from the cover.
(5) Remove the seals and , the isolation plate and the “O”-ring at the cover side.
(6) Remove the pressure plate . Raise the shafts of the rear drive gear and driven gear slightly
and with draw them.
(7) Remove the pressure plate from the bottom of the gear plate . During this procedure, do not
tilt the pressure plate. If the pressure plate is stuck and cannot be removed, insert the rear drive
gear into the gear plate by holding its spline area and pushing the higher part of the pressure
plate lightly into the initial position. Then try to remove the pressure plate again.
(8) Remove the seals and , and isolation plate from the bottom of the gear plate .
(9) Tap the circumference of the gear plate and the center plate with a mallet and remove them.
(10) Remove the “O”-ring from the mating surface of the center plate . It is unnecessary to remove
the dowel from the center plate.
(11) Pull the spline coupling out from the suction port of the center plate .
(12) Disassemble the front pump in the same procedure as for the items (5) to (9) above.
(13) Remove the “O”-ring , snap ring and oil seal from the mounting flange . It is unnecessary
to remove the dowel .
- 107 -
6. HYDRAULIC SYSTEM
(14) Tap the oil seal with a flat-bladed screwdriver to

SCREWDRIVER
let it come out. Remove the snap ring . At this
time, use caution not to damage the bearing hole or
the oil seal press-fitting hole.
Fig. 6.8
6.2.2 INSPECTION AND REPAIR

Check disassembled parts on the contamination or discoloration and then wash them with kerosene.
However, do not immerse rubber parts in kerosene.
Proceed with the inspection on the following points, and repair or replace parts if abnormality is
found at them.
(1) Gear plates ,

The gear plates are so designed that the gears rotate
monthly while the gear teeth are lightly touching the
gear plate to obtain a good rotation efficiency.
Accordingly, the gear plates, once used, surely get fine
scraping traces around the inlet port.
SUCTION
The normal length of scraping trace is less than 1/2 CHAMBER DISCHARGE
of the inner periphery of the gear hole, and normal depth CHAMBER
Contact bearing
(“a” in Fig. 6.9) is less than 0.05 mm [0.00197 in]. If
the depth “a” exceeds 0.15 mm [0.00591 in], the gear
shaft or the bearing is considered to be worn Fig. 6.9 Scraping Trace Inside Gear Plate
significantly. Check, therefore, also these parts carefully at all times.
If the depth “a” is found to be over 0.15 mm [0.00591 in], replace the gear assembly with a new one.
(2) Drive gears , and driven gears ,

Unit: mm [in.]
As long as clear hydraulic oil is used, the gear shaft
and gear flank will get least damage, assuring smooth
gear contact. If there faces are roughed enough to hitch
on a nail, the root of tooth is cracked or the tooth surface
is worn unevenly, replace the gear with new one.
If the gear shaft diameter “d” in Fig. 6.10 is
diminished to less than 31.627 mm dia. [1.2452 in. dia.],
replace the gear with new one.
Fig. 6.10 Limit of Shaft Dimensions
- 108 -
6. HYDRAULIC SYSTEM
(3) Pressure plate

As shown in Fig. 6.11 the normal pressure plate Suction
side
appears lustrous at the copper alloy side.
If the following abnormalities the found when the
pressure plate is disassembled, replace it with new one.
Many scraping traces hitching on a nail are found
at the copper alloy surface, appearing coarse.
Discharge
The thickness of the plate diminished to less than side
6.656 mm [0.2621 in.].
Fig. 6.11 Spot of Pressure Plate Subject to Wear
(4) Mounting flange , cover and center plate
As for these parts, check the degree of uneven wear
Shaft contact
of the bearings.
Since the teflon layer having a bluish gray appearance Suction
side
is soft, handle it with care not to give damage.
If the teflon layer is worn to such an extent that
the brown colored ground is exposed for more than 150°
in the direction to the bearing periphery, replace them Slide
bearing Discharge
with new ones. side
Fig. 6.12 Spots of Bearing Subject to Wear

(5) Be sure to replace the “O”-ring , plate seal , backup plate and oil seal with new ones
when disassembled.
6.2.3 REASSEMBLY OF GEAR PUMP (For encircle numbers, refer to Fig. 6.2)
(1) Clean all disassembled parts.
(2) Direct the spigot boss of the mounting flange downwards and hold the casting part in a vise.
(3) Make sure that the two dowel pins are duly inserted. If not, insert them.
(4) Set the “O”-ring into the groove of the mounting flange.
At this time, be sure to fit the four small tips provided inside the “O”-ring surely into the groove.
(5) Mount the gear plate over the mounting flange while positioning the plate with use of the two
dowel pins . If the dowel pins are hard to insert, tap them lightly with a wooden hammer.
- 109 -
6. HYDRAULIC SYSTEM
(6) Insert the isolation plate to the far end of the gear plate.
(7) Insert the plate seal and the backup plate in combination deep into the gear plate.
(8) Insert the pressure plate , with its copper alloy face being directed upwards, deep into the gear
plate, paying attention to the direction of pressure plate suction side and discharge side. If the
pressure plate is slanted and hard to move, grasp the drive shaft end of the front drive gear to
insert it into the gear plate, and press it lightly at its highest part to facilitate insertion work.
(9) Insert the front drive gear and driven gear .

After the insertion, apply about 5 cc of hydraulic oil to the gear grooves.
(10) Insert the pressure plate , with its copper alloy face being directed downward, into the gear
plate, paying attention to the direction of suction side and discharge side.
(11) Insert the isolation plate , plate seal and backup plate .
(12) Make sure that the isolation plate , plate seal and backup plate are not displaced from the
correct positions.
(13) Make sure that the four dowel pins are duly inserted in center plate . If not, insert them.
(14) Fit the “O”-ring into the groove of the center plate. Insert the “O”-ring as to fit its small lips
surely in the groove.
(15) Put a prop of about 10 mm [0.039 in.] on the upper face of the gear plate , and press the center
plate , with its discharge side facing downwards, gently over the gear plate. At this time, put
your finger into the bearing hole, through which the rear drive gear of the center plate is supposed
to be inserted, to fit the spline coupling into the spline of the front drive gear . Remove the
support and push in the center plate. If the center plate cannot be pushed in completely with its
rear end projected more than about 3 mm [0.12 in], it is suspected that items , or has not
been properly installed. Start reassembly again from step (12).
- 110 -
6. HYDRAULIC SYSTEM
(16) Reassemble the rear pump in the same procedure

as for the front pump. Gear tooth of front pump
Fit the rear drive gear into the spline coupling Gear tooth of rear pump
so that the teeth of rear drive gear and those of
front drive gear are arranged alternately as shown
in Fig. 6.13.
Fig. 6.13
(17) When the rear pump has been reassembled, secure it by the stud bolts screwing their shorter shanks
with tightening torque of 29.4 - 49 N-m {3.0 - 5.0 kgf-m} [21.7 - 36.2 lbf-ft]. Wet the thread of the
bolts by spray of anti-rust oil.
(18) Set the washer and the nut to the longer shank of
the stud bolt and tighten it to the torque of 132.4 -
137.3 N-m {13.5 - 14.0 kgf-m} [97.7 - 101.3 lbf- Pump inside
DUST LIP
ft]. (Wet the thread with anti-rust oil)
(19) Then, unclamp the pump from the vice, and fit the
oil seal and snap ring . Apply lithium grease SEAL LIP
sparingly to the lip of the oil seal . When press-

fitting the oil seal, use care not to damage the seal
GEAR SHAFT
lip as well as not to slant it. For mounting direction,
please refer to Fig. 6.14. To protect the oil seal lip
from damage, it is wise way to wrap up the drive Fig. 6.14
gear shaft end with sealing tape. In this case, never fail to remove the tape afterwards.
It is recommended to use a jig as shown in Fig. 6.15, which assures the correct oil seal press-
fitting work.
(20) Turn the drive gear shaft end with a tool. When it is turned easily by hand, no foreign matters nor
seals may be involved. (If they are involved, the shaft end will not be turned by hand. In this case,
resume the disassembly and re-assembly.)
The pump reassembly is completed with the step above. However, check the pump to see if the
assembly and the rotating direction of the pump are not wrong before mounting it to the truck.
- 111 -
6. HYDRAULIC SYSTEM
Check the following points when mounting the main pump unit to the truck.
(1) Check whether or not there is any defect in the spigot boss which becomes the reference point for
centering.
(2) Check whether or not there are any damage or dusts on the fitting face of the mounting flange.
(3) Check whether or not there is any damage or dusts on the flanged parts of the pipes.
Besides, pay attention to the following points for reassembly:

(1) The position and the direction of the reassembled gear plates , , driven gears , and pressure
plate should be some as those before disassembly. Particularly, as for the driven gears, the
engagement with the drive gear before disassembly should be assured.
(It is recommended, at the time of disassembly, to make match marks at the shaft ends of the drive
gear and driven gear, using oil stone, etc.)
(2) When replacing any one of the mounting flange , center plate and cover , be sure to replace
also the drive gear , and driven gears , with new one. If such replacement is neglected,
the specified discharge may not be attained.
6.2.4 TEST RUN

Test run is to be conducted for break-in operation of the pump as well as to check whether the
reassembled pump exerts the specified performance or not.
The best way to conduct the test run is to do it on the exclusive test stand. However, it may be
conducted in “on-the-machine” state. The “on-the-machine” test run should be conducted in the
following order.
If the pump is found seized by heat or abnormally worn inside, change the hydraulic oil and replace
the filter.
(1) Install a pressure gauge at the P port of the control valve..
(2) Run the engine at 500 - 1000 rpm with the control valve set at the neutral position. Make sure the
pressure gauge reads a pressure of 0.98 MPa {10 kgf/cm2} [142 psi]. Operate the pump for 10
min. in this condition.
(3) Accelerate thereafter the rotating speed up to 1500 - 2000 rpm and operate the pump without load
for additional 10 min. in the same condition as in (2).
(4) Operate the pump at the same rpm while increasing the pressure by 2 - 3 MPa {20 - 30 kgf/cm2}
[285 - 427 psi] step-wise for every 5 min. until it reaches the maximum working pressure. To
increase the pressure step-wise, control it by relief valve or apply an appropriate load to the pump.
Thereafter, operate each circuit for about 5 min., and replace the return filter element with a new
one or clean it.
- 112 -
6. HYDRAULIC SYSTEM
Check the oil temperature, pump surface temperature and operating noise while increasing the oil
pressure.
If the oil temperature on the pump surface temperature rises abnormally, unload the pump to lower
the temperature to normal state, and proceed with the operation.
(5) When the test run is over, reset the relief valve to the original state.
(6) The discharge test should be conducted under both loaded and no-load conditions.
Make sure the lift and tilt speeds are normal.

Trouble Cause Remedy
Oil will not come Low oil level in oil tank Add oil to the specified oil level under
out of gear pump specified condition.
Clogged suction piping or oil strainer Immediately clean it. If oil is contaminated,
change it.
Gear pump • Excessively worn pressure plate Replace it (them) with new one(s).
pressure will not • Excessively worn bearings (press-fitted
rise in , and )
• Defective plate seal or backup plate
Maladjustment of relief valve Use pressure gauge and increase pressure to

specified level.
Air sucked in pressure system Retighten suction pipe.

Add oil into tank.
Check pump oil seal.
Refrain from operation until air has been
purged out of tank.
Gear pump Cavitation occurring due to collapsed Straighten hose or clean strainer.
produces noise suction-side hose or clogged strainer
Air sucked from loose suction pipe joint Retighten joint.
Cavitation occurring due to too high oil Change oil with oil having adequate viscosity.
viscosity Operate pump at appropriate oil temperature.
Improper centering of pump and engine Re-centering
Air bubbles in Look up cause and remove it.
Oil leaks from • Defective pump oil seal. Replace it with new one.
pump • Defective “O”-ring hydraulic oil
• Poor pump performance Re-check pump.
- 113 -
Give large roundness
6. HYDRAULIC SYSTEM
SLEEVE
After the cap and oil seal are set,
press oil seal here by sleeve.
Press oil seal by measures of
hand press.
CAP
Cover the cap input shaft
with it.
OIL SEAL
Set the oil seal to the cap as
MOUNTING
- 114 -
shown in the figure. FLANGE
Fig. 6.15
OIL SEAL
PRESS-
PUMP INPUT SHAFT FITTING
HOLE
Unit: mm [in.]
STEERING CYLINDER
TILT CYLINDER ORBITROL

CONTROL VALVE
LIFT CYLINDER
CHECK VALVE
FLOW PRIORITY VALVE
- 115 -
FLOW CONTROL
VALVE
CHECK VALVE
Fig. 6.16 Hydraulic Circuit Diagram

PUMP
RETURN FILTER
SUCTION FILTER
6. HYDRAULIC SYSTEM
TILT CYLINDER (RIGHT)
RETURN FILTER
6. HYDRAULIC SYSTEM
PUMP
DRIVE UNIT
TILT CYLINDER (LEFT)
- 116 -
CONTROL VALVE
Fig. 6.17 Hydraulic Piping Diagram (1/2)

6. HYDRAULIC SYSTEM
STEERING CYLINDER
PUMP
DRIVE UNIT
ORBITROL
FLOW PRIORITY VALVE
Fig. 6.18 Hydraulic Piping Diagram (2/2)
- 117 -
6. HYDRAULIC SYSTEM
NOTE
- 118 -
7. LOAD HANDLING SYSTEM

Model
FD160-2 FD180-2 FD200-2 FD230 -2
Item
Type Rolling type, ]-shaped outer channel,
J-shaped inner channel, two stage telescopic mast
Standard max. lifting height 3000 mm [118.1 in.]

Fork lifting system Hydraulic
Mast tilting system Hydraulic
Lift chain Leaf chain BL-1634 Leaf chain BL-1646 Leaf chain BL-2044
Mast channel configuration:
Cross section of outer
channel
A : 225 mm [8.9 in.] A : 250 mm [9.8 in.]

B : 50 mm [2.0 in.]
C : 100 mm [3.9 in.]
Cross section of inner

channel
A : 225 mm [8.9 in.] A : 250 mm [9.8 in.]

B : 50 mm [2.0 in.]
C : 100 mm [3.9 in.]
D : 45 mm [1.8 in.] D : 50 mm [2.0 in.]
- 119 -

The load handling system uses a two-stage, roller type telescopic mast assembly consisting of an
outer mast, an inner mast and a carriage.
7.1.1 OUTER & INNER MAST

The outer and inner masts are of welded construction. The bottom of the outer mast is provided
with a support by which the mast assembly is installed on the drive axle.
The middle of the outer mast is supported on the frame through the tilt cylinders. The mast assembly
is tilted forward and backward by operation of the tilt cylinders.
The outer mast channel has a ]-shaped section and is provided with end rollers and side rollers at
their upper parts.
The inner mast channel has a J-shaped section and is provided with end rollers and side rollers at
their lower parts.
1. OUTER MAST
2. COVER
3. BRACKET
4. INNER MAST
5. END ROLLER
6. SNAP RING
7. END ROLLER
8. SNAP RING
9. PIN
10. SHAFT
11. SPACER
12. SUPPORT
13. SIDE ROLLER
14. SHIM
15. OIL SEAL
16. BUSHING
17. SLIPPER
18. SHIM
19. PIN
20. STOPPER
21. WASHER
22. BEARING
23. SHEAVE
24. CHAIN
25. PACKING
26. BUSHING
27. CAP
Fig. 7.1 Outer and Inner Masts
- 120 -
7.1.2 CARRIAGE
The carriage has end rollers that roll along the inside of the inner mast channels, each installed on
the end roller shaft through a bearing with a snap ring. The end roller shafts are welded to the carriage.
The side rollers that roll along on the inside collar of each inner mast channel are bolt fitted, being
shim adjusted.
Fig. 7.2
1. FORK
2. SCREW
3. FORK SHAFT
4. STOPPER
5. CARRIAGE
6. END ROLLER
7. SNAP RING
8. SUPPORT
9. SIDE ROLLER
10. BUSHING
11. SHAFT
12. SPACER
13. OIL SEAL
14. SHIM
15. HANDLE
Fig. 7.2 Carriage
- 121 -
7.2 MAINTENANCE
7.2.1 SHIM ADJUSTING LIFT CYLINDER ROD
Whenever the lift cylinder, inner or outer mast is
INNER MAST CHANNEL
replaced with a new one, adjust the length of the lift
cylinder rod in the following procedure:
(1) Install the piston head on the rod of each lift
SHIM
cylinder without using any shim.
(2) Slowly extend the lift cylinder rods and check the LIFT CYLINDER
difference of the time till each of the right and left

cylinder rods reaches the stroke end.
(3) Add shims between the piston head and rod which
stopped first. Fig. 7.3
Shim thickness: 1 mm [0.039 in.]
(4) Repeat the steps (2) and (3) until the right and left CHAIN
cylinder rods stop at the same time.
(5) Lower the forks on the ground or floor surface and

ANCHOR PIN
tilt the mast to the full-back tilt position.
Adjust the tension between the right and left chains
to the same value using the chain anchor pin at the ADJUSTMENT
NUT
mast side.
LOCK NUT
Fig. 7.4
7.2.2 ADJUSTING CARRIAGE HEIGHT

(1) Park the truck on level surface and tilt the mast back
INNER
to the full. MAST
(2) Adjust the projection of the carriage’s lower end OUTER

MAST
roller to the value shown in Table 7.1, using the CARRIAGE
chain anchor pin at the mast side.
Table 7.1
Dimension
Truck model
mm [in.] ± 5 mm [0.197 in.] FORK
FD160-2 73 [2.9]
FD180-2 10 [0.39]
END
FD200-2 40 [1.57] ROLLER
FD230-2 80 [3.15]
Fig. 7.5
- 122 -
7.2.3 REMOVING CARRIAGE

(1) Put a load of about 1 ton on the pallet and insert the
forks into the pallet (Fig. 7.6).
(2) Move to a level surface and lower the forks on the
ground.
(3) Remove the lift chains in the following procedure:
Lift the lift chain by an area near the sheave, using
a wire (Right of Fig. 7.7).
Remove the cotter pin of the chain anchor pin and
then remove the lock nut and adjustment nut (Left
of Fig. 7.7).
Lower the chain gradually to remove the chain from Fig. 7.6
the sheave.
(4) Extend the lift cylinder rod and raise the inner mast
until the upper end rollers of the carriage leave the
inner mast.
This part
(5) Drive back to separate the carriage from the mast.
Fig. 7.7
7.2.4 REINSTALLING CARRIAGE

(1) Make sure the inner mast is the same position as when the carriage was removed.
(2) Bring the truck near the carriage and stop the truck so that each end roller of the carriage is aligned
with the center of each outer mast.
(3) Lower the inner mast gradually and adjust the carriage and truck position so that the rollers are
settled in the inner mast.
(4) Reinstall the lift chain in a sequence opposite to disassembly.
(5) Adjust the lift chain tension.
- 123 -
7.2.5 REPLACING SIDE AND END ROLLERS OF THE MAST

(1) Park the truck on a level surface and lower the forks
on the ground.
(2) Apply the parking brake, tilt the mast back to the
full and shut off the engine.
(3) Block front and rear wheels as shown in Fig. 7.8.
(4) Remove the lift cylinders in the following
procedure:
Remove the high-pressure piping from the lift
Block the wheels.
cylinder.
Remove the bolts securing the lift cylinder in its Fig. 7.8
lower part.
Remove the rod connecting pin from the upper part
of the inner mast channel.
Tie each lift cylinder to the mast with ropes (Fig.
7.9).
Lift the inner mast channel with a crane and separate
the rod from the inner mast channel.
ROPE
Untie the rope of one side used in step , lift the
lift cylinder with a crane and remove from the mast.
Untie the rope of the other side and lift the lift
cylinder with a crane and remove it from the mast. Fig. 7.9
(5) Remove the bolts securing the inner channel and
bracket, and lower the inner mast channel until the
side rollers come out of the channel.
(6) Replace the lower side rollers of the inner mast
channel in the following manner:
Remove the support mounting bolts and remove the
side roller assembly. Put the removed shims in order
for reuse.
Remove the grease fitting-side support from the SHAFT
shaft. Remove the side rollers along with the spacer SHIM
and oil seal.

With a new oil seal, install a new side roller on the
shaft, along with the spacer and support.
END ROLLER
With the shims which were removed in step , SNAP RING
SIDE
install the side roller assembly and fill grease. SUPPORT ROLLER
(7) Remove the snap rings from the lower end rollers
of the inner mast channel and remove the end rollers
using a puller.
Fig. 7.10
(8) Install new end rollers and secure with snap rings.
- 124 -
(9) Replace the upper side rollers of the outer mast channel in the following manner:
Note: Replacement work should be performed through the opening in the bracket.
Remove the support mounting bolts and remove the
side roller assembly. Put the removed shims in order
SHAFT
for reuse. SHIM
Remove the elbow-side support from the shaft and
then remove the side roller along with the spacer
and oil seal.
With a new oil seal, install a new side roller on the
SIDE ROLLER
shat, along with the spacer and support.
SUPPORT
Install the side roller assembly using the shims
which were removed in step .
END
ROLLER
(10) Remove the snap ring from the shaft and remove SNAP
RING
the end roller using a puller.
(11) Install a new end roller and secure with the snap
ring.
(12) Lift the inner mast so that the rollers are settled
inside the inner mast channel, using caution not to
lose the slippers.
(13) Lift the inner mast further until it contacts the
bracket. Secure the bracket inside the inner mast Fig. 7.11
channel.
(14) Lift the inner mast 500 mm [19.7 in.] and install the lift cylinders in the following manner:
Put the right-side lift cylinder on the outer mast support and secure the lower part of the cylinder
with a bolt.
Tie the upper part of the cylinder to the outer mast with a rope.
Install the left-side lift cylinder in the same manner.
Lower the inner mast gradually and install the rod to the inner mast channel while adjusting the lift
cylinder position.
Connect the rod and inner mast channel with pins.
Install the high-pressure piping and untie the ropes.
- 125 -
7.2.6 REPALCING SIDE AND END ROLLERS OF CARRIAGE

(1) Remove the carriage from the mast, referring to “7.2.3 REMOVING CARRIAGE”.
(2) Remove the snap rings from the shaft and then remove the end rollers using a puller.
(3) Install new end rollers and secure with the snap rings.
(4) Replace the side rollers in the following manner:
Remove the support mounting bolt and remove the side roller assembly. Put the removed shims in
order for reuse.
Remove the grease fitting-side support from the shaft and then remove the side roller along with
the spacer and oil seal.
With a new oil seal, install a new side roller on the shaft, along with the spacer and support.
Install the side roller assembly using the shims which were removed in step . Fill grease.
Install the carriage on the mast, referring to “7.2.4 REINSTALLING CARRIAGE.”
SHIM
SHAFT
SUPPORT
SIDE ROLLER
END ROLLER
SNAP RING
Fig. 7.12
- 126 -
7.2.7 INSPECTING LIFT CHAINS

(1) Check for lubrication visually.
If the lift chain surface is contaminated with wear
dust or looks red or dark brown, it suggests that it
is poorly lubricated. Lubricate the lift chains at
period intervals (every 200 hours).
(2) When trying to lubricate the lift chain, loosen it and Points to be lubricated
apply genuine TCM oil (Chain Coat M Super Multi)
or lubricating oil equivalent to SAE30.
After application, lift the forks to the maximum Fig. 7.13
height a few times to permeate oil through all the
pins.
Note: Do not use grease for this purpose.
(3) Check the link plates for cracks and if any one of Areas where cracks
tend to develop
the link plates of the chain shows cracks, replace
Cracks in link plate
the chain.
(4) Check the link plates for wear and if any one of the Fig. 7.14
link plates is worn 5 percent in width from that of a
new link plate, replace the chain.
Dimension B Unit: mm [in.]

Truck model Standard Limit
FD160-2 FD180-2 47.7 [1.88] 45.3 [1.78] 5% of B
FD200-2 Wear at plate edge
FD230-2 60.3 [2.37] 57.3 [2.26]

Fig. 7.15
(5) If the connection pins of any link plate are turned
from normal position, replace the entire chain.
Normal Rotation
Rotation of pin
Fig. 7.16
- 127 -
(6) Check the chain anchor pin holes for wear or

deformation. If defective, replace the chain anchor
pin with a new one.
Hourglass shape Oblong hole
Wear of chain anchor pin hole
Fig. 7.17
(7) Measure the elongation of the chain and if it exceeds the specified length, replace the chain with a
new one.
When measuring the chain length, lift the forks from the ground and measure the length of 10-link pins.
D (10 links)
B D (10 links)
Truck model Nominal designation of chain A C
Standard Limit Standard Limit
FD160-2 BL1634
FD180-2 50.8 47.7 45.3 7.2 508 523
BL1646
FD200-2
FD230-2 BL2044 63.5 60.3 57.3 9.5 635 654
Fig. 7.18 Chain Size
(8) If the chain shows bend or twist as shown in Fig.

7.19, replace the chain with a new one.
Bend Twist
Fig. 7.19
- 128 -
8. ELECTRIC WIRING
8. ELECTRIC WIRING
The electric components of the truck are wired through several types of wire harnesses and color
coded by circuit (wire number).
The wire harnesses are connected with connectors (2 types) or screw.
Table 8.1 Color code and examples
Wire
number B Black R Red Wire
number
G Green W White
L Blue Y Yellow
O Orange Lg Light green

Example: Wire number 22, Yellow Example: Wire number 110, White
coating with a blue marking P Pink Sb Light blue coating without marking
Table 8.2 Connector symbol
Connection type Plug-in side Receptacle side Remarks
Housing The numbers signify wire

Plug-in type
numbers.
The alphabetic letters mean
colors. (Table 8.1)
Plug
Screw type
The wires may have different wire numbers even if they have the same wire color. Before trying to
check the wires, refer to wire harness and circuit diagrams on pages that follows.
The dotted lines in the circuit diagrams are given for optional equipment.
- 129 -
to F/R LEVER SW to HORN SW
to CLUSTER GAUGE to AUTOMATIC TRANSMIS-
SION SELECT SW
to LIGHTING SW
to PARKING BRAKE SW
8. ELECTRIC WIRING
to STARTER SW
to BUZZER
to 1-2-D SW
to CABIN
DIODE
COUPLER
GROUNDING
to FLASHER
to BUZZER UNIT
to PRESSURE SW to BRAKE
to WORK LIGHT SW LAMP SW
- 130 -
to INCHING
SW
to FUSE BOX
Fig. 8.1 Wire Harness, Cabinet

RELAY
to AUTOMATIC TRANSMIS-
SION CONTROL UNIT
WIRE HARNESS, FRAME

to FRONT COMBINA-
TION LAMP (RIGHT) to AIR CLEANER
AIR CONDITIONER
to WORK LIGHT MAGNET CLUTCH
(FRONT RIGHT)
HEAD LIGHT to ALTERNATOR

(RIGHT)
to WATER TEM-
PERATURE SENDER
DIODE COUPLER
to STARTER
to BLOWER MOTOR
to TORQUE
CONVERTER to SAFETY
THERMO-SW RELAY
to CABINET
to BATTERY RELAY
- 131 -
to ENGINE STOP to BRAKE OIL
SOLENOID LEVEL SW
to HORN
to PARKING to WIRE HARNESS,

HEAD LIGHT BRAKE REAR FRAME
Fig. 8.2 Wire Harness, Frame

(LEFT) SOLENOID
to GLOW PLUG
WORK LIGHT
(FRONT LEFT) to FUEL LEVEL
SENDER
to AIR DRIER
to AIR PRESSURE
to FRONT COMBINA- SW to ENGINE OIL
TION LAMP (LEFT) to ENGINE OIL FILTER SW
PRESSURE SW
8. ELECTRIC WIRING
8. ELECTRIC WIRING
- 132 -
8. ELECTRIC WIRING
Fig.8.3 Electrical Circuit
- 133 -
No. SEF-90SAE
Issued: March 2003
INTERNATIONAL MARKETING DIVISION: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo

105-0003, Japan
FAX: JAPAN +81-3-35918152, 3-35918153
All rights reserved JB-1503010(HO) Printed in Japan

SERVICE MANUAL FD160-2 · FD180-2 · FD200-2 · FD230-2 No. SEF-90SAE

Fd160 2 Fd230 2 Service

Uploaded by

Copyright:

Available Formats

You might also like

Fd160 2 Fd230 2 Service

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Fd160 2 Fd230 2 Service

Uploaded by

Copyright:

Available Formats

No.

Fig.1 External View

2. DRIVE UNIT ............................................................................................................................... 23

3. DRIVE AXLE .............................................................................................................................. 39

4. BRAKE SYSTEM .................................................................................................................... 45

5. STEERING SYSTEM ............................................................................................................. 73

7. LOAD HANDLING SYSTEM ............................................................................................. 119

8. ELECTRIC WIRING ............................................................................................................... 129

1.1 GENERAL DESCRIPTION

Fig. 1.1 6BG1T Engine

Stopping device Fuel shut-off, solenoid type

Valve clearance Open Closed

DRIVE UNIT ENGINE

Fig. 1.2 Engine Mounting

1.1.1 FUEL SYSTEM

NOZZLE HOLDER ASSEMBLY

OVERFLOW VALVE OVERFLOW VALVE

Fig. 1.3 Fuel System

(1) Fuel tank

Capacity: 400 liters [105.7 U.S. gal]

Fig. 1.4 Fuel Tank

Float position Resistance (Ω)

Fig. 1. 6 Level Sender

(2) Fuel filter

the joint bolt , returning back into the fuel tank.

Fig. 1.7 Fuel Filter

1.1.2 COOLING SYSTEM

CAP (valve opening pressure:

Fig. 1. 8 Cooling System

(1) Reserve tank

Fig. 1.9 Reserve Tank

Fig. 1.10 Thermostat

(3) Thermosender unit

1.1.3 LUBRICATION SYSTEM

Paper Bypass Oil

Cyl. head valve

Fig. 1. 12 Lubrication System

(1) Oil filter

when the oil pressure drops below a specified level, FILTER

Fig. 1.13 Oil Filter

1.1.4 ENGINE CONTROL SYSTEM

circuit between and open, so that you cannot start

Key switch in “ST” position

(3) Engine speed control

Fig. 1.15 Accelerator Pedal

1.2.2 ADJUSTING VALVE CLEARANCE

1.2.3 INJECTION TIMING

1.2.4 MEASURING COMPRESSION PRESSURE

1.2.5 ADJUSTING INJECTION START PRESSURE

1.2.6 AIR CLEANER

CLAMP BAFFLE COVER

Fig. 1.23 Air Cleaner

1.2.7 FUEL SYSTEM

Fig. 1.24 Fuel Filter

(2) Air bleeding

Fig. 1.25 Air Bleeding Procedure

Table 1.3 ISUZU-make Standard Bolt Torque N-m {kgf-m} [lbf-ft]

1.2.8 TROUBLESHOOTING GUIDE

Engine rotates, but (1) Fuel is not injected.