C 60/70/75/80 D

C 60/70/75 L

RATED CAPACITY : 6000– 8000kg

Part No. 8051043

Book No. SM 751
Aug. 2012

CONTENTS
Group SA. Safe Maintenance
Group PS. Periodic Service
Group 00. Engine
Group 01. Engine Cooling System
Group 02. Fuel System
Group 03. Intake and Exhaust System
Group 07. Transmission-Diesel (3WG-94EC, New)
Group 08. Transmission-LPG (T12313)
Group 13. Electrical system
Group 20. Drive Axle - Diesel
Group 21. Drive Axle - LPG
Group 34. Upright
Group 13. Electrical System
Group 25. Steering Column and Gear
Group 07. Transmission-D (3WG-94EC)
Group 08. Transmission-L (T12313)
Group 02. Fuel System
Group 00. Engine
Group 01. Cooling System
Group 38. Counterweight,
Sheet Metal, & Chassis
SM 751
CONTENTS
Group 22. Wheels and Tires
Group 23. Brake System
Group 25. Steering Column and Gear
Group 26. Steer Axle
Group 29. Hydraulic Sump, Filters, and Pump
Group 31. Hydraulic Control Valve (Daesung Nachi)
Group 32. Tilt Cylinders
Group 34. Uprights
Group 38. Counterweight and Chassis
Group 40. Specifications
Group 32. Tilt Cylinders
Group 20/21. Drive Axle
Group 23. Brake System
Group 31. Hydraulic Control Valve
Group 29. Hydraulic Pump, Sump,
and Filters
Group 03. Intake System
Group 22. Wheels and Tires
Group 26. Steer Axle
CONTENTS-1
 GROUP SA

GROUP SA

SAFE MAINTENANCE

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

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

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

SM 751 SA-0

Section 1
Safety
Safety Signs and Messages
Safety signs and messages in this manual and on the lift
truck provide instructions and identify specific areas
where potential hazards exist and special precautions
should be taken. Be sure you know and understand the
meaning of these instructions, signs, and messages. Dam-
age to the truck, death, or serious injury to you or other
persons may result if these messages are not followed.
NOTE
This message is used when special informa-
tion, instructions or identification is re-
quired relating to procedures, equipment,
tools, pressures, capacities, and other spe-cial
data.
IMPORTANT
This message is used when special precau-
tions should be taken to ensure a correct
action or to avoid damage to, or malfunc-tion
of, the truck or a component.
! CAUTION
This message is used as a reminder of safety
hazards that can result in personal injury if
proper precautions are not taken.
! WARNING
This message is used when a hazard exists
that can result in injury or death if proper
precautions are not taken.
! DANGER
This message is used when an extreme haz-
ard exists that can result in injury or death or
serious injury if proper precautions are not
taken.
The above terms have been adopted by Clark Material
Handling Company. The same terms may be used in dif-
ferent context in service literature supplied directly or
indirectly by vendors of truck components.
SM 751
Group SA, Safe Maintenance
Safe Maintenance Practices
The following instructions have been prepared from cur-
rent industry and government safety standards applicble to
industrial truck operation and maintenance. These recom-
mended procedures specify conditions, methods, and
accepted practices that aid in the safe maintenance of
industrial trucks. They are listed here for the reference and
safety of all workers during maintenance operations.
Carefully read and understand these instructions and the
specific maintenance procedures before attempting to do
any repair work.
When in doubt of any maintenance procedure, please con-
tact your local Clark dealer.
1. Powered industrial trucks can become hazardous if
maintenance is neglected. Therefore, suitable
mainte-nance facilities, trained personnel, and proce-
dures must be provided.
2. Maintenance and inspection of all powered industrial
trucks shall be done in conformance with the manu-
facturer’s recommendations.
3. A scheduled planned maintenance, lubrication, and
inspection program shall be followed.
4. Only trained and authorized personnel shall be per-
mit-ted to maintain, repair, adjust, and inspect indus-
trial trucks. Work should be performed in accordance
with the manufacturer’s specifications.
5. Properly ventilate work area, vent exhaust fumes,
and keep shop clean and floor dry.
6. Avoid fire hazards and have fire protection equip-
ment present in the work area. Do not use an open
flame to check for level or leakage of fuel, electro-
lyte, oil, or coolant. Do not use open pans of fuel or
flammable cleaning fluids for cleaning parts.
7. Before starting work on truck:
a. Raise drive wheels off of floor and use blocks or
other positive truck positioning devices.
b. Disconnect battery before working on the electri-
cal system.
8. Before working on engine fuel system of gasoline- or
diesel-powered trucks, be sure the fuel shut-off valve
is closed.
SA-1-1

9. Operation of the truck to check performance must be
conducted in an authorized, safe, clear area.
10. Before starting to drive truck:
a. Be in operating position.
b. Be sure parking brake is engaged.
c. Put direction control in neutral.
d. Start engine.
e. Check functioning of direction and speed con-
trols, steering, brakes, warning devices, and any
load handling attachments.
11. Before leaving truck
a. Stop truck.
b. Put directional control in neutral.
c. Apply the parking brake.
d. Stop the engine by turning off the ignition circuit.
e. Put blocks at the wheels if truck is on an incline.
12. Brakes, steering mechanisms, control mechanisms,
warning devices, lights, governors, guards, safety
devices, and frame members must be carefully and
regularly inspected and maintained in a safe operat-
ing condition.
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten-
tion to ensure that maintenance preserves the origi-
nal, approved, safe-operating features.
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be
given in the case of a leak in the fuel system. Action
must be taken to prevent the use of the truck until the
leak has been corrected.
15. The truck manufacturer’s capacity, operation, and
maintenance instruction plates, tags, or decals must
be maintained in legible condition.
16. Batteries, motors, controllers, limit switches, protec-
tive devices, electrical conductors, and connections
must be inspected and maintained in conformance
with good practice. Special attention must be paid to
the condition of electrical insulation.
17. To avoid injury to personnel or damage to the equip-
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.
SM 751
Group SA, Safe Maintenance
19. Modifications and additions that affect capacity and
safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
operation and maintenance instruction plates, tags, or
decals must be changed accordingly. This is an
OSHA requirement.
20. Care must be taken to assure that all replacement
parts, including tires, are interchangeable with the
original parts and of a quality at least equal to that
provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
dures. Always use genuine CLARK or CLARK-
approved parts.
21. Use special care when removing heavy components
from the truck, such as counterweight, seat deck,
upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
Also, this removal may upset the stability of the
truck. The frame must always be safely blocked for
major component removal.
NOTE
You should also be familiar with additional
operating and maintenance safety instruc-
tions contained in the following publica-
tions:
ANSI / ITSDF B56.1 : Operator Control-Industrial Tow
Tractors (Safety Standard For Powered Industrial Trucks).
NFPA 505: Fire Safety Standard for Powered Indus-trial
Trucks: Type Designations, Areas of Use, Mainte-nance
and Operation. Available from: National Fire Protection
Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
General Industrial Standards, OSHA 2206: OSHA Safety
and Health Standards (29 CFR 1910), Subpart N-Mater
als Handling and Storage, Section 1910.178 Powered
Industrial Trucks. For sale by: Superintendent of Docu-
ments, U.S. Government Printing Office, Washington, DC
20402.
SA-1-2
 Group SA, Safe Maintenance

Section 2

Lifting, Jacking, and Blocking the Truck

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

SM 751 SA-2-1
 Group SA, Safe Maintenance

Safe Parking Raising Drive Wheels Off Floor

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

Lifting, Blocking, and Jacking Points Steel

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

5. Tilt upright fully forward. This raises the drive

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

Under Under Frame Under Upright

Steer
Axle Frame Mount

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

SM 751 SA-2-2
 Group SA, Safe Maintenance

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

Rag

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

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

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

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

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

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

SM 751 SA-2-3
 Group SA, Safe Maintenance

Blocking the Upright In Raised

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

For standard uprights, block may need

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

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

! WARNING
Carriage
An incorrectly installed counterweight can
move or fall unexpectedly. Never lift or block
a truck using the counterweight. Failure to
follow procedures outlined in this manual
can result in injury or death.

1. Park truck safely as described in “Safe Parking.” Put

blocks at front and rear of drive wheels.
Inner Rail

Outer Rail

Tall Block

6. Hold the shorter block against the outer rail and

lower the upright until inner rail rests on the block.

SM 751 SA-2-4

2. Put a floor jack under the steer axle mounting frame
member, centered between the two wheels.
! WARNING
Never lift the truck by the counterweight.
Refer to truck data plate for truck weights.
NOTE
If there is insufficient clearance under frame
for your jack, the truck may first be driven
onto shims, such as 25 x 150 x 300 mm (1 x 6
x 12 in) pieces of board, to increase the truck
frame underclearance.
3. Raise the truck only as high as necessary to perform
the maintenance work.
4. Put blocks at both sides of the truck, fully under the
frame main side structure. Put the blocks in front of
but close to the counterweight and steer wheels for
best truck stability.
Put an equal amount of blocks under each side of the truck
to provide a level working position.
5. Lower the truck onto the blocks and remove the jack.
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 751
Group SA, Safe Maintenance
6. When maintenance work is completed, lower the rear
of truck to the floor by reversing the above procedure
and lowering each side of the truck 50 mm (2 in) at a
time:
• Put jack under frame and raise truck.
• Carefully remove blocks and lower truck.
• Remove jack and blocks from drive wheels.
Raising Entire Truck
1. Park truck safely as described in “Safe Parking.”
Lower upright fully.
2. If necessary, drive truck onto boards to increase
underclearance.
! WARNING
SIDE-TO-SIDE TIPOVER. When jacking
side of truck, be sure upright is lowered fully
and do not raise one side of the truck more
than about 50 mm (2 in) higher than the
other, to avoid tipping truck over laterally.
END-TO-END TIPOVER. If the upright and
transaxle are removed while the truck is
blocked up, the truck will tip backwards due
to the heavy counterweight. Both upright and
counterweight must be removed before
attempting to raise the truck for transaxle
removal. The back of the truck must be sup-
ported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight
is removed while the truck is up on blocks,
the weight of the upright and transaxle will
cause the truck to tip on the front blocks and
fall forward.
SA-2-5

3. Put the jack under side frame near the center of the
truck.
Jack truck
here
IMPORTANT
Be sure to put the jack squarely and fully
under the main side structure of the frame.
Do not put the jack under the outer covers
which enclose the fuel and hydraulic sump
tanks.
4. Carefully raise the truck one side at a time, only as
high as necessary to do the maintenance work and
not more than a maximum of 150 mm (6 in) total.
5. Put blocks under the side frame, at each side of the
jack. Spread the blocks close to the steer and drive
wheels for maximum stability.
6. If using one jack, lower the truck onto the blocks and
move the jack to the opposite side. Repeat the lifting
procedure.
7. Put the same size blocks under each side of the truck
so it will be level.
SM 751
Group SA, Safe Maintenance
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
8. When maintenance work is completed, lower the
entire truck to the floor by reversing the lifting proce-
dure. Lower the truck one side at a time, while care-
fully removing the blocks. Check to be sure no tools
or equipment are under the truck or wheels.
NOTE
Depending on jack height, shims under the
tires may be needed for clearance to allow
removal of jack.
Shipping Tie-Down Instructions
1. Front of Truck
a. With Upright and Carriage Installed
• Lower the carriage fully.
• Put a tie down (e.g., chain) between the carriage
fork bars.
b. Without an Upright and Carriage Installed
• Put a chain across the truck floor plate. Protect
truck from chain damage by using covered chain
or protective material under the chain at contact
points.
2. Rear of Truck
• Attach the tie down to pocket in bottom of coun-
terweight.
SA-2-6

Section 3
Towing
If your truck is disabled but can be moved freely on its
own wheels without further damage, use the following
procedures to tow the truck safely to a repair area.
! WARNING
It is important for your safety and to the care
of your lift truck to use the proper equipment
and carefully follow these recommendations
for safe towing.
Do not tow a lift truck if there is a problem
with the brakes or tires, or if the steering
cannot be operated.
Do not tow the disabled truck up or down
ramps or steep inclines.
Do not attempt to tow the disabled truck if
traction or weather conditions are poor.
1. Be sure to apply the parking brake or block the drive
wheels on the disabled truck while working around
it.
2. When possible, raise the carriage (forks) on the dis-
abled truck 300 mm (12 in) from the floor or ground.
Secure the carriage on the upright with a chain.
3. Use a truck for towing that is of equal or larger
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction.
Direction of towing for distances of
300 meters (325 yards) or less.
Disabled truck with
driver in place to steer.
Solid-metal
tow bar
SM 751
Group SA, Safe Maintenance
4. Check that the counterweight bolts on both trucks are
in place and properly torqued to 440-490 Nm (325-
361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
necessary, replace these bolts only with a genuine
Clark replacement part.
5. Use an approved, solid metal tow bar with towing
couplers that connect to the towing pins in the coun-
terweights.
NOTE
DOT-approved towing equipment is avail-
able from your Clark dealer.
6. Release the parking brake on the towed vehicle.
Place directional control lever in neutral.
7. Tow the disabled truck backwards. An operator must
be on the disabled truck.
! CAUTION
The power steering will not operate on the
disabled truck when the engine is not run-
ning. The steering handwheel will be difficult
to turn.
8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Tow truck moving at 8 kilome-
ters-per-hour (5 mph) or less.
Partial
load
Towing • SA-3-1
Group SA, Safe Maintenance

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

LIFT TRUCK PARKING

SA-3-2 • Towing SM 751

 GROUP PS

GROUP PS

PERIODIC SERVICE

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

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

SM 751 PS-0

Section 1
Maintenance Schedules
“Periodic Service” and “Planned
Maintenance”
The term “periodic service” includes all maintenance
tasks that should be performed on a regularly scheduled
basis.
The term “Planned Maintenance” indicates a formalized
program of basic inspections, adjustments, and lubrica-
tions that the Clark service organization provides custom-
ers at a prescribed interval, usually 50-250 hours. The
recommended basic “Planned Maintenance” procedure is
given in Section 2 of this Group.
The current Section,“Maintenance Schedules,” specifies
all maintenance tasks—including Planned Maintenance
tasks—that should be performed periodically, and sug-
gests intervals at which they should be performed.
SM 751
Group PS, Periodic Service
Determining Maintenance Intervals
Time intervals on the charts on the next four pages and
elsewhere in this manual relate to truck operating hours as
recorded on the hourmeter, and are based on experience
Clark has found to be convenient and suitable under nor-
mal operation. Standard operating condition classifica-
tions are:
Normal Operation: Eight-hour material handling, mostly
in buildings or in clean, open air on clean, paved surfaces.
Severe Operation: Prolonged operating hours or constant
usage.
Extreme Operation:
• In sandy or dusty locations, such as cement plants,
lumber mills, and coal dust or stone crushing sites.
• High-temperature locations, such as steel mills and
foundries.
• Sudden temperature changes, such as constant trips
from buildings into the open air, or in refrigeration
plants.
If the lift truck is used in severe or extreme operating con-
ditions, the maintenance intervals should be shortened
accordingly.
IMPORTANT
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
Since the operating environments of lift
trucks vary widely, the above descriptions
are highly generalized and should be applied
as actual conditions dictate.
PS-1-1
 Group PS, Periodic Service

Service Chart/Lubrication Points

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

Every 8-10 Hours or daily

Every 50-250 Hours or monthly
Every 450-500 Hours or every 3 months
Every 900-1000 Hours or every 6 months
Every 2000 Hours or every year

Lift Chains
Brake Fluid

Upright Rollers Brake Operation

Brake Discs
Tilt Cylinder Pins
Lub All Wheel Lugs
Axle Mounting
Transmission Fluid
& Fasteners
(LPG)
Overhead Guard Transmission
Mounting Bolts Fluid (Diesel)

Transmission Fluid Diesel Eng-oil

Filter (LPG)
Fuel Filter
Transmission Fluid Diesel
Filter (Diesel)
Hydraulic oil
Battery Filter
Hydraulic oil
Engine Oil Filter
Diesel
V-Belts Air Cleaner

Radiator Coolant Engine Oil

and Core LPG
Steer Axle Steer Axle Wheel
Linkage Bearings
Counterweight Fuel Filter
Fasteners LPG
Overall Visual
Check
Check/Lubricate Check/Replace Clean/Air Clean

Check Monitor indicator on A/cleaner

Drain/Flush and Service as Required
A-Diesel Engine Oil : 15W40 B-Hydraulic Oil C-Engine Coolant D-EP2 Grease E-Transaxle Fluid F-Hydraulic Oil
Clark # 2776239 50/50 Mixture NLGI #2 Clark #2776236 used in Clark # 2776239
standard transaxle
LPG Engine Oil : 10W30
API,MORETHAN A CLASS SJ GRADE

Intervals refer to elapsed hour meter time and based on Clark's experience found to be suitable and convenient
under normal operating conditions.
Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals.

Clark Material Handling Asia

SM 751 PS-1-2
 Group PS, Periodic Service

Recommended Periodic Service Schedule

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

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group PS - Periodic Maintenance
Perform Planned Maintenance
inspections, lubrications, and •
adjustments
Group 00 - Engine
Exhaust smoke from gas engine -
inspect (blue-oil ; black-fuel)
•
Idle/governed rpm - check/adjust •
Mounts/brackets - inspect/tighten •
Oil change - drain/fill* • •
Oil filter cap & seal - clean/check •
Oil filter - replace • •
Oil level/condition - check • •
Stall rpm - check on standard
transaxle truck
•
Tune up - determine if needed by stall
check and/or functional test
•
Valve tappet adjustment - diesel engine •
Group 01 - Cooling System
Coolant level/condition - check/sample •
Coolant protection level - hydrometer test •
Coolant change - drain & flush •
Coolant hoses - inspect/replace • •
Fan blades - inspect loose/damaged •
Fan belt(s) - check tension, wear • •
Radiator cap - inspect/test • •
Thermostat - test/replace •
Water pump - check leaks/wear •
Group 02 - Fuel System
Carburetor idle/air - check/adjust •
CO level - check/adjust •
Diesel injectors/lines - clean/inspect •
Filler cap/screen - clean/inspect •
Fuel filter, diesel - replace • (500 Hr)
Fuel filter, LPG - replace • (400 Hr)
LPG lock-off valve filter - inspect/replace •

SM 751 PS-1-3
 Group PS, Periodic Service

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
LPG tank mounting/guard - inspect •
LPG tank shut-off valve - inspect/test •
LPG vaporizer/regulator/hoses - inspect •
Throttle linkage - check/adjust •
* Oil change interval may be determined by laboratory analysis

Group 03 - Air Intake & Exhaust

Air filter element - replace • (Diesel) • (Gas/LPG)
Air hoses/clamps - inspect •
Exhaust pipe/muffler - inspect •
Group 06 - Transmission
Charging pump - stall test standard
transmission
•
Clutch pack operation - stall test standard
transmission
•
Pressure checks •
Fluid change - drain/fill • •
Fluid filter - replace • •
Fluid level/condition - check/sample • •
Inching operation - check/test •
Oil cooler/lines - inspect •
Transmission strainer - clean on standard
transmission
•
Group 12 - Ignition System
Diesel cold starting plug - test •
Distributor cap/rotor - inspect •
Electronic ignition - test •
Ignition timing - check/adjust •
Ignition wiring - inspect •
Neutral start - check •
Parking brake interlock - check •
Spark plugs - regap/replace (GM LPG) •
Starter motor - inspect/test •
Starter solenoid - inspect/test •
Group 13 - Electrical System
Hourmeter - check •
Lamp check - at start-up •
Wiring harness - inspect •

SM 751 PS-1-4
 Group PS, Periodic Service

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group 20 - Drive Axle
Axle and lube - clean/repack •
Axle mounting bolts-inspect/tighten •
Oil change-drain/fill • •
Group 22 - Wheels And Tires
Wheel mounting bolts - tighten • •
Tire pressure/condition - check • •
Group 23 - Brake System
Operation - check •
Service brake - check wear •
Brake lines - check • •
Parking brake - check/adjust • •
Brake oil-check •
Brake oil change -drain/fill •
Group 26 - Steer Axle and Lines
Operation - check •
Power steering relief pressure - check •
Steer axle mounting - inspect •
Steer wheel bearings - check •
Steer wheel bearings - lubricate/adjust •
Steering cylinder seals - check leakage •
Steering linkage - lubricate •
Group 29 - Hydraulic Pump, Sump, and Filter
Hydraulic fluid level/condition -
check/sample
•
Hydraulic fluid change - drain/fill •
Hydraulic suction screen - clean •
Hydraulic fluid filter - replace • •
Hydraulic tank breather - clean/replace •
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure -
test/adjust
•
Group 32 - Tilt Cylinders
Tilt cylinder adjustment - check/adjust •
Tilt cylinder drift - test •
Tilt cylinder mounting - check/tighten •
Tilt cylinder rod ends -
check/tighten/lubricate
•
Tilt cylinder rod/seals - check for leaks •

SM 751 PS-1-5
 Group PS, Periodic Service

Every 450- Every 900- Every 2000

Every
TASKS 1st 50 Hours 500 Hours 1000 Hours Hours
50-250 Hours
(or 3 months) (or 6 months) (or 1 year)
Group 34 - Upright, Lift Cylinder, Carriage, Forks
Operation - check •
Carriage and lift chain - lubircate •
Carriage chain condition - inspect/adjust •
Forks, latches, stop pin -
inspect/check wear
•
Lift chain condition - inspect/adjust •
Load backrest •
Upright lift cylinder downdrift-test •
Upright rollers - check •
Upright mounting bolts - tighten •

SM 751 PS-1-6
 Group PS, Periodic Service

Section 2

The Planned Maintenance Program

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

SM 751 PS-2-1

Introduction to Planned Maintenance
A program of regular, routine inspections, lubrication, and
other service tasks is important for the long life and trou-
ble-free operation of the lift truck.
The Clark service organization offers customers a formal-
ized program—called Planned Maintenance, or PM—for
performing these tasks.
PM Intervals
The PM inspections, adjustments, and lubrications are
typically performed on each covered truck at 50-250 hour
intervals. (See Section 1, in this Group about defining ser-
vice intervals.)
The PM Form
As an aid to service technicians performing and docu-
menting PM inspections, Clark has prepared a “Gas, LPG
or Diesel Planned Maintenance Report” form. A black-
and-white copy of this form is inserted in Section 3 of this
Group.
We recommend that you use this form as a checklist and
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed
repairs and help establish the optimal PM intervals.
When you have finished the PM inspections, be sure to
give a copy of the report to the person responsible for lift
truck maintenance.
SM 751
Group PS, Periodic Service
The Basic PM Procedures
The chart on the next page lists the basic PM tasks. The
actual PM program may be modified to meet the specific
needs of the truck application.
The procedures beginning on page 4 outline a systematic
approach to performing the PM tasks. These procedures
consist of:
• External visual checks you make as you walk
around the truck with it turned off.
• Operational checks you make while operating the
truck.
• Tests, adjustments, and lubrication you perform
with the covers removed.
! CAUTION
• Do not make repairs or adjustments unless
authorized to do so.
• Disconnect the battery ground cable (-) from
the engine or frame before working on electrical
components.
• Always wear safety glasses.
• Wear a safety (hard) hat in industrial plants
and in special areas where protection is neces-
sary or required.
• Remove all jewelry (watch, rings, bracelets,
etc.) before working on the truck.
PS-2-2

The Recommended PM Task Chart
Listed by Service Manual Group
Group PS - The Basic PM Procedures
Visual inspection
Functional performance check - test dirve
Air cleaning of truck
Lubrication, filters, and fluid levels checks
Critical fasteners torque check
Group 00 - Engine
Exhaust smoke (blue-oil ; black-fuel)
Idle RPM - check/adjust
Max no-load gov’d RPM - check/adjust
Mounts/brackets - inspect/tighten
Oil filler cap & seal - clean/check
Oil level/condition - check
Stall RPM - check
Group 01 - Cooling System
Coolant hoses - inspect/replace
Coolant level/condition - check/sample
Coolant protection level - hydrometer test
Fan belt(s) - check tension, wear
Fan blades - inspect loose/damaged
Fan speed control - inspect
Group 02 - Fuel System & Exhaust
Air hoses/clamps - inspect
Exhaust pipe/muffler - inspect
LPG tank mounting/guard - inspect
LPG tank shut-off valve - inspect/test
LPG vaporizer/regulator/hoses - inspect
Throttle linkage - check/adjust
Group 06~08 - Transmission
Charging pump - stall test standard transmission
Clutch pack - stall test standard transmission
Fluid level/condition - check/sample
Inching operation - check/test
Oil cooler/lines - inspect
Group 12 - Ignition System
Distributor cap/rotor - inspect
Ignition wiring - inspect
Parking brake interlock - test
Group 13 - Electrical System
Hourmeter - check
Indicator lights - check
Wiring harness - inspect
SM 751
Group PS, Periodic Service
Alternator - inspect/test
Alternator dirve belts - inspect/adjust
Alternator output - test
Battery condition - performance load test
Battery electrolyte level - check/add
Battery terminals/cables - clean/tighten
Neutral start - check
Starter cranking voltage - test
Group 22 - Wheels And Tires
Tire pressure/condition - check
Group 23 - Brake System
Brake lines - check
Check operation
Parking brake - check/adjust
Service brake - check wear
Group 26 - Steer Axle & Lines
Operation - check
Steer axle mounting - inspect
Steer wheel bearings - check
Steering cylinder seals - check leakage
Steering valve - check leakage
Group 29 - Hydraulic Pump, Sump and Filter
Hydraulic fluid level/condition - check/sample
Lines - check for leakage
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure - test/adjust
Linkage and control handle operation - check
Group 32 - Tilt Cylinders
Tilt cylinder mounting - check/tighten
Tilt cylinder rod ends - check/tighten
Tilt cylinder rod/seals - check condition
Group 34 - Upright, Lift Cylinders,
Carriage, Forks
Carriage/lift chain - lubricate
Carriage chain condition - inspect/adjust
Forks, latches, stop pin - inspect/check wear
Lift chain condition - inspect/adjust
Load backrest - inspect
Operation of lift and tilt cylinder - check
Racking - check for
Upright mounting bolts - tighten
PS-2-3

Visual Inspection
First, perform a visual inspection of the lift truck and its
components. Walk around the truck and take note of any
obvious damage and maintenance problems.
Decals, Fasteners, and Leaks
Check for loose fasteners and fittings.
Check to be sure all capacity, safety, and warning plates
and decals are attached and legible.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them
immediately. They contain important infor-
mation. See Group 40 for decal locations.
Inspect the truck before and after starting engine for any
signs of external leakage: fuel, engine oil or coolant,
transmission fluid, etc.
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK.
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under
pressure can penetrate your skin and cause
serious injury.
Overhead Guard
Be sure that the overhead guard and any other safety
devices are in place, undamaged, and attached securely.
Inspect welds and structural members for cracks or other
damage. Also check for loose or missing fasteners.
SM 751
Group PS, Periodic Service
Carriage, Load Backrest, and Upright
(See Group 34 for detailed inspection procedure.)
Inspect the welds on the carriage, load backrest, and
upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Inspect all lift line hydraulic connections for leaks. Check
the lift cylinder rods for wear marks, grooves and
scratches. Check the cylinder seals for leaks.
Overhead Guard
Upright
Carriage
Fork
Forks
Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
! WARNING
HEEL WEAR. If the fork blade at the heel is
worn down by more than 10 percent, the load
capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
PS-2-4

Inspect the fork latches to ensure that they are in good
condition, operate freely, and lock correctly.
Wheels and Tires
Check the condition of the drive and steer wheels and
tires. Remove objects that are embedded in the tread.
Inspect the tires for excessive wear or breaks or "chunking
out.
Check all wheel lug nuts or bolts to be sure none are loose
or missing. Have missing bolts or lug nuts replaced and
tightened to correct torque as explained in Group 22.
! WARNING
Check tire pressure from a position facing
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away. If
tires are low, the tire may require removal
and repair. Incorrect (low) tire pressure can
reduce truck stability. See “Specifications” in
Group 22 for proper inflation pressure.
Brake and Inching Pedal Freeplay
There should be no inching and 4~6mm braking pedal
freeplay. Both pedals should be at same the height. Adjust
as described in Group 23.
SM 751
Group PS, Periodic Service
Functional Tests
Be sure that:
• Parking brake is applied
• Directional control is in "N" (neutral).
Test the horn, lights, and all other safety equipment. Be
sure they are properly mounted and working correctly.
Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
As you start the engine, check the instrument display. All
indicator lights should come on for a 2-second lamp
check. The seat belt prompt light should remain on for 4
seconds, accompanied by a buzzer sound. The parking
brake light should remain on if the brake is set. If the truck
has a diesel engine, the glow plug preheat light should
remain on for 6 seconds. If the lights do not operate as
described, refer to Group 13 to diagnose the problem.
ON
OFF
Start
Engine Shut Down Mode
If the truck’s fault protection system detects low engine
oil pressure, excessive transmission oil temperature, or
excessive engine coolant temperature, the truck will go
into “shutdown mode”—a buzzer will sound for 30 sec-
onds, after which the truck will shut itself off. The truck
may be restarted, but if the fault condition still exists, the
engine will again shutdown in 30 seconds.
Parking Brake Interlock
The transmission should disengage when the parking brake
is on and reengage when the parking brake is released.
1. Apply the parking brake.
2. Start the engine, if it is not already running.
3. Place the direction control in forward or reverse.
Make sure the path is clear in the chosen direction.
PS-2-5

4. Accelerate briefly. The truck should not move or put
any strain on the parking brake if the interlock sys-
tem is OK.
5. Release the parking brake (and service brake). Truck
should move slowly in selected direction. (On hydro-
static truck, depress accelerator pedal slightly.)
Accelerator, Brake/Inching System, Direction
Control, and Parking Brake
! WARNING
Fasten your seat belt before driving the
truck.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and
the truck is running.
1. Push the brake (right) pedal down fully and hold.
The brakes should apply before the pedal reaches the
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the
truck until the brakes are repaired.
2. Move the direction control lever from neutral to for-
ward.
3. For standard transaxle trucks: Release the brake
pedal and let the truck travel slowly forward. Then
push down on the brake pedal to stop the truck. The
brakes should apply smoothly and equally.
4. For hydrostatic transmission trucks:
a. Release the brake pedal. The transmission should
not engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel-
erator pedal is released.
Directional
Control
Inching Pedal
Operator’s Controls. Standard arrangment shown.
SM 751
Group PS, Periodic Service
c. Depress the brake pedal and depress the accelera-
tor pedal slightly, the truck should not move.
5. Be sure the travel area is clear behind the truck.
Repeat steps 2 through 4 in the reverse direction.
6. Drive the truck and check that it accelerates and
decelerates smoothly and stops properly.
7. Depress the inching (left) pedal and depress the
accelerator to see if the transmission disengages
properly.
8. Check the function of the parking brake. Park the
truck on a grade and apply the parking brake. The
parking brake should hold a lift truck with rated load
on a 15% grade.
! CAUTION
If the service brake, parking brake, or inter-
lock is not operating properly, take the truck
out of service until it is repaired.
Steering System
Check the steering system by moving the steering hand-
wheel in a full right turn and then in a full left turn. Return
the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
steering handwheel is turned. Hard steering, excessive
play(looseness), or unusual sounds when turning or
maneuvering indicates a need for inspection or servicing.
If the truck has a steering system fault, take the truck out
of service until it is repaired.
Lift Lever
Tilt Lever
Aux. Lever
Brake Pedal
Accelerater Pedal
PS-2-6

Lift Mechanisms and Controls
(See Group 34 for detailed test procedure.)
1. Check the function of the lift system and controls
with the engine running.
2. Pull back on the tilt control lever and hold until the
upright reaches the full back tilt position. Push for-
ward on the lever to return the upright to the vertical
position. Release the lever.
If there is excessive play between rails and channels,
upright adjustment is required. If there is racking,
adjustment of the cylinder rod yokes is required.
! CAUTION
Be sure that there is adequate overhead
clearance before raising the upright.
3. Pull back on the lift control lever and raise the fork
carriage to full height. Watch the upright assembly as
it rises. All movements of the upright, fork carriage,
and lift chains must be even and smooth, without
binding or jerking. Watch for chain wobble or loose-
ness; the chains should have equal tension and move
smoothly without noticeable wobble. Release the
lever.
If the maximum fork height cannot be reached, this
indicates there is low oil level in the hydraulic sump
or severe binding within the upright.
4. Push forward on the lift control lever. Watch the
upright as it lowers. If you suspect a problem with
lifting or lowering speeds, refer to Group 34 to diag-
nose the problem.
SM 751
Group PS, Periodic Service
Auxiliary Controls
If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
to check its function
When you have completed the operational tests, park and
leave truck according to standard shutdown procedures.
Be sure to make a record of all maintenance and operating
problems you find.
Air Cleaning the Truck
! CAUTION
Wear suitable eye protection and protective
clothing.
Open the hood and remove the floorplate. Then air clean
the following: upright assembly, drive axle, radiator from
both counterweight and engine sides, engine and accesso-
ries, driveline and related components, and steer axle and
steer cylinder.
Use an air hose with special adapter or extension that has
a control valve and nozzle to direct the air properly. Use
clean, dry, low-pressure compressed air. Restrict air pres-
sure to 30 psi (207 kPa), maximum. (OSHA requirement).
It is important to maintain a lift truck in a clean condition.
Do not allow dirt, dust, lint or other contaminants to accu-
mulate on the truck. Keep the truck free from leaking oil
and grease. Wipe up all oil or fuel spills. Keep the controls
and floorboards clean, dry, and safe. A clean truck makes
it easier to see leakage, loose, missing, or damaged parts,
and will help prevent fires. A clean truck will run cooler.
The environment in which a lift truck operates determines
how often and to what extent cleaning is necessary. For
example, trucks operating in manufacturing plants which
have a high level of dirt, dust or lint, (e.g. cotton fibers,
paper dust, etc.) in the air or on the floor or ground,
require more frequent cleaning. The radiator, especially,
may require daily air cleaning to ensure correct cooling. If
air pressure does not remove heavy deposits of grease, oil,
etc., it may be necessary to use steam or liquid spray
cleaner.
PS-2-7

Truck Chassis Inspection and Lubrication
Lubrication requirements are given in the “Service Chart/
Lubrication Points” chart in Section 1 of this Group. Also
see Lubricants and Shop Supplies” in Group 40 for parts
information, and “General Specifications” in Group 40 for
lubricant specifications.
Lubrication and inspection of truck chassis components
includes steer wheels, steer axle linkages, and steer wheel
bearings, and drive wheel bearings. To check these items,
the truck must be properly raised and blocked as described
in “Lifting, Jacking, and Blocking” in Group SA.
Check for play in wheel bearings by attempting to move
the wheel side to side and up and down, by hand.
Inspect the steering cylinder piston rods, seal, and fasten-
ers for damage and leaks, and looseness.
Check linkages by observing whether the steer wheels lag
when you turn the handwheel.
Lubricate the steer axle linkage rod ends and pivot points.
Be sure to clean the grease fittings before lubricating.
Remove the excess grease from all points after lubricat-
ing. Lubricate miscellaneous linkage as needed.
Upright and Tilt Cylinder Lubrication
Clean the fittings and lubricate the tilt cylinder rod end
bushings (forward end). Clean the fittings and lubricate
the tilt cylinder base rod end bushings (rear end). Clean
and lubricate the upright trunnion bushings.
Lift Chain Lubrication
Lubricate the lift chains as described in Group 34.
SM 751
Group PS, Periodic Service
Under-the-Hood Inspection
General Checks
Check all fluid levels and make sure that the following
items are clean, secure, and in good condition:
• Hoses, lines, clamps, and fittings
• Wires, cables, and connectors
• Distributor, distributor cap, and rotor, coil, and
plug wires (gas/LPG engine only)
• Control linkages, pedals, and levers
• Engine mounts
• Fan and fan belts
• Oil filler cap
• Steering gear (check for leaks).
! CAUTION
To avoid the possibility of personal injury,
never work in engine compartment with
engine running except when absolutely nec-
essary to check or make adjustments. Take
extreme care to keep face, hands, tools, loose
clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Do not smoke.
Engine Air Cleaner
Do not open the air cleaner to check the filter element.
The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
is dirty.
Fluid Checks
Battery
Inspect the battery for any damage, cracks, leaking condi-
tion, etc. If the terminals are corroded, clean and protect
them with CLARK Battery Saver (available from your
Clark dealer). If the battery has removable cell caps,
check to be sure the cells are all filled. If necessary, refill
with distilled water.
PS-2-8
 Group PS, Periodic Service

Engine Cooling System
Check coolant level in the coolant recovery bottle and in
the radiator as described in Group 01.
Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
DO NOT OVERFILL.

! CAUTION
Low Full

STEAM. Do not remove the radiator cap

when the radiator is hot. Steam from the
radiator will cause severe burns.
Transaxle Fluid Level
Coolant should be checked on a daily basis in high-cycle Check the transaxle fluid level with the engine running, as
applications. explained in Group 06.

Engine Oil Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.

FULL

Stall Test
ADD
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.

Cranking Voltage Test

It is normal to add some oil between oil changes. Keep the
oil level above the ADD mark on the dipstick by adding
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00.
Diesel Engine Oil Filter:Replace as described in Group
00.
Hydraulic Fluid Level
Check the hydraulic sump tank fluid level as described in
Group 29. Correct fluid level is important for proper sys-
tem operation. Low fluid level can cause pump damage.
Overfilling can cause fluid leakage.
Hydraulic fluid expands as its temperature rises. There-
fore, it is preferable to check the fluid level at operating
temperature (after approximately 30 minutes of truck
operation).
To determine battery condition, check the cranking volt-
age as described in Group 14.
Critical Fastener Torque Checks
For safety it is important that the correct torque be main-
tained on all critical fasteners of components which
directly support, handle or control the load and protect the
operator.
Check torque of critical items, including:
• Drive axle mounting
• Drive and steer wheel mounting
• Counterweight mounting
• Overhead guard mounting
• Operator’s cell mounting
• Tilt cylinder mounting and yokes
• Upright mounting and components.
Critical fastener torque specifications are given in the gen-
eral specifications Section of Group 40.

SM 751 PS-2-9
 Group PS, Periodic Service

SM 751 PS-2-10
 GROUP 00 (D-IVECO)

GROUP 00 (D-IVECO)

DIESEL ENGINE

General specifications .............................. Section 1

Fuel .............................................................Section 2

Duty - Industrial applications

Mechanical injection Engines ...................Section 3

Overhaul and technical specifications ......Section 4

Tools.............................................................Section 5

Engine Replacement...................................Section 6

PREFACE TO USER’S GUIDELINE MANUAL

Section 1 describes the NEF engine illustrating its features and working in general.
Section 2 describes the type of fuel feed.
Section 3 relates to the specific duty and is divided in four separate parts:
1. Mechanical part, related to the engine overhaul, limited to those components with different characteristics based
on the relating specific duty.
2. Electrical part, concerning wiring harness, electrical and electronic equipment with different characteristics
based on the relating specific duty.
3. Maintenance planning and specific overhaul.
4. Troubleshooting part dedicated to the operators who, being entitled to provide technical assistance, shall have
simple and direct instructions to identify the cause of the major inconveniences.
Sections 4 and 5 illustrate the overhaul operations of the engine overhaul on stand and the necessary equipment to exe-
cute such operations.

SM 751 00(D-IVECO)-0
 Group 00, Engine(D-IVECO)

Section 1

GENERAL SPECIFICATIONS

LUBRICATION
Lubrication by forced circulation is achieved through oil
rotary expansion pump, placed in the front part of the
basement, driven by the straight-tooth gear splined to the
shaft’s bar hold.
From the pan, the lubrication oil flows to the driving shaft,
to the camshaft and to the valve drive.
Lubrication involves the heat exchanger (2,3), the turbob-
lower for turbocompressed versions, and for any com-
pressed air system.
All these components may often vary according to the
specific duty.

Fi
gure1

Routing of oil under pressure

Routing of oil return by gravity
to sump
Introduction of oil

3 4

003237t

LUBRICATION SYSTEM LAYOUT (4 cyl. engines)

1. Lubrication oil pipe to supercharger - 2. Heat exchanger body - 3. Heat exchanger - 4. Oil rotary expansion pump -
5. Oil filter

SM 751 00(D-IVECO)-1-1
 Group 00, Engine(D-IVECO)

OIL VAPOUR RECIRCULATING SYS- The remaining non-condensed vapours shall be properly
TEM conveyed through the breather pipe (2), by suction as an
example (connection towards these vapours shall be
On the tappet cap (3) there is a valve (1) whose duty is to designed by the Engineer).
condense oil vapour inducing these to fall down because
of gravity, to the Tappet cap underneath.
Fi
gure3

003240t

1. Valve - 2. Breather pipe - 3. Tappet Cap

SM 751 00(D-IVECO)-1-2

COOLING SYSTEM
The engine cooling system, closed circuit forced circula-
tion type, generally incorporates the following compo-
nents:
Expansion tank; placement, shape and dimensions are
subject to change according to the engine’s equipment.
Radiator, which has the duty to dissipate the heat sub-
tracted to the engine by the cooling liquid. Also this
component will have specific peculiarities based on
the equipment developed, both for what concerns the
placement and the dimensions.
Figure 4
TO RADI ATO R
FROM RADIATOR
W ater comingout from thermostat
W ater recirculating in engine
W ater coming into pump
COOLIN G SYSTEM LAYOU T (4 cyl. engines)
SM 751
Group 00, Engine(D-IVECO)
Visc pusher fan, having the duty to increase the heat
dissipating power of the radiator. This component as
well will be specifically equipped based on the
engine’s development.
Heat exchanger to cool the lubrication oil: even this
component is part of the engine’s specific equipment.
Centrifugal water pump, placed in the front part of the
engine block.
Thermostat regulating the circulation of the cooling
liquid.
The circuit may eventually be extended to the com-
pressor, if this is included in the equipment.
003241t
00(D-IVECO)-1-3

AIR INDUCTION BOOST DIAGRAM
Description
The turbocharger is composed by the following main
parts:
one turbine, one transforming valve to regulate the boost
feeding pressure , one main body and one compressor.
During engine working process, the exhaust emission
flow through the body of the turbine, provoking the tur-
bine disk wheel’s rotation.
The compressor rotor, being connected by shaft to the tur-
bine disk wheel, rotates as long as this last one rotates,
compressing the sucked air through the air filter.
Figure 6
AIR FILTER
RADI ATO R
SM 751
Group 00, Engine(D-IVECO)
The above mentioned air is then cooled by the radiator
and flown through the piston induction collector.
The turbocharger is equipped with a transforming valve to
regulate the pressure , that is located on the exhaust col-
lector before the turbine and connected by piping to the
induction collector.
It’s duty is to choke the exhaust of the emissions , releas-
ing part of them directly to the exhaust tube when the
boost feeding pressure, over the compressor, reaches the
prescribed bar value.
The cooling process and the lubrication of the turbo-
charger and of the bearings is made by the oil of the
engine.
TU RBO CHARGE R
EX HAUST
74195
00(D-IVECO)-1-4
 Group 00, Engine(D-IVECO)

Section 2

Fuel

INJECTION FEED SYSTEM BY - Fuel pre-filter (if available, it is usually placed close
to the engine on the machine frame)
MECHANICAL ROTARY PUMP Priming pump, assembled to the engine and driven by
the camshaft
4 cylinder engines General information Fuel filter (assembled to the engine in different posi-
tions according to equipment application and duty)
Fuel feed system is composed by: Fuel feed rotary pump
Fuel tank (placed on the machine) Injector feed pipeline (from fuel feed pump to injec-
Fuel delivery and back-flow to tank tors)
Injectors.
Fi
gure1

2
1
4

1. Injector feed pipes - 2. Fuel exhaust pipes from injectors - 3. Fuel feed rotary pump - 4. Connector for LDA pressure
gauge pipe within suction collector - 5. KSB thermal bulb - 6. Electro-valve - 7. Injector
74168

SM 751 00(D-IVECO)-2-1
 Group 00, Engine(D-IVECO)

Description of working principles
Fuel is sucked from the fuel tank by the priming pump.
This last one is placed on the engine basement and is
driven by the camshaft.
Throughout the filter/s, the fuel is piped to the union fit-
ting vacuum chamber of the transfer pump. (For applica-
tions to be equipped in cold climate areas, the fuel filter is
provided with heater).
Transfer pump is placed inside the feed pump, and is
bladed type; its duty is to increase fuel pressure in corre-
spondence with the increase of the number of revolutions.
The fuel arrives therefore to the valve gauging the pres-
sure inside feed pump.
The distribution plunger further increases this pressure
and delivers fuel throughout the delivery pipe fitting to the
injectors.
The fuel drawing from the injectors is recovered and
delivered to the tank again.

Fi
gure2

3
2

75807

SM 751 00(D-IVECO)-2-2
 Group 00, Engine(D-IVECO)

FEED PUMP E = Pump dimensions

4= 4 cylinders engine
The rotary type pump is driven by a gear mating the cam- 12 = Distribution plunger in mm.
shaft’s one. 1150 = No. of pump revolutions per minute
LV = Left direction of rotation
Example of identification
V= Distribution rotary plunger

Fi
gure3

1
15

2
14
3

5
13
12

7
8

9
11
10

Injection pump longitudinal section

1. Diagram - 2. Locking nut - 3. Pivot - 4. Drive lever - 5. Speed gauge - 6. Transfer pump - 7. Drive shaft - 8. Cam disk - 30454
9. Advance converter - 10. Distribution plunger - 11. Delivery pipe fitting - 12. Hydraulic head - 13. Drive plate -
14. Gauge pin - 15. Counteracting spring.

SM 751 00(D-IVECO)-2-3
 Group 00, Engine(D-IVECO)

PRIMING PUMP
This pump has the specific duty to prime the fuel available
in the tank and convey it to the feed pump inlet. It is
assembled to the engine block and driven by the camshaft.

Fi
gure4

2 3246t

1. Priming pump - 2. Camshaft.

Fi
gure5

88209

1. Priming pump - 2. Drive lever - 3. Camshaft.

SM 751 00(D-IVECO)-2-4
 Group 00, Engine(D-IVECO)

FUEL FILTER
The filter is assembled close to the feed and priming pump
and has the specific duty to provide barrier to the impuri-
ties and separation of water from fuel.
On the filter cartridge base there is a water dump screw,
throughout which it is possible to provide regular drain-
age; on the bearing for those equipment applications
requiring it (cold climate areas), there can be a heater
assembled to and a temperature sensor. On some versions,
a water presence sensor is present at filtering cartridge
base.

Fi
gure7

88210

1.Fuelfi
ltersupport-2.Filtering cartridge-3.W aterdrainscrew .

SM 751 00(D-IVECO)-2-5

Section 3
DUTY - INDUSTRIAL APPLICATION
GENERAL INFORMATION
Version equipped with mechanical feed pump
NEF engines have been designed and developed by Iveco
Motors specifically for transportation by land and farming
equipment in general.
They are characteristed by diesel cycle 4 stroke atmo-
spheric or supercharged 4 and 6 cylinders each with 2
valves.
Feed is provided by rotary mechanical pump or on line
according to the equipment application.
It differs from other applications because of the provision
of different power, power take-off for the different collec-
tor configuration, priming pump, oil pan and boost tur-
bine.
NOTE
The picture shows application designed for 4
cylinders version, 2 valves per cylinder, hav-
ing fuel feed mechanical pump.
NOTE
Data, technical specifications and perfor-
mances granted shall be valid only if the Set-
Figure
1
SM 751
Group 00, Engine(D-IVECO)
ter will follow and comply with all
installation prescriptions provided by Iveco
Motors.
Furthermore, the expanders assembled by
the Setter must always comply with couple,
power and number of revolutions based on
which the engine has been designed.
The section herein described is composed or four directo-
ries:
directory of mechanical overhaul prescribed in accor-
dance to the engine’s specific duty, illustrating all nec-
essary operations to remove and assembly the external
components of the engine, including cylinder heads,
gearbox of the timing system and of the front part
cover;
electrical directory, describing the connections of the
different components, of the pre-post heating gearbox
(only for some versions) and of the sensors assembled
to the engine;
troubleshooting directory;
directory of preventive and regular maintenance oper-
ations, providing instructions for the execution of the
main operations.
03220
00(D-IVECO)-3-1
 Group 00, Engine(D-IVECO)

Clearance data - 4 cyl.

Type
IVEC O F4G E9454C

Compression ratio 17.5 : 1

Max. output kW 67
HP 91

rpm 2300
Max. torque Nm 389
kgm 38.9

rpm 1300
Loadless engine
idling rpm 850
Loadless engine
peak rpm 2300
Bore x stroke mm 104 x 132
Displacement cm3 4500
SUPERCHARGING without intercooler
Direct injection

Turbocharger type HOLSET HX25W

LUBRICATION Forced by gear pump, relief valve single action

oil filter

Oil pressure (warm engine)

bar
- idling bar 0.70
- peak rpm bar 3.50

COOLING By centrifugal pump, regulating thermostat, heat

exchanger, intercooler
Water pump control Through belt
Thermostat
- start of opening ºC 81 ± 2

FILLING

15W 40 ACEA E3 engine sump* liters 13

engine sump + filter* liters 14

* First filling operation

NOTE Furthermore, the users assembled by the set-

Data, features and performances are valid ter shall always be in conformance to couple,
only if the setter fully complies with all the power and number of turns based on which
installation prescriptions provided by Iveco the engine has been designed.
Motors.

SM 751 00(D-IVECO)-3-2
 Group 00, Engine(D-IVECO)

OVERHAUL OF THE 4 CYLINDER NOTE

ENGINE PROVIDEDWITH MECHANI- For some versions, the oil filter (3) is directly
assembled on to the heat exchanger:in such
CAL ROTARY PUMP case it shall be disassembled using tool
99360076.
Preface Warning: the oil filter contains inside aprx. 1
kg. of engine oil. Provide for oil recovery and
Part of the operations illustrated within this section can be disposal in compliance with the law and reg-
partially executed while the engine is assembled on the ulations in force.
vehicle, depending on the room available for access to the
Fi
gure2
engine and on the equipment application as well.
2
NOTE
With regard to the engine disassembly opera-
tions, please apply for information consulting
the specific manual. All operations of engine
disassembly operations as well as overhaul
operations must be executed by qualified
engineers provided with the specific tooling
and equipment required.

The following information relate to the engine overhaul 3 1

operations only for what concerns the different compo- 75670

nents customising the engine, according to its specific

duties. Only for turbocompressed versions

NOTE disassemble lubrication oil exhaust pipe from the

For specific application exigencies, some
units can be assembled to the engine in dif-
ferent positions.
Within ”General overhaul” section, all the operations of
engine block overhaul have been contemplated. Therefore
the abovementioned section is to be considered as follow-
ing the part hereby described.
turbo-blower:
Underneath the turbo-blower loosen the two screws
(2), loosen the screw (3) fixing the pipe throughout the
stop collar (4) fixing the block; finally loosen and
remove the union (5) fromthe block; plug the pipe
ends and the exhaust of the turbo-blower.
Fi
gure3

Engine setting operations for the assembly

on turning stand 2

Figure relevant to turbocompressed versions

In order to apply the brackets 99361037 to the engine
block to fix it on to the stand 99322205 for the overhaul, it
3
is necessary to perform the following operations:
4
On the right hand side:
disassemble pipes (1) from the union (2) fitting the
lubrication oil filter (assembled on the opposite side): 1
unlock the nuts fixing the pipes (1) and remove them
5
from the union (2); drain the oil eventually still inside
the pipes and plug them properly in order to avoid
impurity inlet. 75671

SM 751 00(D-IVECO)-3-3
 Group 00, Engine(D-IVECO)

Disassemble the starter; Assemble the second bracket 99361037 throughout

Properly hold the starter (1) and loosen the two fixing the screw-threaded ports (1).
screws (2); assemble the bracket bearing 99361037 Lift the engine using the rocker arm 99360595 and put
using the four screw threaded ports (3). Drain the oil through the cap underneath the plug.
Fi
gure4 NOTE
Warning: avoid contact of engine oil with the
3 skin:
in case of skin contamination, rinse in run-
ning water. Engine oil is highly pollutant:
provide for disposal in compliance with the
law and regulations in force.
Fi
gure6
2
1

1
75672

On the left hand side:

Disassemble oil filter (1) and bracket aswell (for ver-
sions with engine oil filter not directly assembled on to
the exchanger);
Using tool 99360076 operate on oil filter;
Loosen the screws (3) removing the bracket together
with the filter bearing (4 and 5).
75674
NOTE
Warning: the oil filter contains inside aprx. 1
kg. of engine oil. Disassembly of application components
Provide tank with sufficient capacity to con-
For turbocompressed versions
tain the liquid.
Warning: avoid contact of engine oil with the proceed disassembling the supercharger:
skin: in case of skin contamination rinse in
loosen the fixing nut (1) and remove the lubrication
running water.
pipe from the supercharger. Analogously carry out the
Engine oil is highly pollutant: provide for
same operation on the other end of the pipe and
disposal in compliance with the law and reg-
remove it from the upper part of the heat exchanger.
ulations in force.
Loosen the screw nuts fixing the supercharger on the
exhaust manifold.
Remove the oil level rod together with guide pipe (2);
Hold up the supercharger and after lifting it remove
(loosen the guide pipe disassembling from the block);
the gasket.
properly pipe the screw-threaded port to avoid inlet of
foreign matters. Fi
gure7
Fi
gure5 1

3
4

2
75673 75675

SM 751 00(D-IVECO)-3-4
 Group 00, Engine(D-IVECO)

Place a container under the fuel filter and screw out Disconnect the LDA pipe (1) from the head and from
the condense drain faucet underneath said filter. Carry the feed pump. Pipe the ends of the pipelines as well as
out complete drainage of the fuel contained therein. the feed pump and the engine head.
Screw out completely the faucet and, using equipment Fi
gure10
99360076 disassemble oil filter (1).
Disconnect fuel pipelines (2 and 3) respectively from
priming pump to filter bearing and from this last one
to the feed pump.
Remove the fuel filter bearing (4) from the bracket
fixed to the engine head.
Fi
gure8

75677

90502

NOTE
To disconnect fuel pipelines (2 and 3, Figure
8), in low pressure from the relating pipe fit-
tings, it is Necessary to press the locking fas-
tener (1) as shown in picture B.
After having disconnected the pipeline, reset
the locking fastener (1) in lock position as
shown in. picture A, to avoid any possible
deformation of the fastener itself.
Fi
gure9

70126

SM 751 00(D-IVECO)-3-5
 Group 00, Engine(D-IVECO)

Figure 11

3
7

4
6 5

1. Rear bracket fixing screw (on suction collector plate) - 2. Fuel recovery pipeline to pump - 3. Rotary feed pump -
4. Connection nut to pumping elements - 5. Injector - 6. Bracket fixing screw to injection pump side-
7. Front bracket fixing screw (on suction collector plate).

Disconnect the pipelines (1) and (2) that provide feed Loosen the two fixing screws and disassemble priming
and fuel recovery between pump and injectors; screw pump.
out the nuts fixing the pipes to the pumping elements; Fi
gure13
loosen the fuel recovery pipe collar on the injection
pump; operate on the nuts assembled to the injectors
and loosen the screws fixing the fuel recovery pipe-
line; loosen the screws holding the fixing brackets of
such pipelines (1,6, and 7, Figure 11); pipe the pipe-
1
line ends.
Disassemble the injectors and remove them from their
slot: remove the gaskets.
Fi
gure12

1 1
2

75678

75679

SM 751 00(D-IVECO)-3-6
 Group 00, Engine(D-IVECO)

Remove tappet caps: Disassemble rocker arm bearings; loosen the two fix-
Loosen the four fixing screws (1) and lift the caps (2); ing screws (2) and remove the complete rocker arm-
remove the gaskets. bearing; withdraw tappet rods. Repeat the operation
for all the remaining rocker arm bearings.
NOTE
Disassemble water temperature transmitter (1).
In the picture, the front cap has already been
removed. Fi
gure16
On the central cap there is a blow-by valve
2
for the lubrication oil vapours.
All the gaskets shall always be replaced dur-
ing assembly.
Fi
gure14
1 2

75683

For applications with automatic belt stretcher

Remove the belt tightener(2).
Remove the belt (4) of the ancillary members by act-
ing on the alternator fixing bracket (1).
Remove the alternator (3), the water pump (6), the fan
pulley (5) and the jockey pulley (7).
Remove the pulley support (8).
Remove the engine block cooling system connector
(3).
Fi
gure17
75681

Disassemble suction and exhaust manifolds: loosen

the 8 screws (1) fixing the suction manifold plate to
the cylinder head (two of them have already been
screwed-out since fixing the pipe brackets to the injec-
tors); from the exhaust manifold side;
loosen the (2) fixing screws; remove the gaskets.
Fi
gure15
2

86571

1
75682

SM 751 00(D-IVECO)-3-7
 Group 00, Engine(D-IVECO)

Remove belt tensioner (3). Disassemble thermostat unit; loosen the three fixing
Remove belt (5) for auxiliary members operating on screws (1) and disassemble the thermostat unit (2)
bracket (1) securing the alternator. together with the bracket (3); remove the gasket (4)
Remove alternator (2), water pump (4), fan pulley (7) and the thermostat (5).
and guide pulleys (6). Assemble the bracket in the original position fixing
take support off pulley (8). itwith the screws of the thermostat unit.
Fi
gure18 Fi
gure20

5
2

3
75685

Properly hold the alternator (1) separating it from its

90503
bearing by loosening the screw (2); remove screw nut
For applications with traditional belt stretcher and washer.
Fi
gure21
Loosen screw (1) and relevant nut on belt stretcher
bracket (3). 1 2
Loosen screw (2, Figure 20) in order to slide out
POLY-V belt (2).
Remove the belt stretcher bracket (3).
Disassemble the driven pulleys and the guide rollers.
Fi
gure19

75686

88089

SM 751 00(D-IVECO)-3-8
 Group 00, Engine(D-IVECO)

Loosen the screws (1) and withdraw the alternator Disassemble cylinder head;
bearing (2). loosen the screws (1) and (2) fixing the cylinder head
(3); hook the brackets with metal ropes and, through-
NOTE
out a hoist withdraw cylinder head from the block.
The shape and the dimensions of the support
of the alternator vary according to the use of Fi
gure24
the engine. The relevant pictures provide a
general guide of the procedure that is to be 1
carried out. The procedures described are
2
always applicable.
Fi
gure22
3

4
75688

Use the tool 99360339 (2) to operate on the flywheel

cover box (1) in order to block flywheel rotation (3).
(Utilise starter holding down studs and fixing screw-
88091
nuts).
Loosen the flywheel fixing screws (4) to engine drive
Loosen the screws (4) and disassemble the oil pres- shaft.
sure/temperature sensor (3) (if fitted).
Loosen the screws (1) and disassemble the oil filter/ NOTE
heat exchanger bearing (2), interlayer plate (6) and In some versions there is provided 99360351
relating gaskets. tool checking the flywheel.
Disassemble oil level sensor (5) (whether provided). Fi
gure25
Disassemble injection pump (see specific procedure)
and the power take-off underneath.
2
Fi
gure23

4 75692

75810

SM 751 00(D-IVECO)-3-9
 Group 00, Engine(D-IVECO)

- Loosen the screws (1) and disassemble the pulley (2). Using the specially provided tie rod (3) for the tool
Fi
gure26 99363204 and the lever (4), withdraw the external
holding ring (2) from the front cover (1).
Fi
gure28

00904
90504
Loosen the screws (1) and remove the front cover (2).
Remove the engine drive shaft fixing ring from the
front cover. Use the tool 99340055 (4) to operate on NOTE
the front tang (2) of the engine drive shaft. Throughout Take note of the screw (1) assembly position,
the tool guide ports, drill the internal holding ring (1) since the screws have different length.
using Ø 3,5 mm drill for a 5mm depth. Fix the tool to
Fi
gure29
the ring tightening the 6 screws specially provided.
Proceed withdrawing the ring (1) tightening the screw
(3).
Fi
gure27

70149

Loosen the screws (1) and remove oil pump (2).

Fi
gure30

78256

75811

SM 751 00(D-IVECO)-3-10
 Group 00, Engine(D-IVECO)

Screw out the opposite screws (1) fromthe portswhere Remove the flywheel cover box fixing ring using the
the withdrawal pins shall be introduced (see picture tool 99340056 (3) to operate on the back tang (5) of
following). the engine drive shaft. Throughout the tool guide
Loosen remaining flywheel fixing screws (3) to the ports, drill the internal holding ring using Ø 3,5 mm
engine drive shaft (4). drill for a 5mm depth.
Remove the flywheel block tool (2). Fix the tool 99340056 (3) to the ring (1) tightening the
6 screws specially provided (4).
Fi
gure31
Proceed with drawing the ring (1) tightening the screw
2 (2).
1
Using the specially provided tie rod (3) for the tool
99363204 and the lever (4), withdraw the external
holding ring of the flywheel cover box.
Fi
gure33

3
75691

Screw up two medium length screws in the ports (4) to

sling the flywheel with a hoist.
Throughout two guide pins (2) previously screwed up
into the engine drive shaft ports (3) control the engine
flywheel withdrawal by means of a hoist.
Fi
gure32
00903
1 4
Loosen the screws (2) and remove the flywheel cover
box (1).
2 NOTE
Take note of the screw (1) assembly position,
since the screws have different length.
3 Fi
gure34

75690

70153

SM 751 00(D-IVECO)-3-11
 Group 00, Engine(D-IVECO)

Turn the engine upside-down. Version with suction rose type B

Loosen the screws (2), disassemble the plate (3) and
Remove the screws (1) and (4) and disassembled the
remove the oil pan (1).
suction rose (5).
NOTE Remove the screws (2) and disassemble the stiffening
The shape and dimensions of the pan and of plate (3)
the rose pipe may vary according to the Fi
gure37
engine application. The relating illustrations
provide general guidelines of the operation to
be performed. The procedures described are
applicable anyway.
Fi
gure35

86601

By means of pin (1) lock the additional masses (2) in the

P.M.S. Loosen the fixing screws (3) and remove the addi-
tional masses (2).
Fi
gure38

88046

Version with suction rose type A

Loosen the screws (1) and disassemble the oil suction 86578

rose pipe (3).

Loosen the screws (2) and remove the stiffening plate
(4).
Fi
gure36

70155

SM 751 00(D-IVECO)-3-12
 Group 00, Engine(D-IVECO)

Loosen the screws (1) and disassemble the gear from Version with reduced distribution
the camshaft (2).
Loosen the screws (2) and remove the flywheel cover
Fi
gure39 box (1).
NOTE
Take note of the screw (1) assembly position,
since the screws have different length.
Figure 40/1

87422

Remove the gear (1) transmitting motion to the igni-

tion pump and the relevant support.
Figure 40/2
90505

Loosen the screws (2) and disassemble the timing

gearbox (1).
NOTE
Take note of the screw (2) assembly position,
since the screws have different length.
Fi
gure40

87655

70157

SM 751 00(D-IVECO)-3-13
 Group 00, Engine(D-IVECO)

Remove the screws (1) and disassemble the gears (3) Reassemble to box (1) to the engine block.
and (4) from the camshaft (2). Tighten the fixing screws in the same position as
Figure 40/3 found out during disassembly and fix the screws to the
locking couples listed here below, following the order
as shown in the picture.
Screws M12 ........................ 65~89 Nm
Screws M8 ......................... 20~28 Nm
Screws M10 ....................... 42~52 Nm
NOTE
Before assembly, always check that the
threads of the ports and of the screws have
no evidence of tear and wear on dirt.
Figure 42
87424 1
9 10
Installation of rear components
Accurately clean the timing gearbox (1) and the 6 8
engine block.
4 3
NOTE
It is necessary and essential to clean the sur-
face to be sealed in order to achieve a per- 2
fectly tight seal. 1
Apply sealing LOCTITE 5205 on the box in
order to form a bead of a few mm. diameter. 7 5
It must be uniform (no crumbs), with no air
blisters, thinner or irregular zones.
Any eventual imperfection should be cor-
75711
rected as soon as possible.
DIAGRAM SHOWING SCREW
Avoid using material in excess to seal the
TIGHTENING TO FIX REAR GEARBOX
joint. Too much sealing material would drop
out on both sides of the joint and obstruct
lubricant passages. With a penmarker,mark the tooth (1) of the driving
Couplings must be assembled within 10 min- gear assembled to the engine drive shaft with (2) ()
timing notch.
utes after completing the sealing operation.
NOTE
Figure 41
Screw up two pins to facilitate operation of
engine drive shaft rotation.
Fi
gure43

1
75712

DIAGRAM SHOWING SEALING LOCTITE 5205

APPLICATION WITHIN GEARBOX AREAS
70211

SM 751 00(D-IVECO)-3-14
 Group 00, Engine(D-IVECO)

Orient engine drive shaft (3) and camshaft (4) taking - Tighten the screws (1) fixing the gear to the camshaft
care that in phase of assembly of the driving gear (2) (3) and lock them to the prescribed couple.
to the camshaft, the notches marked on the gears (1 Fi
gure46
and 2) shall match.
Fi
gure44

90508

Position comparator (1) on timing system gear (2) and

check that the clearance between gears (2) and (3) is
within 0.076 0.280 mm range.
Fi
gure45

90507

SM 751 00(D-IVECO)-3-15
 Group 00, Engine(D-IVECO)

NOTE NOTE
It is necessary and essential to clean the sur- Before assembly, always check that the
face to be sealed in order to achieve a per- threads of the ports and of the screws have
fectly tight seal. no evidence of tear and wear or dirt.
Apply sealing LOCTITE 5205 on the box in Fi
gure48
order to form a bead of a few mm. diameter.
It must be uniform (no crumbs), with no air
1
blisters, thinner or irregular zones.
16 15
Any eventual imperfection should be cor-
rected as soon as possible. 8 14 7
17
Avoid using material in excess to seal the
joint. Too much sealing material would drop 6
18 13
out on both sides of the joint and obstruct 5
lubricant passages. 19 12
Couplings must be assembled within 10 min- 11
utes after completing the sealing operation. 20
2 1
Fi
gure47 21

4 9 10 3

75709

Apply to engine drive shaft rear tang (6), the detail (5)
of the tool 99346252, fix it tightening the screws (4)
and key the new holding ring on it (3).
Place detail (1) on detail (5), tighten the screw nut (2)
until complete assembly of the fixing ring (3) into the
flywheel cover box (7).
Fi
gure49

1
75708

Reassemble the box (1) to the engine block, tighten the

fixing screws in the same position as found out during
disassembly and fix the screws to the locking couples
listed here below, following the order as shown in the
picture.
Screws M12 ....................... 75 ~ 95 Nm
Screws M10 ....................... 44 ~ 53 Nm

0901t

In case of engine coupling with mechanical gears in

presence of friction, verify surface status of the fly-
wheel and eventually work it out to maintain rated
engine flywheel thickness, which is 49,6 ± 0,13 mm.

SM 751 00(D-IVECO)-3-16
 Group 00, Engine(D-IVECO)

NOTE on the latter, the marks printed on the gears (1 and 2)

Check the conditions of the rim teeth (2). If coincide.
tooth breakage or excessive wear is detected, Figure 50/2
disassemble the rim from the engine flywheel
using a common driver and replace with a
new one, previously heated to 150 ଇ degrees
for 15 ~ 20; seconds; bevelling must be made
towards engine flywheel direction.
Fi
gure50

1 2

87652

Place the dial gauge (1) on the timing gear (2) and
check that the slack between the gears (2) and (3) is
included in the range between 0,076 ~ 0,280 mm.
Figure 50/3

75696

Installation of rear components with reduced

distribution
With a penmarker,mark the tooth (1) of the driving
gear assembled to the engine drive shaft with (2) ()
timing notch.
NOTE
Screw in two pins to facilitate operation of
87653
engine drive shaft rotation.
Figure 50/1
Fit the screws (1) fastening the gears (2) to the cam-
shaft (3) and tighten them to the prescribed pair.
Figure 50/4

70211

Orient the engine drive shaft (3) and the camshaft (4) 87654

ensuring that while assembling the conveyed gear (1)

SM 751 00(D-IVECO)-3-17
 Group 00, Engine(D-IVECO)

Spline the gear (1) transferring motion to the ignition Couplings must be assembled within 10 min-
pump. utes after completing the sealing operation.
Figure 50/5 Figure 50/7

87657
87655

DIAGRAM SHOWING SEALING LOCTITE 5205

Fit the power take-off gear (2) (if available) into the
specially provided housing and fasten the screws (1),
Figure 50/6
APPLICATION
Re-assemble the box (1) to the engine basement.
Tighten the fastening screws (2) to the same position
detected before disassembly.
NOTE
Before assembly, always check that the
threads of the ports and of the screws have
no evidence of tear and wear or dirt.
Figure 50/8

87656

NOTE
It is necessary and essential to clean the sur-
face toG be sealed in order to achieve a per-
fectly tight seal.
Apply sealing LOCTITE 5205 on the box in
87658
orderGto form a bead of a few mm diameter.
It mustG be uniform (no crumbs),with no air
blisters, thinnerGor irregular zones. Apply to the rear tongs hold (3) of the engine drive
Any eventual imperfection should be cor- shaft the part (6) of the tool 99346253, fix it with the
rected as soonGas possible. screws (1) and spline the new tight ring to it (2).
Avoid using material in excess to seal the
joint. TooGmuch sealing material would drop
out on bothG sides of the joint and obstruct
lubricant passages.

SM 751 00(D-IVECO)-3-18
 Group 00, Engine(D-IVECO)

Place the part (5) on the part (6), tighten the nut (4) on the flywheel cover box (1) to block engine flywheel
until tight ring assembly (2) into the flywheel box is rotation.
completed. Fi
gure52
Figure 50/9 2

4 75692

Tighten the engine flywheel (1) fixing screws (2) in two

phases:
87659 1st phase; tightening by means of dynamometric
wrench to couple 30 ± 4 Nm;
2nd phase, 60° ±5° angle dwell
Flywheel installation
NOTE
Screw up two hooks or trail rings in the flywheel (1) Angle dwell shall always be performed using
threaded ports (4) for handling . 99395216 tool.
Using a hoist, handle the flywheel to place it in its Before assembly, always check that the
housing inside the flywheel cover box. threads of the ports and of the screws have no
Screw up to pins (2) having appropriate length, in the evidence of tear and wear or dirt..
shaft ports (3) and using them as guide, assemble the
engine flywheel (1) properly placing it inside the fly- Fi
gure53
wheel cover box.
1
Fi
gure51
1 4
2

3 75695

75690

Installation of front components

Tighten the screws (4) fixing the engine flywheel (3) Assemble oil pump (1).
to the engine shaft. Use tool 99360339 (2) to operate

SM 751 00(D-IVECO)-3-19
 Group 00, Engine(D-IVECO)

Tighten fixing screws (2) and lock themto the pre- Remove the fixing ring (2) from the front cover (1),
scribed couple. accurately clean the plug surface.
Fi
gure54 Fi
gure57

70223

70220
Accurately clean the contact surface of engine block
Apply to the water pump (1) a new fixing ring (2). and apply sealing LOCTITE 5205 on it in order to
form a uniform and continuous bead with no crumbs.
Fi
gure55 Fi
gure58

70221

Assemble the water pump (1).

75710

Tighten the screws (2) and lock them to the prescribed Assemble the front cover (2) to the block and tighten
couple. the screws (1) fixing them to the prescribed couple.
Fi
gure56
Fi
gure59

76112 75812

SM 751 00(D-IVECO)-3-20
 Group 00, Engine(D-IVECO)

Apply on engine drive shaft front tang (6) the detail Assemble the plate (3), the suction rose (5) and tighten
(4) of the tool 99346252, fix it with the screws (5) and the fixing screws (1, 2 and 4) to the prescribed torque.
key the new holding ring on it (7). Fi
gure62
Place the detail (2) on the detail (4), screw-up the
threaded nut until carrying out the complete assembly
of the holding ring (7) to the front cover.
Fi
gure60

86601

00902

Assemble the plate (1), the rose pipe (2), tighten the
fixing screws (3) and fix them to the prescribed cou-
ple.
Fi
gure61

87260

SM 751 00(D-IVECO)-3-21
 Group 00, Engine(D-IVECO)

Assembly of additional masses

Fit the additional masses (2) and tighten the screws (3) on
the engine block.
Remove the lock pin (1) of the additional masses.
Fi
gure63

Timing of additional masses

Version with reduced distribution
Match the signs (A) engraved on the gears for timing,
insert the pin in the hole (B) on the balancing mass.
86578

Figure 64

1. Injectionpump gear 2. Camshaft control gear 3. Injection pump control gear(reduced distribution)
4. Additional masses.

SM 751 00(D-IVECO)-3-22
 Group 00, Engine(D-IVECO)

Provide for new gasket replacement (1) of the oil pan Assemble the pulley (1) to the engine drive shaft , and
(2). the distance ring (3).
Tighten the fixing screws (2) and lock them to the 68
NOTE
±7 Nm couple.
The pictures illustrating the pan and of the
Fi
gure67
rose pipe may not correspond to the ones of
your model. However the procedures
described are applicable anyway.
Fi
gure65

Assemble oil pan (1), apply the plate over it (2).

Tighten the screws (2) and lock them to the prescribed
couple.
1 2
NOTE
75697
Before assembly, always check that the
threads of the ports and of the screws have Assemble the following elements to the block: new
no evidence of tear and wear or dirt. gasket (1), heat exchanger (2), new gasket (3), oil filter
bearing (4).
Fi
gure66 Tighten the screws (5) and lock them to the prescribed
couple.
NOTE
Before assembly, always check that the
threads of the ports and of the screws have
no evidence of tear and wear or dirt.
Fi
gure68

75814
88046

SM 751 00(D-IVECO)-3-23
 Group 00, Engine(D-IVECO)

- Lubricate the fixing ring (2) using engine oil and NOTE
place it on the oil filter (3). Before assembly, always check that the
- Manually start the oil filter (3) on the bearing union threads of the ports and of the screws have
(1) until counter-boring, further screw up the oil filter no evidence of tear and wear nor dirt.
(3) by 3/4 turn.
Fi
gure70
- Place a new fixing ring on the block housing (6).
- Apply, (if needed) new fixing ring on the oil temper-
ature/pressure sensor (4) and assemble it to the bearing
(1) tightening the fixing screws to the prescribed cou-
ple.
NOTE
In some applications, the bearing of the
exchanger shall be assembled to a screw
threaded union connected to the filter on the
opposite side of the engine, throughout two
pipelines (see picture 2).
Fi
gure69 76114

Connect the alternator (1) to the support.

Tighten the screw without locking it (2).
Fi
gure71

1 2

76113

NOTE
The shape and the dimensions of the alterna-
tor support vary according to the use of the 75686

engine. Therefore the relevant pictures pro-

vide a general guideline of the procedures
that are to be carried out. However the pro-
cedures described are applicable.
- Assemble the alternator bearing (1) ensuring that the
pins (3 and 4) are against the engine block.
- Tighten the screws (2) and lock them to the pre-
scribed couple.
Place the gasket (1) over the block.
The choice of the gasket’s thickness shall be made in
consideration of the cylinder protrusion measured with
respect to the block’s upper surface.
NOTE
Verify that the engine block stand is clean.
Do not grease the gasket. It is recommended
to keep the gasket inside packaging until
assembly to the cylinder head.
Gasket assembly shall be made following the
direction of wording printed on the gasket

SM 751 00(D-IVECO)-3-24
 Group 00, Engine(D-IVECO)

itself so that this will be readable as indicated M12 x 180 ...............70 Nm + 180 deg’s
in the picture. Fi
gure74
Fi
gure72

10 4 1 5 11

13 7 2 8 14
9 3 6 12

76115

Carry out the assembly of the rocker arms after previ-

ous check of the components..
87759
Figure 75
Place the head (3) over the block and insert screws (1)
and (2). 4

NOTE 1
If the valves have been removed from the 3
head, it is necessary to assemble them before
assembling the head itself on the engine 2
block. 2
Fi
gure73 3
1

1 75705

2 ROCKER ARM UNIT COMPONENTS:

1. Elastic ring - 2. Spacer- 3. Rocker arms-
4. Support
3
Check the coupling surfaces of bearing and shaft: no evi-
dence of excessive wear shall be detected or damages.
Replace if necessary.
Figure 76
4
75688

18.975
18.963
Lubricate cylinder head bolts and install to head.
Bolts must be torqued using stitching pattern starting
with the centre bolts and moving out. Bolts to be
torqued in stages: all bolts torqued to snug torque, then
90 degrees rotation for all bolts. Then a further 90
degrees for the M12 x 140 and M12 x 180.
M12 x 70 .................50 Nm + 90 deg’s
M12 x 140 ...............40 Nm + 180 deg’s 19.000 19.000
19.026 19.026
75704

SHAFT AND ROCKER ARM BASIC DATA

SM 751 00(D-IVECO)-3-25
 Group 00, Engine(D-IVECO)

If unscrewed, check adjustment quota. Tighten the screws (2) to the prescribed couple and
Tighten the screw-threaded nut (1) to the i 0.4 - 0.6 Nm assemble water temperature sensor (1).
couple. Fi
gure80
Fi
gure77
2

19.00
16.00
75702

ROCKER ARM ADJUSTMENT SCREW

1
Before executing assembly, check the Rocker Arm driv- 75683
ing rods: these shall not be deformed; the spherical ends in
contact with the Rocker Armadjustment screw and with Adjust the slack between rocker arms and valves using
the tappet (arrows) shall not present evidence of seizure socket wrench (1), point wrench (3) and feeler gauge (2).
orwear: in case of detection proceed replacing them. Correct slack is:
The rods driving the intake and exhaust valves are identi- suction valves 0.25 ±0.05 mm
cal and therefore interchangeable. exhaust valves 0.50 ±0.05 mm.
Fi
gure78
NOTE
In order carry out a quicker adjustment of
the working slack between rocker arms and
valves, proceed as following: Rotate the
engine drive shaft, balance the valves of cyl-
inder 1 and adjust the valves identified by
star symbol, as indicated in the following
table:
Cylinder No. 1 2 3 4
Suction - - * *
Exhaust - * - *
32655

Insert the tappet driving rods and the Rocker Arm unit. NOTE
Before using the fixing screws again,measure themt- Rotate the engine drive shaft., balance the
wice as indicated in the picture, checking D1 and D2 valves of cylinder 4 and adjust the valves
diameters:
if D1 - D2 < 0,1 mm the screw can be utilised again;
if D1 - D2 > 0,1 mm the screw must be replaced;
Fi
gure79

D2 D1

75703

SM 751 00(D-IVECO)-3-26
 Group 00, Engine(D-IVECO)

identified by star symbol, as indicated in the In suchG case provide for replacement with
following table: new nods.
Cylinder No. 1 2 3 4 Fi
gure83
Suction * * - -
Exhaust * - * - 1 2
Fi
gure81

2 1

75806

Assemble injectors after having replaced the sealing

gasket (1).
NOTE
During assembly of injectors, verify that the
injector sphere is correctly positioned on the
head housing. 75681

Fi
gure82
Assemble exhaust manifold (1) providing new gaskets
(2).
NOTE
The illustration of exhaust manifold may be
notG matching your model. Anyhow,
describedGprocedure is applicable.
Fi
gure84

1
1
75707

Assemble cylinder covers (2) with the respective gas-

kets;
Fit the seal nods and tighten the screws fixing them to
the prescribed couple.
2
NOTE
Always replace the gaskets using new ones. 75808

Check the threads of the fixing screws: there

shall beG no evidence of wear or dirt deposit. Assemble thermostat unit (2) including thermostat (5)
Seal nods shall have no visible deformation. and gasket (4).

SM 751 00(D-IVECO)-3-27
 Group 00, Engine(D-IVECO)

Tighten the screws to the prescribed couple. For applications with traditional belt stretcher
NOTE In order to connect the POLY-V belt carry out the
The screws (1) have been have been utilised operations described on page _ vice versa.
to fixGthe bracket (3).
NOTE
Disassemble the bracket and reassemble
For belt stretching turn the alternator as
components from 1 to 5 as shown in the pic-
ture. indicated inGthe figure, tighten screw (1) and
The gasket must be new. the bolt that fixesG the alternator to the sup-
port.
Fi
gure85
NOTE
1 If the old belt is to be reassembled examine it
carefully in order to see if there may be inci-
4 sions orGevident signs of yielding.
Fi
gure87

2 5

75685

Assemble the pulley fan bearing tightening the screws

toGthe prescribed couple.
Assemble the alternator tensioning bracket.
Mount pulley (3) and secure it to support through
screws (2). 88090
Assemble the transmission pulley (1).
Fi
gure86
For applications with automatic belt tensioner
2 Assemble belt Poli-V (4) on the pulley (5) of the engine
shaft,Gon the jockey pulley (2), on the water pump (6) and
on theG alternator (3), tighten (syn.: tension) the belt by
means of theGautomatic belt tensioner.
Fi
gure88

75687
86571

SM 751 00(D-IVECO)-3-28
 Group 00, Engine(D-IVECO)

Mount Poly-V belt (4) on pulley (7), engine shaft pul-
leyG(5), guide pulleys (6), water pump (3) and alterna-
tor (1);Gstretch the belt by operating on automatic belt
tensionerG(2).
Fi
gure89
Also assemble the brackets (1) fixing the fuel pipe-
linesG to the injectors: use the same screws (2) fixing
theGmanifold plate as shown in the picture.
Fi
gure91

90509

Apply on the surface joining the suction manifold

plateG(1) a sufficient coat of Loctite 5999 and provide.
fixingGthe screws to the prescribed couple.
If the pipe (6) of the suction manifold plate (1) has
75700
beenG removed, reassemble it after having fit a new
gasket (5).
Tighten the screws (7) to the prescribed couple. Assemble priming pump (1) providing new gasket and
tighten the screws (2) to the prescribed couple.
NOTE Also assemble feed pump (see specific procedure) and
For the versions provided with heater, also the power take-off underneath.
assembleGcomponents (3) and (4).
NOTE
Fi
gure90
Pump mounting requires specific procedure
contained in this section.
1 7 Fi
gure92
2
6

5
1
4

3
75701

2
75678

SM 751 00(D-IVECO)-3-29
 Group 00, Engine(D-IVECO)

Figure 93

3
7

4
6 5

1. Rear bracket fixing screw (on suction collector plate) 2. Fuel recovery pipeline to pump 3. Rotary feed pump
4. Connection nut to pumping elements 5. Injector - 6. Bracket fixing screw to injection pump side
7. Front bracket fixing screw (on suction collector plate)

Assemble the pipes (1) and (2) providing fuel feed and Fix the LDA pipeline (1) to the engine head and to the
recovery between pump and injectors; feed pump.
Screw up the locking nuts and tighten the screws fix- Fi
gure95
ingG the fuel recovery manifold; fix the pipes to the
injectorsG throughout the brackets previously assem-
bled.
Fi
gure94

1 1

75677

- Assemble the fuel filter bearing (4) to the bracket

fixedGto the engine head.
- Connect the fuel pipelines (2 and 3) respectively
75679
fromGpriming pump to filter bearing and from this last
one toGfeed pump.
- Using 99360076 equipment assemble fuel filter (1).

SM 751 00(D-IVECO)-3-30
 Group 00, Engine(D-IVECO)

NOTE - Tighten the lubrication pipe fixing ring. Operate in

The filter shall be priory filled with fuel to theGsame way on the other end of the pipe. Connect it
facilitateGfeed system bleed operations. toGthe upper part of the heat exchanger.
Fi
gure96 To complete engine assembly it is necessary to remove it
from the turning stand.
- Using rocker arm 99360595 hold the engine and
loosenG the screws fixing the brackets to the turning
standG99322205.
- Disassemble the brackets from the engine after hav-
ingGproperly put it on a wooden bearing.
Fi
gure98

90502

NOTE
To connect fuel pipelines (2 and 3, Figure 96)
in lowGpressure from the relating connection
unions it isGnecessary to press the locking fas-
tener (1) as shownGin picture B.
75675
After having connected the pipeline, reset the
fastener (1) into block position as shown in
pictureGA. Completion of the engine
Fi
gure97
On the right hand side:
reassemble the pipes (1) from the union (2) to the
lubrication oil filter (placed on the opposite side):
tightenG the pipe rings (1) and connect them to the
union
NOTE
In some cases, the oil filter (3) is directly
placed onG the heat exchanger: in this case it
shall be assembledGusing tool 99360076.
Fi
gure99

70126 2

For turbocompressed versions

proceed assembling the turbocharger:
- Hold the turbocharger and place it on the exhaust
manifold after having interposed the gasket.
- Screw up the fixing nuts of the turbocharger to the
exhaust manifold tightening them to the prescribed 3 1
couple.
75670

SM 751 00(D-IVECO)-3-31
 Group 00, Engine(D-IVECO)

For turbocompressed versions On the left hand side:

Reassemble the lubrication oil exhaust pipeline (1)
fromG the turbocharger: from underneath the turbo-
chargerG tighten the two screws (2); tighten the screw
(3) fixingGthe pipeline to the block throughout the fix-
ing collar (4)Gto the block; finally tighten the union (5)
to the block.
Figure 100
Assemble oil filter (1) together with bracket (for the
versions with engine oil filter not directly assembled
toG the exchanger); tighten the screws (3) assembling
theGbracket (4) including filter bearing (5).
Using tool 99360076 screw up oil filter;
Assemble oil level rod togetherwith guide pipe (2).Fill
upGengine oil.
Install the engine on the machine (for installation
operations please apply to specific issue).
Figure 102

2
3
4

3 1
4
2
75673

75671

Reassemble the starter; properly hold the starter (1)

and tighten the fixing screws to the prescribed couple.
Figure 101

1
75717

SM 751 00(D-IVECO)-3-32
 Group 00, Engine(D-IVECO)

Rotary feed pump disassembly and assembly The following procedure analyses this second hypothesis
since it is the more complex.
procedure
Figure 104
NOTE
This procedure prescribes that:
 The fuel pipelines (from pumping ele-
ments toG injectors, bleeding recovery 2
pipes from injectorsGto pump, LDA pipe-
line and feed provided byGpriming pump)
shall all be disassembled. 1
 Electrical connection to feed pump shall
beGdisconnected.
 Accelerator cable shall be disconnected.
Engine versions with tool (99360330)
75714
Disassemble the starter fromthe flywheel box and use tool
99360330 (2) to rotate the flywheel.
Find the top dead centre with the tool (99395097) -
Figure 103
False injector
Remove the rocker covers of the 1st cylinder; remove the
1st injector and place the tool (1) to set the 1st cylinder top
dead centre position (end-of-compression phase). Pre-
load the gauge.
The searched condition is obtained by rotating the engine
shaft properly until you find the maximum value on the
comparator and then checking that the intake and exhaust
valves are both closed.
Once PMS has been obtained, lock the flywheel by means
of tool 99360339 (Figure 104).
1
Figure 105 (Demonst
ration)
88140

Engine versions with tool (99360339)

Disassemble the starter from the flywheel box (1) and use
tool 99360339 (2) to rotate the flywheel.
In case feed pump replacement is necessary, this shall be
supplied pre-set already as spare part.
On the other hand, in case the pump shall be disassembled
and reassembled later on without being repaired it will be
necessary to pre-set it while it is still assembled to the
engine and disassemble it only afterwards.
1

88141

Unscrew the side screw that locks the pump shaft par-
tially (1) and remove spacer (2). This must be kept on

SM 751 00(D-IVECO)-3-33
 Group 00, Engine(D-IVECO)

a side (we recommend to fix it on the pump with a NOTE

wire or a clip). Hold the pump driving gear to avoid inter-
Tighten the lateral screw (1) blocking rotation of the ference or crawling during timing gear rota-
pump shaft. tion.
Figure 106 Figure 108

2 1

75694
75721

From timing side, remove the cover (2) loosening the
screws (1) in order to have access to the union fixing
nut (3) to the pump driving gear.
Loosen the fixing nut (3) and remove the relating
washer.
Assemble the pump pre-set in its housing on the
engine, fitting the shaft into the gear port (not provided
with wrench).
Tighten the fixing nuts (1) locking the pump flange in
the slot centre.

Figure 107 NOTE

The gasket removed during pump disassem-
1 4 bly shall not be utilised again.
Always use original spare parts.
Figure 109

2 3
75693

From the pump side, loosen the fixing nuts (1) without
removing them in order to enable moving the pump
75694
backwards using 99340035 extractor.
Assemble the 99340035 extractor throughout the two
threaded ports (4, Figure 107) and withdraw the gear
from the pump shaft.
Properly hold the feed pump and loosen completely
the fixing nuts.
Withdraw the pump from the studs, together with the
gasket.
When the supply pump is to be assembled on the engine
the P.M.S. conditions at compression end stage cylinder
No. 1 must be carried out.

SM 751 00(D-IVECO)-3-34
 Group 00, Engine(D-IVECO)

On the timing side, throughout the specially appointed With the injection pump inserted in relating seat and
port, fit the washer and screw up the fixing nut (3) to securing screws loosened, mount comparator
the pump shaft. Lock the nut to the 90-95 Nm couple. 99395603 (2) and 99395100 gauge tool (1), preloading
Figure 110 the rod by 2.5 mm.
Rotate the engine drive shaft to shift from the condi-
1 4 tion of the first cylinder to TDC end of compression
phase. Reset the dial gauges and rotate the engine
drive shaft condition of the 1st cylinder to TDC in
phase of compression (see Figure 105).
From this position on the comparator applied on the
pump it must be possible to read the value listed on the
pumping element pre-lift table. Section 4.
Rotate the pump in anti-clockwise direction if the
stroke is shorter or in clockwise direction if the stroke
is longer, until obtaining the stroke prescribed.
2 3 Checking these conditions, lock the pump by tighten-
75715 ing the relevant nuts to the prescribed pair.
Figure 112 (Demonst
ration)
Loosen screw (1) that prevents pump shaft rotation
and insert spacer (2). Tighten screw (1)so that it locks
spacer (2): in this way the supply pump shaft will be
able to rotate freely.
Assemble the cover (2, Figure 110) including gasket
and tighten the screws (1, Figure 110).
Disassemble the flywheel rotation/locking tool
99360339 or 99360330; arrange the starting motor in
its seat.
Connect all pipelines (from pumping elements to
injectors, bleeding recovery pipes from injectors to
pump, LDA pipeline and feed provided by priming 87720
pump).
Connect electrical connections to electro-magnets on
the hydraulic head and on KSB.
NOTE
In case pump removal has been carried out
while the engine was assembled, connect
acceleration cable.
Figure 111

1 2

75721

Ignition pump control and timing

SM 751 00(D-IVECO)-3-35

Feed system bleed procedure
Version with A type fuel filter
In case any operation has been executed on the compo-
nents of the feed circuit, it is necessary to execute bleed-
ing of air within the system.
Loosen the bleeder vent screw (3) on the fuel filter (1)
and keep working on the bleed lever of the priming
pump (2).
Continue executing this operation until when fuel
drains from the bleeder vent screw.
Tighten the bleeder vent screw (3).
Figure 113
76211
Version with B type fuel filter
Disconnect the fuel pipe (1) of the filter and repeat
working on the drain lever (2) of the priming pump.
Continue the operation until when fuel outflows.
Connect the (1) to the filter.
Figure 114
87751
SM 751
Group 00, Engine(D-IVECO)
Power take-off disassembly and assem-
bly procedure
Where designed, there is a power take-off able to transmit
motion to different auxiliary parts.
Disassembly of such mechanism shall be executed as fol-
lowing:
Loosen the two screws (3) and after having removed
the cover (1) with a specially provided extractor, with-
draw the power take-off (2).
The two gaskets (4) shall be replaced in phase of reas-
semble.
Vary out the assembly fitting the power take-off in its
housing, providing new gasket and checking the
sprocket gear meshing.
Assemble cover and gasket and tighten the screws to
the prescribed couple.
Figure 115
1 4 3
2 75720
00(D-IVECO)-3-36
 Group 00, Engine(D-IVECO)

Checks and controls

NOTE
The following tests shall be made after engine
assembly to the vehicle.
Preventively check that the liquid levels have
been correctly restored.

Start the engine, let it run at revolution regimen slightly

higher than idling and wait that the cooling liquid temper-
ature reaches the value enabling thermostat opening, then
check that:
There is no water bleeding from the manifolds con-
necting engine cooling circuit pipelines and cabin
internal heating, eventually providing to further
tighten the locking rings.
Carefully check the fuel connection pipes to the
respective unions.
There is no oil leakage from the lubrication circuit of
the various pipelines connecting cover and cylinder
head, oil pan and bearing, oil filter and heat exchanger
as well as relating housings.
There is no fuel leakage from fuel pipelines.
There is no blow-by from pneumatic pipes (if pro-
vided).
Verify correct working of the lighting leds of the dash-
board containing the tools as well as of the equipment
that was disconnected during engine disconnection.
Check and blow by with care the engine cooling sys-
tem, carrying out frequent drainage.

SM 751 00(D-IVECO)-3-37
 Group 00, Engine(D-IVECO)

ELECTRICAL EQUIPMENT
ELECTRICAL COMPONET LAYOUT (4 CYL. ENGINESWITH ROTARY POMP)
Below there are listed the electric components which are 4. Electromagnets assembled to feed pump:
present on NEF F4BE04--- and F4GE04--- engines. (A) on hydraulic head unit
(B) on KSB;
1. Cooling liquid temperature sensor;
5. Fuel heater;
2. Starter;
6. Oil pressure sensor;
3. KSB Water temperature sensor;
7. Resistance for cold start up (where provided for);
8. Alternator;

Figure
340

3 4
2

A
1

B
8

7 5

75724

Cooling liquid temperature sensor Bulb side on engine: .......-40 ~ +140 ଇ

Working tensions: ...........6 ~ 28 V
It is a component integrating a temperature sensor. Settings:
It is assembled to the engine head close to the thermostat 80 ଇ ..........................0.304 ~ 0.342 ໰
unit and its duty is to detect engine cooling liquid temper-
ature.
Specifications:
Range of working temperatures:
Connection side ...............-40 ~ +150 ଇ for < 10 min.

SM 751 00(D-IVECO)-3-38
 Group 00, Engine(D-IVECO)

20 ଇ ........................... 2.262 ~ 2.760 ໰ KSBWater temperature sensor

-10 ଇ .........................8.244 ~ 10.661 ໰
Figure341
It is assembled to the cylinder head on the engine left hand
side.
Specifications:
Working tensions: 12 ~ 24 V
Electrical Power load: 2.5 A (induction)
5.0 A (resistance)
Setting: 32±2ଇ Contact opening upon
increasing temperature 22±2
ଇ Contact closure upon
decreasing temperature
Figure
343

A B

A C
B
75718

Starter
Starter is usually driven by starting unit placed on the
vehicle dashboard and provides positive tension to the
75719
tele-switch assembled to the starter itself.
Specifications: BOSCH 3 kW - 12V
Electromagnets assembled to feed pump
Figure
342
Figure 344

1 2
75724a
75717

1. Hydraulic head Electro-magnet

2. KSB Electro-magnet

SM 751 00(D-IVECO)-3-39
 Group 00, Engine(D-IVECO)

Oil pressure sensor Alternator

It is assembled to the block on the engine’s left hand side. It is place front view on the right hand side of the engine,
and is driven by tooth belt.
Specifications:
Specifications:
Working tensions: ............................12 ~ 24 V
Working tension: ..................... 12 V
Contact closure Current delivered: .................... 90A (at 6000 rpm)
upon lower pressure: ........................0.2 bar Absorption in stand-by: UUUUUUUUUUU ˺ 1mA
Contact opening Sense of rotation: ..................... clockwices
upon higher pressure: .......................0.9 bar Figure
347
Fig
ure 345

75722
75725

Fuel filter Pre-post heating resistor

On the fuel filter bearing there is the temperature sensor
It is a resistor assembled to the suction collector and is
and the fuel filter heating resistor connection.
utilised to heat the air during pre-post heating operations.
Figure
346
It is fed by a tele-switch usually placed very close to the
engine.
Specifications:
Working tension: 12 V
Maximum possible
air flow: 2 cc / min
(pressure 138 kPa)
2 Figure348

75716

1 - Fue l t e mp e ra t u re s e n s o r;
2 - R es i s t o r f o r f i l t e r h e a t i n g ;

75723

SM 751 00(D-IVECO)-3-40
 Group 00, Engine(D-IVECO)

Pre-post heating unit Operating temperature: ..........................-40ଇ ~ 85ଇ

Maximum current in the GH line: .........0.3A
Legend
F= Fuse
R= Pre-post heating resistance
T= Remote control switch
GHC = Pre-post heating unit
Figure
349

+0 30

F 15 7
4
6 GH F
30 50 5
NTC 10 T
31 8
N31
1 3 FB

1.2W R

88153

Electrical diagram pin out

PIN Description
1 “Cold start” warning indicator light output
2 Not connected
3 Feedback signal input from pre-post heating resis-
tance (FB)
4 Started engine signal input (D)
5 Start-up signal input (50)
6 Pre-post heating resistance supply remote control
switch output (GH)
7 Supply positive (15)
8 Supply negative (31)
9 Not connected
10 Temperature analogue signal input (NTC)

This unit operates, bymeans of the remote control switch,

the pre-post heating resistance according to the engine
coolant temperature.
Features:
Nominal voltage: ................................... 12 V
Operating voltage: ................................. 7 V ~ 16V

SM 751 00(D-IVECO)-3-41
 Group 00, Engine(D-IVECO)

TROUBLESHOOTING
ANOMALY POSSIBLE CAUSE REMEDY NOTE

The engine does not start Battery flat or faulty. Check and recharge battery.
Replace battery if necessary.

Connections to battery termi- Clean, examine and tighten the nuts

nals corroded or loose. on the battery terminals. Replace
the cable terminals and the nuts if
excessively corroded.

Incorrect timing of injection Check and correctly time the injec- See your Iveco dealer.
pump. tion pump.

Deposits or water in the fuel Disconnect the hoses and clean Drain feed system.
tank. them using a jet of compressed air.
Dismantle and clean the injection
pump.
Remove water from tank and
refuel.

No fuel in tank. Refuel.

No power supply. Overhaul or replace the fuel or

transfer pump.

Air bubbles in the fuel lines Check the hoses to ensure that air is
or injection pump. in fact present and also check the
fuel pump.
Eliminate the air from the injection
pump by unscrewing the cap and
working the fuel pump by hand.

Faulty starter motor. Repair or replace the starter motor.

The engine does not start Fuel system clogged with Replace the fuel with fuel suitable
at low temperatures paraffin crystals forming due for use at low temperatures.
to the use of unsuitable fuel. Replace the fuel filters.

K.S.B. device for cold spark Check or replace the injection See your Iveco dealer.
advance control operating pump.
incorrectly.

SM 751 00(D-IVECO)-3-42
 Group 00, Engine(D-IVECO)

ANOMALY POSSIBLE CAUSE REMEDY NOTE

The engine cuts out. Idle rpm too low. Adjust with adjustment screw.

Irregular flow of injection Adjust flow. See your Iveco dealer.

pump.

Impurities or water in the fuel Disconnect the hoses and clean Drain feed system.
lines. them using a jet of compressed air.
Dismantle and clean the injection
pump. Remove water from fuel
tank and refuel.

Clogged fuel filter. Dismantle and replace if necessary.

Presence of air in the fuel and Check that the hoses are not
injection system. cracked or the unions loose.
Replace worn parts, remove the air
from the hoses and deaerate the
injection pump and fuel filter by
unscrewing the caps and working
the primer pump by hand.

Broken injection pump con- Replace the faulty parts.

trols.

Abnormal clearance between Adjust clearance by replacing

camshaft cams and tappets. shims.

Burnt, corroded or chalky Replace the valves, rectify or

valves. replace the cylinder head seatings.

The engine overheats Faulty water pump. Check the unit and replace if neces-
sary. Replace the gasket.

Malfunctioning thermostat. Replace the thermostat.

Fouling in coolant openings Wash following the standards spec-

in the cylinder head and cyl- ified for the type of descaling prod-
inder groups. uct used.

Water pump drive belt slack. Check and adjust the tightness of On applications provided
the belt. with automatic tensioner,
check corret worching of
such device.

Coolant level too low. Top-up radiator with coolant.

Incorrect engine timing. Check timing and tune correctly.

Incorrect calibration of injec- Correct the delivery rate of the See your Iveco dealer.
tion pump. pump on a bench so that the injec-
tion is at the specified rate.

Dry air cleaner blocked. Clean the air filter or replace if nec-
essary.

SM 751 00(D-IVECO)-3-43
 Group 00, Engine(D-IVECO)

ANOMALY POSSIBLE CAUSE REMEDY NOTE

Engine operation is irreg- Incorrect timing of injection Check timing and correctly set
ular and lacks power pump. pump.

K.S.B. automatic cold Check or replace injection pump.

advance device malfunction-
ing.

Excessive piston wear. Check or replace injection pump.

Incorrect calibration of speed Check and correctly calibrate the See your Iveco dealer.
regulator. regulator.

Engine operation is irreg- Partial blockage of nozzles or Clean the nozzles of the atomisers
ular and lacks power faulty operation of injectors. using the appropriate tools and
completely overhaul the injectors.

Impurities orwater in the fuel Carefully clean the system and If necessary drain feed
and injection system. refuel. system.

Incorrect play between cam- Check and correct play

shaft cams and tappets.

Faulty turbocharger. Replace complete unit.

Air cleaner blocked. Clean or replace air cleaner.

Faulty operation of L.D.A. Check that the diaphragm is not See your Iveco dealer.
device perforated, that the counter spring
is suitable and that it has the correct
loading (check on test bench).
Check that there is adequate air
pressure inside the intakemanifold
in relation to the engine rpm under
full-load conditions.

Tie rods between accelerator Adjust the tie-rods so that the com-
pedal and regulation lever mand lever can be moved to the full
incorrectly adjusted. delivery position.

Engine running with Faulty operation of injectors. Replace all injectors.

abnormal knocking
Fuel lines blocked. Dismantle the hoses, clean them
and replace those that are seriously
dented.

Incorrect set-up of injection Correct the set-up of the pump so See your Iveco dealer.
pump. that injection occurs at the speci-
fied angle.

SM 751 00(D-IVECO)-3-44
 Group 00, Engine(D-IVECO)

ANOMALY POSSIBLE CAUSE REMEDY NOTE

Engine running with Knocking of crankshaft caus- Rectify the pins of the crankshaft
abnormal knocking ing excessive play on one or and install smaller bearings.
more main or rod bearings or Replace the thrust halfrings.
excessive play on shoulders.

Crankshaft unbalanced. Check alignment of crankshaft.

Loosening of screws securing Replace the loosened screws and

flywheel. tighten all the screws to the speci-
fied torque.

Misalignment of rods. Replace the rods.

Noise from piston journals Replace the piston journal and/or

due to excessive play of pis- the piston and rod bushing.
ton hubs and in the rod bush-
ing.
Loose bushings in the rod Replace with new bushings.
seatings.

Noisy timing. Adjust the play between camshaft

cams and tappets and check that
there are no broken springs, that
there is no excessive play between
the valve stems and the valve
guides, tappets and seatings.
The engine smokes Excessive maximum pump Disconnect the pump and adjust See your Iveco dealer.
abnormally. Black or dark output. delivery in accordance with the
grey smoke. data given in the calibration table.

K.S.B. device out of calibra- Check operation by a tester and

tion or malfunctioning. adjust correctly as described in the
manual.

There is an excessive delay Correct the set-up.

on the injection pump.

SM 751 00(D-IVECO)-3-45
 Group 00, Engine(D-IVECO)

ANOMALY POSSIBLE CAUSE REMEDY NOTE

The engine smokes The injection pump has an Correct the set-up.
abnormally. Black or dark excessive advance.
grey smoke.
The holes in the atomisers (or Replace the injectors with a series
some of them) are partially or of new injectors or clean and rec-
entirely blocked. tify the original ones using suitable
equipment.

Air cleaner blocked or deteri- Clean or replace the filter element.

orated.

Loss of compression in the Overhaul the engine or limit the

engine due to: interventions to the relative parts.
stuck or worn flexible rings;
worn cylinder liners;
valves deteriorated or badly
adjusted.

Unsuitable injectors, differ- Replace or calibrate the injectors.

ent types of injectors or
incorrectly calibrated.

Injection hoses with an Check conditions of the end or

unsuitable internal diameter, unions and where necessary replace
end of hoses pinched due to the hoses.
repeated blocking.

Blue, grey-blue, grey Excessive delay in injection Correct the set-up of the pump. See your Iveco dealer.
smoke tending to white. pump.

K.S.B. automatic cold Check or replace injection pump. See your Iveco dealer.
advance device malfunction-
ing.

Faulty injector. Replace the injector.

Leaking of oil from the pis- Overhaul the engine.

ton rings caused by glued or
worn rings or wearing of cyl-
inder liner walls.

Engine oil passing through Recondition the cylinder head.

the intake guides-valves fol-
lowing wearing of guides or
valve stems.

Engine too cold (thermostat Replace the thermostat.

blocked or inefficient).

SM 751 00(D-IVECO)-3-46
 Group 00, Engine(D-IVECO)

MAINTENANCE PLANNING
MAINTENANCE PLANNING

Recovery
To ensure optimisedworking conditions, in the following pageswe are providing instructions for the overhaul control
interventions, checks and setting operations that must be performed on the engine at due planned dates.
The frequency of themaintenance operations is just an indication since the use of the engine is the main characteristic to
determine and evaluate replacements and checks.
It is not only allowed but recommended that the staff in charge of the maintenance should also carry out the necessary
maintenance and controlling operations even if not being included in the ones listed here below but that may be suggested
by common sense and by the specific conditions in which the engine is run.

Planning of controls and periodical intervention

Controls and periodical intervention Frequency (hours)
Visual check of engine ................................................................................................. Daily
Check presence of water in fuel filter or pre-filter ........................................................ Daily
Check of belt wear status ............................................................................................. -
Check and setting of tappet clearance .......................................................................... 4000
Replacement of engine’s oil and filter .......................................................................... 500
Replacement of fuel pre-filter ...................................................................................... 1000
Replacement of fuel filter ............................................................................................. 500
Replacement of belt ...................................................................................................... 1500
NOTE
The frequency of the maintenance operations is just an indication since the use of the engine is the main
characteristic to determine and evaluate replacements and checks.
The maintenance operations are valid only if the setter fully complies with all the installation prescrip-
tions provided by Iveco Motors.
Furthermore, the users assembled by the setter shall always be in conformance to couple, power and
number of turns based on which the engine has been designed.

Checks not included in maintenance planning-daily checks

It is a good habit to execute, before engine start, a series of simple checks that might represent a valid warranty to avoid
inconveniences, even serious, during engine running. Such checks are usually up to the operators and to the vehicle’s
drivers.
 Level controls and checks of any eventual leakage from the fuel, cooling and lubricating circuits.
Notify the maintenance if any inconvenience is detected of if any filling is necessary.
After engine start and while engine is running, proceed with the following checks and controls:
check presence of any eventual leakage from the fuel, cooling and lubricating circuits.
Verify absence of noise or unusual rattle during engine working.
Verify, using the vehicle devices, the prescribed pressure temperature and other parameters.
Visual check of fumes (colour of exhaust emissions)
Visual check of cooling liquid level, in the expansion tank.

SM 751 00(D-IVECO)-3-47
 Group 00, Engine(D-IVECO)

MAINTENANCE PROCEDURES full compliance with the law and regulations

in force.
Fig
ure 371
Checks and controls
Engine oil level check.
The check must be executedwhen the engine is discon-
1
nected and possibly cool.
The check can be made using the specially provided flexi-
ble rod (1).
Draw off the rod fromits slot and check that the level is
within the etched tags of minimum and maximum level.
Whether it should be difficult tomake the evaluation, pro-
ceed cleaning the rod using a clean cloth with no rag
grinding and put it back in its slot. Draw it off again and
check the level.
In case the level results being close to the tag showing 2
minimum level, provide filling lubrication of the engine’s
components. 75749

Figure
370
MA X
M IN
1 nected and when it is running.
75748
To provide filling, operate through the upper top (1) or
through the lateral top (2). During filling operation, the
tops must be removed as well as the rod in order to make
the oil flow easier”.
Some applications are equipped with a level transmitter
alerting dashboard instruments in case of insufficient
lubrication oil within the pan.
NOTE
The engine oil is highly polluting and harm-
ful.
In case of contact with the skin, rinse well
with water and detergent.
Adequately protect the skin and the eyes,
operate in full compliance with safety regula-
tions.
Disposal must be carried out properly, and in
Check of fuel system
The check must be executed both when the engine discon-
nected and when it is running.
The check operation consists in examining the fuel pipe-
lines running from the tank to the pre-filter (if provided in
the specific equipment), to the filter, to the injection pump
and to the injectors.
Cooling system check
The check must be executed both when the engine discon-
Check the pipelines from the engine to the radiator, from
the expansion tank and vice-versa. Find out any blow-by,
verify the status of the pipes specially close to the holding
strips.
Verify that the radiator is clean, the correct working of the
fan flywheels, the presence of any leakage from the con-
nectors, from the manifold and from the radiating unit.
NOTE
Due to the high temperatures achieved by the
system, do not operate immediately after the
engine’s disconnection, but wait for the time
deemed necessary for the cooling.
Protect the eyes and the skin from any even-
tual high pressure jet of cooling liquid.

SM 751 00(D-IVECO)-3-48
 Group 00, Engine(D-IVECO)

The density of the cooling liquid must be checked any Some applications are equipped with an automatic ten-
how every year before winter season and be replaced in sioner that provides correcting belt tensioning.
any case every two year.
Check of belts tear and wear status
NOTE
Carefully verify the belts surface in order to detect any
In case of new filling, proceed bleeding sys- sign of incision, crack, excessive wear in correspondence
tem, through the bleeds on the engine. of toothing; check end and surface grinding.
If bleeding of the system is not carried out,
serious inconvenience might be caused to the
engine due to the presence of air pockets in
! DANGER
the engine’s head. Danger: if the engine is switched off but is
still hot, unexpected motion of the belt may
Lubricating system check occur.
Wait for engine temperature cooling as a
The check must be executed both when the engine
precaution in order to avoid serious danger
disconnected and when it is running. injury.
Verify the presence of any oil leakage or blow-by from
the head, from the engine pan of from the heat exchanger. Check and setting of tappet clearance
NOTE Adjust clearance between rockers and valves using set-
The engine oil is highly polluting and harm- screw wrench (1), box wrench (3) and feeler gauge (2).
ful.
Clearance shall be as follows:
In case of contact with the skin, rinse well
with water and detergent. intake valves 0.25 0.05 mm
Adequately protect the skin and the eyes, exhaust valves 0.50 0.05 mm.
operate in full compliance with safety regula- Figure372
tions.
Disposal must be carried out properly, and in 2 1
full compliance with the law and regulations
in force.
3
Check of water presence within fuel filter or pre-filter
NOTE
The components of the system can be dam-
aged very quickly in presence of water or
impurity within the fuel.
Timely proceed operating on the pre-filter
(not available on the engine block) to carry 75806

out the drainage of the water within the feed

circuit. NOTE
Fuel filter is equipped with pump screw-valve to drain the In order to more quickly perform the operat-
water eventually mixed with fuel (some applications of 6 ing clearance adjustment for rocker arms —
cylinders engines will be equipped with two fuel filters, valves, proceed as follows:
both provided with drainage. rotate the drive shaft, balance cylinder 1
valves and adjust the valves marked by the
Place a container underneath the filter and slightly loosen
asterisk as shown in the table:
the screw. Drain the water eventually contained in the fil-
ter’s bottom.
cylinder n. 1 2 3 4
Lock the screw (max 0.5 Nm locking couple) as soon as
fuel starts bleeding. intake - - * *
exhaust - * - *
Check of drive belt tensioning

SM 751 00(D-IVECO)-3-49

Rotate the drive shaft, balance cylinder 4 valves and
adjust the valves marked by the asterisk as shown in the
table:
cylinder n. 1 2 3 4
intake * * - -
exhaust * - * -
Oil motor and filter replacement
! WARNING
Warning: We recommend to wear proper
protection because of high motor service
temperature.
The motor oil reaches very high tempera-
ture: you must always wear protective gloves.
Due to the several applications, the pan shape and the oil
quantity can change slightly. However, the following
operations are valid for all applications.
Werecommend to carry out the oil drainage when themo-
tor is hot.
Place a proper container for the oil collecting under
the pan connected with the drain plug.
Unscrew the plug and then take out the control dipsick
and the inserting plug to ease the downflowof the
lubrication oil.
NOTE
The oil motor is very pollutant and harmful.
In case of contact with the skin, wash with
much water and detergent.
Protect properly skin and eyes: operate
according to safety rules.
Dispose of the residual properly following the
rules.
After the complete drainage, screw the plug and carry
out the clean oil filling.
NOTE
Use only the recommended oil or oil having
the requested features for the corrrect motor
functioning.
In case of topping up, don’t mix oils having
different features.
If you don’t complywith theses rules, the ser-
vice warrantyis no more valid.
SM 751
Group 00, Engine(D-IVECO)
Check the level through the dipsick until when the fill-
ing is next to the maximum level notch indicated on
the dipsick.
Whereas you replace the lubrication oil, it is necessary to
replace the filter.
According to the application the filter can be located in
different positions: the following procedure is a valid
guide for all applications.
The filter is composed by a support and a filtering car-
tridge. For the cartridge replacement use the 9936076-
tool.
! WARNING
Warning: the oil filter contains inside a
quantity of oil of about 1 kg.
Place properly a container for the liquid.
Warning: avoid the contact of skin with the
motor oil: in case of contact wash the skin
with running water.
The motor oil is very pollutant: it must be
disposed of according to the rules.
Replace the filtering cartidge with a new one and
screw manually until when the gasket is in contact
with the support.
Tigthen by means of the 99360076-tool of three fourth
turn.
Operate the motor for some minutes and check the
level through the dipsick again. If it is necessary, carry
out a topping up to compensate the quantity of oil used
for the filling of the filtering cartridge.
Fuel filter replacement
NOTE
During this operation don’t smoke and don’t
use free flames.
Avoid to breathe the vapors coming from fil-
ter.
NOTE
After filters replacement the supply equip-
ment deaeration must be carried out.
According to the applications the filters position and the
quantity can change.
However the following operations are valid for all appli-
cations.
00(D-IVECO)-3-50
 Group 00, Engine(D-IVECO)

Drain the fuel inside the filter by operating the water For applications with automatic belt stretcher
release screw. Collect the fuel in a container without
Unscrew the screws which fix the belt guard (2) to the
impurities.
support and dismount it.
Unscrew the cartridge by using the 99360076-tool.
Operate on the tightener (1) and withdraw the belt (3)
Collect the eventual fuel inside the filtering cartridge.
from the alternator and water pumps from pulleys and
Clean the gasket seat on the support and oil slightly
from the returns pumps.
the gasket on the new filtering cartridge.
Replace the worn belt with a new one.
Screw manually the new filtering cartdrige until when
Place the belt on the pulleys and the guide rollers.
the gasket is completely on its seat.
Place the automatic tightener in order to key the belt in
Tigthen through the 99360076-tool at 10-5 Nm torque.
the functioning position.
Alternator belt replacement
Further adjustments are not required.
Due to several applications the belt run can change very- Fig
ure 374
much.
We describe the replacement of a belt mounted on a 4-cyl- 1
inders motor with traditional belt tension and a 6-cylin-
ders motor with an automatic screw coupling.

! WARNING
Warning: with switched off motor (but still
hot) the belt can operate without advance
notice. 2 3
Wait for the motor temperature lowering to
avoid very serious accidents.

For applications with traditional belt stretcher 74171

Loosen screw (1) and the relevant nut on belt stretch-

ing bracket (3).
Loosen the bolt that fixes the alternator to the support.
Fit the new belt on the pulleys and guide rollers.
Stretch POLY-V belt (2).
Lock screw (1) and the bolt that fixes the alternator to
the support
Run the engine for a few hours and check proper belt
stretching.
Figure
373

88089

SM 751 00(D-IVECO)-3-51
 Group 00, Engine(D-IVECO)

Section 4

OVERHAUL AND TECHNICAL SPECIFICATIONS

GENERAL SPECIFICATIONS

Type 4 CYLINDERS 6 CYLINDERS

Cycle Four-stroke diesel engine

Power See properties described in Section 3
Injection Direct

Number of cylinders 4 in-line 6 in-line

Bore mm 104/102 ( . )

Stroke mm 132/120 ( . )

+ + +..= Total displacement cm 3 4485/3922 ( . ) 6728/5883 ( . )

TIMING

start before T.D.C. A 15°

end after B.D.C. B 35°

start before B.D.C D 69°

end after T.D.C C 21°

Checking timing
mm -
X
mm -
X
Checking operation
mm 0.25 ± 0.05
X
mm 0.50 ± 0.05

FUEL FEED

Type: rotary Bosch VE 4/12 F VE 6/12 F

in Bosch line PES 6A

Injectors
Nozzle type
DSLA 145 P

Injection sequence 1-3-4-2 1-5-3-6-2-4

bar
Injection pressure bar
-

( . ) Valid for F4BE--- engines only.

SM 751 00(D-IVECO)-4-1
 Group 00, Engine(D-IVECO)

CLEARANCE DATA

Type 4 CYLINDERS 6 CYLINDERS

CYLINDER UNIT AND CRANKSHAFT COMPONENTS mm

1

Cylinder barrels 1 104.000to 104.024 / 102,01 to 102,03(• )

X

Sparepistons
1 type:
X Size X 55.9 / 61 (• )
Outsidediameter 1 103.730 to103.748/ 101.757to 101.775(• )
2 Pinhousing 2 38.010to38.016/ 40.006 to40.012 (• )

Piston— cylinder barrels 0.252 to 0.294/ 0.235to 0.273(• )

Pistondiameter 1 0.4,0.5,0.8

X
Pistonprotrusion X 0.28 to 0.52

3 Pistonpin 3 37.994to38.000 /39.994 to40.000(• )

Pistonpin— pin housing 0.010 to 0.022 /0.006to 0.018(• )

(• ) Valid for F4BE---enginesonly.

SM 751 00(D-IVECO)-4-2
 Group 00, Engine(D-IVECO)

Type 4 CYLINDER 6 CYLINDER

CYLINDER UNIT AND CRANKSHAFT COMPONENTS mm

X1 2,705to 2,735 / 2,690*(• ) / 2,700*(• )
X1 Split ring slots X2 2,440to 2,460 / 2,425 to 2,445(• ) / 2,740*(• )
X2 X3 4,030 to 4,050/ 4,040 to 4,060(• )
X3 * measured on a of
98.75÷ 99.00 mm
S 1 S1 2.560to 2.605/ 2.310 to 2.340(• ) / 2.567to 2.618(• )
S 2 Split rings S2 2.350 to 2.380/ 2.560 to 2.605(• )
S 3 S3 3.970 to 3.990/ 3.975 to 4.000 (• )

1 0.100 to 0.175/ - (• )
Split rings- slots 2 0.060 to 0.110/ 0.115 to 0.180(• )
3 0.040 to 0.080/ 0.040 to 0.085(• )

Split rings 0.4, 0.5(• ), 0.8

X1 Split ringend opening

X 2 in cylinderbarrel:
X1 0.30 to 0.40/ 0.25to 0.55(• )
X3
X2 0.60 to 0.80/ 0.40to 0.70(• )
X3 0.30 to 0.55/ 0.25to 0.55(• )

1
Smallend bush
housing 1 40.987to 41.013 /43.279 to43.553(• )
Bigend bearing
housing 2 72.987 to 73.013
2

3 Smallend bush diameter

Outside 4 40.987to 41.013/ 43.279to 43.553(• )
Inside 3 38.019to 38.033/ 40.019to 40.033(• )
S Sparebig endhalf
bearings S 1.955to 1.968

Small end bush—housing 10.266 to 0.566(• )

Pistonpin —bush 0.019 to 0.039

Big end half bearings 0.250 to 0.500

(•) Validfor F4BE---enginesonly.

SM 751 00(D-IVECO)-4-3
 Group 00, Engine(D-IVECO)

Type 4 CYLINDERS 6 CYLINDERS

CYLINDER UNIT AND CRANKSHAFT COMPONENTS mm

X
Size X --

Max. tolerance
on connecting rod
axis alignment --

Journals 1 82.99 to 83.01

Crankpins 2 68.987 to 69.013
1 2

Main half bearings S1 2.456 to 2.464

Big end half bearings S2 1.955 to 1.968

S 1 S 2

Main bearings
3 No. 1 - 5 3 87.982 to 88.008
No. 2 - 3 - 4 3 87.977 to 88.013

Half bearings . Journals

No. 1-5 / 1-7 0.064 to 0.095 / 0.041 to 0.119 (•)
No. 2-3-4 / 2-3-4-5-6 0.059 to 0.100 / 0.041 to 0.103 (•)
Half bearings - Crankpins 0.064 to 0.090

Main half bearings + 0.250 to + 0.500

Big end half bearings

1 37.350 to 37.650
Shoulder journal X1 37.475 to 37.545
37.475 to 37.545 (•)

X 1

Shoulder main bearing X2 31.730 to 32.280 / 25.980 to 26.480 (•)

X 2

X 3
Shoulder half-rings X3 37.28 to 37.38

Output shaft shoulder 0.095 to 0.270 / 0.068 to 0.410 (•)

(•) Valid for F4BE--- engines only.

SM 751 00(D-IVECO)-4-4
 Group 00, Engine(D-IVECO)

Type 4 CYLINDERS 6 CYLINDERS

CYLINDER HEAD . TIMING SYSTEM mm

1

Valveguide seats on
cylinder head 1 8.019 to 8.039

4 Valves
:

4 7.943 to 7.963
60º

4 7.943 to 7.963
45º
Valve stem and guide 0.056 to 0.096
Housing on head for
valve seat:

1 46.987 to 47.013

1 1 43.637 to 43.663

Valve seat outside diameter;

valve seat angle on cylinder
2
head:
2 47.063 to 47.089
60º

2 43.713 to 43.739
45º

X 0.356 to 1.102

X Sinking X 0.104 to 0.840

0.050 to 0.102
Between valve seat
andhead 0.050 to 0.102

Valve seats -

(•) ValidforF4BE---engines only.

SM 751 00(D-IVECO)-4-5
 Group 00, Engine(D-IVECO)

Type 4 CYLINDERS 6 CYLINDERS

CYLINDER HEAD . TIMING SYSTEM mm

Valve spring height:

free spring H 63.50

H H1 under a load equal to:
H 2 329 N H1 49.02
641 N H2 38.20

Injector protrusion X -
X

Camshaft bush
59.222 to 59.248
housings No. 1-5
Camshaft housings
54.089 to 54.139
No. 2-3-4
1 2 3 4 5
2
Camshaft journals:
1 5
1 7 53.995 to 54.045

1 3

Camshaft bush outside

diameter: . 59.222 to 59.248

Bush inside
diameter . 54.083 to 54.147

Bushes and housings

on block -

Bushes and journals 0.038to 0.162

Cam lift:

H H 11.02

H 10.74

SM 751 00(D-IVECO)-4-6
 Group 00, Engine(D-IVECO)

Type 4 CYLINDERS 6 CYLINDERS

CYLINDER HEAD - TIMING SYSTEM mm

1
Tappet cap housing
on block 1 -

2
3 Tappet cap outside
diameter: 2 15.924 to 15.954
3 15.965 to 15.980
2
Between tappets and housings -

Tappets -

1
Rocker shaft 1 18.963 to 18.975

Rockers 2 19.000 to 19.026

2
Between rockers and shaft 0.025 to 0.063

SM 751 00(D-IVECO)-4-7
 Group 00, Engine(D-IVECO)

INJECTION PUMP PUMPING ELEMENT PRE-LIFT TABLE

Technical Code Commercial Code Pre-lift (mm)
4 CYLINDER ENGINES F4BE0454A*D601 1 · 0.05
F4BE0454B*D601 1 · 0.05
F4BE0454B*D602 1 · 0.05
F4BE0484D*D608 1 · 0.05
F4BE0484E*D601 1 · 0.05
F4BE0484E*D602 1 · 0.05
F4BE0484E*D605 1 · 0.05
F4BE0484E*D607 1 · 0.05
F4BE0484F*D606 1 · 0.05
F4GE0404A*D6.. N45 MNA - MSA 1.15 · 0.05
F4GE0404B*D6.. 1.15 · 0.05
F4GE0454A*D6.. N45 MNS - MSS 1 · 0.05
F4GE0454B*D6.. 1 · 0.05
F4GE0454E*D6.. 1 · 0.05
F4GE0454G*D6.. 1 · 0.05
F4GE0454H*D6.. 1 · 0.05
F4GE0484C*D650 1 · 0.05
F4GE0484C*D6.. N45 MNT - MST 1 · 0.05
F4GE0484G*D6.. N45 MST 1 · 0.05

NOTE The following operations are relating to the 4 cylinders

INJECTION PUMP CALIBRATION
Overhaul and calibration interventions are
up to BOSCH assistance network.
The contract technical specification contain-
ing the data to calibrate thepump at the-
benchis identified by the code shown on
injection pump body and is available at
BOSCH technical assistance network.
Otherwise, refer to IVECO MOTORS Tech-
nical Assistance Service.
engine but are analogously applicable for the 6 cylinders.
Remove the screws (1) fastening the connecting rod caps
(2) and remove them.
Withdrawthe pistons including the connecting rods
fromthe top of the engine block.
NOTE
Keep the half-bearings into their housings
since in case of use they shall be fitted in the
same position found at removal.
Fi
gure1

ENGINE OVERHAUL

ENGINE REMOVAL AT THE BENCH

The following instructions are prescribed on the under-
standing that the engine has previously been placed on the
rotating bench and that removal of all specific compo-
nents of the equipment have been already removed as
well. (See Section 3 of the manual herein).
The section illustrates therefore all the most important 70158

engine overhaul procedures.

SM 751 00(D-IVECO)-4-8
 Group 00, Engine(D-IVECO)

Remove the screws (1) and the main bearing caps (2). Remove the main half-bearings (1).
Fi
gure2
Remove the screws (2) and remove the oil nozzles (3).
Fi
gure5

70159

The second last main bearing cap (1) and the relevant sup-
70162
port are fitted with shoulder half-bearing (2).
NOTE Remove the screws (1) and disconnect camshaft (3)
retaining plate (2).
Take note of lower and upper half-bearing
assembling positions since in case of reuse NOTE
they shall be fitted in the same position found Take note of plate (2) assembling position.
at removal.
Fi
gure6
Fi
gure3

70163

70160 Withdraw carefully the camshaft (1) from the engine

block.
Use tool 99360500 (1) and hoist to remove the output
Fi
gure7
shaft (2) from the block.
Fi
gure4

70164

70161

SM 751 00(D-IVECO)-4-9
 Group 00, Engine(D-IVECO)

Withdraw the tappets (1) from the engine block. Measurements shall be performed on each cylinder, at
Fi
gure8 three different heights in the barrel and on two planes per-
pendicular with each other: one parallel to the longitudinal
axis of the engine (A), and the other perpendicular (B).
Maximum wear is usually found on plane (B) in corre-
spondence with the first measurement.
Should ovalisation, taper or wear be found, bore and grind
the cylinder barrels. Cylinder barrel regrinding shall be
performed according to the spare piston diameter over-
sized by 0.5 mm and to the specified assembling clear-
ance.
Fi
gure10

70165

REPAIR OPERATIONS(CYLINDER
UNIT)

Checks and measurements

70167
Once engine is disassembled, clean accurately the cylin-
der-block assembly. s

Use the proper rings to handle the cylinder unit.

The engine block shall not show cracks.
Check operating plug conditions and replace them in case
of uncertain seal or if rusted.
Inspect cylinder barrel surfaces; they shall be free from-
seizing, scores, ovalisation, taper or excessive wear.
Inspection of cylinder barrel bore to check ovalisation,
taper and wear shall be performed using the bore dial
gauge (1) fitted with the dial gauge previously set to zero
on the ring gauge (2) of the cylinder barrel diameter.
NOTE
Should the ring gauge be not available, use a
micrometer for zero-setting.
Fi
gure9

SM 751 00(D-IVECO)-4-10
 Group 00, Engine(D-IVECO)

NOTE Checking head supporting surface on cylin-

In case of regrinding, all barrels shall have der unit
the same oversize (0.5 mm).
When finding the distortion areas, replace the cylinder
Check main bearing housings as follows: unit.
fit the main bearings caps on the supports without Planarity error shall not exceed 0.075 mm.
bearings;
Check cylinder unit operating plug conditions, replace
tighten the fastening screws to the specified torque;
use the proper internal gauge to check whether the them in case of uncertain seal or if rustedU
housing diameter is falling within the specified value. Fi
gure12
Replace if higher value is found.
Fi
gure11
±

70168

80585

SM 751 00(D-IVECO)-4-11
 Group 00, Engine(D-IVECO)

TIMING SYSTEM if they show any traces of seizing or scoring replace the
camshaft and the bushes.

Camshaft
Camshaft pin and cam surfaces shall be absolutely
smooth;

Fi
gure 13

70169

CAMSHAFT MAIN DATA (4 CYL.)

Specified data refer to pin standard diameter

Checking cam lift and pin alignment BUSHES

Set the camshaft on the tailstock and using a 1/100 gauge
setG on the central support, check whether the alignment
errorG is not exceeding 0.04 mm, otherwise replace the
camshaft.
Check camshaft (2) pin diameter using micrometer (1) on
two perpendicular axes.
Fi
gure15
Camshaft bushes (2) shall be pressed into their housings.
Internal surfaces must not show seizing or wear.
Use bore dial gauge (3) to measure camshaft front and
rearGbush (2) and intermediate housing (1) diameter.G
Measurements shall be performed on two perpendicular
axes.
Fi
gure16

70172

70171

SM 751 00(D-IVECO)-4-12
 Group 00, Engine(D-IVECO)

Figure 17
Sec.A-A

* 70173

CAMSHAFT BUSH AND HOUSING MAIN DATA

* Value to be obtained after driving the bushes.

Bush replacement Tappets

To replace front and rear bushes (1), remove and refit Fi
gure20
themG using the beater 99360362 (2) and the handgrip
99370006G(3).
NOTE
When refitting the bushes (1), direct them to
makeG the lubricating holes (2) coincide with
the holes onGthe block housings.
Fi
gure19

84053

MAIN DATA CONCERNING THE TAPPETS AND THE

RELEVANT HOUSINGS ON THE ENGINE BLOCK

70174

SM 751 00(D-IVECO)-4-13
 Group 00, Engine(D-IVECO)

Fitting tappets — camshaft Check camshaft end float (1).

It shall be 0.23 · 0.13 mm.
Lubricate the tappets (1) and fit them into the relevant
Fi
gure24
housings on the engine block.
Fi
gure21

70179

Fit nozzles (2) and tighten the fastening screws (1) to the
70176
specified torque.
Fi
gure25
Lubricate the camshaft bushes and fit the camshaft (1)
takingGcare not to damage the bushes or the housings.
Fi
gure22

70180

70164
OUTPUT SHAFT

Set camshaft (3) retaining plate (1) with the slot facing the
top of the engine block and the marking facing the opera-
tor,Gthen tighten the screws (2) to the specified torque.
Fi
gure23
Measuring journals and crankpins
Grind journals and crankpins if seizing, scoring or exces-
siveG ovalisation are found. Before grinding the pins (2)
measureG them with a micrometer (1) to decide the final
diameter toGwhich the pins are to be ground.
NOTE
It is recommended to insert the found values
in theGproper table.
See Figure 27.

Undersize classes are:

NOTE
Journals and crankpins shall always be
70238
ground to theGsame undersize class.

SM 751 00(D-IVECO)-4-14
 Group 00, Engine(D-IVECO)

Journals and crankpins undersize shall be For undersized crankpins and journals: let-
marked onGthe side of the crank arm No.1. ters MB
For undersized crankpins: letter M Fi
gure26
For undersized journals: letter B

70182

82.99
83.01

68.98
69.01

FILL THIS TABLE WITH OUTPUT SHAFT JOURNAL AND CRANKPIN MEASURED VALUES

SM 751 00(D-IVECO)-4-15
 Group 00, Engine(D-IVECO)

Figure 28

measured on > 45.5 mm radius

between adjacent journals 70183

OUTPUT SHAFT MAIN TOLERANCES

TOLERANCES TOLERANCE CHARACTERISTIC GRAPHIC SYMBOL

Roundness
SHAPE / /
Cilindricity
Parallelism //
DIRECTION Verticality
Straightness
POSITION Concentricity or coaxiality O

Circular oscillation
OSCILLATION Total oscillation
Taper
LEVELS OF IMPORTANCE FOR PRODUCT CHARACTERISTICS GRAPHIC SYMBOL
CRITICAL C

IMPORTANT
SECONDARY

MAIN BEARING ON TIMING INTERMEDIATE MAIN FIRST MAIN BEARING

SYSTEM CONTROL SIDE BEARINGS ON FRONT SIDE

70237

SM 751 00(D-IVECO)-4-16
 Group 00, Engine(D-IVECO)

Replacing oil pump control gear Finding journal clearance

Check that gear teeth (1) are not damaged or worn,Gother- Refit the output shaft (2).
wise remove it using the proper puller (3). Check the backlash between output shaft main journals
When fitting the new gear, heat it to 180ଇ for 10 minutes andGthe relevant bearings as follows:
in an oven and then key it to the output shaft. Fi
gure34
Fi
gure32

70161

clean accurately the parts and remove any trace of oil;

position a piece of calibratedwire (3) on the output
70184
shaftG pins (4) so that it is parallel to the longitudinal
axis;
Fitting main bearings fit caps (1), including the half bearings (2) on the rele-
vantGsupports.
NOTE Fi
gure35
Refit the main bearings that have not been
replaced,G in the same position found at
removal.

Main bearings (1) are supplied spare with 0.250 — 0.500

mmGundersize on the internal diameter.
NOTE
Do not try to adapt the bearings.

Clean accurately the main half bearings (1) having the

lubricating hole and fit them into their housings. 70186

The second last main half bearing (1) is fitted with shoul-
derGhalf rings.
Fi
gure33

70185

SM 751 00(D-IVECO)-4-17
 Group 00, Engine(D-IVECO)

Tighten the pre-lubricated screws (1) in the following
threeGsuccessive stages:
1st stage, with torque wrench to 50 · 6 Nm.
2nd stage, with torque wrench to 80 · 6 Nm.
Fi
gure36
Remove caps from supports.
The backlash between the main bearings and the pins is
found by comparing the width of the calibrated wire (2) at
the narrowest point with the scale on the envelope (1)
containing the calibrated wire.
The numbers on the scale indicate the backlash in mm.
Replace the half bearings and repeat the check if a differ-
entGbacklash value is found. Once the specified backlash
isG obtained, lubricate the main bearings and fit the sup-
ports byG tightening the fastening screws as previously
described.
Fi
gure38

70187

3rd stage, with tool 99395216 (1) set as shown in the

figure, tighten the screws (2) with 90 ¶ · 5 ¶ angle.
Fi
gure37

70189

Checking output shaft shoulder clearance

This check is performed by setting amagnetic-base dial
gaugeG (2) on the output shaft (3) as shown in the figure,
standardGvalue is 0.068 to 0.41.

70188
If higher value is found, replace main thrust half bearings
ofGthe second last rear support (1) and repeat the clearance
check between output shaft pins and main half bearings.
Fi
gure39

70190

SM 751 00(D-IVECO)-4-18
 Group 00, Engine(D-IVECO)

CONNECTING ROD — PISTON Remove split rings (1) from piston (2) using pliers
99360183G(3).
ASSEMBLY
Fi
gure41
NOTE
Pistons are supplied spare with 0.5 mm over-
size.

Figure 40

32613

Piston pin (1) split rings (2) are removed using a scriber
(3).
Fi
gure42
CONNECTING ROD, PISTON ASSEMBLY
COMPONENTS
1. Stop rings - 2. Pin - 3. Piston - 4. Split rings - 5. Screws -
6. Half bearings - 7. Connecting rod - 8. Bush.

32614

Figure 43

87760
MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

SM 751 00(D-IVECO)-4-19
 Group 00, Engine(D-IVECO)

PistonsOMeasuring piston diameterP The clearance between the piston and the cylinder barrel
canG be checked alsowith a feeler gauge (1) as shown in
Using a micrometer (2), measure the diameter of the pis-
the figure.
tonG(1) to determine the assembly clearance.
Fi
gure45
NOTE
The diameter shall be measured at 12 mm
from theGpiston skirt.
Fi
gure44

70192

32615

FOR F4BE--- ENGINES

Application with Intercooler

Fi
gure46

90530

MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

SM 751 00(D-IVECO)-4-20
 Group 00, Engine(D-IVECO)

Application without Intercooler

Fi
gure47

86471

MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

Piston pins Conditions for proper pin-piston coupling

To measure the piston pin (1) diameter use the micrometer Lubricate the pin (1) and its seat on piston hubs with
(2). engineG oil; the pin shall be fitted into the piston with a
Fi
gure48 slight fingerGpressure and shall not be withdrawn by grav-
ity.
Fi
gure49

18857

32619

SM 751 00(D-IVECO)-4-21
 Group 00, Engine(D-IVECO)

Split rings In this position, use a feeler gauge to check the clearance
(X)Gbetween ring and slot: found value shall be the speci-
Use a micrometer (1) to check split ring (2) thickness. fied one.
Fi
gure50 Fi
gure52

16552

41104

Check the clearance between the sealing rings (3) of the DIAGRAM FOR MEASURING THE CLEARANCE X
2ndG and 3rd slot and the relevant housings on the piston BETWEEN THE FIRST PISTON SLOT AND THE
TRAPEZOIDAL RING
(2), usingGa feeler gauge (1).
Fi
gure51 Use feeler gauge (1) to measure the clearance between the
ends of the split rings (2) fitted into the cylinder barrel (3).
Fi
gure53

32620 70194

Since the first sealing ring section is trapezoidal, the clear- Connecting rods
anceG between the slot and the ring shall be measured as Fi
gure54

follows:G make the piston (1) protrude from the engine

block so thatGthe ring (2) protrudes half-way from the cyl-
inder barrel (3).

87762

SM 751 00(D-IVECO)-4-22
 Group 00, Engine(D-IVECO)

NOTE Material removal is not allowed.

The surface of connecting rod and rod cap Fi
gure56
are knurled to ensure better coupling.
Therefore, it is recommended not to smooth
the knurls.
Fi
gure55

CONNECTING ROD BODY

CONNECTING CONNECTING
ROD BODY ROD BODY *

* *
*

CONNECTING ROD BODY

CONNECTING ROD BODY CONNECTING ROD BODY CONNECTING ROD BODY

-

70196

Bushes
86472
Check that the bush in the connecting rod small end is free
MAIN DATA FOR CONNECTING ROD, BUSH, PISTON from scoring or seizing and that it is not loosen. Otherwise
PIN AND HALF BEARINGS replace.
* Value for inside diameter to be obtained after driving in Removal and refitting shall be performed using the proper
connecting rod small end and grinding.
beater.
** Value not measurable in released condition
When refitting take care to make coincide the oil holes set
NOTE on the bush with those set on the connecting rod small
Every connecting rod is marked as follows: end. Grind the bush to obtain the specified diameter.
On body and cap with a number showing their cou-
pling and the corresponding cylinder. Checking connecting rods
In case of replacement it is therefore necessary to
mark the new connecting rod with the same num- Check that the axes of the connecting rods (1) are parallel
bers of the replaced one. using tool 99395363 (5) as follows:
On body with a letter showing theweight of the con- fit the connecting rod (1) on tool 99395363 (5) spindle
necting rod assembled at production: and lock it with screw (4);
• V, 1820 to 1860 (yellow marking);
• W, 1861 to 1900 (green marking);
• X, 1901 to 1940 (blue marking);
Spare connecting rods are of theWclass with green mark-
ing *.

SM 751 00(D-IVECO)-4-23
 Group 00, Engine(D-IVECO)

set the spindle (3) on V-blocks by resting the connect- Checking bending
ing rod (1) on the stop bar (2).
Check connecting rod (5) bending by comparing two
Fi
gure57 points C andD of the pin (3) on the vertical plane of the
connecting rod axis.
Position the vertical support (1) of the dial gauge (2) to
rest the latter on pin (3), point C.
Move the connecting rod forwards and backwards to find
pin top position, then in this condition reset the dial gauge
(2).
Move the spindle with the connecting rod (5) and repeat
the check of the top point on the opposite side D of the pin
(3). The difference between point Cand pointDshall not
exceed 0.08 mm.
Fi
gure59

61696

Checking torsion
Check connecting rod (5) torsion by comparing two points
(A and B) of pin (3) on the horizontal plane of the con-
necting rod axis.
Position the dial gauge (2) support (1) to obtain a preload
of approx. 0.5 mm on the pin (3) in point A and then set
the dial gauge (2) to zero. Move the spindle (4) with the
connecting rod (5) and compare any deviation on the
opposite side (B) of the pin (3): the difference between A 61695

and B shall not exceed 0.08 mm.

Fi
gure58 Fitting connecting rod-piston assembly Con-
necting rod-piston coupling
The piston crown is marked as follows:
1. Part number and design modification number;
2. Arrow showing piston assembling direction into cyl-
inder barrel, this arrow shall face the front key of the
engine block;
3. Marking showing 1st slot insert testing;

61694

SM 751 00(D-IVECO)-4-24
 Group 00, Engine(D-IVECO)

4. Manufacturing date. the cylinder barrel and the numbers (5) marked on the
Fi
gure60 connecting rod (5) are read as shown in the figure.
Fi
gure62

70198
70199
On piston crown, following references are printed:
1. Spare part number and design modification number; Fi
gure63

2. Manufacturing date.
3. Writing indicating the mounting mark of the piston
in the cylinder barrel; this writing must face block
front side;
Fi
gure61

84104

Position the piston (1) on the connecting rod according to

the diagram shown in the figure, fit the pin (3) and stop it
by the split rings (2).
Fi
gure64

84103

Connect piston (2) to connecting rod (4) with pin (3) so

that the reference arrow (1) for fitting the piston (2) into

72705

Fitting split rings

Use pliers 99360183 (3) to fit the split rings (1) on the pis-
ton (2).

SM 751 00(D-IVECO)-4-25
 Group 00, Engine(D-IVECO)

Split rings shall be fitted with the marking “TOP” facing Fitting connecting rod-piston assembly into
upwards and their openings shall be displaced with each
cylinder barrels
other by 120 ¶ .
Lubricate accurately the pistons, including the split rings
NOTE
and the cylinder barrel inside.
Split rings are supplied spare with the follow-
ing sizes: Use band 99360605 (2) to fit the connecting rod-piston
- standard, yellow marking; assembly (1) into the cylinder barrels and check the fol-
- 0.5 mm oversize, yellow/green marking; lowing:
Fi
gure65 the number of each connecting rod shall correspond to
the cap coupling number.
Fi
gure67

32613

70201

Fit half bearings (1) on connecting rod and cap.

- Split ring openings shall be displaced with each other
NOTE
by 120 ¶ ;
Refit the main bearings that have not been
- connecting rod-piston assemblies shall have the same
replaced, in the same position found at
weight;
removal. Do not try to adapt the half bear-
- the arrowmarked on the piston crown shall be facing
ings.
the front side of the engine block or the slot obtained
Fi
gure66 on the piston skirt shall be corresponding to the oil
nozzle position.
Fi
gure68

70200

70202

DIAGRAM FOR CONNECTING ROD-PISTON

ASSEMBLY FITTING INTO BARREL

SM 751 00(D-IVECO)-4-26
 Group 00, Engine(D-IVECO)

Finding crankpin clearance Apply tool 99395216 (1) to the socket wrench and
tighten screws (2) of 60 ¶ .
To measure the clearance proceed as follows:
Fi
gure71
- clean the parts accurately and remove any trace of
oil;
- set a piece of calibrated wire (2) on the output shaft
pins (1);
- fit the connecting rod caps (3) with the relevant half
bearings (4).
Fi
gure69

70205

Remove the cap and find the existing clearance by

comparing the calibrated wire width (1) with the scale
on the wire envelope (2).
Fi
gure72

70203

Lubricate the screws (1) with engine oil and then

tighten them to the specified torque using a torque
wrench (2).
Fi
gure70

70206

If a different clearance value is found, replace the half

bearings and repeat the check.
Once the specified clearance has been obtained, lubricate
the main half bearings and fit them by tightening the con-
necting rod cap fastening screws to the specified torque.
NOTE
70204 Before the final fitting of the connecting rod
cap fastening screws, check that their diame-
ter measured at the centre of the thread
length is not < 0.1mm than the diameter mea-
sured at approx. 10 mm from screw end.

SM 751 00(D-IVECO)-4-27
 Group 00, Engine(D-IVECO)

Check manually that the connecting rods (1) are sliding CYLINDER HEAD
axially on the output shaft pins and that their end float,
measured with feeler gauge (2) is 0.250 to 0.275 mm.
Removing the valves
Fi
gure73
Intake (1) and exhaust (2) valves have heads with differ-
ent diameter.
NOTE
Should cylinder head valves be not replaced,
number them before removing in order to
refit them in the same position.
A = intake side
Fi
gure75

70207
2

Checking piston protrusion

Once connecting rod-piston assemblies refitting is over,
use dial gauge 39395603 (1) fitted with base 99370415 (2) A
to check piston (3) protrusion at T.D.C. with respect to the
top of the engine block.
75750
Protrusion shall be 0.28 to 0.52 mm.
Fi
gure74
Valve removal shall be performed using tool 99360268
(1) and pressing the cap (3) so that when compressing the
springs (4) the cotters (2) can be removed. Then remove
the cap (3) and the springs (4).
Repeat this operation for all the valves.
Overturn the cylinder head and withdraw the valves (5).
Fi
gure76

1 2
70208 3
4

75751

Sealing rings (1) for intake valves are yellow.

SM 751 00(D-IVECO)-4-28
 Group 00, Engine(D-IVECO)

NOTE Distortion found along the whole cylinder head shall not
Sealing rings (2) for exhaust valves are green. exceed 0.20 mm.
Remove sealing rings (1 and 2) from the If higher values are found grind the cylinder head accord-
valve guide. ing to values and indications shown in the following fig-
Fi
gure77 ure.
The rated thickness A for the cylinder head is 95 · 0.25
mm, max. metal removal shall not exceed thickness B by
2 1 mm.
NOTE
After grinding, check valve sinking. Regrind
the valve seats, if required, to obtain the
specified dimensions.
Fi
gure79

1 D

0,4 C
0,0
25 /¯25,4

75752

A B
Checking cylinder head wet seal
This check shall be performed using the proper tools.
0,4 TO TAL C
Use a pump to fill with water heated to approx. 90ଇ and 2 0,0
1 /¯50

to 3 bar pressure.
75756
Replace the cup plugs (1) if leaks are found, use the
proper beater for their removal/refitting.
NOTE
Before refitting, smear the plug surfaces with
water-repellent sealant.

Replace the cylinder head if leaks are found.

Fi
gure78

75753

Checking cylinder head supporting surface

SM 751 00(D-IVECO)-4-29
 Group 00, Engine(D-IVECO)

VALVES Check the valve stem (1) using a micrometer (2), it shall
be 7.943 to 7.963.
Figure 80
Fi
gure82
EX H A UST IN TA KE
VA LVE VA LVE

18882

42.13 45.13
41.87 44.87
Checking clearance between valve stem and
70326
valve guide and valve centering
INTAKE AND EXHAUST VALVE MAIN DATA Use a magnetic base dial gauge (1) set as shown in the fig-
ure, the assembling clearance shall be 0.056 0.096 mm.
Removing carbon deposits, checking and Turn the valve (2) and check that the centering error is not
grinding valves exceeding 0.03 mm.
Fi
gure83
Remove carbon deposits from valves using the proper
metal brush.
1
Check that the valves show no signs of seizing, scoring or
cracking. 2
Regrind the valve seats, if required, using tool 99305018
and removing as less material as possible.
Fi
gure81

75757

18625

SM 751 00(D-IVECO)-4-30
 Group 00, Engine(D-IVECO)

VALVE GUIDE VALVE SEATS

Use a bore dial gauge to measure the inside diameter of
the valve guides, the read value shall comply with the Regrinding — replacing the valve seats
value shown in the figure.
Check the valve seats (2). If slight scoring or burnout is
Fi
gure84 found, regrind seats using tool 99305014 (1) according to
the angle values shown in Figure 86.
Fi
gure85

INTAKE EXH AU ST
84046 75754

Should valve seats be not reset just by regrinding, replace them with the spare ones. Use tool 99305019 (Figure 85) to
remove as much material as possible from the valve seats (take care not to damage the cylinder head) until they can be
extracted from the cylinder head using a punch.
Heat the cylinder head to 80ଇ- 100ଇ and using the proper beater, fit the new valve seats, previously cooled, into the cyl-
inder head.
Use tool 99305019 to regrind the valve seats according to the values shown in Figure 86.
Figure 86

29.5º 36.5º
30.5º 37.5º

60º
45º
74.5º
75.5º
59.5º
60.5º

4.64 4.06
4.38 4.32
INTAKE EXHAUST
VALVE SEAT MAIN DATA 75755

SM 751 00(D-IVECO)-4-31
 Group 00, Engine(D-IVECO)

After regrinding, check that valve (3) sinking value is the FITTING CYLINDER HEAD
specified one by using the base 99370415 (2) and the dial
gauge 99395603 (1). Lubricate the valve stems (1) and fit them into the relevant
valve guides according to the position marked at removal.
Fi
gure87
Fit the sealing rings (2 and 3) on the valve guide.
NOTE
1 Sealing rings (2) for intake valves are yellow
and sealing rings (3) for exhaust valves are
2
green.
3 Fi
gure89

3 1

75758

1
VALVE SPRINGS
2
Before refitting use tool 99305047 to check spring flexi-
bility. Compare load and elastic deformation data with
75759
those of the new springs shown in the following table.
Fi
gure88
Position on the cylinder head: the spring (4), the upper cap
(3); use tool 99360268 (1) to compress the spring (4) and
lock the parts to the valve (5) by the cotters (2).
Fi
gure90

1 2
3
4

50676
6
MAIN DATA TO CHECK INTAKE AND EXHAUST
VALVE SPRINGS
5
Height Under a load of
75751
H (free) 63.50 N

H1 49.02 329 Refitting the cylinder head

H2 38.20 641 Check cleanness of cylinder head and engine block cou-
pling surface.
75759 Take care not to foul the cylinder head gasket.
75751 Set the cylinder head gasket (1) with the marking “N. of
component” (1) facing the head.
Figure 89

SM 751 00(D-IVECO)-4-32
 Group 00, Engine(D-IVECO)

The arrow shows the point where the gasket thickness is NOTE
given. Before re-utilising the bolts for the cylinder
Fi
gure91 head, verify there is no evidence of wear or
deformation and in that case replace them.

87759

There are two types of head seals,for thethickness(1.25mm

Type A and1.15 mm Type B) take the followingmeasures:
- for each piston detect, as indicated on Figure 92, at a
distance of 45 mm from the centre of the piston
overhandings S1 and S2 in relation to the engine base
upper plane then calculate the average:

Scil1 = S1+ S2
2
For 4 cylinder versions:
Repeat theoperation for pistons2,3and4 and calculate the
average value.
Scil1 + Scil2 + Scil3 + Scil4
S=
4
For 6 cylinder versions:
Repeat the operation for pistons2,3,4,5 and6 andcalculate
the average value.
Scil1 + Scil2 + Scil3 + Scil4 + Scil5 + Scil6
S=
6
If Sis > 0,40 mm use sealtype A.
If Sis < 0,40 mm use sealtype B.

Figure 92

88775

SM 751 00(D-IVECO)-4-33
 Group 00, Engine(D-IVECO)

TIGHTENING TORQUE (FOR 4 AND 6 CYL.)

TORQUE
COMPONENT
Nm kgm
Cooling Nozzles (M8x1.25x10) 15± 3 1.5 ± 0.3
Main bearing cap 1st stage 50 ± 6 5.0 ± 0.6
2nd stage 80 ± 6 8.0 ± 0.6
3rd stage 90º± 5º
Rear gear housing assembly 2.4 ± 0.4
(M8x1.25x40) 24± 4
2.4 ± 0.4
(M8x1.25x25) 24± 4
(M10x1.5) 4.9 ± 0.5
49 ± 5
Oil pump (M8x1.25x30) 8± 1 0.8 ± 0.1
Front cover assembly
(M8x1.25x45) 24± 4 2.4 ± 0.4
(M8x1.25x30) 24± 4 2.4 ± 0.4
Connecting rod bolts (M11x1.25) 1st stage 30 ± 3 3.0 ± 0.3
2nd stage 60 ± 5 6.0 ± 0.5
3rd stage 60º± 5º
Ladder frame assembly (M10x1.25x25) 43 ± 5 4.3 ± 0.5
Oil rifle plugs
(M10x1) 6± 1 0.6 ± 0.1
(M14x1.5) 11± 2 1.1 ± 0.2
Assemble oil suction tube (M8x1.25x20) 24± 4 2.4 ± 0.4
Oil pan assembly
(M8x1.25x25) 24± 4 2.4 ± 0.4
(M18x1.50) 60 ± 9 6.0 ± 0.9
Set timing pin 5±1 0.5 ± 0.1
Fuel pump assembly
M8 screw 24± 4 2.4 ± 0.4
M6 screw 10 ± 1 1.0 ± 0.1
M6 nut 10 ± 1 1.0 ± 0.1
M10x1.5 flange head nuts pre-torque 10 -15 1.0 -1.5
Final torque 50 -55 5.0 -5.5
Fuel pump gear (drive gear nut) Snug torque 15-20 1.5 -2.0
Final torque 85 -90 8.5 -9.0
Timing pin cap of fuel pump 30 -35 3.0 - 3.5
Rocker assys (M8) 24± 4 2.4 ± 0.4
Cylinder head bolts
(M12x70) 50 + 90º 5.0 + 90º
(M12x140) 40 + 180º 4.0 + 180º
(M12x180) 70 + 180º 7.0 + 180º
Assy rocker covers (M8x1.25x25) 24± 4 2.4 ± 0.4
Intake manifold (M8x1.25) 24± 4 2.4 ± 0.4
Assy air intake connection (M8x1.25) 24± 4 2.4 ± 0.4
Oil bypass valve into lube filter head (M22x1.5x10) 80 ± 8 8.0 ± 0.8
Plug (M12x1.5x12) 10 ± 1 1.0 ± 0.1
Exhaust manifold (M10x1.5x65) 43 ± 6 4.3 ± 0.6
Water pump (M8x1.25x25) 24± 4 2.4 ± 0.4
Water outlet connection
(M8x1.25x35) 24± 4 2.4 ± 0.4
(M8x1.25x70) 24± 4 2.4 ± 0.4
Fan support (M10x1.5x20) 33± 5 3.3 ± 0.5
Fan pulley
(M6) 10 ± 2 1.0 ± 0.2

SM 751 00(D-IVECO)-4-34
 Group 00, Engine(D-IVECO)

TO RQ U E
COMPONENT
Nm kgm
Rear lifting bracket (M12x1.75x30) 77 ± 12 7.
7 ± 1.2
Crankshaft pulley (M12x1.75x10.9) 110 ± 5 11.0 ± 0.
5
Flywheel housing
(M12x120) 85 ± 10 8.
5 ± 1.
0
(M12x80) 85 ± 10 8.
5 ± 1.
0
(M10x80) 49 ± 5 4.
9 ± 0.
5
(M10x40) 49 ± 5 4.
9 ± 0.
5
Flywheel housing (M12x1.25) 1st stage 30 ± 4 3.
0 ± 0.
4
2nd stage 60º± 5º
Assy rear cover plate to flywheel housing (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Fuel injectors 60 ± 5 6.0 ± 0.5
Fuel lift pump 24 ± 4 2.4 ± 0.4
Turbocharger to exhaust manifold (M10) 43 ± 6 4.3 ± 0.6
Oil feed to oil filter head 24 ± 4 2.4 ± 0.4
Oil feed to turbocharger (M12x1.5) 35 ± 5 3.5 ± 0.5
Oil drain (M8x1.25x16) 24 ± 4 2.4 ± 0.4
Alternator to alternator support (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Alternator to water inlet conn. assy (M8x1.25x30) 24 ± 4 2.4 ± 0.4
Lower alternator mounting (M10x1.25x25) 24 ± 4 2.4 ± 0.4
Alternator upper pivot to support (M10) 49 ± 5 4.9 ± 0.5
Alternator mounting hardware (M12x1.75x120) 43 ± 6 4.3 ± 0.6
Alternator wiring (M6x1.0 nut) 10 ± 2 1.0 ± 0.2
Starter motor to gear case (M10) 49 ± 5 4.9 ± 0.5
Screw M8 for fastening cylinder barrel lubricating nozzles 15 ± 3 1.5 ± 0.3
Screw M12 for fastening output shaft caps 1ststage 50 ± 6 5 ± 0.6
2nd sa
stage 80 ± 6 8 ± 0.6
3rd stage 90º± 5º
Screw M8 for fastening camshaft longitudinal retaining plate 24 ± 4 2.4 ± 0.4
Screw M8 for fastening camshaft gear 36 ± 4 3.6 ± 0.4
Screw M11 for fastening connecting rod caps 1st stage
a 60 ± 5 6 ± 0.5
2nd stage 60º± 5º

SM 751 00(D-IVECO)-4-35
 Group 00, Engine(D-IVECO)

Section 5

TOOLS

TOOLS
TOOL NO. DESCRIPTION

99305019 Kit for valve seat regrinding

99305047 Spring load tester

Revolving stand for overhauling units (700 daN/m capacity, 120

99322205 N/m torque)

99340035 Injection pump gear extractor.

99340055 Tool to remove output shaft front gasket

99340056 Tool to remove output shaft rear gasket

SM 751 00(D-IVECO)-5-1
 Group 00, Engine(D-IVECO)

TOOLS
TOOL NO. DESCRIPTION

99340205 Tool to remove injectors

99346252 Tool for fitting output shaft front gasket

99346253 Tool for fitting output shaft rear gasket

99360076 Tool to remove oil filter (engine)

99360183 Pliers for removing/refitting piston rings (65 . 110 mm)

99360268 Tool for removing/refitting engine valves

SM 751 00(D-IVECO)-5-2
 Group 00, Engine(D-IVECO)

TOOLS
TOOL NO. DESCRIPTION

99360330 Flywheel crank handle (*)

99360339 Tool for stopping the engine flywheel (**)

99360344 Adapter, cylinder compression test (use with 99395682)

99360351 Tool for flywheel holding (***)

99360362 Driver for removing/refitting camshaft bushes (to be used with

993700069)

99360500 Tool for lifting the output shaft

SM 751 00(D-IVECO)-5-3
 Group 00, Engine(D-IVECO)

TOOLS
TOOL NO. DESCRIPTION

99360595 Lifting rig for engine removal/refitting

99360605 Band for fitting piston into cylinder barrel (60 . 125 mm)

99361037 Brackets for fastening engine to revolving stand 99322205

99363204 Tool to remove gaskets

99365195 Comparator holder tool for injection pump timing

(to be used with 99395604) (*****)

99367121 Tool to remove gaskets

SM 751 00(D-IVECO)-5-4
 Group 00, Engine(D-IVECO)

TOOLS
TOOL NO. DESCRIPTION

9999370006 Interchangeable willow handgrip

99370415 Gauge base for different measurements (to be used with

99395603)

99395097 Tool to check top dead centre (use with 99395604)

99395100 Dial gauge holder for rotary injection pump timing (use with
99395603)

99395216 Pair of gauges with ½ ”and ¾ ”square head for angle

tightening

99395220 All-purpose goniometer/Inclinometer

SM 751 00(D-IVECO)-5-5
 Group 00, Engine(D-IVECO)

TOOLS
TOOL NO. DESCRIPTION

99395363 Complete bush testing square

99395603 Dial gauge (0 . 5 mm)

99395604 Dial gauge (0 . 10 mm)

99395682 Diesel fuel engine cylinder compression control device

SM 751 00(D-IVECO)-5-6

APPENDIX
SAFETY PRESCRIPTIONS
Particular attention shall be drawn on some precautions
that must be followed absolutely in a standard working
area and whose non fulfillment will make any other mea-
sure useless or not sufficient to ensure safety to the per-
sonnel in-charge of maintenance.
Be informed and inform personnel as well of the laws in
force regulating safety, providing information documenta-
tion available for consultation.
Keep working areas as clean as possible, ensuring ade-
quate aeration.
Ensure that working areas are provided with emer-
gency boxes, that must be clearly visible and always
provided with adequate sanitary equipment.
Provide for adequate fire extinguishing means, prop-
erly indicated and always having free access. Their
efficiency must be checked on regular basis and the
personnelmust be trained on intervention methods and
priorities.
Organize and displace specific exit points to evacuate
the areas in case of emergency, providing for adequate
indications of the emergency exit lines.
Smoking in working areas subject to fire danger must
be strictly prohibited.
ProvideWarnings throughout adequate boards signal-
ing danger, prohibitions and indications to ensure easy
comprehension of the instructions even in case of
emergency.
Prevention of injury
Do not wear unsuitable cloths for work, with fluttering
ends, nor jewels such as rings and chains when work-
ing close to engines and equipment in motion.
Wear safety gloves and goggles when performing the
following operations:
filling inhibitors or anti-frost
lubrication oil topping or replacement
utilization of compressed air or liquids under pressure
(pressure allowed: ˺ 2 bar)
Wear safety helmet when working close to hanging
loads or equipment working at head height level.
Always wear safety shoeswhen and cloths adhering to
the body, better if provided with elastics at the ends.
Use protection cream for hands.
Change wet cloths as soon as possible
In presence of current tension exceeding 48-60 V ver-
ify efficiency of earth andmass electrical connections.
SM 751
Group 00, Engine(D-IVECO)
Ensure that hands and feet are dry and execute work-
ing operations utilizing isolating foot-boards. Donot
carry out working operations if not trained for.
Do not smoke nor light up flames close to batteries
and to any fuel material.
Put the dirty rags with oil, diesel fuel or solvents in
anti-fire specially provided containers.
Do not execute any intervention if not provided with
necessary instructions.
Do not use any tool or equipment for any different
operation from the ones they’ve been designed and
provided for: serious injury may occur.
In case of test or calibration operations requiring
engine running, ensure that the area is sufficiently aer-
ated or utilize specific vacuum equipment to eliminate
exhaust gas. Danger: poisoning and death.
During maintenance
Never open filler cap of cooling circuit when the
engine is hot. Operating pressure would provoke high
temperature with serious danger and risk of burn. Wait
unit the temperature decreases under 50C.
Never top up an overheated engine with cooler and
utilize only appropriate liquids.
Always operate when the engine is turned off: whether
particular circumstances require maintenance inter-
vention on running engine, be aware of all risks
involved with such operation.
Be equipped with adequate and safe containers for
drainage operation of engine liquids and exhaust oil.
Keep the engine clean from oil tangles, diesel fuel and
or chemical solvents.
Use of solvents or detergents during maintenance may
originate toxic vapors. Always keep working areas
aerated. Whenever necessary wear safety mask.
Do not leave rags impregnated with flammable sub-
stances close to the engine.
Upon engine start after maintenance, undertake proper
preventing actions to stop air suction in case of run-
away speed rate.
Do not utilize fast screw-tightening tools.
Never disconnect batteries when the engine is running.
Disconnect batteries before any intervention on the
electrical system.
Disconnect batteries from system aboard to load them
with the battery loader.
After every intervention, verify that battery clamp
polarity is correct and that the clamps are tight and
safe from accidental short circuit and oxidation.
00(D-IVECO)-5-7
 Group 00, Engine(D-IVECO)

Do not disconnect and connect electrical connections be aerated, far from heat sources and not exposed to
in presence of electrical feed. fire danger.
Before proceeding with pipelines disassembly (pneu- Handle the batteries with care, storing them in aerated
matic, hydraulic, fuel pipes) verify presence of liquid environment and within anti-acid containers. Warning:
or air under pressure. Take all necessary precautions battery exhalation represent serious danger of intoxi-
bleeding and draining residual pressure or closing cation and environment contamination.
dump valves. Always wear adequate safety mask or
goggles.
Non fulfillment of these prescriptions may cause seri-
ous injury and poisoning.
Avoid incorrect tightening or out of couple. Danger:
incorrect tightening may seriously damage engine’s
components, affecting engine’s duration.
Avoid priming from fuel tanks made out of copper
alloys and/or with ducts not being provided with fil-
ters.
Do not modify cable wires: their length shall not be
changed.
Do not connect any user to the engine electrical equip-
ment unless specifically approved by Iveco.
Do not modify fuel systems or hydraulic system unless
Iveco specific approval has been released. Any unau-
thorized modification will compromise warranty assis-
tance and furthermore may affect engine correct
working and duration. For engines equipped with elec-
tronic gearbox:
Do not execute electric arc weldingwithout having pri-
ory removed electronic gearbox.
Remove electronic gearbox in case of any intervention
requiring heating over 80ºC temperature.
Do not paint the components and the electronic con-
nections.
Do not vary or alter any data filed in the electronic
gearbox driving the engine. Any manipulation or alter-
ation of electronic components shall totally compro-
mise engine assistance warranty and furthermore may
affect engine correct working and duration.

Respect of the Environment

Respect of the Environment shall be of primary impor-
tance: all necessary precautions to ensure personnel’s
safety and health shall be adopted.
Be informed and inform the personnel as well of laws
in force regulating use and exhaust of liquids and
engine exhaust oil. Provide for adequate board indica-
tions and organize specific training courses to ensure
that personnel is fully aware of such law prescriptions
and of basic preventive safety measures.
Collect exhaust oils in adequate specially provided
containers with hermetic sealing ensuring that storage
is made in specific, properly identified areas that shall

SM 751 00(D-IVECO)-5-8
 Group 00, Engine(D-IVECO)

Section 6

Engine Replacement

Engine Replacement 6. Set the engine onto the mounting isolators. Set
mounting bolts in place but do not tighten. The
Before beginning engine replacement, make sure the truck engine may have to be shifted to line up with the
parked with the parking brake applied and wheels transmission.
chocked. To replace the engine:
1. Make sure the hoist and chains or engine stand you
are using is of adequate capacity to safely lift the
engine.
2. Hook the hoist chains to the engine lifting eyes.

7. Connect the engine to the transaxle (or hydrostatic

3. Slowly lift the engine and move it into place over the transmission pump) .
truck frame.
8. Torque engine mounting bolts to 170-190 Nm (125-
4. Make sure there are no wires, cables, hoses, or other 140 ft-lb).
equipment in the way of lowering the engine into the
9. Align and connect the exhaust pipe to the engine ter-
frame.
bocharge manifold using.
5. Slowly begin lowering the engine into the frame. V-type Clamp

! WARNING Exhaust manifold

Never use your hands to move the engine in
the frame. Always use a pry bar to gently
shift or hold the engine in place. After the
engine is in place, keep the hoist chains
attached and keep slack out of the chains.
Remove the chains only when the engine is
securely mounted in the truck frame and
remounted with the transmission.

SM 751 00(D-IVECO)-6-1

10. Reconnect the radiator hoses between the radiator
and the water pump and the thermostat of the engine,
as described in Group 01. Before reinstallation,
check that hoses are in good condition with no dry-
ing, cracking, or splitting.
11. Uncap and reconnect the fuel line at the fuel tank.
Make sure the hose is in good condition with no dry-
ing, cracking, or splitting evident. Torque band
clamp to 0.8-1.0 Nm (0.6-0.73 ft-lb).
A Neg.
VIEW A
Fuel hose
Band clamp
12. Reconnect the wiring. See Group 13 for drawings
that show the wiring harness and component connec-
tion points on the engine.
13. On the standard transaxle truck, reconnect the accel-
erator linkage and adjust length using the adjustment
nuts. See Group 02 for throttle linkage adjustments.
Accelerator
Cable Bracket
Throttle Lever
SM 751
Group 00, Engine(D-IVECO)
14. Check the engine air cleaner and hoses. See Group 3
for complete details. Set the aircleaner and hoses in
place and align before tightening clamps and mount-
ing nuts. Torque the base-mounting nuts to 20-25
Nm (14.8-18.5 ft-lb); torque hose-to-engine clamp
to 1.9-2.9 Nm (1.4-2.1 ft-lb).
15. Check the battery and reconnect the cables to the bat-
tery posts and to the starter and ground.
Negative cable
grounded to frame
Battery cable
Battery x2
Positive cable to
starter solenoid
To engine From battery Side
frame LH
Engine starter
Battery cable positive
motor
a. Torque the terminal nuts at the battery posts to
14-20 Nm (10.3-14.8 ft-lb).
b. Torque the nut on the starter terminal to 10-12
Nm (90-110 in-lb; 7.5-9.1 ft-lb).
c. Install covers over cable ends after assembly.
16. Assembly the rear hood according to the procedures
in Group 38.
17. Close engine drain valve and fill radiator according
to the prodedures presented in “Engine Cooling Sys-
tem Testing and Maintenance” in Group 01. Check
inlet and outlet hoses for leaks.
18. Restart the engine and check all truck electrical,
hydraulic, and mechanical components for proper
operation before returning the truck to service.
00(D-IVECO)-6-2
 GROUP 00(D-Kubota)

GROUP 00(D-Kubota)

ENGINE

(Kubota)

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

Check and Maintenance ........................... Section 2

Mechanism ................................................. Section 3

Servicing ..................................................... Section 4

00(D-Kubota)-0-1
 Group 00(D-Kubota), Engine

Section 1
GENERAL
1. SPECIFICATIONS
Model V3800DI-T-E2B (Tier2) V3800DI-T-E3B (Tier3)
Number of Cylinder 4
Type Vertical, water-cooled, 4-cycle DI diesel engine
Bore × Stroke 100 × 120 mm (3.94 × 4.72 in.)
Total Displacement 3769 cm3 (230 cu.in.)
61.3 kW / 2600 min-1(rpm)
ISO Net Continuous
(82.2 HP / 2600 min-1 (rpm))
70.6 kW / 2600 min-1 (rpm)
ISO / SAE Net Intermittent
(94.6 HP / 2600 min-1 (rpm))
72.8 kW / 2600 min-1 (rpm)
SAE Gross Intermittent
(97.6 HP / 2600 min-1 (rpm))
Maximum Bare Speed 2800 min-1 (rpm)
Minimum Bare Idling Speed 775 to 825 min-1 (rpm)
Combustion Chamber Reentrant Type, Center Direct Injection Type (E-CDIS)
Fuel Injection Pump Bosch Type Mini Pump
Governor All sp eed mechanical governor
Direction of Rotation Counter-clockwise (Viewed from flywheel side)
Injection Nozzle Bosch P Type
Injection Timing 0.23 rad (13.0 °) before T.D.C. . rad ( 6.0 °) before T.D.C.
010
Firing Order 1-3-4-2
Injection Pressure 1st stage 18.6 MPa (190 kgf/cm2, 2702 psi), 2st stage 23.5 MPa (240 kgf/cm2, 3414 psi)
Compression Ratio 19.0
Lubricating System Forced lubrication by trochoid pump
Oil Pressure Indicating Electrical Type Switch
Lubricating Filter Full Flow Paper Filter (Cartridge Type)
Cooling System Pressurized radiator, forced circulation with water pump
Starting System Electric Starting with Starter
Starting Motor 12 V, 3.0 kW
Starting Support Device Intake Air Heater in Intake Manifold

External EGR
EGR NONE (EGR Cooler + Mechanical EGR
Valve + Reed Valve)

Battery 12 V, 136 AH, equivalent

Charging Alternator 12 V, 540 W
Fuel Diesel Fuel No. 2-D (ASTM D975)

Lubricating Oil Class CF lubricating oil as per API classification is recommended.

Lubricating Oil Capacity 13.2 L ( 3.49 U .S.g al s)

Weight (Dry) 257 kg (566.6 lbs) 288 kg (635 lbs)
* The specification described above is of the standard engine of each model.
* Conversion Formula : HP = 0.746 kW, PS = 0.7355 kW

00(D-Kubota)-1-1
 Group 00(D-Kubota), Engine

2. DIMENSIONS

6KGT

=8&+6'$?6KGT

00(D-Kubota)-1-2
 Group 00(D-Kubota), Engine

Section 2
CHECK AND MAINTENANCE

1. MAINTENANCE CHECK LIST

To maintain long-lasting and safe engine performance, make it a rule to carry out regular inspections by following
the table below.
Service Interval
Item Every Every Every Every 1 Every Every Every
Initial Every Every
50 hrs 50 hrs 250 500 1000 or 2 1500 3000 1 year 2
hrs hrs hrs months hrs hrs years
Changing engine oil
Replacing oil filter cartridge
*Checking fuel hoses and clamps
*Cleaning air filter element
(Replace the element after 6 times cleanings)
*Cleaning fuel filter
Checking battery electrolyte level
Checking radiator hoses and clamps
*Checking intake air line
Checking fan belt tension and damage
*Replacing fuel filter cartridge
Replacing fan belt
Cleaning radiator interior
Checking valve clearance
Recharging battery
*Checking injection nozzle condition
*Checking turbocharger
Checking fuel injection pump
*Checking injection timing (spill timing)
*Replacing air filter element
Changing radiator coolant (L.L.C.)
Replacing radiator hoses and clamps
*Replacing fuel hoses and clamps
*Replacing intake air line
Replacing battery
* The items listed above (* marked) are registered as emission related critical parts by KUBOTA in the U.S.EPA
nonroad emission regulation.
As the engine owner, you are responsible for the performance of the required maintenance on the engine according
to the above instruction.

00(D-Kubota)-2-1
 Group 00(D-Kubota), Engine

CAUTION
• When changing or inspecting, be sure to level and stop the engine.
NOTE
Engine Oil :
• Refer to the following table for the suitable American Petroleum Institute (API) classification of engine oil
according to the engine type (with internal EGR, external EGR or non-EGR) and the Fuel Type Used :
(Low Sulfur, Ultra Low Sulfur or High Sulfur Fuels).
Engine oil classification (API classification)
Fuel Type Engines with non-EGR
Engines with external EGR
Engines with internal EGR
CF
High Sulfur Fuel
(If the "CF-4, CG-4, CH-4, or CI-4" engine
[0.05 % (500 ppm) ≤
oil is used with a high-sulfur fuel, change –
Sulfur Content <
the engine oil at shorter intervals.
0.50 % (5000 ppm)]
(approximately half))
Low Sulfur Fuel
[Sulfur Content <
CF or CI-4
0.05 % (500 ppm)] or
CF, CF-4, CG-4, CH-4 or CI-4 (Class CF-4, CG-4 and CH-4 engine oils
Ultra Low Sulfur Fuel
cannot be used on EGR type engines.)
[Sulfur Content <
0.0015 % (15 ppm)]
EGR : Exhaust Gas Re-circulation

• CJ4 classification oil is intended for use in engines equipped with DPF (Diesel Particulate Filter) and is Not
Recommended for use in E3 specification engines.
• Oil used in the engine should have API classification and Proper SAE Engine Oil Viscosity according to
the ambient temperatures where the engine is operated.
• With strict emission control regulations now in effect, the CF-4 and CG-4 engine oils have been developed
for use with low sulfur fuels, for On-Highway vehicle engines. When a Non-Road engine runs on high
sulfur fuel, it is advisable to use a "CF or better" classification engine oil with a high Total Base Number
(a minimum TBN of 10 is recommended).
Fuel :
• Cetane Rating : The minimum recommended Fuel Cetane Rating is 45. A cetane rating greater than 50 is
preferred, especially for ambient temperatures below −20 °C (−4 °F) or elevations above 1500 m (5000 ft).
• Diesel Fuel Specification Type and Sulfur Content % (ppm) used, must be compliant with all applicable
emission regulations for the area in which the engine is operated.
• Use of diesel fuel with sulfur content less than 0.10 % (1000 ppm) is strongly recommended.
• If high-sulfur fuel (sulfur content 0.50 % (5000 ppm) to 1.0 % (10000 ppm)) is used as a diesel fuel, change
the engine oil and oil filter at shorter intervals. (approximately half)
• DO NOT USE Fuels that have sulfur content greater than 1.0 % (10000 ppm).
• Diesel fuels specified to EN 590 or ASTM D975 are recommended.
• No.2-D is a distillate fuel of lower volatility for engines in industrial and heavy mobile service. (SAE J313
JUN87)
• Since Our diesel engines of less than 56 kW (75 hp) utilize EPA Tier 4 and Interim Tier 4 standards,
the use of low sulfur fuel or ultra low sulfur fuel is mandatory for these engines, when operated in US EPA
regulated areas. Therefore, please use No.2-D S500 or S15 diesel fuel as an alternative to No.2-D, and use
No.1-D S500 or S15 diesel fuel as an alternative to No.1-D for ambient temperatures below −10 °C (14 °F).

1) SAE : Society of Automotive Engineers

2) EN : European Norm
3) ASTM : American Society of Testing and Materials
4) US EPA : United States Environmental Protection Agency
5) No.1-D or No.2-D, S500 : Low Sulfur Diesel (LSD) less than 500 ppm or 0.05 wt.%
No.1-D or No.2-D, S15 : Ultra Low Sulfur Diesel (ULSD) 15 ppm or 0.0015 wt.%
00(D-Kubota)-2-2
 Group 00(D-Kubota), Engine

2. CHECK AND MAINTENANCE

[1] DAILY CHECK POINTS
Checking Engine Oil Level
1. Level the engine.
2. To check the oil level, draw out the dipstick (1), wipe it clean,
reinsert it, and draw it out again.
Check to see that the oil level lies between the two notches.
3. If the level is too low, add new oil to the specified level.
IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, drain old oil. Never mix two different types of
oil.
NOTE
• Be sure to inspect the engine, locating it on a horizontal
place. If placed on gradients, accurately, oil quantity may
not be measured.
• Be sure to keep the oil level between upper and lower limits
of the dipstick. Too much oil may cause a drop in output or
excessive blow-by gas. On the closed breather type engine
in which mist is sucked through port, too much oil may
caused oil hammer. While too little oil, may seize the
engine’s rotating and sliding parts.
(1) Dipstick (a) Maximum
(b) Minimum

00(D-Kubota)-2-3
 Group 00(D-Kubota), Engine

Checking and Replenish Coolant

1. Without recovery tank :
Remove the radiator cap (1) and check to see that the coolant
level is just below the port.
With recovery tank (2) :
Check to see that the coolant level lies between FULL (A) and
LOW (B).
2. If coolant level is too low, check the reason for decreasing
coolant.
(Case 1)
If coolant is decreasing by evaporation, replenish only fresh, soft
water.
(Case 2)
If coolant is decreasing by leak, replenish coolant of the same
manufacture and type in the specified mixture ratio (fresh, soft
water and L.L.C.). If the coolant brand cannot be identified, drain
out all of the remaining coolant and refill with a totally new brand
of coolant mix.

CAUTION
• Do not remove the radiator cap until coolant temperature is
below its boiling point. Then loosen the cap slightly to
relieve any excess pressure before removing the cap
completely.
IMPORTANT
• During filling the coolant, air must be vented from the engine
coolant passages. The air vents by jiggling the radiator
upper and lower hoses.
• Be sure to close the radiator cap securely. If the cap is loose
or improperly closed, coolant may leak out and the engine
could overheat.
• Do not use an antifreeze and scale inhibitor at the same time.
• Never mix the different type or brand of L.L.C..
(1) Radiator Cap A: FULL
(2) Recovery Tank B: LOW

00(D-Kubota)-2-4
 Group 00(D-Kubota), Engine

[2] CHECK POINTS OF INITIAL 50 HOURS

Changing Engine Oil
#
CAUTION
• Be sure to stop engine before changing engine oil.
1. Start and warm up the engine for approx. 5 minutes.
2. Place an oil pan underneath the engine.
3. To drain the used oil, remove the drain plug (1) at the bottom of
the engine and drain the oil completely.
4. Screw the drain plug (1).
5. Fill new oil up to upper line on the dipstick (2).

<A> ; V3800DI-T-E2B Engine (Tier2)

<B> ; V3800DI-T-E3B Engine (Tier3)

IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
$
5GG.WDTKECVKPI1KN
• Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40

13.2 L
Engine oil capacity
3.49 U.S.gals

(1) Drain Plug (2) Dipstick

Replacing Oil Filter Cartridge

CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge

00(D-Kubota)-2-5
 Group 00(D-Kubota), Engine

Fan Belt Tension

1. Measure the deflection (A), depressing the belt halfway between
the fan drive pulley and alternator pulley at specified force 98 N
(10 kgf, 22 lbs).
2. If the measurement is not within the factory specifications, loosen
the alternator mounting screws and relocate the alternator to
adjust.
10 to 12 mm
Deflection (A) Factory spec.
0.394 to 0.472 in.

(A) Deflection

[3] CHECK POINT OF EVERY 50 HOURS

Checking Fuel Hose and Clamp Bands
1. If the clamp (2) is loose, apply oil to the threads and securely
retighten it.
2. The fuel hose (3) is made of rubber and ages regardless of the
period service.
Change the fuel pipe together with the clamp every two years.
3. However, if the fuel hose and clamps are found to be damaged
or deteriorate earlier than two years, then change or remedy.
4. After the fuel hose and the clamps have been changed, bleed the
fuel system.

CAUTION
• Stop the engine when attempting the check and change
prescribed above.
(When bleeding fuel system)
1. Fill the tank with fuel and open the cock.
2. Loosen the air vent coupling bolt of fuel filter a few turns.
3. When there is no more air bubbles in the fuel coming out of this
coupling bolt, tighten the coupling bolt.
4. Open the air vent cock (1) on the top of fuel injection pump.
5. If equipped electrical fuel feed pump, turn the key on AC position
and pump the fuel up for 10 to 15 seconds.
If equipped mechanical fuel feed pump, set the stop lever on stop
position and crank the engine for 10 to 15 seconds.
6. Close securely the air vent cock (1) after air bleeding.
IMPORTANT
• Except when venting the air, be sure to keep closed the air
vent coupling bolt of the fuel injection pump. Otherwise, the
engine may stall.
(1) Air Vent Cock (3) Fuel Hose
(2) Clamp

00(D-Kubota)-2-6
 Group 00(D-Kubota), Engine

[4] CHECK POINTS OF EVERY 250 HOURS

Fan Belt Tension
1. Measure the deflection (A), depressing the belt halfway between
the fan drive pulley and alternator pulley at specified force 98 N
(10 kgf, 22 lbs).
2. If the measurement is not within the factory specifications, loosen
the alternator mounting screws and relocate the alternator to
adjust.
10 to 12 mm
Deflection (A) Factory spec.
0.394 to 0.472 in.

(A) Deflection

Fan Belt Damage and Wear

1. Check the fan belt for damage.
2. If the fan belt is damaged, replace it.
3. Check if the fan belt is worn and sunk in the pulley groove.
4. If the fan belt is nearly worn out and deeply sunk in the pulley
groove, replace it.
(A) Good (B) Bad

Cleaning Air Cleaner Element

1. Remove the air cleaner element.
2. Use clean dry compressed air on the inside of the element.
Pressure of compressed air must be under 205 kPa (2.1 kgf/cm2,
30 psi).
Maintain reasonable distance between the nozzle and the filter.
NOTE
• The air cleaner uses a dry element. Never apply oil to it.
• Do not run the engine with filter element removed.
• Change the element once a year or every 6th cleaning.

00(D-Kubota)-2-7
 Group 00(D-Kubota), Engine

Cleaning Fuel Filter (Element Type only)

1. Close the fuel cock (3).
2. Unscrew the retaining ring (6) and remove the filter cup (5), and
rinse the inside with kerosene.
3. Take out the element (4) and dip it in the kerosene to rinse.
4. After cleaning, reassemble the fuel filter, keeping out dust and
dirt.
5. Bleed the fuel system.
IMPORTANT
• If dust and dirt enter the fuel, the fuel injection pump and
injection nozzle will wear quickly. To prevent this, be sure
to clean the filter cup (5) periodically.
(1) Cock Body (4) Filter Element
(2) Air Vent Plug (5) Filter Cup
(3) Fuel Cock (6) Retaining Ring

Checking Radiator Hoses and Clamp Bands

1. Check to see if the radiator hoses are properly fixed every 250
hours of operation or every six months, whichever comes first.
2. If the clamp is loose, apply oil to the threads and retighten it
securely.
3. The water hose is made of rubber and tends to age. It must be
replaced every two years. Also replace the clamp and tighten it
securely.
(1) Upper Hose (2) Lower Hose

Checking Battery Electrolyte Level

1. Check the battery electrolyte level.
2. If the level is below than lower level line (2), and the distilled water
to pour level of each cell.
(1) Upper Level Line (2) Lower Level Line

Checking Intake Air Line

1. Check to see if the intake air hose(s) are properly fixed every 250
hours of operation.
2. If the clamp is loose, apply oil to the threads and retighten it
securely.
3. The intake air hose(s) is made of rubber and tends to age. It must
be change every two years. Also change the clamp and tighten
it securely.
IMPORTANT
• To prevent serious damage to the engine, keep out any dust
inside the intake air line.
(1) Intake Air Hose (2) Clamp

00(D-Kubota)-2-8
 Group 00(D-Kubota), Engine

[5] CHECK POINTS OF EVERY 500 HOURS

Changing Engine Oil
#
CAUTION
• Be sure to stop engine before changing engine oil.
1. Start and warm up the engine for approx. 5 minutes.
2. Place an oil pan underneath the engine.
3. To drain the used oil, remove the drain plug (1) at the bottom of
the engine and drain the oil completely.
4. Screw the drain plug (1).
5. Fill new oil up to upper line on the dipstick (2).

<A> ; V3800DI-T-E2B Engine (Tier2)

<B> ; V3800DI-T-E3B Engine (Tier3)

IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF
$ (See Lubricating Oil)
• Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40

13.2 L
Engine oil capacity
3.49 U.S.gals

(1) Drain Plug (2) Dipstick

Replacing Oil Filter Cartridge

CAUTION
• Be sure to stop the engine before changing filter cartridge.
1. Remove the oil filter cartridge (1) with the filter wrench.
2. Apply a slight coat of oil onto the new cartridge gasket.
3. To install the new cartridge, screw it in by hand. Over tightening
may cause deformation of rubber gasket.
4. After the new cartridge has been replaced, the engine oil
normally decrease a little. Thus see that the engine oil does not
leak through the seal and be sure to read the oil level on the
dipstick. Then, replenish the engine oil up to the specified level.
IMPORTANT
• To prevent serious damage to the engine, replacement
element must be highly efficient. Use only a KUBOTA
genuine filter or its equivalent.
(1) Engine Oil Filter Cartridge

00(D-Kubota)-2-9
 Group 00(D-Kubota), Engine

Replacing Fuel Filter Cartridge (Cartridge Type)

Water and dust in fuel are collected in the filter cartridge. So,
change the filter cartridge every 500 hours service.
1. Remove the used filter cartridge with filter wrench.
2. Apply a thin film of fuel to the surface of new filter cartridge gasket
before screwing on.
3. Then tighten enough by hand.
4. Loosen the air vent plug to let the air out.
5. Start engine and check for fuel leakage.
(1) Fuel Filter Cartridge

Replacing Fan Belt

1. Remove the alternator.
2. Remove the fan belt (1).
3. Replace new fan belt.
4. Install the alternator.
5. Check the fan belt tension.
10.0 to 12.0 mm / 98 N
Deflection (A) Factory spec. 0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)

(1) Fan Belt (A) Deflection

Cleaning Water Jacket and Radiator Interior

CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank

00(D-Kubota)-2-10
 Group 00(D-Kubota), Engine

Anti-Freeze
• There are two types of anti-freeze available: use the permanent
type (PT) for this engine.
• Before adding anti-freeze for the first time, clean the radiator
interior by pouring fresh, soft water and draining it a few times.
• The procedure for mixing water and anti-freeze differs according
to the make of the anti-freeze and the ambient temperature.
Basically, it should be referred to SAE J1034 standard, more
specifically also to SAE J814c.
• Mix the anti-freeze with fresh, soft water, and then fill into the
radiator.
IMPORTANT
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
Vol % Freezing point Boiling point*
anti-freeze ୅ ୅
එ එ
40 –24 –11.2 106 222.8
50 –37 –34.6 108 226.4
* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A
higher boiling point is obtained by using a radiator pressure cap
which permits the development of pressure within the cooling
system.
NOTE
• The above data represents industrial standards that
necessitate a minimum glycol content in the concentrated
anti-freeze.
• When the coolant level drops due to evaporation, add fresh,
soft water only to keep the anti-freeze mixing ratio less than
50 %. In case of leakage, add anti-freeze and fresh, soft
water in the specified mixing ratio.
• Anti-freeze absorbs moisture. Keep unused anti-freeze in a
tightly sealed container.
• Do not use radiator cleaning agents when anti-freeze has
been added to the coolant.
(Anti-freeze contains an anti-corrosive agent, which will
react with the radiator cleaning agent forming sludge which
will affect the engine parts.)

00(D-Kubota)-2-11
 Group 00(D-Kubota), Engine

[6] CHECK POINT OF EVERY 1000 HOURS

Checking Valve Clearance
IMPORTANT
• Valve clearance must be checked and adjusted when engine
is cold.
1. Remove the high pressure pipes and the head cover.
2. Align the 1TC mark of flywheel and the convex of flywheel
housing timing windows so that the first piston (gear case side)
comes to the compression top dead center.
3. Before adjusting the valve clearance, adjust the bridge evenly to
the valve stem.
4. Loosen the lock nut (2) and adjust with screw (1).
5. Slightly push the rocker arm with your fingers and screw in the
adjusting screw slowly until you feel the screw touch the top of
valve stem, then tighten the lock nut.
6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and
insert the feeler gauge between the rocker arm and the bridge
head. Set the adjusting screw to the specified value, then tighten
the lock nut.
0.23 to 0.27 mm
Valve clearance Factory spec.
0.0091 to 0.0106 in.

NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st

When No.1 piston is at 2nd

compression top dead center 3rd
4th
1st

When No.1 piston is at 2nd

overlap position 3rd
4th

6.9 to 11.3 N·m

Cylinder head cover screw 0.7 to 1.15 kgf·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
Tightening torque V3800DI 2.0 to 2.5 kgf·m
-T-E2B
14.5 to 18.1 ft-lbs
Injection pipe
retaining nut 23 to 36 N·m
V3800DI
-T-E3B
2.3 to 3.7 kgf·m
17 to 26 ft-lbs

(1) Adjusting Screw (3) Adjusting Screw

(2) Lock Nut (4) Lock Nut

00(D-Kubota)-2-12
 Group 00(D-Kubota), Engine

[7] CHECK POINTS OF EVERY 1 OR 2 MONTHS

Recharging

CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
Use a voltmeter or hydrometer.
1) Slow Charging
1. Add distilled water if the electrolyte level is low. When charging,
the amount of electrolyte should be slightly lower than the
specified level to prevent overflow.
2. Connect the battery to the charging unit, following the
manufacture’s instructions.
3. As the electrolyte generates gas while charging, remove all port
caps.
4. The electrolyte temperature must not exceed 40୅ (104එP
during charging.
If it exceed 40୅ (104එ), decrease the charging amperage or
stop charging for a while.
5. When charging several batteries in series, charge at the rate of
the smallest battery in the line.
2) Quick Charging
1. Determine the proper charging current and charging time with the
tester attached to the quick charger.
2. Determine the proper charging current as 1/1 of the battery
capacity. If the battery capacity exceeds 50 Ah, consider 50 A as
the maximum.
Precaution for Operating a Quick Charger
• Operate with a quick charger differs according to the type.
Consult the instruction manual and use accordingly.

00(D-Kubota)-2-13
 Group 00(D-Kubota), Engine

Battery Specific Gravity

1. Check the specific gravity of the electrolyte in each cell with a
hydrometer.
2. When the electrolyte temperature differs from that at which the
hydrometer was calibrated, correct the specific gravity reading
following the formula mentioned in (Reference).
3. If the specific gravity is less than 1.215 (after it is corrected for
temperature), charge or replace the battery.
4. If the specific gravity differs between any two cells by more than
0.05, replace the battery.
NOTE
• Hold the hydrometer tube vertical without removing it from
the electrolyte.
• Do not suck too much electrolyte into the tube.
• Allow the float to move freely and hold the hydrometer at eye
level.
• The hydrometer reading must be taken at the highest
electrolyte level.
(Reference)
• Specific gravity slightly varies with temperature. To be exact, the
specific gravity decreases by 0.0007 with an increase of 1 °C
(0.0004 with an increase of 1 °F) in temperature, and increases
by 0.0007 with a decreases of 1 °C (0.0004 with a decrease of 1
°F).
Therefore, using 20 °C (68 °F) as a reference, the specific gravity
reading must be corrected by the following formula :
- Specific gravity at 20 °C = Measured value + 0.0007 x
(electrolyte temperature : 20 °C)
- Specific gravity at 68 °F = Measured value + 0.0004 x
(electrolyte temperature : 68 °F)
Specific Gravity State of Charge
1.260 Sp. Gr. 100 % Ch ar ged
1.230 Sp. Gr. 7 5 % C ha r g e d
1.200 Sp. Gr. 50 % Charg ed
1.170 Sp. Gr. 25 % Charg ed
1.140 Sp. Gr. Very Little Useful Capacity
1.110 Sp. Gr. Discharged
At an electrolyte temperature of 20 °C (68 °F)
(a) Good (c) Bad
(b) Bad

00(D-Kubota)-2-14
 Group 00(D-Kubota), Engine

[8] CHECK POINTS OF EVERY 1500 HOURS

CAUTION
• Check the injection pressure and condition after confirming that there is nobody standing in the direction
the spray goes.
• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning
may be caused.
Nozzle Spraying Condition
1. Attach the injection nozzle to the nozzle tester, and check the
nozzle spraying condition.
2. If the spraying condition is defective, replace the injection nozzle
assembly or repair at Denso service shop.
(a) Good (b) Bad

Checking Nozzle Injection Pressure

1. Attach the injection nozzle to the nozzle tester.
2. Slowly move the tester handle to measure the pressure at which
fuel begins jetting out from the nozzle.
3. If the measurement is not within the factory specifications,
replace the injection nozzle assembly or repair at Denso service
shop.
NOTE
• Injection nozzle gasket must be replaced when the injection
nozzle is removed for checking.
18.63 to 19.61 MPa
Factory 1st
Injection pressure 190 to 200 kgf/cm2
spec. stage
2702 to 2845 psi

Valve Seat Tightness

1. Attach the injection nozzle to the nozzle tester.
2. Raise the fuel pressure, and keep at 16.67 MPa (170 kgf/cm2,
2418 psi) for 10 seconds.
3. If any fuel leak is found, replace the injection nozzle assembly or
repair at Denso service shop.
No fuel leak at
16.67 MPa
Valve seat tightness Factory spec.
170 kgf/cm2
2418 psi

00(D-Kubota)-2-15
 Group 00(D-Kubota), Engine

[9] CHECK POINTS OF EVERY 3000 HOURS

Checking Turbocharger
(Turbine Side)
1. Check the exhaust port (3) and inlet port (5) side of turbine
housing (1) to see if there is no exhaust gas leak.
2. If any gas leak is found, retighten the bolts and nuts or replace
the gasket (2) / (4) / (6) with new one.
(Compressor Side)
1. Check the inlet hose (9) of the compressor cover (10) to see if
there is no air leak.
2. If any air leak is found, change the clamp (8) and / or inlet hoses.
3. Check the intake hose (7) and the clamp to see if there is not
loose or crack.
4. If any loose or crack is found, tighten the cramp or change the
hose to prevent dust from entry.
(Radial Clearance)
1. If the wheel contact to the housing, replace the turbocharger
assembly with new one.
(1) Turbine Housing (6) Gasket
(2) Gasket (7) Intake Hose
(3) Exhaust Port (8) Clamp
(4) Gasket (9) Inlet Hose
(5) Inlet Port (10) Compressor Cover

00(D-Kubota)-2-16
 Group 00(D-Kubota), Engine

Injection Timing
1. Make sure of matching the injection timing align mark (1) of the
injection pump unit and the plate (gearcase), as shown in the
illustration.
2. Remove the injection pipes.
3. Remove the stop solenoid.
4. Turn the flywheel counterclockwise (viewed from flywheel side)
until the fuel fills up to the hole of the delivery valve holder (2) for
No.1 cylinder.
5. After the fuel fills up to the hole of the delivery valve holder for
No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad
(90 °).
6. Turn the flywheel counterclockwise to set at around 0.35 rad
(20
) before T.D.C..
7. Slowly turn the flywheel counterclockwise and stop turning when
the fuel begins to come up, to get the present injection timing.
8. Check to see the degree on flywheel.
The flywheel has mark “1TC”, “10” and “20” for the crank angle
before the top dead center of No.1 piston.
9. If the injection timing is not within the specification, rotate the
injection pump unit to adjust the injection timing.
IMPORTANT
• When installing the injection pump unit to the engine body,
follow the correct procedure.
See the “Injection Pump Unit”.
0.21 to 0.24 rad (12
to
Injection timing Factory spec.
14
) before T.D.C.

19.6 to 24.5 N·m

Injection pipe retaining nut
Tightening torque
Injection pump unit
mounting nut
2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs
17.7 to 20.6 N·m
1.8 to 2.1 kgf·m
13.0 to 15.2 ft-lbs

(1) Injection Timing Align Mark (a) Injection Timing Advanced

(2) Delivery Valve Holder (b) Injection Timing Retarded

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 Group 00(D-Kubota), Engine

Checking Injection Pump

(Fuel Tightness of Pump Element)
1. Remove the engine stop solenoid.
2. Remove the injection pipes.
3. Install the injection pump pressure tester to the injection pump.
4. Install the injection nozzle (2) jetted with the proper injection
pressure to the injection pump pressure tester (1). (Refer to the
figure.)
5. Set the speed control lever to the maximum speed position.
6. Run the starter to increase the pressure.
7. If the pressure can not reach the allowable limit, replace the
pump with new one or repair with a Kubota-authorized pump
service shop.
(Fuel Tightness of Delivery Valve)
1. Remove the engine stop solenoid.
2. Remove the injection pipes.
3. Set a pressure tester to the fuel injection pump.
4. Install the injection nozzle (2) jetted with the proper injection
pressure to the injection pump pressure tester (1).
5. Run the starter to increase the pressure.
6. Stop the starter when the fuel jets from the injection nozzle. After
that, turn the flywheel by the hand and raise the pressure to
approx. 18.63 MPa (190 kgf/cm2, 2702 psi).
7. Now turn the flywheel back about half a turn (to keep the plunger
free). Maintain the flywheel at this position and clock the time
taken for the pressure to drop from 18.63 to 17.65 MPa (from 190
to 180 kgf/cm2, from 2702 to 2560 psi).
8. Measure the time needed to decrease the pressure from 18.63 to
17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi).
9. If the measurement is less than allowable limit, replace the pump
with new one or repair with a Kubota-authorized pump service
shop.
18.63 MPa
Fuel tightness of pump
Allowable limit 190 kgf/cm2
element
2702 psi
10 seconds
18.63 ˧ 17.65 MPa
Factory spec.
190 ˧ 180 kgf/cm2
Fuel tightness of 2702 ˧ 2560 psi
delivery valve 5 seconds
18.63 ˧ 17.65 MPa
Allowable limit
190 ˧ 180 kgf/cm2
2702 ˧ 2560 psi

NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle

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 Group 00(D-Kubota), Engine

[10] CHECK POINTS OF EVERY 1 YEAR

Changing Engine Oil
#
CAUTION
• Be sure to stop engine before changing engine oil.
1. Start and warm up the engine for approx. 5 minutes.
2. Place an oil pan underneath the engine.
3. To drain the used oil, remove the drain plug (1) at the bottom of
the engine and drain the oil completely.
4. Screw the drain plug (1).
5. Fill new oil up to upper line on the dipstick (2).
<A> ; V3800DI-T-E2B Engine (Tier2)
<B> ; V3800DI-T-E3B Engine (Tier3)

IMPORTANT
• When using an oil of different maker or viscosity from the
previous one, remove all of the old oil.
• Never mix two different types of oil.
• Engine oil should have properties of API classification CF

5GG.WDTKECVKPI1KN
$ • Use the proper SAE Engine Oil according to ambient
temperature.
SAE 30 or SAE 10W-30
Above 25 °C (77 °F)
SAE 10W-40
SAE 20 or SAE 10W-30
0 °C to 25 °C (32 °F to 77 °F)
SAE 10W-40
SAE 10W or SAE 10W-30
Below 0 °C (32 °F)
SAE 10W-40

13.2 L
Engine oil capacity
3.49 U.S.gals

(1) Drain Plug (2) Dipstick

Replacing Air Cleaner Element

1. Remove used air cleaner element.
2. Replace new air cleaner element.
NOTE
• The air cleaner uses a dry element. Never apply oil to it.
• Do not run the engine with filter element removed.

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 Group 00(D-Kubota), Engine

[11] CHECK POINTS OF EVERY 2 YEARS

Replacing Fan Belt
1. Remove the alternator.
2. Remove the fan belt (1).
3. Replace new fan belt.
4. Install the alternator.
5. Check the fan belt tension.
10.0 to 12.0 mm / 98 N
Deflection (A) Factory spec. 0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)

(1) Fan Belt (A) Deflection

Changing Radiator Coolant (L.L.C.)

CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Stop the engine and let cool down.
2. To drain the coolant, open the radiator drain plug (2) and remove
the radiator cap (1). Then radiator cap (1) must be removed to
completely drain the coolant. And open the drain cock of engine
body.
3. After all coolant is drained, close the drain plug.
4. Fill with clean water and cooling system cleaner.
5. Follow directions of the cleaner instruction.
6. After flushing, fill with clean water and anti-freeze until the coolant
level is just below the port. Install the radiator cap (1) securely.
7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3).
8. Start and operate the engine for few minutes.
9. Stop the engine and let cool. Check coolant level of radiator and
recovery tank (3) and add coolant if necessary.
IMPORTANT
• Do not start engine without coolant.
• Use clean, fresh, soft water and anti-freeze to fill the radiator
and recovery tank.
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
• Securely tighten radiator cap. If the cap is loose or
improperly fitted, water may leak out and the engine could
overheat.
(1) Radiator Cap A : Full
(2) Drain Plug B : Low
(3) Recovery Tank

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 Group 00(D-Kubota), Engine

Changing Radiator Coolant (L.L.C.) (Continued)

(Anti-freeze)
• There are two types of anti-freeze available: use the permanent
type (PT) for this engine.
• Before adding anti-freeze for the first time, clean the radiator
interior by pouring fresh, soft water and draining it a few times.
• The procedure for mixing water and anti-freeze differs according
to the make of the anti-freeze and the ambient temperature.
Basically, it should be referred to SAE J1034 standard, more
specifically also to SAE J814c.
• Mix the anti-freeze with fresh, soft water, and then fill into the
radiator.
IMPORTANT
• When the anti-freeze is mixed with fresh, soft water, the anti-
freeze mixing ratio must be less than 50 %.
Vol % Freezing point Boiling point*
anti-freeze ୅ එ ୅ එ
40 –24 –11.2 106 222.8
50 –37 –34.6 108 226.4
* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A
higher boiling point is obtained by using a radiator pressure cap
which permits the development of pressure within the cooling
system.
NOTE
• The above data represents industrial standards that
necessitate a minimum glycol content in the concentrated
anti-freeze.
• When the coolant level drops due to evaporation, add fresh,
soft water only to keep the anti-freeze mixing ratio less than
50 %. In case of leakage, add anti-freeze and fresh, soft
water in the specified mixing ratio.
• Anti-freeze absorbs moisture. Keep unused anti-freeze in a
tightly sealed container.
• Do not use radiator cleaning agents when anti-freeze has
been added to the coolant.
(Anti-freeze contains an anti-corrosive agent, which will
react with the radiator cleaning agent forming sludge which
will affect the engine parts.)

Replacing Radiator Hoses and Clamp Bands

CAUTION
• Do not remove the radiator cap when the engine is hot. Then
loosen cap slightly to the stop to relieve any excess
pressure before removing cap completely.
1. Drain the coolant.
2. Loosen the clamp bands.
3. Remove the upper hose (1) and lower hose (2).
4. Replace new upper / lower hose (1), (2) and clamp bands.
5. Tighten the clamp bands.
6. Fill with clean water and anti-freeze until the coolant level is just
below the port. Install the radiator cap securely.
(1) Upper Hose (2) Lower Hose

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 Group 00(D-Kubota), Engine

Replacing Fuel Hose and Clamp Bands

1. Loosen the clamp (2) and remove the fuel hose (3).
2. Replace new fuel hose (3) and new clamp (2).
3. Tighten the clamp (2).
CAUTION
• Stop the engine when attempting the check and change
prescribed above.
(When bleeding fuel system)
1. Fill the tank with fuel and open the cock.
2. Loosen the air vent coupling bolt of fuel filter a few turns.
3. When there is no more air bubbles in the fuel coming out of this
coupling bolt, tighten the coupling bolt.
4. Open the air vent cock (1) on the top of fuel injection pump.
5. If equipped electrical fuel feed pump, turn the key on AC position
and pump the fuel up for 10 to 15 seconds.
If equipped mechanical fuel feed pump, set the stop lever on stop
position and crank the engine for 10 to 15 seconds.
6. Close securely the air vent cock (1) after air bleeding.
IMPORTANT
• Except when venting the air, be sure to keep closed the air
vent coupling bolt of the fuel injection pump. Otherwise, the
engine may stall.
(1) Air Vent Cock (3) Fuel Hose
(2) Clamp

Replacing Intake Air Line

1. Loosen the clamp (2).
2. Remove the intake air hose (1) and clamp (2).
3. Replace new intake air hose (1) and new clamp (2).
4. Tighten the clamp (2).
NOTE
• To prevent serious damage to the engine, keep out any dust
inside the intake air line.
(1) Intake Air Hose (2) Clamp

Replacing Battery
CAUTION
• When the battery is being activated, hydrogen and oxygen
gases in the battery are extremely explosive. Keep open
sparks and flames away from the battery at all times,
especially when charging the battery.
• When charging battery, remove battery vent plugs.
• When disconnecting the cable from the battery, start with
the negative terminal first. When connecting the cable to the
battery, start with the positive terminal first.
• Never check battery charge by placing a metal object across
the posts.
1. Disconnect the negative terminal and positive terminal.
2. Remove the battery holder.
3. Remove the used battery.
4. Replace the new battery.
5. Tighten the battery holder.
6. Connect the positive terminal.
7. Connect the negative terminal.

00(D-Kubota)-2-22
 Group 00(D-Kubota), Engine

Section 3
Mechanism
1. ENGINE BODY
[1] CYLINDER BLOCK This engine employs separate type crankcases - the
crankcase 1 (1) with combustion part and the crankcase
2 (2) which supports the crankcase 1 (1) and reduces
noise.
Since it is a hanger type, you can easily assemble /
disassemble it. The cylinder is a linerless type which
enables good cooling operation, less strain and good
abrasion resistance.
(1) Crankcase 1 (3) Oil Pan
(2) Crankcase 2

[2] HALF-FLOATING HEAD COVER

The rubber packing is fitted in to maintain the head
cover 0.5 mm (0.02 in.) or so off the cylinder head. This
arrangement helps reduce noise coming from the
cylinder head.
(1) Cylinder Head Cover (2) Rubber Packing

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 Group 00(D-Kubota), Engine

[3] CYLINDER HEAD

This engine employs four valve system, the cylinder
head is provided with double intake passenge in order to
ensure appropriate air suction and give an optimum
swirl.
(1) Intake (2) Exhaust

[4] CENTER DIRECT INJECTION SYSTEM (E-CDIS)

V3 series DI engine adopts the Center Direct Injection
System (E-CDIS), in which the injection nozzle is
positioned upright at the center of the cylinder.
This system serves to inject fuel directly at the center
of the cylinder. By so doing, injected fuel and suction air
can be mixed more uniformly, leading to more stable,
higher combustion performance. In other words, cleaner
emission, higher power output, lower fuel consumption,
lower operating noise and higher start-up performance
have been achieved.
(1) Exhaust Valves (3) Injection Nozzle
(2) Piston (4) Intake Valves

V3 series DI engine has two intake valves and two

exhaust valves per each cylinder.
The rocker arm (1) contacts a bridge arm (2) instead
of the valves stem tip.
The bridge arm then contacts both intake valves or
both exhaust valves and causes two valves to open
simultaneously.
(1) Rocker Arm (2) Bridge Arm

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 Group 00(D-Kubota), Engine

[5] PISTON
Piston’s skirt is coated with molybdenum disulfide ,
which reduces the piston slap noise and thus the entire
operating noise.

Molybdenum disulfide (MoS2)

The molybdenum disulfied serves as a solid lubricant,
like a Graphite or Teflon. This material helps resist metal
wears even with little lube oil.
(1) Molybdenum Disulfide

[6] BUILT-IN DYNAMIC BALANCER (BALANCER MODEL ONLY)

Engine are sure to vibrate by piston’s reciprocation.
Theoretically, three-cylinder engines are much less
prone to cause vibration than four-cylinder ones (second
inertia, etc.). However, any engine has many moving
parts in addition to its pistons and cannot be completely
free from vibration.
The four cylinder engine is fitted with balance weight
on crankcase to absorb the second inertia mentioned
above and reduce vibration.

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 Group 00(D-Kubota), Engine

2. LUBRICATING SYSTEM
[1] OIL COOLER
V3 series engine has a water-cooled oil cooler that
not only cools hot oil, but also warms the cool engine oil
shoftly after start up.
As shown in the figure, the oil flows inside the
connected cooler plate, whereas coolant is kept
circulating outside the cooler plate, thereby cooling down
or warming the oil.
(A) Oil Inlet Port (a) Coolant Inlet Port
(B) Oil Outlet Port (b) Coolant Outlet Port

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 Group 00(D-Kubota), Engine

3. COOLING SYSTEM
[1] THERMOSTAT
Conventional thermostatically-controlled valves
(outlet water temperature control type) open against the
flow of coolant. In this design, the pressure (steam
pressure + water pump’s discharge pressure) affects the
open/close performance of such valve. In other words,
the valve may be delayed in opening at a preset opening
temperature opening suddenly, above the preset
temperature. This is called the overshoot phenomenon.
The overshoot problem invites the undershoot
phenomenon too. Too much water cooled by the radiator
flows through the water passage, which suddenly closes
the valve below the thermostat’s preset valve closing
temperature.
A repeated cycle of such overshoot and undershoot
phenomena is called the water temperature hunting.
This hunting problem may adversely affects the cooling
system parts, and also the engine and its related
components.
To cope with this trouble, the V3 series engine is
equipped with the flow control thermostat. The valve has
a notch to control the coolant flowrate smoothly in small
steps.
(1) Coolant Temperature (A) Valve Lift Versus Flowrate
(2) Time (B) Flowrate
(3) Overshoot (C) At Short Valve Lift
(4) Notch (D) At Medium Valve Lift
(E) At High Valve Lift
(F) Valve Lift

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 Group 00(D-Kubota), Engine

[2] BOTTOM BYPASS SYSTEM

Bottom bypass system is introduced in V3 series for
improving the cooling performance of the radiator.
While the temperature of coolant in the engine is low,
the thermostat is held closed and the coolant is allowed
to flow through the bypass pipe and to circulate in the
engine.
When the temperature exceeds the thermostat valve
opening level, the thermostat fully opens itself to prevent
the hot coolant from flowing through the bypass into the
engine.
In this way, the radiator can increase its cooling
performance.
(1) Thermostat (A) Bypass Opened
(B) Bypass Closed

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 Group 00(D-Kubota), Engine

4. FUEL SYSTEM
[1] GOVERNOR
The engine employs the separated fuel injection
pump in combination with Kubota’s own small multi-
function mechanical governor, which enables more
dependability.
It also employs the torque limiting mechanism to
control the maximum peak torque so that it complies with
the regulations of exhaust gas.
This mechanism maintains engine speed at a
constant level even under fluctuating loads, provides
stable idling and regulates maximum engine speed by
controlling the fuel injection rate.
This engine uses a mechanical governor that controls
the fuel injection rate at all speed ranges (from idling to
maximum speed) by utilizing the balance between the
flyweight’s centrifugal force and spring tension.
A governor shaft for monitoring engine speed is
independent of the injection pump shaft and rotates at
twice the speed of conventional types, providing better
response to load fluctuation and delivering greater
engine output.

At Start
The stop solenoid (energized-to-run type) is powered
to release the stop lever.
As no centrifugal force is applied to flyweight (2), low
tension of start spring (1) permits control rack to move
the starting position, supplying the amount of fuel
required to start the engine.
(1) Start Spring (2) Flyweight

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 Group 00(D-Kubota), Engine

At Idling
Turn the speed control lever (6) clockwise to idle the
engine. It tensions the governor spring (3) to pull the fork
lever 2 (1).
When the fork lever 2 is pulled, it moves the torque
spring pin (7) and the fork lever 1 (5) in the direction of
the arrow A to restrain the weight. In combination with
the start spring tension, it is balanced with the centrifugal
force of flywheel weight to keep idling.
(1) Fork Lever 2 (5) Fork Lever 1
(2) Start Spring (6) Speed Control Lever
(3) Governor Spring (7) Spring Pin
(4) Flyweight

At rated speed with full load and overload

As the speed control lever is changed from the middle
speed to high speed, the governor spring tension
increases to compress the torque spring and move the
fork lever 1 in the direction of the arrow A.
The fork lever 2 moves until it reaches the output
limiting bolt to keep rated rotation and rated output.
When the engine is overloaded, the engine rotating
speed decreases and the centrifugal force of flywheel
weight decreases. Then the torque spring moves the
fork lever 1 in the direction of arrow A.
The control rack moves in the direction that increases
fuel supply to increase the output. It is balanced with the
centrifugal force of the flywheel weight to produce low-
speed output (torque output).
(1) No-load Maximum Rotation (3) Torque Limiting Bolt
(2) Output Limiting Bolt (4) Idling Adjusting Bolt

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 Group 00(D-Kubota), Engine

To stop engine
When the stop solenoid is turned off, the spring
tension of the solenoid is released, the rod extrudes and
the stop lever moves the control rack in the direction of
the arrow B which stops the engine.
To stop the engine manually, move the external stop
lever to the left.

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 Group 00(D-Kubota), Engine

[2] MECHANICAL TIMER WITH COLD START ADVANCE FUNCTION

(V3800DI-T-E3B Engine)

This device makes the fuel injection timing advanced

by engine oil temperature and engine rpm in order to
improve the engine cold start-ability and reduce the blue
white smoke.

Thermal control
When the engine rpm is low and engine oil
temperature is under 30 °C, the fuel injection timing is
max. advanced.
When the engine rpm is low and engine oil
temperature is higher than 70 °C, the fuel injection timing
advance is 0 degree.
The fuel injection timing advance by engine oil
temperature is controlled with shape memory (storage)
spring.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Spring Force
(c) Advanced Injection Timing
[A] At Cold (d) Gap Between Timer and
[B] At Hot Injection Pump Gear
(e) Advanced Injection Timing
(degree)
(f) Engine Oil Temperature

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 Group 00(D-Kubota), Engine

Speed control
If the engine rpm is higher than a certain rpm, the fuel
injection timing advance by engine oil temperature does
not work. At that time, the quantity of advance timing is
variably changed by centrifugal force of the timer
flyweights which meets engine rpm.
(1) Timer Flyweight (a) No Gap Between Timer and
(2) Injection Pump Gear Injection Pump Gear
(3) Fuel Camshaft (b) Centrifugal Force
(c) Advanced Injection Timing
[A] At Low rpm (d) Gap Between Timer and
[B] At High rpm Injection Pump Gear
(e) Rotation
(f) Advanced Injection Timing
(Degree)
(g) Engine rpm

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 Group 00(D-Kubota), Engine

[3] 2 STAGE DI NOZZLE

Exhaust and noise regulations are becoming
increasingly strict, particularly in regard to the reduction
of NOx (nitrogen oxides) and particulates.
The two-spring nozzle holder has been developed to
reduce NOx (nitrogen oxides) and particulates from
direct injection diesel engine exhaust.
Features
The two-spring nozzle holder limits needle valve lift at
initial valve opening to throttle the injection quantity.
Main injection occurs when the in-line pressure has
increased sufficiently to move the needle valve through
its full lift.
This gives the following features.
• Improved engine stability at low and intermediate
speeds.
• Decreased engine hunting and surge.
• Decreased noise at idling.
• Decreased idling speed because of improved engine
stability.
• Stabilized fuel injection characteristics from the
injection pump and nozzle system, and easier
matching of governor characteristics to engine
demand.
(1) Nozzle Holder Body (7) Second Spring
(2) 1st Stage Injection Pressure (8) Pre-lift Adjusting Spring Seat
Adjusting Shim (9) Chip-packing
(3) First Spring (10) Max-lift Adjusting Washer
(4) Pressure Pin (11) Retaining Nut
(5) Spring Seat (12) Nozzle
(6) 2nd Stage Injection Pressure
Adjusting Shim

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 Group 00(D-Kubota), Engine

A-B : First Spring’s Set Force

B-C-D : Combined Force of
First and Second Springs
P1 : First Opening Pressure
P2 : Second Opening Pressure

L : Full Needle Valve Lift

l : Needle Valve Pre-lift

X1 : Cam Angle (
)

Y1 : Injection Rate (mm3/
)
X2 : Needle Valve Lift (mm)
Y2 : In-line Pressure

First opening pressure

The force of the high pressure fuel delivered by the injection pump acts to push the needle valve up. When this
force exceeds the set force of the first spring, the nozzle’s needle valve pushes the first pushrod up and the valve
opens. (First opening pressure is represented by point E in the bottom left hand figure, and point A in the above
figure.)
Second opening pressure
When the first pushrod has been lifted through the pre-lift, it contacts the second pushrod. As the set force of the
second spring is acting on the second pushrod, the combined forces of both the first spring and the second spring then
act on the needle valve, which will not lift unless these forces are overcome.

[4] INJECTION PUMP WITH F.S.P.

The fuel injection pump with F.S.P. (Fine Spill Port)
mechanism is equipped with two functions: speed timer
function and injection rate control function.
The former function works like this. As the rpm is low,
the injection timing gets delayed. This helps cut down on
NOx and operating noise.
The latter function serves to keep down the initial
injection rate and keep up the later injection rate, which
cuts down on NOx and PM as well.
(1) Fine Spill Port (F.S.P.) (5) Plunger
(2) Plunger Chamber (6) F.S.P. Stroke
(3) Main Port (7) Leaking Fuel at Initial Fuel
(4) Cylinder Pressure-Feed Stage

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 Group 00(D-Kubota), Engine

5. TURBOCHARGER SYSTEM
[1] BOOST COMPENSATOR
The boost compensator is controlled by the boost
pressure of the control mechanism which controls
transient smoke caused by oversupply of fuel when the
engine starts and accelerates.
When the boost pressure is lower than working
pressure of the boost actuator (1), it prevents oversupply
of fuel to reduce transient smoke.
When the boost pressure is higher than working
pressure of the boost actuator (1), it controls the supply
of fuel to the equivalent of maximum power / rated speed
output.
The boost compensator adjusting screws (2) are set
and tamper-proof capped in factory, so never take off the
tamper-proof cap and readjust the screws.
(1) Boost Actuator (2) Boost Compensator Adjusting
Screw

6. INTAKE SYSTEM
[1] INTAKE AIR HEATER
The intake air heater is introduced in order to further
improve the starting performance and to reduce the
white smoke at cold starting.
The intake air heater is mounted on the intake
manifold. In this new construction, there is no need to
arrange any glow plug on the cylinder head. This means
that a multi-valve design can be implemented and that
the starting performance and serviceability are
enhanced.

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 Group 00(D-Kubota), Engine

7. EXHAUST GAS RECIRCULATION (EGR) SYSTEM

(V3800DI-T-E3B Engine)

[1] GENERAL
In order to meet with the strict emission regulations, this engine has adopted the EGR
The nitrogen oxide (NOx) which is a hazardous component in exhaust gas is generated by oxidation of nitrogen in the
air, due to rise of the combustion temperature in cylinders. The EGR is a system in which the exhaust gas with lean
oxygen is cooled and returned to cylinders again in order to lower the combustion temperature. As a result, NOx can be
decreased.

(1) External / Mechanical EGR

(1) Thermo Valve (4) Intake Manifold (a) Boost Pressure (f) Cooled EGR Gas Merges
(2) Mechanical EGR Valve (5) Exhaust Manifold (b) Coolant Temperature with Fresh Air
(3) Reed Valve (6) EGR Cooler (c) Cooled EGR Gas (g) Exhaust
(d) To The Intake Manifold (h) Coolant Inlet
(e) Fresh Air (i) Coolant Outlet

External / Mechanical EGR consists of water cooled EGR cooler, mechanical EGR valve, reed valve and thermo
valve.
When the coolant temperature is getting higher, thermo valve is open and the boost pressure of intake manifold
gets to reach the diaphragm of mechanical EGR valve.
If the coolant temperature is high, but the boost pressure is low, the EGR valve does not open. If coolant
temperature is high, boost pressure is also high, EGR valve is open and cooled EGR gas through the water cooled
EGR cooler flows into the intake manifold. And the reed valve between EGR valve and intake manifold prevents the
fresh air flowing into EGR system.

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 Group 00(D-Kubota), Engine

(A) EGR Cooler

The EGR (Exhaust Gas Recirculation) cooler is used

to lower combustion temperature and efficiently cool
EGR gas, with the aim of reducing the NOx that is in the
exhaust gas of diesel engine.
The EGR cooler is placed between the exhaust
manifold and the intake manifold of the engine and
returns the cooled exhaust gases to the engine suction
side.
The EGR cooler has resistant to clogging up,
compact and efficient tubes internally.
(1) Pipe A Coolant Inlet Port
(2) EGR Cooler B Coolant Outlet Port
(3) Exhaust Manifold
(4) Flange
(5) Tube

(B) Thermo Valve

Thermo valve controls boost pressure “ON / OFF” for
the EGR valve.
If the coolant temperature is low, thermo valve is
closed, so that boost pressure does not reach to the EGR
valve.
If the coolant temperature is high, thermo valve is
open, so that boost pressure reaches to the EGR valve.
(1) Thermo Valve (a) Boost Pressure From Intake
(2) Coolant Temperature Manifold
(b) Boost Pressure To EGR
Valve
(c) Open
(d) Close

00(D-Kubota)-3-16
 Group 00(D-Kubota), Engine

(C) Mechanical EGR Valve

Mechanical EGR valve controls the flow of cooled
EGR gas to the intake manifold.
If the boost pressure is low, EGR valve is closed, so
cooled EGR gas does not flow to the intake manifold.
If the boost pressure is getting higher, EGR valve is
opening and cooled EGR gas is flowing to the intake
manifold.
(1) Mechanical EGR Valve (a) Boost Pressure From Intake
(2) EGR Valve Lift Manifold
(3) Boost Pressure (b) Cooled EGR Gas
(c) Cooled EGR Gas To The
Intake Manifold
(d) Open
(e) Close

(D) Reed Valve

The reed valve is provided at the confluence of
exhaust gas after passing the EGR valve, and intake air.
It operates by the pressure difference between inside of
the crankcase and the atmosphere, and prevents back
flow of the mixture of exhaust gas and intake air
generated by the piston and valves. It is used as the
secondary air introduction device for the
countermeasure against exhaust gas of four-cycle
engines.
(1) Valve (3) Stopper
(2) Case (4) Screw

00(D-Kubota)-3-17
 Group 00(D-Kubota), Engine

Section 4
Servicing

1. TROUBLESHOOTING
Reference
Symptom Probable Cause Solution
Page
Engine Does Not No fuel Replenish fuel
Start Air in the fuel system Vent air
Water in the fuel system Change fuel and –
repair or replace fuel
system
Fuel hose clogged Clean or replace
Fuel filter clogged Replace
Excessively high viscosity of fuel or engine oil at Use specified fuel or
low temperature engine oil
Fuel with low cetane number Use specified fuel
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Incorrect injection timing Adjust
Fuel camshaft worn Replace
Injection nozzle clogged Repair or replace
Injection pump malfunctioning Repair or replace
Seizure of crankshaft, camshaft, piston, cylinder Repair or replace –
or bearing
Compression leak from cylinder Replace head
gasket, tighten
cylinder head screw
and nozzle holder
Improper valve timing Correct or replace
timing gear
Piston ring and cylinder worn Replace

Excess ive valv e clearance A djust

Stop solenoid malfunctioning Replace
Starter Does Not Run Battery discharged Charge
Starter malfunctioning Repair or replace

Key sw itch malfunct ioning Replace –

Wiring disconnected Connect –

00(D-Kubota)-4-1
 Group 00(D-Kubota), Engine

Reference
Symptom Probable Cause So l u t i o n
Page
Engine Revolution Is Fuel filter clogged or dirty Replace
Not Smooth Air cleaner clogged Clean or replace
Fuel leak due to loose injection pipe retaining nut Tighten retaining nut
Injection pump malfunctioning Repair or replace
Incorrect nozzle opening pressure Repair or replace
Injection nozzle stuck or clogged Repair or replace
Governor malfunctioning Repair
Turbocharger bearing worn out Replace the
turbocharger
assembly
Turbocharger shaft bent Replace the
turbocharger
assembly
Turbocharger fin or other part damaged due to Replace the
foreign matters turbocharger
assembly
Either White or Blue Excessive engine oil Reduce to specified
Exhaust Gas Is level
Observed Piston ring and cylinder worn or stuck Repair or replace

Incorrect injection timing Adjust

Oil Leak into Exhaust Waste oil pipe clogged or deformed Repair or replace
Pipe or Suction Pipe Turbocharger’s piston ring seal faulty Replace the
turbocharger
assembly
Either Black or Dark Overload Reduce the load –
Gray Exhaust Gas Is Low grade fuel used Use specified fuel
Observed
Fuel filter clogged Replace
Air cleaner clogged Clean or replace
Deficient nozzle injection Repair or replace
nozzle

00(D-Kubota)-4-2
 Group 00(D-Kubota), Engine

Reference
Symptom Probable Cause Solution
Page
Deficient Output Incorrect injection timing Adjust
Engine’s moving parts seem to be seizing Repair or replace –
Injection pump malfunctioning Repair or replace
Deficient nozzle injection Repair or replace
nozzle
Compress ion l eak Check the
compression
pressure and repair
Gas leak from exhaust system Repair or replace
Air leak from compressor discharge side Repair or replace
Air cleaner dirty or clogged Clean or replace
Compressor wheel turning heavily Replace the turbo-
charger assembly
Excessive Lubricant Piston ring’s gap facing the same direction Shift ring gap
Oil Consumption direction
Oil ring worn or stuck Replace
Piston ring groove worn Replace piston
Valve stem and valve guide worn Replace
Crankshaft bearing and crank pin bearing worn Replace
Oil leaking due to defective seals or packing Replace –
Fuel Mixed into Injection pump’s plunger worn Repair or replace
Lubricant Oil Deficient nozzle injection Repair or replace
nozzle
Injection pump broken Replace
Water Mixed into Head gasket defective Replace
Lubricant Oil Cylinder block or cylinder head flawed Replace
Low Oil Pressure Engine oil insufficient Replenish
Oil strainer clogged Clean
R el i e f val v e s tuck w i th di rt C le a n
Relief valve spring weaken or broken Replace
Excessive oil clearance of crankshaft bearing Replace
Excessive oil clearance of crankpin bearing Replace
Excessive oil clearance of rocker arm Replace
Oil passage clogged Clean –
Different type of oil Use specified type of
oil
Oil pump defectiv e R eplace

00(D-Kubota)-4-3
 Group 00(D-Kubota), Engine

Reference
Symptom Probable Cause So l u t i o n
Page
High Oil Pressure Different type of oil Use specified type of
oil
Relief valve defective Replace
Engine Overheated Engine oil insufficient Replenis h
Fan belt broken or elongated Replace or adjust
Coolant insufficient Replenis h
Radiator net and radiator fin clogged with dust Clean –
Inside of radiator corroded Clean or replace
Coolant flow route corroded Clean or replace
Radiator cap defective Replace
Overload running Reduce the load –
Head gasket defective Replace
Incorrect injection timing Adjust
Unsuitable fuel used Use specified fuel
Battery Quickly Battery electrolyte insufficient Replenish distilled
Discharged water and charge
Fan belt slips Adjust belt tension or
replace
Wiring disconnected Connect –
Rectifier defective Replace
Alternator defective Replace
Battery defective Replace

00(D-Kubota)-4-4
 Group 00(D-Kubota), Engine

2. SERVICING SPECIFICATIONS
ENGINE BODY
Item Factory Specification Allowable Limit
Cylinder Head Surfac e F l atness – 0.05 mm
0.0020 in.
Top Clearance 0.72 to 0.90 mm –
0.0283 to 0.0354 in.
Compression Pressure

3.47 MPa / 2.56 MPa /

250 min-1 (rpm) 250 min -1 (rpm)
V3800DI-T-E2B
V3800DI-T-E3B 2
35.4 kgf/cm / 26.1 kgf/cm2 /
250 min -1 (rpm) 250 min -1 (rpm)

503 psi / 371 psi /

250 min -1 (rpm) 250 min -1 (rpm)

Variance Among Cylinders – 10 % or less

Valve Seat Angle (Intake) 1.047 rad –
60 °

Angle (Exhaust) 0.785 rad –

45 °

Width (Intake) 1.6 to 2.0 mm –

0.0630 to 0.0790 in.

Width (Exhaust) 2.3 to 2.6 mm –

0.0906 to 0.1024 in.
Valve Face Angle (Intake) 1.047 rad –
60 °

Angle (Exhaust) 0.785 rad –

45 °
Valve Recessing Intake 0.6 to 0.8 mm 1.2 mm
0.0236 to 0.0315 in. 0.0472 in.

Exhaust 0.85 to 1.05 mm 1.2 mm

0.0335 to 0.0413 in. 0.0472 in.

00(D-Kubota)-4-5
 Group 00(D-Kubota), Engine

ENGINE BODY (Continued)

Item Factory Specification Al l o w a b l e L i m i t
Valve Stem to Valve Guide Clearance 0.055 to 0.085 mm 0.1 mm
(Intake) 0.0022 to 0.0033 in. 0.0039 in.

Valve Stem O.D. (Intake) 6.960 to 6.975 mm –

0.2740 to 0.2746 in.

Valve Guide I.D. (Intake) 7.030 to 7.045 mm –

0.2768 to 0.2774 in.

Valve Stem to Valve Guide Clearance 0.055 to 0.085 mm 0.1 mm

(Exhaust) 0.0022 to 0.0033 in. 0.0039 in.

Valve Stem O.D. (Exhaust) 6.960 to 6.975 mm –

0.2740 to 0.2746 in.

Valve Guide I.D. (Exhaust) 7.030 to 7.045 mm –

0.2768 to 0.2774 in.
Valve Clearance (Cold) 0.23 to 0.27 mm –
0.0091 to 0.0106 in.
Intake Valve Timing Open 0.24 rad (14ȋP –
before T.D.C.

Close 0.61 rad (36ȋP –

after B.D.C.
Exhaust Valve Timing Op en 0.79 rad (45ȋP –
before B.D.C.

Close 0.29 rad (17ȋP –

after T.D.C.
Valve Spring Free Length 35.1 to 35.6 mm 34.6 mm
(Intake) 1.3819 to 1.4016 in. 1.3622 in.

Free Length 35.1 to 35.6 mm 34.6 mm

(Exhaust) 1.3819 to 1.4016 in. 1.3622 in.

Tilt – 1.0 mm
0.039 in.
Valve Spring Setting Load / 63.547 N / 31.5 mm 45.864 N /
Setting Length 6.48 kgf / 31.5 mm 31.5 mm
(Intake) 14.256 lbs / 1.2401 in. 4.68 kgf / 31.5 mm
10.296 lbs /
1.2401 in.

Setting Load / 63.547 N / 31.5 mm 45.864 N /

Setting Length 6.48 kgf / 31.5 mm 31.5 mm
(Exhaust) 14.256 lbs / 1.2401 in. 4.68 kgf / 31.5 mm
10.296 lbs /
1.2401 in.

00(D-Kubota)-4-6
 Group 00(D-Kubota), Engine

ENGINE BODY (Continued)

Item Facto ry Specification Allowable Limit
Rocker Arm Shaft to Rocker Arm Clearance 0.016 to 0.045 mm 0.15 mm
0.0006 to 0.0018 in. 0.0059 in.

Rocker Arm Shaft O.D. 15.973 to 15.984 mm –

0.6289 to 0.6293 in.

Rocker Arm I.D. 16.000 to 16.018 mm –

0.6299 to 0.6306 in.
Valve Arm Bridge and Valve Arm Bridge Clearance 0.018 to 0.042 mm 0.15 mm
Shaft 0.0007 to 0.0017 in. 0.0059 in.

Valve Arm Bridge I.D. 9.050 to 9.065 mm –

0.3563 to 0.3569 in.

Valve Arm Bridge Shaft O.D. 9.023 to 9.032 mm –

0.3552 to 0.3556 in.
Push Rod Alignment – 0.25 mm
0.0098 in.
Tappet to Tappet Guide Clearance 0.020 to 0.062 mm 0.07 mm
0.0008 to 0.0024 in. 0.0028 in.

Tappet Guide Bore I.D. 24.000 to 24.021 mm –

0.9449 to 0.9457 in.

Tappet O.D. 23.959 to 23.980 mm –

0.9433 to 0.9441 in.
Camshaft Side Clearance 0.07 to 0.22 mm 0.30 mm
0.0028 to 0.0087 in. 0.0118 in.

Alignment – 0.01 mm
0.00039 in.
Cam Height Intake 37.63 mm 37.13 mm
1.4815 in. 1.4618 in.

Exhaust 38.96 mm 38.46 mm

1.5338 in. 1.5141 in.
Camshaft Oil Clearance 0.050 to 0.091 mm 0.15 mm
0.0020 to 0.0036 in. 0.0059 in.

Camshaft Journal O.D. 45.934 to 45.950 mm –

1.8084 to 1.8091 in.

Camshaft Bearing I.D. 46.000 to 46.025 mm –

1.8110 to 1.8120 in.

00(D-Kubota)-4-7
 Group 00(D-Kubota), Engine

ENGINE BODY (Continued)

Item Factory Specification Al l o w a b l e L i m i t
Timing Gear
Idle Gear 1 to Crank Gear Backlash 0.049 to 0.193 mm 0.22 mm
0.0019 to 0.0076 in. 0.0087 in.
Idle Gear 1 to Cam Gear Backlash 0.049 to 0.189 mm 0.22 mm
0.0019 to 0.0074 in. 0.0087 in.
Idle Gear 1 to Idle Gear 2 Backlash 0.044 to 0.185 mm 0.22 mm
0.0017 to 0.0073 in. 0.0087 in.
Idle Gear 2 to Injection Pump Gear Backlash 0.044 to 0.177 mm 0.22 mm
0.0017 to 0.0070 in. 0.0087 in.
Cam Gear to Balancer Gear 1 Backlash 0.047 to 0.182 mm 0.22 mm
(Balancer Model Only) 0.0018 to 0.0072 in. 0.0087 in.
Idle Gear 1 to Balancer Gear 2 Backlash 0.044 to 0.183 mm 0.22 mm
(Balancer Model Only) 0.0017 to 0.0072 in. 0.0087 in.
Idle Gear Shaft 1, 2 to Idle Gear 1, 2 Oil Clearance 0.050 to 0.091 mm 0.10 mm
Bushing 0.0020 to 0.0036 in. 0.0039 in.

Idle Gear 1, 2 Bushing I.D. 45.025 to 45.050 mm –

1.7726 to 1.7736 in.

Idle Gear 1, 2 Shaft O.D. 44.959 to 44.975 mm –

1.7700 to 1.7707 in.
Idle Gear Side Clearance 0.15 to 0.30 mm 0.9 mm
0.0059 to 0.0118 in. 0.0354 in.
Balancer Shaft (Balancer Model Only) Side Clearance 0.070 to 0.22 mm 0.3 mm
0.0028 to 0.0087 in. 0.0118 in.
Balancer Shaft (Balancer Model Only) Alignment – 0.02 mm
0.0008 in.
Balancer Shaft (Balancer Model Only) Oil Clearance 0.070 to 0.159 mm 0.2 mm
0.0028 to 0.0063 in. 0.0079 in.

Balancer Shaft Journal O.D. 50.92 to 50.94 mm –

2.0047 to 2.0055 in.

Balancer Bearing I.D. 51.01 to 51.08 mm –

2.0083 to 2.0110 in.
Piston Pin Bore I.D. 30.000 to 30.013 mm 30.05 mm
1.1811 to 1.1816 in. 1.1831 in.
Top Ring to Ring Groove Clearance 0.05 to 0.09 mm 0.15 mm
0.0020 to 0.0035 in. 0.0059 in.
Second Ring to Ring Groove Clearance 0.093 to 0.120 mm 0.20 mm
0.0037 to 0.0047 in. 0.0079 in.
Oil Ring to Ring Groove Clearance 0.020 to 0.060 mm 0.15 mm
0.0008 to 0.0023 in. 0.0059 in.

00(D-Kubota)-4-8
 Group 00(D-Kubota), Engine

ENGINE BODY (Continued)

Item Factory Specification Allowable Limit
Piston Ring Gap Top Ring 0.30 to 0.45 mm 1.25 mm
0.0118 to 0.0177 in. 0.0492 in.

Second Ring 0.30 to 0.45 mm 1.25 mm

0.0118 to 0.0177 in. 0.0492 in.

Oil Ring 0.25 to 0.45 mm 1.25 mm

0.0098 to 0.0177 in. 0.0492 in.
Connecting Rod Alignment – 0.05 mm
0.0020 in.
Piston Pin to Small End Bushing Clearance 0.020 to 0.040 mm 0.15 mm
0.0008 to 0.0016 in. 0.0059 in.

Piston Pin O.D. 30.006 to 30.011 mm –

1.1813 to 1.1815 in.

Small End Bushing I.D. 30.031 to 30.046 mm –

1.1823 to 1.1829 in.
Crankshaft Side Clearance 0.15 to 0.31 mm 0.50 mm
0.0059 to 0.0122 in. 0.0197 in.

Alignment – 0.02 mm
0.00079 in.
Crankshaft Journal to Crankshaft Bearing Oil Clearance 0.018 to 0.062 mm 0.20 mm
0.0007 to 0.0024 in. 0.0079 in.

Crankshaft Journal O.D. 74.977 to 74.990 mm –

2.9518 to 2.9524 in.
Crank Pin to Pin Bearing Oil Clearance 0.018 to 0.051 mm 0.20 mm
0.0007 to 0.0020 in. 0.0079 in.

Crank Pin O.D. 52.977 to 52.990 mm –

2.0857 to 2.0862 in.
Cylinder Bore I.D. 100.000 to 100.022 mm 100.15 mm
3.9370 to 3.9379 in. 3.9429 in.
Cylinder Bore (Oversize) I.D. 100.500 to 100.522 mm 100.65 mm
3.9567 to 3.9576 in. 3.9626 in.

00(D-Kubota)-4-9
 Group 00(D-Kubota), Engine

LUBRICATING SYSTEM
Item Factory Specification Al l o w a b l e L i m i t
Engine Oil Pressure At Idle Speed – 49 kPa
0.5 kgf/cm2
7 psi

At Rated Speed 196 to 392 kPa 147.1 kPa

2.0 to 4.0 kgf/cm2 1.5 kgf/cm2
28 to 57 psi 21.3 psi
Engine Oil Pressure Switch Working Pressure 39.2 to 58.8 kPa –
0.4 to 0.6 kgf/cm2
5.6 to 8.4 psi
Inner Rotor to Outer Rotor Clearance 0.04 to 0.16 mm 0.3 mm
0.0016 to 0.0063 in. 0.0118 in.
Outer Rotor to Pump Body Clearance 0.100 to 0.184 mm 0.3 mm
0.0039 to 0.0072 in. 0.0118 in.
Inner Rotor to Cover Clearance 0.025 to 0.075 mm 0.225 mm
0.0010 to 0.0030 in. 0.0089 in.
Relief Valve Working Pressure 885 kPa –
9.04 kgf/cm2
129 psi

COOLING SYSTEM
Thermostat Valve Opening 74.5 to 78.5 °C –
Temperature 166.1 to 173.3 °F

Valve Opening 90 °C –
Temperature 194 °F
(Opened
Completely)
Radiator Water Tightness Water tightness at –
specified pressure
137 kPa
1.4 kgf/cm2
G 20 psi
Radiator Cap Air Leakage 10 seconds or more –
88 ˧G59 kPa
0.9 ˧G0.6 kgf/cm2
13 ˧G9 psi
Fan Belt Tension 10.0 to 12.0 mm / 98 N –
0.394 to 0.472 in. / 98 N
(10 kgf, 22 lbs)

00(D-Kubota)-4-10
 Group 00(D-Kubota), Engine

FUEL SYSTEM
Item Factor y S pecification Allowable Limit

0.21 to 0.24 rad

–
V3800DI-T-E2B (12 to 14 °)
Injection Timing before T.D.C.
0.0917 to 0.117 rad
V3800DI-T-E3B (5.25 to 6.75 °) –
before T.D.C.
Pump Element Fuel Tightness – 18.63 MPa
190 kgf/cm2
2702 psi
Delivery Valve Fuel Tightness 1 0 seconds 5 seconds
18.63 ˧G17.65 MPa 18.63 ˧G17.65 MPa
190 ˧G180 kgf/cm2 190 ˧G180 kgf/cm 2
2702 ˧G2560 psi 2702 ˧G2560 psi
Fuel Injection Nozzle Injection Pressure 18.63 to 19.61 MPa –
(1st stage) 190 to 200 kgf/cm2
2702 to 2845 psi

Injection Pressure 23.54 to 24.52 MPa –

(2nd stage) 240 to 250 kgf/cm2
3414 to 3556 psi

Valve Seat When the pressure is –

Tightness 16.67 MPa
(170 kgf/cm2, 2418 psi),
the valve seat must be
fuel tightness.

ELECTRICAL SYSTEM
Commutator O.D. 32 mm 31.4 mm
1.2598 in. 1.2362 in.
Mica Undercut 0 .5 mm 0.2 mm
0.0197 in. 0.0079 in.
Brush (Starter) Length 18.0 mm 11.0 mm
0.7086 in. 0.4331 in.
Alternator No-load Voltage 14 V at –
4000 min-1 (rpm)
Rotor Coil Resistance 2.8 to 3.3 ȳ –
Slip Ring O.D. 22.7 mm 22.1 mm
0.894 in. 0.870 in.
Brush (Alternator) Length 18.5 mm 5.0 mm
0.728 in. 0.197 in.
Intake Air Heater Resistance –
Approx. 0.3 ȳ
(at cold occasion)

00(D-Kubota)-4-11
 Group 00(D-Kubota), Engine

3. CHECKING, DISASSEMBLING AND SERVICING

[1] CHECKING AND ADJUSTING
(1) Engine Body
Compression Pressure
1. After warming up the engine, shut it down and remove the air
cleaner, the muffler, high pressure pipes, cylinder head cover,
overflow pipe, all nozzle holders and all nozzle gaskets.
2. Install a compression tester (Code No: 07909-30208) and nozzle
adaptor for diesel engines to nozzle holder hole.
3. After making sure that the stop lever is set at the stop position
(Non-injection), run the engine at 200 to 300 min
1 (rpm) with the
starter.
4. Read the maximum pressure. Measure the pressure more than
twice.
NOTE
• Check the compression pressure with the specified valve
clearance.
• Always use a fully charged battery for performing this test.
• Variances in cylinder compression values should be under
10 %.

Factory 3.47 MPa / 250 min-1 (rpm)

spec. 35.4 kgf/cm2 / 250 min-1 (rpm)
503 psi / 250 min-1 (rpm)
Compression
pressure

2.56 MPa / 250 min-1 (rpm)

Allowable
26.1 kgf/cm2 / 250 min-1 (rpm)
limit
371 psi / 250 min-1 (rpm)

17.7 to 20.6 N·m

Nozzle holder clamp nut
Overflow pipe assembly
retaining screw
Tightening torque
Cylinder head cover screw
Injection pipe retaining nut
1.8 to 2.1 kgf·m
13.0 to 15.2 ft-lbs
9.8 to 11.3 N·m
1.0 to 1.15 kgf·m
7.23 to 8.32 ft-lbs
6.9 to 11.3 N·m
0.7 to 1.15 kgf·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs

00(D-Kubota)-4-12
 Group 00(D-Kubota), Engine

Checking Valve Clearance

IMPORTANT
• Valve clearance must be checked and adjusted when engine
is cold.
1. Remove the high pressure pipes and the head cover.
2. Align the 1TC mark of flywheel and the convex of flywheel
housing timing windows so that the first piston (gear case side)
comes to the compression top dead center.
3. Before adjusting the valve clearance, adjust the bridge evenly to
the valve stem.
4. Loosen the lock nut (2) and adjust with screw (1).
5. Slightly push the rocker arm with your fingers and screw in the
adjusting screw slowly until you feel the screw touch the top of
valve stem, then tighten the lock nut.
6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and
insert the feeler gauge between the rocker arm and the bridge
head. Set the adjusting screw to the specified value, then tighten
the lock nut.
0.23 to 0.27 mm
Valve clearance Factory spec.
0.0091 to 0.0106 in.

NOTE
• After adjusting, tighten the lock nut (4) securely.
Valve arrangement
Adjustment cylinder IN. EX
Location of piston
1st

When No.1 piston is at 2nd

compression top dead center 3rd
4th
1st

When No.1 piston is at 2nd

overlap position 3rd
4th

6.9 to 11.3 N·m

Cylinder head cover screw 0.7 to 1.15 kgf·m
5.1 to 8.32 ft-lbs
Tightening torque
19.6 to 24.5 N·m
Injection pipe retaining nut 2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs

(1) Adjusting Screw (3) Adjusting Screw

(2) Lock Nut (4) Lock Nut

00(D-Kubota)-4-13
 Group 00(D-Kubota), Engine

(2) Lubricating System

Engine Oil Pressure
1. Remove the oil switch and set a pressure tester (Code No.
07916-32032).
2. Start the engine. After warming up, measure the oil pressure of
both idling and rated speeds.
3. If the oil pressure is less than the allowable limit, check the
following.
• Engine oil insufficient
• Oil pump defective
• Oil strainer clogged
• Oil filter cartridge clogged
• Oil gallery clogged
• Excessive oil clearance
• Foreign matter in the relief valve
(When reassembling)
• After checking the engine oil pressure, tighten the engine oil
pressure switch to the specified torque.
49 kPa
At idle Allowable
0.5 kgf/cm2
speed limit
7 psi
196 to 392 kPa
Factory
Engine oil pressure 2.0 to 4.0 kgf/cm2
spec.
At rated 28 to 57 psi
speed 147.1 kPa
Allowable
1.5 kgf/cm2
limit
21.3 psi

14.7 to 19.6 N·m

Tightening torque Oil switch taper screw 1.5 to 2.0 kgf·m
10.8 to 14.5 ft-lbs

(3) Cooling System

Fan Belt Tension
1. Measure the deflection (A), depressing the belt halfway between
the fan drive pulley and alternator pulley at specified force 98 N
(10 kgf, 22 lbs).
2. If the measurement is not within the factory specifications, loosen
the alternator mounting screws and relocate the alternator to
adjust.
10 to 12 mm
Deflection (A) Factory spec.
0.394 to 0.472 in.

(A) Deflection

00(D-Kubota)-4-14
 Group 00(D-Kubota), Engine

Fan Belt Damage and Wear

1. Check the fan belt for damage.
2. If the fan belt is damaged, replace it.
3. Check if the fan belt is worn and sunk in the pulley groove.
4. If the fan belt is nearly worn out and deeply sunk in the pulley
groove, replace it.
(A) Good
(B) Bad

CAUTION
•When removing the radiator cap, wait at least ten minutes after the engine has stopped and cooled down.
Otherwise, hot water may gush out, scalding nearby people.
Radiator Cap Air Leakage
1. Set a radiator tester on the radiator cap.
2. Attach a radiator tester.
Apply the specified pressure of 88 kPa (0.9 kgf/cm2, 13 psi).
3. Check if the pressure drop to less than 59 kPa (0.6 kgf/cm2, 9 psi)
in 10 seconds.
4. If the pressure is less than the factory specification, replace it.

Radiator Water Leakage

1. Pour a specified amount of water into the radiator.
2. Attach a radiator tester.
Increase water pressure to the specified pressure of 137 kPa (1.4
kgf/cm2, 20 psi).
3. Check the radiator for water leaks.
4. When water leakage is excessive, replace the radiator. If water
leakage is caused by a small pinhole, correct the radiator with
radiator sealant.

00(D-Kubota)-4-15
 Group 00(D-Kubota), Engine

Thermostat Valve Opening Temperature

1. Push down the thermostat valve and insert a string between the
valve and the valve seat.
2. Place the thermostat and a thermostat in a container with water
and gradually heat the water.
3. Hold the string to suspend the thermostat in the water. When the
water temperature rises, the thermostat valve will open, allowing
it to fall down from the string.
Read the temperature at this moment on the thermometer.
4. Continue heating the water and read the temperature when the
valve has risen by about 8 mm (0.315 in.).
5. If the measurement is not acceptable, replace the thermostat.
Thermostat’s valve 74.5 to 78.5 ୅
Factory spec.
opening temperature 166.1 to 173.3 එ
Temperature at which
90 ୅
thermostat completely Factory spec.
194 එ
opens

00(D-Kubota)-4-16
 Group 00(D-Kubota), Engine

(4) Fuel System (V3800DI-T-E2B Engine)

Injection Timing
1. Make sure of matching the injection timing align mark (1) of the
injection pump unit and the plate (gearcase), as shown in the
illustration.
2. Remove the injection pipes.
3. Remove the stop solenoid.
4. Turn the flywheel counterclockwise (viewed from flywheel side)
until the fuel fills up to the hole of the delivery valve holder (2) for
No.1 cylinder.
5. After the fuel fills up to the hole of the delivery valve holder for
No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad
(90 °).
6. Turn the flywheel counterclockwise to set at around 0.35 rad
(20 °) before T.D.C..
7. Slowly turn the flywheel counterclockwise and stop turning when
the fuel begins to come up, to get the present injection timing.
8. Check to see the degree on flywheel.
The flywheel has mark “1TC”, “10” and “20” for the crank angle
before the top dead center of No.1 piston.
9. If the injection timing is not within the specification, rotate the
injection pump unit to adjust the injection timing.
IMPORTANT
• When installing the injection pump unit to the engine body,
follow the correct procedure.
See the “Injection Pump Unit”.
0.21 to 0.24 rad (12
to
Injection timing Factory spec.
14
) before T.D.C.

19.6 to 24.5 N·m

Injection pipe retaining nut
Tightening torque
Injection pump unit
mounting nut
2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs
17.7 to 20.6 N·m
1.8 to 2.1 kgf·m
13.0 to 15.2 ft-lbs

(1) Injection Timing Align Mark (a) Injection Timing Advanced

(2) Delivery Valve Holder (b) Injection Timing Retarded

00(D-Kubota)-4-17
 Group 00(D-Kubota), Engine

(5) Fuel System (V3800DI-T-E3B Engine)

Injection Timing
1. Remove the timer gear lubricating pipe (1).

2. Remove the gear case cover (2).

3. Set the timer 0 ° restoring jig (4) to the timer gear(3).

4. Make sure of matching the injection timing align mark (5) of the
injection pump unit and the plate (gear case), as shown in the
illustration.
5. Remove the injection pipes.
6. Remove the solenoid.
(1) Timer Gear Lubricating Pipe
(2) Gear Case Cover
(3) Timer Gear
(4) Timer 0 ° Restoring Jig
(5) Injection Timing Align Mark

[A] for V3800DI-T-E3B Engine

(a) Injection Timing Advanced

(b) Injection Timing Retarded

00(D-Kubota)-4-18
 Group 00(D-Kubota), Engine

Injection Timing (Continued)

7. Turn the flywheel counterclockwise (viewed from flywheel side)
until the fuel fills up to the hole of the delivery valve holder (6) for
No.1 cylinder.
8. After the fuel fills up to the hole of the delivery valve holder for
No.1 cylinder, turn back (clockwise) the flywheel around 1.6 rad
(90 °).
9. Turn the flywheel counterclockwise to set at around 0.35 rad
(20 °) before T.D.C..
10.Slowly turn the flywheel counterclockwise and stop turning when
the fuel begins to come up, to get the present injection timing.
11.Check to see the degree on flywheel.
The flywheel has mark “1TC”, “10” and “20” for the crank angle
before the top dead center of No.1 piston.
12.If the injection timing is not within the specification, rotate the
injection pump unit to adjust the injection timing.
IMPORTANT
• When installing the injection pump unit to the engine body,
follow the correct procedure.
See the “Injection Pump Unit”.

0.0917 to 0.117 rad

Factory V3800DI-T-E3B,
Injection timing (5.25 ° to 6.75 °) before
spec.
T.D.C.

23 to 36 N·m
Injection pipe retaining nut 2.3 to 3.7 kgf·m
17 to 26 lbf·ft
Tightening torque
18 to 20 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13 to 15 lbf·ft

(6) Delivery Valve Holder

00(D-Kubota)-4-19
 Group 00(D-Kubota), Engine

Fuel Tightness of Pump Element

1. Remove the engine stop solenoid.
2. Remove the injection pipes.
3. Install the injection pump pressure tester to the injection pump.
4. Install the injection nozzle (2) jetted with the proper injection
pressure to the injection pump pressure tester (1). (Refer to the
figure.)
5. Set the speed control lever to the maximum speed position.
6. Run the starter to increase the pressure.
7. If the pressure can not reach the allowable limit, replace the
pump with new one or repair with a Kubota-authorized pump
service shop.

Fuel tightness of pump 18.63 MPa

Allowable limit 190 kgf/cm2
element
2702 psi
NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle

Fuel Tightness of Delivery Valve

1. Remove the engine stop solenoid.
2. Remove the injection pipes.
3. Install a pressure tester to the fuel injection pump.
4. Install the injection nozzle (2) jetted with the proper injection
pressure to the injection pump pressure tester (1).
5. Run the starter to increase the pressure.
6. Stop the starter when the fuel jets from the injection nozzle. After
that, turn the flywheel by the hand and raise the pressure to
approx. 18.63 MPa (190 kgf/cm2, 2702 psi).
7. Now turn the flywheel back about half a turn (to keep the plunger
free). Maintain the flywheel at this position and clock the time
taken for the pressure to drop from 18.63 to 17.65 MPa (from 190
to 180 kgf/cm2, from 2702 to 2560 psi).
8. Measure the time needed to decrease the pressure from 18.63 to
17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi).
9. If the measurement is less than allowable limit, replace the pump
with new one or repair with a Kubota-authorized pump service
shop.
10 seconds
18.63 ˧G17.65 MPa
Factory spec. 190 ˧G180 kgf/cm2
Fuel tightness of 2702 ˧G2560 psi
delivery valve 5 seconds
18.63 ˧G17.65 MPa
Allowable limit 190 ˧G180 kgf/cm2
2702 ˧G2560 psi

NOTE
• Never try to disassemble the injection pump assembly. For
repairs, you are strongly requested to contact a Kubota-
authorized pump service shop.
(1) Injection Pump Pressure Tester (3) Protection Cover for Jetted Fuel
(2) Injection Nozzle

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 Group 00(D-Kubota), Engine

CAUTION
• Check the nozzle injection pressure and condition after confirming that there is nobody standing in the
direction the spray goes.
• If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning
may be caused.
Nozzle Spraying Condition
1. Attach the injection nozzle to the nozzle tester, and check the
nozzle spraying condition.
2. If the spraying condition is defective, replace the injection nozzle
assembly or repair at Denso service shop.
(a) Good
(b) Bad

Checking Nozzle Injection Pressure

1. Attach the injection nozzle to the nozzle tester.
2. Slowly move the tester handle to measure the pressure at which
fuel begins jetting out from the nozzle.
3. If the measurement is not within the factory specifications,
replace the injection nozzle assembly or repair at Denso service
shop.
NOTE
• Injection nozzle gasket must be replaced when the injection
nozzle is removed for checking.
18.63 to 19.61 MPa
Factory 1st
Injection pressure 190 to 200 kgf/cm2
spec. stage
2702 to 2845 psi

Valve Seat Tightness

1. Attach the injection nozzle to the nozzle tester.
2. Raise the fuel pressure, and keep at 16.67 MPa (170 kgf/cm2,
2418 psi) for 10 seconds.
3. If any fuel leak is found, replace the injection nozzle assembly or
repair at Denso service shop.
No fuel leak at
16.67 MPa
Valve seat tightness Factory spec.
170 kgf/cm2
2418 psi

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 Group 00(D-Kubota), Engine

(6) Electrical System

CAUTION
• To avoid accidental short circuit, be sure to attach the positive cable to the positive terminal before the
negative cable is attached to the negative terminal.
• Never remove the battery cap while the engine is running.
• Keep electrolyte away from eyes, hands and clothes. If you are spattered with it, wash it away completely
with water immediately.
• Keep open sparks and flames away from the battery at all times. Hydrogen gas mixed with oxygen
becomes very explosive.
IMPORTANT
• If the machine is to be operated for a short time without battery (using a slave battery for starting), use
additional current (lights) while engine is running and insulate terminal of battery. If this advice is
disregarded, damage to alternator and regulator may result.
Battery Voltage
1. Stop the engine.
2. Measure the voltage with a circuit tester between the battery
terminals.
3. If the battery voltage is less than the factory specification, check
the battery specific gravity and recharge the battery.
Battery voltage Factory spec. More than 12 V

(1) Positive Terminal

(2) Negative Terminal

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 Group 00(D-Kubota), Engine

Battery Specific Gravity

1. Check the specific gravity of the electrolyte in each cell with a
hydrometer.
2. When the electrolyte temperature differs from that at which the
hydrometer was calibrated, correct the specific gravity reading
following the formula mentioned in (Reference).
3. If the specific gravity is less than 1.215 (after it is corrected for
temperature), charge or replace the battery.
4. If the specific gravity differs between any two cells by more than
0.05, replace the battery.
NOTE
• Hold the hydrometer tube vertical without removing it from
the electrolyte.
• Do not suck too much electrolyte into the tube.
• Allow the float to move freely and hold the hydrometer at eye
level.
• The hydrometer reading must be taken at the highest
electrolyte level.
(Reference)
• Specific gravity slightly varies with temperature. To be exact, the
specific gravity decreases by 0.0007 with an increase of 1 °C
(0.0004 with an increase of 1 °F) in temperature, and increases
by 0.0007 with a decreases of 1 °C (0.0004 with a decrease of 1
°F).
Therefore, using 20 °C (68 °F) as a reference, the specific gravity
reading must be corrected by the following formula :
- Specific gravity at 20 °C = Measured value + 0.0007 x
(electrolyte temperature : 20 °C)
- Specific gravity at 68 °F = Measured value + 0.0004 x
(electrolyte temperature : 68 °F)
Specific Gravity State of Charge
1.260 Sp. Gr. 100 % Charged
1.230 Sp. Gr. 75 % Ch ar ged
1.200 Sp. Gr. 50 % Char ged
1.170 Sp. Gr. 25 % C h ar ged
1.140 Sp. Gr. Very Little Useful Capacity
1.110 Sp. Gr. Discharged
At an electrolyte temperature of 20 °C (68 °F)
(a) Good
(b) Bad
(c) Bad

00(D-Kubota)-4-23
 Group 00(D-Kubota), Engine

Motor Test

CAUTION
• Secure the starter to prevent it from jumping up and down
while testing the motor.
1. Disconnect the battery negative cable from the battery.
2. Disconnect the battery positive cable from the battery.
3. Disconnect the leads from the starter B terminal.
4. Remove the starter from the engine.
5. Connect a jumper lead from the starter C terminal (1) to the
battery positive terminal (2).
6. Connect a jumper lead momentarily between the starter’s body
and the battery negative terminal (3).
7. If the motor does not run, starter is failure.
Repair or replace the starter.
NOTE
• B terminal : It is the terminal which connects the cable from
the battery to the starter.
• C terminal : It is the terminal which connects the cable from
the motor to the magnet switch.
(1) C Terminal (3) Negative Terminal
(2) Positive Terminal

Magnetic Switch Test

1. Disconnect the battery negative cable from the battery.
2. Disconnect the battery positive cable from the battery.
3. Disconnect the leads from the starter B terminal.
4. Remove the starter from the engine.
5. Connect a jumper lead from the starter S terminal (1) to the
battery positive terminal (2).
6. Connect a jumper lead momentarily between the starter’s body
and the battery negative terminal (3).
7. If the pinion gear does not pop out, the magnetic switch is failure.
Repair or replace the starter.
NOTE
• B terminal : It is the terminal which connects the cable from
the battery to the starter.
• S terminal : It is the terminal which connects the cable from
the starter switch to the magnet switch.
(1) S Terminal (3) Negative Terminal
(2) Positive Terminal

Magnet Switch Continuity Test

1. Check the continuity across the C terminal (1) and the B terminal
(2) with a circuit tester, pushing in the plunger.
2. If not continuous or if a certain value is indicated, replace the
magnet switch.
(1) C Terminal (2) B Terminal

00(D-Kubota)-4-24
 Group 00(D-Kubota), Engine

Alternator on Unit Test

(Before testing)
• Before alternator on unit test, check the battery terminal connec-
tions, circuit connection, fan belt tension, charging indicator lamp,
fuses on the circuit, and abnormal noise from the alternator.
• Prepare full charged battery for the test.
NOTE
• Be careful not to touch the rotating engine parts while
engine is running.
Keep safety distance from the engine rotating parts.
1. Start the engine.
2. When the engine is operating measure the voltage between two
battery terminals. If the voltage is between 13.8 V and 14.8 V,
the alternator is operating normally.
3. If the results of alternator on unit test are not within the
specifications, disassemble the alternator and check the each
component part for finding out the failure. See the
“DISASSEMBLING AND ASSEMBLING” and “SERVICING” for
alternator.
Regulating voltage at no 13.8 to 14.8 V at 25 °C
Factory spec.
load (77 °F)

Intake Air Heater

1. Disconnect the lead.
2. Measure the resistance between + terminal (1) and intake air
heater body (2).
3. If the resistance is infinity, the intake air heater is faulty.
Intake air heater Approx. 0.3 Ω
Factory spec.
resistance (At cold occasion)

(1) + Terminal (2) Intake Air Heater Body

Engine Stop Solenoid

1. Remove the engine stop solenoid from the engine.
2. Connect the jumper leads from the pulling coil P terminal to the
switch (3), and from switch (3) to the battery positive terminal.
3. Connect the jumper leads from the holding coil H terminal to the
switch (4), and from switch (4) to the battery positive terminal.
4. Connect the jumper leads from the engine stop solenoid body to
the battery negative terminal.
5. When switch (4) is turn on, the plunger pull into the solenoid body
and then turn off the switch (4), the plunger comes out.
6. Turn on the switch (3) then turn on the switch (4), the plunger pull
into the solenoid body and it keep in holding position after turn off
the switch (4).
7. If the plunger is not attracted, the engine stop solenoid is faulty.
IMPORTANT
• Never apply the current for pulling coil more than two
seconds when inspecting.
(1) Connector P : Terminal for Pulling Coil
(2) Battery H : Terminal for Holding Coil
(3) Switch for Holding Coil
(4) Switch for Pulling Coil

00(D-Kubota)-4-25
 Group 00(D-Kubota), Engine

(7) Turbocharger
Turbine Side
1. Check the exhaust port (3) and inlet port (5) side of turbine
housing (1) to see if there is no exhaust gas leak.
2. If any gas leak is found, retighten the bolts and nuts or replace
the gasket (2) / (4) / (6) with new one.
(1) Turbine Housing (4) Gasket
(2) Gasket (5) Inlet Port
(3) Exhaust Port (6) Gasket

Compressor Side
1. Check the inlet hose (1) of the compressor cover (3) to see if
there is no air leak.
2. Check for loose connections or cracks in the suction side of the
intake hose.
3. If any air leak is found, change the clamp (2) and or inlet hoses.
(1) Inlet Hose (3) Compressor Cover
(2) Clamp

Radial Clearance
1. If the wheel contact to the housing, replace the turbocharger
assembly with new one.

00(D-Kubota)-4-26
 Group 00(D-Kubota), Engine

[2] EGR SYSTEM

(1) Checking the function of EGR system (V3800DI-T-E3B Engine)
1. Check the coolant temperature and monitor the coolant
temperature while checking 1) and 2).
2. If the coolant temperature is already 55 °C (131 °F), cool down
the engine.
3. Start the engine and go to check 1) immediately.
4. After completing checking 1), arrange the coolant temperature is
getting over 70 °C (158 °F).
5. If the coolant temperature is over 70 °C (158 °F), go to check 2).
(a) Measuring Place of EGR Pipe
Surface Temperature

1) If the coolant temperature is under 55 °C (131 °F), the surface temperature of EGR pipe must be under
50 °C (122 °F).

00(D-Kubota)-4-27
 Group 00(D-Kubota), Engine

2) If the coolant temperature is over 70 °C (158 °F), the surface temperature of EGR pipe must be over
100 °C (212 °F).

00(D-Kubota)-4-28
 Group 00(D-Kubota), Engine

[3] DISASSEMBLING AND ASSEMBLING

(1) Draining Oil and Coolant
Draining Engine Oil
# 1. Start and warm up the engine for approx. 5 minutes.
2. Place an oil pan underneath the engine.
3. Remove the drain plug (1) to drain oil.
4. After draining, screw in the drain plug.
(When refilling)
• Fill the engine oil up to the upper line on the dipstick (2).
IMPORTANT
• Never mix two different types of oil.
• Use the proper SAE Engine Oil according to ambient
temperature.
(1) Drain Plug (2) Dipstick

<A> ; V3800DI-T-E2B Engine (Tier2)

<B> ; V3800DI-T-E3B Engine (Tier3)

$

Draining Coolant

CAUTION
• Never remove radiator cap while operating or immediately
after stopping. Otherwise, hot water will spout out from the
radiator. Wait for more than ten minutes to cool the radiator,
before opening the cap.
1. Prepare a bucket. Open the coolant drain cock.
(1) Coolant Drain Cock

(2) External Components

Air Cleaner, Muffler and Others
1. Remove the air cleaner and muffler.
2. Remove the fan, fan belt, alternator and starter.
(When reassembling)
• Check to see that there are no cracks on the belt surface.
IMPORTANT
• After reassembling the fan belt, be sure to adjust the fan belt
tension.
• Do not confuse the direction of the fan. Attach the fan with
its “1C010” marking facing frontward (toward the radiator).

00(D-Kubota)-4-29
 Group 00(D-Kubota), Engine

(3) Turbocharger (V3800DI-T-E2B Engine)

CAUTION
• While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the
turbocharger.
NOTE
• When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other
foreign matter in the oil pipes.
• When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the
turbocharger.
• Before starting the engine, make sure that air cleaner is in position.
Oil Pipe
1. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2).
2. Remove the bolts (1) and release the clamp (6).
3. Disconnect the oil pipe 2 (7) and pipe 4 (3).
(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Replace the gasket with new one.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (5) Joint Bolt
(2) Oil Pipe 1 (6) Clamp
(3) Oil Pipe 4 (7) Oil Pipe 2
(4) Clamp

Turbocharger
1. Remove the screw (1) and bolt (3).
2. Take off the turbocharger assembly (2).
(When reassembling)
• Replace the gasket with new one.
(1) Screw (3) Bolt
(2) Turbocharger Assembly

00(D-Kubota)-4-30
 Group 00(D-Kubota), Engine

(4) Turbocharger (V3800DI-T-E3B Engine)

CAUTION
• While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the
turbocharger.
NOTE
• When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other
foreign matter in the oil pipes.
• When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the
turbocharger.
• Before starting the engine, make sure that air cleaner is in position.
Oil Pipe
1. Remove the cover (8)
2. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2).
3. Remove the bolts (1) and release the clamp (6).
4. Disconnect the oil pipe 2 (7) and pipe 4 (3).

(When reassembling)
• Pour fresh engine oil through the oil filler port of the turbocharger.
• Replace the gasket with new one.
• Be careful not to allow dust, dirt and other foreign matters in the
oil pipes.
NOTE
• Tape or plug all openings to prevent foreign matters from
damaging the oil cavities in the turbocharger.
(1) Bolt (6) Clamp
(2) Oil Pipe 1 (7) Oil Pipe 2
(3) Oil Pipe 4 (8) Cover
(4) Clamp
(5) Joint Bolt

Turbocharger
1. Remove the turbocharger flange (1).
2. Remove the inlet hose (2).
3. Remove the turbocharger assembly (3).
(When reassembling)
• Replace the gasket with new one.

(1) Turbocharger Flange

(2) Inlet Hose
(3) Turbocharger Assembly

00(D-Kubota)-4-31
 Group 00(D-Kubota), Engine

(5) Exhaust Gas Recirculation (EGR) (V3800DI-T-E3B Engine)

EGR Pipe
1. Remove the EGR pipe (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Pipe

EGR Cooler
1. Remove the EGR cooler (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Cooler

EGR Cooler Flange

1. Remove the EGR cooler flange (2).
(When reassembling)
• Replace the gaskets with new ones.
(1) Gasket
(2) EGR Cooler Flange

EGR Valve
1. Remove the EGR valve (1).
(When reassembling)
• Replace the gaskets with new ones.
(1) EGR Valve

Reed Valve
1. Remove the reed valve (2) from the EGR valve (1).
(When reassembling)
• Replace the gasket with new ones.
(1) EGR Valve
(2) Reed Valve

00(D-Kubota)-4-32
 Group 00(D-Kubota), Engine

Thermo Valve (If necessary)

1. Disconnect hoses (1), (2).
2. Remove the thermo valve (3).
NOTE
• If you drop the thermo valve (3), replace the thermo valve (3)
with new one.
(When reassembling)
• Securely connect the hoses (1), (2).
30 to 39 N·m
Tightening torque Thermo valve 3.0 to 4.0 kgf·m
22 to 28 lbf·ft

(1) Hose to EGR Valve (a) Boost Pressure from Intake

(2) Hose from Intake Manifold Flange Manifold
(3) Thermo Valve (b) Boost Pressure to EGR Valve

00(D-Kubota)-4-33
 Group 00(D-Kubota), Engine

(6) Cylinder Head and Valves

Cylinder Head Cover and Nozzle Holder
1. Remove the injection pipes (2).
2. Remove the cylinder head cover (1).
3. Remove the over flow pipe (3).
4. Remove the nozzle holder clamps (4), nozzle holder assembly
(5) and nozzle gaskets.
(When reassembling)
• Check to see that the cylinder head cover gasket is not defective.
• Be sure to place the nozzle gaskets.
• Tighten the head cover mounting bolts to specified torque.
• Mount the check valve with the
mark toward the tank.
17.7 to 20.6 N·m
Nozzle holder clamp nut 1.8 to 2.1 kgf·m
13.0 to 15.2 ft-lbs
9.8 to 11.3 N·m
Overflow pipe assembly
Tightening torque 1.0 to 1.15 kgf·m
retaining screw
(V3800DI-T-E2B) 7.23 to 8.32 ft-lbs
6.9 to 11.3 N·m
Cylinder head cover screw 0.7 to 1.15 kgf·m
5.1 to 8.32 ft-lbs
19.6 to 24.5 N·m
Injection pipe retaining nut 2.0 to 2.5 kgf·m
14.5 to 18.1 ft-lbs

Nozzle holder clamp nut
Overflow pipe assembly
Tightening torque
joint screw
(V3800DI-T-E3B)
Cylinder head cover screw
Injection pipe retaining nut
18 to 20 N·m
1.8 to 2.1 kgf·m
13 to 15 lbf·ft
9.8 to 11.2 N·m
1.0 to 1.15 kgf·m
7.24 to 8.31 lbf·ft
6.9 to 11.2 N·m
0.70 to 1.15 kgf·m
5.1 to 8.31 lbf·ft
23 to 36 N·m
2.3 to 3.7 kgf·m
17 to 26 lbf·ft

(1) Head Cover (4) Nozzle Holder Clamps

(2) Injection Pipe (5) Nozzle Holder Assembly
(3) Overflow Pipe

00(D-Kubota)-4-34
 Group 00(D-Kubota), Engine

Rocker Arm and Push Rod

1. Remove the rocker arm (3) as a unit.
2. Remove the push rods (1).
3. Remove the bridge arm (4).
(When reassembling)
• When putting the push rods onto the tappets (2), check to see if
their ends are properly engaged with the grooves.
IMPORTANT
• After reassembling the rocker arm, be sure to adjust the
valve clearance.
49.0 to 55.9 N·m
Tightening torque Rocker arm bracket screw 5.0 to 5.7 kgf·m
36.2 to 41.2 ft-lbs

(1) Push Rod (3) Rocker Arm

(2) Tappet (4) Bridge Arm

Injection Nozzle Oil Seal (if necessary)

1. Remove the injection nozzle oil seal (2) from cylinder head cover
(1).
(When reassembling)
• When installing the injection nozzle oil seal, use new one.
(1) Cylinder Head Cover (2) Injection Nozzle Oil Seal

00(D-Kubota)-4-35
 Group 00(D-Kubota), Engine

Cylinder Head and Tappet

1. Loosen the pipe band, and remove the water return pipe (1).
2. Disconnect the fuel pipe (2) first and then the fuel filter (3).
3. Remove the IN. / EX. Manifold.
4. Remove the cylinder head screw in the order of (18) to (1), and
remove the cylinder head.
5. Remove the cylinder head gasket.
6. Remove the tappets (4) from the crank case.
(When reassembling)
• Replace the head gasket with a new one.
• Before installing the tappets (4), apply engine oil thinly around
them.
• When mounting the gasket, set it to the knock pin hole. Take
care not to mount it reversely.
• The cylinder head should be free of scratches and dust.
• Take care for handling the gasket not to damage it.
• Install the cylinder head.
• Tighten the cylinder head screw gradually in the order of (1) to
(18) after applying engine oil.
• Be sure to adjust the valve clearance. See the “Valve
Clearance”.
• It is not necessary to retighten the cylinder head screw after
running the engine for 30 minutes.
IMPORTANT
• When replacing a piston, piston pin bush, connecting rod or
crankpin bearing, select the cylinder head gasket thickness
to meet with the top clearance refer to the “Selecting
Cylinder Head Gasket”.
NOTE
• Mark the cylinder number to the tappets to prevent
interchanging.
98.1 to 107.9 N·m
Cylinder head mounting
Tightening torque 10.0 to 11.0 kgf·m
screw
72.3 to 79.6 ft-lbs

(1) Return Pipe A : Gear Case Side

(2) Fuel Pipe B : Flywheel Side
(3) Fuel Filter
(4) Tappet

00(D-Kubota)-4-36
 Group 00(D-Kubota), Engine

Selecting Cylinder Head Gasket

Replacing the Cylinder Head Gasket
1. Make sure to note the notch (a), (b) or (c) of cylinder head gasket
(1) in advance.
2. Replace the same notch (a), (b) or (c) as the original cylinder
head gasket (1).
Selecting the Cylinder Head Gasket
• Select the cylinder head gasket (1) thickness to meet with the top
clearance when replacing the piston, piston pin bush, connecting
rod or crankpin bearing.
1. Measure the piston head’s protrusion or recessing from the
crankcase cylinder face 4 spots per each piston and (average of
four pistons) using the dial gauge as shown in figure.
2. Select the suitable cylinder head gasket refer to the table below.
Thickness of cylinder Piston Head’s
Notch of head gasket protrusion or
Cylinder recessing from the
Part Code
Head Before After level of crankcase
Gasket tightening tightening cylinder face.
(average of 4 pistons)
2 notches 0.90 mm 0.80 mm -0.07 to +0.049 mm
1G514-03310
(a) 0.0354 in. 0.0315 in. -0.0028 to +0.0019 in.
1 notch 1.00 mm 0.90 mm +0.050 to +0.149 mm
1G514-03600
(b) 0.0394 in. 0.0354 in. +0.0020 to +0.0058 in.
Without 1.05 mm 0.95 mm +0.150 to +0.20 mm
1G514-03610
notch (c) 0.0413 in. 0.0374 in. +0.0059 to +0.0078 in.

(1) Cylinder Head Gasket (a) 2 Notches

(2) Measuring Point (b) 1 Notch
(A) Gear Case Side (c) Without Notch
(B) Flywheel Side

Valve
1. Remove the valve spring collets (1) after compressing the valve
spring (3) with the valve spring retainer (2).
(When reassembling)
• Install the valve spring with its small-pitch end downward (at the
head side).
• Wash the valve stem and valve guide hole, and apply engine oil
sufficiently.
• After installing the valve spring collets, lightly tap the stem to
assure proper fit with a plastic hammer.
(1) Valve Spring Collet (7) Large Pitch
(2) Valve Spring Retainer (8) Smaller Pitch
(3) Valve Spring (9) Install the spring with its smaller-
(4) Valve Stem Seal pitch end downward (at the head
(5) Arm Bridge side)
(6) Valve

00(D-Kubota)-4-37
 Group 00(D-Kubota), Engine

(7) Thermostat
Thermostat Assembly
1. Remove the thermostat cover mounting screws, and remove the
thermostat cover (1).
2. Remove the thermostat assembly (3).
(When reassembling)
• Apply a liquid gasket (Three Bond 1215 or equivalent) only at the
thermostat cover side of the gasket (2).
• Attach the thermostat with its hole facing toward the air suction
side.
(1) Thermostat Cover (3) Thermostat Assembly
(2) Thermostat Cover Gasket (4) Hole

00(D-Kubota)-4-38
 Group 00(D-Kubota), Engine

(8) Injection Pump Unit

Injection Pump Unit (V3800DI-T-E2B Engine)
(Removing the fuel injection pump unit)
1. Detach the gear cover for the fuel injection pump unit from the
gearcase.
2. Place the piston of the 4th cylinder at the top dead center in the
compression stroke. Fix the flywheel with the flywheel stopper.
IMPORTANT
• Look for the align mark on the idle gear 2. Using a white
marking pen or the like, put an align mark on the engaged
tooth of the idle gear. This helps to reassemble these gears
in mesh later.
NOTE
• When the already existing align marks align with each other,
there is no need to put another align mark.
3. Unscrew the two plugs (3) of the injection pump unit.
4. Tighten the upper fuel cam shaft lock screw (5) until it comes into
contact with the fuel cam shaft. Make sure the cam shaft does
not move any longer.
5. Tighten the lower fuel cam shaft lock screw (5) until it comes into
contact with the fuel cam shaft.
NOTE
• Never overtighten the lock screws when they have come into
contact with the cam shaft. Otherwise the injection pump
itself may get damaged.
• Use of a socket set screw (dog point type) in recommended
for best results. Such screw can be constructed as shown
in figure (a).
6. Loosen the injection pump gear mounting nut. Using the specific
gear puller, take out the gear (6).
NOTE
• Be careful not to drop the key.
7. Disconnect the lubricating oil pipe (4).
8. Loosen the three injection pump unit mounting nuts (2).
9. Remove the injection pump unit support (1) and take out the
injection pump unit.
A M8
Pitch 1.25
B 5 mm dia. (0.197 in. dia.)
C 4 mm (0.157 in.)
D 45 mm (1.772 in.)
E 10 mm (0.39 in.) : Conspicuously Painted

(1) Injection Pump Unit Support (4) Lubricating Oil Pipe

(2) Injection Pump Unit Mounting Nut (5) Fuel Cam Shaft Lock Screw
(3) Plug (Socket Set Screw Dog Point Type)
(6) Injection Pump Gear

00(D-Kubota)-4-39
 Group 00(D-Kubota), Engine

Injection Pump Unit (V3800DI-T-E2B Engine) (Continued)

(Reassembling the fuel injection pump unit)
1. Place the piston of the 4th cylinder at the top dead center in the
compression stroke. Fix the flywheel with the flywheel stopper.
2. Place the injection pump gear (1) back into the gear case
position. Make sure of aligning the align marks of the injection
pump gear (1) and the idle gear 2 (3).
3. Install the injection pump unit to the injection pump gear (1).
NOTE
• When installing the injection pump unit to the injection
pump gear, make sure that the key is fit in the keyway of
injection pump gear.
4. Temporarily tighten the injection pump gear mounting nut by
hand.
5. Fix the injection pump unit and tighten the injection pump gear
mounting nut to the specified torque.
6. Take off the fuel cam shaft lock screws (4) and tighten the plugs
(5) for plugging.
7. Loose the injection pump unit mounting nuts (7) for aligning the
injection timing.
8. Moving the injection pump unit clockwise (viewed from gear case
side), align the injection timing marks (6) on the injection pump
unit and on the gear case.
9. Tighten the injection pump unit mounting nut (7) to the specified
torque.
10.Reconnect the lubricating oil pipe (8) and place the injection
pump unit support and the gear cover of the injection pump unit.
11.Remove the flywheel stopper.
12.Check the injection timing. (See the “Injection Timing”.)
13.If the injection timing is not within the specification, repeat (7) to
(12) again.
73.6 to 83.4 N·m
Injection pump gear
7.5 to 8.5 kgf·m
mounting nut
54.2 to 61.5 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump unit
1.8 to 2.1 kgf·m
mounting nut
13.0 to 15.2 ft-lbs

(1) Injection Pump Gear (5) Plug

(2) Align mark of the Injection Gear (6) Align Mark
(3) Idle Gear 2 (7) Injection Pump Unit Mounting Nut
(4) Fuel Cam Shaft Lock Screw (8) Lubricating Oil Pipe
(Socket Set Screw Dog Point Type)

00(D-Kubota)-4-40
 Group 00(D-Kubota), Engine

Injection Pump Unit [V3800DI-T-E3B Engine]

(Removing)
1. Removing the timer lubricating pipe (1).
2. Remove the injection pump gear cover (2).
3. Set the timer 0 ° restoring jig (4) to the timer gear (3).

4. Turn the flywheel counter-clockwise slowly.

5. Set the flywheel 1 TC mark to align T.D.C. mark on flywheel

housing or rear end plate in order to set the No.4 piston at
compression top dead center.

IMPORTANT
• If the flywheel 1 TC mark passes T.D.C., Turn back the
flywheel clockwise around 90 degree, and try to set T.D.C.
again. (go back to the procedure 4..)
• If you set the T.D.C. by turning flywheel clockwise, the gears
backlash becomes maximum.
6. Check the injection pump gear timing mark.
If the injection pump gear / timer gear timing mark (5) meshes to
the idle gear teeth, No.4 piston is at compression top dead
center.
If not so, turn the flywheel 360 degree counter-clockwise.
(go back to the procedure 4..)
7. Fix the flywheel not to turn.
8. Put the temporary mark (6) on the idle gear teeth, which the
injection pump gear / timer gear timing mark (5) meshes, with
white marking pen.
It is very helpful to reassemble the injection pump gear / timer
gear later.
(1) Timer Lubricating Pipe
(2) Injection Pump Gear Cover
(3) Timer Gear
(4) Timer 0 ° Restoring Jig
(5) Injection Pump Gear / Timer Gear
Timing Mark
(6) Temporary Mark

00(D-Kubota)-4-41
 Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine] (Continued)

9. Remove the plugs (1).

NOTE
• When you tighten the fuel camshaft lock screw, the
tightening order (upper / lower) is different in the engine
model.
• Recommend you use a socket set screw (dog point type) as
a fuel camshaft lock screw for preventing the damage of
screw hole tread. (See the figure (a))
A M8 x Pitch 1.25
B 5.0 mm dia. (0.20 in. dia.)
C 4.0 mm (0.16 in.)
D 45 mm (1.8 in.)
E 10 mm (0.39 in.) : Conspicuously Painted
• Do not overtighten the fuel camshaft lock screws.

10.Tighten the upper fuel camshaft lock screw (2) securely.

IMPORTANT
• When tighten the lock screw at this moment, the timing
gears backlash becomes “0” (Zero).
11.Tighten the lower fuel camshaft lock screw (2) securely.

12.Remove the imer gear mounting nut and washer.

13.Set the timer gear puller (4).

14.Pull out the timer gear.
(1) Plug
(2) Fuel Camshaft Lock Screw
(4) Timer Gear Puller

00(D-Kubota)-4-42
 Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued)

15.Disconnect the governor lubricating pipe (6).

16.Remove the injection pump unit support (7).

17.Hold the injection pump unit not to drop.

18.Remove the injection pump unit mounting nuts (5).

19.Remove the injection pump unit.

(5) Injection Pump Unit Mounting Nut
(6) Governor Lubricating Pipe
(7) Injection Pump Unit Support

00(D-Kubota)-4-43
 Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued)

(Reassembling)
1. Make sure that No.4 piston is at compression top dead center.
2. Set the timer 0 ° restoring jig (5) to the timer gear (4).
3. Set the timer gear (4) into the gear case position.

4. Make sure that the timing marks between

timer gear (4) align correctly.
5. Install the injection pump unit to the
timer gear (4) as aligning key of fuel camshaft and key way of
timer gear (4).
6. Set the injection pump gear mounting nut / timer gear mounting
nut and washer temporarily.
7. Tighten the injection pump unit mounting nuts securely.
8. Tighten the injection pump gear mounting nut / timer gear
mounting nut securely.
9. Set the governor lubricating pipe.
10.Set the injection pump unit support.
11.Remove the timer 0 ° restoring jig (5).
12.Set the injection pump gear cover.
13.Set the timer gear lubricating pipe.

14.Remove the fuel camshaft lock screws (6).

IMPORTANT
• Make sure that you remove the fuel camshaft lock screws.
Otherwise, injection pump unit housing case can get a
damage.
15.Set the plugs.
16.Remove the flywheel stopper.
17.Check the injection timing. (See the “Injection Timing”.)

(4) Timer Gear

(5) Timer 0 ° Restoring Jig
(6) Fuel Camshaft Lock Screw

00(D-Kubota)-4-44
 Group 00(D-Kubota), Engine

Governor Housing Assembly

1. Remove the injection pump unit from the engine. (See the
“Injection Pump Unit”.)
2. Remove the governor lubricating pipe (3).
3. Remove the stop solenoid (1).
4. Detach the sight cover (2) from the injection pump unit.
5. Unhook the start spring (7) from the rack pin (6) of injection pump
assembly.
6. Remove the nut (5).
NOTE
• Be careful not to drop the nut inside.
7. Slide off the governor connecting rod (4) from the rack pin of
injection pump assembly.
8. For convenient sake, temporarily hook the start spring on the
rack pin hole of the governor connecting rod.
9. Remove the governor housing mounting screws.
10.Detach the governor housing assembly (8) from the injection
pump unit.
(When reassembling)
• When reassembling the inside parts, put the oil on each inside
part slightly.
• After sliding on the governor connecting rod to the rack pin,
tighten the nut with the specified torque with using the jig for
keeping the governor connecting rod horizontal. (See the
Replacing Injection Pump Assembly.)
• After tightening the nut, hook the start spring on the rack pin.
• Check the movement of control rack of injection pump assembly
by the stop lever.
NOTE
• When installing the governor housing assembly to the
injection pump unit, be careful not to damage O-ring (9).
• When linking the governor connecting rod to the rack pin of
injection pump, use the jig for keeping the governor
connecting rod horizontal. Otherwise the control rack may
be stuck, and causes to be difficult to start the engine or
hunting of governor. (See the Replacing Injection Pump
Assembly.)
9.8 to 11.3 N·m
Governor housing
1.00 to 1.15 kgf·m
mounting screw
7.23 to 8.32 ft-lbs
Tightening torque
2.8 to 4.0 N·m
Anti-rotation nut 0.29 to 0.41 kgf·m
2.1 to 3.0 ft-lbs

(1) Stop Solenoid (6) Rack Pin

(2) Sight Cover (7) Start Spring
(3) Governor Lubricating Pipe (8) Governor Housing Assembly
(4) Governor Connecting Rod (9) O-ring
(5) Anti-Rotation Nut

00(D-Kubota)-4-45
 Group 00(D-Kubota), Engine

Governor Fork Lever Assembly

1. Pull off the governor fork lever shaft (1) with the extra bolt (Dia :
4 mm, Pitch : 0.7 mm, Length : more than 25 mm) (2).
2. Unhook the governor spring (3) at the governor fork lever (4)
side.
3. Remove the governor fork lever assembly from the governor
housing (5).
(When reassembling)
• After reassembling the governor housing assembly, check the
movement of the governor fork lever assembly, the speed control
lever and the stop lever.
NOTE
• When assembling the inside parts, put the oil on each inside
part slightly.
• Be careful not to deform the start spring.
(1) Governor Fork Lever Shaft (3) Governor Spring
(2) Extra Bolt (4) Governor Fork Lever
(Dia : 4 mm, Pitch : 0.7 mm, (5) Governor Housing
Length : more than 25 mm)

Boost Arms (If equipped Boost Compensator)

1. Remove the boost actuator (1).
2. Remove the cir-clip (2).
3. Remove the boost arms (3) and the boost spring (4) from the pin
(5).
39.2 to 45.1 N·m
Tightening torque Boost actuator 4.0 to 4.6 kgf·m
28.9 to 33.3 ft-lbs

(1) Boost Actuator (4) Boost Spring

(2) Cir-clip (5) Pin
(3) Boost Arm

00(D-Kubota)-4-46
 Group 00(D-Kubota), Engine

Governor Lever
1. Remove the speed control lever (1) and the return spring (2).
2. Remove the governor lever assembly (4) from the governor
housing.
3. Remove the start spring (5) and the stop spring (3).
(1) Speed Control Lever (4) Governor Lever Assembly
(2) Return Spring (5) Start Spring
(3) Stop Spring

Stop Lever
1. Remove the stop lever (1) and the return spring (2).
2. Remove the stop lever shaft (3).
(1) Stop Lever (3) Stop Lever Shaft
(2) Return Spring

00(D-Kubota)-4-47
 Group 00(D-Kubota), Engine

Fuel Camshaft and Governor Weight

1. Separate the governor housing assembly from the injection
pump unit. (See the “Injection Pump Unit”.)
2. Remove the governor sleeve (1).
3. Remove the injection pump assembly (2).
4. Remove the fuel camshaft lock screws.
5. Fix the fuel camshaft with open end wrench (3), and remove the
governor weight mounting nut and the governor weight (4).
6. Loosen the fuel camshaft stopper mounting screws and remove
the fuel camshaft stopper (5).
7. Pull out the fuel camshaft (8) and bearings (6) together.
8. Remove the spacer (V3800DI-T-E3B Engine)
9. After removing the bearing’s cir-clip (7), press out the bearings.

NOTE
• Do not use the fuel camshaft lock bolts, when removing the
governor weight mounting nut. Otherwise, the lock bolts or
injection pump housing might get damage.

(When reassembling)
• Press the bearings into the fuel camshaft.
• Set the cir-clip at the gear side’s bearing.
• Install the fuel camshaft and bearings to the injection pump
housing.
• Attach the fuel camshaft stopper and tighten the fuel camshaft
stopper mounting screws with the specified torque.
• Attach the governor weight to the fuel camshaft and tighten the
governor weight mounting nut with specified torque.
23.5 to 27.5 N·m
Injection pump mounting
2.4 to 2.8 kgf·m
screw
17.4 to 20.3 ft-lbs
Tightening torque
17.7 to 20.6 N·m
Injection pump mounting
1.8 to 2.1 kgf·m
nut
13.0 to 15.2 ft-lbs

(1) Governor Sleeve (6) Bearing

(2) Injection Pump Assembly (7) Cir-clip
(3) Open End Wrench (22 mm) (8) Fuel Camshaft
(4) Governor Weight (9) Key Way of Fuel Camshaft
(5) Fuel Camshaft Stopper

00(D-Kubota)-4-48
 Group 00(D-Kubota), Engine

Fuel Camshaft and Governor Weight (Continued)

(When reassembling)
• Fix the fuel camshaft with lock bolts as the key way of fuel
camshaft (9) is upward.
• Install the injection pump assembly to the injection pump
housing.
• Attach the O-ring and the cover and tighten the cover mounting
bolts.
• Install the governor sleeve to the fuel camshaft.
• Check the movement of the governor sleeve.
NOTE
• Be careful not to damage the O-ring.
• Be careful the direction of the governor sleeve.
• When reassembling the inside parts, put the oil on each
inside part slightly.
7.9 to 9.3 N·m
Fuel camshaft stopper
0.80 to 0.95 kgf·m
mounting screw
5.8 to 6.9 ft-lbs
Tightening torque
62.8 to 72.6 N·m
Governor weight mounting
6.4 to 7.4 kgf·m
nut
46.3 to 53.5 ft-lbs

(1) Governor Sleeve (6) Bearing

(2) Injection Pump Assembly (7) Cir-clip
(3) Open End Wrench (22 mm) (8) Fuel Camshaft
(4) Governor Weight (9) Key Way of Fuel Camshaft
(5) Fuel Camshaft Stopper

00(D-Kubota)-4-49
 Group 00(D-Kubota), Engine

Replacing Injection Pump Assembly (If necessary)

• The injection pump can be replaced with the crankshaft in
whatever position.
1. Disconnect all injection pipes (1).
2. Disconnect the fuel hose (6) and fuel overflow pipe (4).
3. Disconnect the connector (2) from the stop solenoid. Then
remove the stop solenoid (3).
4. Detach the sight cover (7) from the injection pump unit.
5. Unhook the start spring (10), and remove the anti-rotation nut (9).
6. Just loosen the injection pump assembly mounting screws and
nuts like the figure, which the injection pump assembly keeps
tilted.
7. Slide off the governor connecting rod (8) from the rack pin of
injection pump assembly.
8. Remove the injection pump mounting screws and nuts, and take
out the injection pump assembly (5).
NOTE
• Be careful not to drop the anti-rotation nut (9).
• Be careful not to deform the start spring.
• When taking out the injection pump assembly, be careful not
to hit it against the governor connecting rod.
(When reassembling)
• Install the new injection pump according to the installing
procedure.
(1) Injection Pipe (6) Fuel Hose
(2) Connector (7) Sight Cover
(3) Stop Solenoid (8) Governor Connecting Rod
(4) Fuel Overflow Pipe (9) Anti-Rotation Nut
(5) Injection Pump Assembly (10) Start Spring

00(D-Kubota)-4-50
 Group 00(D-Kubota), Engine

Installing Procedure of Injection Pump Assembly

1. Install the fuel injection pump assembly (1) in its unit (2), and
tighten the mounting screws and nuts like the figure, which the
injection pump assembly (1) keeps tilted.
2. Hook the governor connecting rod (4) to the rack pin of the
injection pump assembly (1).
3. Tighten the mounting screws and nuts with the specified torque,
not to slide off the governor connecting rod (4) from the rack pin.
4. Place the service jig (3) in the stop solenoid mounting hole of the
fuel injection pump unit.
5. Make sure the permanent magnet at the tip of the service jig is
attracted to the governor connecting rod (4). To do this, turn the
jig a little clockwise and counterclockwise and look into the fuel
injection pump unit sight hole to see if the governor connecting
rod (4) moves right and left accordingly.
6. Slightly tighten the anti-rotation nut of the governor connecting
rod.
7. Holding down the service jig (3) by hand, tighten up the anti-
rotation nut (5) to the specified torque.
8. Hook the start spring (6) to the rack pin (7).

(1) Fuel Injection Pump Assembly (5) Anti-rotation Nut

(2) Fuel Injection Pump Unit (6) Start Spring
(3) Service Jig (7) Rack Pin
(4) Governor Connecting Rod

00(D-Kubota)-4-51
 Group 00(D-Kubota), Engine

Installing Procedure (Continued)

1. Move the stop lever (1) and visually check to see if the fuel
injection pump control rack comes smoothly back to the start
position by the counter force of the start spring.
2. If the control rack fails to move back smoothly, remove the start
spring and the anti-rotation nut, take the above steps from 2 of
the former page again.
3. Finally fit the sight cover and the stop solenoid back into place.
2.8 to 4.0 N·m
Anti-rotation nut 0.29 to 0.41 kgf·m
2.1 to 3.0 ft-lbs
23.5 to 27.5 N·m
Injection pump mounting
Tightening torque 2.4 to 2.8 kgf·m
screw
17.4 to 20.3 ft-lbs
17.7 to 20.6 N·m
Injection pump mounting
1.8 to 2.1 kgf·m
nut
13.0 to 15.2 ft-lbs

(1) Stop Lever (2) Sliding Point between Governor Fork

Lever and Governor Connecting Rod

Fan Drive Pulley

1. Set the stopper to the flywheel.
2. Remove the crankshaft screw (2).
3. Draw out the fan drive pulley (1).
(When reassembling)
255.0 to 274.6 N·m
Tightening torque Crankshaft screw 26.0 to 28.0 kgf·m
188.1 to 202.5 ft-lbs

(1) Fan Drive Pulley (2) Crankshaft Screw

00(D-Kubota)-4-52
 Group 00(D-Kubota), Engine

(9) Water Pump and Oil Cooler

Water Pump
1. Remove the pipe band and the water pipe (1).
2. Remove the water pump (2).
(When reassembling)
• When mounting the water pump, take care not to forget mounting
the O-ring and not to let it out of position.
(1) Water Pipe (2) Water Pump

Oil Cooler
1. Remove the water pipe (1).
2. Remove the oil filter cartridge (2) and the oil cooler joint screw
(3).
3. Remove the oil cooler (4).
39.2 to 44.1 N·m
Tightening torque Oil cooler joint screw 4.0 to 4.5 kgf·m
28.9 to 32.5 ft-lbs

(1) Water Pipe (3) Oil Cooler Joint Screw

(2) Oil Filter Cartridge (4) Oil Cooler

00(D-Kubota)-4-53
 Group 00(D-Kubota), Engine

(10) Gear Case and Timing Gears

Gear Case Cover
1. Remove the gear case cover.
(When reassembling)
• Confirm that the liquid gasket coating surface is free of water,
dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly. (Refer to the figure on the
left.)
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
• Apply a liquid gasket (Three Bond 1217D) to the gear case
cover.
23.5 to 27.5 N·m
Gear case cover
2.4 to 2.8 kgf·m
mounting screw (7T)
Tightening torque 17.4 to 20.3 ft-lbs

Gear case cover 33 to 36 N·m

3.3 to 3.7 kgf·m
mounting screw (10T)
24 to 26 lbf·ft

(1) Liquid Gasket

Relief Valve
1. Remove the relief valve retaining screw (1).
2. Remove the relief valve (2), the spring (3) and the packing (4).
68.6 to 78.4 N·m
Relief valve retaining
Tightening torque 7.0 to 8.0 kgf·m
screw
50.6 to 57.9 ft-lbs

(1) Relief Valve Retaining Screw (3) Spring

(2) Relief Valve (4) Packing

Idle Gear and Camshaft

1. Remove three set screws of the idle gear and draw out the idle
gear 1, 2.
2. Remove two set screws of the camshaft stopper and draw out the
camshaft.
(When reassembling)
• Set the crankshaft at the top dead center of No. 1 and 4 cylinder
and the camshaft key to the top position and align the marks of
idle gear 1 (3) and idle gear 2 (2) to assemble them. (Refer to the
figure on the left.)
• Mount the injection pump gear (1) after installing the gear case.
23.5 to 27.5 N·m
Camshaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
Tightening torque
23.5 to 27.5 N·m
Idle gear mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs

(1) Injection Pump Gear (4) Cam Gear

(2) Idle Gear 2 (5) Crank Gear
(3) Idle Gear 1

00(D-Kubota)-4-54
 Group 00(D-Kubota), Engine

Idle Gear 1 and Idle Gear 2 (for Balancer Model)

1. Remove the idle gear mounting screw (1).
2. Draw out the idle gear (2) and (3).
(When reassembling)
• When installing the idle gear (2) and (3), be sure to place the 4th
cylinder piston at the top dead center in compressio then, align
all mating marks on each gear to assemble the timing gears, set
the idle gear last.
23.5 to 27.5 N·m
Tightening torque Idle gear mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs

(1) Idle Gear Mounting Screw (3) Idle Gear 2

(2) Idle Gear 1

Camshaft and Balancer Shaft (for Balancer Model)

1. Remove the camshaft set screws and draw out the camshaft (1).
2. Remove the balancer shaft 1 set screws and draw out the
balancer shaft 1 (2).
3. Remove the balancer shaft 2 set screws and draw out the
balancer shaft 2 (6).
(When reassembling)
• When installing the balancer shaft 1 and 2, be sure to place the
4th cylinders piston at the top dead center in compression then,
align all mating marks on each gear to assemble the timing
gears, set the idle gear last.
23.5 to 27.5 N·m
Camshaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs
Tightening torque
23.5 to 27.5 N·m
Balancer shaft set screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs

(1) Camshaft (4) Crank Gear

(2) Balancer Shaft 1 (5) Idle Gear 2
(3) Idle Gear 1 (6) Balancer Shaft 2

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 Group 00(D-Kubota), Engine

Plate (Gear Case)

1. Remove the three plate mounting screws(1). Detach the plate
(2).
(When reassembling)
• Apply Three Bond 1217D adhesive or equivalent over the
shaded zones on both sides of the gasket that will be sandwiched
between the crankcase and plate.
• Be sure to fix the O-rings (3).
23.5 to 27.5 N·m
Tightening torque Plate mounting screw 2.4 to 2.8 kgf·m
17.4 to 20.3 ft-lbs

(1) Plate Mounting Screw (4) Gasket

(2) Plate (5) Liquid Gasket
(3) O-ring

(11) Piston and Connecting Rod

Oil Pan and Oil Strainer

1. Unscrew the oil pan mounting screws and remove the oil pan (1).
2. Unscrew the oil strainer mounting screw, and remove the oil
strainer (2).
(When reassembling)
• Install the oil strainer, using care not to damage the O-ring.
• Apply liquid gasket (Three Bond 1217D) to the oil pan as shown
in the figure.
• Confirm that the liquid gasket coating surface is free of water,
dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly.
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
• To avoid uneven tightening, tighten mounting screws in
diagonal order from the center.
• After cleaning the oil strainer, install it.
• Attach the oil pan with its central drain plug facing toward
the air suction side.
(1) Oil Pan (3) Liquid Gasket
(2) Oil Strainer

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 Group 00(D-Kubota), Engine

Connecting Rod Cap

1. Remove the connecting rod screws (1) from connecting rod cap.
2. Remove the connecting rod caps.
(When reassembling)
• Align the marks (a) with each other. (Face the marks toward the
injection pump.)
• Apply engine oil to the connecting rod screws and lightly screw it
in by hand, then tighten it to the specified torque.
If the connecting rod screw won’t be screwed in smoothly, clean
the threads.
If the connecting rod screw is still hard to screw in, replace it.
• When using the existing crank pin metal again, put tally marks on
the crank pin metal and the connecting rod in order to keep their
positioning.
• Fit the crank pin metal in place : its centrally groove side toward
the connecting rod, and the non-grooved side toward the cap.
78.5 to 83.4 N·m
Tightening torque Connecting rod screw 8.0 to 8.5 kgf·m
57.9 to 61.5 ft-lbs

(1) Connecting Rod Screw (a) Mark

Piston
1. Completely clean carbon in the cylinders.
2. Turn the flywheel and set a piston to the top dead center.
3. Pull out the piston upward by lightly tapping it from the bottom of
the crankcase with the grip of a hammer.
(When reassembling)
• Before inserting the piston into the cylinder, apply enough engine
oil to the cylinder.
• When inserting the piston into the cylinder, face the mark (3) on
the connecting rod to the injection pump.
IMPORTANT
• Do not change the combination of cylinder and piston.
Make sure of the position of each piston by marking. For
example, mark “1” on the No. 1 position.
• When inserting the piston into the cylinder, place the gap of
each pison ring like the figure.
• Carefully insert the pistons using a piston ring compressor
(1). Otherwise, their chrome-plated section of piston rings
may be scratched, causing trouble inside the liner.
• When inserting the piston in place, be careful not to get the
molybdenum disulfide coating torn off its skirt. This coating
is useful in minimizing the clearance with the cylinder liner.
Just after the piston pin has been press-fitted, in particular,
the piston is still hot and the coating is easy to peel off. Wait
until the piston cools down.
(1) Piston Ring Compressor (A) Top Ring Gap
(2) Molybdenum Disulfide Coating in (B) Second Ring Gap
piston skirt (C) Oil Ring Gap
(3) Mark (D) Piston Pin Hole
(a) 0.79 rad (45
) (E) Injection Pump Side

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 Group 00(D-Kubota), Engine

Piston Ring and Connecting Rod

1. Remove the piston rings using a piston ring tool.
2. Remove the piston pin (8), and separate the connecting rod (7)
from the piston (6).
(When reassembling)
• Be sure to fix the crankpin bearing and the connecting rod are
same I.D. colors.
• When installing the ring, assemble the rings so that the
manufacture’s mark (12) near the gap faces the top of the piston.
• When installing the oil ring on to the piston, place the expander
joint (10) on the opposite side of the oil ring gap (11).
• Apply engine oil to the piston pin.
• When installing the piston pin, immerse the piston in 80୅ (176
එ) oil for 10 to 15 minutes and insert the piston pin to the piston.
• Assemble the piston to the connecting rod with the ˦ mark (5)
and the connecting rod numbering mark (9) facing same side.
• The end faces of the oil ring are plated with hard chrome. In
putting the piston into the cylinder, be careful not to get the oil ring
scratched by the cylinder. Use the piston ring fitter to tighten up
the oil ring. If the ring’s planting is scratched, it may get stuck on
the cylinder wall, causing a serious trouble.
IMPORTANT
• Mark the same number on the connecting rod and the piston
so as not to change the combination.
(1) Top Ring (10) Expander Joint
(2) Second Ring (11) Oil Ring Gap
(3) Oil Ring (12) Manufacture’s Mark
(4) Piston Pin Snap Pin
(5) Mark (˦) (A) Connecting Rod ID Color : Blue
(6) Piston or without Color
(7) Connecting Rod (B) Crankpin Bearing ID Color : Blue
(8) Piston Pin or without Color
(9) Numbering Mark

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 Group 00(D-Kubota), Engine

(12) Flywheel and Crankshaft

Flywheel
1. Install the stopper to the flywheel so that the flywheel does not
turn.
NOTE
• Do not use an impact wrench. Serious damage will occur.
2. Detach the flywheel screws.
3. Remove the flywheel.
(When reassembling)
• Apply engine oil to the flywheel screws.
• Before fitting the flywheel and the crankshaft together, wipe oil,
dust and other foreign substances off their mating faces.
• The flywheel and the crankshaft are fitting together in just one
position. Make sure they are tightly fit and drive the bolts.
98.1 to 107.9 N·m
Tightening torque Flywheel screw 10.0 to 11.0 kgf·m
72.3 to 79.6 ft-lbs

Bearing Case Cover

NOTE
• Before disassembling, check the side clearance of
crankshaft. Also check it during reassembly.
1. Remove the bearing case over mounting screws.
2. Screw two removed screws into the screw hole (2) of bearing
case cover to remove it.
(When reassembling)
IMPORTANT
• In case of replacing the oil seal, use caution when installing
the seal in the bearing case cover as not to install it tilted.
The seal should be flush with the cover.
• Confirm that the liquid gasket coating surface is free of
water, dust and oil in order to maintain sealing effect.
• Apply liquid gasket (Three Bond 1217D) to the bearing case
cover as shown in the figure.
• Before installing the bearing case cover / oil seal assembly,
lube the seal to be careful not to damage the seal while
installing the assembly.
Install the bearing case cover / oil seal assembly to position
the casting mark “UP” on it upward.
• Tighten the bearing case cover mounting screws with even
force on the diagonal line.
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
23.5 to 27.5 N·m
Bearing case cover
Tightening torque 2.4 to 2.8 kgf·m
mounting screw
17.4 to 20.3 ft-lbs

(1) Top Mark “UP” (3) Liquid Gasket

(2) Screw Hole

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 Group 00(D-Kubota), Engine

Flywheel Housing
1. Remove the flywheel housing.
(When reassembling)
• Tighten the flywheel housing mounting screws with even force on
the diagonal line.
• Make sure the crank cases 1 and 2 are clean. Install them in
position, referring to the flywheel housing’s contoured face.
77.5 to 90.2 N·m
Flywheel housing
Tightening torque 7.9 to 9.2 kgf·m
mounting screw
57.1 to 66.5 ft-lbs

(1) Flywheel Housing

Crankcase 2
1. Remove the crankcase 2 (1).
(When reassembling)
IMPORTANT
• Make sure the crankcase 1 and 2 are clean.
• Apply liquid gasket (Three Bond 1217D) to the crankcase 2
as shown in the figure.
• Tighten the crankcase 2 mounting screws with even force on
the diagonal line.
• Confirm that the liquid gasket coating surface is free of
water, dust and oil in order to maintain sealing effect.
• Carefully apply the adhesive evenly.
NOTE
• When mounting the adhesive-applied parts, take care to fit
them to the mating parts.
• Assemble the adhesive-applied parts within ten minutes.
49.0 to 55.9 N·m
Crankcase 2 mounting
Tightening torque 5.0 to 5.7 kgf·m
screw
36.2 to 41.2 ft-lbs

(1) Crankcase 2 (2) Liquid Gasket

Crankcase 1 and Crankcase 2

(When reassembling)
• Match the crankcase 1 and 2, referring to the flywheel housing’s
contoured face.
• Tighten the crankcase 2 mounting screws loosely.
• Tighten up the jig to the specified torque same as the flywheel
housing screw. This helps to minimize the level difference
between the crankcase 1 and the crankcase 2 (at the flywheel
side). Possible gap must be 0.05 mm (0.0020 in.) or smaller.
49.0 to 55.9 N·m
Crankcase 2 mounting
5.0 to 5.7 kgf·m
screw
36.2 to 41.2 ft-lbs
Tightening torque
77.5 to 90.2 N·m
Flywheel housing
7.9 to 9.2 kgf·m
mounting screw
57.1 to 66.5 ft-lbs

(1) Crankcase 1 (4) Crankcase 2

(2) Gap to be smaller than 0.05 mm (5) Jig
(0.0020 in.)
(3) Flywheel Housing

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 Group 00(D-Kubota), Engine

Crankshaft
1. Remove the main bearing case.
2. Remove the crankshaft.
(When reassembling)
• Reassemble the main bearing case having the same number as
the one engraved on the crankcase, and set the casting mark “F
/ W SIDE” on the main bearing case facing towards the flywheel
side.
• Reassemble the thrust bearing (2), with the oil groove facing
outside, into both side of the fourth main bearing case (1).
• Apply oil to the bearing case screws and tighten them to the
specified torque.
137.3 to 147.1 N·m
Tightening torque Main bearing case screw 14.0 to 15.0 kgf·m
101.3 to 108.5 ft-lbs

(1) 4th Main Bearing Case (3) F / W SIDE Mark

(2) Thrust Bearing

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 Group 00(D-Kubota), Engine

(13) Intake Air Heater

Intake Air Heater (V3800DI-T-E2B Engine)
1. Remove the inlet hose.
2. Disconnect the lead.
3. Remove the flange and the intake air heater.
NOTE
• When assembling the intake air heater at the side of intake
manifold, assemble the intake air heater as the heater lines
are vertical. Otherwise, it may be short-circuited.
(1) Intake air heater (2) Flange

Intake Air Heater (V3800DI-T-E3B Engine)

1. Remove the inlet hose.
2. Disconnect the lead.
3. Remove the flange (1).
4. Remove the intake air heater (2).
(1) Flange (2) Intake air heater

(14) Starter
Disassembling Motor
1. Disconnect the solenoid switch (3).
2. Remove the 2 through screws (9) and the 2 brush holder lock
screws. Take out the rear end frame (13) and the brush holder
(12).
3. Disconnect the armature (10) and the yoke (11). Remove also
the ball (7) from the tip of the armature.
4. Remove the set of packings (8), the 4 planetary gears and
another packing.
5. Take out the shaft assembly. Take note of the position of the
lever.
IMPORTANT
• Before disconnecting the yoke, put tally marks on the yoke
and the front bracket.
• Take note of the positions of the set of packings and the
setup bolt.
• Apply grease to the gears, bearings, shaft’s sliding part and
ball.
NOTE
• Do not damage to the brush and commutator.
(When reassembling)
• Apply grease (DENSO CO. No.50 or equivalent) to the parts
indicated in the figure.
(1) Gear (8) Set of Packings
(2) Front Bracket (9) Through Bolt
(3) Solenoid Switch (10) Armature
(4) Overrunning Clutch (11) Yoke
(5) Internal Gear (12) Brush Holder
(6) Planetary Gear (13) Rear End Frame
(7) Ball

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 Group 00(D-Kubota), Engine

(15) Alternator
Front Bracket
1. Remove the 4 screws (3).
2. Separate the front bracket (1) and the rear bracket (2) from each
other.
IMPORTANT
• Put a tally line on the front bracket and the rear bracket for
reassembling them later.
(1) Front Bracket (3) Screw
(2) Rear Bracket

Pulley
1. Hold the rotor (base of the claw) in a vise. Loosen the lock nut
using a M24 box wrench.
58.3 to 78.9 N·m
Tightening torque Pulley nut 5.95 to 8.05 kgf·m
43.0 to 58.2 ft-lbs

Rotor
1. Remove the 4 screws and detach the bearing retainer.
2. Temporarily install the nut on the pulley screw, and detach the
rotor.

Brush
1. When the rotor is detached, the 2 brushes are found to stretch
out of the shaft hole.

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 Group 00(D-Kubota), Engine

Reassembling the Brush

1. Fit the brush with its sliding face in the clockwise direction when
viewed from front.
IMPORTANT
• Be sure to keep the 2 brushes deep in the brush holder.
Otherwise the rotor and the rear section can not be fitted
into the position.
• Use a 4 mm hex. wrench to push the brushes into place.
• Using a pin-pointed (2 mm) punch, keep the brushes from
popping out.
2. Match the tally line of the front section with that of the rear
section.
3. Tighten the 4 screws, and draw out the pin-pointed punch out of
the brush holder.
(1) Marking

Bearing at Slip Ring Side

1. Lightly secure the rotor (1) with a vise to prevent damage, and
remove the bearing (2) with a puller (3).
(1) Rotor (3) Puller
(2) Bearing

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 Group 00(D-Kubota), Engine

[4] SERVICING
(1) Cylinder Head
Top Clearance
1. Remove the cylinder head (remove the cylinder head gasket
completely).
2. Bring the piston to its top dead center fasten 1.5 mm dia. 5 to 7
mm long fuse wires to 3 to 4 spots on the piston top with grease
so as to avoid the intake and exhaust valves and the combustion
chamber ports.
3. Bring the piston to its middle position, install the cylinder head,
and tighten the cylinder head screws to specification. (Head
gasket must be changed to new one).
4. Turn the crank shaft until the piston exceeds its top dead center.
5. Remove the cylinder head, and measure squeezed fuse wires for
thickness.
6. If the measurement is not within the specified value, check the oil
clearance of the crankpin journal and the piston pin.
0.72 to 0.90 mm
Top clearance V3800DI-T-E2B 0.0283 to 0.0354 in.
(Factory spec)
0.701 to 0.930 mm
V3800DI-T-E3B 0.0276 to 0.0366 in.

98.1 to 107.9 N·m

Cylinder head mounting
Tightening torque 10.0 to 11.0 kgf·m
screw
72.3 to 79.6 ft-lbs

(1) Fuse

Cylinder Head Surface Flatness

1. Clean the cylinder head surface.
2. Place a straightedge on the cylinder head’s four sides (A), (B),
(C) and (D) and two diagonal (E) and (F) as shown in the figure.
Measure the clearance with a feeler gauge.
3. If the measurement exceeds the allowable limit, correct it with a
surface grinder.
IMPORTANT
• Be sure to check the valve recessing after correcting.
Cylinder head surface 0.05 mm
Allowable limit
flatness 0.0020 in.

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 Group 00(D-Kubota), Engine

Cylinder Head Flaw

1. Prepare an air spray red check.
2. Clean the surface of the cylinder head with the detergent (2).
3. Spray the cylinder head surface with the red permeative liquid
(1). Leave it five to ten minutes after spraying.
4. Wash away the red permeative liquid on the cylinder head
surface with the detergent (2).
5. Spray the cylinder head surface with the white developer (3).
6. If flawed, it can be identified as red marks.
(1) Red Permeative Liquid (3) White Developer
(2) Detergent

Valve Recessing
1. Clean the cylinder head, the valve face and seat.
2. Insert the valve into the valve guide.
3. Measure the valve recessing with a depth gauge.
4. If the measurement exceeds the allowable limit, replace the
valve.
If it still exceeds the allowable limit after replacing the valve,
replace the cylinder head.
(recessing)
Intake
0.6 to 0.8 mm
valve
Factory 0.0236 to 0.0315 in.
spec. (recessing)
Exhaust
Valve recessing 0.85 to 1.05 mm
valve
0.0335 to 0.0413 in.
(recessing)
Allowable
1.2 mm
limit
0.0472 in.

(1) Cylinder Head Surface (A) Recessing

(B) Protrusion

Valve Lapping
1. Apply compound evenly to the valve lapping surface.
2. Insert the valve into the valve guide. Lap the valve onto its seat
with a valve flapper or screwdriver.
3. After lapping the valve, wash the compound away and apply oil,
then repeat valve lapping with oil.
4. Apply prussian blue to the contact surface to check the seated
rate. If it is less than 70 %, repeat valve lapping again.
IMPORTANT
• When valve lapping is performed, be sure to check the valve
recessing and adjust the valve clearance after assembling
the valve.
(1) Correct (3) Incorrect
(2) Incorrect

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 Group 00(D-Kubota), Engine

Clearance between Valve Stem and Valve Guide

1. Remove carbon from the valve guide section.
2. Measure the valve stem O.D. with an outside micrometer.
3. Measure the valve guide I.D. of the cylinder head at the most
wear part as shown in the figure below with a small hole gauge.
And calculate the clearance.
4. If the clearance exceeds the allowable limit, replace the valves.
If it still exceeds the allowable limit, replace the valve guide.
Intake 0.055 to 0.085 mm
Factory valve 0.0022 to 0.0033 in.
Clearance between spec. Exhaust 0.055 to 0.085 mm
valve stem and guide valve 0.0022 to 0.0033 in.
0.1 mm
Allowable limit
0.0039 in.

Intake 6.960 to 6.975 mm

Factory valve 0.2740 to 0.2746 in.
Valve stem O.D.
spec. Exhaust 6.960 to 6.975 mm
valve 0.2740 to 0.2746 in.

Intake 7.030 to 7.045 mm

Factory valve 0.2768 to 0.2774 in.
Valve guide I.D.
spec. Exhaust 7.030 to 7.045 mm
valve 0.2768 to 0.2774 in.

Replacing Valve Guide

(When removing)
1. Using a valve guide replacing tool, press out the used valve
guide.
(When installing)
1. Clean a new valve guide, and apply engine oil to it.
2. Using a valve guide replacing tool, press in a new valve guide
until it is flush with the cylinder head as shown in the figure.
3. Ream precisely the I.D. of the valve guide to the specified
dimension.
IMPORTANT
• Do not hit the valve guide with a hammer, etc. during
replacement.
(A) When Removing (B) When Installing

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 Group 00(D-Kubota), Engine

Correcting Valve and Valve Seat

NOTE
• Before correcting the valve and seat, check the valve stem
and the I.D. of valve guide section, and repair them if
necessary.
• After correcting the valve seat, be sure to check the valve
recessing.
1) Correcting Valve
1. Correct the valve with a valve refacer.
1.047 rad
IN.
Factory 60 °
Valve face angle
spec. 0.785 rad
EX.
45 °
2) Correcting Valve Seat
1. Slightly correct the seat surface with a 1.047 rad (60 °) (intake
valve) or 0.785 rad (45 °) (exhaust valve) valve seat cutter.
2. Resurface the seat surface with a 0.523 rad (30 °) valve seat
cutter to intake valve seat and with a 0.262 rad (15 °) valve seat
cutter to exhaust valve seat so that the width is close to specified
valve seat width.
1.6 to 2.0 mm
IN.
Factory 0.0630 to 0.0790 in.
Valve seat width
spec. 2.3 to 2.6 mm
EX.
0.0906 to 0.1024 in.
3. After resurfacing the seat, inspect for even valve seating, apply a
thin film of compound between the valve face and valve seat, and
fit them with valve lapping tool.
4. Check the valve seating with prussian blue. The valve seating
surface should show good contact all the way around.
1.047 rad
IN.
Factory 60 °
Valve seat angle
spec. 0.785 rad
EX.
45 °

(1) Valve Seat Width (A) Check Contact

(2) Identical Dimensions (B) Correct Seat Width
(C) Check Contact
(a) 0.262 rad (15 °) or 0.523 rad (30 °)
(b) 0.785 rad (45 °) or 1.047 rad (60 °)
(c) 0.523 rad (30 °) or 0.262 rad (15 °)

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 Group 00(D-Kubota), Engine

Free Length and Tilt of Valve Spring

1. Measure the free length (B) with vernier calipers. If the
measurement is less than the allowable limit, replace it.
2. Put the spring on a surface plate, place a square on the side of
the spring, and check to see if the entire side is contact with the
square. Rotate the spring and measure the maximum (A). If the
measurement exceeds the allowable limit, replace.
3. Check the entire surface of the spring for scratches. Replace it,
if any.
1.0 mm
Tilt (A) Allowable limit 0.039 in.

Intake 35.1 to 35.6 mm

Factory valve 1.3819 to 1.4016 in.
spec. Exhaust 35.1 to 35.6 mm
valve 1.3819 to 1.4016 in.
Free length (B)
Intake 34.6 mm
Allowable valve 1.3622 in.
limit Exhaust 34.6 mm
valve 1.3622 in.
(A) Tilt (B) Free length

Valve Spring Setting Load

1. Place the valve spring on a tester and compress it to the same
length it is actually compressed in the engine.
2. Read the compression load on the gauge.
3. If the measurement is less than the allowable limit, replace it.
Intake 63.547 N / 31.5 mm
valve 6.48 kgf / 31.5 mm
Factory 14.256 lbs / 1.2401 in.
spec. 63.547 N / 31.5 mm
Exhaust
valve 6.48 kgf / 31.5 mm
Setting load / setting 14.256 lbs / 1.2401 in.
length 45.864 N / 31.5 mm
Intake
valve 4.68 kgf / 31.5 mm
Allowable 10.296 lbs / 1.2401 in.
limit 45.864 N / 31.5 mm
Exhaust
4.68 kgf / 31.5 mm
valve
10.296 lbs / 1.2401 in.

Oil Clearance between Rocker Arm Shaft and Bearing

1. Measure the rocker arm bearing I.D. with an inside micrometer.
2. Measure the rocker arm shaft O.D. with an outside micrometer,
and then calculate the oil clearance.
3. If the clearance exceeds the allowable limit, replace the rocker
arm and measure the oil clearance again. If it still exceeds the
allowable limit, replace also the rocker arm shaft.
0.016 to 0.045 mm
Factory spec.
Oil clearance of rocker 0.0006 to 0.0018 in.
arm shaft and bearing 0.15 mm
Allowable limit
0.0059 in.

15.973 to 15.984 mm
Rocker arm shaft O.D. Factory spec.
0.6289 to 0.6293 in.
16.000 to 16.018 mm
Rocker arm I.D. for shaft Factory spec.
0.6299 to 0.6306 in.

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Push Rod Alignment

1. Place the push rod on V blocks.
2. Measure the push rod alignment.
3. If the measurement exceeds the allowable limit, replace the push
rod.
0.25 mm
Push rod alignment Allowable limit 0.0098 in.

Oil Clearance between Tappet and Tappet Guide Bore

1. Measure the tappet O.D. with an outside micrometer.
2. Measure the I.D. of the tappet guide bore with a cylinder gauge,
and calculate the oil clearance.
3. If the oil clearance exceeds the allowable limit or the tappet is
damaged, replace the tappet.
0.020 to 0.062 mm
Factory spec.
0.0008 to 0.0024 in.
Oil clearance between
tappet and guide bore 0.07 mm
Allowable limit
0.0028 in.

23.959 to 23.980 mm
Tappet O.D. Factory spec.
0.9433 to 0.9441 in.
24.000 to 24.021 mm
Tappet guide bore I.D. Factory spec. 0.9449 to 0.9457 in.

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 Group 00(D-Kubota), Engine

(2) Timing Gears

Timing Gear Backlash
1. Set a dial indicator (lever type) with its tip on the gear tooth.
2. Move the gear to measure the backlash, holding its mating gear.
3. If the backlash exceeds the allowable limit, check the oil
clearance of the shafts and the gear.
4. If the oil clearance is proper, replace the gear.
Factory spec. 0.049 to 0.193 mm
Backlash between crank 0.0019 to 0.0076 in.
gear and idle gear 1 0.22 mm
Allowable limit
0.0087 in.

Factory spec. 0.049 to 0.189 mm

Backlash between idle 0.0019 to 0.0074 in.
gear 1 and cam gear 0.22 mm
Allowable limit
0.0087 in.

Factory spec. 0.044 to 0.185 mm

Backlash between idle 0.0017 to 0.0073 in.
gear 1 and idle gear 2 0.22 mm
Allowable limit
0.0087 in.

0.044 to 0.177 mm
Backlash between idle Factory spec.
0.0017 to 0.0070 in.
gear 2 and injection
pump gear Allowable limit 0.22 mm
0.0087 in.

Factory spec. 0.047 to 0.182 mm

Backlash between cam 0.0018 to 0.0072 in.
gear and balancer gear
1 Allowable limit 0.22 mm
0.0087 in.

Factory spec. 0.044 to 0.183 mm

Backlash between idle 0.0017 to 0.0072 in.
gear 1 and balancer
gear 2 Allowable limit 0.22 mm
0.0087 in.

Idle Gear Side Clearance

1. Set a dial indicator with its tip on the idle gear.
2. Measure the side clearance by moving the idle gear to the front
and rear.
3. If the measurement exceeds the allowable limit, replace the idle
gear collar.
Factory spec. 0.15 to 0.30 mm
0.0059 to 0.0118 in.
Idle gear side clearance
Allowable limit 0.9 mm
0.0354 in.

Camshaft Side Clearance

1. Set a dial indicator with its tip on the camshaft.
2. Measure the side clearance by moving the cam gear to the front
and rear.
3. If the measurement exceeds the allowable limit, replace the
camshaft stopper.
Factory spec. 0.07 to 0.22 mm
0.0028 to 0.0087 in.
Side clearance 0.30 mm
Allowable limit
0.0118 in.

00(D-Kubota)-4-71
 Group 00(D-Kubota), Engine

Camshaft Alignment
1. Support the camshaft with V block on the surface plate and set a
dial indicator with its tip on the intermediate journal at right angle.
2. Rotate the camshaft on the V blocks and get the misalignment
(half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
camshaft.
0.01 mm
Camshaft alignment Allowable limit
0.00039 in.

Cam Height
1. Measure the height of the cam at its highest point with an outside
micrometer.
2. If the measurement is less than the allowable limit, replace the
camshaft.
Intake 37.63 mm
Factory valve 1.4815 in.
spec. Exhaust 38.96 mm
Intake and exhaust cam valve 1.5338 in.
height Intake 37.13 mm
Allowable valve 1.4618 in.
limit Exhaust 38.46 mm
valve 1.5141 in.

Oil Clearance of Camshaft Journal

1. Measure the camshaft journal O.D. with an outside micrometer.
2. Measure the cylinder block bore I.D. for camshaft with an inside
micrometer.
3. If the clearance exceeds the allowable limit, replace the
camshaft.
0.050 to 0.091 mm
Factory spec.
Oil clearance of 0.0020 to 0.0036 in.
camshaft journal 0.15 mm
Allowable limit
0.0059 in.

45.934 to 45.950 mm
Camshaft journal O.D. Factory spec.
1.8084 to 1.8091 in.
46.000 to 46.025 mm
Camshaft bearing I.D. Factory spec.
1.8110 to 1.8120 in.

00(D-Kubota)-4-72
 Group 00(D-Kubota), Engine

Oil Clearance between Idle Gear Shaft 1, 2 and Idle Gear 1, 2

Bushing
1. Measure the idle gear shaft O.D. with an outside micrometer.
2. Measure the idle gear bushings I.D. with an inside micrometer,
and calculate the oil clearance.
3. If the oil clearance exceeds the allowable limit, replace the
bushing.
0.050 to 0.091 mm
Oil clearance between Factory spec.
0.0020 to 0.0036 in.
idle gear 1, 2 shaft and
idle gear 1, 2 bushing 0.10 mm
Allowable limit
0.0039 in.

Idle gear 1, 2 bushing 45.025 to 45.050 mm

Factory spec.
I.D. 1.7726 to 1.7736 in.
44.959 to 44.975 mm
Idle gear 1, 2 shaft O.D. Factory spec.
1.7700 to 1.7707 in.

Replacing Idle Gear Bushing

(When removing)
1. Using an idle gear bushing replacing tool, press out the used
bushing.
(When installing)
1. Clean a new idle gear bushing and idle gear bore, and apply
engine oil to them.
2. Using an idle gear bushing replacing tool, press in a new bushing
(service parts) to the specified dimension. (See figure.)
(A) When Removing (B) When Installing

Balancer Shaft Side Clearance

1. Set a dial indicator with tip on the balancer shaft.
2. Measure the side clearance by moving the balancer shaft to the
front and rear.
3. If the measurement exceeds the allowable limit, replace the
balancer shaft.
0.070 to 0.22 mm
Factory spec.
0.0028 to 0.0087 in.
Side clearance
0.3 mm
Allowable limit
0.0118 in.

Balance Shaft Alignment

1. Support the balancer shaft with V blocks on the surface plate and
set a dial indicator with its tip on the intermediate journal at high
angle.
2. Rotate the balancer shaft on the V block and get the
misalignment (half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
balancer shaft.
Balancer shaft 0.02 mm
Allowable limit
alignment 0.0008 in.

00(D-Kubota)-4-73
 Group 00(D-Kubota), Engine

Oil Clearance of Balancer Shaft Journal

1. Measure the balancer shaft journal O.D. with an outside
micrometer.
2. Measure the cylinder block bore I.D. (A), (B) for balancer shaft
with an inside micrometer.
3. If the clearance exceeds the allowable limit, replace the balancer
shaft.
0.070 to 0.159 mm
Factory spec.
Oil clearance of 0.0028 to 0.0063 in.
balancer-shaft journal 0.2 mm
Allowable limit
0.0079 in.

Balancer-shaft journal 50.92 to 50.94 mm

Factory spec.
O.D. 2.0047 to 2.0055 in.
Balancer-shaft bearing 51.01 to 51.08 mm
Factory spec.
I.D. (A), (B) 2.0083 to 2.0110 in.

(A) Balancer-shaft Bearing I.D. (B) Balancer-shaft Bearing I.D.

(3) Piston and Connecting Rod

Piston Pin Bore I.D.
1. Measure the piston pin bore I.D. in both the horizontal and
vertical directions with a cylinder gauge.
2. If the measurement exceeds the allowable limit, replace the
piston.
30.000 to 30.013 mm
Factory spec.
1.1811 to 1.1816 in.
Piston pin bore I.D.
30.05 mm
Allowable limit
1.1831 in.

Oil Clearance between Piston Pin and Small End Bushing

1. Measure the O.D. of the piston pin where it contacts the bushing
with an outside micrometer.
2. Measure the I.D. of the piston pin bushing at the connecting rod
small end with a cylinder gauge.
Calculate the oil clearance.
3. If the clearance exceeds the allowable limit, replace the bushing.
If it still exceeds the allowable limit, replace the piston pin.
0.020 to 0.040 mm
Oil clearance between Factory spec.
0.0008 to 0.0016 in.
piston pin and small end
bushing 0.15 mm
Allowable limit
0.0059 in.

30.006 to 30.011 mm
Piston pin O.D. Factory spec.
1.1813 to 1.1815 in.
30.031 to 30.046 mm
Small end bushing I.D. Factory spec.
1.1823 to 1.1829 in.
W1065897

00(D-Kubota)-4-74
 Group 00(D-Kubota), Engine

Replacing Small End Bushing

(When removing)
1. Press out the used bushing using a small end bushing replacing
tool.
(When installing)
1. Clean a new small end bushing and bore, and apply engine oil to
them.
2. Insert a new bushing onto the tool and press-fit it with a press so
that the seam (1) of bushing position as shown in the figure, until
is flash with the connecting rod.
(1) Seam (A) When Removing
(B) When Installing
(C) 0.26 rad (15 °)

Connecting Rod Alignment

NOTE
• Since the I.D. of the connecting rod small end bushing is the
basis of this check, check the bushing for wear beforehand.
1. Remove the piston pin from the piston.
2. Install the piston pin in the connecting rod.
3. Install the connecting rod on the connecting rod alignment tool.
4. Put a gauge over the piston pin, and move it against the face
plate.
5. If the gauge does not fit squarely against the face plate, measure
the space between the pin of the gauge and the face plate.
6. If the measurement exceeds the allowable limit, replace the
connecting rod.
Connecting rod 0.05 mm
alignment Allowable limit 0.0020 in.

Piston Ring Gap

1. Insert the piston ring into the lower part of the liner (the least worn
part) with the piston.
2. Measure the ring gap with a feeler gauge.
3. If the gap exceeds the allowable limit, replace the piston ring.
Factory spec. 0.30 to 0.45 mm
Top ring and second 0.0118 to 0.0177 in.
ring 1.25 mm
Allowable limit
0.0492 in.

Factory spec. 0.25 to 0.45 mm

0.0098 to 0.0177 in.
Oil ring 1.25 mm
Allowable limit 0.0492 in.

00(D-Kubota)-4-75
 Group 00(D-Kubota), Engine

Clearance between Piston Ring and Groove

1. Remove carbon from the ring grooves.
2. Measure the clearance between the ring and the groove with a
feeler gauge or depth gauge.
3. If the clearance exceeds allowable limit, check the new ring since
compression leak and oil shortage result.
4. If clearance still exceeds the allowable limit after replacing the
ring, replace the piston.
0.05 to 0.09 mm
Top ring
0.0020 to 0.0035 in.
0.093 to 0.120 mm
Factory spec. Second ring
0.0037 to 0.0047 in.
0.020 to 0.060 mm
Oil ring
0.0008 to 0.0023 in.
0.15 mm
Top ring
0.0059 in.
0.20 mm
Allowable limit Second ring
0.0079 in.
0.15 mm
Oil ring
0.0059 in.

(4) Crankshaft
Crankshaft Side Clearance
1. Set a dial indicator with its tip on the end of the crankshaft.
2. Measure the side clearance by moving the crankshaft to the front
and rear.
3. If the measurement exceeds the allowable limit, replace the
thrust bearings.
4. If the same size bearing is useless because of the crankshaft
journal wear, replace it with an oversize one referring to the table
and figure.
0.15 to 0.31 mm
Factory spec.
Crankshaft side 0.0059 to 0.0122 in.
clearance 0.50 mm
Allowable limit
0.0197 in.
(Reference)
• Oversize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Oversize
0.008 in. 0.016 in.
169.1 to 169.15 mm 169.2 to 169.25 mm
Dimension A
6.6575 to 6.6594 in. 6.6614 to 6.6634 in.
29.20 to 29.25 mm 29.40 to 29.45 mm
Dimension B
1.1496 to 1.1515 in. 1.1574 to 1.1594 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension C
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
(0.8S)
The crankshaft journal must be fine-finished to higher than ೚೚೚೚

00(D-Kubota)-4-76
 Group 00(D-Kubota), Engine

Crankshaft Alignment
1. Support the crankshaft with V block on the surface plate and set
a dial indicator with its tip on the intermediate journal at right
angle.
2. Rotate the crankshaft on the V block and get the misalignment
(half of the measurement).
3. If the misalignment exceeds the allowable limit, replace the
crankshaft.
0.02 mm
Crankshaft alignment Allowable limit
0.00079 in.

Oil Clearance between Crankpin and Crankpin Bearing

1. Clean the crankpin and crankpin bearing.
2. Put a strip of plastigage on the center of the crankpin.
3. Install the connecting rod cap and tighten the connecting rod
screws to the specified torque, and remove the cap again.
4. Measure the amount of the flattening with the scale, and get the
oil clearance.
5. If the oil clearance exceeds the allowable limit, replace the
crankpin bearing.
6. If the same size bearing is out of specifications because of the
crankpin wear, replace it with an undersize one referring to the
table and figure.
NOTE
• Never insert the plastigage into the crankpin oil hole.
• Be sure not to move the crankshaft while the connecting rod
screws are tightened.
52.977 to 52.990 mm
Crankpin O.D. Factory spec.
2.0857 to 2.0862 in.

0.018 to 0.051 mm
Oil clearance between Factory spec.
0.0007 to 0.0020 in.
crankpin and crankpin
bearing 0.20 mm
Allowable limit
0.0079 in.

00(D-Kubota)-4-77
 Group 00(D-Kubota), Engine

Oil Clearance between Crankpin and Crankpin Bearing

(Continued)
IMPORTANT
• STD size crankpin bearing.
To replace it with a specific STD service part, make sure the
crankpin bearing has the same ID color as the connecting
rod.
Connecting rod Crankpin bearing
ID Color
Large-end in. dia. Class Part code Center wall thick
56.01 to 56.02 mm 1.496 to 1.501 mm
Blue L 1C020-22311
2.2051 to 2.2055 in. 0.0589 to 0.0591 in.
Without 56.00 to 56.01 mm 1.491 to 1.496 mm
S 1C020-22331
color 2.2047 to 2.2051 in. 0.0587 to 0.0589 in.

(Reference)
• Undersize dimensions of crankpin
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension A
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
52.777 to 52.790 mm dia. 52.577 to 52.590 mm dia.
Dimension C
2.0778 to 2.0783 in. dia. 2.0700 to 2.0705 in. dia.
(0.8S)
The crankpin must be fine-finished to higher than ೚೚೚೚
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.

(1) ID Color (3) Center Wall Thick

(2) Crankpin Bearing

00(D-Kubota)-4-78
 Group 00(D-Kubota), Engine

Oil Clearance between Crankshaft Journal and Crankshaft

Bearing
1. Clean the crankshaft journal and crankshaft bearing.
2. Put a strip of press gauge on the center of the journal.
IMPORTANT
• Never insert the press gauge into the oil hole of the journal.
3. Install the main bearing case and tighten the screws to the
specified torque, and remove the cases again.
4. Measure the amount of the flattening with the scale and get the
oil clearance.
5. If the clearance exceeds the allowable limit, replace the
crankshaft bearing.
74.977 to 74.990 mm
Crankshaft journal O.D. Factory spec.
2.9518 to 2.9524 in.

0.018 to 0.062 mm
Oil clearance between Factory spec.
0.0007 to 0.0024 in.
crankshaft journal and
crankshaft bearing 0.20 mm
Allowable limit
0.0079 in.
(Reference)
• Undersize dimensions of crankshaft journal.
0.2 mm 0.4 mm
Undersize
0.008 in. 0.016 in.
2.8 to 3.2 mm radius 2.8 to 3.2 mm radius
Dimension A
0.1102 to 0.1260 in. radius 0.1102 to 0.1260 in. radius
1.0 to 1.5 mm relief 1.0 to 1.5 mm relief
*Dimension B
0.0394 to 0.0591 in. relief 0.0394 to 0.0591 in. relief
74.777 to 74.790 mm dia. 74.577 to 74.590 mm dia.
Dimension C
2.9440 to 2.9445 in. dia. 2.9361 to 2.9366 in. dia.
(0.8S)
The crankshaft journal must be fine-finished to higher than ೚೚೚೚
*Holes to be de-burred and edges rounded with 1.0 to 1.5 mm
(0.0394 to 0.0591 in.) relief.

Replacing Crankshaft Sleeve

1. Remove the used crankshaft sleeve (2).
2. Set the sleeve guide (3) to the crankshaft (1).
3. Heat a new sleeve to a temperature between 150 to 200୅G(302
to 392 එ), and fix the sleeve to the crankshaft as shown in figure.
4. Press fit the sleeve using the auxiliary socket for pushing (4).
NOTE
• Mount the sleeve with its largely chamfered surface facing
outward.
(1) Crankshaft (3) Sleeve Guide
(2) Crankshaft Sleeve (4) Auxiliary Socket for Pushing

00(D-Kubota)-4-79
 Group 00(D-Kubota), Engine

(5) Cylinder
Cylinder Wear
1. Measure the I.D. of the cylinder at the six positions (see figure)
with a cylinder gauge to find the maximum and minimum I.D.’s.
2. Get the difference (Maximum wear) between the maximum and
the minimum I.D.’s.
3. If the wear exceeds the allowable limit, bore and hone to the
oversize dimension. (Refer to “Correcting Cylinder”.)
4. Visually check the cylinder wall for scratches. If deep scratches
are found, the cylinder should be bored. (Refer to “Correcting
Cylinder”.)
100.00 to 100.022 mm
Factory spec.
3.9370 to 3.9379 in.
Cylinder Bore I.D.
100.15 mm
Allowable limit
3.9429 in.

(A) Top (a) Right-angled to piston pin

(B) Middle (b) Piston pin direction
(C) Bottom (Skirt)

Correcting Cylinder (Oversize)

1. When the cylinder is worn beyond the allowable limit, bore and
hone it to the specified dimension.
100.500 to 100.522 mm
Cylinder I.D. (2) Factory spec.
3.9567 to 3.9576 in.
100.65 mm
Maximum wear Allowable limit
3.9626 in.
Hone to 1.2 to 3.0 Ɇm Rz
Finishing
(0.000087 to 0.00012 in. Rz) ೚೚೚
2. Replace the piston and piston rings with oversize 0.5 mm (0.0197
in.) ones.
NOTE
• When the oversize cylinder is worn beyond the allowable
limit, replace the cylinder block with a new one.
(1) Cylinder I.D. (Before Correction) (2) Oversize Cylinder I.D.
(6) Oil Pump
Rotor Lobe Clearance
1. Measure the clearance between lobes of the inner rotor and the
outer rotor with a feeler gauge.
2. If the clearance exceeds the allowable limit, replace the oil pump
rotor assembly.
0.04 to 0.16 mm
Clearance between Factory spec.
0.0016 to 0.0063 in.
inner rotor and outer
rotor 0.3 mm
Allowable limit
0.0118 in.

00(D-Kubota)-4-80
 Group 00(D-Kubota), Engine

Clearance between Outer Rotor and Pump Body

1. Measure the clearance between the outer rotor and the pump
body with a feeler gauge.
2. If the clearance exceeds the allowable limit, replace the oil pump
rotor assembly.
0.100 to 0.184 mm
Clearance between Factory spec.
0.0039 to 0.0072 in.
outer rotor and pump
body 0.3 mm
Allowable limit
0.0118 in.

Clearance between Rotor and Cover

1. Put a strip of plastigage onto the rotor face with grease.
2. Install the cover and tighten the screws with the specified torque.
3. Remove the cover carefully, and measure the amount of the
flattening with the scale and get the clearance.
4. If the clearance exceeds the allowable limit, replace oil pump
rotor assembly and the cover.
0.025 to 0.075 mm
Factory spec.
Clearance between rotor 0.0010 to 0.0030 in.
and cover 0.225 mm
Allowable limit
0.0089 in.

7.9 to 9.3 N·m

Tightening torque Oil pump cover screw 0.80 to 0.95 kgf·m
5.8 to 6.9 ft-lbs

(7) Starter
Overrunning Clutch
1. Inspect the pinion for wear or damage.
2. If there is any defect, replace the overrunning clutch assembly.
3. Check that the pinion turns freely and smoothly in the
overrunning direction and does not slip in the cranking direction.
4. If the pinion slips or does not rotate in the both directions, replace
the overrunning clutch assembly.

00(D-Kubota)-4-81
 Group 00(D-Kubota), Engine

Commutator and Mica

1. Check the contact face of the commutator for wear, and grind the
commutator with emery paper if it is slightly worn.
2. Measure the commutator O.D. with an outside micrometer at
several points.
3. If the minimum O.D. is less than the allowable limit, replace the
armature.
4. If the difference of the O.D.’s exceeds the allowable limit, correct
the commutator on a lathe to the factory specification.
5. Measure the mica undercut.
6. If the undercut is less than the allowable limit, correct if with a saw
blade and chamfer the segment edges.
32 mm
Factory spec.
1.2598 in.
Commutator O.D.
31.4 mm
Allowable limit
1.2362 in.

0.5 mm
Factory spec.
0.0197 in.
Mica under cut
0.20 mm
Allowable limit
0.0079 in.

(1) Segment (a) Good

(2) Depth of Mica (b) Bad
(3) Mica

Brush Wear
1. If the contact face of the brush is dirty or dusty, clean it with emery
paper.
2. Measure the brush length (A) with vernier calipers.
3. If the length is less than the allowable limit, replace the yoke
assembly and brush holder.
18.0 mm
Factory spec.
0.7086 in.
Brush length (A)
11.0 mm
Allowable limit
0.4331 in.

(A) Brush Length

Brush Holder
1. Check the continuity across the brush holder and the holder
support with an ohmmeter.
2. If it conducts, replace the brush holder.
Brush holder –
Resistance Infinity
Holder support

00(D-Kubota)-4-82
 Group 00(D-Kubota), Engine

Armature Coil
1. Check the continuity across the commutator and armature coil
core with an ohmmeter.
2. If it conducts, replace the armature.
3. Check the continuity across the segments of the commutator with
an ohmmeter.
4. If it does not conduct, replace the armature.
Commutator –
Infinity
Resistance Armature coil core
Commutator segment 0Ω

Field Coil
1. Check the continuity across the lead (1) and brush (2) with an
ohmmeter.
2. If it does not conduct, replace the yoke assembly.
3. Check the continuity across the brush (2) and yoke (3) with an
ohmmeter.
4. If it conducts, replace the yoke assembly.
Lead (1) – Brush (2) 0Ω
Resistance
Brush (2) – Yoke (3) Infinity

(1) Lead (3) Yoke

(2) Brush

(8) Alternator
Bearing
1. Check the bearing for smooth rotation.
2. If it does not rotate smoothly, replace it.

00(D-Kubota)-4-83
 Group 00(D-Kubota), Engine

Rotor
1. Measure the resistance across the slip rings with an ohmmeter.
2. If the resistance is not the factory specification, replace it.
3. Check the continuity across the slip and core with an ohmmeter.
4. If infinity is not indicated, replace it.
Resistance Factory spec. 2.8 to 3.3 Ω

Slip Ring
1. Check the slip ring for score.
2. If scored, correct with an sand paper or on a lathe.
3. Measure the O.D. of slip ring with vernier calipers.
4. If the measurement is less than the allowable limit, replace it.
22.7 mm
Factory spec.
0.894 in.
Slip ring O.D.
22.1 mm
Allowable limit
0.870 in.

Brush Wear
1. Measure the brush length (A) with vernier calipers.
2. If the measurement is less than allowable limit, replace it.
3. Make sure that the brush moves smoothly.
4. If the brush is defective, replace it.
18.5 mm
Factory spec.
0.728 in.
Brush length (A)
5.0 mm
Allowable limit
0.197 in.

(A) Brush Length

00(D-Kubota)-4-84
 GROUP 00(L)

GROUP 00(L)

ENGINE (GM V6 4.3L)

ENGINE REMOVAL AND REPLACEMENT ................... Section1

4.3 LITER V6 ENGINE REPAIR PROCEDURES............. Section2

COOLING SYSTEM.......................................................... Section3

SM 751 00(L)-0
 Group 00(L), ENGINE

Section 1

ENGINE REMOVAL AND REPLACEMENT

ENGINE REMOVAL • Drain radiator and remove radiator hoses to engine

and to filler neck bracket.
The following procedures describe the steps necessary to
remove the engine. A hoist capable of lifting he overhead
guard, counterweight, and engine is required.
• Remove the overhead guard.
• Remove the driver’s seat and any electrical wires
mounted to the seat support.
• Remove the clamshell hood.

• Remove transmission oil cooling lines at radiator.

• Remove counterweight. See the procedures for

removing the counterweight in Group 38.
• Disconnect battery leads at battery and remove the
battery. Disconnect horn wires.
• Remove floor plates. Remove top and side body sheet
metal. • Remove the radiator.

SM 751 00(L)-1-1
 Group 00(L), ENGINE

• Remove the air cleaner and air cleaner hoses and • Remove heat shield from the the muffler and mani-
clamps. fold.
• Remove the muffler and tail-pipe.
• Remove the exhaust pipe and heat shield wrap.

• Remove the engine oil cooler and hose.

• Remove accelerator control at carburetor throttle

lever.
• Remove the fuel line that goes from fuel pump to fuel
tank in frame.

• Remove the main pump inlet fitting assembly, inlet

hose, and stiffener.

• Remove the oil line from transmission.

• Remove and tag all wire harness leads to engine com-
ponents.
Coil the wire harness and tie it out of the way to pre-
vent damage when the engine is removed.

SM 751 00(L)-1-2

• Connect OSHA-approved overhead chain to the
engine lifting brackets.
• Remove the engine mount bolts and dampeners.
• Remove the engine flywheel housing to transmission
fasteners.
• Remove the cover plate of flywheel housing.
Unbolt the torque converter drive plate from the
engine flywheel through the top hole.
• Carefully separate engine from transmission by mov-
ing the engine away from the transmission. Lift
engine out of truck. Use prybars if necessary to assist
in separating engine from transmission; do not use
unnecessary or excessive force.
NOTE
Do not pry on the torque converter. Nicks
and scratches can cause fatigue and leaks.
SM 751
Group 00(L), ENGINE
ENGINE REPLACEMENT
The following procedures explain replacement of the
engine. A hoist capable of lifting the overhead guard,
counterweight, and engine is required.
NOTE
The following procedures assume the torque
convertor is in the transmission.
• Begin lowering the engine into frame using the hoist
and chains hooked into enginelifting brackets. Put
engine mounting dampeners in place on frame-
mounting surfaces.
• Remove top cover on flywheel housing. Check align-
ment of torque converter and flywheel ensuring that
torque converter rotates freely.
• Insert engine-mounting bolts and tighten to a torque
of 23-27 lbf·ft (32–36 N·m).
• Insert transmission case-to-engine bolts.
Torque engine-to-transmission bolts to 24-27 lbf·ft
(33-37 N·m).
00(L)-1-3
 Group 00(L), ENGINE

• Use hole on the flywheel housing to replace the • Install the exhaust pipe and heat shield wrap.
torque converter drive plate to engine flywheel bolts
• Install the muffler and tail pipe.
and tighten to a torque of 19 to 21 lbf·ft (25-28 N·m).
• Install the muffler and manifold heat shields.
• Tighten fasteners to a torque of 24-27 lbf·ft (33-37
N·m).

• Install the main pump inlet fitting assembly using a

• Replace all wires on correct components on engine new gasket; install the inlet hose and stiffener. Fill the
and remove all identification tags. oil sump to the correct level.
• Replace the oil line on the transmission.

• Install the air cleaner and air cleaner hoses and

clamps. Ensure that all connections are tight and do
• Replace the fuel line on the fuel pump. not leak.
• Connect the accelerator control at the carburetor
throttle lever.

SM 751 00(L)-1-4
 Group 00(L), ENGINE

• Install the radiator. • Install the battery and connect the battery leads.

• Install the counterweight and tighten bolt to a torque

• Install the engine oil cooler and hoses.
of 350-400 lbf-ft (650-800N·m).

• Connect the transmission oil-cooling lines at the radi-

ator. ! WARNING
Use caution when replacing the counter-
weight.
Keep all body parts away; use prybars to
manuever the counterweight into exact
mounting position.

• Install sheet metal.

• Replace the overheadguard. Insert and tighten fasten-
ers to a torque of 50-55 lbf·ft (65-75 N·m).

• Connect engine cooling lines to the radiator; fill the

radiator to the correct level.
• Install front and rear floor plates.
• Install seat support and top hood.
• Attach electrical leads to the horn.

SM 751 00(L)-1-5
 Group 00(L), ENGINE

Section 2

4.3 LITER V6 ENGINE REPAIR PROCEDURES

NOTICE
Always use the correct fastener in the correct
location. Use the correct fastener part num-
ber to replace a fastener. If the correct fas-
tener part number is not available, a fastener
of equal size and strength may be used. Do
not use a fastener that is stronger when the
correct fastener part number is not available
in the following applications:

• Some bolts are designed to permanently stretch, and if

a stronger fastener is used, the part will not be tight-
ened correctly. These permanently stretching bolts
will be called out. The correct part number fasteners
must be used to replace this type of fastener because
there is no available equivalent.
• Other bolts are designed to break if over tightened to
prevent part damage. Using a stronger fastener may
cause part damage to occur.
Fasteners that need to be replaced when removed will be
called out. Fasteners that require thread lockers or thread
sealant will be called out The correct tightening specifica-
tion and sequence must be used when installing fasteners.
Part or system damage may occur if the above instructions
are not followed.
Use only a razor blade type scraper on engine component
surfaces. Use extreme care so sealing surfaces are not
scratched. Do not use any other method or technique to
remove gasket material except where indicated. Do not
use abrasive pads, sand paper or power tools to remove
gasket material except where indicated. These techniques
will produce fine grit that the oil filter will not be able to
remove from the oil this grit is abrasive and has been
known to cause internal engine damage.

SM 751 00(L)-2-1
 Group 00(L), ENGINE

GENERAL DESCRIPTION BALANCE SHAFT

ENGINE CONSTRUCTION
The 4.3L (262 CID) engine is a liquid-cooled 90-degree
V6 type with overhead valves, cast-iron block, cylinder
heads, and cast-iron balance shaft.
A cast-ductile balance shaft is mounted in the crankcase
above and in-line with the camshaft for enhanced engine
smoothness under all operating conditions. A camshaft
gear drives the gear attached to the balance shaft. The
front end of the balance shaft is supported by a ball bear-
ing and the opposite end uses a sleeve bearing.

CYLINDER BLOCK VALVE TRAIN

The cylinder block has 6 cylinders arranged in a “V”
shape with 3 cylinders in each bank.
Starting at the front of the engine, cylinders in the right
bank are numbered l-3-5 and cylinders in the left bank are
numbered 2-4-6 (when viewed from the front of the
engine). The firing order of the cylinders is 1-6-5-4-3-2.
The cylinders are encircled by coolant jackets.
CYLINDER HEADS
The cylinder heads have one intake and one exhaust valve
for each cylinder. A spark plug is located between the
valves in the side of the cylinder head. The valve guides
are integral and the rocker arms are retained on individual
threaded in Studs.
The valve train is a ball pivot type. Motion is transmitted
from the camshaft through the hydraulic lifter and push-
rod to the rocker arm.The rocker arm pivots on its ball and
transmits the camshaft motion to the valve. The hydraulic
valve lifters with roller followers keep all parts of the
valve train in constant contact. Each lifter acts as an auto-
matic adjuster and maintains zero lash in the valve train
and eliminates the need for periodic valve adjustment.
INTAKE MANIFOLD
A cast-aluminum intake manifold is used that has an
exhaust gas recirculation (EGR) port cast into it for the
mixture of exhaust gases with the fuel and air mixture.

CRANKSHAFT
The crankshaft is supported by four main bearing inserts.
The number four bearing at the rear of the engine is the
end thrust bearing. The bearings are retained by bearing
caps that are machined with the block for proper align-
ment and clearances.

CAMSHAFT
The camshaft is supported by four full round, sleeve type
bearings. A sprocket on the crankshaft drives a timing
chain which in turn drives the camshaft through a
sprocket.

PISTONS AND CONNECTING RODS

The pistons are made of cast aluminum alloy using two
compression rings and one oil control ring. piston pins are
offset 1.58750 mm (0.0625 in.) toward the major thrust
side (right side) to reduce piston slap as the connecting
rod travels from one side of the piston to the other side
after a stroke. The pins are a press fit in the connecting rod
and a floating fit in the piston.

SM 751 00(L)-2-2
 Group 00(L), ENGINE

SM 751 00(L)-2-3
 Group 00(L), ENGINE

1. Oil Pump Shaft Extension 120. Clutch Pressure Plate cover

2. Oil Pump Body 121. Dowel Pin
5. Pump Cover 122. Retainer
6. Pressure Regulator valve 123. Oil Pump Bolt
7. Pressure Regulator Valve Spring 124. Spring Stop Plug
8. Spring Stop Retaining Pin 125. Nut
10. Pickup Screen and Pipe 126. Gasket
70. Oil Pan Gasket 127. Oil Fan Drain Plug
71. Oil Pan Reinforcement 128. Oil Pan Stud
72. Oil pan 129. Bolt
80. seal Retainer Screw 130. Clip
81. Seal Retainer Nut 131. Bolt
82. Seal Retainer 132. Main Bearing Cap Bolt
83. Seal Retainer Stud 133. Groove Pin
84. Seal Retainer Gasket 134. Engine Flywheel
87. Camshaft Retainer 135. Flywheel Bolt
88. Camshaft Retainer Screw 136. Lower Main Bearing Insert
90. Seal 137. Crankshaft Front Oil seal
91. Gasket 138. Torsional Damper
92. Oil Fitter Adapter 139. Groove Pin
93. Bolt 140. Timing Pointer
100. Main Bearing Cap 141. Bolt
101. Crankshaft 142. Front Cover
102. Oil Filter 143. Front Cover Gasket
103. Piston Rings 144. Upper Main Bearing Insert
104. Piston 145. Woodruff key
105. Connecting Rod 146. Dowal Pin
106. Connecting Rod Bearing 148. Canshaft
107. Connecting Rod Cap 149. Coolant Pump Gasket
108. Connecting Rod Nut 150. Bolt
109. Plug 151. Coolant Pump
110. Knock Sensor 152. Crankshaft Sprocket
111. Plug 153. Bolt
112. Expansh Cup Plug 154. Camshaft sprocket
113. Plug 155. Timing Chain
114. Engine Block 156. Camshaft Bearing
115. Plug 157. Expansion Plug
116. Water Jacket Plug 158. Oil Level Indicator Tube
117. Clutch Driven Plate 159. Oil Level Indicator
118. Spring Lock washer 160. Bolt
119. Clutch Cover Bolt 161. Piston Pin

SM 751 00(L)-2-4
 Group 00(L), ENGINE

SM 751 00(L)-2-5
 Group 00(L), ENGINE

20. Valve Stem Key 165. Coolant Outlet Gasket

21. nlet Valve Spring Cap
22. Valve Stem Oil Shield
23. Valve Stem Oil Seal (O-Ring)
24. Inlet Valve Stem Seal
26. Valve Spring with Damper
27. Inlet Valve
28. Exhaust Valve Rotator
29. Exhaust Valve
40. Lifter Restrictor Retainer Bolt
41. Lifter Restrictor Retainer
42. Rocker Arm Nut
43. Rocker Arm Ball
44. Rocker Arm
45. Push Rod
46. VaIve Lifter Guide (Restrictor)
47. Lifter
48. Flat Washer
50. Cylinder Head Bolt
51. Spark Plug
52. Coolant Temperature Sensor
53. Drain Plug
54. Cylinder Head Gasket
60. Heat Shield
61. Washer
62. Exhaust ManifoId Lock
63. Bolt/Stud
162. Stud
163. Bolt
164. Coolant Outlet
166. Thermostat
167. Vacuum Fitting
168. Engine Coolant
Temperature, sensor
169. Bolt
170. Intake Manifold
171. Oil Pressure Sensor
172. Oil Pressure Fitting
173. E.G.R. Valve Gasket
174. E.G.R. Valve
175. Bolt
176. Intake Manifold Gasket
177. Nut
178. Power Booster
Vacuum Pipe
179. Exhaust Manifold
180. Fower Booster Vacuum
Pipe Fitting
181. Plug
182. Coolant Temperature Sensor
183. Crankcase Ventilation Valve
184. Oil Filler Cap
185. Oil Filler Tube
186. Bolt
700. Rocker Arm Cover Bolt
701. Rocker Arm Cover
702. Rocker Arm Cover Gasket
704. Crankcase Vent Tube Grommet
705. Crankcase Vent Valve Grommet

SM 751 00(L)-2-6
 Group 00(L), ENGINE

ENGINE LUBRICATION
Figures 8 and 9 page.
Lubrication schematics are shown in figures of 8 and 9 page. The gear type oil pump is driven from the distributor shaft,
which is gear driven from the camshaft. Oil is drawn into the oil pump through a pickup screen and pipe.
Pressurized oil is routed to the oil filter. In case of excessive oil pressure, a bypass valve is provided. Filtered oil flows
into the main gallery and then to the camshaft, balance shaft rear bearing, and crankshaft bearings.
The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the hydraulic lifters through the hollow push-
rods to the rocker arms. Oil frorn overhead drains back to the crankcase through oil drain holes.
The timing chain is drip fed from the front camshaft bearing. The pistons and piston pins are lubricated by oil splash.

SM 751 00(L)-2-7
 Group 00(L), ENGINE

SM 751 00(L)-2-8

GENERAL INFORMATION
STATEMENT ON CLEANLINESS AND
CARE
• An engine is a combination of many machined,
honed, polished, and lapped surfaces with very fine
tolerances.
• Whenever valve train components, cylinder head, cyl-
inder, crankshaft, or connecting rod components are
removed for service, they should be retained in order.
At the time of installation, they should be installed in
the same locations and with the same mating surfaces
as when removed.
• Any time the air cleaner or TBI unit is removed, the
intake opening must be covered.This will protect
against the entrance of foreign material which could
follow the intake passage into the cylinder and cause
extensive damage when the engine is started.
• When any internal engine parts are serviced, care and
cleanliness are important. A liberal coating of engine
oil should be applied to friction areas during assembly
to protect and lubricate the surfaces on initial opera-
tion. Throughout this section, it should be understood
that proper cleaning and protection of machined sur-
faces and friction areas is part of the repair procedure.
This is considered standard shop practice even if not
specifically stated.
IMPORTANT
Use of RTV sealer and anaerobic gasket elim-
inator
Two types of sealer are commonly used in the
engines covered by this manual. These are
RTV sealer and anaerobic “gasket elimina-
tor” sealer.
It is important that these sealers be applied properly and in
their proper place to prevent oil leaks. The two types of
sealers are not interchangeable. Use the sealer recom-
mended in the procedure.
• RTV (room temperature vulcanization) sealer is used
where a nonrigid part is assembled to a rigid part.
Common examples are oil pans and rocker covers.
• Anaerobic gasket ehminator hardens in the absence of
air. This sealer is used where two rigid parts (such as
castings) are assembled together. When two rigid
parts are disassembled and sealer or gasket is readily
noticeable, the parts were probably assembled using
gasket eliminator.
SM 751
Group 00(L), ENGINE
USING RTV SEALER
• Do not use RTV when extreme temperatures are
expected, such as exhaust manifold, head gasket or
where gasket eliminator is specified.
• When separating components sealed with RTV, use a
rubber mallet and “bump” the part sideways to shear
the RTV sealer. “Bumping” should be done at bends
or reinforced areas to prevent distortion of parts. RTV
is weaker in shear (lateral) strength than in tensile
(vertical) strength.
NOTICE
Attempting to pry or pull components apart
may result in damage to the part.
• Surfaces to be resealed must be clean and dry.
Remove all traces of oil and RTV with a chlorinated
solvent (GM P/N 1050454 or equivalent). Do not use
petroleum cleaners such as mineral spirits. They leave
a film onto which RTV will not stick.
• Apply RTV to one of the clean surfaces. Use abead
size as specified in the procedure. Run the bead to the
inside of any bolt holes. Do not allow the sealer in
any blind threaded holes, as it may prevent the bolt
from seating properly or cause damage when the bolt
is tightened.
• Assemble while RTV is still wet (within 3 minutes).
Do not wait for RTV to skin over.
• Torque bolts to specitications. Do not over-torque.
USING ANAEROBIC GASKET ELIMINA-
TOR
• Clean surfaces to be resealed with a chlorinated sol-
vent (GM P/N 1050454 or equivalent) to remove all
oil, grease, and old material.
• Apply a continuous bead of gasket eliminator to one
flange.
• Spread the bead evenly with your finger to get a uni-
form coating on the complete flange.
• Assemble parts in the normal manner and torque
immediately to specifications.
IMPORTANT
Anaerobic sealed joints that are partially
torqued and allowed to cure more than five
minutes may result in incorrect shimming of
the joint.
00(L)-2-9
 Group 00(L), ENGINE

REPLACING ENGINE GASKETS • Lubricate the insert with light engine oil (except when
installing in aluminum) and install.
! CAUTION
IMPORTANT
Composite type gaskets are used in some
When correctly installed, the insert should be
areas of the engine assembly. These gaskets
flush to one turn below the surface.
have a thin metal core. Use caution when
removing or handling composite gaskets to
• If the tang of the insert does not break off when back-
help avoid personal injury.
ing out the installer, break the tang off with a drift
THREAD REPAIR

Tools Required
General purpose thread repair kits are available com-
mercially.
Damaged threads may be reconditioned by drilling
out, rethreading, and installing a suitable thread insert.

! CAUTION
Wear safety glasses to avoid eye damage.

• Determine size, pitch, and depth of damaged thread.

If necessary, adjust stop collars on cutting tool and tap
to required depth.

IMPORTANT
Refer to the kit manufacturer’s instructions
regarding the size of drill and tap to be used.

• Drill out damaged thread.

• Tap hole. Lubricate tap with light engine oil. Clean
the thread.

IMPORTANT
Avoid buildup of chips. back out the tap
every few turns and remove chips.

• Thread the thread insert into the mandrel of the

installer.
Engage the tang of the insert on the end of the man-
drel.

SM 751 00(L)-2-10
 Group 00(L), ENGINE

DISASSEMBLY OF ENGINE CLEANING

TOOLS AND SHOP EQUIPMENT
A clean well-lit work area should be available. other nec-
essary equipment includes: a suitable parts cleaning tank,
compressed air supply, trays to keep parts and fasteners
organized, and an adequate set of hand tools.
An approved engine repair stand will aid the work and
help prevent personal injury or component damage.
Special tools are listed and illustrated throughout this sec-
tion with a complete listing at the end of the section.
These tools (or their equivalents) are specially designed to
quickly and safely accomplish the operations for which
they are intended.
The use of these special tools will also minimize possible
damage to engine components.
Some precision measuring tools are required for inspec-
tion of certain critical components. Torque wrenches are
necessary for the correct assembly of various parts.
ACCESSORY REMOVAL
The various procedures in this manual assume that the
engine accessories have been removed.
These accessories may include one or more of the follow-
ing:
• Hydraulic Pump
• Generator
• Air Conditioning Compressor
It is important that the engine be as clean as possible to
prevent dirt from entering critical areas during disassem-
bly.
Remove the engine accessories before cleaning, to pro-
vide better access to the engines exterior surfaces. After
removing the TBI unit, distributor, etc., cover the open-
ings with tape to prevent the entry of contaminants.
Methods used to clean the engine will depend on the
means which are available. Steam cleaning, pressure
washing, or solvent cleaning am some of the acceptable
methods. AIlow the engine to dry thoroughly before
beginning any work.
DRAINING THE ENGINE
Remove or Disconnect
• Oil pan drain plug and washer.
IMPORTANT
Allow the oil to drain into a proper container.
• Oil filter.
• Coolant drain plug and or knock sensor from the
block
IMPORTANT
Allow the coolant to drain from the block
into a proper container.
Install or Connect

• Cooling Fan NOTICE

Refer to “Notice” on page 00(L)-2-1.
• Distributor
• TBI unit • Oil pan drain bo1t.
It is beyond the scope of this section to cover in detail the Tighten
many different accessory installations.
Refer to the appropriate service manual section for this Drain plug to 25 N ·m (18 lbs. ft).
information. • Coolant drain plug and or knock sensor into the block.
Diagrams of emissions and vacuum hose routings, wiring
harness routing, accessory drive belt layout, etc. should be Tighten
found before removing accessories. • Coolant drain plug or knock sensor to 14 N ·m (124
lbs. in.).

SM 751 00(L)-2-11
 Group 00(L), ENGINE

EGR VALVE REMOVAL

Remove or Disconnect
• Bolts.
• EGR valve.
• Gasket.

EXHAUST MANIFOLD REMOVAL

Remove or Disconnect
• Exhaust manifold bolts, washers, and tab washers.
• Heat shields.
• Exhaust manifold.

COOLANT PUMP REMOVAL

Remove or Disconnect
• coolant pump bolts.
• coolant pump.
VALVE TRAIN COMPONENT REMOVAL
• Gaskets. 19. Bolt
20. Retainer
ROCKER ARM COVER REMOVAL 21. Nuts
22. Balls
Remove or Disconnect
23. Rocker Arm
• Rocker arm cover bolts(1). 24. Pushrods
• Rocker arm covers (2). 25. Restrictor
• Gaskets. 26. Hydraulic Lifter

INTAKE MANIFOLD REMOVAL

Remove or Disconnect
• Intake manifold bolts.
• Intake manifold.
• Gaskets.

SM 751 00(L)-2-12
 Group 00(L), ENGINE

Remove or Disconnect Remove or Disconnect

IMPORTANT
Store all reusable components in an exact
order so they can be reassembled in the same
position from which they were removed.
• Rocker arm nuts (21), balls (22), and rocker arms
(23).
• Push rods (24).
• Bolt (19).
NOTICE
The inertial weight section of the torsional
damper is assembled to the hub with a rub-
ber sleeve. The removal procedures must be
followed (with the proper tools) or movement
of the inertia weight section of the hub will
destroy the tuning of the torsional damper
and the engine timing reference.
• Torsional damper bolt.

• Guide assembly (20). • Torsional damper using J 23523-E (figure 10).

• Hydraulic lifters (26). • Crankshaft key.

IMPORTANT
Remove the lifters one at a tune and place
them in an organizer rack

CYLINDER HEAD REMOVAL

Remove or Disconnect
• Engine lift bracket.
• Cylinder head bolts.
• Cylinder heads.
• Head gaskets.

TORSIONAL DAMPER REMOVAL

Tool Required
J 23523-E Torsional Damper Puller

SM 751 00(L)-2-13
 Group 00(L), ENGINE

SM 751 00(L)-2-14
 Group 00(L), ENGINE

OIL PAN REMOVAL • Camshaft sprocket (40) and timing chain (41)
together.
Remove or Disconnect
• Oil pan nuts (125).
• Oil pan bolts (129).
• Clips (130) and studs (128).
• Reinforcements.
• Oil pan (72).
• Gasket (70).

OIL PUMP REMOVAL

IMPORTANT
Remove or Disconnect
The sprocket has a light interference fit on
• Oil pump to main bearing cap bolt. the camshaft.
Tap the sprocket on its lower edge to loosen
• Complete oil pump assembly.
it.
• Shaft extension.
CAMSHAFT REMOVAL
FLYWHEEL REMOVAL
Tool Required:
Remove or Disconnect 5825-A Crankshaft Gear Remover
• Flywheel bolts. • Balance shaft drive gear stud (35).
• Flywheel. • Balance shaft drive gear (37).
• Crankshaft sprocket (38), if necessary. Use 5825 (fig-
FRONT COVER REMOVAL ure 13).

Remove or Disconnect • Camshaft retainer bolts and camshaft retainer.

• Front cover bolts. • Camshaft.

• Front cover.
• Front cover gasket.

TIMING CHAIN AND CAMSHAFT

SPROCKET REMOVAL
Remove or Disconnect
Check timing chain free play. If the timing chain can be
moved back and forth in excess of 1.58750 mm (0.625
in.), make a note that the timing chain should be replaced
during assembly. IMPORTANT
• Camshaft sprocket bolts (39) and nut (34). Install three 7.9375 mm (0.3125 in.- 18 pitch)
bolts 100 ~ 125 mm (3.937 in. - 4.921 in.)
long into the camshafts threaded holes. Use
these bolts to handle the camshaft. (figure
14).

SM 751 00(L)-2-15
 Group 00(L), ENGINE

BALANCE SHAFT REMOVAL

Tools Required:
38834 Balance Shaft Bearing Service
Kit 26941 Bearing Remover
Remove or Disconnect
1. Bolt (49).
2. Driven gear (42).
3. Retainer bolts (48).
4. Retainer (43).
5. Balanceshaft(47)using a soft faced hammer(above figure).
6. Balance shaft rear bearing (45) using 38834 and 26941.

IMPORTANT
The balance shaft with front bearing are serviced as an assembly.
Use only the correct tools for bearing and shaft installation.
Inspect the balance shaft driven gear and the drive gear for nicks and burrs.

SM 751 00(L)-2-16
 Group 00(L), ENGINE

PISTON AND CONNECTING ROD • Check the connecting rod and cap for identification
marks.
REMOVAL
IMPORTANT
Mark the parts if required.
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front:
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.
Store the connecting rod, bearings and cap
together as mating parts, so they may be
reassembled in the same position from which
they were removed.
• Connecting rod cap.
• Connecting rod and piston.

IMPORTANT
Attach 5239 to the connecting rod bolts (fig-
ure 20 page below and right).
Use the long guide rod of 5239 to push the
connecting rod and piston out of the bore
through the top of the engine.

• Connecting rod beatings.

Tools Required :
5239 Guide Set
24270 Ridge Reamer
Remove or Disconnect
• Ridge or deposits from the upper end of the cylinder
bores as follows:
a. Rotate the crankshaft until the piston is at BDC.
b. Place a cloth on top of the piston.
c. Perform the cutting operation with 24270.
d. Rotate the crankshaft until the piston is at TDC.
e. Remove the cloth and cuttings.
f. Repeat this procedure for each piston.
• Mark the cylinder numbers on the tops of each piston.

IMPORTANT
Marking them from the front to the rear,
with the engine in an upright position and
viewed from the front :
– The right bank is numbered l-3-5.
– The left bank is numbered 2-4-6.

SM 751 00(L)-2-17
 Group 00(L), ENGINE

CRANKSHAFT REAR OIL SEAL CRANKSHAFT REMOVAL

REMOVAL
NOTICE
When removing the crankshaft rear oil seals,
be careful to not damage the crankshaft seal-
ing surface. A minor scratch can cause a
major oil leak.
Remove or Disconnect
• Crankshaft rear oil seal. Insert a screwdriver into the
notches provided in the seal retainer and pry the seat
out (figure right).
Remove or Disconnect
Inspect
• Check the main bearing caps for location markings.
Mark the caps if necessary. The caps must be returned
to their original locations during assembly.
1. Main bearing cap bolts.
2. Main bearing caps and lower main bearing
inserts.
3. Crankshaft from the cylinder block with
extreme care, taking care to avoid damage to
crankshaft journals and thrust flange surfaces.
4. Upper main bearing inserts.

MAIN BEARING REMOVAL (WITHOUT

REMOVING CRANKSHAFT)
Tool required:
8080 Main Bearing Remover/Installer
Remove or Disconnect
Inspect
• Check the main bearing caps for location markings.
Mark the caps if necessary. The caps must be returned
CRANKSHAFT REAR OIL SEAL
to their original locations during assembly.
RETAINER REMOVAL
1. Main bearing cap bolts.
Remove or Disconnect 2. Main bearing caps
• Screws (50) and nuts (51). 3. Lower main bearing inserts from the main
bearing caps.
• Seal retainer (52).
4. Upper main bearing inserts.
• Gasket (54).
a. Insert 8080 into the crankshaft oil hole (figure
above).
b. Rotate the crankshaft to turn the upper main bear-
ing insert out of the block.

SM 751 00(L)-2-18
 Group 00(L), ENGINE

CLEANING, INSPECTION, AND REPAIR

NOTICE
Carefully remove all gasket material from the part using a plastic or wood scraper.
Use Loctite brand “Chisel Gasket Remover” (P/N 79040), Permatex brand “Gasket Remover” (F/N
4MA) or equivalent. Follow all safety recommendations and directions that are on the can.

Do not use any other method or technique to remove gasket material. from a part Do not use abrasive pads, sand paper or
power tools to clean gasket surfaces. These methods of cleaning can damage the part Abrasive pads also produce a fine
grit that the oil filter cannot remove from the oil. This grit is abrasive and has been known to cause internal engine dam-
age.

NOTICE
If the engine is damaged internally and needs to be rebuilt, make sure all foreign material is completely
flushed out of the cooling system/oil cooler system (if equipped).
Failure to flush out the debris can result in damage to the rebuilt engine.

SM 751 00(L)-2-19
 Group 00(L), ENGINE

A solvent tank large enough to hold the larger engine parts - Cylinder walls.
will be needed as well as various bristle brushes and gas- - Coolant jackets.
ket scrapers. A source of compressed air will also be help- - Engine mount bosses.
ful in the cleaning operations.
- Main bearing webs.
Special tools are listed and illustrated throughout this sec-
4. Main bearing bores and caps.
tion with a complete listing at the end of the section.
These tools (or their equivalents) are specially designed to - All main bearing bores should be rounded and uni-
quickly and safely accomplish the operations for which form in ID at all of the bearing supports.
they are intended. They should not be used in operations - The area were the main bearing inserts contact the
for which they are not designed. These special tools, when main bearing bore should be smooth.
they are properly used, will also minimize possible dam- - if a main bearing cap is found to be damaged,
age to engine. replace the cap and linebore the block.
Some precision measuring tools are required for inspec- 5. Cylinder head mounting surface for flatness,
tion of certain critical components. These include using a precision straight edge and feeler gage (fig-
micrometers, torque wrenches, feeler gages, dial indicator ure right).
set, etc. The inspection work, when performed with the
- Set the straight edge on the sealing surface to be
proper methods and tools, is most important.
inspected.
The rebuilt engine cannot be expected to perform properly - Take the feeler gage and at various locations, check
if the parts are worn beyond acceptable limits are reused. the gap between the straight edge and the sealing
surface.
CYLINDER BLOCK - If the gap is greater than 0.05 mm (0.002 in.) within
152 mm (6 in.) at any sealing location, the block
Remove or Disconnect must be replaced.
• Oil pressure fitting and sensor. - If the gap is found to be less than 0.05mm(0.002in.)
• Coolant drain plugs. at any sealing location and a cause for leakage is
suspected, then the minor irregularities may be care-
• Oil filter adapter bolts.
fully machined from the block.
• Oil filter adapter and gasket
• Camshaft and balance shaft cup plugs (89).
• Front oil gallery cup plugs (86).
• Rear oil gallery plugs (87,88, and 90).
Clean
• Sealing material from mating surfaces.
• Boil cylinder block in caustic solution.
- Flush with clean water or steam.
• Cylinder bores.
• Threaded holes.
• Oil galleries and passages. 6. Oil pan, timing cover, and intake manifold mounting
surfaces for nicks. Minor irregularities may be
• Scale deposits from coolant passages.
cleaned up with a flat file.
• Spray or wipe cylinder bores and machined surfaces
with engine oil.
Inspect
1. All expansion plugs for lack of fit or leakage.
2. Valve lifter bores for deep scratches and deposits.
3. Cracks in the block.

SM 751 00(L)-2-20
 Group 00(L), ENGINE

CYLINDER BORE CYLINDER BORE RECONDITIONING

Inspect
• Cylinder bores for scoring or other damage.
• Cylinder bore taper and out-of-round.
• Measure the cylinder bore for out of round and taper
as outlined previously.
• Measure for wear at the top of the bore (point “A”)
and at the bottom (point “B”).

MEASURING CYLINDER BORE TAPER

AND OUT-OF-ROUND
Tool required
58087 Cylinder Bore Gage (or equivalent)
IMPORTANT
If one or more cylinder bores are rough,
scored or worn beyond limits, it will be neces-
sary to smooth or true up such bores to fit
new pistons.
No attempt should be made to cut down over-
size pistons to fit cylinder bored as this will • Cylinder bores can be measured by setting the cylin-
destroy the surface treatment and affect the der gage dial at zero in the cylinder at the point of
weight. The smallest possible oversize pistons desired measurement. Lock the dial indicator at zero
should be used and the cylinder bores should before removing from the cylinder, and measure
be honed to size for proper clearances. across the gage contact points with an outside
micrometer, with the gage at the same zero setting
• Refer to “Specifications” for tolerances. when removed from the cylinder (figure right).

• Set the gage so the thrust pin must be forced in about

7 mm (l/4 in.) to enter the gage in the cylinder bore.
• Center the gage in the cylinder and turn the dial to
“0”.
• Carefully work the gage up and down to determine
taper and turn it to different points around the cylin-
der wall to determine the outof- round condition.
Measure the bore both parallel to and at right angles
to the engine centerline. Measure at the top, middle,
and bottom of the bore and note the readings.
• Recondition the cylinder bore as necessary, as out- • If the cylinders are found to exceed the specified out-
lined later. of-round or taper, honing or boring will be necessary.
Any cylinders that were found to have less than 0.13
mm (0.005 in.) wear or taper may not entirely clean
up when fitted to a high limit piston. If it is desired to
entirely clean up the bore in these cases, it will be
necessary to rebore for an oversize piston. If more
than 0.13 mm (0.005in.)taper or wear,they should be
bored and honed to the smallest oversize that will per-
mit complete resurfacing of all cylinders.
• Fine vertical scratches made by ring ends will not, by
themselves, cause excessive oil consumption; there-
fore, honing to remove them is unnecessary.

SM 751 00(L)-2-21

• Make sure the honing stones are clean, sharp, and
straight Move the hone slowly up and down to pro-
duce a 46 to 66 degree crosshatch pattern. Clean the
bore thoroughly with soap and water. Dry and rub in
clean engine oil, then re-measure.
• If honing is not required, the cylinder bores should be
cleaned with a hot water and detergent wash. Apply
clean engine oil to the bore after cleaning.
BORING
• Before the honing or re-boring operation is started,
measure all new pistons with the micrometer contact-
ing at points exactly 90 degree from the piston pin
centerline.
Some pistons must be measured at a specified dis-
tance from the piston crown. Refer to the proper sec-
tion for additional instructions. Then select the
smallest piston for the first fitting. The slight variation
usually found between pistons in a set may provide
for correction in case the first piston is fitted too
loose.
• Before using any type of boring bar, the top of the
cylinder block should be filed to remove any dirt or
burrs. This is very important. If not checked, the bor-
ing bar may be tilted which would result in the
rebored cylinder wall not being at right angles of the
crankshaft.
• The instructions furnished by the manufacturer of the
equipment being used should be carefully followed.
• When reboring cylinders, all crankshaft bearing caps
must be in place and tightened to the proper torque to
avoid distortion of the bores in the final assembly.
Always make sure the crankshaft is out of the way of
the boring cutter when boring each cylinder.
Crankshaft bearings and other internal parts must be
covered or taped to protect them during the boring or
honing operation.
• When taking the final cut with a boring bar, leave
0.025 mm (0.001 in.) on the diameter for finish hon-
ing to give the required position to the cylinder clear-
ance specifications. (The honing or boring operation
must be done carefully so the specified clearance
between pistons, rings, and cylinder bores is main-
tained).
SM 751
Group 00(L), ENGINE
HONING
• When honing the cylinders, follow the hone manufac-
turer’s recommendations for use, cleaning, and lubri-
cation during honing. Use only clean, sharp stones of
the proper grade for the amount of material to be
removed. Dull, dirty stones cut unevenly and generate
excessive heat. When using coarse or medium grade
stones, use care to leave sufficient metal so that all
stone marks may be removed with the fine stones
used for finishing to provide proper clearance.
• Occasionally, during the honing operation, the cylin-
der bore should be thoroughly cleaned and the piston
selected for the individual cylinder checked for cor-
rect fit.
• When honing to eliminate taper in the cylinder, full
strokes of the hone in the cylinder should be made in
addition to checking measurement at the top, middle
and bottom of the bore repeatedly.
NOTICE
Handle the pistons with care and do not
attempt to force them through the cylinder
until the cylinder has been honed to the cor-
rect size as the piston can be distorted
through careless handling.
• When finish honing a cylinder bore to fit a piston, the
hone should be moved up and down at a sufficient
speed to obtain very fine uniform surface finish marks
in a crosshatch pattern at the specified angle of 45” to
65’.
• The finish marks should be clean but not sharp,free
from imbedded particles and torn or folded metal.
• By measuring the piston to be installed at the sizing
point specified in the propersection, and adding the
average of the clearance specification, the finish hone
cylinder measurement can be determined. It is impor-
tant that the block and the piston be measured at room
tempemture.
• It is of the greatest importance that refinished cylinder
bores are trued up to have the less than specified out-
of-roundtaper. Each bore must be final honed to
remove all stone or cutter marks and provide a
smooth surface.
• Refer to “Specifications” in the proper section piston
to bore clearance tolerances.
• After final honing and before the piston is check for
fit, clean the bores with hot water and detergent.
00(L)-2-22
 Group 00(L), ENGINE

Scrub with a stiff bristle brush and rinse thoroughly PISTON DISASSEMBLY
with hot water. It is essential that a good cleaning
operation be performed. If any of abrasive material is NOTICE
allowed to remain in the cylinder bores, it will wear The connecting rod, bearing and cap need to
the new rings and cylinder bores in addition to the be stored together as mating parts, so they
bearings lubricated by contaminated oil. After wash- may be reassembled in the same position
ing, the dry bore should then be brushed clean with a from which they were removed.
power-driven fiber brush.
• Permanently mark the piston for the cylinder which it
has been fitted.
• Apply clean engine oil to each bore to prevent rusting.
NOTICE
For steps 2,4,5, and 6, refer to “Notice” on
page 1.

Install or Connect
1. Front oil gallery plugs (86).
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.

2. Rear oil gallery plugs (87,88, and 90).

Tighten
• Plug (87) to 30 N·m (22 lbs. ft.).
• Plug (88) to 40 N·m (30 lbs. ft).
• Plug (90) to 40 N·m (30 lbs. ft.).
3. Camshaft and balance shaft cup plugs (89) to proper
depth.
IMPORTANT
Coat plug outside diameter with sealant (GM
P/N 1052080) or equivalent.

4. Oil filter adapter, gasket, and bolts.

Tighten
• Bolts to 22 N·m (16 lbs. ft.).
5. Coolant drain plugs.

Tighten
• Plugs to 20 N·m (15 lbs. ft.)
6. Oil pressure fitting and sensor.

Tighten
• Fitting tighten with 11 N·m (97 lbs. in.) and if neces-
sary tighten for alignment more.

SM 751 00(L)-2-23

Tool Required:
J 24086-B Piston Pin Remover and Jnstaller
Remove or Disconnect
1. Piston rings. In most cases,the rings should be dis-
carded and replaced with new ones at assembly.
2. Connecting rod bearing inserts. If the inserts are to be
reused, place them in a rack so they may be rein-
stalled in their original connecting rod and cap.
3. Piston pin.
• Place the piston/connecting rod on support fixture
J2408620. Make sure the connecting rod is fully
supported.
• Press out the piston pin.
Clean
1. Piston.
• Remove all varnish and carbon deposits. Do not use
a wire brush
• Remove the carbon from the ring grooves.
• Oil control ring groove holes.
Inspect
1. Piston pin bore in the piston and connecting rod.
Check for scuffing, burrs, etc.
2. Piston for scratches wear, etc.
SM 751
Group 00(L), ENGINE
3. Connecting rod for cracks, nicks, etc. If a suitable jig
is available, check the connecting rod for a bent or
twisted condition.
4. Piston.
• Ring land for cracking, wear, etc.
• Ring grooves for burrs, nicks, etc.
• Skirts and pin bosses for cracking.
• Skirts for scuffing.
5. Connecting rod bearing inserts for scratches or deep
pitting.
MEASURING PISTON PIN TO PISTON
CLEARANCE
Measure
1. Piston pin diameter. Check against “Specifications.”
2. Piston pin to piston clearance.
• Measure the piston pin hole diameter.
• Subtract the piston pin diameter from the piston pin
hole diameter to obtain the clearance.
• Replace the piston and piston pin if the clearance
exceeds specifications. The piston and piston pin are
a matched set and not available separately.
00(L)-2-24

PISTON SELECTION
1. Check the used piston to cylinder bore clearance.
Measure
• Cylinder bore diameter Use a telescoping bore gage,
located 65 mm (2.5 in.) below the top of the cylinder
bore.
• Piston diameter. Measure the piston skirt at a right
angle to the piston pin, at the centerline of the piston
pin.
• Subtract the piston diameter from the cylinder bore
diameter to determine piston to bore clearance.
• Refer to “Specifications” in the proper section.
Determine if the piston clearance is in the acceptable
range.
2. If the used piston is not acceptable, determine it a
new piston will fit the cylinder bore.
3. If a new piston does not bring the clearance within
tolerances, the cylinder bore must be reconditioned.
4. Mark the piston to identify the cylinder for which it
was fitted.
SM 751
Group 00(L), ENGINE
PISTON ASSEMBLY
ASSEMBLING THE PISTON AND CONNECTING
ROD
Tool Required
J 24086-B Piston Pin Remover and Installer Set
Install or Connect
1. Piston and connecting rod.
• The valve cutouts in the piston crown must be oppo-
site the connecting rod bearing tangs.
• Lubricate the piston pin holes in the piston and con-
necting rod with engine oil.
• Install the pin guide to hold the piston and connect-
ing rod together. Be sure to use the proper pin guide.
Refer to the instructions supplied with the tool.
2. Piston pin.
• Insert the piston pin into the piston pinhole.
• Place the assembly on the support fixture.
• Adjust the piston pin installer (J24086-9) to the cor-
rect length, using the letter number scale on the
installer adjuster. This is necessary to ensure that the
piston pin is pressed into the piston to the correct
depth. Refer to the instructions supplied with the
tool for the proper setting.
• Lock the adjuster in place with the lock ring.
00(L)-2-25

NOTICE
After the installer hub bottoms on the sup-
port assembly, do not exceed, 35,000 kPa
(5,000 psi) pressure, as this could cause dam-
age to the tool.
• Place the adjuster in the support future. Press the
piston pin into place (until the adjustable installer
bottoms in the support fixture).
• Remove the piston and connecting rod assembly
from the tool and check the piston for freedom of
movement on the piston pin.
INSTALLING THE PISTON RINGS
Figures 34 Through 36
Measure
1. Ring end gap as follows:
• Select rings comparable in size to the piston being
Used.
• Slip the compression ring into the cylinder bore and
press it down about 7mm (0.250 in.) above ring
travel.
Make sure the ring is square with the cylinder wall.
• Measure the space or gap between the ends of the
ring with a feeler gage.
• Refer to “Specifications” in the proper section for
correct gap.
• If the gap between the ends of the ring is not as spec-
ified, remove the ring and try another for fit.
Inspect
1. Ring fit as follows:
• Fit each compression ring to the piston on which it is
going to be used.
SM 751
Group 00(L), ENGINE
• Slip the outer surface of the top and second com-
pres-sion ring into the respective piston ring groove,
to make sure that the ring is free.
If binding occurs at any point, the cause should be
determined. If binding is caused by the ring groove,
correct by depressing the groove with a fine cut file.
If the binding is caused by a distorted ring, try a new
ring.
Assemble
NOTICE
All compression rings are marked on the
upper side of the ring. When installing the
compression rings, make sure the Marked
side is toward the top of the piston
NOTICE
The oil control rings are three piece
types,consisting of two rails and an expander.
1. Expander.
2. Lower rail.
3. Upper rail.
4. Upper compression ring.
5. Lower compression ring.
• Flex all rings to make sure they are free. If binding
occurs at any point the cause should beGdetermined.
If binding is caused by the ring groove, correct by
dressing the groove with a fineGcut file. If binding is
caused by a distorted ring, try a new ring.
- Ring gaps must be 180° apart.
- Rail gaps must be 180° apart.
00(L)-2-26
 Group 00(L), ENGINE

Measure CAMSHAFT
• Ring clearance. Use a feeler gage. CompareG with IMPORTANT
“Specifications” in the proper section. Do not attempt to repair the camshaft,
replace it if damaged.
Whenever the camshaft is replaced, a new set
of lifters must also he installed.

Inspect
• Bearing surfaces and lobes for wear
• Sprocket.
• Keyway and threads.
- Galling
- Gouges
- Overheating
INTAKE AND EXHAUST MANIFOLDS • Camshaft journal diameters (figure 37), ReferG to
Clean “Engine Specifications” in the back of thisGsection for
proper diameters.
• Mating surfaces on intake manifold and cylinder
head.
• Excessive carbon buildup in the exhaustG passages of
the intake manifold.
• Scale and deposits from the coolant passagesG of the
intake manifold.
• EGR passage of excessive carbon deposits.
Inspect
• Manifolds for cracks, broken flanges, andGgasket sur-
face damage.
• Alignment of manifold flanges. Use a straightG edge
and feeler gage. If the flanges do notGalign, the mani-
fold is warped and should beGreplaced.

SM 751 00(L)-2-27
 Group 00(L), ENGINE

CAMSHAFT BEARINGS Clean

CAMSHAFT BEARING REPLACEMENT • Camshaft bearing bores in the blockG Install or Con-
nect
Inspect
Tool Required
• Camshaft bearings for scratches, pits, or loose fitG in J 6098-01 Camshaft Bearing Remover and Installer
their bores. Replace the camshaft bearingsG if neces-
saty.
Remove or Disconnect
Tool Required
J 6098-01 Camshaft Bearing Remover and Installer
1. Rear camshaft plug.
2. Inner camshaft bearings. Use J 6098-01.
• Insert the pilot into the front camshaft bearing bore.
• Slide the puller screw, with the nut and washer,
through the pilot.
• Insert the bearing tool into the inner camshaft bear-
ing bore with the shoulder of the tool againstG the
NOTICE
bearing.
The outer camshaft bearings must be
• Hold the puller screw with a wrench.Turn the nut
installed first. These bearings serve as guides
with a second wrench to pull the camshaftG bearing
for the pilot, and help center the inner bear-
from its bore.
ings during the installation process.
• Repeat this procedure to remove the remaining inner
camshaft bearings. Note that the rearG inner bearing NOTICE
must be removed with the pilot fitted into the rear Besure to fit the correct cam bearing into the
camshaft bearing. bore. The cam bearing bores vary inGsize.
3. Outer camshaft bearing. Use J 6098-01.
1. Outer camshaft bearings. Drive the bearingsG into
• Assemble the bearing tool and driver handle.
place using J 6098–01.
• Drive the outer camshaft bearings out of theGblock.
IMPORTANT
Make sure the camshaft bearing hole (or
holes) align with the oil hole (or holes)Gin the
block. On some engines, the oilGholes may be
difficult to see. If so, useGa piece of 2 mm rod
to check alignment.

SM 751 00(L)-2-28
 Group 00(L), ENGINE

2. Inner camshaft bearing. Use tool J 6098-01. TIMING CHAIN AND SPROCKETS
• Assemble the tool with the pilot engaged in the front Inspect
bearing and the pilot flange againstGthe front face of
the block. • Sprockets for chipped teeth and wear.
- Excessively worn sprockets will rapidly wear a new
• Slide the puller screw, with nut and washer, through
chain.
the pilot.
• Timing chain for damage.
• Place the new bearing on the bearing tool. Hold the
bearing tool and bearing against theGbearing bore. - An excessively worn chain will rapidly wear a new
Align the bearing oil hole with the oil hole in the set of sprockets.
block.
• Thread the puller screw into the bearing tool enough CRANKSHAFT SPROCKET
to hold the tool and bearing in place. REPLACEMENT
Holding the puller screw with a wrench, turn the nut
Tool Required~
with a second wrench to pull theG camshaft bearing
5825-A Crankshaft Sprocket Puller
into place.
5590 Crankshaft Sprocket installer
• Holding the puller screw with a wrench, turn the nut
Remove or Disconnect
with a second wrench to pull theG camshaft into
place. 1. Crankshaft sprocket using 5825–A.
• Remove the puller screw, pilot, and bearing tool. 2. Key (if necessary).

IMPORTANT Install or connect

Make sure the camshaft bearing hole (or 1. Key (if removed).
holes) align with the oil hole (or holes) inGthe 2. Crankshaft sprocket using 5590.
block. If it is difficult to see the alignment,
use a piece of brass rod as describedGin step 1.

3. Camshaft rear plug.

• Coat a new camshaft plug with sealer (Loctite #592
or equivalent).
• Install the plug flush to 0.80 mm (0.03125 in) deep.

SM 751 00(L)-2-29

FRONT COVER
Clean
• Old gasket from the gasket surfaces.
Inspect
• Front cover for damage, dents, or cracks.
Remove or Disconnect
1. Oil seal from the front cover.
• Pry the seal out with a large screwdriver.
• Be careful not to distort the front cover.
Install or Connect
Tool Required:
J 35468 Front Cover Aligner aud Oil Seal
Installer
1. New seal so that the open end of the sealG is toward
the inside of the cover.
• Support the cover at the seal area.
• Drive the seal into position with 35468.
Lubricate the seal with engine oil before
installing the torsional damper.
COOLANT PUMP
Clean
• All gasket mating surfaces. Be sure old gasket mate-
rial is removed and free of oil or otherGforeign materi-
als.
NOTICE
Do not immerse the pump in solvent. The sol-
vent may enter the pump’s permanently
lubricated bearings and cause premature
bearing failure.
SM 751
Group 00(L), ENGINE
Inspect
• Coolant pump shaft for rotation and end play. The
shaft and fan hub should turn straight andG smoothly.
If the hub wobbles or the shaft is noisy or feels
“lumpy” when turned, replace theG coolant pump. If
the shaft end play exceeds 0.381 mm (0.015 in),
replace the coolant pump.
• Coolant pump body at the drain (weep) hole. Slight
staining around the weep hole is normal.
Replace the coolant pump only if coolant is dripping
from the weep hole while the engine isG running or
while the system is pressurized.
OIL PAN AND ROCKER ARM COVERS
Clean
• Parts in solvent. remove all sludge and varnish.
• Old gaskets from the gasket surfaces.
Inspect
• Rubber grommets and parts on the rocker arm cover
for deterioration.
• Oil pan for rock damage or cracks.
• Oil pan baffle for lack of fit.
• Drain plug threads for stripping.
OIL PUMP
Remove or Disconnect
1. Shaft Extension (1).
IMPORTANT
• Do not remove pickup pipe and screen
unless replacement is required.
• The pickup pipe has a press fit in to the
pump cover.
• Do not remove the screen from the pipe.
The pickup screen and pipe are servicedGas a
complete assembly only.
2. Pickup pipe and screen (10).
3. Screws (9).
4. Pump cover (5).
IMPORTANT
Mark where the idler gear (4) and drive gear
(3) mesh together, so they can beG reinstalled
with the same gear teeth indexed.
00(L)-2-30
 Group 00(L), ENGINE

5. Idler gear (4) and drive gear (3). • Pressure regulator valve (6) for fit. The regulator
6. Retaining pin (8). valve should slide freely in its bore withoutG sticking
or binding.
7. Pressure regulator spring (7).
Install or Connect
8. Pressure regulator valve (6).
Tool Required
21882 Rickup Tube and Screen Installer.
1. Pressure regulator valve (6) into the pumpGcover.
2. Pressure regulator spring (7) into the pumpGcover.
3. Retaining pin (8) into the pump cover.
4. Drive gear and shaft (3) into the pump body.
5. Idler gear (4) into the pump body.

IMPORTANT
Match together the index marks on theG two
gears made during disassembly.

Clean 6. Pump cover (5).

• All parts in clean solvent and dry them with com- NOTICE
pressed air. Refer to “Notice” on page 00(L)-2-1.
Inspect
7. Screws (9).
• Pump body (2) for cracks, wear, or other damage.
• Inside of the cover (5) for cracks and wear that would Tighten
permit oil to leak past the ends of theGgears. • Screws to 9 N·m (80 lbs·in)
• Gears (3 and 4) for wear. Inspect
• Drive gear and shaft (3) for lack of fit in the pump
• With the shaft extension (1) installed on the pump,
body (2).
turn the drive shaft by hand to check for smooth oper-
• The pump gears, cover, and body are not serviced ation.
separately.
NOTICE
If any of the parts are damaged or worn, the entire oil
Be careful of twisting, shearing, or collapsing
pump assembly must be replaced.
the pipe when installing it to the pump.
• Pickup screen and pipe (10) for damage to the screen A damaged pipe can cause lack of lubrication
or loose fit of the pipe. and engine failure.

SM 751 00(L)-2-31
 Group 00(L), ENGINE

8. Pickup screen and pipe. HYDRAULIC LIFTERS

• If the pickup screen and pipe assembly was
removed, it should be replaced with a new part. Loss
of press fit condition could result in an air leak and
loss of oil pressure.
• Mount the oil pump in a soft-jawed vise.
• Apply sealer to the end of the pipe.
• Tap the pickup screen and pipe into place, using
21882 and a hammer.
• The pump screen must be parallel with the bottom of
the oil pan when installed.
9. Oil pump drive shaft and connector (1).
The type of hydraulic lifters used in this engine are the
roller type. Hydraulic litters are serviced only as an
assembly. No internal parts are available.
IMPORTANT
• Service is limited to a disassembly and
cleaning. Discard any valve lifter(s) that are
worn.
• Whenever the camshaft needs to be
replaced, a new set of hydraulic lifters must
also be installed.

VALVE TRAIN COMPONENTS

• Store all reusable components in an exact order, so
they may be reassembled in the same position from
which they were removed.

PUSHRODS, ROCKER ARMS, BALLS,

AND NUTS
Clean
• All parts in clean solvent and dry them with com-
pressed air.
• Make sure the oil passages through the pushrods are
clear.
Inspect
• Rocker arms and balls at their mating surfaces. These
surfaces should be free from wear or damage.
• Rocker arm areas that contact the valve stems and the
socket areas that contact the ends of the pushrods.
These areas should be free of wear or damage.
• Rocker arm nuts.
• Pushrod ends for scoring, roughness, or bends.
- Roll the pushrod on a flat surface to determine its
straightness. If the rod is bent, the rod will not roll
freely. Replace if necessary.

SM 751 00(L)-2-32
 Group 00(L), ENGINE

CYLINDER HEAD

DISASSEMBLY
Tool required
J 8062 Valve Spring Compressor

Remove or disconnect
1. Valve keepers (67).
• Compress the springs with 8062 (figure
• Remove the keepers (67).
• Remove J 8062.
2. Intake valve components.
• Cap (68).
• Shield (69).
• Seal (71).
• Damper (72).
• Spring (73).
3. Exhaust valve components.
• Rotator (75) IMPORTANT
• Shield (69). • Place the valves (74 and 76) in an organizer
• Seal (71). rack so they can be replaced in their original
• Damper (72). position at reassembly.
• Spring (73).

SM 751 00(L)-2-33
 Group 00(L), ENGINE

CLEANING AND INSPECTION NOTICE

Excessive valve stem to guidebore clearance
Clean will cause excessive oil consumption and may
Tools Required cause valve breakage. Insufficient clearance
J 8089 Wire brush will result in noisy and sticky functioning of
J 8101 Valve Guide Cleaning Tool the valve and disturb the engine’s smooth-
ness.
• Carbon from the combustion chambers. Use J 8089.
• Valve guides. Use J 8101.
• Valve stems and heads on a wire wheel.
• Carbon and old gasket from the cylinder head gasket
surface.

• Clamp a dial indicator (J 8001 or equivalent) on one

side of the cylinder head rocker arm cover gasket rail.

Inspect • Locate the indicator so movement of the valve stem

from side to side (crosswise to the head) will cause
• Cylinder head for cracks in the exhaust ports, com- direct movement of the indicator stem. The indicator
bustion chambers, or external cracks to the coolant stem must contact the side of the valve stem just
chamber. above the valve guide bore.
Gasket surfaces should be free of damage.
• Drop the valve head about 1.6 mm (0.0625 in) off the
• Valves for burning, pitting, or warpage. Refer to valve seat.
“Valve Grinding.”
• Move the stem of the valve from side to side using
• Check the valve stems for scoring or excessive wear. light pressure to obtain a clearance reading. If clear-
Stems must not be bent. ance exceeds specifications, it will be necessary to
• Rocker arm studs for wear, damage, or improper fit. ream the valve guide bores for oversize valves as out-
lined later in this manual.
• Valve seats for pitting or other damage. Grind or
reface as needed.
• Rotators. The rotators should rotate smoothly without
binding

Measure
Tools required
J8001 Dial Indicator (or equivalent)
J9666 Valve spring tester
1. Valve stem to guide bore clearance.

SM 751 00(L)-2-34

2. Valve spring length. Replace the spring if the length
is not as specified.
REPAIR
Valve Grinding
Pitted valves must be refaced to the proper angle. Valve
stems that show excessive wear, or valves that are warped
excessively must be replaced. When an excessively
warped valve head is refaced, a knife edge will be ground
on part or all of the valve head due the amount of metal
that must be removed to completely reface. Knife edges
lead to breakage, burning, preignition due to heat localiz-
ing on this knife edge.
If the edge of the valve head is less than 0.80 mm (1 in)
after grinding, replace the valve.
Several different types of equipment are available for
refacing valves. The recommendation of the manufacturer
of the equipment being used should be carefully followed
to attain the proper results.
Refer to “Specifications” for valve face angle specifica-
tions.
SM 751
Group 00(L), ENGINE
Valve Seat Grinding
Reconditioning the valve seats is very important because
the seating of the valves must be perfect for the engine to
deliver the power and performance built into it.
Another important factor is the cooling of the valve head.
Good contact between each valve and its will ensure that
heat will be properly carried away.
Several different types of equipment are available for
reseating valve seats. The recommendations of the manu-
facturer of the equipment being used should be carefully
followed to attain proper results.
Regardless of what type of equipment is used, it is essen-
tial that valve guide bores be free from carbon or dirt to
ensure proper centering of the pilot in the guide. Refer to
“Specifications” for valve seat angle specifications.
Reaming Valve Guides
The valve guides used in this engine are simply holes
bored in the cylinder head Therefore, the valve guides are
not replaceable.
If the valve stem-to-bore clearance (as measured previ-
ously in this manual) is excessive, the valve guides should
be reamed and a valve with an oversize stem installed.
00(L)-2-35
 Group 00(L), ENGINE

Available oversize valves are as follows (nominal dimen- Tighten

sions are given):
• Rocker arm stud to 47 N·m (35 lbs·ft).
• INTAKE : 0.08 mm (0.003 in) A
0.38 mm (0.015 in)
0.76 mm (0.030 in) B
• EXHAUST : 0.08 mm (0.003 in)
0.38 mm (0.015 in)

Select a reamer that will provide a straight, clean bore

through the guide’s entire length. Reamer availability is as
follows (sizes given are nominal):
• J 5830–l 0.08 mm (0.003 in) oversize
• J 6621 0.13 mm (0.005 in) oversize
• J 5830–2 0.38 mm (0.015 in) oversize
• J 5830–3 0.76 mm (0.030 in) oversize
These reamers (except J 6621) also available in Reamer
Set J 5830-02.

ROCKER ARM STUD REPLACEMENT

The 4.3L engine has screw-in rocker arm studs with posi-
tive stop shoulders. You must follow the replacement pro-
cedures outlined below under “Screw-In Studs.” No valve
adjustment is necessary. When the valve train requires
service, you simply tighten the rocker arm nuts to 27 N·m
(20 lbs·ft).
Tools Required
J 5802–01 Rocker Arm Stud Remover
J 6880 Rocker Arm Stud Installer

Remove or Disconnect
1. Rocker arm stud by unscrewing using J 5802-01.
ASSEMBLY
NOTICE
Install or connect
Refer to ‘Notice” on page 00(L)-2-1.
1. Insert the valves(74 and 76) into the proper valve
Install or connect guides until the face of the valve contacts the valve
seat.
1. Rocker arm stud using J 6880.
2. Seal (71) (intake valves only).
• Install the seal (71) over the valve stem.
• Hold the valve (74) against the valve seat.
• Push the seal (71) down the valve stem until it bot-
toms out against the head.
3. Springs (73) and dampers (72).
4. Shields (69).
5. Cap (68) or rotator (75).

SM 751 00(L)-2-36
 Group 00(L), ENGINE

IMPORTANT 3. If this measurement exceeds the amount given in

Compress the valve spring using 8062,
enough so the lower valve stem groove can be
seen clearly.
6. O–ring seal (70) onto the valve stem’s lower groove,
making sure the seal (70) is flat and not twisted.
• Apply a small amount of grease to the area of the
upper valve stem groove.
• Assemble the two valve keepers into the upper
groove using the grease to hold them in place.
• Release the compressor tool 8062, making sure the
valve keepers stay in place.
• Repeat the preceding steps on the remaining valves.
“Engine Specifications,” install valve spring seat
shims, approximately 1.58750 mm (0.0625 in) thick,
between the spring and cylinder head.
NEVER shim the spring so as to give an installed
height under the specified amount.
THERMOSTAT AND COOLANT OUTLET
Remove or Disconnect
1. Bolts.
2. Stud.
3. Coolant outlet.
4. Gasket.
5. Thermostat (with gasket).

Inspect
• Coolant outlet for cracks.

Install or Connect
1. Thermostat
2. New gasket.
3. Coolant outlet.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

Inspect
• O–ring seals for leakage (figs 57).
- Place the suction cup supplied with 23738-A over
the shield.
- Connect 23738–A to the suction cup and apply a
vacuum.
- Watch the vacuum pump gage, no air should be able
to leak past the seal.
- If the seal will not hold a vacuum, it may have been
damaged or improperly installed.
- Repeat the preceding steps on the remaining valves.
Measure
• Valve spring installed height of each spring as fol-
lows:
1. Use a narrow thin scale. A cut away scale may be
helpful.
2. From the top of the shim or the spring to the top of
the shield.
4. Bolt.
5. Stud
Tighten
• Bolts to 28 N·m (21 lbs·ft).
• Stud to 28 N·m (21 lbs·ft).
TORSIONAL DAMPER
Inspect
• Torsional damper weight for signs of shifting on the
hub. Replace as needed. Area of the torsional damper
hub shaft that contacts the front crankshaft seal for
roughness or nicks. Replace the damper if this condi-
tion exists. If damper is replaced, new balance
weights of the same size must be installed on the new
damper in the same location as the old damper.

SM 751 00(L)-2-37
 Group 00(L), ENGINE

CRANKSHAFT AND BEARINGS

Some engines may have rear main bearings that are
0.2032mm (0.008 in) wider than standard across the thrust
faces.
The crankshaft on these engines can be identified by
0.2032mm (0.008 in) stamped on the rear counterweight.

Clean
• Crankshaft with solvent.
- Do not scratch the bearing journals.
- Remove all sludge from the oil passages with com-
pressed air.
• Main bearing inserts.
- Wipe free of oil with a soft cloth.
ASSEMBLY OF THE ENGINE
Prior to assembly
Inspect
The importance of cleanliness during the assembly proce-
• Crankshaft for cracks. dure cannot be overstressed. Dirt will cause premature
- Use the magnaflux method, if available. wear of the rebuilt engine. Lubricate all moving parts
- Crankpins, main bearing journals and thrust surfaces lightly with engine oil or engine assembly lubricant
scoring, nicks or damage caused by lack of lubrica- (unless otherwise specified) during assembly. This will
tion. provide initial lubrication when the engine is started.
- Main bearing inserts for scoring or other damage.
CRANKSHAFT AND MAIN BEARING
Measure INSTALLATION
• Main bearing and connecting rod journal diameters.
Main bearings are of the precision insert type and do not
Compare with “‘Engine Specifications”
use shims for adjustment. If clearances are excessive, both
• Main bearing and connecting rod journals for taper upper and lower bearing inserts will be required. Service
and out-of-round. bearings are available in standardize and 0.0254 mm
(0.001 in), 0.0508 mm (0.002 in), 0.2286 mm (0.009 in),
• Maximum journal taper is 0.025 mm (0.001 in)
0.254 mm (0.010 in) and 0.508 mm (0.020 in) undersize.
• Maximum out-of-round is 0.05 mm (0.002 in)
Selective fitting of both rod and main bearing inserts is
• Crankshaft run-out. necessary in production to obtain close tolerances. For
this reason you may find one half of a standard insert with
- Mount the crankshaft in V-blocks or between cen-
one half of a 0.0127 mm (0.0005 in) undersize insert
ters.
which will decrease the clearance 0.0127 mm (0.0005 in)
- Use a dial indicator. from using a full standard bearing.
- If the main journals are misaligned, the crankshaft is
bent and must be replaced. The main bearings must Some engines may have rear main bearings that are
also be replaced at the same time. 0.2032mm (0.008 in) wider than standard across the thrust
faces. If there rear main bearings are replaced, they must
• Grind or replace the crankshaft if necessary. In gen- have the proper distance between thrust faces to obtain
eral, the lower inserts (except the #1 bearing) show proper distance between thrust faces to obtain proper
the greatest wear and distress from fatigue. Upon crankshaft end play.
inspection, if a lower insert is suitable for reuse, it can
be assumed that the upper insert is also satisfactory. If
a lower insert shows evidence of wear or damage,
both the upper and lower inserts must be replaced.

SM 751 00(L)-2-38
 Group 00(L), ENGINE

INSPECTING CRANKSHAFT END PLAY the journal. Do not rotate the crankshaft while the
gaging plastic is between the bearing and journal.
Install or Connect
NOTICE
For steps 4 and 6, refer to “Notice” on page
00(L)-2-1.

1. Upper main bearing inserts to the block.

IMPORTANT
If any undersized bearings are used, they
must be fitted to the proper journals.

2. Crankshaft
3. Lower main bearing inserts to the main bearing caps.
3. Main bearing cap and bolts.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

Tighten
• Bolts to Specification.

Remove or Disconnect
• Main bearing cap. DO NOT REMOVE THE GAG-
ING PLASTIC FROM THE JOURNAL OR LOWER
MAIN BEARING INSERT.

Measure
MEASURING MAIN BEARING CLEAR- • Gaging plastic as follows:
ANCE - The flattened gaging plastic will be found adhering
The simplest, most accurate way to measure main bearing to either the lower bearing insert or journal.
clearance is with the use of gaging plastic. This wax-like - On the edge of the gaging plastic envelope there is a
material compresses evenly between the bearing and jour- graduated scale. Without removing the gaging plas-
nal surfaces without damaging them. proceed as follows : tic, measure its compressed width (at the widest
point) with the graduations on the gaging plastic
Clean
envelope.
• All oil from the crankshaft journal and main bearing
inserts.
Install or connect
1. Main bearing insert sand crankshaft.
2. Gaging plastic.
• Begin with the rear main bearing.
• Wipe the oil from the crankshaft journal and the
lower main bearing insert.
• Place a piece of gaging plastic the full width of the
lower bearing insert (parallel to the crankshaft) on

SM 751 00(L)-2-39
 Group 00(L), ENGINE

- If the flattened gaging plastic tapers toward the mid- 2. A piece of gaging plastic the length of the bearing
dle or ends, there is a difference in clearance indicat- (parallel to the crankshaft) on the journal.
ing taper, low spot or other irregularity of the The plastic gage should be placed in the middle of
bearing or journal. Be sure to measure the journal the upper and lower bearing insert Bearings are
with a micrometer if the flattened gaging plastic eccentric and false readings could occur if placed
indicates more than 0.001 in. difference. elsewhere.
- Normally main bearing journals wear evenly and are IMPORTANT
not out-of-round. However, if a bearing is being fit-
If a bearing is being fitted to an out-of round
ted to an out of round journal, be sure to fit to the
crankpin, be sure to fit the maximum diame-
maximum diameter of the journal. If the bearing is
ter of the crankpin. If the bearing is fitted to
fitted to the minimum diameter and the journal is
the minimum diameter and the crankpin is
excessively out of round, interference between the
excessively out-ofround, interference
bearing and the journal will result in rapid bearing
between the bearing and the crankpin will
failure.
result in rapid bearing failure.
- If the bearing clearance is within specifications, the
bearing is satisfactory. lf the clearance is not within
specifications, replace the bearing. Always replace
upper and lower inserts as a unit.
- A standard or undersize bearing may produce the
proper clearance. Refer to the proper section for
bearing availability. If not, it will be necessary to
regrind the crankshaft journal for use with the next
undersize bearing. After selecting a new bearing,
recheck the clearance.
- Remove the flattened gaging plastic.
- Perform the preceding steps on the remaining main
bearings.

MEASURING CONNECTING ROD BEAR-

ING CLEARANCE
Connecting rod bearings are of the precision insert type
and do not use shims for adjustment.
DO NOT FILE RODS OR ROD CAPS. If clearances are
found to be excessive, a new bearing (both upper and
lower halves) will be required. The simplest, most accu-
rate way to measure connecting rod bearing clearance is
with the use of plastic gaging plastic.
This wax-like material compresses evenly between the
bearing and journal surfaces without damaging then. Pro-
ceed as follows:
Clean
• All oil from the crankshaft journal and connecting rod
bearing inserts.
3. Connecting rod cap with the lower connecting rod
bearing insert. DO NOT TURN THE CRANK-
SHAFT WITH THE GAGING PLASTIC
INSTALLED.
4. Connecting rod cap nuts.
NOTICE
Refer to ‘Notice” on page 00(L)-2-1.
Tighten
• Nuts to “Specifications.” Refer to the proper section.
IMPORTANT
The gaging plastic will be found sticking to
either the journal or lower connecting rod
bearing insert Do not remove it at this time.

Install or Connect Measure

1. Connecting rod with the upper connecting rod bear- • Gaging plastic at its widest point using the scale on
ing insert to the crankshaft bearing journal. the gaging plastic envelope.

SM 751 00(L)-2-40

• If the clearance exceeds specifications, select a new,
correct size, connecting rod bearing and remeasure
the clearance.
• A standard or undersize bearing may produce the
proper clearance. Refer to the proper section for bear-
ing availability.
• Do not attempt to use shims or file the bearing to
obtain the needed clearance.
• If the clearance cannot be brought to within specifica-
tions, recondition or replace the crankshaft.
Remove or Disconnect
1. Gaging plastic.
IMPORTANT
Apply engine oil to the main bearing inserts.
2. Main bearing caps (except rear cap) and bolts to the
block.
Tighten
• Main bearing cap bolts (except mar cap) to 110 N·m
(81 lbs·ft).
3. Rear main bearing cap.
4. Rear main bearing cap bolts.
Tighten
• Rear main bearing cap bolts to 14 N·m (124 lbs·in).
Measure
• Crankshaft end play, as follows:
- Firmly thrust the crankshaft first rearward then for-
ward. This will line up the rear main bearing and
crankshaft thrust surfaces.
SM 751
Group 00(L), ENGINE
Tighten
• The rear main bearing cap bolts to 110 N·m (81
Ibs·ft).
Measure
• With the crankshaft wedged forward, measure at the
front end of the rear main bearing with a feeler gage
(figure 60). The proper clearance is 0.0635–0.4572
mm (0.0025–0.018 in).
IMPORTANT
• If correct end play cannot be obtained, be
certain that the correct size rear main bear-
ing has been installed.
• Production engines may have rear main
bearings that are 0.2032 mm (0.008 in) wider
across the thrust faces than standard.
Inspect
• Crankshaft for binding. Try turning the crankshaft to
check for binding. If the crankshaft does not turn
freely, loosen the main bearing cap bolts one pair at a
time until the tight bearing is located. Burrs on the
bearing cap, foreign matter between the insert and the
block or the bearing cap, or a faulty insert could cause
a lack of clearance at the bearing.
Tighten
• All main bearing cap bolts to 110 N·m (81 lbs·ft).
CRANKSHAFT REAR OIL SEAL
RETAINER INSTALLATION
Clean
• Gasket surfaces on the block and seal retainer.
InstaIl or connect
1. New gasket (54) to the block.
IMPORTANT
It is not necessary to use sealant to hold the
gasket in place.
2. Seal retainer (52).
3. Screws (50) and nuts (51).
NOTICE
Refer to “Notice” on page 00(L)-2-1.
00(L)-2-41
 Group 00(L), ENGINE

Tighten CAMSHAFT INSTALLATION

• Screws and nuts to 15 N·m (11 lbs·ft).

CRANK SHAFT REAR OIL SEAL INSTAL-

LATION
Tool Required: Install or Connect
35621 Seal Installer
IMPORTANT
Install or Connect • Coat camshaft lobes and journals with a
1. Crankshaft rear oil seal. high quality engine oil supplement (GM
Engine Gil Supplement or equivalent).
• Lubricate the inner and outer diameter of the seal • Apply engine oil supplement (GM P/N
with engine oil. 1052367), or equivalent to all the teeth on the
• Install the seal on 35621. distributor drive gear.
• Position 35621 against the crankshaft.
Thread the attaching screws into the tapped holes in 1. Two or three 7.9375 mm (0.3125 in – 18 pitch) bolts
the crankshaft. 100 – 125 mm (3.937 in – 4.921 in) long into the
camshaft threaded holes. Use these bolts to handle
• Tighten the screws securely with a screwdriver. This
the camshaft threaded holes.
will ensure that the seal is installed squarely over the
Use these bolts to handle the camshaft.
crankshaft.
• Turn the handle until it bottoms. 2. Camshaft to the engine. Handle the camshaft care-
fully to prevent damage to the camshaft bearings.
• Remove 35621.

SM 751 00(L)-2-42
 Group 00(L), ENGINE

NOTICE BALANCE SHAFT INSTALLATION

Refer to “Notice” on page 15–02–1.
NOTICE
3. Camshaft retainer and retainer bolts. For steps 3,4, and 6, refer to “Notice” on page
15–02–1.
Tighten
Tools Required :
• Bolt to 14 N·m (124 lbs·in).
38834 Balance Shaft Bearing Service Kit
36996 Balance Shaft Installer
8092 Driver Handle
36660 Torque/Angle Meter

SM 751 00(L)-2-43
 Group 00(L), ENGINE

Install or Connect TIMING CHAIN AND SPROCKET INSTAL-

1. Balance shaft rear bearing (45) using 38834 (figure
68).
2. Balance shaft (47) into block using 36996 and 8092.
• Dip the front balance shaft bearing into clean engine
oil before assembly.
• Retaining ring on balance shaft front bearing must
be seated on case.
3. Install balance shaft bearing retainer (43) and bolts
(48).
LATION
Install or Connect
1. Camshaft sprocket and timing chain.
IMPORTANT
• Line up the tuning marks on the camshaft
sprocket and crankshaft sprocket.
• The number 4 cylinder is at top dead center
of the compression stroke with the timing
marks in this position.

Tighten
• Balance shaft retainer bolts (48) to 14 N·m (124
lbs·in).
• Balance shaft driven gear (42) and bolt (49).

Tighten
• Balance shaft driven gear bolt (49) to 20 N·m (15
lbs·in) plus an additional turn of 35 degrees using
36660.
IMPORTANT
• Rotate balance shaft (47) by hand to make
sure there is clearance between the balance
shaft (47) and retainer (43). If balance shaft 2. Camshaft sprocket bolts (39) and nut (34).
(47) does not rotate freely, check to be sure
retaining ring on front bearing is seated on Tighten
case. • Camshaft sprocket bolts (39) and nut (34) to 28 N·m
• Turn the camshaft so, with the balance shaft
drive gear temporarily installed, the timing
mark on the drive gear is straight up. FRONT COVER INSTALLATION
• With the balance shaft drive gear removed,
NOTICE
turn the balance shaft so the timing mark on
the driven gear points straight down. Refer to “Notice” on page 00(L)-2-1.

4. Balance shaft drive gear (37) onto camshaft.
IMPORTANT
Make sure the timing marks on the balance
shaft drive gear and driven gear line.
5. Balance shaft drive gear bolt.
1. Front cover gasket to the front cover.
• Use gasket cement to hold the gasket in place.
2. Front cover to the engine.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

Tighten 3. Front cover bolts.

• Bolt to 16 N·m (12 lbs·ft). Tighten

• Front cover to block bolts to 14 N·m (124 lbs·in).

SM 751 00(L)-2-44
 Group 00(L), ENGINE

TORSIONAL DAMPER INSTALLATION PISTON AND CONNECTING ROD

Tool Required :
39046 Torsional Damper Ruller and Installer
Install or Connect
1. Crankshaft key (if removed).
NOTICE
The inertial weight section of the torsional
damper is assembled to the hub with rubber
type material. The correct installation proce-
dures with the proper tool) must be followed
or movement of the inertial weight section of
the hub will destroy the tuning of the tor-
sional damper.
2. Stud (item A.,) to the crankshaft. Thread the stud
fully into the tapped hole in the crankshaft.
INSTALLATION
CONNECTING ROD BEARING SELEC-
TION
Tools required :
5239 Connecting Rod Guide Set
8037 Ring Compressor
36660 Torque/Angle Meter
Connecting rod bearings are of the precision insert type
and do not use shims for adjustment.
DO NOT FILE RODS OR ROD CAPS.
IMPORTANT
• If clearances are excessive, install a new
bearing. Service bearings are available in
standard size and 0.050 mm (0.002 in), 0.254
mm (0.010 in), 0.508 mm (0.020 in), undersize
for use with new and used standard size
crankshafts.
• Lubricate the cylinder walls lightly with
engine oil.
• Make sure the piston is installed in the
matching cylinder.

Install or connect
1. Connecting rod bearings.
• Make sure that the bearing inserts are of the proper
size.
• Install the bearing inserts in the connecting rod and
3. Torsional damper over the end of the stud. Align the
connecting rod cap.
key way in the torsional damper shaft with the crank-
shaft • Lubricate the bearings with engine oil.

4. Bearing, washer, and nut (figure 71).

• Turn the nut to pull the vibration damper into place.
• Remove the tool.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

5. Torsional damper bolt and washer.

Tighten
• Bolt to 95 N·m (70 lbs·ft).

SM 751 00(L)-2-45

2. Piston and connecting rod into the proper bore.
• With the connecting rod cap removed, install 5239
onto the connecting rod bolts
• Locate the piston ring end gaps. Lubricate the piston
and rings with engine oil.
• Without disturbing the ring end gap location, install
8037 over the piston.
• The piston must be installed so that the notch in the
piston faces the front of the engine.
• Place the piston in its matching bore. The connect-
ing rod bearing tang slots must be on the side oppo-
site the camshaft. Using light taps with a hammer
handle, tap the piston down into its bore. Guide the
connecting rod to the crankpin with 5239.
Hold the ring compressor against the block until all
rings have entered the cylinder bore.
• Remove 5239 from the connecting rod bolts.
SM 751
Group 00(L), ENGINE
IMPORTANT
Each connecting rod and bearing cap should
be marked, beginning at the front of the
engine. Cylinders 1, 3, and 5 are the right
bank and 2, 4, and 6 are the left bank (when
viewed from the front of the engine). The
numbers on the connecting rod and bearing
cap must be on the same side when installed
in the cylinder bore. If a connecting rod is
ever transposed from one block or cylinder to
another, new connecting rod bearings should
be fitted and the connecting rod should be
numbered to correspond with the new cylin-
der number.
NOTICE
Refer to ‘Notice” on page 00(L)-2-1.
3. Connecting rod cap with bearing insert and nut.
Tighten
• Connecting rod bolt nuts to 27 N·m (20 lbs·ft).
• Connecting rod bolt nuts an additional 70° using
36660.
Measure
• Connecting rod side clearance. The proper clearance
is 0.15–0.35 mm (0.015–0.046 in).
00(L)-2-46
 Group 00(L), ENGINE

OIL PUMP INSTALLATION 4. Oil pan clips, bolts (83), nuts (82), and studs (84).

Install or Connect
1. Oil pump to the engine.
• Align the slot in the oil pump shaft with the tang on
the distributor shaft
• The oil pump should slide easily into place.
• No gasket is used.
NOTICE
Refer to ‘Notice” on page 00(L)-2-1.

2. Oil pump to main bearing cap bolt.

Tighten
• Oil pump to main bearing cap bolt to 88 N·m (65 lbs·
ft)

OIL PAN INSTALLATION

IMPORTANT
Apply RTV (GM P/N 12346141) or equiva-
lent to the front cover to block joint and to
the crankshaft rear retainer seal to block
joint. Apply the sealant about 25 mm (1.00
in) in both directions from each of the four
comers.

1. Oil pan gasket (27) to the block.

2. Oil pan (29) to the gasket (27).
3. Reinforcements (28).
Tighten
• Bolts (83) and studs (84) to 11 N·m (97 lbs·in).
• Four corner nuts (82) to 23 N·m (17 lbs·ft).

NOTICE
Refer to “Notice” on page 00(L)-2-1.

SM 751 00(L)-2-47
 Group 00(L), ENGINE

CYLINDER HEAD INSTALLATION

INSTALL OR CONNECT
Clean
• Gasket surfaces on the block and cylinder head.

1. Head gasket.
IMPORTANT
• Do not use sealer on composition gaskets.
• Place the gasket over the block dowel pins.

2. Cylinder head Carefully guide the cylinder head into

place over the dowel pins and gasket.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

3. Cylinder head bolts. Coat threads of the cylinder

head bolts with sealing compound (GM P/N
1052080) or equivalent and install finger-tight.

Tighten the cylinder head bolts in sequence on the first

pass.
Tighten
Tighten the bolts in sequence on the first pass to 30 N·m
(22 lbf·ft).
Use the J 36660 in order to tighten the cylinder head bolts
in sequence on the final pass.
• Tighten the long bolts (1,4,5,8 and 9) on the final pass
in sequence to 75 degrees.
• Tighten the medium bolts (12 and 13) on the final
pass in sequence to 65 degrees.
• Tighten the short bolts (2,3,6,7,10 and 11) on the final
pass in sequence to 55 degrees.
4. Engine lift bracket.

SM 751 00(L)-2-48
 Group 00(L), ENGINE

VALVE TRAIN COMPONENT INSTALLATION

Install or connect

IMPORTANT
• Replace all hydraulic lifters, change the engine oil and filter and add GM Engine oil supplement to the
engine oil whenever a new camshaft is installed.
• Lubricate the hydraulic lifter bodies and feet with engine oil supplement.

Tighten VALVE ADJUSTMENT

• Guide assembly bolts to 16 N·m (12 lbs·ft). The 4.3L engine has screw-in rocker arm studs with posi-
1. Pushrods. tive stop shoulders, no valve adjustment is necessary.
When the valve train requires service, you simply tighten
• Seat the pushrods into the socket of the hydraulic the rocker arm nuts to 27 N·m (20 lbs · ft).
lifters.
• Coat mating surfaces of the rocker arms (23) and
balls (22) with engine oil supplement (GM P/N
1052367) or equivalent.
• Rocker arms (23) with balls (22) on to the proper
stud
• Rocker arm nuts (21) on to the studs.
IMPORTANT
• Align the push rod into the rocker arm
while tightening rocker arm nut (21).
• No lash adjustment is needed.

SM 751 00(L)-2-49
 Group 00(L), ENGINE

INTAKE MANIFOLD INSTALLATION

INSTALL OR CONNECT NOTICE

1. Gaskets to the cylinder head with the port blocking
plates facing the rear of the engine.
2. RTV to the front and rear sealing surfaces on the
block.
Apply a 4.76250 mm (0.1875 in) bead of RTV or
equivalent to the front and rear of the block as shown
in figure. Extend the bead 12.7000 mm (0.500 in) up
each cylinder head to seal and retain the gaskets.
3. Intake manifold to the engine.
Refer to “Notice” on page 00(L)-2-1.
4. Intake manifold bolts.
Tighten
• Intake manifold bolts to 47 N·m (35 lbs·ft) using the
tightening sequence shown in next page.
• Retorque, intake manifold bolts using the tightening
sequence shown in next page.

SM 751 00(L)-2-50
 Group 00(L), ENGINE

ROCKER ARM COVER INSTALLATION

Install or connect
1. Rocker arm cover (2 or 3).
2. New gasket.
NOTICE
Refer to “Notice” on page 00(L)-2-1.

Tighten
• Rocker arm cover bolts (1) to 10 N·m (90 lbs·in).

SM 751 00(L)-2-51
 Group 00(L), ENGINE

EXHAUST MANIFOLD INSTALLATION

Install or Connect Tighten

1. Exhaust manifold. • Bolts to 22 N·m (16 lbs·ft).
2. Heat shield (60).
FLYWHEEL INSTALLATION
NOTICE
Refer to “Notice” on page 00(L)-2-1. Install or Connect
1. Flywheel.
3. Exhaust manifold bolts (63), washers (61), and tab
washers (62). NOTICE
Refer to “Notice” on page 00(L)-2-1.
Tighten
• Bolts on center exhaust tube to 36 N·m (26 Ibs·ft). 2. Flywheel bolts.
• Bolts on front and rear exhaust tubes to 28 N·m (20
Tighten
lbs·ft).
• Bend the tab washers over the heads of all bolts. • Bolts to 100 N·m (74 lbs · ft).

EGR VALVE INSTALLATION COOLANT PUMP INSTALLATION

Install or Connect Install or Connect

1. New gasket. 1. Gaskets.

2. EGR valve. 2. Coolant pump.

NOTICE NOTICE
Refer to “Notice” on page 00(L)-2-1. Refer to “Notice” on page 00(L)-2-1.

3. Bolts. 3. Coolant pump bolts.

SM 751 00(L)-2-52

Tighten
• Coolant pump bolts to 40 N·m (30 Ibs·ft).
ENGINE ACCESSORY INSTALLATION
Install the engine accessories (distributor, oil filter, gener-
ator, etc.) as directed in the proper on vehicle Truck Ser-
vice Manual. Connect all vacuum hoses and electrical
equipment the same way as removed.
SM 751
Group 00(L), ENGINE
ENGINE SET–UP AND TESTING
After overhaul, turn the engine over manually and inspect
for any unusual noises or evidence that parts are binding.
If parts are binding disassemble engine to determine the
source.
1. lnstall oil filter.
2. Fill the crankcase with the proper quantity and grade
of engine oil.
IMPORTANT
If a new camshaft or hydraulic lifters were
installed, add engine oil supplement to the
engine oil.
3. Fill the cooling system with the proper quantity and
grade of coolant.
IMPORTANT
• Whenever the cooling system is serviced or
drained for service procedures, 2 coolant
sealant pellets, or equivalent, must be added
to the cooling system.
• The pellets must be added to the radiator or
the pressurized coolant reservoir. Pellets
must be crushed prior to installation.
• Do not place pellets into a non-pressurized
coolant recovery reservoir. On these systems,
the pellets must be added to the radiator.
• The sealant pellets may leave a film on the
sides of pressurized and non-pressurized
coolant recovery reservoirs. This film is nor-
mal.
4. Crank the engine several times. Listen for any
unusual noises or evidence that parts are binding.
5. Use the proper on-vehicle Truck Service Manual or
Emission Control Label for specifications on ignition
timing adjustment.
6. Start the engine and listen for unusual noises.
7. Run the engine speed at about 1000RPM until the
engine is at operating temperature.
8. Listen for sticking lifters and other unusual noises.
9. Check for oil and coolant leaks while the engine is
running.
00(L)-2-53
 Group 00(L), ENGINE

SPECIFICATIONS
* MODEL G; C60/70L/75L
GENERAL DATA
Type V6
Displacemeni 4.3L (262 C.l.D.)
Bore 101.600 mm (4.00 in)
Stroke 88.392 mm (3.48 in)
Compression ratio 9.10 to 1
Firing order 1–6–5–4–3–2
Oil pressure (Minimum HOT) 41 kpa (6psi)–1000 rpm–124 kPa(18 psi) / 2000 rpm
CYLINDER BORE
Diameter 101.618–101.643 mm (0.001 in)
Production 0.025 mm (0.001 in) Maximum
Out of round
Service 0.051 mm (0.002 in) Maximum
Thrust side 0.0125 mm (0.005 in) Maximum
Production
Taper Relief side 0.025 mm (0.001 in) Maximum
Service 0.025 mm (0.001 in) Maximum
PISTON
Production 0.018–0.061 mm (0.0007–0.0024 in)
Clearance
Service limit 0.061 mm (0.0024 in) Maximum
PISTON RING
Top 0.030–0.081 mm (0.0012–0.0032 in)
Groove Production
Second 0.030–0.081 mm (0.0012–0.0032 in)
Compression

clearance
Service limit 0.107 mm (0.0042 in) Maximum
Top 0.254–0.508 mm (0.010–0.020 in)
Production
Cap Second 0.254–0.635 mm (0.010–0.025 in)
Service limit 0.889 mm (0.035 in) Maximum
Groove Production 0.051–0.178 mm (0.002–0.007 in)
clearance Service limit 0.202 mm (0.008 in) Maximum
Oil

Production 0.381–1.397 mm (0.015–0.055 in)

Gap
Service limit 1.651 mm (0.065 in)
PISTION PIN
Diameter 23.546–23.553 mm (0.9270–0.9273 in)
Production 0.005–0.018 mm (0.0002–0.0007 in)
Clearance in piston
Service limit 0.025 mm (0.001 in) Maximum
Fit in rod 0.020–0.041 mm (0.0008–0.0016in) Interference

SM 751 00(L)-2-54
 Group 00(L), ENGINE

* MODEL ; C60/70L/75L
EXHAUST MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
INLET MANIFOLD
Surface flatness 0.254 mm mm (0.010 in) Maximum
CYLINDER HEAD
Surface flatness 0.102 mm mm (0.004 in) Overall
BALANCE SHAFT
Front bearing journal diameter 54.986–55.001 mm (2.1648–2.1654 in)
Rear bearing joumal diameter 38.085–38.100 mm (1.4994–1.500 in)
Rear bearing joumal clearance 0.025–0.091 mm (0.001–0.0036 in)
CRANKSHAFT
#1 62.189–62.212 mm (2.4482–2.4493 in)
Diameter #2, #3 62.182–62.205 mm (2.4481–2.4490 in)
#4 62.177–62.200 mm (2.4479–2.4488 in)
Main journal Production 0.005 mm (0.0002 in) Maximum
Taper
Serv. limit 0.025 mm (0.001 in)
Production 0.054 mm (0.0002 in) Maximum
Out of round
Serv. limit 0.025 mm (0.001 in) Maximum
#1 0.020–0.051 mm (0.0008–0.0020 in)
Production #2, #3 0.028–0.058 mm (0.0011–0.0023 in)
Main bearing #4 0.043–0.081 mm (0.0017–0.0032 in)
clearance #1 0.025–0.038 (0.0010 mm–0.0015 in)
Crankshaft end play Service limit #2, #3 0.025–0.038 (0.0010 mm–0.0015 in)
#4 0.064–0.089 (0.0025 mm–0.0018 in)
0.127–0.457 (0.0025 mm–0.0018 in)
Crankshaft runout 0.025 mm (0.001 in) Maximum
Diameter 57.117–57.142 mm (2.2487–2/2497 in)
Production 0.0127 mm (0.0005 in)
Taper
Crankpin Serv. limit 0.025 mm (0.001 in)
Production 0.013 mm (0.0005 in)
Out of roung
Serv. limit 0.025 mm (0.001 in)
Production 0.033–0.089 mm (0.0013–0.0035 in)
Rod bearing clearance
Service Limit 0.076 mm (0.0030 in)
Rod side clearance 0.381–1.168 mm (0.015–0.046 in)

SM 751 00(L)-2-55
 Group 00(L), ENGINE

* MODEL ; C60/70L/75L
CAMSHAFT
Intake 5.893–5.994 mm (0.232–0.236 in)
Lobe lift
Exhaust 6.528 mm (0.257 in)
Jourmal diameter 47.452–47.478 mm (1.8682–1.8692 in)
End play 0.102–0.305 mm (0.004–0.012 in)
VALVE SYSTEM
Lifter Hydraulic
Rocker arm ratio 1.50 to 1
Valve lash (Inake & Exhaust) Torque rocker arm nut to 27 N·m (20lbs·ft)
Face angle (Intake & Exhaust) 45°
Seat angle (Intake & Exhaust) 46°
Seat runout (Intake & Exhaust) 0.051 mm (0.002in) Maximum
Intake 0.889–1.524 mm (0.035–0.060 in)
Seat width
Exhaust 1.575–2.363 mm (0.062–0.093 in)
Production Int. & Exh. 0.025–0.069 mm (0.0010–0.0017 in)
Stem clearance Intake High limit production + 0.025 mm (0.001 in)
Service
Exhaust High limit production + 0.025 mm (0.002 in)
Free length 51.562 mm (2.03 in)
Closed 338–374N @43.18 mm (76–84 lbs.@1.70 in)
Valve spring (outer) Pressure
Open 863–916N @31.75 mm (194–206 lbs.@1.25 in)
Installed height 42.926 @43.434 mm (1.690–1.710 in)
Valve sprg. Free length 47.244 mm (1.86 in)
damper Approximate no. of coils 4

SM 751 00(L)-2-56
 Group 00(L), ENGINE

FASTENER TIGHTENING SPECIFICATIONS (1/2)

Item N·m lb · ft lb · in
Balance shaft drive gear retaining bolt 6 12 –
Balance Gear driven gear bolt (torque plus a 35° turn) 20 15 –
Balance shaft retainer bolt 14 – 124
Camshaft sprocket bolts 28 21 –
Camshaft thrust plate screws 14 – 124
Connecting rod bolt nuts (torque plus a 70° turn). 27 20 –
Coolant outlet bolts 28 21 –
Coolant pump bolts 40 30 –
Crankshaft rear oil seal retainer screws and nuts 15 11 –
Cylinder Head Bolt (Preferred Method)
All Bolts First Pass in Sequence 30 22 -
Long Bolts Final Pass in Sequence 75 degrees
Medium Bolts Final Pass in Sequence 65 degrees
Short Bolts Final Pass in Sequence 55 degrees
EGR valve bolt 22 16 –
Engine block drain plug 20 15 –
Exhaust manifold bolts
Center two bolts 36 26 –
All other bolts 28 20 –
Flywheel bolts 100 74 –
Flywheel housing bolts 44 32 –
Front cover bolts 14 – 124
Hydraulic lifter guide assembly 16 12 –
Intake manifold bolts (in sequence) 47 35 –
Main bearing cap bolts 110 81 –
Oil filter adapter bolts 22 16 –
Oil gallery plug, left rear 40 30 –
Oil gallery plug, right rear 40 30 –
Oil gallery plug, left side rear 30 22 –
Oil pan bolts 11 – 97
Oil pan drain plug 25 18 –
Oil pan nuts 23 17 –
Oil pan studs to oil seal retainer or engine block 23 17 –
Oil pressure fitting 11 – 97
Oil pump bolt 88 65 –
Oil pump cover bolts 9 – 80
Rocker arm cover bolts 10 – 90

SM 751 00(L)-2-57
 Group 00(L), ENGINE

FASTENER TIGHTENING SPECIFICATIONS (2/2)

Item N·m lb · ft lb · in
Rocker arm nuts 27 20 –
Rocker arm stud 47 35 –
Torsional damper bolt 95 70 –

SM 751 00(L)-2-58
 Group 00(L), ENGINE

Section 3

COOLING SYSTEM

TROUBLESHOOTING

SM 751 00(L)-3-1
 GROUP 01

GROUP 01

ENGINE COOLING SYSTEM

Engine Cooling System

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

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

Engine Cooling System Testing

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

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

NOTE
Removal and replacement procedures for the water pump and
thermostat are covered in the Overhaul section of Group 00,
“Engines”.

SM 751 01-0
 Group 01, Engine Cooling System

Section 1

Engine Cooling System

Specifications and Description

Specifications Radiator Cap Inspection and Test: Every year or 2000

hours of operation.
Radiator Type
Thermostat Test/Replacement: Every 2000 hours or each
: Crossflow radiator with coolant recovery system. PM.
System Pressure (Radiator cap) Fan Belt Tension Wear Inspection: After the first 50 hours
of operation, then every 50-250 hours or each PM.
: 83-109 kPa (12-16 psi).
Fan Inspection for Loose or Damaged Blades: Every 50-
Thermostat 250 hours or each PM.
- Diesel / LPG
• Open (cracking) at 82C1.5(180F2.7).
Description
• Fully open at 95C(203F).
Coolant Mixture: 50% water and 50% low-silicate, ethyl- The engine cooling system is a conventional setup and
ene glycol, permanent-type antifreeze with rust and corro- consists of the radiator, the fan and drive belt, the thermo-
sion inhibitors. stat, the water pump, and associated hoses. The radiator is
filled through the overflow bottle, a reservoir for extra
Cooling System Coolant Capacity : coolant that allows for fluid expansion as the fluid gets
• Diesel / LPG : 24 L warmed in the engine. The transmission oil cooler is sepa-
rate from the engine cooling system, but is mounted
Fan Type : Pusher type directly below the radiator.
Fan Drive Belt : V-type belt The radiators of the different models of the truck are not
Water Pump Type : Centrifugal the same, but the procedures for general service are the
same. Radiator repair is not covered in this manual. Radi-
Hose Clamp Sizes : ator service shops should be consulted if the radiator is
• LPG: 47 mm (1.8 in) @ radiator end; 44 mm (1.7 clogged, cracked, or otherwise unserviceable. The compo-
in) @ engine (water pump or thermostat) end nents that can be serviced include the belts (gas and LPG
engines have two belts), the thermostat, the water pump,
• Diesel: 51mm (2 in).
and hoses.

Service Intervals
Coolant Level Check: Every 8-10 hours or daily.
Coolant Change (drain and refill): Every year or 2000
hours of operation.
Coolant Hoses Inspection/Replacement: As needed and
every 50-250 hours or each PM and every year or 2000
hours of operation.
Coolant Protection Check (hydrometer test): Every six
months or 1000 hours of operation.
Radiator Core Air Cleaning: Every 50-250 hours or
monthly.

SM 751 01-1-1

Section 2
Engine Cooling System Troubleshooting
Temperature gauge in red zone
• Radiator fins plugged; blow debris from radiator.
• Blockage in system; drain, flush, and refill system.
Engine overheating
• Loose fan belt; tighten to correct tension (see Sec-
tion 4 for belt tensioning procedure).
• Low coolant level; refill and check for leaks.
• Radiator pressure cap is defective.
• Inadequate air flow to the radiator; check that fan
blades have the coined imprinting facing the
engine and are not installed backwards.
• Missing or damaged fan shroud or shields on radia-
tor.
• Radiator fins plugged; blow debris from radiator.
• Radiator clogged; drain and flush radiator.
• Scale or deposits in cooling system; drain and flush
entire cooling system.
• Radiator defective; repair or replace the radiator.
• Thermostat incorrect or defective.
• Collapsed radiator hose(s) on suction side of cool-
ing system.
• Water pump defective.
• Water passages in engine are clogged.
• Air in cooling system; drain and flush.
• Ignition timing misadjusted.
• Excessive exhaust system back pressure.
• Engine oil level is low or needs changing.
• Engine overloaded.
• Engine internal parts worn.
• Leaking head gasket.
• Defective temperature gauge.
Engine shuts down (automatic engine shut-
down sensor)
• High transmission temperature; check transmission
oil cooler components.
SM 751
Group 01, Engine Cooling System
• Low engine oil pressure; check oil level and fill
and check for leaks.
• High coolant temperature; check “Engine over-
heating” for symptoms and remedies.
Water pump leaks
• Pump has a worn shaft and/or seal.
• Bad O-Ring.
• Broken pump impeller.
Replace the seals and O-Rings or replace the pump.
Water pump making noise
• Worn pump shaft or bearings loose or worn.
• Pump impeller broken.
• Loose fan belt.
• Bent or broken fan blade.
• Fan hitting engine or shroud.
Engine runs cold, emits excessive blue/white
exhaust smoke or idles roughly
• Contaminated fuel.
• Coolant temperature below normal due to incorrect
or defective thermostat; replace the thermostat.
• Defective temperature sender or indicator light;
check and replace if necessary.
Oil in coolant or coolant in crankcase
• Leaking head gasket.
• Cylinder head bolts not tight.
• Cylinder head cracked.
• Engine cylinder block water jackets cracked.
01-2-1
 NovGroup 01, Engine Cooling System

Section 3

Engine Cooling System

Testing and Maintenance

! WARNING

2376150

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

SM 751 01-3-1

! CAUTION
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
• Put upright in vertical position and fully
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key.
• Apply the parking brake and block the
wheels.
Engine Coolant Level Check
! CAUTION
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety
practice to use a shop cloth over the cap as
shown if there is any possibility of pressure
being present. Turn cap to the first stop and
note if any steam is released. When you are
sure all pressure has been released, press
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia-
tor opening; hot coolant can splash out.
Steam or hot coolant can cause severe burns.
Failure to follow these instructions could
result in serious personal injury and/or dam-
age to the cooling system or engine.
Heated coolant expands and is driven from the radiator
into the reservoir. The engine must be cooled for at least 4
hours before the coolant will flow back to the radiator. To
check the coolant levels in the engine:
SM 751
Group 01, Engine Cooling System
1. Park the truck as described in “Safe Parking.”
2. Open the engine cover and check the coolant level in
the reservoir:
• When at operating temperature, the coolant level
must be within the hot range mark.
• When cold, the coolant level must be within the
cold range mark.
Hot range mark
Cold range mark
3. Remove the radiator cover. See Group 38 for instruc-
tions.
4. Use a rag to cover the radiator cap and turn to the
first stop to release any steam. Let all pressure and
steam run out of the radiator before removing the
cap.
5. Check the coolant level in the radiator; coolant level
should be to the bottom of the filler neck opening.
6. Fill the reservoir and radiator to the correct level of
coolant and close tightly.
IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
The cooling system should be filled at all times with a
50% water and 50% glycol, permanent-type antifreeze
solution containing rust and corrosion inhibitors. Plain
water may be used in an emergency, but should be
replaced with specified coolant as soon as possible to
avoid damage to the system or engine. When only water is
used in the system, do not let the engine run hot.
NOTE
Do not use alcohol or methanol antifreeze.
Add coolant as required. If frequent refilling or as much
as a quart is required at one time, inspect cooling system
for leaks.
01-3-2

Adding Coolant
1. The coolant level should be at the cold mark on the
coolant reservoir when the engine is cold.
NOTE
Fork lift truck applications require also
checking the coolant level directly in the radi-
ator. Lift truck radiators will plug up and
overheat which forces coolant into the over-
flow bottle and on out at the vent. This
results in a low coolant level which may cause
overheating.
2. Coolant level in the radiator should be checked daily
(or before each shift of operation) to make sure the
radiator is full at all times. Radiator is full when
coolant level is at the bottom edge of the filler neck
opening.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released.
3. If the cooling system requires the addition of a large
quantity of coolant and the engine has been overheat-
ing, perform the following cooling system inspec-
tion.
Cooling System Inspection
1. Check water pump, thermostat, radiator, and all
plumbing for leaks.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
2. Remove the radiator cap. See CAUTION above.
3. Inspect the condition of the coolant. Look for exces-
sive contamination, rust, oiliness, or gummy deposits
in the coolant solution. The coolant should have a
clean appearance.
SM 751
Group 01, Engine Cooling System
4. Check the planned maintenance time interval (oper-
ating hours), or the condition of the coolant to deter-
mine if it needs to be changed (drained and replaced).
5. Inspect the radiator cap. Check condition of the
upper and lower seals. Check the seal holder and
spring for correct movement and operation. The rub-
ber seal face should be clean and undamaged. Look
for nicks or cracks in the seals. Replace the cap if the
seal is defective. Cap should have a pressure rating of
90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
limits. See “Cooling System Tests” in this Section for
procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
the radiator filler neck. Look for nicks, deep
scratches, or damage which may cause radiator cap
leakage.
7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
any contaminants that can cause restriction. Replace
the tubing if it is faulty.
8. Inspect and clean the overflow bottle (reservoir) as
needed.
9. Inspect the inlet and outlet hoses for damage, cracks,
wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
10. Use a coolant tester to test the low temperature pro-
tection level (the proportion of glycol to water) of the
coolant solution. Add coolant solution (antifreeze or
water) to provide maximum protection (50/50 mix-
ture).
NOTE
A coolant solution containing 50% glycol
provides freezing protection to -37° C (-34°
F). Refer to Service Information Bulletin, SI-
01-207-78 for more information on the use of
antifreeze.
01-3-3

11. If the engine has been requiring the addition of large
amounts of coolant:
• Inspect the radiator for blockage of air flow
through the fins. Air clean the radiator.
• Check the tailpipe. Be sure exhaust flow is not
blowing into the radiator. Make sure all baffles
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
backward. The coined imprinting on the fan
blades should be facing the engine for correct
operation.
• Check engine oil to see if it contains coolant.
• Check the radiator cap to see that it has the cor-
rect rating.
• Pressure test the radiator and cooling system.
See “Cooling System Tests” in this Section for
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
Cooling System Tests
If the need is indicated for further maintenance and testing
of the cooling system, check for both external and internal
leaks in the cooling system with an accurate pressure
pump and gauge tester.
Testing the Radiator Cap
1. Pressure test the radiator cap to determine if it is
holding the correct pressure. Wash the cap in clean
water to remove any dirt or scale from the valve seal-
ing surfaces. Wet the rubber sealing surface and
install the cap tightly on the tester. Pressurize the
tester and radiator cap.
SM 751
Group 01, Engine Cooling System
2. The gauge pressure reading should hold within the
specified limits of the cap relief pressure. Cap should
have a pressure rating of 96 kPa (14 psi) nominal and
83-109 kPa (12-16 psi) limits. If the test relief pres-
sure either exceeds or is below the specified limits,
replace the cap with a new Clark part.
Testing Radiator and Cooling System
1. Pressure test the radiator and cooling system to deter-
mine if it will hold the correct pressure without leaks
or failure. Wet the rubber sealing surfaces and install
the tester cap tightly on the radiator fill neck. Apply
pressure to the cooling system equal to the radiator
cap specified relief pressure of 90 kPa (13 psi) nomi-
nal and 83-109 kPa (12-16 psi) limits.
2. Observe the gauge reading for approximately two
minutes. The pressure should not drop during this
time. If pressure drops, check for leaks in the radia-
tor, hoses, connections, and the engine components.
Testing the Thermostat
1. Remove and test the engine thermostat to determine
if it closes correctly and opens at the correct tempera-
ture:
Gas/LPGVDiesel
• Open (cracking) at 83°C ± 1.5° (181°F ± 2.7°)
• Fully open at 98°C (208°F).
01-3-4
 Group 01, Engine Cooling System

2. Fully immerse the thermostat in a pan of water. Heat IMPORTANT

the pan slowly while stirring the water to produce an
even temperature. Use a thermometer to measure the
temperature at which the thermostat valve cracks
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo-
stat.
Dispose of the fluid in accordance with the
manufacturer’s and state and local regula-
tions.
4. Inspect coolant hoses and clamps to determine if they
need to be replaced.

3. Replace the thermostat even if a slight opening of the

valve at normal temperature is found or if its appear-
ance shows any breakage. If the sensing part is dam-
aged, the thermostat valve will remain closed.

Engine Coolant Change

NOTE
Drain and replace the engine coolant after
2000 hours of operation or once a year. Sys-
tem coolant capacities are listed in Section 1.

Draining Radiator and Cooling System

To drain the radiator and cooling system:
1. Remove the radiator cap.

! CAUTION
Allow engine to cool first, then use extreme
care when removing the cap from the radia-
tor. Use a rag over the cap, turn cap to the
first stop, and allow all pressure and steam to
be released.

2. Place a large, 25-liter (6.6-gallon) drain pan under

the radiator.
3. Open the coolant drain plug of radiator.

SM 751 01-3-5

Cleaning and Flushing Cooling System
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
oil in the system, determine the cause of the
contamination and make sure to clean and
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
1. Fill cooling system and perform the cleaning and
flushing operation according to the manufacturer’s
instructions.
2. Drain the system completely again using the steps
from “Draining Radiator and Cooling System.”
IMPORTANT
Dispose of the fluid in accordance with the
manufacturer’s and state and local regula-
tions.
Filling Cooling System
With the cooling system drained, the following procedure
should be used to insure complete fill:
1. Close coolant drain valve in engine block.
2. Fill the radiator to the bottom of the filler neck with
new coolant (50% water and 50% glycol, permanent-
type antifreeze solution containing rust and corrosion
inhibitors).
3. Install radiator cap securely.
SM 751
Group 01, Engine Cooling System
4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
Hot range mark
Cold range mark
5. Start and run the engine until the radiator upper hose
is warm, indicating the thermostat is open and cool-
ant is circulating through the system. Check for leaks
at hose connections and engine drain valve.
6. Turn engine off and check coolant level in radiator
again. Add coolant as required to fill to bottom of
filler neck.
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released.
7. Check coolant level in reservoir again. Add coolant
as required to fill to the Cold Mark on the bottle.
NOTE
To cycle coolant from the recovery bottle into
the radiator, run the engine until it reaches
operating temperature, then stop the engine.
Check coolant level in the coolant recovery
bottle once the engine is again cold.
Again inspect cooling system hoses, connections and
components for any leaks that may have developed when
system was fully pressurized.
01-3-6
 Group 01, Engine Cooling System

Section 4

Radiator Removal and Replacemant

Radiator

To Water Pump

Fan

To thermostat

SM 751 01-4-1

! CAUTION
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
• Put upright in the vertical position and fully
lower the forks or attachment.
• Put all controls in neutral. Turn key switch
OFF and remove key.
• Apply the parking brake and block the
wheels.
Radiator Removal
NOTE
Servicing radiators is not covered in this
manual and radiator repair shops should be
consulted for service and repair of defective
radiators.
1. Do not attempt to remove the radiator when the
engine is hot. Wait until the system has entirely
cooled down.
! CAUTION
Use extreme care when removing the cap
from the radiator. When removing the radia-
tor cap, use a rag over the cap. Turn cap to
the first stop and allow all pressure and
steam to be released.
2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operator’s seat deck.
3. Remove the rear hood.
4. Drain the radiator/engine coolant as described in
Section 3.
5. Disconnect the overflow bottle hose from the filler
neck of the radiator. Remove the auxliary sump hose.
6. Loosen six shroud bolts, and push the shroud to the
fan side.
7. Loosen four bolts to remove the fan, and take off the
fan together with the shroud.
8. Loosen two bolts at upper side of radiator and two
bolts at lower side of the radiator.
9. Lift the radiator up perpendicular to the ground.
SM 751
Group 01, Engine Cooling System
10. Remove the cushions assembled to the upper and
lower sides.
Installation of radiator
1. Install the radiator cushions in proper positions.
2. Put the radiator on to the cushions.
3. Install the bolts in original places.
4. Fasten the bolts with tightening torque of 2~2.5kgf.m
(14.5~18ft.lb).
5. Lay the shroud on the engine before installing the
fan.
6. Assemble the fan with four bolts.
7. Fasten the bolts with a tightening torque of
3.7~4.9kgf.m (27~35ft.lb).
8. Install 6 bolts for fastening the shroud.
The gap between shroud and fan shall be 13mm.
9. Fasten the bolts with a tightening torque of
1.26~1.54kgf.m (9~11 ft.lb).
10. Assemble the cooling auxiliary water tank to the
frame.
11. Remount the water pump and thermostat hoses
between the engine and radiator. Tighten the hose
clamps sufficiently to prevent leaks.
IMPORTANT
Use new hoses if cracking or drying is evident
around the positions of the clamps or if the
hoses are deteriorated in any way.
12. Reconnect the hose from the overflow bottle to the
radiator neck.
13. Close engine drain cock and refill the radiator with a
mixture of 50% glycol (antifreeze) and 50% water as
described in Section 3.
14. Remount the rear hood.
15. Check the rear hood for correct operation once you
have completed reassembly.
16. Once you have completed all the tests recommended
for radiator refill (see Section 3), check to make sure
no leaks are evident in the radiator hoses before
returning the truck to service.
01-4-2
 GROUP 02(LP-TIER3)

GROUP 02(LP-TIER3)

MI-07 LP SYSTEM
(GM V6 4.3)

Regulatory Compliance ............................................... Section 0

LPG System Overview................................................. Section 1

Specifications ................................................................ Section 2

Recommended Maintenance ....................................... Section 3

Installation Procedures................................................ Section 4

Tests And Adjustments ............................................... Section 5

Basic Troubleshooting ................................................. Section 6

Advanced Diagnostics................................................. Section 7

Parts Description.......................................................... Section 8

SM 751 02-0
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 0
REGULATORY COMPLIANCE
WARNING.DANGER OF DEATH OR
PERSONAL INJURY
! WARNING
FOLLOW INSTRUCTIONS
Read this entire manual and all other publi-
cations pertaining to the work to be per-
formed before installing, operating, or
servicing this equipment. Practice all plant
and safety instructions and precautions. Fail-
ure to follow instructions can cause personal
injury and/or property damage.
! WARNING
CAUTION.POSSIBLE DAMAGE TO
OUT-OF-DATE PUBLICATION
This publication may have been revised or
updated since this copy was produced. To
verify that you have the latest revision, be
sure to check the Woodward website:
www.woodward.com/pubs/current.pdf
The revision level is shown at the bottom of
the front cover after the publication number.
The latest version of most publications is
available at:
www.woodward.com/publications
If your publication is not there, please con-
tact your customer service representative to
get the latest copy.
! WARNING
OVERSPEED PROTECTION
The engine, turbine, or other type of prime
mover should be equipped with an overspeed
shutdown device to protect against runaway
or damage to the prime mover with possible
personal injury, loss of life, or property dam-
age.
The overspeed shutdown device must be
totally independent of the prime mover con-
trol system. An overtemperature or overpres-
sure shutdown device may also be needed for
safety, as appropriate.
SM 751
! WARNING
WARNING.PROPER USE
Any unauthorized modifications to or use of
this equipment outside its specified mechani-
cal, electrical, or other operating limits may
cause personal injury and/or property dam-
age, including damage to the equipment. Any
such unauthorized modifications: (i) consti-
tute "misuse" and/or "negligence" within the
meaning of the product warranty thereby
excluding warranty coverage for any result-
ing damage, and (ii) invalidate product certi-
fications or listings.
EQUIPMENT OR PROPERTY
! CAUTION
BATTERY CHARGING
To prevent damage to a control system that
uses an alternator or battery-charging
device, make sure the charging device is
turned off before disconnecting the battery
from the system.
! CAUTION
CAUTION.ELECTROSTATIC DIS-
CHARGE
Electronic controls contain static-sensitive
parts. Observe the following precautions to
prevent damage to these parts.
• Discharge body static before handling the
control (with power to the control turned
off, contact a grounded surface and main-
tain contact while handling the control).
• Avoid all plastic, vinyl, and Styrofoam
(except antistatic versions) around printed
circuit boards.
• Do not touch the components or conduc-
tors on a printed circuit board with your
hands or with conductive devices.
02(LP-T3)-0-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM
IMPORTANT
IMPORTANT DEFINITIONS
• A WARNING indicates a potentially hazardous
situation which, if not avoided, could result in
death or serious injury.
• A CAUTION indicates a potentially hazardous
situation which, if not avoided, could result in
damage to equipment or property.
• A NOTE provides other helpful information
that does not fall under the warning or caution
categories.
Revisions.-Text changes are indicated by a black line
alongside the text.
Woodward Governor Company reserves the right to
update any portion of this publication at any time. Infor-
mation provided by Woodward Governor Company is
believed to be correct and reliable.
However, no responsibility is assumed by Woodward
Governor Company unless otherwise expressly under-
taken.
གྷ Woodward 2007
All Rights Reserved
SM 751
EPA / CARB Emissions Certification
When properly applied and calibrated, Woodward’s MI-
07 control system is capable of meeting EPA 2007 LSI
emission standards (40 CFR Part 1048.101) when operat-
ing properly with an approved three-way catalyst. The
emission standards, including appropriate deterioration
factors over the useful life of the system, are as follows:
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr]
CO: 3.3 g/hp-hr [4.4 g/kW-hr]
Evaporative emissions comply with 40 CFR Part
1048.105. These standards apply only to volatile liquid
fuels such as gasoline. Note that the engine crankcase
must be closed.
As defined in applicable regulations, the engine control
system is designed to maintain emissions compliance for
seven (7) years or 5000 hours, whichever occurs first, pro-
vided appropriate maintenance is performed as defined in
the service manual for the system. Maintenance intervals
shall be defined and approved by the regulating body.
Component warranty shall comply with regulatory
requirements (40 CFR Part 1048.120) for all emission
related components. Warranty for non-critical emissions
components will be as defined in the individual purchase
agreement.
North American Compliance
The N-2007 regulator is UL listed per Category ITPV LP-
Gas Accessories, Automotive Type.
The N-2007 regulator and CA55-500 mixer have tamper-
resistant features approved by CARB.
Special Conditions for Safe Use
Field wiring must be suitable for at least 248°F (120°C).
SECM-48 inputs are classified as permanently connected
IEC measurement Category I. To avoid the danger of elec-
tric shock, do not use inputs to make measurements within
measurement categories II, III, or IV. See Woodward pub-
lication 26377, SECM-48 Manual, Chapter 2 for addi-
tional information on transient over-voltage input ratings.
SECM-48 input power must be supplied from a power
supply/battery charger certified to IEC standard with a
SELV (Safety Extra Low Voltage) classified output. Input
power should be properly fused according to the wiring
diagram in Woodward publication 26377, SECM-48 Man-
ual.
02(LP-T3)-0-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

SECM-48 inputs and outputs may only be connected to 2. Avoid the build-up of static electricity on your body
other circuits certified as SELV (Safety Extra Low Volt- by not wearing clothing made of synthetic materials.
age). Wear cotton or cotton-blend materials as much as
possible because these do not store static electric
The IP-56 Ingress Protection rating of the control depends
charges as much as synthetics.
on the use of proper mating connectors. See Woodward
publication 26377, SECM-48 Manual, 3. Keep plastic, vinyl, and Styrofoam materials (such as
Chapter 2: Installation.Wiring Connections, Table 2-1 for plastic or Styrofoam cups, cup holders, cigarette
information on the proper mating connectors for use with packages, cellophane wrappers, vinyl books or fold-
this control. ers, plastic bottles, and plastic ash trays) away from
the control, the modules, and the work area as much
! WARNING as possible.
EXPLOSION HAZARD
Do not connect or disconnect while circuit is ! CAUTION
live unless area is known to be non-hazard- ELECTROSTATIC DISCHARGE
ous. To prevent damage to electronic components
Substitution of components may impair suit- caused by improper handling, read and
ability for Class I, Division 2, or Zone 2 observe the precautions in Woodward man-
applications. ual 82715, Guide for Handling and Protec-
tion of Electronic Controls, Printed Circuit
Boards, and Modules.
Electromagnetic Compatibility (EMC)
All MI-07 active electronic components manufactured by
the Woodward Governor Company have been developed
and individually tested for electromagnetic compatibility
using standardized industry methods under laboratory test
conditions. Actual EMC performance may be adversely
affected by the wiring harness design, wire routing, the
surrounding structure, other EMC generating components,
and other factors that are beyond the control of the Wood-
ward Governor Company. It is the responsibility of the
vehicle and/or application manufacturer to confirm that
the overall system's EMC performance is in compliance
with all standards that they wish to apply for their particu-
lar use.

Electrostatic Discharge Awareness

All electronic equipment is static-sensitive, some compo-
nents more than others.
To protect these components from static damage, you
must take special precautions to minimize or eliminate
electrostatic discharges.
Follow these precautions when working with or near the
control.
1. Before doing maintenance on the electronic control,
discharge the static electricity on your body to
ground by touching and holding a grounded metal
object (pipes, cabinets, equipment, etc.).

SM 751 02(LP-T3)-0-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 1

LPG SYSTEM OVERVIEW

MI-07 General Description
CERTIFIED ENGINE SYSTEMS
Woodward’s emission-certified MI-07 control system pro-
vides a complete, fully integrated engine management
system that meets or exceeds 2007 emission standards for
Large Spark Ignited (LSI) engines established by the Cali-
fornia Air Resources Board (CARB) and the Environmen-
tal Protection Agency (EPA).
The control system is applicable to naturally aspirated
engines ranging in size from 1.5L to 8.1L (25 HP to 170
HP) with up to 8 cylinders running on LPG in mobile
industrial applications.
It provides accurate, reliable, and durable control of fuel,
spark, and air over the service life of the engine in the
extreme operating environment found in heavy-duty,
under hood, on-engine electronic controls.
MI-07 is a closed loop system utilizing a catalytic muffler
to reduce the emissions levels in the exhaust gas. In order
to obtain maximum effect from the catalyst, an accurate
control of the air fuel ratio is required. A small engine
control module (SECM) uses two heated exhaust gas oxy-
gen sensors (HEGO) in the exhaust system to monitor
exhaust gas content. One HEGO is installed in front of the
catalytic muffler and one is installed after the catalytic
muffler.

Figure 1. MI-07 System for 4.3L GM LP Engines

The SECM makes any necessary corrections to the air fuel
ratio by controlling the inlet fuel pressure to the air/fuel
mixer by modulating the dual fuel trim valves (FTV) con-
nected to the regulator. Reducing the fuel pressure leans
the air/fuel mixture and increasing the fuel pressure
enriches the air/fuel mixture. To calculate any necessary
corrections to the air fuel ratio, the SECM uses a number
of different sensors to gain information about the engine’s
performance.

SM 751 02(LP-T3)-1-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Engine speed is monitored by the SECM through a vari-
able reluctance (VR) or Hall effect sensor. Intake mani-
fold air temperature and absolute pressure are monitored
with a TMAP sensor. MI-07 is a drive-by-wire (DBW)
system connecting the accelerator pedal to the electronic
throttle through the electrical harness. Mechanical cables
are not used. A throttle position sensor (TPS) monitors
throttle position in relation to the accelerator pedal posi-
Figure 2. MI-07 Closed Loop LP Fuel System (certified engine systems)
MI-07 System Components
The MI-07 control system provides electronic control to
the following subsystems on mobile industrial engines:
• Fuel delivery system
• Spark-ignition control system
• Air throttle
• Sensors/Switches/Speed inputs
Key Components
The MI-07 system functions primarily on engine compo-
nents that affect engine emissions and performance. These
key components include the following:
• Engine/Combustion chamber design
• Intake/Exhaust valve configuration, timing and lift
• Intake/Exhaust manifold design
• Catalytic converter and exhaust system
• Throttle body
• Air intake and air filter
SM 751
tion sensor (APP) command. Even engine coolant temper-
ature and adequate oil pressure are monitored by the
SECM. The SECM controller has full adaptive learning
capabilities, allowing it to adapt control function as oper-
ating conditions change. Factors such as ambient tempera-
ture, fuel variations, ignition component wear, clogged air
filter, and other operating variables are compensated.
• Gaseous fuel mixer *
• Gaseous fuel pressure regulator *
• Fuel trim valves
• Fuel trim orifices
• Small engine control module (SECM), firmware
and calibration *
• Fuel system sensors and actuators
• Ignition system including spark plugs, cables, coils
and drivers
(*) Components of MI-07 system manufactured by Wood-
ward
MI-07 System Features
The MI-07 system uses an advanced speed-density control
strategy for fuel, spark, and air throttle control. Key fea-
tures include the following.
• Closed-loop fuel
• Speed-load spark control with tables for dwell,
timing, and fuel type
02(LP-T3)-1-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM
• Speed-load throttle control with table for maxi-
mum TPS limiting
• Closed-loop fuel control with two oxygen sensors
(one installed pre catalyst and one installed post
catalyst). The pre-catalyst oxygen sensor includes
adaptive learn to compensate for fuel or compo-
nent drift. The post-catalyst oxygen sensor
includes adaptive learn to compensate the pre-cata-
lyst oxygen sensor setting for pre-catalyst oxygen
sensor drift and catalyst aging. The pre-catalyst
oxygen sensor function includes parameters for
transport delay, O2 set point, excursion rich/lean,
jump back rich/lean, and perturbation.
• LPG fuel temperature compensation
• Min/max governing
• All-speed isochronous governing
• Fixed-speed isochronous governing with three
switch-selectable speeds
• Fuel enrichment and spark timing modifiers for
temperature and fuel type
• Transient fuel enrichment based on rate of change
of throttle position
• Transient wall wetting compensation for gasoline
• Input sensor selection and calibration
• Auxiliary device control for fuel pump, fuel lock-
off solenoid, tachometer, MIL, interlocks, vehicle
speed limiting, etc.
• CANBus data transfer for speed, torque, etc.
Other system features include:
Tamper-Resistance
Special tools, equipment, knowledge, and authorization
are required to effect any changes to the MI-07 system,
thereby preventing unauthorized personnel from making
adjustments that will affect performance or emissions.
Diagnostics
MI-07 is capable of monitoring and diagnosing problems
and faults within the system.
These include all sensor input hardware, control output
hardware, and control functions such as closed-loop fuel
control limits and adaptive learn limits. Upon detecting a
fault condition, the system notifies the operator by illumi-
nating the MIL and activating the appropriate fault action.
The action required by each fault shall be programmable
by the OEM customer at the time the engine is calibrated.
SM 751
Diagnostic information can be communicated through
both the service tool interface and the MIL lamp. With the
MIL lamp, it is possible to generate a string of flashing
codes that correspond to the fault type. These diagnostics
are generated only when the engine is not running and the
operator initiates a diagnostic request sequence such as
repeated actuations of the pedal within a short period of
time following reset.
Limp Home Mode
The system is capable of "limp-home" mode in the event
of particular faults or failures in the system. In limp-home
mode the engine speed is approximately 1000 rpm at no
load. A variety of fault conditions can initiate limp-home
mode. These fault conditions and resulting actions are
determined during calibration and are OEM customer spe-
cific.
Service Tool
A scan tool/monitoring device is available to monitor sys-
tem operation and assist in diagnosis of system faults This
device monitors all sensor inputs, control outputs, and
diagnostic functions in sufficient detail through a single
access point to the SECM to allow a qualified service
technician to maintain the system. This Mototune soft-
ware (licensed by Mototron Communication) is secure
and requires a crypt-token USB device to allow access to
information.
Customer-Supplied Components
MI-07 requires additional components to operate that are
not included with the system. These include the wire har-
ness, mixer-to-throttle body adapter, air horn adapter,
mounting brackets, non-critical fittings, and hoses. These
items are application specific and are the responsibility of
the packager, manufacturer of record (MOR), or original
equipment manufacturer (OEM). Woodward will provide
assistance as needed to ensure proper fitting to the MI-07
system components.
NOTE
It is the responsibility of the customer to con-
sult with Woodward regarding the selection
or specification of any components that
impact emissions, performance, or durabil-
ity.
02(LP-T3)-1-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM
LPG Fuel System Operation
The principles outlined below describe the operation of
MI-07 on an LPG fuel system.
An LPG fuel system consists of the following compo-
nents:
• Fuel filter (supplied by customer)
• Electric fuel lock-off solenoid valve
• Fuel pressure regulator/vaporizer
• Two orificed fuel trim valves
• Gas/Air mixer with fixed orifice for trim system
and fuel temperature sensor
• Miscellaneous customer-supplied hoses and fit-
tings
Fuel is stored in the customer-supplied LPG tank in satu-
rated liquid phase and enters the fuel system from the tank
as a liquid and at tank pressure. Fuel passes through a
high-pressure fuel filter and lock-off solenoid, and is then
vaporized and regulated down to the appropriate pressure
to supply the mixer. The regulator controls the fuel pres-
sure to the gas/air mixer.
Dual Dither Valves
The key to meeting emissions requirements when operat-
ing in LPG is the dual dither valve hardware in the fuel
system. Similar to the Woodward MI-04 system, the dual
dither system modulates the fuel pressure regulator outlet
pressure by providing an offset to the regulator secondary
stage reference pressure. By adding a second dither valve,
or fuel trim valve (FTV), to the MI-07 system, smoother,
more accurate control of supply pressure is achieved,
resulting in better control of air fuel ratio and emissions.
This smoother control also minimizes wear on fuel system
components such as the regulator diaphragm and lever by
significantly reducing the pressure pulsations observed
with a single FTV.
Regulator Pressure Offset
Regulator pressure offset is achieved through the use of a
fixed orifice and a variable orifice in series. The inlet to
the fixed orifice is connected to the mixer inlet pressure
(roughly equal to ambient pressure). The outlet of the
fixed orifice is connected to both the pressure regulator
reference port and the inlet to the two FTVs (the variable
orifice) that act in parallel. The outlets of the FTVs are
connected to the mixer outlet, referred to as Air Valve
Vacuum (AVV). Thus, by modulating the FTVs, the pres-
sure regulator reference pressure can be varied between
SM 751
mixer inlet pressure and AVV.
For a given change in the pressure regulator reference
pressure, the pressure regulator outlet pressure changes by
the same amount and in the same direction. The end result
is that a change in FTV modulation changes the outlet
pressure of the regulator/fuel inlet pressure of the mixer,
and thus the AFR. A major benefit of this trim system
results from the use of mixer inlet pressure and AVV as
the reference pressure extremes. The pressure differential
across the mixer fuel valve is related to these same two
pressures, and thus so is fuel flow. Given this arrange-
ment, the bias pressure delta scales with the fuel cone
delta pressure. The result is that the trim system control
authority and resolution on AFR stays relatively constant
for the entire speed and load range of the engine.
SECM
The Small Engine Control Module (SECM) controls the
LPG lock-off solenoid valve and the FTVs. The lock-off
solenoid is energized when fueling with LPG and the
engine is turning. FTV modulation frequency will be var-
ied as a function of rpm by the SECM in order to avoid
resonance phenomena in the fuel system. FTV commands
will be altered by the SECM in order to maintain a stoichi-
ometric air-fuel ratio. Commands are based primarily on
feedback from the exhaust gas oxygen sensor, with an off-
set for fuel temperature.
MI-07 LP Fuel Filter
After exiting the fuel tank, liquid propane passes through
a serviceable inline fuel filter to the electric fuel lock off.
Figure 3 shows a typical inline type LP fuel filter manu-
factured by Century. The primary function of the fuel fil-
ter is to remove particles and sediments that have found
their way into the tank. The LP fuel filter will not remove
heavy end solids and paraffins that build up in LPG fuel
systems as a result of vaporization.
Figure 3. Inline LP Fuel Filter
02(LP-T3)-1-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM
MI-07 Fuel Lock-Off (Electric)
The fuel lock-off is a safety shutoff valve, normally held
closed by spring pressure, which is operated by an electric
solenoid and prevents fuel flow to the regulator/ converter
when the engine is not in operation. This is the first of
three safety locks in the MI-07 system.
Figure 4. Electric Fuel Lock Assembly
In the MI-07 design, power is supplied to the fuel lock-off
via the main power relay with the SECM controlling the
lock-off ground (earth) connection. The lock-off remains
in a normally closed (NC) position until the key switch is
activated. This supplies power to the lock-off and the
SECM, but will not open the lock-off via the main power
relay until the SECM provides the lock-off ground con-
nection. This design gives the SECM full control of the
lock-off while providing additional safety by closing the
fuel lock-off in the unlikely event of a power failure, wir-
ing failure or module failure.
When the liquid service valve in the fuel container is
opened, liquid propane flows through the LP filter and
through the service line to the fuel lock-off. Liquid pro-
pane enters the lock-off through the 1/4” NPT liquid inlet
port and stops with the lock-off in the normally closed
position. When the engine is cranked over, the main
power relay applies power to the lock-off and the SECM
provides the lock-off ground, causing current to flow
through the windings of the solenoid and create a mag-
netic field. The strength of this magnetic field is sufficient
to lift the lock-off valve off of its seat against spring pres-
sure. When the valve is open liquid propane, at tank pres-
sure, flows through the lock-off outlet to the pressure
regulator/converter. A stall safety shutoff feature is built
into the SECM to close the lock-off in case of a stall con-
dition. The SECM monitors three engine states: Crank,
when the crankshaft position sensor detects any engine
revolutions; Stall, when the key is in the ON position but
the crankshaft position sensor detects no engine revolu-
tions; and the Run state, when the engine reaches pre-idle
rpm. When an operator turns on the key switch the lock-
SM 751
off is opened, but if the operator fails to crank the engine
the SECM will close the lock-off after 5 seconds.
N-2007 Pressure Regulator/Vaporizer
The pressure regulator/vaporizer receives liquid LPG
from the fuel storage tank, drops the pressure, changes the
LPG phase from liquid to vapor, and provides vapor phase
LPG at a regulated outlet pressure to the mixer. To offset
the refrigeration effect of the vaporization process, the
regulator will be supplied with engine coolant flow suffi-
cient to offset the latent heat of vaporization of the LPG. A
thermostat provided in the coolant supply line to maintain
regulator outlet coolant temperature at or below 60°C
(140°F) will minimize the deposit of fuel contaminants
and heavy ends in the regulator and assure a more con-
trolled vaporization process with reduced pressure pulsa-
tions.
A higher flow pressure regulator is required on larger
engines.
Figure 5. N-2007 Regulator
The regulator is normally closed, requiring a vacuum sig-
nal (negative pressure) to allow fuel to flow. This is the
second of three safety locks in the MI-07 system. If the
engine stops, vacuum signal stops and fuel flow will auto-
matically stop when both the secondary (2nd stage) valve
and the primary (1st stage) valve closes. Unlike most other
regulator/converters, the N-2007 primary valve closes
with fuel pressure rather than against pressure, extending
primary seat life and adding additional safety.
Liquid propane must be converted into a gaseous form in
order to be used as a fuel for the engine. When the regula-
tor receives the desired vacuum signal it allows propane to
flow to the mixer. As the propane flows through the regu-
lator the pressure is reduced in two stages from tank pres-
sure to slightly less than atmospheric pressure. As the
pressure of the propane is reduced, the liquid propane
vaporizes and refrigeration occurs inside the regulator due
02(LP-T3)-1-5
 Group 02(LP-Tier3), MI-07 LP SYSTEM

to the vaporization of liquid propane. To replace heat lost the expansion chamber, through the secondary chamber to
to vaporization, engine coolant is supplied by the engine the mixer.
driven water pump and pumped through the regulator.
Heat provided by this coolant is transferred through to the
fuel vaporization chamber.

N-2007 Operation
(Refer to Figure 6.)
Liquid propane, at tank pressure, enters the N-2007
through the fuel inlet port (1).
Propane liquid then flows through the primary valve (2).
The primary valve located at the inlet of the expansion
chamber (3), is controlled by the primary diaphragm (4),
which reacts to vapor pressure inside the expansion cham-
ber. Two springs are used to apply force on the primary Figure 6. Parts View of N-2007 Regulator
diaphragm in the primary diaphragm chamber (5), keep-
ing the primary valve open when no fuel pressure is Because vapor propane has now left the expansion cham-
present. ber, the pressure in the chamber will drop, causing the pri-
mary diaphragm spring force to re-open the primary valve
A small port connects the expansion chamber to the pri-
allowing liquid propane to enter the regulator, and the
mary diaphragm chamber. At the outlet of the expansion
entire process starts again. This creates a balanced condi-
chamber is the secondary valve (6). The secondary valve
tion between the primary and secondary chambers allow-
is held closed by the secondary spring on the secondary
ing for a constant flow of fuel to the mixer as long as the
valve lever (7). The secondary diaphragm controls the
demand from the engine is present. The fuel flow is main-
secondary lever. When the pressure in the expansion
tained at a constant output pressure, due to the calibrated
chamber reaches 1.5 psig (10.342 kPa) it causes a pres-
secondary spring. The amount of fuel flowing will vary
sure/force imbalance across the primary diaphragm (8).
depending on how far the secondary valve opens in
This force is greater than the primary diaphragm spring
response to the negative pressure signal generated by the
pressure and will cause the diaphragm to close the pri-
air/fuel mixer. The strength of that negative pressure sig-
mary valve.
nal developed by the mixer is directly related to the
Since the fuel pressure has been reduced from tank pres- amount of air flowing through the mixer into the engine.
sure to 1.5 psig (10.342 kPa) the liquid propane vaporizes. With this process, the larger the quantity of air flowing
As the propane vaporizes it takes on heat from the expan- into the engine, the larger the amount of fuel flowing to
sion chamber. This heat is replaced by engine coolant, the mixer.
which is pumped through the coolant passage of the regu-
lator. At this point vapor propane will not flow past the
CA100 Mixer
expansion chamber of the regulator until the secondary
valve is opened. To open the secondary valve, a negative The mixer is installed above the throttle body and meters
pressure signal must be received from the air/fuel mixer. gaseous fuel into the airstream at a rate that is proportional
When the engine is cranking or running a negative pres- to the volumetric flow rate of air. The ratio between volu-
sure signal (vacuum) travels through the vapor fuel outlet metric airflow and volumetric fuel flow is controlled by
connection of the regulator, which is the regulator second- the shaping of the mixer fuel cone and biased by the con-
ary chamber, and the vapor fuel inlet of the mixer. The trollable fuel supply pressure delivered by the pressure
negative pressure in the secondary chamber causes a pres- regulator. Fuel flow must be metered accurately over the
sure/force imbalance on the secondary diaphragm, which full range of airflows. Pressure drop across the mixer air
overcomes the secondary spring force, opening the sec- valve must be minimized to assure maximum power out-
ondary valve and allowing vapor propane to flow out of put from the engine.
The mixer fuel inlet is fitted with a thermistor-type tem-
perature sensor. This permits the SECM to correct fuel
pressure to compensate for variations in fuel temperature.

SM 751 02(LP-T3)-1-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Left uncorrected, fuel temperature variations can cause
significant variations in air fuel ratio.
A higher flow mixer is required on larger engines. A
lower flow mixer is required on smaller engines.
Figure 7. CA100 Mixer
CA100 Mixer Operation
Vapor propane fuel is supplied to the CA100 mixer by the
N-2007 pressure regulator/converter. The mixer uses a
diaphragm type air valve assembly to operate a gas-meter-
ing valve inside the mixer. The gas-metering valve is nor-
mally closed, requiring a negative pressure (vacuum)
signal from a cranking or running engine to open. This is
the third of the three safety locks in the MI-07 system. If
the engine stops or is turned off, the air valve assembly
closes the gas-metering valve, stopping fuel flow past the
mixer. The gas-metering valve controls the amount of fuel
to be mixed with the incoming air at the proper ratio. The
air/fuel mixture then travels past the throttle, through the
intake manifold and into the engine cylinders where it is
compressed, ignited and burned.
Figure 8. CA100 Mixer Attached to Throttle Body
SM 751
(Refer to Figure 9.)
The air/fuel mixer is mounted in the intake air stream
between the air cleaner and the throttle. The design of the
main body incorporates a cylindrical bore or mixer bore,
fuel inlet (1) and a gas discharge jet (2). In the center of
the main body is the air valve assembly, which is made up
of the air valve (3), the gas-metering valve (4), and air
valve diaphragm (5) and air valve spring (6). The gas-
metering valve is permanently mounted to the air valve
diaphragm assembly with a face seal mounted between
the two parts.
When the engine is not running this face seal creates a
barrier against the gas discharge jet, preventing fuel flow
with the aid (downward force) of the air valve spring.
When the engine is cranked over it begins to draw in air,
creating a negative pressure signal. This negative pressure
signal is transmitted through four vacuum ports in the air
valve.
Figure 9. Parts View of CA100 Mixer
A pressure/force imbalance begins to build across the air
valve diaphragm between the air valve vacuum (AVV)
chamber (above the diaphragm) and atmospheric pressure
below the diaphragm. Approximately 6 inH2O (14.945
mbar) of negative pressure is required to overcome the air
valve spring force and push the air valve assembly upward
off the valve seat. Approximately 24 inH2O (59.781
mbar) pulls the valve assembly to the top of its travel in
the full open position.
The amount of negative pressure generated is a direct
result of throttle position and the amount of air flowing
through the mixer to the engine. At low engine speeds,
02(LP-T3)-1-7
 Group 02(LP-Tier3), MI-07 LP SYSTEM

low AVV causes the air valve diaphragm assembly to voltmeter. NOTE: Adjustments should only be per-
move upward a small amount, creating a small venturi. At formed by trained service technicians.
high engine speeds, high AVV causes the air valve dia-
phragm assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.

Vaccum Parts
Gas-Metering
Valve

Air Intake

Figure 10. Bottom View of Air Valve Assembly

Figure 12. Idle Mixture Adjustment Screw
(shown with tamper proof cap removed)

Fuel Trim Valve (FTV)

The Fuel Trim Valve (FTV) is a two-way electric solenoid
valve and is controlled by a pulse-width modulated
(PWM) signal provided by the SECM. Two FTVs are
used to bias the output fuel pressure on the LPG regulator/
converter (N-2007), by metering air valve vacuum (AVV)
into the atmospheric side of the N-2007 secondary regula-
tor diaphragm. An orifice balance line connected to the air
inlet side of the mixer provides atmospheric reference to
the N-2007 when the FTV is closed. The SECM uses
feedback voltage from the O2 sensor to determine the
amount of bias needed to the regulator/converter.
Figure 11. CA100 Mixer Installed with Electronic Throttle

A main mixture adjustment valve on the fuel inlet of the

CA100 is not used in the MI- 07 system, however an idle
mixture adjustment is incorporated into the mixer (Figure
12). The idle mixture adjustment is an air bypass port,
adjusting the screw all the way in, blocks off the port and
enriches the idle mixture. Backing out the idle adjustment
screw opens the port and leans the idle mixture. The idle In normal operation the N-2007 maintains fuel flow at a
mixture screw is a screw with locking threads that is fac- constant output pressure, due to the calibrated secondary
tory set with a tamper resistant cap installed after adjust- spring. The amount of fuel flowing from the N-2007 will
ment. Accurate adjustment of the idle mixture can be vary depending on how far the secondary diaphragm
accomplished by adjusting for a specific fuel trim valve opens the secondary valve in response to the negative
(FTV) duty cycle with the Service Tool software or with a pressure signal generated by the air/fuel mixer. One side
of the N-2007 secondary diaphragm is referenced to FTV

SM 751 02(LP-T3)-1-8
 Group 02(LP-Tier3), MI-07 LP SYSTEM

control pressure while the other side of the diaphragm
reacts to the negative pressure signal from the mixer. If
the pressure on the reference side of the N-2007 second-
ary diaphragm is reduced, the diaphragm will close the
secondary valve until a balance condition exists across the
diaphragm, reducing fuel flow and leaning the air/fuel
mixture.
Branch-Tee Fitting
A branch-tee fitting is installed in the atmospheric vent
port of the N-2007 with one side of the branch-tee con-
nected to the intake side of the mixer forming the balance
line and referencing atmospheric pressure. The other side
of the branch-tee fitting connects to the FTV inlet (small
housing side). The FTV outlet (large housing connector
side) connects to the AVV port. When the FTVs are open
AVV is sent to the atmospheric side of the N-2007 sec-
ondary diaphragm, which lowers the reference pressure,
closing the N- 2007 secondary valve and leaning the air/
fuel mixture. The MI-07 system is calibrated to run rich
without the FTV. By modulating (pulsing) the FTVs the
SECM can control the amount of AVV applied to the N-
2007 secondary diaphragm. Increasing the amount of time
the FTVs remain open (modulation or duty cycle) causes
the air/fuel mixture to become leaner; decreasing the mod-
ulation (duty cycle) enriches the mixture.

ORIFICE "Y"
(COLOR BLUE)
LOCK OFF VALVE
FLOW

MOUNT TRIM
FLOW

VALVES VERTICALLY
FLOW

"Y" FITTING REGULATOR

(COLOR BLACK)

FLOW

CA100 MIXER
FUEL TEMP SENSOR
AND ADAPTER

Figure 13. Fuel Trim Valves Connected to MI-07 System

SM 751 02(LP-T3)-1-9
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Electronic Throttle System then generates a corresponding electrical (driver) signal to

the throttle-valve actuator.
The electronic throttle system controls engine output
(speed and torque) through electronic control of mass air-
flow to the engine. Any DC motor-actuated or Limited
Angle Torquemotor (LAT)-actuated throttle with less than
5A peak and 2A steady state can be controlled. The TPS
must be directly coupled to the throttle shaft for direct
shaft position measurement.
A commonly used throttle is the Bosch DV-E5. This throt-
tle is available in a variety of bore sizes to meet specific
engine needs: 32mm, 40mm, and 54mm are readily avail-
able throttle bore sizes; other sizes are possible. The
Bosch throttle is a fully validated automotive component
incorporating a brushed DC motor with gear reduction,
dual throttle position sensors, throttle plate, and cast alu-
Figure 14. Bosch Electronic Throttle Body
minum housing. In the event of an electrical disconnec-
tion or other related failure, the throttle plate returns to a The MI-07 uses a dual TPS design (TPS1 and TPS2). The
limp-home idle position at a no-load engine speed above SECM continuously checks and monitors all sensors and
curb idle speed. calculations that effect throttle valve position whenever
This provides sufficient airflow for the engine to move the the engine is running. If any malfunctions are encoun-
vehicle on level ground. Any throttle bodies used for MI- tered, the SECM’s initial response is to revert to redun-
07 meet or exceed the specification for the Bosch throttle dant sensors and calculated data. If no redundant signal is
bodies. available or calculated data cannot solve the malfunction,
the SECM will drive the system into one of its limp-home
In terms of response, the throttle is capable of fully open- modes or shut the engine down, storing the appropriate
ing and closing in less than 50 msec. Position resolution fault information in the SECM.
and steady state control should be 0.25% of full travel or
better. There are multiple limp-home modes available with elec-
tronic throttle control:

MI-07 Electronic Throttle 1. If the throttle itself is suspected of being inoperable,

the SECM will remove the power to the throttle
Conventional throttle systems rely on a mechanical link- motor. When the power is removed, the throttle blade
age to control the throttle valve. To meet fluctuating returns to its “default” position, approximately 7%
engine demands a conventional system will typically open.
include a throttle valve actuator designed to readjust the
2. If the SECM can still control the throttle but some
throttle opening in response to engine demand, together
other part of the system is suspected of failure, the
with an idle control actuator or idle air bypass valve.
SECM will enter a “Reduced Power” mode. In this
In contrast, the MI-07 system uses electronic throttle con- mode, the power output of the engine is limited by
trol (ETC). The SECM controls the throttle valve based reducing the maximum throttle position allowed.
on engine RPM, engine load, and information received
from the foot pedal. Two potentiometers on the foot pedal
assembly monitor accelerator pedal travel. The electronic
throttle used in the MI-07 system is a Bosch 32mm or
40mm electronic throttle body DV-E5 (Figure 14). The
DV-E5 is a single unit assembly, which includes the throt-
tle valve, throttle-valve actuator (DC motor) and two
throttle position sensors (TPS). The SECM calculates the
correct throttle valve opening that corresponds to the
driver’s demand, makes any adjustments needed for adap-
tation to the engine’s current operating conditions and

SM 751 02(LP-T3)-1-10
 Group 02(LP-Tier3), MI-07 LP SYSTEM

3. In some cases, the SECM will shut the engine down.

This is accomplished by stopping ignition, turning
off the fuel, and disabling the throttle.

Throttle Plate

Gear Drive

DC Drive Motor

Picture courtesy of Robert Bosch GmbH

Figure 14. Throttle Body Assembly Exploded View

Ignition System engine speed calculation, coil energy information, and tar-
get spark timing. The SECM provides a TTL compatible
Spark-ignited engines require accurate control of spark signal for spark control. The coil must contain the driver
timing and spark energy for efficient combustion. The MI- circuitry necessary to energize the primary spark coil oth-
07 ignition system provides this control. The system con- erwise an intermediary coil driver device must be pro-
sists of the following components: vided. The SECM controls spark energy (dwell time) and
• SECM spark discharge timing.
• Ignition coil drivers *
• Ignition coil(s) *
• Crankshaft position sensor *
• Crankshaft timing (target) wheel *
• Spark plugs *
(*) Customer-supplied components
The SECM, through use of embedded control algorithms
and calibration variables, determines the proper time to
start energizing the coil and fire the spark plug. This
requires accurate crank/camshaft position information, an

SM 751 02(LP-T3)-1-11
 Group 02(LP-Tier3), MI-07 LP SYSTEM
GM 4.3L V-6 ENGINE FUEL SYSTEM
OPTIONS
General Motors (GM) industrial engines have the capabil-
ity of being fueled with propane or natural gas. Propane
and natural gas have higher octane ratings than gasoline,
but they also have lower lubricity, so engines must be
designed specifically to handle the increased frictions
associated with these fuels.
The 4.3L V-6 engine versions are:
• LT (propane only) / EST ignition system
• AC (bi-fuel) / HVS ignition system
GM Delco EST Ignition System
Used on LT propane only engines
The MI-07 system is capable of operating with either a
distributor based ignition system or a distributorless igni-
tion system. The current application uses a distributor
based ignition system. The distributor will have no inter-
nal advance mechanisms giving the SECM consistent
authority over ignition timing. The spark is sent to the
appropriate cylinder in the conventional way via the rotor
arm and spark plug wires. The SECM uses the signal from
the GM Delco Ignition Module to determine the engine
position and RPM at any time. It uses this information
together with the information from the TPS sensor and
TMAP to calculate the appropriate ignition timing set-
tings.
The GM distributor used in the Delco EST ignition sys-
tem, incorporates a variable reluctance (VR) sensor,
which transmits a reference signal to the GM ignition
module located on the distributor. A variable reluctance
sensor is an electromagnetic device consisting of a perma-
nent magnet surrounded by a winding of wire. The sensor
is used in conjunction with a ferrous signal rotor on the
distributor shaft. The signal rotor has six lobes, one for
each cylinder. Rotation of the signal rotor near the tip of
SM 751
the sensor changes the magnetic flux, creating an analog
voltage signal in the sensor coil.
Coil
Ignition
Module
The rising edge of the VR signal is converted to a rising 5-
volt signal by the ignition module. As the VR signal
passes back through zero volts, a falling edge is created
producing a square wave or digital signal, similar to the
signal produced by a Hall effect sensor. This falling edge
signal provides a stable engine position reference at all
engine speeds for the SECM.
HVS Ignition System
Used on AC bi-fuel engines
The High Voltage Switch (HVS) ignition system used on
the AC engine version is very similar to that used in the
EST system with a few caveats. The ignition module has
been replaced with a High Voltage Switch that is located
near the coils instead of inside the distributor. The distrib-
utor does still put out a cam sync signal. Note that the
High Voltage Switch will not run a default spark advance
map if the EST line is disconnected. The distributor is
cosmetically different, but still functions identically to the
distributor in the EST system, so you can still check the
spark timing with the cylinder number 1 secondary wire.
Exhaust System
Heated Exhaust Gas Oxygen Sensors
(HEGO)
The MI-07 system utilizes two HEGO (O2) sensors. One
sensor is a pre-catalyst sensor that detects the amount of
oxygen in the exhaust stream and is considered the pri-
mary control point. Based upon the O2 sensor feedback,
the MI-07 system supplies a stoichiometric air-fuel ratio
to the catalytic converter. The catalytic converter then
reduces emissions to the required levels. The second sen-
sor is a post-catalyst sensor that detects the amount of
02(LP-T3)-1-12
 Group 02(LP-Tier3), MI-07 LP SYSTEM

oxygen after the catalyst. This sensor is used as a second-
ary control point to adjust the pre-catalyst setpoint to
ensure proper catalyst conversion efficiency.
Once a HEGO sensor reaches approximately 600°F
(316°C), it becomes electrically active. The concentration
of oxygen in the exhaust stream determines the voltage
produced. If the engine is running rich, little oxygen will
be present in the exhaust and voltage output will be rela-
tively high. Conversely, in a lean situation, more oxygen
will be present and a smaller electrical potential will be
noticed.
the ability of the system to diagnose rich and
lean conditions.
Catalytic Muffler
In order to meet 2007 emission requirements a 3-way cat-
alyst is necessary.
The MI-07 control system monitors the exhaust stream
pre and post catalyst and uses this information to control
the air-fuel mixture. By using the signals from the
HEGOs, the SECM can increase or decrease the amount
of oxygen in the exhaust by modulating the FTVs and
adjusting the air-fuel ratio. This control scheme allows the
SECM to make sure that the engine is running at the cor-
rect air to fuel ratio so that the catalyst can perform as
required to meet the emissions certification.

Figure 16. HEGO (O2) Sensor

In order for the sensor to become active and create an
electrical signal below 600°F (316°C) a heated element is
added to the sensor housing. Two wires provide the neces-
sary 12 Vdc and ground signal for the heater element. A
fourth wire provides an independent ground for the sen-
sor. The pre-catalyst sensor heater is powered by the main
power relay and is always powered. The post-catalyst sen-
sor heater is powered from an additional relay that is con-
trolled by the SECM. This relay is only energized when
the SECM calculates that water condensation in the
exhaust system and catalytic muffler prior to the sensor
should be evaporated. This is to avoid thermal shock of
the sensor that could prematurely fail the sensor.
The HEGO stoichiometric air-fuel ratio voltage target is
approximately 500 mV and changes slightly as a function
of speed and load. When the pre-catalyst HEGO sensor
sends a voltage signal less than 450 mV the SECM inter-
prets the air-fuel mixture as lean. The SECM then
decreases the PWM duty cycle sent to the fuel trim valves
in order to increase the fuel pressure to the mixer inlet;
thus richening air-fuel mixture. The opposite is true if the
SECM receives a voltage signal above 450 mV from the
HEGO. The air-fuel mixture would then be interpreted as
being too rich and the SECM would increase the duty
cycle of the trim valves.

! CAUTION
The HEGO sensors are calibrated to work
with the MI-07 control system. Use of alter-
nate sensors may impact performance and

SM 751 02(LP-T3)-1-13
 Group 02(LP-Tier3), MI-07 LP SYSTEM
SECM
General Description
The Woodward Small Engine Control Module (SECM)
controller has full authority over spark, fuel and air. Uti-
lizing a Freescale micro controller, the SECM has 48 pins
of I/O and is fully waterproof and shock hardened. To
optimize engine performance and drivability, the SECM
uses several sensors for closed loop feedback information.
These sensors are used by the SECM for closed loop con-
trol in three main categories:
• Fuel Management
• Load/Speed Management
• Ignition Management
The SECM monitors system parameters and stores any
out of range conditions or malfunctions as faults in SECM
memory. Engine run hours are also stored in memory.
Stored fault codes can be displayed on the Malfunction
Indicator Light (MIL) as flash codes or read by the MI-07
Service Tool software through a CAN (Controller Area
Network) communication link.
Constant battery power (12 Vdc) is supplied through the
fuse block to the SECM and the main power relays. Upon
detecting a key-switch ON input, the SECM will fully
power up and energize the main power relays. The ener-
gized main power relays supply 12 Vdc power to the
heated element of the oxygen sensors, fuel lock-off, fuel
trim valves (FTVs), crank sensor, cam sensor, and the
ignition coils. The SECM supplies voltage to the elec-
tronic throttle actuator, oil pressure switch, fuel tempera-
ture sensor, and the coolant temperature sensor.
Transducer or sensor power (+ 5 Vdc) is regulated by the
SECM and supplied to the manifold temperature/air pres-
sure (TMAP) sensor, throttle position sensor (TPS), and
the accelerator pedal position sensors (APP1 & APP2).
The SECM provides a transducer ground for all the sen-
sors, and a low side driver signal controlling the fuel lock-
off, MIL, and FTVs.
SM 751
Fuel Management
During engine cranking at startup, the SECM provides a
low side driver signal to the fuel lock-off, which opens the
lock-off allowing liquid propane to flow to the N-2007
regulator. A stall safety shutoff feature is built into the
SECM to close the lockoff in case of a stall condition. The
SECM monitors three engine states:
Crank, when the crankshaft position sensor detects any
engine revolutions
Stall, when the key is in the ON position but the crank-
shaft position sensor detects no engine revolutions
Run state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lock-off is
opened but if the operator fails to crank the engine, the
SECM will close the lock-off after 5 seconds.
To maintain proper exhaust emission levels, the SECM
uses a heated exhaust gas oxygen sensor (HEGO)
mounted before the catalyst, to measure exhaust gas con-
tent in the LP gas system. Engine speed is monitored by
the SECM through a variable reluctance (VR) sensor or
Hall-Effect type sensor. Intake manifold air temperature
and absolute pressure are monitored with a (TMAP) sen-
sor. The HEGO voltage is converted to an air/fuel ratio
value. This value is then compared to a target value in the
SECM. The target value is based on optimizing catalyst
efficiency for a given load and speed. The SECM then cal-
culates any corrections that need to be made to the air/fuel
ratio.
The system operates in open loop fuel control until the
engine has done a certain amount of work. This ensures
that the engine and HEGO are sufficiently warmed up to
stay in control. In open loop control, the FTV duty cycle is
based on engine speed and load. Once the HEGO reaches
operating temperature the fuel management is in closed
loop control for all steady state conditions, from idle
through full throttle. In closed loop mode, the FTV duty
cycle is based on feedback from the HEGO sensor.
The system may return to open-loop operation when
engine load or engine speed vary beyond a chosen thresh-
old.
The SECM makes any necessary corrections to the air-
fuel ratio by controlling the inlet fuel pressure to the air-
fuel mixer Reducing the fuel pressure leans the air/fuel
mixture and increasing the fuel pressure enriches the air-
fuel mixture. Control is achieved by modulating the fuel
trim valves.
02(LP-T3)-1-14
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Speed Management
NOTE
Drive-by-wire refers to the fact that the MI-07 control sys-
tem has no throttle cable from the foot pedal to the throttle The DV-E5 throttle is not a serviceable
body. Instead, the SECM is electronically connected both assembly. If a TPS sensor fails, the assembly
to the foot pedal assembly and the throttle body. The should be replaced.
SECM monitors the foot pedal position and controls the
throttle plate by driving a DC motor connected to the
throttle. The DC motor actuates the throttle plate to corre-
spond to the foot pedal position when the operator
depresses the pedal. The SECM will override the pedal
command above a maximum engine speed and below a
minimum idle speed.
The use of electronic throttle control (ETC) ensures that
the engine receives only the correct amount of throttle
opening for any given situation, greatly improving idle
quality and drivability.

Figure 17. Foot pedal

Two throttle position sensors (TPS1 and TPS2), which are
integral to the drive-by-wire (DBW) throttle assembly,
provide feedback for position control by monitoring the
exact position of the throttle valve. See Figure 18.

Figure 18. Throttle Position Sensor (TPS)

on DV-E5 Throttle

SECM self-calibration and “cross checking” compares

both signals and then checks for errors.

SM 751 02(LP-T3)-1-15
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Engine Speed Governing
The MI-07 system also performs minimum (min) and
maximum (max) speed governing through the SECM and
DBW throttle. For min governing, or idle speed control,
the idle speed is fixed by the SECM. Unlike a mechanical
system, the idle speed is not adjustable by the end user.
The idle speed is adjusted by the SECM based on engine
coolant temperature. At these low engine speeds, the
SECM uses spark and throttle to maintain a constant
speed regardless of load.
Torque
Torque(ft.lb)
The MI-07 system eliminates the need for air velocity
governors. This substantially increases the peak torque
and power available for a given system as shown in Fig-
ure 19. When the engine speed reaches the max governing
point the speed is controlled by closing the DBW throttle.
Using the DBW throttle as the primary engine speed con-
trol allows for a smooth transition into and out of the gov-
ernor. If excessive over speed is detected, the engine is
shut down.

RPM

Horsepower
Power (BHP)

RPM

Figure 19. Peak Torque and Power Available with MI-07 System

SM 751 02(LP-T3)-1-16
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Drive-By-Wire Signal Flow Process

Figure 20. Drive-By-Wire Signal Flow Process

Figure 20 describes the signal flow process of the MI-07 sent to the throttle as a throttle position sensor demand
DBW section. The foot pedal assembly uses two potenti- (TPSd). This signal will be processed through a PID (Pro-
ometers to detect pedal position. These two signals, accel- portional, Integral, Derivative) controller in the SECM to
erator pedal position 1 (APP1) and accelerator pedal achieve the appropriate motor-current response then
position 2 (APP2) are sent directly to the SECM. The passed to the throttle. The throttle moves to the com-
SECM uses a series of algorithms to self calibrate and manded position and provides a feedback signal from the
cross check the signals from the pedal assembly. A throttle position sensors (TPS1 and TPS2) to the SECM.
demand position for the throttle will then be derived and

SM 751 02(LP-T3)-1-17
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Ignition Management
In the normal course of events, with the engine operating
at the correct temperature in defined conditions, the
SECM will use load and engine speed to derive the correct
ignition timing. In addition to load and speed there are
other circumstances under which the SECM may need to
vary the ignition timing, including low engine coolant
temperature, air temperature, start-up, and idle speed con-
trol.
SECM Electrical Mounting Recommendations
In order to prevent the possibility of any SECM malfunc-
tions due to EMI/RFI emissions, engine packagers and
OEMs should follow industry “best practices” and the
SECM mounting and harness recommendations listed
below:
• The SECM should be mounted in a location that
minimizes the amount of EMI the module is
exposed to by locating it as far as practical from all
high tension components, such as ignition coils,
distributors, spark plug wires, etc. It is recom-
mended that the SECM be mounted at least 29.5”
(749 mm) away from the distributor and ignition
coil, and at least 20” (508 mm) from the nearest
plug wire.
• All wiring harnesses should be routed to minimize
coupling (both radiated and conducted), and be
securely fastened to minimize movement and
maintain proper clearance between the SECM and
all ignition system components.
• The OEM must ensure that a high-quality ground
connection between the SECM and battery nega-
tive (-) is provided and can be maintained for the
useful life of the vehicle. This may require the use
of star-type washers on all ground lug connections
between the SECM and the battery and/or special
preparation of all mating surfaces that complete the
ground connection in order to ensure that the con-
nection is sound.
Engineering judgment must be exercised on all applica-
tions to determine if appropriate measures have been
implemented to minimize EMI exposure to the SECM and
associated cabling. The above recommendations do not
provide any guarantee of proper system performance.
SM 751
SECM / Sensors
The 48-pin Small Engine Control Module (SECM) and
sensors provide the computational power, algorithm logic,
sensor inputs and control outputs to control the system.
The SECM receives signals from the sensors, digitizes
these signals, and then, through algorithms and calibration
maps, computes the desired output response to effect con-
trol of fuel, spark and air to the engine. The SECM also
provides a variety of other functions and features. These
include system monitoring and diagnostics to aid in main-
taining efficient system operation and auxiliary control.
SECM/sensor inputs and control output specifications are
specific to the application, but include a selection of the
following:
Analog Inputs
The 48-pin SECM is equipped with sufficient analog
inputs for the following sensors.
• Manifold Absolute Pressure (MAP) 1bar MAP, 0
to 5 V
• Manifold Air Temperature (MAT)
-40°F to 266°F (-40°C to 130°C) range, 48 kohm
to 85 ohm sensor range
• Throttle Position Sensor 1&2 (TPS1 & TPS2) 0
to 5 V
• Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5
V
• Coolant Temperature Sensor (CTS)
-40°F to 266°F (-40°C to 130°C) range, 48K ohm
to 85 ohm sensor range
• Fuel Temperature Sensor (FTS)
-40°F to 266°F (-40°C to 130°C) range, 48K ohm
to 57 ohm sensor range
• HEGO (3) 0 to 1 V
• Auxiliary Analog Input (2) 0 to 5 V
• Battery Voltage (Vbatt) (1) 8-18 V
02(LP-T3)-1-18
 Group 02(LP-Tier3), MI-07 LP SYSTEM
With the exception of battery voltage, all inputs are 0-5
Vdc, ground referenced.
Resolution should be 0.1% or better. Accuracy should be
2% or better.
Frequency/Position Inputs
• Crankshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors Permits speed
resolution of 0.25 rpm and crankshaft position res-
olution of 0.5°
• Camshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors.
Digital Inputs
• Oil pressure switch
Normally open, internal pull-up resistor provided
to detect external switch to ground
• Transmission oil temperature switch
Normally open, internal pull-up resistor provided
to detect external switch to ground
• Ground speed select switch
Permits selecting two different maximum engine
speeds
• Vswitched
Switched battery voltage
SM 751
Outputs
• FTV drivers (2)
10A peak, 45V max. To drive an on/off fuel trim
valve with a minimum impedance of 5 ohms
Capable of continuous on-time
Drive circuit designed for minimum turn-on /turn-
off delay
FTVs will be pulse width modulated between 8
and 40 Hz with a minimum pulse width resolution
of 50 usec
• Fuel lock-off solenoid valve
Low side switch, 10A peak, 4A continuous 45 V
max
• Electronic Spark Timing (EST) (4)
TTL compatible outputs
Software configured for coil-on-plug ignition sys-
tem
• Throttle control (1)
H-Bridge, 5A peak, 2.5A continuous at 2500 Hz
PWM includes current feedback for diagnostic
purposes.
• MIL (malfunction indicator lamp)
Low side switch, sufficient to drive a 7W incandes-
cent lamp continuously
• CANBus
CAN 2.0b serial communication for J1939 com-
munications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.
SECM-48 Wiring Diagram
! CAUTION
PROPER WIRING
To prevent system faults be sure to follow
good wiring practices. Poor wiring may cause
unexpected or intermittent failures not
related to MI-07 components.
NOTE
Always refer to MOR-furnished wiring dia-
grams for your specific application.
02(LP-T3)-1-19
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Figure 21. SECM Wiring Diagram for the LP Certified System

SM 751 02(LP-T3)-1-20
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 2

SPECIFICATIONS

LP Fuel System Requirements N-2007 Pressure Regulator Specifica-

tions
Operating Tempera- -20 °F to 221°F [-29 °C to 105 °C]
ture Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
1723.69 kPa)
Long-term Storage
-40 °F to 140 °F [-40 °C to 60 °C]
Temperature Fuel Inlet Fitting 1/4” NPT
Short-term Storage Fuel Outlet Fitting Two 3/4” NPT fittings with one
Temperature (Heat ˺ 257 °F [125 °C] plugged and
Soak) one 1/8” NPT fitting with plug
LPG Composition HD5 / HD10 LPG. Failure to use Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]
Requirements fuel compliant with HD5 or HD10 Temperature at Tank
standards will void the user war- Outlet
ranty.
Primary Pressure Tap 1/8” NPT with plug
Fuel Filter Micron 10 micron or better at 99%
Size efficiency Max Flow 50 lbm/hr LPG

Coolant Flow to > 1.0 gpm/100bhp,

Environmental / Electrical Specifica-
tions
Ambient Operating -20 °F to 221°F [-29 °C to 105 °C]
Temperature
LPG Fuel Temperature -20 °F to 120 °F [-29 °C to 49 °C]
(Due to the low vapor pressure of
LPG below -20 °F (-29 °C), repeated
cranking to start the engine may be
required)
Operating Voltage 8-16 Vdc
Over Voltage Operation 18 Vdc for less than 5 minutes
24 Vdc for less than 1 minute
Vaporizer equipped with 140 °F (60 °C) thermo-
stat
Fuel Outlet Pressure -0.7 · 0.2 inH2O @ 1.7 lbm/hr LPG
Setpoints
(-1.744 · 0.498 mbar) @ 1.7 lbm/hr
LPG)
-2.0 · 0.2 inH2O @ 50 lbm/hr LPG
(-4.982 · 0.498 mbar) @ 50 lbm/hr
LPG)
Mounting Regulator should be installed with
centerline of outlet at least 15° below
horizontal to permit drainage of any
liquid precipitates from LPG fuel.
Diaphragm should be vertically ori-
ented.

SM 751 02(LP-T3)-2-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM

CA100 Mixer Specifications Fuel Trim Valve (FTV) Specifications

Fuel LPG Actuator Type On/off two-position valve compatible
with LPG
Fuel Inlet Fitting 1/2” NPT
Fuel inlet fitted with Delphi tempera- Operating Voltage 8-16 Vdc
ture sensor

Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-24

screws in 1.94” (49.28mm) square pat- Ignition System Specifications
tern
Coil Type Inductive
Mixer Mounting 1.87” (47.49mm ID outlet, four #12-24
Flange screws arranged in a rectangular pattern Coil Supply Voltage 8-16 Vdc

Reference Pressure Two 1/8-NPT ports. Pressure readings Minimum Open Circuit Voltage > 30 kV
Ports must be identical within 0.25 inH2O
(0.623 mbar) at all airflows. Minimum Coil Energy 35 mJ

Air Valve Vacuum 1/4-28 UNF Maximum Dwell Time 4 msec

(AVV) Port Size
Operating Temperature -20°F to 221°F [-29°C to
Fuel Inlet None 105°C]
Adjustments
Long-term Storage Temperature -40°F to 140°F [-40°C to
Idle Air Adjustment None 60°C]
Mounting Suitable for on-engine mounting in ver- Short-term Storage Temperature ˺ 257°F [125°C]
tical orientation (Heat Soak)

Electronic Throttle System Specifica-

tions System Control Performance Specifi-
Minimum Electrical Resistance
cations Power /Torque
1.5 ohms
of Throttle Actuator The MI-07 system maximizes engine power and torque while
meeting customerspecific needs for emissions, fuel consump-
tion, durability, and drivability. Bear in mind that engine power
is dependent on many variables other than the fuel control sys-
SECM Specifications tem, i.e., compression ratio, friction, valve timing, etc.

Operating Tempera-
-20 °F to 221°F [-29 °C to 105 °C]
ture
Exhaust Emissions
Long-term Storage -40 °F to 140 °F [-40 °C to 60 °C]
Temperature MI-07 is capable of meeting EPA 2007 LSI engine emission
standards when operating properly with an approved three-way
Short-term Storage ˺ 257 °F [125 °C] catalyst. Emission standards must be met on both the LSI engine
Temperature (Heat off-highway transient emissions test cycle and the ISO 8178 type
Soak) C2 steady-state emissions test cycle.
Operating Voltage 8-16 Vdc The fuel control logic, for both LPG and gasoline, employs a
SECM microprocessor may reset at closed-loop exhaust gas oxygen control algorithm in order to
voltages below 6.3 Vdc compensate for fuel system tolerances, aging, altitude, and fuel
composition. The algorithm utilizes dual heated exhaust gas
Operating On-engine mounting, underhood auto-
oxygen (HEGO) sensors with an output that switches high and
Environment motive Capable of withstanding spray
low at stoichiometry. When operated with LPG, the control logic
from a pressure washer
compensates for variations in fuel temperature as measured at
the mixer inlet.

SM 751 02(LP-T3)-2-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Driveability / Transient Response

The engine will meet requirements of the EPA LSI engine tran-
sient emissions test cycle. It should start, run, accelerate, decel-
erate, and stop without hesitation or miss-fire.

Idle Speed
The low idle speed setpoint ranges between 500 rpm and 800
rpm, as defined by the OEM during calibration.

Maximum Speed
The maximum governed speed setpoint ranges between 1800
rpm and 3000 rpm, as defined by the OEM during calibration.

SM 751 02(LP-T3)-2-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 3
RECOMMENDED MAINTENANCE
Suggested maintenance requirements for an engine
equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a custom-
ized maintenance schedule using the requirements listed
in this section and any other requirements listed by the
engine manufacturer.
Maintenance Tests & Inspections
Test Fuel System for Leaks
• Obtain a leak check squirt bottle or pump spray
bottle.
• Fill the bottle with an approved leak check solu-
tion.
• Spray a generous amount of the solution on the
fuel system fuel lines and connections, starting at
the storage container.
• Wait approximately 15-60 seconds, then perform a
visual inspection of the fuel system. Leaks will
cause the solution to bubble.
• Listen for leaks
• Smell for LPG odor which may indicate a leak
• Repair any leaks before continuing.
• Crank the engine through several revolutions. This
will energize the fuel lockoff and allow fuel to
flow to the pressure regulator/converter. Apply
additional leak check solution to the regulator/
converter fuel connections and housing.
Repeat leak inspection as listed above.
• Repair any fuel leaks before continuing.
SM 751
Inspect Engine for Fluid Leaks
• Start the engine and allow it to reach operating
temperatures.
• Turn the engine off.
• Inspect the entire engine for oil and/or coolant
leaks.
• Repair as necessary before continuing.
Inspect Vacuum Lines and Fittings
• Visually inspect vacuum lines and fittings for
physical damage such as brittleness, cracks and
kinks. Repair/replace as required.
• Solvent or oil damage may cause vacuum lines to
become soft, resulting in a collapsed line while the
engine is running.
• If abnormally soft lines are detected, replace as
necessary.
Inspect Electrical System
• Check for loose, dirty or damaged connectors and
wires on the harness including: fuel lock-off,
TMAP sensor, O2 sensors, electronic throttle, con-
trol relays, fuel trim valves, crank position sensor,
and cam position sensor.
• Repair and/or replace as necessary.
Inspect Foot Pedal Operation
• Verify foot pedal travel is smooth without sticking.
Check Coolant Level
• The items below are a general guideline for system
checks. Refer to the engine manufacturer’s specific
recommendations for proper procedures.
• Engine must be off and cold.
02(LP-T3)-3-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM

! WARNING ! CAUTION
PROPER USE Do not over tighten the spark plugs.
Never remove the pressure cap on a hot
engine.
Replace LP Fuel Filter Element
• The coolant level should be equal to the “COLD” Park the lift truck in an authorized refueling area with the
mark on the coolant recovery tank. forks lowered, parking brake applied and the transmission
• Add approve coolant to the specified level if the in Neutral.
system is low.
1. Close the fuel shutoff valve on the LP-fuel tank. Run
the engine until the fuel in the system runs out and
Inspect Coolant Hoses the engine stops.

• Visually inspect coolant hoses and clamps. 2. Turn off the ignition switch.
Remember to check the two coolant lines that con- 3. Scribe a line across the filter housing covers, which
nect to the pressure regulator/converter. will be used for alignment purposes when re-install-
• Replace any hose that shows signs of leakage, ing the filter cover.
swelling, cracking, abrasion or deterioration.
Filter
Housing
Inspect Battery System Scribe Point

• Clean battery outer surfaces with a mixture of bak-

ing soda and water.
• Inspect battery outer surfaces for damage and
replace as necessary.
• Remove battery cables and clean, repair and/or
replace as necessary.

FUEL FILTER DISASSEMBLY (Steps 4-7)

Inspect Ignition System
4. Remove the cover retaining screws (1).
• Remove and inspect the spark plugs. Replace as
required. 5. Remove top cover (2), magnet (3), spring (4), and fil-
ter element (7) from bottom cover (5).
• Inspect the ignition coil for cracks and heat deteri-
oration. Visually inspect the coil heat sink fins. If 6. Replace the filter element (7).
any fins are broken replace as required.
7. Check bottom cover O-ring seal (6) for damage.
Replace if necessary.
Replace Spark Plugs
2
• Using a gentle twisting motion, remove the high
voltage leads from the spark plugs. Replace any 4 1
damaged leads.
• Remove the spark plugs.
• Gap the new spark plugs to the proper specifica- 5
tions. 3
• Apply anti-seize compound to the spark plug
threads and install.
• Re-install the high voltage leads. 6
7

SM 751 02(LP-T3)-3-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM
8. Re-assemble the filter assembly aligning the scribe
lines on the top and bottom covers.
9. Install the cover retaining screws, tightening the
screws in an opposite sequence across the cover.
10. Open the fuel valve by slowly turning the valve
counterclockwise.
11. Crank the engine several revolutions to open the fuel
lock-off. DO NOT START THE ENGINE. Turn the
ignition key switch to the off position.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.
Testing Fuel Lock-off Operation
• Start engine.
• Locate the electrical connector for the fuel lock
(A).
• Disconnect the electrical connector.
• The engine should run out of fuel and stop within a
short period of time.
NOTE
The length of time the engine runs on
trapped fuel vapor increases with any
increase in distance between the fuel lock-off
and the pressure regulator/converter.
• Turn the ignition key switch off and re-connect the
fuel lock-off connector.
Figure 22. MI-07 System Installed on GM 4.3L Engine
SM 751
Pressure Regulator/Converter Inspection
• Visually inspect the pressure regulator/converter
(B) housing for coolant leaks.
• Refer to Chapter 4 if the pressure regulator/con-
verter requires replacement.
Fuel Trim Valve Inspection (FTV)
• Visually inspect the fuel trim valves (C) for abra-
sions or cracking. Replace as necessary.
• To ensure a valve is not leaking a blow-by test can
be performed.
1. With the engine off, disconnect the electrical connec-
tor to the FTVs.
2. Disconnect the vacuum line from the FTVs to the
pressure regulator/converter at the converters tee
connection.
3. Lightly blow through the vacuum line connected to
the FTVs.
Air should not pass through the FTVs when de-ener-
gized.
If air leaks past the FTVs when de-energized, replace
the FTVs.
Inspect Air/Fuel Valve Mixer Assembly
• Refer to Chapter 5 for procedures regarding the LP
mixer (D).
Inspect for Intake Leaks
• Visually inspect the intake throttle assembly (E),
and intake manifold for looseness and leaks.
Repair as necessary.
Inspect Throttle Assembly
• Visually inspect the throttle assembly motor hous-
ing for coking, cracks, and missing cover-retaining
clips. Repair and/or replace as necessary.
NOTE
Refer to Chapter 4 for procedures on remov-
ing the mixer and inspecting the throttle
plate.
02(LP-T3)-3-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Checking the TMAP Sensor

• Verify that the TMAP sensor (F) is mounted tightly
into the manifold or manifold adapter (E), with no
leakage.
• If the TMAP is found to be loose, remove the
TMAP retaining screw and the TMAP sensor from
the manifold adapter.
• Visually inspect the TMAP O-ring seal for dam-
age. Replace as necessary.
• Apply a thin coat of an approved silicon lubricant
to the TMAP O-ring seal.
• Re-install the TMAP sensor into the manifold or
manifold adapter and securely tighten the retaining
screw.

Inspect Engine for Exhaust Leaks

• Start the engine and allow it to reach operating
temperatures.
• Perform visual inspection of exhaust system from
the engine all the way to the tailpipe. Any leaks,
even after the post-catalyst oxygen sensor, can
cause the sensor output to be effected (due to
exhaust pulsation entraining air upstream). Repair
any/all leaks found. Ensure the length from the
postcatalyst sensor to tailpipe is the same as origi-
nal factory.
• Ensure that wire routing for the oxygen sensors is
still keeping wires away from the exhaust system.
Visually inspect the oxygen sensors to detect any
damage.

SM 751 02(LP-T3)-3-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Maintenance Schedule

NOTE
The MI-07 fuel system was designed for use with LPG fuel that complies with HD5 or HD10 LPG fuel
standards. Use of noncompliant LPG fuel may require more frequent service intervals and will disqualify
the user from warranty claims.

INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
General Maintenance
Test fuel system for leaks. Prior to any service or maintenance activity
Inspect engine for fluid leaks. X
Inspect all vacuum lines and fittings. X
Inspect electrical system; check for loose, dirty, or
X
damaged wires and connections.
Inspect isolation mounts on engine control module
X
for cracks and wear; replace as necessary.
Inspect all fuel fittings and hoses. X
Inspect foot pedal travel and operation. X
Replace timing belt X
Check for MIL lamp test at key-on. If MIL lamp
remains illuminated (indicating a fault), use pedal X
to recover fault code(s). Repair faults.
Engine Coolant
Check coolant level. X
Inspect coolant hoses and fittings for leaks, cracks,
X
swelling, or deterioration.
Engine Ignition
Inspect battery for damage and corroded cables. X
Inspect ignition system. X
Replace spark plugs X
Fuel Lock-Off/Filter
Replace LP fuel filter element. X
Inspect lock-off and fuel filter for leaks. X
Ensure lock-off stops fuel flow when engine is off. X
Pressure Regulator/Converter
Test regulator pressures. X
Inspect pressure regulator vapor hose for deposit
X
build-up. Clean or replace as necessary.
Inspect regulator assembly for fuel/coolant leaks. X
Fuel Trim Valve
Inspect valve housing for wear, cracks or
X
deterioration.
Ensure valve seals in the closed position when the
X
engine is off.
Replace FTV. When indicated by MIL

SM 751 02(LP-T3)-3-5
 Group 02(LP-Tier3), MI-07 LP SYSTEM

INTERVAL HOURS
CHECK POINT Every 250 Every 500 Every 1000 Every 1500 Every 2500
Daily Hours or Hours or Hours or Hours or Hours or
1 month 3 months 6 months 9 months 1 year
Carburetor
Check air filter indicator. X
Check for air leaks in the filter system. X
Inspect air/fuel valve mixer assembly for cracks,
loose hoses, and fittings. Repair or replace as X
necessary.
Check for vacuum leaks in the intake system
including manifold adapter and mixer to throttle X
adapter.
Repair or replace throttle assembly. When indicated by MIL
Inspect air filter. X
Replace air filter element. X
Check TMAP sensor for tightness and leaks. X
Exhaust & Emission
Inspect engine for exhaust leaks. X
Replace PCV valve and breather element. X
Replace HEGO sensors When indicated by MIL

SM 751 02(LP-T3)-3-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 4

INSTALLATION PROCEDURES

! WARNING
PROPER USE
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable
materials away from the lift truck when
work is done on the fuel system.
• Gas vapor may reduce oxygen available for
breathing, cause headache, nausea, dizzi-
ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
• Liquid propane may cause freezing of tis-
sue or frostbite. Avoid direct contact with
skin or tissue; always wear appropriate
safety protection including gloves and
safety glasses when working with liquid
propane.

! CAUTION
The regulator/converter and mixer are part
of a certified system complying with EPA and
CARB 2007 requirements. Only trained, cer-
tified technicians should perform disassem-
bly, service or replacement of the regulator/
converter or mixer.

Hose Connections
Proper operation of the closed loop control greatly
depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagrams below for
proper routing and maximum hose lengths when reinstall-
ing system components.

NOTE
Preferred mounting of regulator is off engine.

Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30
R7 R8 / EPDM textile reinforced / -40° F to +257° F (-
40°C +125°C / Inside Diameter: 7/32” (5.56mm)

SM 751 02(LP-T3)-4-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Certified System Connections

DWG NO 5555-1202
Figure 23. Hose Connections for 4.3L Engine

DIAGRAM NOTES

Trim valves must be posi- ཛ N-2007 Regulator ར Solenoid (AFS Lock Off Valve)
1 tioned vertically with flow
ཛྷ Plastic WYE Fitting (black color) ལ Brass Tee Fitting. 1/4 Tube x 1/8
arrows in position shown
for 7/32” (5.56mm) ID Tube NPTF x 1/4 Tube
Fuel outlet must be min 15° Hose
ཤ CA100 Mixer
2 below horizontal position ཝ Valve (TEV Bosch Canister)
ཥ 1/4” (6.35mm) hose barb to 1/8”
Only one 90° fitting permissi- ཞ Plastic WYE Fitting (blue color) (3.2mm) male pipe, 125HBL,
3 ble on vapor fuel line for 7/32” (5.56mm) ID Tube .062 flow ID
between mixer and regulator Hose
ས 1/4-28 UNF x 1/4” (6.35mm) hose
(As shown the temp sensor ཟ Adapter (temperature sensor) barb
adaptor is considered the one
90° fitting.) འ Sensor (coolant, temperature)

ཡ Nipple (.625 hex 4mp, 2.5L steel)

Vapor fuel fittings (regulator
4 and mixer) must have mini-
mum ID of 0.46” (11.68mm)

Vapor hose length to be as

8 short as possible and have no
restrictions for best regulator
performance

SM 751 02(LP-T3)-4-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Removal and Installation of N-2007
Certified LP Regulator/Converter
Follow the procedures below for removal and reinstalla-
tion of the N-2007 regulator in certified systems.
N-2007 Removal Steps
Refer to Figure 24.
1. Close the liquid outlet valve in the forklift cylinder or
fuel storage container.
2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is
exhausted and the engine shuts down.
3. Key switch in “OFF” position.
4. Remove the fuel inlet line (1) from the lock-off, the
two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lockoff connec-
tor (3).
5. Remove the four rear-mounting bolts that hold the
regulator to the support bracket. This will allow eas-
ier access to the remaining hose clamps.
6. Remove the two cooling lines (4) from the regulator.
NOTE
NOTE: Either drain the coolant system or
clamp off the coolant lines as close to the reg-
ulator as possible to avoid a coolant spill
when these lines are disconnected.
7. Remove the fuel vapor outlet hose (5) from the regu-
lator.
8. Remove the nipple extension (6) with the lock-off
from the regulator.
4 tification, as they must be reinstalled correctly for
3
5 6
2
1
Figure 24. N-2007 Regulator in Certified System
SM 751
N-2007 Installation Steps
Refer to Figure 27.
1. Install the nipple extension (6) with the lock-off to
the regulator.
2. Install the fuel vapor outlet hose (5) to the regulator.
3. Install the two cooling lines (4) to the regulator.
4. Install the four rear-mounting bolts that hold the reg-
ulator to the support bracket. Use a torque wrench
and tighten each bolt to 60-70 lbf-in (6.78-7.91 N-
m).
5. Install the fuel inlet line (1) to the lock-off, the two
vacuum lines (2) to the branch-tee fitting in the regu-
lator vent and re-connect the lock-off connector (3).
6. Open the liquid outlet valve in the forklift cylinder or
fuel storage container.
Removal and Installation of CA100
Mixer
Follow the procedures below for removal and reinstalla-
tion of the CA100 mixer.
CA100 Mixer Removal Steps
Refer to Figure 25.
1. Close the liquid outlet valve in the forklift cylinder or
fuel storage container.
2. Purge the system of fuel by starting the engine and
running until all trapped fuel in the system is
exhausted and the engine shuts down.
3. Key switch in “OFF” position.
4. Remove the air cleaner hose (1).
5. Mark the two vacuum lines (2) to the mixer for iden-
proper operation. Remove the two vacuum lines.
6. Remove vapor fuel inlet line (3) from the fuel tem-
perature sensor fitting (4).
7. Disconnect the fuel temperature sensor connector
(5).
8. Disconnect the wires leading to the electronic throttle
body by pinching the lock tabs on either side of the
wiring harness connector. (See Figure 26 for location
of connector.)
02(LP-T3)-4-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM

9. Loosen the four bolts (6) that secure the mixer/

adapter/throttle body assembly to the intake mani- VACUUM PORT BARB
fold. Used only on certified systems.
Location may vary depending upon
application.
10. Remove the mixer (9), the adapter (7), and the throt-
tle body (8) as an assembly by gently pulling
ALTERNATE VACUUM PORT BARB
upwards. Take care not to drop anything down the
intake manifold.
11. Gently wiggle and pull to separate mixer and adapter
from the throttle body. Take note of the adapter ori- Figure 27. Throttle Adapter Mount Screws
entation on the mixer, as it must be reinstalled cor-
rectly for proper fit on the throttle.
12. Remove the four mounting screws that attach the CA100 Mixer Installation Steps
throttle body adapter to the mixer. Refer to Figure 25.
13. Remove the fuel temperature sensor (not shown) 1. Install the vacuum port barb onto the mixer (9).
from the tee (4).
2. Install the fuel temperature sensor fitting (4) onto the
14. Remove the fuel temperature sensor fitting from the mixer.
mixer. Take note of the fitting’s orientation on the
mixer, as it must be reinstalled correctly for proper 3. Install the fuel temperature sensor into the fitting.
fit. 4. Install the four mounting screws that attach the throt-
15. Remove the short vacuum port barb from the mixer. tle adapter (7) to the mixer. See Figure 27. Torque
(See Figure 27 for location of port barb on mixer.) bolts to 30-40 lbf-in (3.39-4.52 N-m).
5. Position the mixer/adapter assembly onto the throttle
3 2 9 body (8), then drop in the four mounting bolts (6)
and gently push down on the assembly until it rests
on the throttle body. Be careful not to pinch the O-
1 ring.
(See Figure 26.)
6. Attach the mixer/throttle body assembly to the intake
4 manifold, making sure gasket is in place. Tighten the
four mounting bolts.
7 8
2 7. Connect the wiring harness to the throttle body. (See
5
6 Figure 27 for location of connector.) Connect the fuel
temperature sensor connector (5) to the sensor.
Figure 25. CA100 Mixer Installed on Engine
8. Install the vapor fuel inlet line (3) to the fuel temper-
ature sensor fitting.
Wiring 9. Install the two vacuum lines (2) to the mixer using
Harness
Connection the previous marks for identification. Vacuum lines
must be installed correctly for proper operation.
O-Ring
10. Install the air cleaner hose (1).
Spacer

Figure 26. O-Ring and Spacer Within Mixer Adapter Assembly

SM 751 02(LP-T3)-4-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Section 5
TESTS AND ADJUSTMENTS
! WARNING
PROPER USE
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable
materials away from the lift truck when
work is done on the fuel system.
• Gas vapor may reduce oxygen available for
breathing, cause headache, nausea, dizzi-
ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
• Liquid propane may cause freezing of tis-
sue or frostbite. Avoid direct contact with
skin or tissue; always wear appropriate
safety protection including gloves and
safety glasses when working with liquid
propane.
NOTE
The regulator/converter and mixer are part
of a certified system complying with EPA and
CARB 2007 requirements. Only trained, cer-
tified technicians should perform disassem-
bly, service or replacement of the regulator/
converter or mixer.
N-2007 Regulator Service Testing
For checking the N-2007 regulator/converter operation,
the following tests can be performed (See Chapter 5 for
removal/installation of the N-2007 regulator). To check
the secondary regulation (output) a simple vacuum hand
pump can be used to simulate the vacuum signal transmit-
ted from the air/fuel mixer when the engine is running.
See listing below for required hardware.
Break-Off Test
Secondary Stage Test Hardware
1. Hand vacuum pump
2. Regulator vapor outlet test fitting 3/4” NPT x 1/4”
hose barb
SM 751
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4” hose
barb
4. Vacuum hose
5. 0-3” WC Magnehelic gauge (inches of water col-
umn)
Secondary Stage (Break-Off) Test
1. Connect the vacuum pump, the Magnehelic gauge
and the regulator vapor outlet to the Union Tee fitting
(Figure 28). Make sure there is no leakage at any of
the fittings.
2. Using the vacuum pump slowly apply enough vac-
uum to measure above -2” WC on the gauge. This
vacuum signal opens the secondary valve in the N-
2007 regulator/converter.
3. Release the vacuum pump lever and you will see the
gauge needle start falling back toward zero. When
the pressure drops just below the specified break-off
pressure (-0.5 +/- 0.35” WC) of the secondary spring,
the needle should stop moving.
4. At this point the secondary valve should close. If the
secondary valve seat or the secondary diaphragm is
leaking the gauge needle will continue to fall toward
zero (proportional to the leak size). An excessively
rich air/fuel mixture can be caused by a secondary
valve seat leak and the regulator should be replaced.
Figure 28. Secondary Stage Test Connection
02(LP-T3)-5-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Pressure Test
Primary Stage Test Hardware
1. Shop air pressure regulator adjusted to 100 psi
2. Shop air hose fitting (1/4” NPT to air hose)
3. Air hose
4. Test gauge fitting (1/16” NPT x 1/4” hose barb)
5. Vacuum hose or vinyl tubing
6. 0-60” WC Magnehelic gauge (inches of water col-
umn)
Primary Stage Pressure Test
1. Remove the primary test port plug from the side of
the regulator and install the 1/16” NPT hose barb fit-
ting (Figure 29).
2. Connect a compressed air line (shop air ~100 psi) to
the liquid propane fuel inlet of the N-2007 regulator
(Figure 29).
REGULATOR INLET
PRIMARY PRESSURE TAP
Figure 29. Primary Stage Test Connection
3. Apply compressed air, wait for air to exit the hose
barb in the test port, and then connect the Magnehelic
gauge (Figure 30) to the hose barb using the vacuum
hose or vinyl tubing. This prevents the gauge from
reading maximum pressure due to the large velocity
of compressed air entering the primary chamber.
4. Make sure there is no leakage at any of the fittings.
The static pressure should read between 40-60” of
SM 751
water column on the Magnehelic gauge and maintain
a constant pressure for 60 seconds.
Figure 30. Magnehelic Gauge Connection to Hose Barb
5. If the pressure reading begins to increase, a leak is
most likely present at the primary valve, either the
primary valve o-ring or the valve itself. If a leak is
present the regulator should be replaced.
6. If the pressure begins to decrease, the secondary seat
is probably not making an adequate seal and is leak-
ing. The regulator should be replaced.
7. If the test is successful, re-install the primary test
port plug and check the fittings for leaks. See Chap-
ter 5 for installation of the N-2007 regulator.
NOTE
The N-2007 primary stage pressure can also
be tested at idle on a running engine. The N-
2007 primary pressure should be between 40
inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.
! WARNING
• LP gas is highly flammable. To prevent
personal injury, keep fire and flammable
materials away from the lift truck when
work is done on the fuel system.
• Gas vapor may reduce oxygen available for
breathing, cause headache, nausea, dizzi-
ness and unconsciousness and lead to
injury or death. Always operate the forklift
in a well ventilated area
Liquid propane may cause freezing of tissue or frost-
bite. Avoid direct contact with skin or tissue; always
wear appropriate safety protection including gloves
and safety glasses when working with liquid propane.
02(LP-T3)-5-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

AVV (Air Valve Vacuum) Testing Ignition Timing Adjustment

With the MI-07 system, ignition-timing advance is con-
Purpose of Test trolled by the SECM.

Check for excessive or inadequate pressure drop across The initial ignition timing needs to be set by the MOR.
CA55-500 mixer. This setup requires a specific technique for each engine
installation.
AVV Test Hardware
1. Union Tee fitting, 1/4” (6.35mm) NPT Connection of MI-07 Service Tool
with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) hose
barbs To use the Service Tool, a USB (Universal Serial Bus) to
CAN (Controller Area Network) communication adapter
2. Vacuum hose
by KVaser will be required along with a Crypt Token
3. 0-20” H2O differential pressure Magnehelic gauge (Figure 32). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary data from the
SECM.
AVV Test
1. Install Union Tee fitting in the hose between the
FTVs and the AVV fitting. Connect this fitting to the
low pressure port of the Magnehelic gauge (Figure
31).
2. Leave high pressure port of the Magnehelic gauge
exposed to ambient pressure (Figure 31).
3. With the engine fully warmed up and running at idle
(750 rpm) place the transmission in Neutral. The
AVV should be between 5” and 8” H2O of pressure Figure 32. KVaser
vacuum. Communication Adapter
4. If the measured pressure drop is excessively high, 1. Install the Crypt Token in an available USB port in
check for sticking or binding of the diaphragm air the computer (Figure 33).
valve assembly inside the mixer. Replace mixer if
necessary.
5. If the measured pressure drop is low, check for vac-
uum leaks in the manifold, throttle, mixer, TMAP
sensor and attached hoses.

Crypt
Gauge Token
Fitting

Figure 33. Crypt Token Installed on Laptop

2. With the ignition key in the OFF position, connect
the KVaser communication cable from a second USB
AVV
Fitting port on the computer to the CAN communications
cable on the engine.
(*If your laptop computer does not have a second
Figure 31. Magnehelic Gauge Connection USB port an appropriate USB hub will need to be
used).

SM 751 02(LP-T3)-5-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM
3. Connect a timing light to the engine.
4. Turn the ignition key to the ON position (Do Not
Start the Engine).
5. Launch the MotoView program on your computer
and open the Service Tool display (Figure 34).
Figure 34. Opening the Service Tool Display
SM 751
Idle Mixture Adjustment
NOTE
Be sure engine is fully warm (ECT>167°F
[75°C]) before performing the idle mixture
adjustment.
The CA100 mixer requires adjustment of the idle mixture
screw to assure optimal emissions and performance. This
adjustment accounts for minor part-to part variations in
the fuel system and assures stable performance of the
engine at idle. Once adjusted, the idle mixture screw is
sealed with a tamper proof cap, after which it need not be
adjusted for the life of the vehicle.
Therefore, the only situations in which the idle mixture
screw needs to be adjusted are when the engine is initially
fitted with a fuel system at the factory and following the
field replacement of the mixer. Under these situations, fol-
low the procedures below for adjustment of the idle mix-
ture screw.
Factory Test Preparation:
1. Install the MI-07 fuel system, wiring harness and
SECM-48 control module on the engine.
2. All coolant hoses should be attached, filled with
coolant and bled to remove any air.
3. Attach LPG fuel lines.
4. Attach wiring harness to battery power.
5. Attach exhaust system.
6. If present, set fuel select switch to LPG fuel.
When operated at the factory, it is critical to simulate the
airflow found on a forklift at idle as nearly as possible in
order to achieve the proper air valve lift in the mixer. It
may be necessary to place a load on the engine to achieve
the required airflow without overspeeding the engine.
Means of achieving this load include:
a. Place an electrical load on the alternator. The
alternator should be able to briefly hold loads of
approximately 1.2 kW.
b. Attach the engine to a dynamometer.
02(LP-T3)-5-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM
Factory Adjustment Procedure:
NOTE
Be sure engine is fully warm (ECT>167°F
[75°C]) before performing the idle mixture
adjustment.
1. Operating the engine on LPG fuel, start the engine
and permit it to warm up until the coolant tempera-
ture (ECT on Mototune display) is approximately
167°F (75°C).
2. Set APP input to minimum.
3. Adjust the load until engine speed reaches 750 rpm.
4. Mototune display parameter LP Fuel Control must
display “Closed Loop.”
5. Use the Mototune Service Tool to monitor Duty
Cycle % on the Mototune display.
6. To adjust the idle mixture screw, use a 5mm hex or
Allen-type wrench. Turning the screw in (clockwise)
should increase the duty cycle; turning the screw out
(counter-clockwise) should decrease the duty cycle.
7. Adjust the idle mixture screw on the mixer until a
reading of 40-45% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35).
Closed Loop
Duty Cycle
Figure 35. FTV Duty Cycle Percentage Displayed on Service Tool
8. Use the accelerator pedal to increase RPM above idle
momentarily (rev the engine) then release the pedal
to return to idle RPM. The duty cycle setting should
remain within the adjustment range (40-45%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
cycle to decrease.
9. Use the Mototune Service Tool to lock the FTV duty
cycle. Set display parameter DitherValveDC_ovr =
SM 751
locked (displayed in screen tab Manual Override 1
under AFR Trim Vales, select “locked” under box
labeled Lock DC%).
10. Use the Mototune Service Tool to monitor throttle
position (TPS1) and Exhaust gas oxygen equivalence
ratio (“O2 Value” in Figure 1). While monitoring O2,
slowly increase the pedal input (APP) to achieve a
TPS1 value of 15%.
11. Use the Mototune Service Tool to unlock the FTV
duty cycle. Set display parameter
DitherValveDC_ovr = unlocked (displayed in screen
tab Manual Override 1 under AFR Trim Vales, select
“unlocked” under box labeled Lock DC%).
12. If at any time in step 10, O2 was greater than 1.2 go
to step 13. If 02 remained below 1.2, proceed to Step
15.
13. Adjust the idle mixture screw on the mixer until a
reading of 50-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35).
14. Use the accelerator pedal to increase RPM above idle
momentarily (rev the engine) then release the pedal
to return to idle RPM. The duty cycle setting should
remain within the adjustment range (50-55%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
cycle to decrease.
NOTE
If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
15. Turn the ignition key to the OFF position to shut
down the engine.
02(LP-T3)-5-5
 Group 02(LP-Tier3), MI-07 LP SYSTEM
16. Install the tamper proof cap on the idle mixture screw
adjustment port using a large pin punch, so that no
further adjustments can be made (Figure 36).
Figure 36. Installing Tamper Proof Cap
Idle Mixture Screw
Under Cap
Tamper
Proof Cap
Field Adjustment Procedure:
The idle mixture adjustment should only be necessary on
a new mixer that does not have the tamper proof cap
installed. The method for making the idle mixture adjust-
ment to a running engine is to use the Service Tool soft-
ware by connecting a laptop computer to the SECM. If
you do not have the Service Tool a multimeter capable of
measuring duty cycle, such as a Fluke 87 III, can be used.
If using a multimeter, connect the meter positive lead to
between battery positive and the meter negative to the
FTV signal wire. For the Fluke 87, press the “RANGE”
button until 4 or 40 appears in the lower right-hand corner
of the display. Press the “Hz” button twice so that the per-
cent sign (%) appears on the right-hand side of the dis-
play. The multimeter will then read the duty cycle
percentage the same as the Service Tool shown in Figure
35.
1. After installing a new mixer, operate the engine on
LPG fuel. Start the engine and permit it to warm up
until the coolant temperature (ECT on Mototune dis-
play) is approximately 167°F (75°C).
2. Place the transmission in Neutral.
3. Mototune display parameter LP Fuel Control must
display “Closed Loop”.
SM 751
4. Use the Mototune Service Tool to monitor Duty
Cycle % on the Mototune display.
5. To adjust the idle mixture screw, use a hex or Allen-
type wrench. Turning the screw in (clockwise)
should increase the duty cycle; turning the screw out
(counterclockwise) should decrease the duty cycle.
6. Adjust the idle mixture screw on the mixer until a
reading of 45-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 35). If engine idle
performance is unstable screw the idle screw in
slightly to see if stability is obtained, but in no case
should duty cycle exceed 60%.
7. Use the accelerator pedal to increase rpm above idle
momentarily (rev the engine) then release the pedal
to return to idle rpm. The duty cycle setting should
remain within the adjustment range (45-55%). Place
your thumb over the adjustment port for a more accu-
rate reading by preventing air from leaking past the
mixture adjustment screw, which may cause the duty
cycle to decrease.
8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check the
duty cycle reading. Continue to do this until the FTV
duty cycle reading is within the optimum range (45-
55%).
9. DO NOT adjust the screw so far outward that the
tamper proof cap cannot be installed. A duty cycle
measurement at Closed Loop Idle of 40-60% is
acceptable if the optimum range of 45-55% cannot
be reached through adjustment. If the FTV duty cycle
cannot be adjusted below 60%, the mixer is faulty
and should be replaced.
NOTE
If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
10. Turn the ignition key to the OFF position to shut
down the engine.
11. Install the tamper proof cap on the idle mixture screw
adjustment port using a large pin punch, so that no
further adjustments can be made (Figure 36).
02(LP-T3)-5-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 6

BASIC TROUBLESHOOTING

Preliminary Checks • Vacuum hoses for splits, kinks, and proper connec-
tion.
MI-07 systems are equipped with built-in fault diagnos- • Air leaks at throttle body mounting and intake
tics. Detected system faults can be displayed by the Mal- manifold
function Indicator Lamp (MIL) and are covered in
Chapter 7, Advanced Diagnostics. However, items such as • Exhaust system leaks
fuel level, plugged fuel lines, clogged fuel filters, and • Ignition wires for cracking, hardness, proper rout-
malfunctioning pressure regulators may not set a fault ing, and carbon tracking
code and usually can be corrected with the basic trouble- • Wiring for pinches and cuts
shooting steps described on the following pages.
Also check:
If engine or drivability problems are encountered with
your MI-07 system, perform the checks in this section • Connections to determine that none are loose,
before referring to Advanced Diagnostics. cracked, or missing
• Fuel level in vehicle is sufficient
NOTE • Fuel is not leaking
Locating a problem in a propane engine is • Battery voltage is greater than 11.5 volts
done exactly the same as with a gasoline • Steering, brakes, and hydraulics are in proper con-
engine. Consider all parts of the ignition and dition and vehicle is safe to operate
mechanical systems as well as the fuel system.
NOTE
BEFORE STARTING . . .
The Visual/Physical check is very important,
1. Determine that the SECM and MIL light are operat- as it can often correct a problem without fur-
ing. Verify operation by keying on engine and check- ther troubleshooting and save valuable time.
ing for flash of MIL light.
When the ignition key is turned on, the MIL will illu-
minate and remain on until the engine is started.
Once the engine is started, the MIL lamp will go out
unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will
be stored in the memory of the small engine control
module (SECM). Once an active fault occurs the
MIL will illuminate and remain ON. This signals the
operator that a fault has been detected by the SECM.
2. Determine that there are no diagnostic codes stored,
or there is a diagnostic code but no MIL light.

VISUAL/PHYSICALCHECK
Several of the procedures call for a “Careful Visual/Physi-
cal Check” which should include:
• SECM grounds for being clean and tight

SM 751 02(LP-T3)-6-1
 Group 02(LP-Tier3), MI-07 SYSTEM

Basic Troubleshooting

Intermittents
An intermittent fault is the most difficult to troubleshoot since the MIL flashes on at random, causing uncertainty in the
number of flashes or the conditions present at the time of the fault. Also, the problem may or may not fully turn “ON” the
MIL light or store a code.
Therefore, the fault must be present or able to be recreated in order to locate the problem. If a fault is intermittent, use of
diagnostic code charts may result in the unnecessary replacement of good components.

CORRECTIVE ACTION

Most intermittent problems are caused by faulty electrical connections or wiring.

Perform careful visual/physical check for:
• Poor mating of the connector halves or terminal not fully seated in the connector body
(backed out)
• Improperly formed or damaged terminal. All connector terminals in problem circuit should
be carefully reformed or replaced to insure proper contact tension
• Loose connections or broken wires
• Poor terminal to wire connection crimp
If a visual/physical check does not find the cause of the problem, perform the
following:

1. Drive the vehicle with a voltmeter or “Service” tool connected to a suspected circuit. Check if
circuit is active and signal is reasonable.
2. Using the “Service” tool, monitor the input signal to the SECM to help detect intermittent
conditions.
3. An abnormal voltage, or “Service” reading, when the problem occurs, indicates the problem
may be in that circuit.
4. If the wiring and connectors check OK, and a diagnostic code was stored for a circuit having
a sensor, check sensor.
An intermittent “Service Engine Soon” light with no stored diagnostic code may be caused by:
• Ignition coil shortage to ground and arcing at spark plug wires or plugs
• MIL light wire to ECM shorted to ground
• SECM grounds (refer to SECM wiring diagrams).
Check for improper installation of electrical options such as lights, 2-way radios, accessories, etc.

EST wires should be routed away from spark plug wires, distributor wires, distributor housing, coil
and generator. Wires from SECM to ignition should have a good connection.

SM 751 02(LP-T3)-6-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Basic Troubleshooting (cont’d.)

Surges and/or Stumbles

Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no change in
the acceleration pedal.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Be sure driver understands vehicle operation as explained in the operator manual.

PROBABLE CAUSE CORRECTIVE ACTION

The fuel management should maintain a stoichiometric air-fuel ratio under all
steady state operating conditions following engine warmup.
Oxygen sensor malfunction
Failure of the Pre-catalyst O2 sensor should cause an O2 sensor fault that can be
diagnosed with the MIL lamp or Service Tool.

Fuel system malfunction
NOTE
NOTE: To determine if the condition is caused by a rich or lean
system, the vehicle should be driven at the speed of the complaint.
Monitoring precatalyst O2 adapts*, dither valve duty cycle, or
mechanical injector pulse width will help identify problem.

Check fuel supply while condition exists.

Check in-line fuel filter. Replace if dirty or plugged.
Check fuel pressure.

Check for proper ignition voltage output using spark tester.

Check spark plugs.
• Remove spark plugs, check for wet plugs, cracks, wear, improper gap,
Ignition system malfunction burned electrodes, or heavy deposits.
• Repair or replace as necessary.
• Check condition of spark plug wires.
• Check ignition timing.
Check vacuum lines for kinks or leaks.
Component malfunction
Check alternator output voltage. Repair if less than 9 or more than 16 volts.

Check condition of exhaust system.

Exhaust backpressure
Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).

(*) Refer to Table 1 for description of gaseous and liquid O2 adapts.

Related MIL Faults:
Pre-catalyst O2 sensor errors / O2 control errors
Dither valve DC faults / EST faults / ETC faults

SM 751 02(LP-T3)-6-3
 Group 02(LP-Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

Engine Cranking but Will Not Start / Difficult to Start

Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Be sure driver is using correct method to start engine as explained in operator’s manual. Use “clear flood” mode
during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue trouble-
shooting.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel container empty
Liquid valve closed
Propane excess flow
valve closed
Plugged fuel line
Clogged fuel filter
Faulty vapor connection
between the pressure
regulator/converter and the
mixer
Fuel lock-off malfunction
Pressure regulator/converter
malfunction
Incorrect air/fuel or ignition/
spark control
No crankshaft position sensor
signal
Check for LPG vapor from LPG liquid outlet valve on tank.
Fill fuel container. Do not exceed 80% of liquid capacity.
Slowly open liquid valve.
Reset excess flow valve in LPG tank.
Close liquid valve. Wait for a “click” sound;
slowly open liquid valve.
Remove obstruction from the fuel line.
• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may escape).
• Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve.
• Leak test.
Repair/replace as required.
See Chapter 3 Fuel Filter replacement.
Check connection
• Verify no holes in hose.
• Clamps must be tight.
• Look for kinked, pinched and/or collapsed hose.
Repair/replace fuel lock-off.
See Chapter 3 Fuel Lock-off.
Test regulator/converter operation and pressure.
See Chapter 5 Tests and Adjustments.
See Chapter 7 Advanced Diagnostics.
Verify the crankshaft position signal is present
See Chapter 7 Advanced Diagnostics.

SM 751 02(LP-T3)-6-4

Engine Cranking but Will Not Start / Difficult to Start
PROBABLE CAUSE
SECM / control system
malfunction
Fuel system malfunction
Ignition system malfunction
Related MIL Faults:
ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults / Oil pressure faults
SM 751
Group 02(LP-Tier3), MI-07 LP SYSTEM
Basic Troubleshooting (cont’d.)
CORRECTIVE ACTION
Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5°ý greater than or less than ambient air
temperature on a cold engine, check resistance in coolant sensor circuit or sensor
itself. Compare CTS resistance value to “Diagnostic Aids” chart at end of this
section.
Verify that there is no code for ETC spring check fault.
Check for 0% APP during cranking.
Cycle key ON and OFF and listen for throttle check (movement) on key OFF.
Check for oil pressure switch faults.
Check for sensor “sticking” faults.
Check TPS for stuck binding or a high TPS voltage with the throttle closed.
Check fuel lock off: actuator should turn “ON” for 2 seconds when ignition is turned
“ON”.
Check fuel pressure.
Check for contaminated fuel.
Check lock off fuses (visually inspect).
Check propane tank valve & pickup. A faulty in-tank fuel pump check valve will
allow the fuel in the lines to drain back to the tank after engine is stopped. To
check for this condition, perform fuel system diagnosis.
Check FTV system for proper operation.
Check for proper ignition voltage output with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
necessary.
Check for:
• Moisture in distributor cap*
• Bare or shorted wires
• Worn distributor shaft/rotor*
• Loose ignition coil ground
• Pickup coil resistance and connections
(*) Where present
02(LP-T3)-6-5
 Group 02(LP-Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During Accelera-
tion
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed down part way.
Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle speeds. Usually most severe when
first trying to make vehicle move, as from a stop. May cause engine to stall.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.

Drive vehicle; verify problem exists.
Remove air filter and check for dirt or other means of plugging. Replace if needed.

PROBABLE CAUSE CORRECTIVE ACTION

Check for restricted fuel filter.
Check fuel supply.
Check for LPG vapor from LPG liquid outlet valve on tank.
Check for contaminated fuel.
Check for clogged fuel filter and repair or replace as required. See Chapter 3 Fuel
Filter replacement
Check for plugged fuel line and remove any obstruction from the fuel line:
• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may escape).
• Clear obstruction with compressed air.
Fuel system malfunction • Re-connect fuel line.
• Slowly open liquid fuel valve and leak test.
Check for faulty vapor connection between pressure regulator/converter and
mixer:
• Verify that there are no holes in hose.
• Observe that clamps are tight.
• Look for kinked, pinched and/or collapsed hose.
Monitor pre-catalyst O2 with Service Tool.
Check for proper pressure regulator operation.
See Chapter 5 Test and Adjustments.
Check for proper air/fuel mixer operation.
Check spark advance for excessive retarded ignition timing. Use Service Tool.
Check secondary voltage using an oscilloscope or a spark tester to check for a
Ignition system malfunction weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.

SM 751 02(LP-T3)-6-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Basic Troubleshooting (cont’d.)

Lack of Power, Slow to Respond / Poor High Speed Performance Hesitation During Accelera-
tion (cont’d.)
PROBABLE CAUSE CORRECTIVE ACTION
Check SECM grounds for cleanliness and secure connection. See SECM wiring
diagrams.
Check alternator output voltage. Repair if less than 9 volts or more than 16 volts.
Check for clogged air filter and clean or replace as required.
Check exhaust system for possible restriction. Refer to Chart T-1 on later pages.
Component malfunction
Inspect exhaust system for damaged or collapsed pipes.
• Inspect muffler for heat distress or possible internal failure.
• Check for possible plugged catalytic converter by comparing exhaust sys-
tem backpressure on each side at engine. Check backpressure by removing
Precatalyst O2 sensor and measuring backpressure with a gauge.
See Engine Manufacturer’s Service Manual.
Engine mechanical Check engine valve timing and compression
Check engine for correct or worn camshaft.

Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults

SM 751 02(LP-T3)-6-7

Detonation / Spark Knock
A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with throt-
tle opening (similar to the sound of hail striking a metal roof).
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.
PROBABLE CAUSE
Fuel system malfunction
Cooling system malfunction
Ignition system malfunction
Exhaust system malfunction
Engine mechanical
Related MIL Faults:
EST faults
Encoder error
High coolant temperature faults
SM 751
Group 02(LP-Tier3), MI-07 SYSTEM
Basic Troubleshooting (cont’d.)
PRELIMINARY CHECKS
CORRECTIVE ACTION
Check for proper fuel level:
• Check for LPG vapor from LPG liquid outlet valve on tank.
• Fill fuel container. Do not exceed 80% of liquid capacity.
Check fuel pressure.
To determine if the condition is caused by a rich or lean system, the vehicle should
be driven at the speed of the complaint. Monitoring with the Service tool will help
identify problem.
Check for obvious overheating problems:
• Low engine coolant
• Loose water pump belt
• Restricted air flow to radiator, or restricted water flow through radiator
• Inoperative electric cooling fan
• Correct coolant solution should be a mix of anti-freeze coolant (or equiva-
lent) and water
• High coolant temperature
Check ignition timing.
Check spark module wiring.
Check exhaust backpressure.
Check for debris clogging the catalyst.
Check that pre-catalyst O2 sensor is functioning.
Check for excessive oil in the combustion chamber and/or blow by from excessive
PCV flow.
Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
02(LP-T3)-6-8
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Basic Troubleshooting (cont’d.)

Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Simulate condition by reviewing operation procedure practiced by vehicle operator.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction
Ignition system malfunction
Engine mechanical
Perform fuel system diagnosis check:
• Check for fuel leaks
• Check for MIL faults
• Check for damaged components
Check proper ignition coil output voltage with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
necessary.
Check spark plug wires for crossfire; also inspect distributor cap, spark plug wires,
and proper routing of plug wires.
Check ignition timing.
Check compression: look for sticking or leaking valves.
Check intake and exhaust manifold for casting flash and gasket misalignment.
Refer to Engine Manufacturer’s Service Manual.

Related MIL Faults: EST faults / ETC faults / Encoder error Pre-catalyst O2 sensor faults

Dieseling, Run-on
Engine continues to run after key is turned “OFF,” but runs very roughly. If engine runs smoothly, check ignition switch
and adjustment.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction Check for fuel leaks.
Ignition switching Make sure power to system is shut off when key is in OFF position.
Fuel lock off valve Make sure lock off valve is closing properly.
Ignition system malfunction Check spark advance at idle.

Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults

SM 751 02(LP-T3)-6-9
 Group 02(LP-Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

Rough, Unstable, Incorrect Idle, or Stalling

Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction
Fuel container empty
Ignition system malfunction
LPG pressure regulator
malfunction
Air/fuel mixer malfunction
Component malfunction
Engine mechanical
Monitor oxygen feedback to help identify the cause of the problem. If the system is
running lean or if the system is running rich evaluate further i.e. dither valve duty
cycle and injector pulse width.
Check for incorrect minimum idle speed that may be caused by foreign material
accumulation in the throttle bore, on the throttle valve, or on the throttle shaft.
Check that the injectors are clean and functioning.
Check for liquid fuel in propane pressure regulator hose. If fuel is present, replace
regulator assembly.
The pre-catalyst oxygen (O2) sensor should respond quickly to different throttle
positions. If it does not, then check the pre-catalyst O2 sensor for contamination. If
the pre-catalyst O2 sensor is aged or contaminated, the SECM will not deliver
correct amount of fuel, resulting in a drivability problem.
Check for LPG vapor from LPG liquid outlet valve on tank.
Fill fuel container. Do not exceed 80% of liquid capacity.
Check ignition system; wires, plugs, rotor, etc.
Test regulator operation and pressure.
See Chapter 6 Tests and Adjustments
Check mixer.
Check throttle for sticking or binding.
Check PCV valve for proper operation by placing finger over inlet hole in valve end
several times. Valve should snap back. If not, replace valve.
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Perform a cylinder compression check.
See Engine Manufacturer’s Service Manual.

(continued on next page)

SM 751 02(LP-T3)-6-10

Rough, Unstable, Incorrect Idle, or Stalling
PROBABLE CAUSE
Excess flow valve closed
Clogged fuel filter
Plugged fuel line
Fuel lock-off malfunction
Faulty vapor connection
between the pressure
regulator/converter and the
mixer
Pressure regulator freezes
Vacuum leak
Related MIL Faults:
EST faults
ETC Sticking fault
Pre-catalyst adapts error
SM 751
Group 02(LP-Tier3), MI-07 LP SYSTEM
Basic Troubleshooting (cont’d.)
CORRECTIVE ACTION
Reset excess flow valve.
• Close liquid valve.
• Wait for a “click” sound. Slowly open liquid valve.
Repair/replace as required
See Chapter 3 Fuel Filter Replacement
Remove obstruction from the fuel line.
• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may escape).
• Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve & leak test.
Repair/replace fuel lock-off.
See Chapter 3 Fuel Lock-Off.
Check connection.
• Verify no holes in hose.
• Clamps must be tight.
• Look for kinked, pinched and/or collapsed hose.
Check level in cooling system:
• Must be full, check coolant strength
• -35°F (-37°C) minimum
Check coolant hoses.
• Watch for kinks and/or pinched hoses.
• Verify one pressure hose and one return hose.
Test regulator. See Chapter 5
Check for vacuum leaks . . .
• Between mixer and throttle body
• Between throttle body and intake manifold
• Between intake manifold and cylinder head
02(LP-T3)-6-11

Cuts Out, Misses
Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases, sometimes
above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.
PROBABLE CAUSE
Fuel system malfunction
Ignition system malfunction
Component malfunction
Engine mechanical
Related MIL Faults:
EST faults
ETC Sticking fault
SM 751
Group 02(LP-Tier3), MI-07 SYSTEM
Basic Troubleshooting (cont’d.)
PRELIMINARY CHECKS
CORRECTIVE ACTION
Check fuel system specifically for plugged fuel filter, low pressure.
Check for contaminated fuel.
Check lock off intermittent connection.
Check dither valve operation.
Check for spark on the suspected cylinder(s) using a shop oscilloscope or spark
tester or equivalent. If no spark, check for intermittent operation or miss. If there is
a spark, remove spark plug(s) in these cylinders and check for cracks, wear,
improper gap, burned electrodes, heavy deposits.
Check spark plug wires by connecting ohmmeter to ends of each wire in question.
If meter reads over 30,000 ohms, replace wire(s).
Visually inspect distributor cap, rotor, and wires for moisture, dust, cracks, burns,
etc. Spray cap and plug wires with fine water mist to check for shorts.
Check engine ground wire for looseness or corrosion.
Check for electromagnetic interference (EMI). A missing condition can be caused
by EMI on the reference circuit. EMI can usually be detected by monitoring engine
rpm with Service Tool. A sudden increase in rpm with little change in actual engine
rpm indicates EMI is present. If problem exists, check routing of secondary wires
and check distributor ground circuit.
Check intake and exhaust manifolds for casting flash or gasket leaks.
Perform compression check on questionable cylinders. If compression is low,
repair as necessary.
Check base engine. Remove rocker covers and check for bent pushrods, worn
rocker arms, broken valve springs, worn camshaft lobes, and valve timing.
Repair as necessary.
02(LP-T3)-6-12
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Basic Troubleshooting (cont’d.)

Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell

Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is noticeably
lower than what it has been in the past.
Propane fuel smell near vehicle sets off carbon monoxide sensors..

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Verify operator complaint: identify operating conditions.
Check operator’s driving habits:
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
Check air cleaner element (filter) for being dirty or plugged.
Visually (physically) check vacuum hoses for splits, kinks, and proper connections.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction
Cooling system malfunction
Ignition system malfunction
Component malfunction
Air/fuel mixer malfunction
Pressure regulator malfunc- Test regulator operation and pressure.
tion / fuel pressure too high
See Chapter 5 Tests and Adjustments.
Engine mechanical
Check for faulty gasoline pressure regulator.
Check for leaking injector.
Check that dither valve duty cycle is < 15%.
Check for too high propane pressure at mixer (> 1” positive pressure).
Monitor Pre-catalyst O2 sensor with Service Tool.
Check engine coolant level.
Check engine thermostat for faulty part (always open) or for wrong heat range.
Check ignition timing.
Check for weak ignition and/or spark control.
Check spark plugs. Remove spark plugs and check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as neces-
sary.
Check for exhaust system restriction or leaks.
Check induction system and crankcase for air leaks.
Check for clogged air filter; clean or replace as required.
Check FTV for housing cracks or obstructions; repair or replace as required.
Check for vacuum leak. Check system vacuum hoses from regulator to FTV and
mixer. Repair or replace as required.
Check mixer.
Check compression.
Refer to Engine Manufacturer’s Service Manual.

Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle EST faults / Fuel adapt faults / Low coolant tem-
perature

SM 751 02(LP-T3)-6-13

High Idle Speed
Engine idles above the range of 750-1000 rpm.
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.
PROBABLE CAUSE
Incorrect idle speed control
Throttle sticking
Foot pedal sticking or
incorrect pedal signal
Engine mechanical
Related MIL Faults:
ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value
SM 751
Group 02(LP-Tier3), MI-07 SYSTEM
Basic Troubleshooting (cont’d.)
PRELIMINARY CHECKS
CORRECTIVE ACTION
Check all hoses and gaskets for cracking, kinks, or leaks.
Verify that there are no vacuum leaks.
See Chapter 7 Advanced Diagnostics & Chapter 5 Tests and Adjustments
Replace throttle.
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Verify smooth change of APP reading with pedal movement.
See Chapter 7 Advanced Diagnostics.
Check for vacuum hose leak.
Check for PCV malfunction.
Check for defective intake gasket.
02(LP-T3)-6-14
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Basic Troubleshooting (cont’d.)

Excessive Exhaust Emissions or Odors

Vehicle has high CO emissions.
NOTE: Excessive odors do not necessarily indicate excessive emissions.

PRELIMINARY CHECKS

Verify that no stored codes exist.

If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.

PROBABLE CAUSE CORRECTIVE ACTION

Cooling system malfunction
Fuel system malfunction
Ignition system malfunction
Component malfunction
If the Service tool indicates a very high coolant temperature and the system is run-
ning lean:
• Check engine coolant level.
• Check engine thermostat for faulty part (always open) or for wrong heat
range.
• Check fan operation
If the system is running rich, refer to “Diagnostic Aids” chart on the next page.
If the system is running lean refer to “Diagnostic Aids” chart on the next page.
Check for properly installed fuel system components.
Check fuel pressure.
Check ignition timing.
Check spark plugs, plug wires, and ignition components.
Check for vacuum leaks.
Check for contamination for catalytic converter (look for the removal of fuel filler
neck restrictor).
Check for carbon build-up. Remove carbon with quality engine cleaner. Follow
instructions on label.
Check for plugged PCV valve.
Check for stuck or blocked PCV hose.
Check for fuel in the crankcase.

Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults

SM 751 02(LP-T3)-6-15
 Group 02(LP-Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

Diagnostic Aids for Rich / Lean Operation

SERVICE TOOL ITEM RICH LEAN
Pre-catalyst O2 A/ D counts Consistently > 250 Consistently < 170
Pre-catalyst O2 sensor switching Always high ADC Always low ADC
between high and low
Trim valve duty cycle > 90% < 10%
Malfunction codes • Pre-catalyst O2 sensor failed rich • Pre-catalyst O2 sensor failed lean
• Pre-catalyst O2 sensor high • Pre-catalyst O2 sensor low
• Fuel adapts • Fuel adapts
Closed loop operation Stuck in open loop Stuck in open loop

RICH OPERATION
LP (Trim valve duty cycle>90%)
• Inspect hoses from AVV port (port on bottom of mixer) to trim valves and regulator for leaks or blockages, replace
as necessary.
• Inspect in-line orifices for blockages (in wye), replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec
• Inspect fuel cone for damage, replace mixer assembly as necessary

LEAN OPERATION
LP (Trim valve duty cycle<10%)
• Check for vacuum leaks, replace hoses, o-rings, and gaskets as necessary
• Check balance line for blockage, replace as necessary
• Check vapor hose for restrictions, replace as necessary
• Check trim valves for proper operation, replace as necessary
• Check regulator out pressure, replace if out of spec

SM 751 02(LP-T3)-6-16
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Chart T-1 4. Inspect the entire exhaust system for a collapsed

pipe, heat distress, or possible internal damage, split
Restricted Exhaust System Check welds, or cracked pipe.
Proper diagnosis for a restricted exhaust system is essen- 5. If there are no obvious reasons for the excessive
tial before replacement of any components. The following backpressure, the catalytic converter is restricted and
procedures may be used for diagnosis, depending upon should be replaced using current recommended pro-
engine or tool used. cedures.
CHECK AT PRE-CATALYST OXYGEN (O2) SEN-
SOR
1. Carefully remove pre-catalyst oxygen (O2) sensor.
2. Install exhaust backpressure tester or equivalent in
place of O2 sensor using Snap-On P/N EEVPV311A
kit and YA8661 adapter or Mac tool (see illustration).
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize compound
prior to re-installation.

3
Courtesy of GM 1991 Service Manual
for Chevrolet Camaro © 1990

ILLUSTRATION NOTES
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold

DIAGNOSIS:
1. With the engine idling at normal operating tempera-
ture, observe the exhaust system backpressure read-
ing on the gage. Reading should not exceed 1.25 psig
(8.61 kPa).
2. Increase engine speed to 2000 rpm and observe gage.
Reading should not exceed
3 psig (20.68 kPa).
3. If the backpressure at either speed exceeds specifica-
tion, a restricted exhaust system is indicated.

SM 751 02(LP-T3)-6-17

Section 7
ADVANCED DIAGNOSTICS
MI-07 systems are equipped with built-in fault diagnos-
tics. Detected system faults can be displayed by the Mal-
function Indicator Lamp (MIL) as Diagnostic Fault Codes
(DFC) or flash codes, and viewed in detail with the use of
the Service Tool software. When the ignition key is turned
on, the MIL will illuminate and remain on until the engine
is started. Once the engine is started, the MIL lamp will go
out unless one or more fault conditions are present. If a
detected fault condition exists, the fault or faults will be
stored in the memory of the small engine control module
(SECM). Once an active fault occurs the MIL will illumi-
nate and remain ON. This signals the operator that a fault
has been detected by the SECM.
Reading Diagnostic Fault Codes
All MI-07 fault codes are three-digit codes. When the
fault codes are retrieved (displayed) the MIL will flash for
each digit with a short pause (0.5 seconds) between digits
and a long pause (1.2 seconds) between fault codes. A
code 12 is displayed at the end of the code list.
EXAMPLE: A code 461 (ETCSticking) has been
detected and the engine has shut down and the MIL has
remained ON. When the codes are displayed the MIL will
flash four times (4), pause, then flash six times (6), pause,
then flash one time (1) This identifies a four sixty one
(461), which is the ETCSticking fault. If any additional
faults were stored, the SECM would again have a long
pause, then display the next fault by flashing each digit.
Since no other faults were stored there will be a long
pause then one flash (1), pause, then two flashes (2). This
identifies a twelve, signifying the end of the fault list. This
list will then repeat.
Displaying Fault Codes (DFC) from
SECM Memory
To enter code display mode you must turn OFF the igni-
tion key. Now turn ON the key but do not start the engine.
As soon as you turn the key to the ON position you must
cycle the foot pedal by depressing it to the floor and then
fully releasing the pedal (pedal maneuver). You must fully
cycle the foot pedal three (3) times within five (5) seconds
to enable the display codes feature of the SECM. Simply
SM 751
Group (LP-Tier3), MI-07 LP SYSTEM
turn the key OFF to exit display mode. The code list will
continue to repeat until the key is turned OFF.
Clearing Fault (DFC) Codes
To clear the stored fault codes from SECM memory you
must complete the reset fault pedal maneuver.
! CAUTION
Once the fault list is cleared it cannot be
restored.
First turn OFF the ignition key. Now turn ON the key but
do not start the engine. As soon as you turn the key to the
ON position you must cycle the foot pedal by depressing
it to the floor and then fully releasing the pedal (pedal
maneuver). You must fully cycle the foot pedal ten (10)
times within five (5) seconds to clear the fault code list of
the SECM. Simply turn the key OFF to exit the reset
mode. The code list is now clear and the SECM will begin
storing new fault codes as they occur.
Fault Action Descriptions
Each fault detected by the SECM is stored in memory
(FIFO) and has a specific action or result that takes place.
Listed below are the descriptions of each fault action.
Engine Shutdown: The most severe action is an Engine
Shutdown. The MIL will light and the engine will imme-
diately shutdown, stopping spark, closing the fuel lock-off
closing, and turning off the fuel pump and fuel injectors.
Delayed Engine Shutdown: Some faults, such as low oil
pressure, will cause the MIL to illuminate for 30 seconds
and then shut down the engine.
Cut Throttle: The throttle moves to its default position.
The engine will run at idle but will not accelerate.
Cut Fuel: Fuel flow will be turned off.
Turn on MIL: The MIL will light by an active low signal
provided by the SECM, indicating a fault condition. May
illuminate with no other action or may be combined with
other actions, depending on which fault is active.
02(LP-T3)-7-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Soft Rev Limit / Medium Rev Limit / Hard Rev Limit: sensors are converted into digital counts by the SECM. A
System will follow various sequences to bring engine low/high range sensor fault is normally set when the con-
speed back to acceptable levels. verted digital counts reach the minimum of 0 or the maxi-
mum of 1024 (1024 = 5.0 Vdc with ~ 204 counts per volt).
Level4 Power Limit / Level3 Power Limit / Level2
Power Limit / Level1 Power Limit: The maximum
engine power output will be limited to one of four possi-
ble levels. The engine power is calculated from measured
engine parameters (e.g. MAP, rpm, fuel flow, etc).
Disable Gas O2 Control: In LPG mode, closed loop cor-
rection of air fuel ratio based on the Pre-catalyst O2 sen-
sor is disabled.
Additionally, the SECM includes software to learn the
Fault List Definitions actual range of the pedal position and throttle position
sensors in order to take full advantage of the sensor range.
All the analog sensors in the MI-07 system have input Faults are set if the learned values are outside of the nor-
sensor range faults. These are the coolant temperature mal expected range of the sensor (e.g.
sensor, fuel temperature sensor, throttle position sensors, APP1AdaptLoMin).
pedal position sensors, manifold pressure sensor, HEGO
sensors, and intake air temperature sensor. Signals to these

Table 1. Fault List Definitions

FAULT DESCRIPTION CODE

641
Learned full pedal end of APP1 sensor range higher than
APP1 Adapt Hi Max (64)
expected

Learned full pedal end of APP1 sensor range lower than

APP1 Adapt Hi Min 651
expected

APP1 Adapt Lo Max Learned idle end of APP1 sensor range higher than expected 661

631
APP1 Adapt Lo Min Learned idle end of APP1 sensor range lower than expected
(63)

APP1 sensor voltage out of range high, normally set if the

621
APP1 Range High APP1 signal has shorted to power or the ground for the
(62)
sensor has opened

APP1 sensor voltage out of range low, normally set if the

611
APP1 Range Low APP1 signal has shorted to ground, circuit has opened or
(61)
sensor has failed

Learned full pedal end of APP2 sensor range higher than 642
APP2 Adapt Hi Max
expected (68)

SM 751 02(LP-T3)-7-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Learned full pedal end of APP2 sensor range lower than

APP2 Adapt Hi Min 652
expected

APP2 Adapt Lo Max Learned idle end of APP2 sensor range higher than expected 662

632
APP2 Adapt Lo Min Learned idle end of APP2 sensor range lower than expected
(67)

APP2 sensor voltage out of range high, normally set if the

622
APP2 Range High APP2 signal has shorted to power or the ground for the
(66)
sensor has opened

APP2 sensor voltage out of range low, normally set if the

612
APP2 Range Low APP2 signal has shorted to ground, circuit has opened or
(65)
sensor has failed

APP position sensors do no not track well, intermittent 691

APP_Sensors_Conflict
connections to APP or defective pedal assembly (69)

No crankshaft signal when engine is known to be rotating,

Crank Ed ges Fault 193
broken crankshaft sensor leads or defective crank sensor

Loss of synchronization on the crankshaft sensor, normally

Crank Sync Fault due to noise on the signal or an intermittent connection on the 194
crankshaft sensor

Engine Coolant Temperature is High. The sensor has

161
ECT Over Temp Fault measured an excessive coolant temperature typically due to
(16)
the engine overheating.

Engine Coolant Temperature Sensor Input is High. Normally

151
ECT Range High set if coolant sensor wire has been disconnected or circuit
(15)
has opened to the SECM.

Engine Coolant Temperature Sensor Input is Low. Normally

141
ECT Range Low set if the coolant sensor wire has shorted to chassis ground or
(14)
the sensor has failed.

ECT_IR_Fault Engine Coolant Temperature not changing as expected 171

EST1 output open, possibly open EST1 signal or defective 421

EST1_Open
spark module

EST1 output shorted high or low, EST1 signal shorted to 431

EST1_Short
ground or power or defective spark module (42)

SM 751 02(LP-T3)-7-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Electronic Throttle Control Spring Return Test has Failed. The

SECM will perform a safety test of the throttle return spring
following engine shutdown. If this spring has become weak 481
ETC Spring Test
the throttle will fail the test and set the fault. (28)
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.

Electronic Throttle Control Driver has failed. Normally set if

ETC_Open_Fault either of the ETC driver signals have opened or become 471
disconnected, electronic throttle or SECM is defective.

Electronic Throttle Control is Sticking. This can occur if the

throttle plate (butterfly valve) inside the throttle bore is
sticking. The plate sticking can be due to some type of
461
ETC_Sticking obstruction; a loose throttle plate or worn components shaft
(26)
bearings.
NOTE: Throttle assembly is not a serviceable item and can
only be repaired by replacing the DV-EV throttle assembly.

Conflict in fuel select signals, normally set if one or both of the

Fuel Select Conflict 181
fuel select signals are shorted to ground

Fuel Temperature Sensor Input is High. Normally set if the

Fuel Temp Range High fuel temperature sensor wire has been disconnected or the 932
circuit has opened to the SECM.

Fuel Temperature Sensor Input is Low. Normally set if the fuel

Fuel Temp Range Low temperature sensor wire has shorted to chassis ground or the 931
sensor has failed.

In LPG mode, system had to adapt 731

Gas Fuel Adapt Range Hi
lean more than expected (73)

721
Gas Fuel Adapt Range Lo In LPG mode, system had to adapt rich more than expected
(72)

Pre-catalyst O2 sensor indicates extended lean operation on

Gas O2 Failed Lean 751
LPG

Pre-catalyst O2 sensor indicates extended rich operation on 771

Gas O2 Failed Rich
LPG (77)

SM 751 02(LP-T3)-7-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Pre-catalyst O2 sensor inactive on LPG, open O2 sensor 741

Gas O2 Not Active
signal or heater leads, defective O2 sensor, or defective FTVs (74)

Post-catalyst O2 sensor control on LPG has reached rich limit

and sensor still reads too lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
Gas Post O2 Failed Rich failure, or wiring/relay failure causing the sensor to not be 772
properly heated. If any Pre-O2 sensor faults are set, diagnose
these first and after correcting these faults recheck if this fault
sets.

Post-catalyst O2 sensor control on LPG has reached lean

limit and sensor still reads too rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing
Gas Post O2 Failed Lean 752
the sensor to not be properly heated. If any Pre-O2 sensor
faults are set diagnose, these first and after correcting these
faults recheck if this fault sets.

Post-catalyst O2 sensor control on LPG has sensed the O2

sensor is not responding as expected. If any Pre-O2 sensor
faults are set diagnose these first and after correcting these
Gas Post O2 In active faults recheck if this fault sets. Possible causes for this fault 742
are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay is
disconnected or failed.

Reserved for Future Use 743

(Electronic Throttle Control Driver has Failed)

Indeterminate fault on Hbridge driver for Electronic Throttle
491
Hbridge Fault ETC Control.
(29)
Possibly either ETC+ or ETC- driver signals have been
shorted to ground

Engine speed has exceeded the third level (3 of 3) of 571

Hard Over speed
overspeed protection (57)

Intake Air Temperature Sensor Input is High normally set if the

381
IAT temperature sensor wire has been disconnected, the
IAT Range High (38)
circuit has opened to the SECM, or a short to Vbatt has
occurred.

Intake Air Temperature Sensor Input is Low normally set if the

371
IAT Range Low IAT temperature sensor wire has shorted to chassis ground or
(37)
the sensor has failed.

IAT IR Fault Intake Air Temperature not changing as expected 391

SM 751 02(LP-T3)-7-5
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Dither Valve 1 Fault, signal has opened or shorted to ground 711

LSD Fault_Dither1
or power or defective dither 1 valve (71)

Dither Valve 2 Fault, signal has opened or shorted to ground

LSD Fault_Dither2 712
or power or defective dither 2 valve

Fuel lock off Valve Fault, signal has opened or shorted to

LSD Fault_LockOff 717
ground or power or defective Fuel lock off valve

Malfunction Indicator Lamp Fault, signal has opened or

LSD Fault_MIL 718
shorted to ground or power or defective MIL lamp

Reserved 843

521
Low Oil Pressure Fault Low engine oil pressure
(52)

Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to
MAP Range High 342
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.

Manifold Absolute Pressure Sensor Input is Low, normally set

MAP Range Low if the TMAP pressure signal wire has been disconnected or 332
shorted to ground or the circuit has opened to the SECM

Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to 341
MAP Time Range High
power, shorted to the IAT signal, the TMAP has failed or the (34)
SECM has failed.

Manifold Absolute Pressure Sensor Input is Low, normally set

331
MAP Time Range Low if the TMAP pressure signal wire has been disconnected or
(33)
shorted to ground or the circuit has opened to the SECM

MAP_IR_HI MAP sensor indicates higher pressure than expected 351

MAP_IR_LO MAP sensor indicates lower pressure than expected 352

MAP_STICKING MAP sensor not changing as expected 353

Engine speed has exceeded the second level (2 of 3) of

Medium Over speed 572
overspeed protection

Pre-catalyst O2 sensor voltage out of range high, sensor

O2 Range High 921
signal shorted to power

Pre-catalyst O2 sensor voltage out of range low, sensor signal

O2 Range Low 911
shorted to ground

Post-catalyst O2 sensor voltage out of range high, sensor

O2_PostCat Range High 922
signal shorted to voltage source (5V or battery)

SM 751 02(LP-T3)-7-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Post-catalyst O2 sensor voltage out of range

O2_PostCat Range Low 912
low, sensor signal shorted to ground

561
Sens Volt Range High Sensor reference voltage XDRP too high
(56)

551
Sens Volt Range Low Sensor reference voltage XDRP too low
(55)

Service Fault1 Service Interval 1 has been reached 991

Service Fault2 Service Interval 2 has been reached 992

Service Fault3 Service Interval 3 has been reached 993

Service Interval 4 has been reached.time to replace HEGO

Service Fault4 994
sensors

Service Interval 5 has been reached. Time to replace engine

Service Fault5 995
timing belt

Engine speed has exceeded first level (1 of 3) of overspeed

Soft Over speed 573
protection

TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271

541
Sys Volt Range High System voltage too high
(54)

531
Sys Volt Range Low System voltage too low
(53)

Learned WOT end of TPS1 sensor range higher than 251

TPS1 Adapt Hi Max
expected (25)

TPS1 Adapt Hi Min Learned WOT end of TPS1 sensor range lower than expected 271

Learned closed throttle end of TPS1 sensor range higher than

TPS1 Adapt Lo Max 281
expected

Learned closed throttle end of TPS1 sensor range lower than 241
TPS1 Adapt Lo Min
expected (24)

TPS1 sensor voltage out of range high, normally set if the

231
TPS1 Range High TPS1 signal has shorted to power or ground for the sensor
(23)
has opened

TPS1 sensor voltage out of range low, normally set if TPS1

221
TPS1 Range Low signal has shorted to ground, circuit has opened or sensor
(22)
has failed

Learned WOT end of TPS2 sensor range higher than

TPS2 Adapt Hi Max 252
expected

SM 751 02(LP-T3)-7-7
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

TPS2 Adapt Hi Min Learned WOT end of TPS2 sensor range lower than expected 272

Learned closed throttle end of TPS2 sensor range higher than

TPS2 Adapt Lo Max 282
expected

Learned closed throttle end of TPS2 sensor range lower than

TPS2 Adapt Lo Min 242
expected

TPS2 sensor voltage out of range high, normally set if the

TPS2 Range High TPS2 signal has shorted to power or ground for the sensor 232
has opened

TPS2 sensor voltage out of range low, normally set if TPS2

TPS2 Range Low signal has shorted to ground, circuit has opened or sensor 222
has failed

TPS sensors differ by more than expected amount.

TPS_Sensors_Conflict NOTE: The TPS is not a serviceable item and can only be 291
repaired by replacing the DV-EV throttle assembly

Trans Oil Temp Excessive transmission oil temperature 933

SM 751 02(LP-T3)-7-8
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes)

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

NONE
None, used as end of the fault list
12 Signifies the end of one pass NONE
identification
through the fault list

Check ECT sensor connector and wiring for

ECTRangeLow a short to GND
141
Coolant Sensor failure or Turn On Mil SECM (Signal) Pin B15 To ECT Pin 3
(14)
shorted to GND SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17

(1) Turn On Mil

Check if ECT sensor connector is
ECTRangeHigh (2) Delayed Engine
151 disconnected or for an open ECT circuit
Coolant sensor disconnected Shutdown
(15) SECM (Signal) Pin B15 to ECT Pin 3
or open circuit (3) Check Engine
SECM (Sensor GND) Pin B1 to ECT Pin 1
Light

Check coolant system for radiator blockage,

proper coolant level and for leaks in the
ECTOverTempFault (1) Turn On Mil system.
Engine coolant temperature is high. The (2) Delayed Engine Possible ECT short to GND, check ECT
161
sensor has measured an excessive Shutdown signal wiring
(16)
coolant temperature typically due to the (3) Check Engine SECM (Signal) Pin B15 to ECT Pin 3
engine overheating. Light SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17
Check regulator for coolant leaks

ECT_IR_Fault
Check for coolant system problems, e.g.
171 Engine coolant temperature not None
defective or stuck thermostat
changing as expected

Check fuel select switch connection for a

FuelSelectConflict
short to GND
Conflict in fuel select signals, normally
181 Turn On Mil SECM (SIGNAL) Pin A12
set if both of the fuel select signals are
SECM (SIGNAL) Pin A15
shorted to ground
SECM (Sensor GND) Pin B1

Check Crankshaft sensor connections

CrankEdgesFault
No crankshaft signal when engine is
193
known to be rotating, broken crankshaft
sensor leads or defective crank sensor
SECM (SIGNAL) Pin B5 to Crank sensor
Pin 3
None SECM (Sensor GND) PIN B1 to Crank
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor

Check Crankshaft sensor connections

CrankSyncFault
Loss of synchronization on the
194 crankshaft sensor, normally due to noise
on the signal or an intermittent
connection on the crankshaft sensor
SECM (SIGNAL) Pin B5 to Crank sensor
Pin 3
None SECM (Sensor GND) Pin B1 to Crank
sensor Pin 2
Switched 12V to Crank sensor Pin 1
Check for defective Crank sensor

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-9
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check throttle connector connection and

TPS1RangeLow
TPS1
TPS1 sensor voltage out of range low,
221 sensor for an open circuit or short to GND
normally set if the TPS1 signal has Turn On Mil
(22) SECM Pin B23 (signal) to ETC Pin 6
shorted to ground, circuit has opened or
SECM Pin B1 (sensor GND) to ETC Pin 2
sensor has failed
SECM (system GND) Pin A16, B17

Check throttle connector connection and

TPS2RangeLow
TPS2 sensor voltage out of range low,
222 normally set if the TPS2 signal has
shorted to ground, circuit has opened or
sensor has failed
TPS2
sensor for an open circuit or short to GND
Turn On Mil
SECM Pin B4 (signal) to ETC Pin 5
SECM Pin B1 (sensor GND) to ETC Pin 2
SECM (system GND) Pin A16, B17

TPS1RangeHigh
Check throttle connector and TPS1 sensor
TPS1 sensor voltage out of range high,
231 wiring for a shorted circuit
normally set if the TPS1 signal has Turn On Mil
(23) SECM Pin B23 (signal) to ETC Pin 6
shorted to power or the ground for the
SECM Pin B1 (sensor GND) to ETC Pin 2
sensor has opened

TPS2RangeHigh
Check throttle connector and TPS1 sensor
TPS2 sensor voltage out of range high,
wiring for a shorted circuit
232 normally set if the TPS2 signal has Turn On Mil
SECM Pin B4 (signal) to ETC Pin 5
shorted to power or the ground for the
SECM pin B1 (sensor GND) to ETC Pin 2
sensor has opened

Check the throttle connector and pins for

corrosion.
TPS1AdaptLoMin To check the TPS disconnect the throttle
241 Learned closed throttle end connector and measure the resistance from:
None TPS Pin 2 (GND) to Pin 6 (TPS1 SIGNAL)
(24) of TPS1 sensor range lower
than expected (0.7 ȳ · 30%)
TPS Pin 3 (PWR) to Pin 6 (TPS1 SIGNAL)
(1.4 ȳ · 30%)

Check the throttle connector and pins for

corrosion.
TPS2AdaptLoMin To check the TPS disconnect the throttle
Learned closed throttle end connector and measure the resistance from:
242 None TPS Pin 2 (GND) to Pin 5 (TPS2 SIGNAL)
of TPS2 sensor range lower
than expected (1.3K ȳ · 30%)
TPS PIN 3 (PWR) to PIN 5 (TPS2 SIGNAL)
(0.6K ȳ · 30%)

TPS1AdaptHiMax
251
Learned WOT end of TPS1 sensor range None N/A
(25)
higher than expected

TPS2AdaptHiMax
252 Learned WOT end of TPS2 sensor range None N/A
higher than expected

TPS1AdaptHiMin
271 Learned WOT end of TPS1 sensor range None N/A
lower than expected

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-10
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

TPS2AdaptHiMin
Learned WOT end of TPS2 sensor range
272 None N/A
lower than expected

TPS1AdaptLoMax
Learned closed throttle end of TPS1
281 None N/A
sensor range higher than expected

TPS2AdaptLoMax
Learned closed throttle end of TPS2
282 None N/A
sensor range higher than expected

TPS_Sensors_Conflict
TPS sensors differ by more than
expected amount
(1) Turn On Mil
291 NOTE: The TPS is not a serviceable Perform checks for DFCs 241 & 242
(2) Engine Shutdown
item and can only be repaired by
replacing the
DV-EV throttle assembly.

Check TMAP connector and MAP signal

wiring for an open circuit
TMAP Pin 4 to SECM Pin B18 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
MAPTimeRangeLow TMAP Pin 3 to SECM Pin B24 (XDRP +5
Manifold Absolute Pressure sensor input Vdc)
331 is low, normally set if the TMAP pressure Check the MAP sensor by disconnecting the
None
(33) signal wire has been disconnected or TMAP connector and measuring at the
shorted to ground or the circuit has sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k ȳ - 8.2k ȳ )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k ȳ - 8.2k ȳ )

Check TMAP connector and MAP signal

MAPRangeLow
Manifold Absolute Pressure sensor input
is low, normally set if the TMAP pressure
332
signal wire has been disconnected or
shorted to ground or the circuit has
opened to the SECM
wiring for an open circuit
TMAP Pin 4 to SECM Pin B18 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
TMAP Pin 3 to SECM Pin B24 (XDRP +5
Vdc)
(1) Turn On Mil Check the MAP sensor by disconnecting the
(2) Cut Throttle TMAP connector and measuring at the
sensor:
TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k ȳ - 8.2k ȳ )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k ȳ - 8.2k ȳ )

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-11
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

Check TMAP connector and MAP signal

MAPTimeRangeHigh
Manifold Absolute Pressure
Sensor Input is High, normally set if the
341
TMAP pressure signal wire has become
(34)
shorted to power, shorted to the IAT
signal, the TMAP has failed or the SECM
has failed.
wiring for a shorted circuit
TMAP Pin 4 to SECM Pin B18 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
TMAP Pin 3 to SECM Pin B24 (XDRP +5
Vdc)
Check the MAP sensor by disconnecting the
None
TMAP connector and measuring at the
sensor:
TMAP Pin 1(GND) to Pin 4 (pressure signal
KPA) (2.4k ȳ - 8.2k ȳ )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k ȳ - 8.2k ȳ )

Check TMAP connector and MAP signal

wiring for a shorted circuit
TMAP Pin 4 to SECM Pin B18 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
MAPRangeHigh TMAP Pin 3 to SECM Pin B24 (XDRP +5
Manifold Absolute Pressure Vdc)
(1) Turn On Mil Check the MAP sensor by disconnecting the
342 Sensor Input is High, normally set if the
(2) Cut Throttle TMAP connector and measuring at the
TMAP pressure signal wire has become
shorted to power, shorted to the IAT sensor:
signal, the TMAP has failed or the SECM TMAP Pin 1(GND) to Pin 4 (pressure signal
has failed KPA) (2.4k ȳ - 8.2k ȳ )
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4k ȳ - 8.2k ȳ )

MAP_IR_HI Check for vacuum leaks. Check that TMAP

351 MAP sensor indicates higher pressure None sensor is mounted properly. Possible
than expected defective TMAP sensor.

MAP_IR_LO
352 MAP sensor indicates lower pressure None Possible defective TMAP sensor.
than expected

MAP_STICKING Check that TMAP sensor is mounted

353 None
MAP sensor not changing as expected properly. Possible defective TMAP sensor.

Check TMAP connector and IAT signal

IATRangeLow
Intake Air Temperature Sensor Input is
371
Low normally set if the IAT temperature
(37)
sensor wire has shorted to chassis
ground or the sensor has failed.
wiring for a shorted circuit
TMAP Pin 2 to SECM Pin B12 (signal)
TMAP Pin 1 to SECM Pin B1 (sensor GND)
Turn On Mil To check the IAT sensor of the TMAP
disconnect the TMAP connector and
measure the IAT resistance
Resistance is approx 2400 ohms at room
temperature.

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-12
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check TMAP connector and IAT signal

wiring for a shorted circuit
IATRangeHigh
TMAP Pin 2 to SECM Pin B12 (signal)
Intake Air Temperature
381 TMAP Pin 1 to SECM Pin B1 (sensor GND)
Sensor Input is High normally set if the
(38) Turn On Mil To check the IAT sensor of the TMAP
IAT temperature sensor wire has been
disconnect the TMAP connector and
disconnected or the circuit has opened to
measure the IAT resistance
the SECM.
Resistance is approx 2400 ohms at room
temperature.

IAT_IR_Fault Check connections to TMAP sensor. Check

391 Intake Air Temperature not changing as None that TMAP sensor is properly mounted to
expected manifold.

Check coil driver wiring and connector for

open circuit
SECM Pin A9 (EST1) to OEM ignition
system. See application note.
EST1_Open
Verify GND on ignition module Pin A (of
421 EST1 output open, possibly open EST1 Turn On Mil
both connectors)
signal or defective spark module
Verify +12 Vdc on ignition module Pin B (of
both connectors)
Refer to application manual for specific
engine details.

Check coil driver wiring and connector for

shorts
SECM Pin A9 (EST1) to ignition module Pin
EST1_Short D (4-pin connector)
EST1 output shorted high or low, EST1 Verify GND on ignition module Pin A (of
431 Turn On Mil
signal shorted to ground or power or both connectors)
defective spark module Verify +12 Vdc on ignition module Pin B (of
both connectors)
Refer to application manual for specific
engine details.

Check for debris or obstructions inside the

throttle body
ETC_Sticking • Perform the throttle test using the
Electronic Throttle Control is sticking. Service Tool and recheck for fault
This can occur if the throttle plate • Check throttle-plate shaft for bear-
(butterfly valve) inside the throttle bore is
sticking. The plate sticking can be due to
ing wear
(1) Turn On Mil Check the ETC driver wiring for an open
461 some type of obstruction, a loose throttle
(2) Engine Shutdown circuit
(26) plate, or worn components shaft
(3) Cut Throttle SECM Pin A17 to ETC + Pin 1
bearings.
NOTE: The throttle assembly is not a SECM Pin A18 to ETC - Pin 4
serviceable item and can only be Check the ETC internal motor drive by
repaired by replacing the DV-EV disconnecting the throttle connector and
throttle assembly. measuring the motor drive resistance at
the throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0 ȳ

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-13
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check the ETC driver wiring for an open

ETC_Open_Fault
Electronic Throttle Control
Driver has failed, normally set if either of
471
the ETC driver signals have opened or
become disconnected, electronic throttle
or SECM is defective.
circuit
SECM Pin A17 to ETC + Pin 1
SECM Pin A18 to ETC - Pin 4
Check the ETC internal motor drive by
None disconnecting the throttle connector and
measuring the motor drive resistance at
the
throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0 ȳ

ETCSpringTest
Electronic Throttle Control Spring Return
Test has failed.
The SECM will perform a safety test of
the throttle return spring following
Perform throttle spring test by cycling the
481 engine shutdown. If this spring has (1) Turn On Mil
ignition key and recheck for fault
(28) become weak the throttle will fail the (2) Engine Shutdown
test and set the fault.
NOTE: The throttle assembly is not a
serviceable item and can only be
repaired by replacing the DV-EV
throttle assembly.

HbridgeFault_ETC Check ETC driver wiring for a shorted circuit

Electronic Throttle Control SECM Pin A17 to ETC + Pin 1
Driver has failed. SECM Pin A18 to ETC - Pin 4
Indeterminate fault on
• Perform the throttle test using the Ser-
Hbridge driver for electronic
491 throttle control. Possibly vice Tool and recheck for fault
Turn On Mil Check the ETC internal motor drive by
(29) either ETC+ or ETC- driver
signals have been shorted to disconnecting the throttle connector and
ground measuring the motor drive resistance at
the throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0 ȳ

(1) Turn On Mil Check engine oil level

521 (2) Delayed Engine Check electrical connection to the oil
LowOilPressureFault
(52) Shutdown pressure switch
Low engine oil pressure
(3) Check Engine SECM Pin B9 to Oil Pressure Switch
Light

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-14
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check battery voltage

• Perform maintenance check on electri-
cal connections to the battery and chas-
sis ground
• Check battery voltage during starting
531 SysVoltRangeLow and with the engine running to verify
Turn On Mil charging system and alternator function
(53) System voltage too low
• Measure battery power at SECM with a
multimeter (with key on)
SECM Pin A23 (DRVP) to SECM Pin A16
(DRVG)
SECM Pin A23 (DRVP) to SECM Pin B17
(DRVG)

Check battery and charging system voltage

• Check battery voltage during starting
and with the engine running
• Check voltage regulator, alternator, and
charging system
541 SysVoltRangeHigh • Check battery and wiring for overheat-
Turn On Mil
(54) System voltage too high ing and damage
• Measure battery power at SECM with a
multimeter (with key on)
SECM Pin A23 (DRVP) to SECM Pin A16
(DRVG)
SECM Pin A23 (DRVP) to SECM Pin B17
(DRVG)

Measure transducer power at the TMAP

connector with a multimeter TMAP Pin 3
XDRP +5 Vdc to
TMAP Pin 1 XDRG GND
Verify transducer power at the SECM with a
SensVoltRangeLow
multimeter SECM Pin B24 +5 Vdc to
Sensor reference voltage
551 (1) Turn On Mil SECM
XDRP
(55) (2) Engine Shutdown Pin B1 XDRG GND
too low
Verify transducer power at ETC with a
multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2 XDRG
GND
Verify transducer power to the foot pedal
with a multimeter.

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-15
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Measure transducer power at the TMAP

connector with a multimeter TMAP Pin 3
XDRP +5 Vdc to TMAP Pin 1 XDRG GND
SensVoltRangeHigh Verify transducer power at the SECM with a
Sensor reference voltage multimeter SECM Pin B24 +5 Vdc to
561 XDRP (1) Turn On Mil SECM Pin B1 XDRG GND
(56) too high (2) Engine Shutdown Verify transducer power at ETC with a
multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2 XDRG
GND
Verify transducer power to the foot pedal
with a multimeter.

Usually associated with additional ETC

faults
HardOverspeed
571
Engine speed has exceeded the third
(1) Turn On Mil • Check for ETC Sticking or other ETC
(57) (2) Hard Rev Limit faults
level (3 of 3) of overspeed protection
Verify if the lift truck was motored down a
steep grade

Usually associated with additional ETC

faults

572
MediumOverspeed (1) Turn On Mil • Check for ETC Sticking or other ETC
Engine speed has exceeded the second (2) Medium Rev Limit faults
level (2 of 3) of overspeed protection Verify if the lift truck was motored down a
steep grade

Usually associated with additional ETC

faults
SoftOverspeed
573 Engine speed has exceeded the first
(1) Turn On Mil • Check for ETC Sticking or other ETC
(2) Soft Rev Limit faults
level (1 of 3) of overspeed protection
Verify if the lift truck was motored down a
steep grade

APP1RangeLow
611 APP1 sensor voltage out of range low, (1) Turn On Mil Check foot pedal connector
(61) normally set if the APP1 signal has (2) Check Engine
shorted to ground, circuit has opened or Light • Check APP1 signal at SECM PIN B7
sensor has failed

APP2RangeLow
APP2 sensor voltage out of range low, Check foot pedal connector
612
normally set if the APP2 signal has Turn On Mil
(65) • Check APP2 signal at SECM PIN B16
shorted to ground, circuit has opened or
sensor has failed

APP1RangeHigh
APP1 sensor voltage out of range high, (1) Turn On Mil Check foot pedal connector
621
normally set if the APP1 signal has (2) Check Engine
(62) • Check APP1 signal at SECM PIN B7
shorted to power or the ground for the Light
sensor has opened

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-16
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

APP2RangeHigh
APP2 sensor voltage out of range high, Check foot pedal connector
622
normally set if the APP2 signal has Turn On Mil
(66) • Check APP2 signal at SECM PIN B16
shorted to power or the ground for the
sensor has opened

APP1AdaptLoMin Check APP connector and pins for corrosion

631
Learned idle end of APP1 sensor None • Cycle the pedal several times and check
(63)
range lower than expected APP1 signal at SECM Pin B7

APP2AdaptLoMin Check APP connector and pins for corrosion

632
Learned idle end of APP2 sensor range None • Cycle the pedal several times and check
(67)
lower than expected APP2 signal at SECM Pin B16
APP1AdaptHiMax
641
Learned full pedal end of APP1 sensor None N/A
(64)
range higher than expected

APP2AdaptHiMax
642
Learned full pedal end of APP2 sensor None N/A
(68)
range higher than expected

APP1AdaptHiMin
651 Learned full pedal end of APP1 sensor None N/A
range lower than expected

APP2AdaptHiMin
652 Learned full pedal end of APP2 sensor None N/A
range lower than expected

APP1AdaptLoMax
661 Learned idle end of APP1 sensor range None N/A
higher than expected

APP2AdaptLoMax
662 Learned idle end of APP2 sensor range None N/A
higher than expected
Check APP connector and pins for corrosion
APP_Sensors_Conflict • Cycle the pedal several times and check
691 APP position sensors do no not track (1) Turn On Mil
(69) well, intermittent connections to APP or (2) Level1 Power Limit
APP1 signal at SECM Pin B7
defective pedal assembly • Cycle the pedal several times and check
APP2 signal at SECM Pin B16
Check FTV1 for an open wire or FTV
connector being disconnected
LSDFault_Dither1 FTV1 Pin 1 (signal) to SECM Pin A1
711 Dither Valve 1 Fault, signal has FTV1 Pin 2 (power) to SECM (DRVP) Pin
Turn On Mil A23
(71) opened or shorted to ground or
power or defective dither 1 valve Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 ȳ · 2 ȳ )

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-17
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT
LSDFault_Dither2
Dither Valve 2 Fault, signal has opened
712
or shorted to ground or power or
defective dither 2 valve
LSDFault_CheckEngine
Check Engine Lamp Fault, signal has
714
opened or shorted to ground or power or
defective check engine lamp
CORRECTIVE ACTION
FAULT ACTION *
FIRST CHECK
Check FTV1 for an open wire or FTV
connector being disconnected or signal
shorted to GND
FTV2 Pin 1 (signal) to SECM Pin A2
FTV2 Pin 2 (power) to SECM (DRVP) Pin
Turn On Mil
A23
Check FTV1 for an open coil by
disconnecting the FTV connector and
measuring the resistance (~26 ȳ · 2 ȳ )
Check “Check Engine Lamp” for an open
None
wire or shorted to GND

LSDFault_CrankDisable
Crank Disable Fault, signal has opened
715
or shorted to ground or power or
defective crank disable relay
LSDFault_LockOff
Fuel lock off Valve Fault, signal has
717
opened or shorted to ground or power or
defective Fuel lock off valve
None N/A
Check fuel lock off valve for an open wire or
connector being disconnected or signal
shorted to GND
Lockoff Pin B (signal) to SECM Pin A11
Lockoff Pin A (power) to SECM (DRVP)
Turn On Mil
Pin A23
Check CSV for an open coil by
disconnecting the CSV connector and
measuring the resistance (~26 ȳ · 3 ȳ )

LSDFault_MIL
Malfunction Indicator Lamp Fault, signal Check MIL lamp for an open wire or short to
718 None
has opened or shorted to ground or GND.
power or defective MIL lamp
Check for vacuum leaks.
GasFuelAdaptRangeLo
721 Check fuel trim valves, e.g. leaking valve or
In LPG mode, system had to Turn On Mil
(72) hose
adapt rich more than expected
Check for missing orifice(s).

GasFuelAdaptRangeHi Check fuel trim valves, e.g. plugged valve or

731
In LPG mode, system had to adapt lean Turn On Mil hose.
(73)
more than expected Check for plugged orifice(s).
Check that Pre-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B13
O2 Pin 2 (HEATER GND) to SECM (DRVG
GasO2NotActive GNG) Pins A16, B17
(1) Turn On Mil O2 Pin 1 (HEATER PWR) to SECM (DRVP
741 Pre-catalyst O2 sensor inactive on LPG,
(2) Disable Gas O2 + 12V) Pin A23
(74) open O2 sensor signal or heater leads,
Ctrl Verify O2 sensor heater circuit is operating
defective O2 sensor
by measuring heater resistance (2.1 ȳ ·
0.4 ȳ )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-18
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Check that Post-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B19
O2 Pin 2 (HEATER GND) to SECM (DRVG
GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post
O2 Heater Relay. Relay pin 87.
This relay only turns on after engine has
been running for some time and SECM
GasPostO2NotActive has calculated that water condensation in
(1) Turn On Mil exhaust has been removed by exhaust
Post-catalyst O2 sensor inactive on LPG,
742 (2) Disable Gas Post heat.
open O2 sensor signal or heater leads,
O2 Ctrl Post O2 Heater Relay has SECM (DRVP +
defective O2 sensor.
12V) applied to the relay coil power. The
relay coil ground is controlled by SECM
Pin A20 to activate the relay to flow
current through the post O2 heater.
Verify O2 sensor heater circuit is operating
by measuring heater resistance (2.1 ȳ ·
0.4 ȳ )
O2 Pin 2 (HEATER GND) to Pin 1 (HEATER
PWR)

743 Reserved

Check for vacuum leaks.

GasO2FailedLean
751 Pre-catalyst O2 sensor indicates
extended lean operation on LPG
GasPostO2FailedLean
Pre-catalyst O2 sensor indicates
752
extended lean operation on LPG
(1) Turn On Mil
Check fuel trim valves, e.g. leaking valve or
(2) Disable Gas O2
hose.
Ctrl
Check for missing orifice(s).
Correct other faults that may contribute to
752 (e.g. faults pertaining to fuel trim
valves, PreCat O2, Post Cat O2 sensor)
(1) Turn On Mil
Check for vacuum leaks
(2) Disable Gas Post
Check for leaks in exhaust, catalytic
O2 Ctrl
converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
corrective actions).

GasO2FailedRich (1) Turn On Mil Check fuel trim valves, e.g. plugged valve or
771
Pre-catalyst O2 sensor indicates (2) Disable Gas O2 hose.
(77)
extended rich operation on LPG Ctrl Check for plugged orifice(s).

Correct other faults that may contribute to

GasPostO2FailedRich
772 Pre-catalyst O2 sensor indicates
extended rich operation on LPG
772 (e.g. faults pertaining to FTVs, Pre-
(1) Turn On Mil Cat O2, Post Cat O2 sensor)
(2) Disable Gas Post Look for leaks in exhaust, catalytic
O2 Ctrl converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 742
corrective actions).

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-19
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
843 Reserved
Check if O2 sensor installed before the
O2RangeLow (1) Turn On Mil
catalyst is shorted to GND or sensor
Pre-catalyst O2 sensor voltage out of (2) Disable Liquid O2
GND.
911 range low, sensor signal shorted to Ctrl
O2 (signal) Pin 3 to SECM Pin B13
ground (3) Disable Gas O2
SECM (DRVG GND) Pins A16, B17
Ctrl
SECM (XDRG sensor GND) Pin B1

Check if O2 installed after the catalyst

(1) Turn On Mil
O2_PostCatRangeLow sensor is shorted to GND or sensor GND.
(2) Disable Gasoline
Post-catalyst O2 sensor voltage out of O2 (signal) Pin 3 to SECM Pin B19
912 Postcatalyst O2 Ctrl
range low, sensor signal shorted to Possible sources: SECM (DRVG GND) Pins
(3) Disable LPG Post-
ground A16, B17 and SECM (XDRG sensor
catalyst O2Ctrl
GND) Pin B1

(1) Turn On Mil Check if O2 sensor installed before catalyst

O2RangeHigh
(2) Disable Liquid O2 is shorted to +5Vdc or battery.
Pre-catalyst O2 sensor voltage out of
921 Ctrl O2 (signal) Pin 3 to SECM Pin B13
range high, sensor signal shorted to
(3) Disable Gas O2 SECM (XDRP + 5V) Pin B24
power
Ctrl SECM (DRVP + 12V) Pin A23

Check if O2 sensor installed after catalyst is

O2_PostCatRangeHigh (1) Turn On Mil
shorted to +5Vdc or battery.
Post-catalyst O2 sensor voltage out of (2) Disable Gasoline
O2 (signal) Pin 3 to SECM Pin B19
922 range low, sensor signal shorted to Postcatalyst O2 Ctrl
Possible voltage sources: SECM (XDRP +
ground (3) Disable LPG Post-
5V) Pin B24 and SECM (DRVP + 12V) Pin
catalyst O2Ctrl
A23

FuelTempRangeLow Check fuel temp sensor connector and

Fuel Temperature Sensor Input is Low wiring for a short to GND
931 normally set if the fuel temperature Turn On Mil SECM (signal) Pin B14 to FTS Pin 1
sensor wire has shorted to chassis SECM (sensor GND) Pin B1 to FTS Pin 2
ground or the sensor has failed. SECM (system GND) Pin A16, B17

FuelTempRangeHigh
Fuel Temperature Sensor Input is High
932 normally set if the fuel temperature
sensor wire has been disconnected or
the circuit has opened to the SECM.
TransOilTemp
933
Excessive transmission oil temperature
Check if fuel temp sensor connector is
disconnected or for an open FTS circuit
Turn On Mil
SECM (signal) Pin B14 to FTS Pin 1
SECM (sensor GND) Pin B1 to FTS Pin 2
(1) Turn On Mil
Refer to drivetrain manufacturer’s
(2) Delayed Engine
transmission service procedures.
Shutdown

Perform service procedure related to

ServiceFault1
991 None Service Interval 1
Service Interval 1 has been reached
(determined by OEM)
Perform service procedure related to
ServiceFault2
992 None Service Interval 2
Service Interval 2 has been reached
(determined by OEM)

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-20
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Perform service procedure related to
ServiceFault3
993 None Service Interval 3
Service Interval 3 has been reached
(determined by OEM)

ServiceFault4
Replace Pre-catalyst HEGO sensor
994 Service Interval 4 has been reached. Turn On Mil
Replace Post-catlyst HEGO sensor
Replace HEGO sensors

ServiceFault5
995 Service Interval 5 has been reached. Turn On Mil Replace engine timing belt
Replace timing belt

(*) Fault actions shown are default values specified by the OEM.

SM 751 02(LP-T3)-7-21
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 8

PARTS DESCRIPTION

LP Fuel System Components for

4.3L GM Engines
The chart below lists the MI-07 components required for a 4.3L GM engine operating on LP fuel. Components shown
with part numbers are supplied by Woodward as part of the MI-07 system package. Components shown with a dot (.) are
supplied by customer.

PART NO. DESCRIPTION QTY

1751-6068 Engine Control Module (SECM 48-pin) 1

• Crankshaft Position Sensor 1

1689-1033 TMAP Sensor 1

1689-1081 Fuel Temperature Sensor 1

• Transmission Oil Temperature Switch 1

• Oxygen Sensors 2

• Coolant Sensor 1

• Engine Oil Pressure Switch 1

1309-6019 Fuel Trim Valve 2

• Ignition Coils 1

1311-1011 Fuel Lock Off Solenoid 1

5233-1018 Regulator 1

8062-1036 CA100 Mixer 1

6945-5001 Throttle-DV-E5 40mm 1

SM 751 02(LP-T3)-8-1
 Group 02(LP-Tier3), MI-07 LP SYSTEM

CA100 Mixer Exploded View CA100 Mixer

Refer to Figure 37 exploded view on facing page.
Parts List CA100 Mixer

REF
DESCRIPTION QTY
NO.
1 Torx Screws (T-25) #10-24 x 5/8” 4
2 Lockwashers (T-210) #10 SST 4
3 Mixer Cover 1

4 Mixer Spring 1

5 Diaphragm 1

6 Air Valve Assembly 1

7 Gas Valve Cone (part of air valve assembly) 1

8 Mixer Body 1
9 Expansion Plug Cap ø1/2” x 1/16” thick
1
(ø12.7mm x 27mm)
10 Fuel Inlet 1

11 Air Horn Gasket 1

12 Air Horn Adapter 2-1/16” (52.37mm) 1

Fillister Head Screws SEMS Lockwasher 10-
13 4
24 UNC x 5/8”
14 Throttle Body Gasket 1
Fillister Head Screws SEMS Split Lockwasher
15 4
#12-24 x 5/8”
Figure 37. CA100 Mixer Exploded View

SM 751 02(LP-T3)-8-2
 Group 02(LP-Tier3), MI-07 LP SYSTEM

N-2007 Regulator Explode

Refer to Figure 45 exploded view on facing page. d View N-2007 Regulator
Parts List

REF
DESCRIPTION QTY
NO.
1 1 N-2007 Body 1
2 2 Diaphragm, Primary Assembly 1
3 3 Springs, Primary Assembly 2
4 4 Cover, Primary Assembly 1
5 5 Spring, Secondary Seat, Red 1
6 Dowel Pin ø 0.094” x 1” L (ø2.39mm x
6 1
25.4mm L) Hardened Steel
7 7 Diaphragm, Secondary Assembly 1
8 8 Lever, Secondary 1
9 9 Seat, Secondary 1
10 10 Valve Primary 1
11 Fillister Head Screws SEMS Split
11 6
Lockwasher #12-24 x 5/8”
Pan Head Screw SEMS Ext. Tooth
12 1
Lockwasher #12-24 x 1/4”
13 Body Gasket 1
14 Back Plate 1
15 O-ring, Size 107 GLT Viton® 1
16 Bottom Plate Gasket 1
17 Plate Cover 1
Fillister Head Screws SEMS Split Lockwasher
18 6
#12-24 x 1-3/8”
Hex Head Screws SEMS Split Lockwasher 1/
19 4
4-20 x 5/8”
20 Plug, Socket Head Pipe (T-086) 1
21 Cover, Secondary Diaphragm 1
22 Lockwasher, Int. Tooth (T-210) #8 SST 6
23 Torx Screws (T-15) #8-32 x 5/8” 6

Figure 45. N-2007 Regulator Exploded View

SM 751 02(LP-T3)-8-3
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Appendix In its natural state, propane is colorless and odorless; an

LPG & LPG Fuel Tanks
Liquefied petroleum gas (LPG) consists mainly of pro-
pane, propylene, butane, and butylenes in various mix-
tures. LPG is produced as a by-product of natural gas
processing or it can be obtained from crude oil as part of
the oil refining process. LPG, like gasoline, is a compound
of hydrogen and carbon, commonly called hydrocarbons.
odorant (ethyl mercaptan) is added to the fuel so its pres-
ence can be detected. There are currently three grades of
propane available in the United States. A propane grade
designation of HD5 (not exceeding 5% propylene), is
used for internal combustion engines while much higher
levels of propylene (HD10) are used as commercial grade
propane along with a commercial propane /butane mix-
ture.
APPROXIMATE COMPOSITION OF HD5 PRO-
PANE BY VOLUME

Butane Methane
Propane (C3H8) Propylene Iso-Butane TOTAL
(C4H10) (CH4)

90.0% min. 5% max. 2.0% 1.5% 1.5% 100%

An advantage of LPG is the ability to safely store and
transport the product in the liquid state. In the liquid state
propane is approximately 270 times as dense as it is in a
gaseous form. By pressurizing a container of LPG we can
effectively raise the boiling point above -44° F (-42° C),
keeping the propane in liquid form. The point at which the
liquid becomes a gas (boiling point) depends on the
amount of pressure applied to the container.
This process operates similarly to an engine coolant sys-
tem where water is kept from boiling by pressurizing the
system and adding a mixture of glycol. For example,
water at normal atmospheric pressure will boil at 212° F
(100°) C. If an engine’s operating temperature is approxi-
mately 230° F (110° C) then the water in an open un-pres-
surized cooling system would simply boil off into steam,
eventually leaving the cooling system empty and over-
heating the engine. If we install a 10-psig cap on the radi-
ator, pressurizing the cooling system to 10 psig, the
boiling point of the water increases to 242° F (117° C),
which will cause the water to remain in liquid state at the
engine’s operating temperature.
The same principle is applied to LPG in a container, com-
monly referred to as an LPG tank or cylinder. Typically an
LPG tank is not filled over 80% capacity to allow for a
20% vapor expansion space. Outside air temperature
affects an LPG tank and must be considered when using
an LPG system. Figure A1 shows the relationship
between pressure and temperature in a LPG tank at a
steady state condition.

SM 751 02(LP-T3)-8-4
 Group 02(LP-Tier3), MI-07 LP SYSTEM

LPG Tank Pressure VS Temperature LPG Fuel Tanks

300
The two styles of LPG storage containers available for
250 industrial use and lift truck applications are portable uni-
versal cylinders and permanently mounted tanks. Portable
200
Press ure, psig

universal cylinders are used primarily for off-highway

150 vehicles and are constructed in accordance with the DOT-
TC (United States Department of Transport - Transport
100
Canada). The cylinders are referred to as universal
50 because they can be mounted in either a vertical or hori-
0
zontal position (Figure A2).
-20 0 20 40 60 80 100 120 140
Temperature deg F
Figure A1. LPG Tank Pressure vs Temperature

With 128 psig vapor pressure acting against the liquid

propane, the boiling point has been raised to slightly more
than 80° F (27° C).

Compressed Vapor
128 psig
Liquid Propane

Figure A2. Portable Universal Cylinder

NOTE
NOTE
A 375-psig relief valve is used on a DOT fork-
Vapor pressure inside an LPG tank depends lift tank. The relief valve must be replaced
on the propane temperature, not the amount with a new valve after the first 12 years and
of liquid inside the tank. A tank that is 3/4 every 10 years thereafter.
full of liquid propane at 80° F (27° C) will
contain the same vapor pressure as a tank The tank must be discarded if the collar is damaged to the
that is only 1/4 full of liquid propane. point that it can no longer protect the valves. It must also
be replaced if the foot ring is bent to the point where the
LPG’s relative ease of vaporization makes it an excellent tank will not stand or is easily knocked over.
fuel for low-rpm engines on start-and-stop operations.
The more readily a fuel vaporizes, the more complete
combustion will be. Because propane has a low boiling Installing LPG Fuel Tanks
point (-44° F [-42° C]), and is a low carbon fuel, engine When installing a tank on a lift truck, the tank must be
life can be extended due to less cylinder wall wash down within the outline of the vehicle to prevent damage to the
and little, if any, carbon build up. valves when maneuvering in tight spaces. Horizontal
tanks must be installed on the saddle that contains an
alignment pin, which matches the hole in the collar of the
tank. When the pin is in the hole, the liquid withdrawal
tube is positioned to the bottom of the tank. A common
problem is that often these guide-pins are broken off,
allowing the tank to be mounted in any position. This cre-
ates two problems: (1) Exposure of the liquid withdrawal
tube to the vapor space may give a false indication that the

SM 751 02(LP-T3)-8-5
 Group 02(LP-Tier3), MI-07 LP SYSTEM

tank is empty, when actually it is not. (2). The safety relief LPG Fuel Tank Components
valve may be immersed in liquid fuel. If for any reason
the valve has to vent, venting liquid can cause a serious 1. Fuel Gauge
safety problem. 2. 80% Stop Bleeder

! 3. Pressure Relief Valve

CAUTION
Exchange empty tank with a pre-filled 4. Service Valve (Tank end male coupling)
replacement tank. Wear safety glasses and 5. Filler Valve
gloves when exchanging a tank.
6. Alignment Pin
7. Vapor Withdrawal Tube (used only with vapor with-
drawal)
8. 80% Limiter Tube
9. Liquid Withdrawal Tube

3 7
8 9
2

4
5
6

Figure A3. LPG Fuel Tank Components

Fuel Gauge
In Figure A3 a visual fuel gauge is used to show the fuel
level in the tank. A mechanical float mechanism detects
the liquid propane level. A magnet on the end of the float
shaft moves a magnetic pointer in the fuel gauge. Some
units have an electronic sending unit using a variable
resistor, installed in place of a gauge for remote monitor-
ing of the fuel level. The gauge may be changed with fuel
in the tank. DO NOT REMOVE THE FOUR LARGE
FLANGE BOLTS THAT RETAIN THE FLOAT
ASSEMBLY WHEN FUEL IS IN THE TANK!
! WARNING
It is not a legal practice to fill the tank
through the liquid contents gauge.
In some applications a fixed tube fuel indicator is used in
place of a float mechanism. A fixed tube indicator does
not use a gauge and only indicates when the LPG tank is
80% full. The fixed tube indicator is simply a normally
closed valve that is opened during refueling by the fueling
attendant. When opened during refueling and the tanks
LPG level is below 80%, a small amount of vapor will
exit the valve. When the LPG tank level reaches 80% liq-
uid propane will begin exiting the valve in the form of a
white mist (Always wear the appropriate protective
apparel when refueling LPG cylinders). In order for this

SM 751 02(LP-T3)-8-6
 Group 02(LP-Tier3), MI-07 LP SYSTEM

type of gauge to be accurate, the tank must be positioned open, the vehicle may not get enough fuel to
properly. When full (80% LPG) the valve is closed by operate efficiently. In addition to possibly
turning the knurled knob clockwise. Typically a warning starving the engine for fuel, a partly open
label surrounds the fixed tube gauge which reads STOP valve may restrict the flow enough to prevent
FILLING WHEN LIQUID APPEARS. the excess flow valve from closing in the event
of a ruptured fuel line.
Pressure Relief Valve
Most liquid service valves have an internal hydrostatic
A pressure relief valve is installed for safety purposes on relief valve and are usually labeled “LIQUID WITH
all LPG tanks. Portable fuel tank safety pressure relief INTERNAL RELIEF.” The hydrostatic relief valve pro-
valves are a normally closed spring-loaded valve and are tects the fuel service line between the tank and the lock off
calibrated to open at 375 psig tank pressure. This will from over pressurization. The internal hydrostatic relief
allow propane vapor to escape to the atmosphere. When valve has a minimum opening pressure of 375 psig and a
tank pressure drops below the preset value the valve maximum pressure of 500 psig. These relief valves have
closes. an advantage over external relief valves because the pro-
pane is returned to the tank in the event of an over pressur-
ization instead of venting the propane to the atmosphere.
Service Valve
The service valve is a manually operated valve using a
small hand wheel to open and close the fuel supply to the
service line (fuel supply line). The service valve installs
directly into the tank and has two main categories, liquid
and vapor service valves. Liquid service valves used on
portable LPG tanks use a 3/8” NPT) male pipe thread on
the service valve outlet for attachment of a quick discon-
nect coupler.
An excess flow valve is built into the inlet side of the ser-
vice valve as a safety device in case of an accidental open-
ing of the service line or damage to the service valve
itself. The excess flow valve shuts off the flow of liquid
propane if the flow rate of the liquid propane exceeds the
maximum flow rate specified by the manufacturer.

Outlet

Hydrostatic
Excess
Flow Valve

Figure A4. Service Valve

! CAUTION
The service valve should be completely open
when the tank is in use. If the valve is partly

SM 751 02(LP-T3)-8-7
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Quick Disconnect Coupling
The liquid withdrawal or service valve on a DOT tank has
male threads and accepts the female portion of a quick
disconnect coupling (Figure A4). The female portion is
adapted to the liquid hose going to the fuel system. Both
halves are equipped with 100% shutoffs, which open
when coupled together to allow fuel flow. The coupler has
two seals. One is an o-ring and the other is a flat washer.
The o-ring prevents leakage from the shaft on the other
coupling and the flat washer seals when the coupler is
fully connected.

Figure A4. Quick Disconnect Coupling

shear off above the check valves so that the tank will be
NOTE sealed and no liquid propane can escape.
The flat seal and/or the o-ring will sometimes
pop off when disconnecting and slide up the
shaft of the mating connector, causing the
valve not to open when fully mated. Remove
the extra washer or o-ring from the shaft and Weakness
reconnect the coupling. Ring

Filler Valve
The liquid filler valve (Figure A5) has a male thread to
receive a fuel nozzle and typically has a plastic or brass
screw on cap that is retained with a small chain or plastic
band to keep debris out of the filler valve. The filler valve
is a one-way flow device that uses two check valves to
allow fuel to enter the tank but prevent it from exiting. Figure A5. Liquid Filler Valve
Both check valves are backpressure type check valves,
designed so that backpressure from the tank assists the
check valves own spring pressure to close the valve. The
first valve uses a neoprene on metal seal and the second
valve uses a metal on metal seal.
A weakness ring is machined into the filler valve just
above the check valves and will allow the filler valve to
shear off in case of an accident. The valve will break or

SM 751 02(LP-T3)-8-8
 Group 02(LP-Tier3), MI-07 LP SYSTEM

Abbreviations
ACFM Actual cubic feet per minute at the specified suction conditions

AFR Air fuel ratio

BHP Brake horsepower

Bi-Fuel Able to operate on either of two fuels

CTS Coolant temperature sensor

CNG Compressed natural gas

Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas. Often this term is
incorrectly used to describe bi-fuel operation. Spark-ignited engines are typically bi-fuel
while compression ignition engines are dual-fuel.

ECM Engine control module

FPP Foot pedal position

FPV Fuel primer valve

FTS Fuel temperature sensor

FTV Fuel trim valve

GPM Gallons per minute of flow

HEGO Heated exhaust gas oxygen (sensor)

LAT Limited-angle torque motor

LPG Liquified petroleum gas

MAP Manifold absolute pressure

MAT Manifold air temperature

MIL Malfunction indicator lamp

MOR Manufacturer of record for emissions certification on the engine

OEM Original equipment manufacturer

PHI Relative fuel-air ratio or percent of stoichiometric fuel

(actual fuel-air ratio / stoichiometric fuel-air ratio)

RPM Revolutions per minute

SECM Small engine control module

TMAP Temperature and manifold absolute pressure

TPS Throttle position sensor

VDC Voltage of direct current type

VE Volumetric efficiency

WOT Wide open throttle

SM 751 02(LP-T3)-8-9
 GROUP 02 (GM-TIER4)

GROUP 02 (GM-TIER4)

PSI FUEL SYSTEM

(GM V6 4.3)

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

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

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

GASOLINE Fuel System............................................. Section 4

Fuel System Diagnosis ................................................ Section 5

Electrical Section.......................................................... Section 6

- Diagnostic Scan Tool
- Engine Wire Harness Repair
- Diagnostic Trouble Codes (DTCs)

Definitions.................................................................... Section 7

SM 751 02-0
 Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 1
General Information
INTRODUCTION
This service manual has been developed to provide the
service technician with the basic understanding of the PSI
certified fuel and emission systems for their GM engine
line. This manual should be used in conjunction with the
base engine manual and the OEM service manual when
diagnosing fuel or electrical problems.
SERVICING YOUR EMISSIONS CERTIFIED
ENGINE
Any maintenance and repair should be performed by
trained and experienced service technicians. Proper tools
and equipment should be used to prevent injury to the ser-
vicing technician and damage to the vehicle or compo-
nents. Service repairs should always be performed in a
safe environment and the technician should always wear
protective clothing to prevent injury.
FUEL QUALITY
PSI LPG engines and fuel systems are designed to operate
on HD-5 or HD-10 specification LPG fuel. Fuel other
than HD-5 or HD-10 may cause harm to the engine’s
emission control system and a warranty claim may be
denied on this basis if operators can readily find the
proper fuel. Gasoline engines should use 87 octane or
higher. E85 fuel is not permitted for use in the gasoline
engine. Use of any other fuel may result in your engine no
longer operating in compliance with CARB or EPA emis-
sions requirements.
FUEL SYSTEM CAUTIONS
! CAUTION
Do not smoke, carry lighted tobacco or use a
lighted flame of any type when working on or
near any fuel related component. Highly
flammable air-fuel mixtures may be present
and can be ignited causing personal injury
SM 751
! CAUTION
Do not allow LPG to contact the skin. LPG is
stored in the fuel tank as a liquid. When LPG
contacts the atmosphere, it immediately
expands into a gas, resulting in a refrigera-
tion effect that can cause severe burns to the
skin.
! CAUTION
Do not allow LPG to accumulate in areas
below ground level such as in a service pit or
underground ventilation systems. LPG is
heavier than air and can displace oxygen,
creating a dangerous condition
! CAUTION
Do not make repairs to the LPG fuel system
if you are not familiar with or trained to ser-
vice LPG fuel system. Contact the dealer who
sold you the vehicle to locate a repair facility
with trained technicians to repair your fuel
system
WARNINGS, CAUTIONS AND NOTES
This manual contains several different Warnings, Cau-
tions, and Notes that must be observed to prevent personal
injury and or damage to the vehicle, the fuel system or
personal property.
A “WARNING“ is an advisement that by performing a
process or procedure listed in this manual improperly may
result in serious bodily injury, death and/or serious dam-
age to the vehicle or property.
02(GM-T4)-1-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM

PROPER USE OF THIS SERVICE MANUAL,

TOOLS AND EQUIPMENT
To reduce the potential for injury to the technician or oth-
ers and to reduce damage to the equipment during service
repairs the technician should observe the following steps:
• The service procedures defined in this manual,
when followed, have been found to be a safe and
efficient process to repair the fuel system. In some
cases special tools may be required to perform the
necessary procedures to safely remove and replace
a failed component.
• The installed PSI fuel system has been certified
with the Environmental Protection Agency (EPA)
and complies with the regulation in effect at the
time of certification. When servicing the fuel and
emission control system you should follow all the
recommended service and repair procedures to
insure the fuel and emissions system is operating
as designed and certified. Purposely or knowingly
defeating or disabling any part or the fuel and
emission system may be in violation of the anti-
tampering provision of the EPA’s Clean Air Act.
• Tools identified in this manual with the prefix “J”
or “BT” can be procured through SPX in Warren,
Michigan.
• Other special tools identified in this manual can be
acquired through the equipment OEM or PSI.
IMPORTANT
It is important to remember that there may
be a combination of Metric and Imperial fas-
teners used in the installation of the PSI fuel
system. Check to insure proper fit when
using a socket or wrench on any fastener to
prevent damage to the component being
removed or injury from “slipping off” the
fastener.

! WARNING
Always leak check any fuel system connec-
tion after servicing! Use an electronic leak
detector and/or a liquid leak detection solu-
tion. Failure to leak check could result in
serious bodily injury, death, or serious prop-
erty damage.

SM 751 02(GM-T4)-1-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 2
Maintenance
MAINTENANCE
The maintenance of an engine and related components are
critical to its operating performance and lifespan. Indus-
trial engines operate in environments that often include
hot and cold temperatures and extreme dust. The recom-
mended maintenance schedule is listed in this section,
however, environmental operating conditions and addi-
tional installed equipment may require more frequent
inspection and servicing. The owner and/or service agent
should review the operating conditions of the equipment
to determine the inspection and maintenance intervals.
! WARNING
When performing maintenance on the
engine, turn the ignition OFF and disconnect
the battery negative cable to avoid injury or
damage to the engine.
The engine installed in this equipment uses a drive belt
that drives the water pump, alternator and additional
pumps or devices. It is important to note that the drive belt
is an integral part of the cooling and charging system and
should be inspected according to the maintenance sched-
ule in this section. When inspecting the belts check for:
• Cracks
• Chunking of the belt
• Splits
• Material hanging loose from the belt
• Glazing, hardening
If any of these conditions exist the belt should be replaced
with the recommended OEM replacement belt.
SERPENTINE BELT SYSTEM
Serpentine belts utilize a spring-loaded tensioner to keep
the belt properly adjusted. Serpentine belts should be
checked according to the maintenance schedule in this
section.
IMPORTANT
The use of “belt dressing” or “anti-slipping
agents” on belts is not recommended.
SM 751
COOLING SYSTEM
It is important that the cooling system of the engine be
maintained properly to ensure proper performance and
longevity.
! WARNING
Do not remove the cooling system pressure
cap (radiator cap) when the engine is hot.
Allow the engine to cool and then remove the
cap slowly to allow pressure to vent. Hot
coolant under pressure may discharge vio-
lently.
Note that there may be an LPG vaporizer connected to the
cooling system and the fuel system may be adversely
affected by low coolant levels and restricted or plugged
radiator cores. Therefore, the cooling system must be
maintained according to the recommend maintenance
schedule in this section and also include:
• The regular removal of dust, dirt and debris from
the radiator core and fan shroud.
• Inspection of coolant hoses and components for
leaks, especially at the radiator hose connections.
Tighten hose clamps if necessary.
• Check radiator hoses for swelling, separation,
hardening, cracks or any type of deterioration. If
any of these conditions exist the hose should be
replaced with a recommended OEM replacement
part.
• Inspect the radiator cap to ensure proper sealing.
COOLANT
The engine manufacturer recommends the cooling system
be filled with a 50/50 mixture of antifreeze and water. The
use of DexCool “Long Life” type coolant is required. This
antifreeze is typically a bright orange in color and should
meet the requirements issued by PSI. Coolant should have
a minimum boiling point of 300F (149c) and a freezing
point no higher than -34F (-37c).
Do not add plain water. Replace coolant per the recom-
mended schedule.
02(GM-T4)-2-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM
IMPORTANT
The manufacturers of the engine and fuel
system do not recommend the use of “stop
leak” additives to repair leaks in the cooling
system. If leaks are present the radiator
should be removed and repaired or replaced.
ENGINE ELECTRICAL SYSTEM MAINT-
NANCE
The engine’s electrical system incorporates an electronic
control module (ECM) to control various related compo-
nents. The electrical system connections and ground cir-
cuits require good connections. Follow the recommended
maintenance schedule in this section to maintain optimum
performance. When inspecting the electrical system check
the following:
• Check Positive and Negative cables for corrosion,
rubbing, chafing, burning and to ensure tight con-
nections at both ends.
• Check battery for cracks or damage to the case and
replace if necessary.
• Inspect engine wire harness for rubbing, chafing,
pinching, burning, and cracks or breaks in the wir-
ing.
• Verify that engine harness connectors are correctly
locked in by pushing in and then pulling the con-
nector halves outward.
• Inspect ignition coil wire for hardening, cracking,
arcing, chafing, burning, separation, split boot cov-
ers.
• Check spark plug wires for hardening, cracking,
chafing, arcing or burning, separation, and split
boot covers.
• Replace spark plugs at the required intervals per
the recommended maintenance schedule.
• Verify that all electrical components are securely
mounted to the engine or chassis.
• Verify that any additional electrical services
installed by the owner are properly installed in the
system.
• Verify that the MIL, charging, and oil pressure
lights illuminate momentarily during engine start.
SM 751
ENGINE CRANKCASE OIL
OIL RECOMMENDATION
To achieve proper engine performance and durability, it is
important that you only use engine lubricating oils dis-
playing the American Petroleum Institute (API) “Star-
burst” Certification Mark ‘FOR GASOLINE ENGINES’
on the container.
Gasoline engines that are converted to run on LPG or NG
fuels must use oils labeled for gasoline engines. Oils spe-
cifically formulated for Heavy Duty or Natural Gas
Engines are not acceptable
IMPORTANT
Oils recommended by the engine manufac-
turer already contain a balanced additive
treatment. Oils containing “solid” additives,
non-detergent oils, or low quality oils are not
recommended by the engine manufacturer.
Supplemental additives added to the engine
oil are not necessary and may be harmful.
The engine and fuel system supplier do not
review, approve or recommend such prod-
ucts.
SYNTHETIC OILS
Synthetic oils have been available for use in industrial
engines for a relatively long period of time and may offer
advantages in cold and hot temperatures. However, it is
not known if synthetic oils provide operational or eco-
nomic bene ts over conventional petroleum-based oils in
industrial engines. Use of synthetic oils does not permit
the extension of oil change intervals.
CHECKING/FILLING ENGINE OIL LEVEL
IMPORTANT
Care must be taken when checking engine oil
level. Oil level must be maintained between
the “ADD” mark and the “FULL” mark on
the dipstick. To ensure that you are not get-
ting a false reading, make sure the following
steps are taken before checking the oil level.
02(GM-T4)-2-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM

1. Stop engine. IMPORTANT

2. Allow approximately several minutes for the oil to Change oil when engine is warm and the old
drain back into the oil pan. oil flows more freely.

3. Remove the dipstick. Wipe with a clean cloth or 2. Stop engine

paper towel and reinstall. Push the dipstick all the
way into the dipstick tube.
4. Remove the dipstick and note the amount of oil on
the dipstick. The oil level must be between the
“FULL” and “ADD” marks.
IMPORTANT
Engine oil will be hot. Use protective gloves
to prevent burns. Engine oil contains chemi-
cals which may be harmful to your health.
Avoid skin contact.

3. Remove drain plug and allow the oil to drain.

4. Remove and discard oil lter and its sealing ring.
5. Coat sealing ring on the new lter with clean engine
oil, wipe the sealing surface on the lter mounting sur-
face to remove any dust, dirt or debris. Tighten lter
securely (follow lter manufacturers instructions). Do
not over tighten.
6. Check sealing ring on drain plug for any damage,
replace if necessary, wipe plug with clean rag, wipe
pan sealing surface with clean rag and re-install plug
5. If the oil level is below the “ADD” mark reinstall the into the pan. Tighten to speci cation.
dipstick into the dipstick tube and proceed to Step 6.
7. Fill crankcase with oil.
6. Remove the oil ller cap from the valve cover.
8. Start engine and check for oil leaks.
7. Add the required amount of oil to bring the level up
9. Dispose of oil and lter in a safe manner.
to, but not over, the “FULL” mark on the dipstick
Reinstall the oil ller cap to the valve rocker arm
cover and wipe any excess oil clean.

CHANGING THE ENGINE OIL

IMPORTANT
When changing the oil, always change the oil
lter.

1. Start the engine and run until it reaches normal oper-

ating temperature.

! CAUTION
An overfilled crankcase (oil level being too
high) can cause an oil leak, a fluctuation or
drop in oil pressure. When overfilled, the
engine crankshafts splash and agitate the oil,
causing it to aerate or foam.

SM 751 02(GM-T4)-2-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM
FUEL SYSTEM INSPECTION AND
MAINTENANCE
GASOLINE AND LPG FUEL SYSTEM
The fuel system installed on this industrial engine has
been designed to meet the mobile engine emission stan-
dard applicable for the 2010 and later model years. To
ensure compliance to these standards, follow the recom-
mended maintenance schedule contained in this section.
INSPECTION AND MAINTENANCE OF THE
FUEL STORAGE CYLINDER
The fuel storage cylinder should be inspected daily or at
the beginning of each operational shift for any leaks,
external damage, adequate fuel supply and to ensure the
manual service valve is open. Fuel storage cylinders
should always be securely mounted, inspect the securing
straps or retaining devices for damage ensure that all lock-
ing devices are closed and locked. Check to ensure that
the fuel storage cylinder is positioned with the locating
pin in the tank collar on all horizontally mounted cylin-
ders this will ensure the proper function of the cylinder
relief valve.
When refueling or exchanging the fuel cylinder, check the
quick ll valve for thread damage. Also verify O-ring is in
place and inspect for cracks, chunking or separation. If
damage to the o-ring is found, replace prior to lling.
Check the service line quick coupler for any thread dam-
age.
IMPORTANT
When refueling the fuel cylinder, wipe both
the female and male connection with a clean
rag prior to lling to prevent dust, dirt and
debris from being introduced to the fuel cyl-
inder.
INSPECTION AND REPLACEMENT OF THE
FUEL FILTER
The fuel system on this emission certi ed engine may uti-
lize an in-line replaceable fuel lter element. This element
should be replaced, at the intervals speci ed in the recom-
mended maintenance schedule. When inspecting the fuel
lter check the following:
SM 751
• Check for leaks at the inlet and outlet ttings, using
a soapy solution or an electronic leak detector and
repair if necessary.
• Check to make sure lter is securely mounted.
• Check lter housing for external damage or distor-
tion. If damaged replace fuel lter.
REPLACING THE FUEL FILTER:
1. Move the equipment to a well ventilated area and
verify that sparks, ignition and any heat sources are
not present.
2. Start the engine.
3. If the engine operates on a positive pressure fuel sys-
tem, run the engine with the fuel supply closed to
remove fuel from the system.
IMPORTANT
A small amount of fuel may still be present in
the fuel line. Use gloves and proper eye pro-
tection to prevent burns. If liquid fuel contin-
ues to ow from the connections when
removed, make sure the manual valve is fully
closed.
4. Slowly loosen the inlet tting and disconnect.
5. Slowly loosen the outlet tting and disconnect.
6. Remove the lter housing form the equipment.
7. Check for contamination.
8. Tap the opening of the lter on a clean cloth.
9. Check for debris.
10. Check canister for proper mounting direction.
11. Reinstall the lter housing to the equipment.
12. Tighten the inlet and outlet ttings to specificaion.
13. Check for leaks at the inlet and outlet ttings, and the
lter housing end connection using a soapy solution or
an electronic leak detector, if leaks are detected make
repairs
02(GM-T4)-2-4
 Group 02(GM-Tier4), PSI FUEL SYSTEM
DIRECT ELECTRONIC PRESSURE REGULA-
TOR (DEPR) MAINTENANCE AND INSPEC-
TION
IMPORTANT
The Direct Electronic Pressure Regulator
(DEPR) components have been speci cally
designed and calibrated to meet the fuel sys-
tem requirements of the emission certi ed
engine.
If the DEPR fails to operate or develops a leak, it should
be repaired or replaced with the OEM recommended
replacement parts. When inspecting the system check for
the following items:
• Check for any fuel leaks at the inlet and outlet fit-
tings.
• Check for any fuel leaks in the IEPR body.
• Check the inlet and outlet ttings of the coolant sup-
ply lines for water leaks if applicable.
• Check to ensure the IEPR is securely mounted and
the mounting bolts are tight.
• Check IEPR for external damage.
• Check IEPR electrical connection to ensure the
connector is seated and locked.
CHECKING/DRAINING OIL BUILD-UP IN THE
VAPORIZER REGULATOR
During the course of normal operation for LPG engines
oil or °?heavy ends°± may build inside the secondary
chamber of the Vaporizer Regulator. These oil and heavy
ends may be a result of poor fuel quality, contamination of
the fuel, or regional variation of the fuel make up. A sig-
nificant build up of oil can affect the performance of the
secondary diaphragm response. The Recommended Main-
tenance Schedule found in this section recommends that
the oil be drained periodically. This is the minimum
requirement to maintain the emission warranty. More fre-
quent draining of the Vaporizer Regulator is recom-
mended where substandard fuel may be a problem. PSI
recommends the Vaporizer Regulator be drained at every
engine oil change if contaminated or substandard fuel is
suspected or known to be have been used or in use with
the emission complaint fuel system. This is known as spe-
cial maintenance, and failure to follow this recommenda-
tion may be used to deny a warranty claim.
SM 751
IMPORTANT
Draining the regulator when the engine is
warm will help the oils to ow freely from the
regulator.
To drain the regulator, follow the steps below:
1. Move the equipment to a well ventilated area and
ensure no external ignition sources are present.
2. Start the engine.
3. With the engine running close the manual valve.
4. When the engine runs out of fuel turn OFF the key
when the engine stops and disconnect the negative
battery cable.
IMPORTANT
A small amount of fuel may still be present in
the fuel line, use gloves to prevent burns,
wear proper eye protection. If liquid fuels
continues to flow from the connections when
loosened check to make sure the manual
valve is fully closed.
5. Loosen the hose clamp at the inlet and outlet hoses
and remove the hoses.
6. Remove the regualtor mounting bolts.
7. Place a small receptacle in the engine compartment.
8. Rotate the regulator to 90° so that the outlet tting is
pointing down into the receptacle and drain the regu-
lator.
9. Inspect the secondary chamber for any large dried
particles and remove.
10. Remove the receptacle and reinstall the regulator
retaining bolts and tighten to speci cations.
11. Reinstall the fuel hoses.
12. Reconnect any other hoses removed during this pro-
cedure.
13. Slowly open the manual service valve.
IMPORTANT
The fuel cylinder manual valve contains an
“Excess Flow Check Valve” open the manual
valve slowly to prevent activating the “Excess
Flow Check Valve.”
14. Check for leaks at the inlet and outlet ttings using a
soapy solution or an electronic leak detector. If leaks
02(GM-T4)-2-5
 Group 02(GM-Tier4), PSI FUEL SYSTEM

are detected make repairs. Check coolant line con-
nections to ensure no leaks are present.
15. Start engine recheck for leaks at the regulator.
16. Dispose of any drained material in safe and proper
manner.
AIR FUEL MIXER/THROTTLE CONTROL
DEVICE MAINTENANCE AND INSPECTION
IMPORTANT
The Air Fuel Mixer components have been
speci cally designed and calibrated to meet
the fuel system requirements of the emission
certi ed engine. The mixer should not be dis-
assembled or rebuilt. If the mixer fails to
operate or develops a leak the mixer should
be replaced with the OEM recommended
replacement parts.
When inspecting the mixer check for the following items:
• Leaks at the inlet tting.
• Fuel inlet hose for cracking, splitting or chaffing,
replace if any of these condition exist.
• Ensure the mixer is securely mounted and is not
leaking vacuum at the mounting gasket or surface.
• Inspect air inlet hose connection and clamp. Also
inspect inlet hose for cracking, splitting or chafing.
Replace if any of these conditions exist.
• Inspect Air cleaner element according to the Rec-
ommended Maintenance Schedule found in this
section.
• Check Fuel lines for cracking, splitting or chafing.
Replace if any of these conditions exist.
• Check for leaks at the throttle body and intake
manifold.
The ECM then makes corrections to the fuel
air ratio to ensure the proper fuel charge and
optimum catalytic performance. Therefore, it
is important that the exhaust connections
remain secured and air tight.
IMPORTANT
The HEGO sensor is sensitive to silicone
based products. Do not use silicone sprays or
hoses which are assembled using silicone
lubricants. Silicone contamination can cause
severe damage to the HEGO.
When inspecting the Exhaust system check the following:
• Exhaust manifold at the cylinder head for leaks and
that all retaining bolts and shields (if used) are in
place.
• Manifold to exhaust pipe fasteners to ensure they
are tight and that there are no exhaust leaks repair
if necessary.
• HEGO electrical connector to ensure connector is
seated and locked, check wires to ensure there is
no cracking, splits chafing or “burn through.”
Repair if necessary.
• Exhaust pipe extension connector for leaks tighten
if necessary
• If the egine is equipped with a catalytic converter
inspect the converter to ensure it is securely
mounted.
• Check for any leaks at the inlet and outlet of the
converter.

EXHAUST SYSTEM AND CATALYTIC CON-

VERTER INSPECTION AND MAINTENANCE
IMPORTANT
The exhaust system on this emission certi ed
engine contains a Heated Exhaust Gas Oxy-
gen Sensor (HEGO) which provides feed
back to the ECM on the amount of oxygen
present in the exhaust stream after combus-
tion. The oxygen in the exhaust stream is
measured in voltage and sent to the ECM.

SM 751 02(GM-T4)-2-6
 Group 02(GM-Tier4), PSI FUEL SYSTEM

ENGINE MAINTENANCE REQUIREMENTS

Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter.
Interval Hours
Daily 200 400 800 1000 1250 1500 1750 2000
General Maintenance Section
Visual check for fluid leaks X
Check engine oil level X
Check coolant level X
Change engine oil and filter Every 150 hours or 120 days of operation
Check LPG system for leaks Prior to any service or maintenance activity
Inspect accessory drive belts for cracks, breaks, splits or glazing X
Inspect electrical system wiring for cuts, abrasions or corrosion X
Inspect all vacuum lines and fittings for cracks, breaks or hardening X
Engine Coolant Section
Clean debris from radiator core Every 100 hours or 60 days of operation
Change coolant X
Inspect coolant hoses for cracks, swelling or deterioration X
Engine Ignition System
Replace spark plugs X
Inspect battery case for damage X
Check spark plug wires for cuts abrasions or hardening X
Replace distributor cap and rotor X
Replace spark plug wires X
Fuel System Maintenance
Inspect air cleaner Every 200 hours, or every 100 hours in dusty environment
Replace filter element Every 400 hours, or every 200 hours in dusty enviroment
Replace fuel filter X
Inspect Shut-off Valve for leaks and closing X
Leak check fuel lines X
Check air induction for leaks X
Check manifold for vacuum leaks X
Drain LPG Vaporizer oil build up Every 150 hours or 120 days of operation
Engine Exhaust System
Inspect exhaust manifold for leaks X
Inspect exhaust piping for leaks X
Check HEGO sensor(s) connector and wires for burns, cuts or damage X
Inspect catalyst for mechanical damage X
The Maintenance schedule erpresents manufacturers recommended maintenance intervals to maintain proper
engine/equipment function. Specifid state andG federal regulations may require equipment opeatos to conduct
compreshensive engine/equipment inspections at more periodic intervals than thost specifiedGabove.

SM 751 02(GM-T4)-2-7
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 3

LPG Fuel System

MOBILE ENGINE FUEL SYSTEM SCHEMATIC

SM 751 02(GM-T4)-3-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM
DESCRIPTION AND OPERATION OF
THE FUEL SYSTEMS
NG & LPL FUEL SYSTEM
The primary components of the fuel system are the fuel
supply, direct electronic pressure regulator (DEPR), fuel
mixer, electronic throttle control (ETC) device, 2-Stage
convertor, engine control module (ECM), and a catalytic
converter. The system operates on a slightly positive fuel
pressure. Primary fuel pressure can be measured at the LD
2-Stage convertor. Secondary fuel pressure command and
actual fuel pressure is monitored by the ECM. You can
view these pressures using the diagnostic service tool.
SERVICE LINES
Fuel ows from the fuel supply to the electric lock off
valve. The service lines are not supplied by the engine
manufacturer. Please contact the equipment manufacturer
regarding fuel service lines
FUEL FILTER
LP, fuel like all other motor fuels is subject to contamina-
tion from outside sources. Refueling of the equipment
tank and removal of the tank from the equipment can
inadvertently introduce dirt and other foreign matter into
the fuel system. It is therefore necessary to filter the fuel
prior to entering the fuel system components down stream
of the tank. An inline fuel lter has been installed in the
fuel system to remove the dirt and foreign matter from the
fuel, which is replaceable as a unit only. Maintenance of
the lter is critical to proper operation of the fuel system
and should be replaced according to the maintenance
schedule or more frequently under severe operating condi-
tions.
Inline Fuel Filter
SM 751
ELECTRIC FUEL LOCK-OFF VALVE
The Electric Fuel lock-off valve is an integrated assembly
consisting of a 12 volt solenoid and a normally closed
valve. When energized, the solenoid opens the valve and
allows the fuel to ow through the device. The valve opens
during cranking and engine run cycles.
ELECTRIC FUEL LOCK-OFF
Voltage to the Electric Lock-Off Valve is controlled by
the engine control module (ECM).
DIRECT ELECTRONIC PRESSURE REGULA-
TOR (DEPR)
The ECI engine management system uses the DEPR to
control fuel delivery for the precise fuel metering neces-
sary for optimum combustion, fuel economy and transient
response. The DEPR is available in either a 19 or a 28 mm
size.
The DEPR is a single-stage microprocessor based electro-
mechanical fuel pressure regulator that incorporates a
high speed/fast acting actuator. It communicates with the
Engine Control Module (ECM) over a Controller Area
Network (CAN) link, receiving fuel pressure commands
and broadcasting DEPR operating parameters back to the
ECM. The DEPR can regulate fuel pressure from -18 to
+13 inches of water column above the Mixer air inlet
pressure, providing sufficient control authority to stall an
engine either rich or lean. When the DEPR receives an
output pressure command from the ECM, the valve is
internally driven to attain targeted fuel pressure, the
DEPR then closes the loop internally using a built in fuel
pressure sensor to maintain target fuel pressure/fuel flow
rate, until another external command from the ECM is
received (intervals < 10 ms). The DEPR has an integral
fuel temperature sensor that is used by the ECM to correct
for variations in fuel density. This strategy provides an
extremely accurate method for open loop fuel control.
Then with the addition of the pre- and post-cat oxygen
sensors, the pressure command transmitted form the ECM
can be further adjusted using closed loop feedback
02(GM-T4)-3-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM

The mixer is equipped with a low speed mixture adjust-

ment retained in a tamper proof housing. The mixer has
been preset at the factory and should not require adjust-
ment. In the event that the idle adjustment should need to
be adjusted refer to the Fuel System Repair section of this
manual.

! CAUTION
The air/fuel mixer is an emission control
device. Components inside the mixer are spe-
cifically calibrated to meet the engine’s emis-
sions requirements and should never be
disassembled or rebuilt. If the mixer fails to
function correctly, replace with an OEM
replacement part.
Direct Electronic Pressure Regulator

! CAUTION
The IEPR is an emission control device and
should only be serviced by qualified techni-
cians.

AIR FUEL MIXER

The air valve mixer is a self-contained air-fuel metering
device. The mixer is an air valve design, utilizing a rela- Air Valve Mixer
tively constant pressure drop to draw fuel into the mixer
from cranking speeds to full load. The mixer is mounted
in the air stream ahead of the throttle control device. Light Duty 2-Stage Vaporizer
When the engine begins to crank it draws in air with The tier 3 certified mobile products utilize a 2- stage
the air valve covering the inlet, and negative pressure vaporizer as part of the fuel system. The primary function
begins to build. This negative pressure signal is com- of this part is to convert liquid LP fuel into a propane
vapor. The vapor is then introduced into the DEPR where
municated to the top of the air valve chamber
the pressures are regulated. Converting the fuel from a liq-
through vacuum ports in the air valve assembly. A uid to a vapor is accomplished by passing the propane
pressure/force imbalance begins to build across the through a heat exchanger inside the convertor. Coolant
air valve diaphragm between the air valve vacuum flows through the convertor as part of the heat exchange
chamber and the atmospheric pressure below the dia- process.
phragm. The vacuum being created is referred to as
Air Valve Vacuum (AVV). As the air valve vacuum
reaches the imbalance point, the air valve begins to
lift against the air valve spring. The amount of AVV
generated is a direct result of the throttle position. At
low engine speed the air valve vacuum and the air
valve position is low thus creating a small venturi for
the fuel to ow. As the engine speed increases the
AVV increases and the air valve is lifted higher thus
creating a much larger venturi. This air valve vac-
uum is communicated from the mixer venturi to the
IEPR via the fuel supply hose. LD 2-Stage Vaporizer

SM 751 02(GM-T4)-3-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM

ELECTRONIC THROTTLE CONTROL DEVICE .

(ETC)—
Engine speed is controlled by the ECM and the Electronic
Throttle Control device which is an automotive style
throttle. The ECM controls engine speed one of several
ways depending on the equipment manufacturer’s require-
ment. Engine speed can be controlled by discrete speed
governing, whereby the OEM sends an open, high or low Three Way Catalytic Converter
voltage signal to an ECM pin. The ECM then targets the
preprogrammed speed for that pin. The other two modes
are through the use of a foot pedal or a hand throttle con- ENGINE CONTROL MODULE
troller. In both cases the foot pedal or hand throttle con-
To obtain maximum effect from the catalyst and accurate
troller will send a 0-5 volt signal to the ECM. The ECM is
control of the air fuel ratio, the emission certi ed engine is
programmed with an idle and high speed and interprets
equipped with an onboard computer or Engine Control
speed in between the two based on voltage.
Module (ECM). The ECM is a 32 bit controller which
When the engine is running electrical signals are sent receives input data from sensors mounted to the engine
from the foot pedal position sensor to the engine ECM and fuel system and then outputs various signals to control
when the operator depresses or release the foot pedal. The engine operation.
ECM then sends an electrical signal to the motor on the
electronic throttle control to increase or decrease the angle
of the throttle blade thus increasing or decreasing the air/
fuel charge to the engine. The electronic throttle control
device incorporates two internal Throttle Position Sensors
(TPS) which provide output signals to the ECM as to the
location of the throttle shaft and blade. The TPS informa-
tion is used by the ECM to correct for speed and load con-
trol as well as emission.

Engine Control Module (ECM)

Electronic Throttle Control Device
THREE-WAY CATALYTIC CONVERTER
The Catalytic Converter is a component of the emissions
system which is designed to meet the emission standards
in effect for the Tier 3 mobile certified product.
The exhaust gases pass through the honeycomb catalyst
which is coated with a mixture of precious group metals to
oxidize and reduce CO, HC and NOX emission gases
One speci c function of the controller is to maintain a
closed loop fuel control which is accomplished by use of
the Heated Exhaust Gas Oxygen sensor (HEGO) mounted
in the exhaust system. The HEGO sensor sends a voltage
signal to the controller which then outputs signals to the
EPR to change the amount of fuel being delivered from
the regulator or mixer to the engine.
The controller also performs diagnostic functions on the
fuel system and noti es the operator of engine malfunc-
tions by turning on a Malfunction Indicator Light (MIL)
mounted in the dash. Malfunctions in the system are identi

SM 751 02(GM-T4)-3-4
 Group 02(GM-Tier4), PSI FUEL SYSTEM
ed by a Diagnostic Trouble Code (DTC) number. In addi-
tion to notifying the operator of the malfunction in the
system, the controller also stores the information about
the malfunction in its memory. A technician can than uti-
lize a computerized diagnostic scan tool to retrieve the
stored diagnostic code and by using the diagnostic charts
in this manual to determine the cause of the malfunction.
In the event a technician does not have the computerized
diagnostic tool, the MIL light can be used to identify the
diagnostic code to activate the “blink” feature and count
the number of blinks to determine the diagnostic code
number to locate the fault in the system.
HEATED EXHAUST GAS OXYGEN SENSORS
The Heated Exhaust Gas Oxygen (HEGO) Sensors are
mounted in the exhaust system, one upstream and one
downstream of the catalytic converter. Models that do not
use a catalyst assembly will only use one HEGO sensor.
The HEGO sensors are used to measure the amount of
oxygen present in the exhaust stream to determine
whether the air-fuel ratio is to rich or to lean. It then com-
municates this measurement to the ECM. If the HEGO
sensor signal indicates that the exhaust stream is too rich,
the ECM will decrease or lean the fuel mixture during
engine operation. If the mixture is too lean, the ECM will
richen the mixture. If the ECM determines that a rich or
lean condition is present for an extended period of time
which cannot be corrected, the ECM will set a diagnostic
code and turn on the MIL light in the dash.
By monitoring output from the sensor upstream and the
sensor downstream of the catalytic converter, the ECM
can determine the performance of the catalyst.
SM 751
The Heat Exhaust Gas Oxygen (HEGO) Sensor
.HEGO1 (upstream or before the catalytic converter)
and HEGO2 (downstream) voltage output.
! CAUTION
The Heated Exhaust Gas Oxygen Sensor
(HEGO) is an emissions control component.
In the event of a failure, the HEGO should
only be replaced with the recommended
OEM replacement part. The HEGO is sensi-
tive to silicone based products and can
become contaminated. Avoid using silicone
sealers or air or fuel hoses treated with a sili-
cone based lubricant.
TMAP SENSOR
The Temperature Manifold Absolute Pressure or TMAP
sensor is a variable resistor used to monitor the difference
in pressure between the intake manifold and outside or
atmospheric pressure and the temperature. The ECM
monitors the resistance of the sensor to determine engine
load (the vacuum drops when the engine is under load or
at wide open throttle). When the engine is under load, the
computer may alter the fuel mixture to improve perfor-
mance and emissions. The temperature is also monitored
by the ECM, primarily to richen the fuel/air mixture dur-
ing a cold start.
COOLANT TEMPERATURE SENSOR
The Engine Coolant Temperature sensor or ECT is a vari-
able resistance thermistor that changes resistance as the
engine's coolant temperature changes. The sensor's output
is monitored by the ECM to determine a cold start condi-
tion and to regulate various fuel and emission control
functions via a closed loop emission system.
02(GM-T4)-3-5
 Group 02(GM-Tier4), PSI FUEL SYSTEM

OIL PRESSURE SENDER

The Engine Oil Pressure sensEr is designed to ensure ade-
quate lubrication throughout the engine. It provides a
pressure value for the oil pressure gauge and is monitored
by the ECM. If the pressure drops, an MIL will occur.

Closed-Loop Fuel Control

SM 751 02(GM-T4)-3-6
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 4

GASOLINE Fuel System

MOBILE ENGINE GASOLINE FUEL SYSTEM SCHEMATIC

SM 751 02(GM-T4)-4-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM
GASOLINE MULTI POINT FUEL INJEC-
TON (MPFI)
The primary components of the Gasoline Multi Point Fuel
Injection (MPFI) fuel system are the gasoline fuel tank,
electric fuel pump, fuel pressure and temperature sensor
manifold, fuel filter and fuel rail.
GASOLINE FUEL STORAGE TANK
The gasoline fuel storage tank location may very on
equipment applications. The fuel tank may be integrated
into the chassis frame or may be a stand alone vessel
mounted on the equipment. For precise location for the
equipment application refer to the OEMs vehicle manual.
GASOLINE FUEL PUMP
The Gasoline is stored as a liquid in the fuel tank and in
drawn into the fuel system by a 12 volt electric fuel pump.
Depending on the vehicle application the fuel pump may
be mounted in the fuel tank or as a stand alone compo-
nent. In either case the fuel pump will receive a signal
from the ECM at Key On to prime the fuel system for
approximately 2 seconds prior to start. Priming of the fuel
system provides for a quicker start, when the engine
SM 751
begins to crank. Consult the OEM for the location of the
fuel pump.
GASOLINE PRESSURE AND TEMPERATURE
SENSOR MANIFOLD
This engine is equipped with a fuel injector rail that does
not have a pressure regulator or a return circuit to the fuel
tank. Fuel pressure for this engine is regulated by the
engine’s ECM. The ECM receives fuel pressure and tem-
perature feedback from the gasoline fuel sensor manifold
and uses this information to control the ground side of the
fuel pump. Fuel pressure is regulated by the ECM pulse
width modulating (PWM) the fuel pump. The fuel pres-
sure and temperature sensor manifold has a return or
“bleed” circuit that connects back to the equipment fuel
tank. This circuit is used to bleed off any vapor that devel-
ops in the line and returns a small amount of fuel to the
tank. The fuel comes from the fuel tank and passes
through the fuel pump. Fuel exits the fuel pump, passes
through the filter and then enters the fuel pressure and
temperature manifold assembly. Fuel flows through the
feed circuit and is delivered to the fuel injector rail. Fuel
that enters the bleed circuits through the by-pass valve in
the manifold is returned to the fuel tank.
02(GM-T4)-4-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM

FUEL FILTER
After the fuel is drawn into the fuel pump, the fuel flows
through the gasoline fuel filter. The fuel filter will trap
small particles. The fuel passes through the filter to
remove debris which prevents the fuel pressure and tem-
perature manifold and fuel injectors from becoming dam-
aged. Maintenance of the fuel filter is required as
indicated in the Recommended Maintenance Schedule. A
more frequent replacement of the filter may be required if
the equipment operates in a dusty or dirty environment.

FUEL INJECTOR RAIL

The fuel flows from the fuel pressure and temperature
manifold assembly to the fuel rails where the fuel is deliv-
ered to the fuel injectors. The fuel rail also contains a
Schrader valve which is utilized to test the regulated pres-
sure of the fuel system.

FUEL INJECTOR
The fuel supply is maintained on the top of the injector
from the injector rail. The injector is fed a “pulse” signal
through the wire harness which causes the injector to
open. During regular operating conditions the ECM con-
trols the opening and duration of opening of the injector.
During lower RPM operation the injector signals or
“pulses” are less frequent then when the engine is operat-
ing at higher RPMs. The certified engine has been cali-
brated to deliver the precise amount of fuel for optimum
performance and emission control.

SM 751 02(GM-T4)-4-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 5

Fuel System Diagnosis

FUEL SYSTEM DIAGNOSIS

Direct Electronic Pressure Regulator Assembly

FUEL SYSTEM DESCRIPTION DIAGNOSTIC AIDS

The Engine Control Module (ECM) receives information
from various engine sensors in order to control the opera-
tion of the Direct Electronic Pressure Regulator (DEPR)
and lock-off Valve. The lock-off Valve solenoid prevents
fuel ow unless the engine is cranking or running.
At Key ON, the DEPR valve receives a two (2) second
prime pulse from the ECM, allowing time for the fuel to
ow through the fuel lter and fuel lines to the DEPR.
Fuel travels from the lock-off to the light duty 2- stage
regulator into the DEPR.
Engine cranking generates vacuum which provided lift for
the mixer air valve and is commonly referred to as air
valve vacuum. Once in the mixer, the fuel is combined
with air and is drawn into the engine for combustion.
This procedure is intended to diagnose equipment operat-
ing on LPG. If the equipment will not continue to run,
refer to Hard Start for preliminary checks.
• Inspect the fuel supply lines to verify they are
properly connected and do not have any kinks or
damage
• Verify the fuel lock off valve is operating properly.
Refer to the OEM for information on the fuel shut
off valve.
TOOLS REQUIRED:
DST
• Diagnostic Scan Tool (DST)

PRESSURE GAUGES
• ITK-2 Test Kit

SM 751 02(GM-T4)-5-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM
TEST DESCRIPTION
The basis of the fuel system test is to determine if the fuel
is operating within proper fuel control parameters. This
fuel control system operates on the basis of short term and
long term fuel correction to compensate for the normal
operation and aging of the engine. Abnormal operation of
the engine, due to a component issue or lack of mainte-
nance will cause fuel system control parameters to operate
outside of the normal range.
The fuel system correction factors are viewable using the
laptop based Diagnostic Service Tool (DST).
The short term correction factor is a percentage based fuel
correction that will immediately be applied once the
engine reaches the closed loop fuel control mode. The
short term correction factor is known as “Closed Loop 1”
on the DST.
The long term correction factor writes the short term cor-
rection into long term memory so it is available immedi-
ately on the next start/run cycle. The long term correction
factor is known as “Adaptive 1” on the DST.
Closed Loop 1 and Adaptive 1 can be viewed on the
Closed Loop Control panel on the Faults Page of the DST.
Closed Loop 1 & Adaptive 1
Any parameter found to be out of conformance will
require additional diagnosis.
SM 751
HOW THE CORRECTION FACTORS WORK
The correction factors are displayed in the DST as a posi-
tive or negative percent. The numbers will range between
-35% and +35%. A negative fuel correction number indi-
cates the removal of fuel.
An outside condition causing the system to be rich, such
as a restricted air cleaner, can cause a negative short term
and long term fuel correction. An outside condition caus-
ing the system to be lean, such as a vacuum leak, can
cause a positive fuel correction.
DETERMINING TOTAL FUEL CORRECTION
The total fuel correction is the sum of the short term cor-
rection (Closed Loop 1) and the long term correction
(Adaptive 1).
For instance, a Closed Loop 1 reading of -1.5% and an
Adaptive 1 reading of -3.5% would mean a total fuel cor-
rection of -5% was taking place at that time. The system is
removing 5% fuel at that time.
A Closed Loop 1 reading of 1.5% and an Adaptive 1 read-
ing of 3.5% (note both are positive numbers) would mean
that a total fuel correction of 5% was taking place at that
time. The system is adding 5% fuel.
02(GM-T4)-5-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM

NORMAL & ABNORMAL FUEL CORRECTION
Generally, the system is operating within specification
when total fuel correction falls between -15% and +15%.
Operation outside of this range will require further diag-
nosis to determine the system level issue affecting fuel
control. The system will set Diagnostic Trouble Codes
(DTC’s) for correction factors in the +/- 30%-35% range.
If total fuel correction is found to be operating outside of
the normal range additional diagnostic procedure will be
required to determine the cause. Follow the appropriate
Symptom Routine or DTC Chart for additional help.

SM 751 02(GM-T4)-5-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM

FUEL SYSTEM SYMPTOM DIAGNOSTICS

Checks Action

Before using this section, you should have performed On Board Diagnostic (OBD) Check and
determined that:
1. The ECM and MIL are operating correctly.
Before Using This
2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but without a MIL.
Section
Several of the following symptom procedures call for a careful visual and physical check.
These checks are very important as they can lead to prompt diagnosis and correction of a prob-
lem.
1. Verify the customer complaint.
2. Locate the correct symptom table.
3. Check the items indicated under that symptom.
4. Operate the equipment under the conditions the symptom occurs. VerifyGHEGO switching
Fuel System Check
between lean and rich. IMPORTANT! Normal HEGOGswitching indicates the fuel sys-
tem is in closed loop and operatingGcorrectly at that time.
5. Take a data snapshot using the DST under the condition that the symptomGoccurs to review
at a later time.
• Check all ECM system fuses and circuit breakers.
• Check the ECM ground for being clean, tight and in its proper location.
• Check the vacuum hoses for splits, kinks and proper connections.
• Check thoroughly for any type of leak or restriction.
• Check for air leaks at all the mounting areas of the intake manifold sealingGsurfaces.
• Check for proper installation of the mixer assembly.
• Check for air leaks at the mixer assembly.

Visual and PhysicalG Check the ignition wires for the following conditions:
Checks • Cracking
• Hardening
• Proper routing
• Carbon tracking.

• Check the wiring for the following items: proper connections, pinches orGcuts.
• The following symptom tables contain groups of possible causes for eachGsymptom. The
order of these procedures is not important. If the DST readingsGdo not indicate a problem,
then proceed in a logical order, easiest toGcheck or most likely to cause the problem.

SM 751 02(GM-T4)-5-4
 Group 02(GM-Tier4), PSI FUEL SYSTEM

INTERMITTENT
Checks Action

DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables with this con-
Preliminary Checks
dition may result in the replacement of good parts.
Faulty electrical connections or wiring can cause most intermittent problems. Check the sus-
pected circuit for the following conditions:
• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated in the
connector (backed out). Terminals not properly formed or damaged.
• Wire terminals poorly connected.
Faulty Electrical Con- • Terminal tension is insufficient.
nections or Wiring • Carefully remove all the connector terminals in the problem circuit in order to ensure the
proper contact tension.
• If necessary, replace all the connector terminals in the problem circuit in order to ensure the
proper contact tension (except those noted as “Not Serviceable”). See section Wiring Sche-
matics.
• Checking for poor terminal to wire connections requires removing the terminal from the
connector body.
If a visual and physical check does not locate the cause of the problem, operate the vehicle
Operational Test with the DST connected. When the problem occurs, an abnormal voltage or scan reading indi-
cates a problem circuit.
The following components can cause intermittent MIL and no DTC(s):
• A defective relay.
• Switch that can cause electrical system interference. Normally, the problem will occur
Intermittent MIL Illu- when the faulty component is operating.
mination • The improper installation of add on electrical devices, such as lights, 2-way radios, electric
motors, etc.
• The ignition secondary voltage shorted to a ground.
• The MIL circuit or the Diagnostic Test Terminal intermittently shorted to ground.
• The MIL wire grounds.
To check for the loss of the DTC Memory:
1. Disconnect the TMAP sensor.
Loss of DTC Memory 2. Idle the engine until the MIL illuminates.
3. The ECM should store a TMAP DTC which should remain in the memory when the ignition
is turned OFF. If the TMAP DTC does not store and remain, the ECM is faulty.

SM 751 02(GM-T4)-5-5
 Group 02(GM-Tier4), PSI FUEL SYSTEM

NO START
Checks Action

DEFINITION: The engine cranks OK but does not start.

Preliminary Checks None
Use the DST to :
• Check for proper communication with both the ECM
ECM Checks • Check all system fuses engine fuse holder. Refer to Engine Controls Schematics.
• Check battery power, ignition power and ground circuits to the ECM. Refer to Engine Con-
trol Schematics. Verify voltage and/or continuity for each.
• Check the TMAP sensor.
Sensor Checks
• Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start condition.
• Check for air intake system leakage between the mixer and the throttle body. Verify proper
operation of the low pressure lock-off solenoids.
Fuel System Checks • Verify proper operation of the fuel control solenoids.
• Check the fuel system pressures.
• Refer to the LPG Fuel System Diagnosis.
• Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the
equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equivalent.
2. Verify that the spark plugs are correct for use with LPG.
Check the spark plugs for the following conditions:
Ignition System • Wet plugs.
Checks • Cracks.
• Wear.
• Improper gap.
• Burned electrodes.
• Heavy deposits.
• Check for bare or shorted ignition wires.
• Check for loose ignition coil connections at the coil.

SM 751 02(GM-T4)-5-6
 Group 02(GM-Tier4), PSI FUEL SYSTEM

NO START
Checks Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel system.
Check for the following:
• Vacuum leaks.
Engine Mechanical • Improper valve timing.
Checks • Low compression.
• Improper valve clearance.
• Worn rocker arms.
• Broken or weak valve springs.
Worn camshaft lobes.
Check the exhaust system for a possible restriction:

Exhaust System • Inspect the exhaust system for damaged or collapsed pipes:
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diag-
nosis.

SM 751 02(GM-T4)-5-7
 Group 02(GM-Tier4), PSI FUEL SYSTEM

HARD START
Checks Action

DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start
but immediately dies.
Preliminary Checks Make sure the vehicle’s operator is using the correct starting procedure.
• Check the Engine Coolant Temperature sensor with the DST. Compare the engine coolant
temperature with the ambient air temperature on a cold engine. If the coolant temperature
Sensor Checks reading is more than 10 degrees greater or less than the ambient air temperature on a cold
engine, check for high resistance in the coolant sensor circuit. Check the cam angle sensor.
• Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor connections.
Important: A closed LPG manual fuel shut off valve will create an extended crank OR no
start condition.
• Verify the excess ow valve is not tripped or that the manual shut-off valve is not closed.

Fuel System Checks Check mixer assembly for proper installation and leakage.
• Verify proper operation of the low pressure lock-off solenoid.
• Verify proper operation of the EPR.
• Check for air intake system leakage between the mixer and the throttle body. Check the
fuel system pressures. Refer to the Fuel System Diagnosis.
Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the
equivalent gasoline operating conditions.
• Check for the proper ignition voltage output with J 26792 or the equivalent.
• Verify that the spark plugs are the correct type and properly gapped.

Check the spark plugs for the following conditions:

• Wet plugs.
• Cracks.
Ignition System • Wear.
Checks • Burned electrodes.
• Heavy deposits
• Check for bare or shorted ignition wires.
• Check for moisture in the distributor cap.
• Check for loose ignition coil connections.

Important:
1. If the engine starts but then immediately stalls, check the cam angle sensor.
2. Check for improper gap, debris or faulty connections.

SM 751 02(GM-T4)-5-8
 Group 02(GM-Tier4), PSI FUEL SYSTEM

HARD START
Checks Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel supply system.
Check for the following:
• Vacuum leaks
• Improper valve timing
Engine Mechanical
• Low compression
Checks
• Improper valve clearance.
• Worn rocker arms
• Broken or weak valve springs
• Worn camshaft lobes.
Check the intake and exhaust manifolds for casting flash.
Check the exhaust system for a possible restriction:
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes.
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.

SM 751 02(GM-T4)-5-9
 Group 02(GM-Tier4), PSI FUEL SYSTEM

CUTS OUT, MISSES

Checks Action

DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load increases,
but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for
the fuel starvation that can cause the engine to cut-out.
Preliminary Checks None
1. Start the engine.
2. Check for proper ignition output voltage with spark tester J 26792.
3. Check for a cylinder mis re.
4. Verify that the spark plugs are the correct type and properly gapped.
Remove the spark plugs and check for the following conditions:
• Insulation cracks.
Ignition System • Wear.
Checks • Improper gap.
• Burned electrodes.
• Heavy deposits.
Visually/Physically inspect the secondary ignition for the following:
• Ignition wires for arcing and proper routing.
• Cross- ring.
• Ignition coils for cracks or carbon tracking
Perform a cylinder compression check. Check the engine for the following:
• Improper valve timing.
Engine Mechanical • Improper valve clearance.
Checks • Worn rocker arms.
• Worn camshaft lobes.
• Broken or weak valve springs.
• Check the intake and exhaust manifold passages for casting ash.
Check the fuel system:

Fuel System Checks • Plugged fuel lter.

• Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis.
• Check the condition of the wiring to the low pressure lock-off solenoid.
Check for Electromagnetic Interference (EMI), which may cause a misfire condition. Using
the DST, monitor the engine RPM and note sudden increases in rpms displayed on the scan
Additional Check
tool but with little change in the actual engine rpm. If this condition exists, EMI may be pres-
ent. Check the routing of the secondary wires and the ground circuit.

SM 751 02(GM-T4)-5-10
 Group 02(GM-Tier4), PSI FUEL SYSTEM

HESITATION, SAG, STUMBLE

Checks Action

DEFINITION: The engine has a momentary lack of response when putting it under load. The condition can occur at
any engine speed. The condition may cause the engine to stall if it’s severe enough.
Preliminary Checks None
• Check the fuel pressure. Refer to LPG Fuel System Diagnosis.
• Check for low fuel pressure during a moderate or full throttle acceleration. If the fuel pres-
sure drops below speci cation, there is possibly a faulty low pressure regulator or a restric-
tion in the fuel system.
Fuel System Checks
• Check the TMAP sensor response and accuracy.
• Check Shut-Off electrical connection.
• Check the mixer air valve for sticking or binding.
• Check the mixer assembly for proper installation and leakage. Check the EPR.
Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the
equivalent gasoline operating conditions. If a problem is reported on LPG and not gasoline, do
not discount the possibility of a LPG only ignition system failure and test the system accord-
Ignition System ingly.
Checks • Check for the proper ignition voltage output with J 26792 or the equivalent. Verify that the
spark plugs are the correct type and properly gapped.
• Check for faulty spark plug wires.
• Check for fouled spark plugs.
• Check for manifold vacuum or air induction system leaks.
Additional Check
• Check the alternator output voltage.

SM 751 02(GM-T4)-5-11
 Group 02(GM-Tier4), PSI FUEL SYSTEM

BACKFIRE
Checks Action

DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping noise.
Preliminary Checks None
Important! LPG, being a gaseous fuel, requires higher secondary ignition system volt-
ages for the equivalent gasoline operating conditions. The ignition system must be main-
tained in peak condition to prevent backfire.
• Check for the proper ignition coil output voltage using the spark tester J26792 or the equiv-
alent.
• Check the spark plug wires by connecting an ohmmeter to the ends of each wire in ques-
tion. If the meter reads over 30,000 ohms, replace the wires.
Ignition System • Check the connection at ignition coil.
Checks • Check for deteriorated spark plug wire insulation.

Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
• Wear.
• Improper gap.
• Burned electrodes.
• Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold leakage than a gas-
oline fuel supply system.

Check the engine for the following:

• Improper valve timing.
Engine Mechanical • Engine compression.
Checks • Manifold vacuum leaks.
• Intake manifold gaskets.
• Sticking or leaking valves.
• Exhaust system leakage.
• Check the intake and exhaust system for casting ash or other restrictions.
Fuel System Checks Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.

SM 751 02(GM-T4)-5-12
 Group 02(GM-Tier4), PSI FUEL SYSTEM

LACK OF POWER, SLUGGISHNESS, OR SPONGINESS

Checks Action

DEFINITION: The engine delivers less than expected power.

• Refer to the LPG Fuel system OBD System Check.
• Compare the customer’s vehicle with a similar unit to verify customer has an actual prob-
lem. Do not compare the power output of the vehicle operating on LPG to a vehicle operat-
Preliminary Checks ing on gasoline as the fuels do have different drive feel characteristics.
• Remove the air lter and check for dirt or restriction.
• Check the vehicle transmission.
• Refer to the OEM transmission diagnostics.
• Check for a restricted fuel lter, contaminated fuel, or improper fuel pressure. Refer to LPG
Fuel System Diagnosis.
• Check for the proper ignition output voltage with the spark tester J 26792 or the equivalent.
• Check for proper installation of the mixer assembly. Check all air inlet ducts for condition
Fuel System Checks
and proper installation.
• Check for fuel leaks between the EPR and the mixer.
• Verify that the LPG tank manual shut-off valve is fully open.
• Verify that liquid fuel (not vapor) is being delivered to the EPR.
• Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamination and perfor-
Sensor Checks mance. Check for proper operation of the TMAP sensor.
• Check for proper operation of the TPS and FPP sensors.
Check the exhaust system for a possible restriction:
Exhaust System • Inspect the exhaust system for damaged or collapsed pipes.
Checks • Inspect the muffler for signs of heat distress or for possible internal failure.
• Check for possible plugged catalytic converter.
Check the engine for the following:
• Engine compression.
Engine Mechanical
• Valve timing.
Check
• Improper or worn camshaft.
• Refer to Engine Mechanical in the Service Manual.
• Check the ECM grounds for being clean, tight, and in their proper locations.
• Check the alternator output voltage.

If all procedures have been completed and no malfunction has been found, review and inspect
Additional Check the following items:
• Visually and physically, inspect all electrical connections within the suspected circuit and/
or systems.
• Check the DST data.

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LACK OF POWER, SLUGGISHNESS, OR SPONGINESS

Checks Action

DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake.
Preliminary Checks None.
Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance:
• Check for silicone contamination from fuel or improperly used sealant. If contaminated,
the sensor may have a white powdery coating result in a high but false signal voltage (rich
Sensor Checks exhaust indication). The ECM will reduce the amount of fuel delivered to the engine caus-
ing a severe driveability problem.
Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and accuracy.
• Check for rich or lean symptom that causes the condition.
• Drive the vehicle at the speed of the complaint.
• Monitoring the oxygen sensors will help identify the problem.
• Check for a sticking mixer air valve.
Fuel System Checks
• Verify proper operation of the EPR.
• Perform a cylinder compression test. Refer to Engine Mechanical in the Service Manual.
• Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis.
• Check mixer assembly for proper installation and connection.
• Check for the proper ignition output voltage using the spark tester J26792 or the equivalent.
• Verify that the spark plugs are the correct type and properly gapped.
Remove the plugs and inspect them for the following conditions:
• Wet plugs.
• Cracks.
Ignition System • Wear.
Checks • Improper gap.
• Burned electrodes.
• Blistered insulators.
• Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If
the meter reads over 30,000 ohms, replace the wires.
Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gaso-
line fuel supply system.
• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and low throt-
Additional Checks tle angle control command.
• Check the ECM grounds for being clean, tight, and in their proper locations. Check the bat-
tery cables and ground straps. They should be clean and secure. Erratic voltage may cause
all sensor readings to be skewed resulting in poor idle quality.
Check the engine for:
• Broken motor mounts.
• Improper valve timing.
Engine Mechanical • Low compression.
Check • Improper valve clearance.
• Worn rocker arms.
• Broken or weak valve springs.
• Worn camshaft lobes.

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Section 6

Electrical Section

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

1.6L LPG 1.6L Duel Fuel

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1.6L Gasoline

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3.0L Duel Fuel 3.0L LPG

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

3.0L Gasoline

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

4.3L Duel Fuel 4.3L LPG

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

4.3L Gasoline

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Diagnostic Scan Tool (DST)

CONTENTS
• Installation of the DST package to a personal computer (PC).
• Software login and password functionality. DST service pages.
• Updating the ECM calibration using a MOT file.
• DTC pages.

Examples and snapshots used in this manual are based off of the initial DST tool release as of July, 2007. This tool is fre-
quently updated and the illustrations may vary depending on the changes included in any updated DST display Interface.
For example, the Electronic Pressure Regulator (EPR) may be referred to as the “megajector.” Terms, names and descrip-
tions of parts and servicing procedures will be updated based on trade, brand, or common description to more accurately
describe the part or service procedure.

DST INSTALLATION INSTRUCTIONS

Before installing the DST software, please be sure your computer meets the minimum system requirements.
Supported operating systems are:
• Windows Vista
• Windows XP
• Windows 2000

Minimum processor speed:

• Pentium II 450 MHz
• Pentium III 1.0 GHz for Windows Vista

Minimum RAM requirement:

• Windows Vista 512 MB
• Windows XP 256 MB
• Windows 2000 128 MB

* At least one available RS232 serial or USB port.

* ECOM cable supports USB port only.

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• Insert the CD into your computer and select LATEST_GCP_DISPLAY

• Open the ECOM_Driver Folder

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• Double Click the setup.exe file - - - > This will launch the installation wizard
• Select “NEXT” until you finish the installation as shown below

• Return to the LATEST_GCP_DISPLAY folder

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

• Select the PC Display folder

• Select the GCP Display icon

• Select the GCP Display icon - - - > This will launch the installation wizard

• Select NEXT until it says you are finish

• Restart your PC

• Go to the START button on the lower left

corner and find the GCP Display Program

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PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Login can be accomplished
in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original equipment manufacture
(OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Single Serial Number
password is unique to a specific ECM serial number and permits authorized service personnel to make changes or
view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this case, do not check the
single serial number box. Each password is a 16-character alphanumeric string specific to each Spectrum customer
and determines which pages and variables are visible through the software. Passwords are assigned by the OEM sup-
port group and may change periodically. Check the “save password” box to automatically retain the password for
future use.

Note: The password is printed on the CD disk. If it does not have a password or you have questions please contact the
OEM.

Figure 1: Populated Password Dialog Box

PASSWORD DIALOG BOX FUNCTIONS

• Clear Password Button Erases the current password from the password field.
• Paste Password Button Allows the user to copy a 16-character string from any word processor and paste the
string in the password field.
• Single Serial Number Access Checkbox Tells the software that the password is applicable for single serial num-
ber access.
• Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked. The entry field
must be populated for the 6-digit serial number for which the Single Serial Number Access password applies
(NOTE: Leading zeros included in the serial number are not required).
• Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for the next software
session.

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Should an invalid password be entered, the error prompt shown in figure (2) will be displayed and the software
will not load. This prompt signifies the following:
• The All S/N password is invalid.
• The Single S/N password is incorrect for the Single Serial Number entered.
• An All S/N password is entered for Single Serial Number use.
• The Single Serial Number password is valid; however, the Single Serial Number Access Checkbox is not checked.

Figure 2: Password Error Prompt

If the Single S/N password entered is correct for the software but does not match the entered S/N of the targeted ECM, the
prompt in Figure 3 will be displayed.

Figure 3: Incorrect Serial Number Message

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Figure 4 shows the communication status if a valid software password is entered when attempting to connect to an ECM
with a different key. In this instance the software will load but will not connect to the target (ECM).

Figure 4: Not Authorized to Connect Message

In the event you receive this error message call your OEM support group for more information.

CONNECTING THE PC TO THE ENGINE WIRE HARNESS

Connecting the DST cable

A laptop computer, with the diagnostic cable and software is the required tool for performing proper diagnostic testing of
the fuel system. It is also used to monitor sensor and actuator values and to read and clear Diagnostic Trouble codes. The
DST software also performs several special tests.
• Connect the system diagnostic cable to the USB port on the back of the computer.
• Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical schematic. The DLC
is located on the engine harness. The new 8 pin DLC requires the use of the 4 to 8 pin adapter.
• Turn the computer ON.
• Start Windows.
• From the start menu select Programs ˧ PSI GCP DisplayG˧ PSI GCP Display
• Place the ignition key in the ON position.

Within several seconds the system Gauge screen should now appear and a green banner in the upper left hand will read
“Connected.”

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• Connecting to the PC using the ECOM cable

• To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

• You will now need to configure the ECOM communication protocol.

• Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You are now ready to con-
nect using the ECOM USB DLC cable.

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DST SERVICE PAGES

Gauge Page

Provides system data in large easy to read displays. Displays ECM configuration information for the ECM software, hard-
ware, serial numbers and calibration dates.

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Raw Volts Page

The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is most commonly used to
check values in the diagnostic trouble shooting charts.

Service 1

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The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a display for rpm, coolant tem-
perature and spark advance. It also provides a large display to monitor the closed loop mixture control.

Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools such as spark and injec-
tor kill controls. Please note that not all features are available for all applications. The disabled item menus are grayed out
or rendered inoperative.

SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark Kill diagnostic
mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it
was in when the test mode was entered. If the Spark System Test mode is selected with the engine running above 1000
rpm, the throttle will continue to operate normally. Disabling Ignition Outputs to disable the ignition system for an indi-
vidual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be re-
enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the engine is running below
1000 rpm, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the
spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm
drop related to each spark output disabled. The spark outputs are arranged in the order which the engine fires, not by cyl-
inder number.

INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is selected with the engine
running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was
entered. If the Injector Kill mode is selected with the engine running above 1000 rpm, the throttle will continue to operate
normally. To disable an injector, use the mouse to select the desired injector. The word “Normal” will change to the Injec-
tor you have selected. The injector driver can be re-enabled by selecting again. If the engine is running below 1000 rpm,
the injector driver will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the injector
driver will stay disabled for 5 seconds and then re-set. Record the change in rpm while each driver is disabled.

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DBW TEST MODE

The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the foot pedal or throttle
input and is used during the diagnostic routines specified for FPP and TPS for Spectrum systems that use DBW control.
FPP position displays the current position of the foot pedal as a percentage. FPP volts display the voltage which the ECM
is reading from the FPP sensor. TPS Command displays the commanded throttle position expressed as a percentage,
which is being sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM from the
throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the throttle. To select this test mode
the engine must be off and the key must be in the ON position.

EXTERNAL POWER TEST

The external power test manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the
ECM while the engine is in the “Stopped” or “Running” states. Reverts to normal operation if “Automatic” state is
selected or ignition voltage is cycled from high to low.

Faults Page

Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active Faults). Includes use-
ful system voltages and sensor readings used while working with the fuel and emission trouble shooting charts. Shows
power derate mode status. To erase a historic DTC code, double click on the code with the left mouse button. Then
choose to “Clear All Faults.”

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PLOT/LOG MENU FUNCTIONS

The Plot/Log menu allows the user to graphically plot or numerically log variables that have been tagged for plotting/log-
ging. To plot or log variables, a tag must be assigned to each variable of interest. A variable is tagged for plotting/logging
through a single right-mouse click in the variable’s vicinity. Once a variable has been tagged for plotting/logging, it is
highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) variables may be tagged for
logging and a maximum of ten (10) variables may be tagged for plotting. The maximum achievable sample frequency/
minimum period is dependent on the number of variables tagged.

Figure 5: Tagged Variables for Plot/Log

Once the variables have been tagged as highlighted by the green color fill, select the “Plot/Log” function in the top menu
bar as shown below in figure 6.

Figure 6

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• Select “Plot Tags” to open the snapshot window

Other functions available from the Plot/Log menu include:

• Clear Tags: Releases all plot/log variables.
• Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.
• Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file (.plt).
• Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.

Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip chart interface. An
example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in Table 1.

Start/Stop Button Start or stop plotting of selected variables

Save Button Save plotted data displayed in the plot to a comma-separated value file (CSV) on the PC
hard drive. Format must not be altered if the Load function is to be used.

Snapshot Button Convert the plot into a snapshot that may be panned, zoomed, scrolled, and saved

Close Button Close the DST Plot interface

Load Setup Button Load tags from a previously saved plot (.plt) file to allow for similar plots and logs to be
generated

Load Plot Button Load a previously saved plot from the PC into the DST Plot interface

Variable Selector Menu Selects the active variable for axis scaling

Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby pre-
Checkbox* serving plotted data for post-processing.

Exclusive Serial Use When checked, this allows exclusive serial communication for the plot variables. Other
Checkbox* variables on the active page are not updated.

Min Y Value Field* Specify the minimum Y-axis scaling for the active variable

Max Y Value Field* Specify the maximum Y-axis scaling for the active variable

Sample Interval (ms) Define the sample period for recording and display Frequency (Hz.) = 1000/Sample
Field* Interval (ms)

Time Interval (s) Field* Defines the total sample acquisition time for the plot.

*Accessible only when plotter is not running.

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Figure 7: DST Plot

• Click on the “Start” button to start the DST plot function.

• Click on the variable selector button to view selected sensors

Figure 8: DST Plot Snapshot

• Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the edis_saplot program
from the windows start menu.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

• Start Menu ˧ Programs ˧ PSI GCP Display ˧ edis_saplot

DST PLOT INTERFACE FUNCTIONS

A graphic tool incorporated in the plotter is the snapshot function. This function allows data collected in a plot to be trans-
ferred into a second window for quick graphical post-processing. The snapshot allows the user to zoom in/out, pan left/
right, and move cursors along the signal traces to measure the variable values in virtual real-time. An example of a snap-
shot is shown in Figure 8. Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the avail-
able hot key functions of the snapshot screen.

SNAPSHOT HOT KEY FUNCTIONS

Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1

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DST LOGGER
Another data capture function incorporated in the software is the DST logger. This tool serves as a PC data logger for any
variable available in the ECM through the interface software. Figure 9 shows the interface display for configuring the
DST Log. The interface allows the user to create the filename, set the sample rate for acquisition, set the time interval for
sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The
amount of data stored is only limited by available PC RAM. The resulting text file may then be viewed by any standard
Windows text editor/reader program. To create a log file select the “Log Tags” in the drop down menu as shown in figure
6.

Figure 9: DST Log Interface

MALFUNCTION INDICATOR LAMP (MIL)

The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash mounted malfunction indica-
tor lamp (MIL) that provides indications of engine or fuel system related problem. Most engine control system related
problems that affect emissions or driveability of the vehicle will set a (DTC) diagnostic trouble code and illuminate the
MIL.
The MIL serves as notification to the operator of a problem related to the emission control system so the driver can
arrange for service as soon as possible. It will also display DTCs that have been stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This feature verifies that the
lamp is in proper working order. If the MIL does not illuminate with the vehicle key ON/engine OFF, repair it as soon as
possible. Once the engine is in start or run mode, the MIL should turn off. If the lamp remains on while the engine is in
the start or run mode a diagnostic trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with the Diagnostic Scan
Tool (DST).

DIAGNOSTIC TROUBLE CODES (DTC)

Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a diagnostic self test and the
test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel and also save the DTC in mem-
ory. The ECM will continue to run the self test. If the system continues to fail the test, the lamp will stay illuminated and
the DTC is stored as an active DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are
stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not reset
within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home” value and use that
value in its control algorithms. All of the system diagnostic self-tests run continuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Diagnostic Trouble Codes
can be cleared from memory with a laptop computer, or by turning the ignition key to the OFF position and removing the
ECM power fuse or battery cable for at least 15 seconds.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Diagnose each problem to
correction unless directed to do otherwise by the diagnostic chart. The DTCs are numbered in order of importance. Both
DTC 112 and DTC122 pertain to the oxygen sensor, so it is possible that a repair that corrects DTC 112 may also correct
the problem causing the DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System Data Mode.” This
simply means that the DST is connected and communicating with the PC. In some instances the chart will call out a spe-
cial test mode. An example of this would be instructions for the DST to be connected and in the DBW (drive by wire)
mode. Always be sure to follow the special instructions to avoid a false diagnosis of fuel system components.

DLC COMMUNICATION ERROR

The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5 volt reference signal
is open or shorted to ground, you will not be able to connect to the system. If you are unable to connect, follow the quick
checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic. Also check for +12 volts
switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN RED) with the
ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above recommendations prove useful.
In the event of a 5 volt reference signal malfunction, DTC 642 or DTC 643 should set. If you find one of these codes
using the blink code function, follow the DTC diagnostic chart recommendations for that specific DTC.

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BLINK CODE FUNCTION

Although the DST is considered a required tool to access the DTC codes, codes may be retrieved without a laptop com-
puter using the blink code function. To enable this function follow the steps below:
• Jump pins 1 and 4 at the DLC connector (see illustration below)
• Turn the ignition key to the on position
• The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to write down any
codes that may be stored.
• The ECM will flash the MIL indicator with a pause between represented numbers that represent DTC codes. The
sequence starts with code 1654. Code 1654 confirms the system has entered the blink code mode. The ECM will
flash code 1654 (3) times before displaying the actual DTC code that may be set.
Example:
One short blink (pause) six short blinks (pause) five short blinks (pause) four short blinks.
• If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored DTC codes were
found.
• If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero value—it will be repre-
sented as a short pause.

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Diagram 1
When using the DST program to clear a DTC, always
select the “Clear All Faults” function to immediately turn
the MIL OFF after a successful repair (as shown in dia-
gram 1 above).
INTERMITTENT PROBLEMS
will be able to see any unstable voltages that you would
otherwise not see with a standard DVOM.
Caution should be used when pressure washing the under
hood of any electrical system. Avoid direct pressure spray
on the system electrical connectors. They are splash proof,
but if water is sprayed directly at the connector moisture
can become trapped behind the connector seal and cause
serious system problems.

Intermittent fuel system problems can prove to be the Extra care must be taken when probing electrical pins and
most challenging to repair. It is most important to remem- terminals. Do not bend or spread these terminals as this
ber when looking to find the cause of these problems, to can also be a source of intermittent problems cause by
operate the system in the condition when and where the improper handling of these connectors.
problem occurs. An example of this would be, if the DST
showed a lean fuel mixture at full load, one of the first
things to look at would be the fuel pressure. The fuel pres-
sure would need to be monitored while the machine is
operating at full load, not at idle because the leaning effect
does not occur at idle. Electrical problems should be
treated the same way. One excellent tool for finding inter-
mittent electrical problems is the DST plot/log function.
Set up the plot for the code that sets. An example of this
would be if an intermittent IAT code set, tag the IAT volt-
age and watch the plot. While watching the plot, agitate
the electrical wire connection at the sensor and ECM con-
nector. The resolution of the plot screen is such that you

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Engine Wire Harness Repair

ON-VEHICLE SERVICE WIRE HAR-

NESS REPAIR REPAIRING TWISTED/SHIELDED CABLE

The ECM harness electrically connects the ECM to a var-

ious components in both the engine and passenger com-
partments.
Wire harnesses should be replaced with proper part num-
ber harnesses. When wires are spliced into a harness, use
1. Remove outer jacket
wire with high temperature insulation only.
Low current and voltage levels are used in the system, so 2. Unwrap aluminum/Mylar tape. Do not remove
it is important that the best possible bond at all wire Mylar.
splices be made by soldering the splices.

CONNECTORS AND TERMINALS

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

SM 751 02(GM-T4)-6-29
 Group 02(GM-Tier4), PSI FUEL SYSTEM

METRI-PACK
REPAIRING TWISTED LEADS
Some connectors use terminals called Metri- Pack Series
150. They are also called “Pull-To- Seat” terminals
because of the method of installation. The wire is inserted
through the seal and connector, the terminal is crimped on
the wire and then pulled back into the connector to seat it
in place.
1. Locate Damaged Wire.

2. Remove insulation as required.

3. Splice two wires together suing splice clips and

rosin core solder.

4. Cover splice with tape to insulated from other

wires.

5. Retwist as before and tape with electrical tape and

hold in place.

MICRO-PACK Metri-Pack Series 150 Terminal Removal

Refer to Figure 2 and repair procedure for replacement of
a Micro-Pack terminal.
1. Slide the seal back on the wire.
2. Insert tool BT-8518, or J 35689, or equivalent, as
shown in insert “A” and “B” to release the terminal
locking tab (2).
3. Push the wire and terminal out through the connec-
tor. If reusing the terminal, reshape the locking tab
(2).

WEATHER-PACK
A Weather-Pack connector can be identi ed by a rubber
seal, at the rear of the connector. The connector is used in
the engine compartment to protect against moisture and
dirt that may oxidize and/or corrode the terminals. Given
the low voltage and current levels found in the electronic
system, this protection is necessary to ensure a good con-
Micropack Connector nection.

1. Cable
2. Terminal
3. Locking Tang
4. Tool J33095/BT8234-A

SM 751 02(GM-T4)-6-30
 Group 02(GM-Tier4), PSI FUEL SYSTEM

WEATHER-PACK TERMINAL REPAIR connector reliability by retaining the terminals, if the

small terminal lock tabs are not positioned properly.
Weather-Pack connections cannot be replaced with stan-
dard connections. Additional instructions are provided
with Weather-Pack connector and terminal packages.

1. Open secondary lock hinge on connector.

2. Remove terminal using tool.

3. Cut wire immediately behind cable seal

4. Replace terminal.
a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.

5. Push terminal and connector and engage locking

tangs.

6. Close secondary lock hinge.

Use tool J M28742, or BT8234-A or equivalent to remove

the pin and sleeve terminals. If the removal is attempted
with an ordinary pick, there is a good chance that the ter-
minal will be bent, or deformed. Unlike standard blade
type terminals, these terminals cannot be straightened
once they are bent.
Verify that the connectors are properly seated and all of
the sealing rings in place, when connecting leads. The
hinge type ap provides a backup, or secondary locking
feature for the connector. They are used to improve the

SM 751 02(GM-T4)-6-31
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Diagnostic Trouble Codes (DTCs)

How does my MIL work?

The emissions control system utilizes a MIL to warn the operator or technician of a possible issue with the engine or
emissions control system. The system will keep the MIL illuminated for the entire key cycle in which the trouble code
was set. It will keep the MIL illuminated for three additional engine run cycles under the following two circumstances:
(1) The fault caused the engine to shut down or (2) the fault is related to the exhaust gas oxygen (EGO) sensors. This
function is called MIL persistence.

How does MIL persistence work?

In the event the DTC is related to either an engine shutdown fault OR an oxygen sensor fault the following statement
applies: If the vehicle is not serviced by a technician and the condition causing the MIL illumination (DTC) no longer
exists, the MIL will remain illuminated for the 3 additional start cycles. The MIL will go out on the 4th start cycle if the
condition does not reoccur.
In the event the DTC is not related to an engine shut down or an oxygen sensor fault and the condition causing the MIL
illumination (DTC) no longer exists, the MIL will go out at the next run cycle.
If the condition is serviced by a technician and the DTC is cleared using a Diagnostic Service Tool (DST), the MIL will
go out immediately.
Diagnostic Trouble Codes (DTC) are permanently retained in the historic DTC section until cleared with a DST or the
auto clear requirements are met. The auto clear feature will clear out historic faults after 40 run cycles.

What are the requirements for a run cycle?

A run cycle is when the engine speed is above the “run speed” set point for 1.5 seconds or longer. The “run speed” is the
transition point when the ECM recognizes the engine is going from the cranking parameters to the engine running param-
eters. The run speed is typically set at 450 rpm.

SM 751 02(GM-T4)-6-32
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (1 of 4)

DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 11: Intake cam / distributor position error 520800 7 DTC 268: Injector 3 coil shorted 653 6
DTC 16: Crank and/or cam could not synchronize during start 636 8 DTC 270: Injector 4 open or short to ground 654 5
DTC 24: Exhaust cam position error 520801 7 DTC 271: Injector 4 coil shorted 654 6
DTC 87 Fuel pressure lower than expected 94 1 DTC 273: Injector 5 open or short to ground 655 5
DTC 88 Fuel pressure higher than expected 94 0 DTC 274: Injector 5 coil shorted 655 6
DTC 91: FP low voltage 94 4 DTC 276: Injector 6 open or short to ground 656 5
DTC 92: FP high voltage 94 3 DTC 277: Injector 6 coil shorted 656 6
DTC 107: MAP voltage low 106 4 DTC 279: Injector 7 open or short to ground 657 5
DTC 108: MAP pressure high 106 16 DTC 280: Injector 7 coil shorted 657 6
DTC 111: IAT higher than expected stage 1 105 15 DTC 282: Injector 8 open or short to ground 658 5
DTC 112: IAT voltage low 105 4 DTC 283: Injector 8 coil shorted 658 6
DTC 113: IAT voltage high 105 3 DTC 285: Injector 9 open or short to ground 659 5
DTC 116: ECT higher than expected stage 1 110 15 DTC 286: Injector 9 coil shorted 659 6
DTC 117: ECT voltage low 110 4 DTC 288: Injector 10 open or short to ground 660 5
DTC 118: ECT voltage high 110 3 DTC 289: Injector 10 coil shorted 660 6
DTC 121: TPS1-2 lower than expected 51 1 DTC 1631: PWM1-Gauge1 open / ground short 697 5
DTC 122: TPS1 voltage low 51 4 DTC 299: Boost control underboost failure 1692 1
DTC 123: TPS1 voltage high 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 129: BP pressure low 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 134: EGO1 open / lazy 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 1326 31
DTC 140: EGO3 open / lazy 520209 10 DTC 305: Cylinder 5 emissions/catalyst damaging misfire 1327 31
DTC 154: EGO2 open / lazy 520208 10 DTC 306: Cylinder 6 emissions/catalyst damaging misfire 1328 31
DTC 160: EGO4 open / lazy 520210 10 DTC 307: Cylinder 7 emissions/catalyst damaging misfire 1329 31
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 1330 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 326: Knock1 excessive or erratic signal 731 2
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 327: Knock1 sensor open or not present 731 4
DTC 175: Adaptive-learn gasoline bank2 low 520201 1 DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 182: FT low voltage 174 4 DTC 332: Knock2 sensor open or not present 520241 4
DTC 183: FT high voltage 174 3 DTC 336: CRANK input signal noise 636 2
DTC 187: Gaseous fuel temperature sender low voltage 520240 4 DTC 337: Crank signal loss 636 4
DTC 188: Gaseous fuel temperature sender high voltage 520240 3 DTC 341: CAM input signal noise 723 2
DTC 217: ECT higher than expected stage 2 110 0 DTC 342: Loss of CAM input signal 723 4
DTC 219: RPM higher than max allowed govern speed 515 15 DTC 359: Fuel run-out longer than expected 1239 7
DTC 221: TPS1-2 higher than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 222: TPS2 voltage low 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 223: TPS2 voltage high 520251 3 DTC 502: Roadspeed input loss of signal 84 1
DTC 234: Boost control overboost failure 1692 0 DTC 508: IAC ground short 520252 6
DTC 236: TIP active 1692 2 DTC 509: IAC coil open/short 520252 5
DTC 237: TIP low voltage 1127 4 DTC 520: Oil pressure sender low pressure stage 1 100 18
DTC 238: TIP high voltage 1127 3 DTC 521: Oil pressure sender high pressure 100 0
DTC 261: Injector 1 open or short to ground 651 5 DTC 522: Oil pressure sender low voltage 100 4
DTC 262: Injector 1 coil shorted 651 6 DTC 523: Oil pressure sender high voltage 100 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 524: Oil pressure low 100 1
DTC 265: Injector 2 coil shorted 652 6 DTC 562: Vbat voltage low 168 17
DTC 267: Injector 3 open or short to ground 653 5 DTC 563: Vbat voltage high 168 15

SM 751 02(GM-T4)-6-33
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (2 of 4)

DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 601: Microprocessor failure - FLASH 628 13 DTC 1175: MegaJector voltage supply low 520260 4
DTC 604: Microprocessor failure - RAM 630 12 DTC 1176: MegaJector internal actuator fault detection 520260 12
DTC 606: Microprocessor failure - COP 629 31 DTC 1177: MegaJector internal circuitry fault detection 520260 12
DTC 615: Start relay coil open 1321 5 DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 616: Start relay ground short 1321 4 DTC 1182: Fuel impurity level high 520401 0
DTC 617: Start relay coil short to power 1321 3 DTC 1183: MegaJector autozero / lockoff failure 520803 31
DTC 627: Fuel pump relay coil open 1348 5 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 628: Fuel-pump high-side open or short to ground 1347 5 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1314: Cylinder 4 misfire detected 1326 11
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1315: Cylinder 5 misfire detected 1327 11
DTC 642: Sensor supply voltage 1 low 1079 4 DTC 1316: Cylinder 6 misfire detected 1328 11
DTC 643: Sensor supply voltage 1 high 1079 3 DTC 1317: Cylinder 7 misfire detected 1329 11
DTC 650: MIL open 1213 5 DTC 1318: Cylinder 8 misfire detected 1330 11
DTC 652: Sensor supply voltage 2 low 1080 4 DTC 1411: EMWT1 voltage high 441 3
DTC 653: Sensor supply voltage 2 high 1080 3 DTC 1412: EMWT2 voltage high 442 3
DTC 685: Power relay coil open 1485 5 DTC 1413: EMWT1 voltage low 441 4
DTC 686: Power relay ground short 1485 4 DTC 1414: EMWT2 voltage low 442 4
DTC 687: Power relay coil short to power 1485 3 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 916: Shift actuator feedback out-of-range 520226 3 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 919: Shift unable to reach desired gear 520226 7 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 920: Shift actuator or drive circuit failed 520226 31 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 1111: RPM above fuel rev limit level 515 16 DTC 1419: ERWT1 voltage high 443 3
DTC 1112: RPM above spark rev limit level 515 0 DTC 1420: ERWT2 voltage high 444 3
DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundanc 91 31 DTC 1421: ERWT1 voltage low 443 4
DTC 1122: FPP1/2 do not match each other or IVS (redundancy lo 520250 31 DTC 1422: ERWT2 voltage low 444 4
DTC 1131: WGP voltage high 1192 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 1132: WGP voltage low 1192 4 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1151: Closed-loop LPG high 520206 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 1152: Closed-loop LPG low 520206 1 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1153: Closed-loop NG high 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1154: Closed-loop NG low 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1155: Closed-loop gasoline bank1 high 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 1156: Closed-loop gasoline bank1 low 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 1157: Closed-loop gasoline bank2 high 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1158: Closed-loop gasoline bank2 low 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1161: Adaptive-learn LPG high 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 1162: Adaptive-learn LPG low 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 1163: Adaptive-learn NG high 520203 0 DTC 1521: CHT higher than expected stage 1 110 16
DTC 1164: Adaptive-learn NG low 520203 1 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1165: Catalyst inactive on LPG 520213 10 DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1166: Catalyst inactive on NG 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 1171: MegaJector delivery pressure higher than expected 520260 0 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 1172: MegaJector delivery pressure lower than expected 520260 1 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 1173: MegaJector comm lost 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 1174: MegaJector voltage supply high 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3

SM 751 02(GM-T4)-6-34
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (3 of 4)

DTC Set 2 DTC Set 2
Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4 DTC 1662: PWM6 short to power 925 3
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 1663: PWM7 open / ground short 926 5
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 1664: PWM7 short to power 926 3
DTC 1551: AUX digital 1 high voltage 520222 3 DTC 1665: PWM8 open / ground short 2646 5
DTC 1552: AUX digital 1 low voltage 520222 4 DTC 1666: PWM8 short to power 2646 3
DTC 1553: AUX digital 2 high voltage 520223 3 DTC 1669: PWM9 open / ground short 2647 5
DTC 1554: AUX digital 2 low voltage 520223 4 DTC 1670: PWM9 short to power 2647 3
DTC 1555: AUX digital 3 high voltage 520224 3 DTC 2111: Unable to reach lower TPS 51 7
DTC 1555: Water Intrusion Detection 520224 3 DTC 2112: Unable to reach higher TPS 51 7
DTC 1556: AUX digital 3 low voltage 520224 4 DTC 2115: FPP1 higher than IVS 91 0
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 2116: FPP2 higher than IVS 29 0
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 520250 31
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2121: FPP1-2 lower than expected 91 18
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 2122: FPP1 voltage high 91 3
DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31 DTC 2123: FPP1 voltage low 91 4
DTC 1612: Microprocessor failure - RTI 1 629 31 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS 520250 31
DTC 1613: Microprocessor failure - RTI 2 629 31 DTC 2126: FPP1-2 higher than expected 91 16
DTC 1614: Microprocessor failure - RTI 3 629 31 DTC 2127: FPP2 voltage low 29 4
DTC 1615: Microprocessor failure - A/D 629 31 DTC 2128: FPP2 voltage high 29 3
DTC 1616: Microprocessor failure - Interrupt 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 1621: RS-485 Rx inactive 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 1622: RS-485 Rx noise 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 51 31
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 2139: FPP1 lower than IVS 91 1
DTC 1624: RS-485 remote shutdown request 0 31 DTC 2140: FPP2 lower than IVS 29 1
DTC 1625: J1939 shutdown request 1384 31 DTC 2229: BP pressure high 108 0
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 1628: J1939 CAN address / engine-number conflict 639 13 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 2304: Spark coil 2 primary shorted 1269 6
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2307: Spark coil 3 primary shorted 1270 6
DTC 1633: PWM2-Gauge2 open / ground short 698 5 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
DTC 1634: PWM2-Gauge2 short to power 698 6 DTC 2310: Spark coil 4 primary shorted 1271 6
DTC 1635: PWM3-Gauge3 open / ground short 699 5 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
DTC 1636: PWM3-Gauge3 short to power 699 6 DTC 2313: Spark coil 5 primary shorted 1272 6
DTC 1637: PWM4 open / ground short 700 5 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
DTC 1638: PWM4 short to power 700 6 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1639: PWM5 open / ground short 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1640: PWM5 short to power 520230 6 DTC 2319: Spark coil 7 primary shorted 1274 6
DTC 1641: Buzzer control ground short 920 4 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
DTC 1642: Buzzer open 920 5 DTC 2322: Spark coil 8 primary shorted 1275 6
DTC 1643: Buzzer control short to power 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
DTC 1644: MIL control ground short 1213 4 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1645: MIL control short to power 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1651: J1939 ETC message receipt loss while in-gear 91 9 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1661: PWM6 open / ground short 925 5 DTC 2428: EGT temperature high 173 0

SM 751 02(GM-T4)-6-35
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (4 of 4)

DTC Set 2
Description SPN-2 FMI-2
DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1

SM 751 02(GM-T4)-6-36
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (1 of 4)

DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 1561: AUX analog Pull-Down 2 high voltage 0 3 DTC 107: MAP voltage low 106 4
DTC 1561: AUX analog Pull-Down 3 high voltage 0 3 DTC 108: MAP pressure high 106 16
DTC 1561: AUX analog Pull-Down 2 low voltage 0 4 DTC 2229: BP pressure high 108 0
DTC 1561: AUX analog Pull-Down 3 low voltage 0 4 DTC 129: BP pressure low 108 1
DTC 1621: RS-485 Rx inactive 0 31 DTC 1522: CHT higher than expected stage 2 110 0
DTC 1622: RS-485 Rx noise 0 31 DTC 217: ECT higher than expected stage 2 110 0
DTC 1623: RS-485 Rx bad packet format 0 31 DTC 118: ECT voltage high 110 3
DTC 1624: RS-485 remote shutdown request 0 31 DTC 117: ECT voltage low 110 4
Undefined DTC - Index 10297 0 31 DTC 116: ECT higher than expected stage 1 110 15
Undefined DTC - Index 10298 0 31 DTC 1521: CHT higher than expected stage 1 110 16
Undefined DTC - Index 10299 0 31 DTC 563: Vbat voltage high 168 15
DTC 2116: FPP2 higher than IVS 29 0 DTC 562: Vbat voltage low 168 17
DTC 2140: FPP2 lower than IVS 29 1 DTC 2428: EGT temperature high 173 0
DTC 2128: FPP2 voltage high 29 3 DTC 183: FT high voltage 174 3
DTC 2127: FPP2 voltage low 29 4 DTC 182: FT low voltage 174 4
DTC 221: TPS1-2 higher than expected 51 0 DTC 1417: EMWT1 higher than expected stage 2 441 0
DTC 121: TPS1-2 lower than expected 51 1 DTC 1411: EMWT1 voltage high 441 3
DTC 123: TPS1 voltage high 51 3 DTC 1413: EMWT1 voltage low 441 4
DTC 122: TPS1 voltage low 51 4 DTC 1415: EMWT1 higher than expected stage 1 441 15
DTC 2112: Unable to reach higher TPS 51 7 DTC 1418: EMWT2 higher than expected stage 2 442 0
DTC 2111: Unable to reach lower TPS 51 7 DTC 1412: EMWT2 voltage high 442 3
DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 31 DTC 1414: EMWT2 voltage low 442 4
DTC 502: Roadspeed input loss of signal 84 1 DTC 1416: EMWT2 higher than expected stage 1 442 15
DTC 2115: FPP1 higher than IVS 91 0 DTC 1425: ERWT1 higher than expected stage 2 443 0
DTC 2139: FPP1 lower than IVS 91 1 DTC 1419: ERWT1 voltage high 443 3
DTC 1630: J1939 ETC message receipt loss 91 2 DTC 1421: ERWT1 voltage low 443 4
DTC 2122: FPP1 voltage high 91 3 DTC 1423: ERWT1 higher than expected stage 1 443 15
DTC 2123: FPP1 voltage low 91 4 DTC 1426: ERWT2 higher than expected stage 2 444 0
DTC 1651: J1939 ETC message receipt loss while in 91 9 DTC 1420: ERWT2 voltage high 444 3
DTC 2126: FPP1-2 higher than expected 91 16 DTC 1422: ERWT2 voltage low 444 4
DTC 2121: FPP1-2 lower than expected 91 18 DTC 1424: ERWT2 higher than expected stage 1 444 15
DTC 1121: FPP1/2 simultaneous voltages out-of-ran 91 31 DTC 1112: RPM above spark rev limit level 515 0
DTC 88 Fuel pressure higher than expected 94 0 DTC 219: RPM higher than max allowed govern speed 515 15
DTC 87 Fuel pressure lower than expected 94 1 DTC 1111: RPM above fuel rev limit level 515 16
DTC 92: FP high voltage 94 3 DTC 2130: IVS stuck at-idle, FPP1/2 match 558 5
DTC 91: FP low voltage 94 4 DTC 2131: IVS stuck off-idle, FPP1/2 match 558 6
DTC 521: Oil pressure sender high pressure 100 0 DTC 601: Microprocessor failure - FLASH 628 13
DTC 524: Oil pressure low 100 1 DTC 606: Microprocessor failure - COP 629 31
DTC 524: Oil pressure sender low pressure 100 1 DTC 1612: Microprocessor failure - RTI 1 629 31
DTC 523: Oil pressure sender high voltage 100 3 DTC 1613: Microprocessor failure - RTI 2 629 31
DTC 522: Oil pressure sender low voltage 100 4 DTC 1614: Microprocessor failure - RTI 3 629 31
DTC 520: Oil pressure sender low pressure stage 1 100 18 DTC 1615: Microprocessor failure - A/D 629 31
DTC 127: IAT higher than expected stage 2 105 0 DTC 1616: Microprocessor failure - Interrupt 629 31
DTC 113: IAT voltage high 105 3 DTC 604: Microprocessor failure - RAM 630 12
DTC 112: IAT voltage low 105 4 DTC 336: CRANK input signal noise 636 2
DTC 111: IAT higher than expected stage 1 105 15 DTC 337: Crank signal loss 636 4

SM 751 02(GM-T4)-6-37
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (2 of 4)

DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 16: Crank and/or cam could not synchronize du 636 8 DTC 1661: PWM6 open / ground short 925 5
DTC 1629: J1939 TSC1 message receipt loss 639 9 DTC 1664: PWM7 short to power 926 3
DTC 1626: CAN-J1939 Tx fault 639 12 DTC 1663: PWM7 open / ground short 926 5
DTC 1627: CAN-J1939 Rx fault 639 12 DTC 643: Sensor supply voltage 1 high 1079 3
DTC 1628: J1939 CAN address / engine-number con 639 13 DTC 642: Sensor supply voltage 1 low 1079 4
DTC 2619: Tach output short to power 645 3 DTC 1611: Sensor supply voltage 1 and 2 out-of-range 1079 31
DTC 2618: Tach output ground short 645 4 DTC 653: Sensor supply voltage 2 high 1080 3
DTC 261: Injector 1 open or short to ground 651 5 DTC 652: Sensor supply voltage 2 low 1080 4
DTC 262: Injector 1 coil shorted 651 6 DTC 238: TIP high voltage 1127 3
DTC 264: Injector 2 open or short to ground 652 5 DTC 237: TIP low voltage 1127 4
DTC 265: Injector 2 coil shorted 652 6 DTC 1131: WGP voltage high 1192 3
DTC 267: Injector 3 open or short to ground 653 5 DTC 1132: WGP voltage low 1192 4
DTC 268: Injector 3 coil shorted 653 6 DTC 1645: MIL control short to power 1213 3
DTC 270: Injector 4 open or short to ground 654 5 DTC 1644: MIL control ground short 1213 4
DTC 271: Injector 4 coil shorted 654 6 DTC 650: MIL open 1213 5
DTC 273: Injector 5 open or short to ground 655 5 DTC 359: Fuel run-out longer than expected 1239 7
DTC 274: Injector 5 coil shorted 655 6 DTC 2300: Spark coil 1 primary open or short to ground 1268 5
DTC 276: Injector 6 open or short to ground 656 5 DTC 2301: Spark coil 1 primary shorted 1268 6
DTC 277: Injector 6 coil shorted 656 6 DTC 2303: Spark coil 2 primary open or short to ground 1269 5
DTC 279: Injector 7 open or short to ground 657 5 DTC 2304: Spark coil 2 primary shorted 1269 6
DTC 280: Injector 7 coil shorted 657 6 DTC 2306: Spark coil 3 primary open or short to ground 1270 5
DTC 282: Injector 8 open or short to ground 658 5 DTC 2307: Spark coil 3 primary shorted 1270 6
DTC 283: Injector 8 coil shorted 658 6 DTC 2309: Spark coil 4 primary open or short to ground 1271 5
DTC 285: Injector 9 open or short to ground 659 5 DTC 2310: Spark coil 4 primary shorted 1271 6
DTC 286: Injector 9 coil shorted 659 6 DTC 2312: Spark coil 5 primary open or short to ground 1272 5
DTC 288: Injector 10 open or short to ground 660 5 DTC 2313: Spark coil 5 primary shorted 1272 6
DTC 289: Injector 10 coil shorted 660 6 DTC 2315: Spark coil 6 primary open or short to ground 1273 5
DTC 1631: PWM1-Gauge1 open / ground short 697 5 DTC 2316: Spark coil 6 primary shorted 1273 6
DTC 1632: PWM1-Gauge1 short to power 697 6 DTC 2318: Spark coil 7 primary open or short to ground 1274 5
DTC 1633: PWM2-Gauge2 open / ground short 698 5 DTC 2319: Spark coil 7 primary shorted 1274 6
DTC 1634: PWM2-Gauge2 short to power 698 6 DTC 2321: Spark coil 8 primary open or short to ground 1275 5
DTC 1635: PWM3-Gauge3 open / ground short 699 5 DTC 2322: Spark coil 8 primary shorted 1275 6
DTC 1636: PWM3-Gauge3 short to power 699 6 DTC 2324: Spark coil 9 primary open or short to ground 1276 5
DTC 1637: PWM4 open / ground short 700 5 DTC 2325: Spark coil 9 primary shorted 1276 6
DTC 1638: PWM4 short to power 700 6 DTC 2327: Spark coil 10 primary open or short to ground 1277 5
DTC 1547: AUX analog Pull-Up/Down 4 high voltage 713 3 DTC 2328: Spark coil 10 primary shorted 1277 6
DTC 1548: AUX analog Pull-Up/Down 4 low voltage 713 4 DTC 617: Start relay coil short to power 1321 3
DTC 341: CAM input signal noise 723 2 DTC 616: Start relay ground short 1321 4
DTC 342: Loss of CAM input signal 723 4 DTC 615: Start relay coil open 1321 5
DTC 134: EGO1 open / lazy 724 10 DTC 1311: Cylinder 1 misfire detected 1323 11
DTC 326: Knock1 excessive or erratic signal 731 2 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 1323 31
DTC 327: Knock1 sensor open or not present 731 4 DTC 1312: Cylinder 2 misfire detected 1324 11
DTC 1643: Buzzer control short to power 920 3 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 1324 31
DTC 1641: Buzzer control ground short 920 4 DTC 1313: Cylinder 3 misfire detected 1325 11
DTC 1642: Buzzer open 920 5 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 1325 31
DTC 1662: PWM6 short to power 925 3 DTC 1314: Cylinder 4 misfire detected 1326 11

SM 751 02(GM-T4)-6-38
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (3 of 4)

DTC Set 2 DTC Set 2

Description SPN-2 FMI-2 Description SPN-2 FMI-2
DTC 304: Cylinder 4 emissions/catalyst damaging m 1326 31 DTC 175: Adaptive-learn gasoline bank2 low 520201 1
DTC 1315: Cylinder 5 misfire detected 1327 11 DTC 1161: Adaptive-learn LPG high 520202 0
DTC 305: Cylinder 5 emissions/catalyst damaging m 1327 31 DTC 1162: Adaptive-learn LPG low 520202 1
DTC 1316: Cylinder 6 misfire detected 1328 11 DTC 1163: Adaptive-learn NG high 520203 0
DTC 306: Cylinder 6 emissions/catalyst damaging m 1328 31 DTC 1164: Adaptive-learn NG low 520203 1
DTC 1317: Cylinder 7 misfire detected 1329 11 DTC 1155: Closed-loop gasoline bank1 high 520204 0
DTC 307: Cylinder 7 emissions/catalyst damaging m 1329 31 DTC 1156: Closed-loop gasoline bank1 low 520204 1
DTC 1318: Cylinder 8 misfire detected 1330 11 DTC 1157: Closed-loop gasoline bank2 high 520205 0
DTC 308: Cylinder 8 emissions/catalyst damaging m 1330 31 DTC 1158: Closed-loop gasoline bank2 low 520205 1
DTC 628: Fuel-pump high-side open or short to grou 1347 5 DTC 1151: Closed-loop LPG high 520206 0
DTC 629: Fuel-pump high-side short to power 1347 6 DTC 1152: Closed-loop LPG low 520206 1
DTC 629: Fuel pump relay coil short to power 1348 3 DTC 1153: Closed-loop NG high 520207 0
DTC 628: Fuel pump relay control ground short 1348 4 DTC 1154: Closed-loop NG low 520207 1
DTC 627: Fuel pump relay coil open 1348 5 DTC 154: EGO2 open / lazy 520208 10
DTC 1625: J1939 shutdown request 1384 31 DTC 140: EGO3 open / lazy 520209 10
DTC 687: Power relay coil short to power 1485 3 DTC 160: EGO4 open / lazy 520210 10
DTC 686: Power relay ground short 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 520211 10
DTC 685: Power relay coil open 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 520212 10
DTC 234: Boost control overboost failure 1692 0 DTC 1165: Catalyst inactive on LPG 520213 10
DTC 299: Boost control underboost failure 1692 1 DTC 1166: Catalyst inactive on NG 520214 10
DTC 236: TIP active 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 520215 3
DTC 1666: PWM8 short to power 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 520215 4
DTC 1665: PWM8 open / ground short 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 520216 3
DTC 1670: PWM9 short to power 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 520216 4
DTC 1669: PWM9 open / ground short 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 520217 3
DTC 8906: UEGO return voltage shorted high 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 520217 4
DTC 8907: UEGO return voltage shorted low 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 520218 3
DTC 8910: UEGO sense cell voltage high 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 520218 4
DTC 8911: UEGO sense cell voltage low 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520219 3
DTC 8908: UEGO pump voltage shorted high 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520219 4
DTC 8909: UEGO pump voltage shorted low 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520220 3
DTC 8904: UEGO cal resistor voltage high 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520220 4
DTC 8905: UEGO cal resistor voltage low 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 520221 3
DTC 8901: UEGO microprocessor internal fault 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 520221 4
DTC 8916: UEGO sense cell impedance high 3222 0 DTC 1551: AUX digital 1 high voltage 520222 3
DTC 8902: UEGO heater supply high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 520222 4
DTC 8903: UEGO heater supply low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 520223 3
DTC 8914: UEGO sense cell slow to warm up 3222 10 DTC 1554: AUX digital 2 low voltage 520223 4
DTC 8917: UEGO pump cell impedance high 3225 0 DTC 1555: AUX digital 3 high voltage 520224 3
DTC 8918: UEGO pump cell impedance low 3225 1 DTC 1555: Water Intrusion Detection 520224 3
DTC 8912: UEGO pump voltage at high drive limit 3225 3 DTC 1556: AUX digital 3 low voltage 520224 4
DTC 8913: UEGO pump voltage at low drive limit 3225 4 DTC 916: Shift actuator feedback out-of-range 520226 3
DTC 8915: UEGO pump cell slow to warm up 3225 10 DTC 919: Shift unable to reach desired gear 520226 7
DTC 171: Adaptive-learn gasoline bank1 high 520200 0 DTC 920: Shift actuator or drive circuit failed 520226 31
DTC 172: Adaptive-learn gasoline bank1 low 520200 1 DTC 1639: PWM5 open / ground short 520230 5
DTC 174: Adaptive-learn gasoline bank2 high 520201 0 DTC 1640: PWM5 short to power 520230 6

SM 751 02(GM-T4)-6-39
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI 4 of 4)

DTC Set 2
Description SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high vol 520240 3
DTC 187: Gaseous fuel temperature sender low volta 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees 520250 31
DTC 2125: FPP2 invalid voltage and FPP1 disagrees 520250 31
DTC 1122: FPP1/2 do not match each other or IVS ( 520250 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
DTC 1171: MegaJector delivery pressure higher than 520260 0
DTC 1172: MegaJector delivery pressure lower than 520260 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detecti 520260 12
DTC 1177: MegaJector internal circuitry fault detectio 520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31

SM 751 02(GM-T4)-6-40
 Group 02(GM-Tier4), PSI FUEL SYSTEM

OBD System Check/MIL (Malfunction Indicator Lamp)

Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator Lamp). The MIL serves as notification of an engine or fuel system related problem. The MIL also has the ability to
flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possi-
ble system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system
check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.

SM 751 02(GM-T4)-6-41
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Starter Circuit System Diagnostics

Step Action Value(s) Yes No
Remove the back off of the fuse and relay block
assembly. Locate and inspect all wires/terminals for
the starter relay circuit. Insure that all crimps are Repair the wiring
1 All Okay Go to Step (2)
good and that all terminals are completely engaged issue.
into the block. Look for push back terminals or bad
crimps.
Check wire from
the relay terminal
85 to pin 89 on the
• Using a DVOM, back probe the starter relay coil
ECM. Check all
2 terminal 85 to a +12V while cranking the engine 12V Go to Step (3)
terminals for
Does the DVOM have a 12v signal while cranking?
spread condition or
push back. Repair
harness.
• Using a DVOM, back probe the starter relay coil
terminal 86 to a Ground source while cranking
3 12V Go to Step (4) Go to Step (6)
the engine
Does the DVOM have a 12v signal while cranking?
• Using a DVOM, back probe starter relay contact
4 feed terminal 87 to a Ground source 12V Go to Step (5) Go to Step (7)
Does the DVOM have a 12v signal at all times?
• Using a DVOM, back probe relay contact termi-
Replace starter
5 nal 30 to a Ground source 12V Go to Step (8)
relay
Does the DVOM have a 12v signal while cranking?
• Check terminals at the CIC pin F and terminal 86
at the relay. Issue with switched
• Check for continuity between pin F at terminal 86 12v supply from Repair the wiring
6 Yes
of the relay OEM. issue.
Do you have continuity? Are the pins fully seated Consult OEM
and not spread?
• Check circuit between terminal 87 and the 20A
starter fuse.
• Check for pushed back pins, broken or cracked Repair the fault in Possible internal
7
fuses. the circuit harness issue.
Did the circuit have a fault between terminal 87 and
the 20A fuse?
• Check circuit between terminal 30 at the relay
and the starter solenoid
• Check terminal 30 for spread terminals and push- Repair the wiring
8 Replace Starter
back issue.
Is the circuit between terminal 30 and the starter
okay?

SM 751 02(GM-T4)-6-42
 Group 02(GM-Tier4), PSI FUEL SYSTEM

HVS Ignition Control System Diagnostics

4.3L, 5.0L, 5.7L - SHOWN BELOW

Before using the Ignition Control Diagnostic chart be sure to check the following items:
Spark plug wires:
Be sure spark plug wires are in good condition. Check for cuts, breaks, burns, hardness or swelling. LPG fuel requires
much higher peak firing voltages compared to gasoline. Check spark pug electrical continuity using a DVOM. Wires
should ohm out to no more than 1,000 ohms per foot of wire length.

Distributor cap and rotor:

Check the cap and rotor assembly for moisture, corrosion or carbon tracking. The ignition timing is not adjustable. Turn-
ing the distributor assembly will not change the ignition timing, but will alter the rotor phase. Wipe away dust and debris
from the ignition coil tower.

System power fuses:

Check the system power fuses. These sources supply the ignition coil and module system power. Check that the power
and ground terminals are clean and in the proper location.

SM 751 02(GM-T4)-6-43
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Ignition Control System Diagnostic Chart

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode.
2 • Crank the engine and observe the engine speed 125 RPM Go to Step (5) Go to Step (3)
signal on the DST
Is the value greater than the specified value?
• Check the DST for historical code sets.
(Always diagnose and repair codes with the lowest
3 numerical value first). Go to Step (16) Go to Step (4)
• Run the diagnostic chart for DTC 337
Did you find and correct the problem?
• Run the diagnostic chart for DTC 342
4 Go to Step (16) Go to Step (5)
Did you find and correct the problem?
• Disconnect the ignition module connector C011
• Using an LED type test lamp check for a signal
between the ignition module connector pin B and
5 battery positive Go to Step (6) Go to Step (10)
• Crank the engine
Does the LED test lamp flash while cranking the
engine?
Repair the system
• Using a DVOM check for power between the
power circuit.
ignition module connector pin A and engine
6 Go to Step (7) Check all system
ground
fuses and power
Do you have power?
relay connections
• Disconnect the ignition coil connector C009
• Using a digital LED test lamp check for a signal
between the ignition coil connector pin B and
7 battery positive Go to Step(8) Go to Step (13)
• Crank the engine
Does the LED test lamp flash while cranking the
engine?
Repair the system
• Using a DVOM check for voltage between the power circuit.
8 ignition coil connector pin A and engine ground System voltage Go to Step (9) Check all system
Does the DVOM show voltage? fuses and power
relay connections
• Replace the ignition coil
9 Go to Step (16) -
Is the replacement complete?
• Key OFF
Repair the open
• Disconnect the ECM connector C001
ignition control cir-
10 • Using a DVOM check for continuity between Go to Step (11) cuit. See wiring
ignition module connector pin B and ECM con- harness repair sec-
nector pin 31 tion.
Do you have continuity between them?

SM 751 02(GM-T4)-6-44
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

Repair the shorted
• Using a DVOM check for continuity between
to ground ignition
ignition module connector pin B and engine
11 control circuit. See Go to Step (12)
ground
wiring harness
Do you have continuity between them?
repair section.
• Replace ECM
12 Go to Step (16) -
Is the replacement complete?
Repair the open
• Disconnect coil. Using a DVOM check for conti-
ignition module
nuity between the ignition module connector pin
13 Go to Step (14) ground circuit. See
C and engine ground
wring harness
Do you have continuity?
repair.
• Using a DVOM check for continuity between the Repair the open
ignition module connector pin D and ignition coil ignition module
14 Go to Step (15)
connector pin B circuit. See wring
Do you have continuity? harness repair.
• Replace the ignition module.
15 Go to Step (16) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
16 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine check for any stored
codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-45
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 11 – Intake cam / distributor position error (SPN 520800:FMI 7)

Conditions for setting the DTC

• Camshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Engine RPM’s greater than 2,000 and difference between the desired CAM position and actual CAM
position is greater than 30 CAD
• MIL Command-ON

Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus making the cylinder
identification available to the ECM. The camshaft position sensor is a 3 wire hall effect sensor. One wire for current feed
(5v), one for ground, and one for the output signal (CAM 1). The sensor must have a good 5v reference and ground to
operate properly. The CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP dis-
play software. This code will set when these two values are more than 30 CAD BTDC apart.
To change the CAM position you should rotate the distributor. If rotating the distributor does not correct the issue you
should troubleshoot sensor, wiring, and ECM for issues.

SM 751 02(GM-T4)-6-46
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8)

4.3L, 5.0 & 5.7L - SHOWN BELOW

Conditions for setting the DTC

• Crankshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without synchronization Adaptive Dis-
abled
• MIL Command-ON

Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This
fault will set if the ECM detects cranking revolutions without synchronization of the CMP and CKP sensors.
Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the cause of this code set.

SM 751 02(GM-T4)-6-47
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8)

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 Go to Step (2)
Check? tem Check Section
Repair the circuit
• Check that the ECM ground terminals C010, as necessary. Refer
2 C022 and C023 are clean and tight Go to Step (3) to Wiring Repairs
Are the ground terminals clean and tight? in Engine Electri-
cal.
• Key On, Engine OFF
• Disconnect the CKP (Crankshaft position) Sensor
connector C015 Repair the circuit
• Using A DVOM check for voltage at the CKP as necessary. Refer
3 sensor connector pin 1 and engine ground 5.0 volts Go to Step (4) to Wiring Repairs
in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY cal.
SHUTS OFF)
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CKP connector pin 2 and ECM connector pin 22 in Engine Electri-
Do you have continuity between them? cal.
Repair the circuit
• Using a DVOM check for continuity between as necessary. Refer
5 CKP connector pin 3 and ECM connector pin 21 Go to Step (6) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
Repair the circuit
• Inspect the CKP connector C015 terminals for as necessary. Refer
6 damage, corrosion or contamination to Wiring Repairs Go to Step (7)
Did you find a problem? in Engine Electri-
cal.
Repair the circuit
• Inspect the ECM connector C001 terminals 19,
as necessary. Refer
21 and 22 for damage, corrosion or contamina-
7 to Wiring Repairs Go to Step (8)
tion
in Engine Electri-
Did you find a problem?
cal.
• Replace CKP sensor
8 Go to Step (10) -
Is the replacement complete?
• Replace ECM
9 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-48
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
10 System OK Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-16 check for any stored codes.
Does the engine operate normally with no stored
codes?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-16 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-49
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 16-Never Crank Synced At Start - 3.0L ONLY (SPN 636:FMI 8)

Conditions for setting the DTC

• Crankshaft Position sensor
• Check Condition- Engine cranking
• Fault Condition- Cranking RPM above 90 and more than 4 cranking revolutions without sync
• MIL Command-ON

NOTE: The 3.0L engine has a 2 wire Variable Reluctance Sensor

Circuit Description
The CKP (crankshaft position sensor) is a magnetic transducer mounted on the engine block adjacent to a pulse wheel
located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sen-
sor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems.
This fault will set one or more crank re-sync occur within 800 ms.

SM 751 02(GM-T4)-6-50
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 16-Never Crank Synced At Start

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 Go to Step (2)
Check? tem Check Section
Repair the circuit
• Check to be sure that the ECM ground terminals as necessary. Refer
2 C014 and C023 are clean and tight Go to Step (3) to Wiring Repairs
Are terminals C014 and C023 clean and tight? in Engine Electri-
cal.
• Key OFF
• Disconnect the CKP Sensor connector C017
3 • Using A DVOM check for voltage output directly Over 5 volts Go to Step (4) Go to Step (11)
from the CKP sensor while cranking the engine.
Do you have voltage output?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CKP connector pin A and ECM connector pin 21 in Engine Electri-
Do you have continuity between them? cal.
Repair the circuit
• Using a DVOM check for continuity between as necessary. Refer
5 CKP connector pin B and ECM connector pin 22 Go to Step (6) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
Repair the circuit
• Inspect the CKP connector C017 pins for dam- as necessary. Refer
6 age, corrosion or contamination to Wiring Repairs Go to Step (7)
Did you find a problem? in Engine Electri-
cal.
Repair the circuit
• Inspect the ECM connector C001 terminals pins
as necessary. Refer
21 and 22 for damage, corrosion or contamina-
7 to Wiring Repairs Go to Step (8)
tion
in Engine Electri-
Did you find a problem?
cal.
Repair the shorted
• Using a DVOM check for continuity between circuit as neces-
8 ECM connector pins 21 and 22 to engine ground sary. Refer to Wir- Go to Step (10)
Do you have continuity? ing Repairs in
Engine Electrical.
• Replace CKP sensor
9 Go to Step (12) -
Is the replacement complete?
• Replace ECM
10 Go to Step (12) -
Is the replacement complete?

SM 751 02(GM-T4)-6-51
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Key OFF Repair the compo-
• Inspect the pulse wheel CKP sensor for mechani- nent as necessary.
11 cal damage, corrosion or contamination Refer to Engine Go to Step (9)
Did you find a problem? Repairs in Engine
Section.
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
12 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-16 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-52
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 87 – Fuel Pressure Low (SPN 87:FMI 1)

Conditions for setting the DTC

• Fuel Pressure is less than 55 psia
• Fault must be active for 3.0 seconds to activate DTC
• MIL light on during fault
• Forced idle is enabled

Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel tank.
Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and temperature feed-
back from the gasoline fuel sensor manifold and uses this information to control the ground side of the fuel pump. Fuel
pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pressure and temperature sen-
sor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank. This circuit is used to bleed off
any vapor that develops in the line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and
passes through the fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and tem-
perature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters
the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 87 – Fuel Pressure Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key On
• DST (Diagnostic Scan Tool) connected Intermittent prob-
2 On the FAULTS page, check the value for fuel rail 55 psia or less? Go to Step (3) lem. Go to inter-
pressure. mittent section
Does the DST display 55 psia or less?
• Check the fuel pressure using a manual fuel pres-
3 sure gauge 55 psia or less? Go to Step (4) Go to Step (5)
Does the manual gauge display 55 psi or less?
• Check for an open in the fuel pump ground cir-
Repair the open cir-
4 cuit (OEM supplied) Go to Step (6)
cuit
Is there an open in the ground circuit?
• Jumper pins C and D at the fuel pressure sensor
Repair the wiring
connector
Replace the Fuel between the fuel
5 • Monitor the FRP_Raw volts on the VOLTAGE 5 volts
pressure Sensor pump pressure sen-
page. sor and the ECM
Does FRP_Raw display 5 volts?
• Check the OEM fuel hoses for proper installation
and routing
Repair the OEM
6 • Check the OEM fuel hoses for blockages Replace ECM
fuel hose issue
Were the OEM fuel hoses improperly installed or
have a blockage?

SM 751 02(GM-T4)-6-54
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 88 – Fuel Pressure High (SPN 94:FMI 0)

Conditions for setting the DTC

• Fuel Pressure is greater than 90 psia
• Fault must be active for 3.0 seconds to activate DTC
• MIL light on during fault
• Forced idle is enabled

Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel tank.
Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and temperature feed-
back from the gasoline fuel sensor manifold and uses this information to control the ground side of the fuel pump. Fuel
pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pressure and temperature sen-
sor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank. This circuit is used to bleed off
any vapor that develops in the line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and
passes through the fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and tem-
perature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters
the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

SM 751 02(GM-T4)-6-55
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 88 – Fuel Pressure High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key On
• DST (Diagnostic Scan Tool) connected Intermittent prob-
90 psia or
2 On the FAULTS page, check the value for fuel rail Go to Step (3) lem. Go to inter-
greater
pressure. mittent section
Does the DST display 90 psia or greater?
• Check the fuel pressure using a manual fuel pres-
sure gauge from the CKP sensor while cranking 90 psia or
3 Go to Step (4) Go to Step (5)
the engine. greater
Does the manual gauge display 90 psi or greater?
• Check for a short to ground in the fuel pump
Repair the short to
4 ground circuit (OEM supplied) Go to Step (6)
ground
Is the ground circuit shorted to a ground?
• Jumper pins C and D at the fuel pressure sensor
Repair the wiring
connector
Replace the Fuel between the fuel
5 • Monitor the FRP_Raw volts on the VOLTAGE 5 volts
pressure Sensor pump pressure sen-
page. sor and the ECM
Does FRP_Raw display 5 volts?
• Check the OEM fuel hoses for proper installation
and routing
Repair the OEM
6 • Check the OEM fuel hoses for blockages Replace ECM
fuel hose issue
Were the OEM fuel hoses improperly installed or
have a blockage?

SM 751 02(GM-T4)-6-56
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 91-Gasoline Fuel Pressure Sensor Low Voltage (SPN 94: FMI 4)

Conditions for setting the DTC

• Gasoline fuel temperature sensor voltage
• Fuel pressure sensor voltage less than 0.2v for greater than 1 second
• MIL-On for active fault and for 2 seconds after active fault
• Adaptive Learn is disabled during fault condition
• Forced idle is enabled

Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel pressure sensor voltage is read at less than 0.2v. This indicates a low voltage fault from the sensor or circuit. This
fault can occur when a ground is lost on the black/Lt Green circuit.

SM 751 02(GM-T4)-6-57
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 91-Gasoline Fuel Pressure Sensor High Voltage (SPN 94: FMI 3)

Conditions for setting the DTC

• Gasoline fuel temperature sensor voltage
• Fuel pressure sensor voltage greater than 4.8v for greater than 1 second
• MIL-On for active fault and for 2 seconds after active fault
• Adaptive Learn is disabled during fault condition
• Forced Idle is enabled

Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel pressure sensor voltage is reading greater than 4.8v. This indicates a high voltage fault from the sensor or circuit.

SM 751 02(GM-T4)-6-58
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 107-MAP Low Voltage (SPN 106:FMI 4)

Conditions for Setting the DTC

• Manifold Absolute Pressure Sensor
• Check Condition-Engine cranking or running
• Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and engine RPM less than 3000.
• MIL-ON
• Adaptive-Disabled
• Fueling is based on RPM and TPS Limp-Home Condition during this fault.

Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure
the pressure of air in the manifold prior to induction. The pressure reading is used in conjunction with other inputs to esti-
mate the airflow rate to the engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will be disabled for the remainder
of the key on cycle and the MIL command is on.

SM 751 02(GM-T4)-6-59
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 107-MAP Low Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine running.
• DSC (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
Does DST display MAP voltage of 0.050 or less with tent section
the engine running below 3000 rpm and TPS above
2.0 %?
• Key OFF
• Disconnect the MAP sensor connector C006
from the wiring harness
• Jump the 5 volt reference pin 3 and MAP signal
3 Go to Step (4) Go to Step (8)
circuit pin 4 together
• Key ON
Does the DST display MAP voltage of 4.5 volts or
greater?
• Inspect MAP connector and pins for corrosion, Repair the circuit
contamination or mechanical damage as necessary. Refer
4 Any problems found? to Wiring Repairs Go to Step (5)
in Engine Electri-
cal.
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
5 • Check for continuity between MAP sensor con- Go to Step (6) to Wiring Repairs
nector signal pin 4 and ECM MAP signal pin 7. in Engine Electri-
Do you have continuity between them? cal.
• Check for continuity between MAP sensor con- Repair the circuit
nector 5 volt supply signal pin 3 and ECM 5 volt as necessary. Refer
6 supply pin 19 Go to Step (7) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Check for continuity between MAP sensor con- Repair the circuit
nector ground pin 1 and ECM sensor ground pin as necessary. Refer
7 20 Go to Step (17) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Probe MAP connector signal circuit pin 4 with a
test light connected to battery voltage.
8 Go to Step (9) Go to Step (13)
Does the DST display MAP voltage of 4.0 or
greater?
• Key OFF Repair the circuit
• Disconnect ECM connector as necessary. Refer
9 • Check for continuity between MAP sensor con- Go to Step (10) to Wiring Repairs
nector pin 3 and ECM 5 volt pin 19. in Engine Electri-
Do you have continuity between them? cal.

SM 751 02(GM-T4)-6-60
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Check for continuity between MAP sensor con- Repair the circuit
nector 5 volt reference pin 3 and engine ground as necessary. Refer
10 Do you have continuity? - to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.
• Inspect ECM and MAP wire harness connector Repair the circuit
and terminal for corrosion, contamination or as necessary. Refer
11 mechanical damage to Wiring Repairs Go to Step (16)
Any problems found? in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
12 Engine Controls Section. Go to Step (17) -
Is the replacement complete?
• Disconnect ECM connector Repair the circuit
• Check for continuity between MAP sensor con- as necessary. Refer
13 nector signal circuit pin 4 and ECM signal pin 7. Go to Step (14) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Check for continuity between MAP sensor con- Repair the circuit
nector signal pin 4 and engine ground as necessary. Refer
14 Do you have continuity? to Wiring Repairs Go to Step (15)
in Engine Electri-
cal.
• Inspect ECM connector and wire harness connec- Repair the circuit
tor terminals for corrosion, contamination or as necessary. Refer
15 mechanical damage to Wiring Repairs Go to Step (16)
Any problems found? in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
16 Engine Controls Section. Go to Step (18) -
Is the replacement complete?
• Replace MAP sensor
17 Go to Step (18) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
18 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-107 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-61
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 108-MAP High Pressure (SPN 106:FMI 16)

Conditions for Setting the DTC

• MAP pressure test
• Check condition-engine running
• Fault Condition-MAP greater than 17.00 psia with TPS less than 10% and engine rpm greater than 800.
• MIL-ON
• Adaptive-disabled

Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure value is used for fuel, air-
flow and spark calculations. This fault will set in the event the MAP value is greater than 17.00 psia when the TPS is less
than 10% with engine rpm greater than 800.

SM 751 02(GM-T4)-6-62
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 108-MAP High Pressure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine running at full operating tem-
perature.
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
Does DST display MAP pressure of 17 psia or tent section
greater with the engine running above 800 rpm with
a TPS value less than 10%?
• Key OFF
• Disconnect the MAP sensor connector C006
3 • Key ON Go to Step (4) Go to Step (6)
Does the DST display MAP pressure less than 0.05
psia?
• Probe MAP connector ground pin 1 with a test
4 light connected to battery voltage. Go to Step (5) Go to Step (8)
Does the test light come on?
• Check MAP mechanical vacuum connection for
correct mounting or possible damage causing
5 Go to Step (6) Go to Step (10)
leakage.
Is the MAP sensor mechanical connection OK?
• Key OFF Repair the circuit
• Disconnect ECM connector and inspect terminals as necessary. Refer
6 for damage corrosion or contamination. Go to Step (7) to Wiring Repairs
Is the connection OK? in Engine Electri-
cal.
• Replace MAP sensor.
7 - Go to Step (11) -
Is the repair complete?
• Disconnect ECM connector and check for conti- Repair the circuit
nuity between MAP connector sensor ground pin as necessary. Refer
8 1 and ECM sensor ground pin 20. Go to Step (9) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Correct MAP mechanical connection
9 Has the MAP mechanical connection problem been Go to Step (11) -
corrected?
• Replace MAP sensor
10 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-63
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-108 check for any stored codes.
Does the engine operate normally with no stored
codes?

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)

Conditions for Setting the DTC

• Intake Air Temperature
• Check Condition-Engine Running
• Fault Condition-Intake Air Temperature greater than 200 degrees F. with engine rpm greater than 700
• Condition must be present for a minimum of 60 seconds
• MIL-ON
• Adaptive-Disabled during active fault
• Derate level 1 will occur

Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP located in the air intake manifold of the engine. It is used to monitor incoming air
temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This
fault will set if the Intake Air Temperature is greater than 200 degrees F. with engine speed greater than 700 rpm. The
engine will go into a level 1 derate mode to prevent engine damage.

Diagnostic Aid
This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system.
• Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 112-IAT Low Voltage (SPN 105:FMI 4)

Conditions for Setting the DTC

• Intake Air Temperature
• Check Condition Engine Cranking or Running
• Fault Condition-IAT Sensor Voltage less than 0.050
• MIL-ON during active fault
• Adaptive-Disabled during active fault

Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold. It is used to monitor incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is less than 0.050 volts for 1 second anytime the engine is cranking or running. The
ECM will use the default value for the IAT sensor in the event of this fault.

SM 751 02(GM-T4)-6-66
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 112-IAT Voltage Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display IAT voltage of 0.050 or less?
• Key OFF
• Disconnect the TMAP sensor connector.
3 • Key ON Go to Step (4) Go to Step (5)
Does the DST display IAT voltage of 4.90 volts or
greater?
• Replace TMAP sensor.
4 Go to Step (9) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
5 • Check for continuity between TMAP sensor con- - to Wiring Repairs Go to Step (6)
nector ground pin 1 and TMAP sensor connector in Engine Electri-
signal pin 2 cal.
Do you have continuity between them?
• Check for continuity between TMAP sensor con- Repair the circuit
nector signal circuit pin 2 and engine ground. as necessary. Refer
6 Do you have continuity? - to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
7 Engine Controls Section. - Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-112 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-67
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 113-IAT High Voltage (SPN 105:FMI 3)

Conditions for Setting the DTC

• Intake Air Temperature
• Check Condition-Engine Running
• Fault Condition-IAT Sensor Voltage greater than 4.950 volts
• MIL-ON during active fault
• Adaptive-Disabled during active fault

Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold.. It is used to monitor incom-
ing air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM will use a default value
for the IAT sensor in the event of this fault.

SM 751 02(GM-T4)-6-68
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 113-IAT Voltage High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display IAT voltage of 4.950 or greater?
• Key OFF
• Disconnect the TMAP sensor connector C006
and jump pins 1 and 2 together
3 Go to Step (9) Go to Step (4)
• Key ON
Does the DST display IAT voltage of 0.1 volts or
less?
• Key OFF
• Jump TMAP sensor connector signal pin 2 to
4 engine ground Go to Step (7) Go to Step (6)
• Key ON
Does DST display IAT voltage of 0.1 volts or less?
• Replace TMAP sensor.
5 - Go to Step (11) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect the ECM wire harness connector
as necessary. Refer
C001.
6 - Go to Step (10) to Wiring Repairs
• Check for continuity between TMAP sensor con- in Engine Electri-
nector signal pin 2 and ECM IAT signal pin 39 cal.
Do you have continuity between them?
• Check for continuity between TMAP sensor con- Repair the circuit
nector ground circuit pin 1 and ECM sensor as necessary. Refer
7 ground circuit pin 20 - Go to Step (10) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Replace the ECM.
8 Go to Step (11) -
Is the replacement complete?
• Re-check wire harness and TMAP sensor con- Repair the circuit
nector for damage corrosion or contamination as necessary. Refer
9 Any problems found? to Wiring Repairs Go to Step (5)
in Engine Electri-
cal.
• Re-check wire harness and TMAP sensor con- Repair the circuit
nectors for damage corrosion or contamination as necessary. Refer
10 Any problems found? to Wiring Repairs Go to Step (8)
in Engine Electri-
cal.

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-113 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-70
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 116-ECT Higher Than Expected 1 (SPN 110:FMI 15)

Conditions for Setting the DTC

• Engine Coolant Temperature
• Check Condition-Engine Running
• Fault Condition-Engine Coolant Temperature reading or estimate greater than 236 degrees F. for greater than 20 sec-
onds
• MIL-On
• Power derate (level 1)
• Adaptive-Disabled during active fault

Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that
is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing
control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine
damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads
higher voltage, and lower when warm. This fault will set when the coolant exceeds 236 degrees F. for more than 20 sec-
onds. Power derate level one will be enforced during this fault limiting the maximum throttle position to 50%.

SM 751 02(GM-T4)-6-71
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 116-ECT Higher Than Expected 1

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System
1 - Go to Step (2)
Check?
• Key ON
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode
Warm engine to normal operating temperature, then
2 run the engine above 1200 rpm for at least 60 sec- Go to Step (3)
onds
Does the DST display ECT temperture of 236
degrees F or greater?
Verify with a temperature gauge that the engine
coolant is over 236 degrees F. Repair cooling sys-
3
Does the temperature gauge indicated 236 degrees F. tem.
or greater?
Verify ECT Circuit function. Follow diagnostic test
4 procedure for DTC 217 (ECT Higher than expected -
2)

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 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 117-ECT/CHT Low Voltage (SPN 110:FMI 4)

Conditions for Setting the DTC

Temp Ohms
• Engine Coolant Temperature
(deg F) +/-10%
• Check Condition-Engine Running
242.4 101
• Fault Condition-ECT sensor voltage less than 0.050
• MIL-ON during active fault 231.9 121
• Adaptive-Disabled during active fault 211.6 175
201.4 209
181.9 302
Circuit Description
163.1 434
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor 144.9 625
located in the engine coolant passage. It is used for the engine airflow calculation,
127.4 901
cold fuel enrichment and to enable other temperature dependant features. The
ECM provides a voltage divider circuit so that when the coolant is cool, the signal 102.4 1,556
reads higher voltage, and lower when warm (see table). This fault will set if the 78.9 2,689
signal voltage is less than 0.050 volts for any period longer than 1 second. The 49.9 5,576
ECM will use a default value for the ECT sensor in the event of this fault.
23.5 11,562
-5.7 28,770
-21.2 49,715
-30.8 71,589
-40.0 99,301

SM 751 02(GM-T4)-6-73
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 117-ECT/CHT Low Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display ECT voltage of 0.050 or less?
• Key OFF
• Disconnect the ECT wire harness connector
C007
3 Go to Step (4) Go to Step (5)
• Key ON
Does the DST display ECT voltage of 4.90 volts or
greater?
• Replace ECT sensor.
4 Go to Step (8) -
Is the replacement complete?
• Key OFF Repair the circuit
• Disconnect ECM wire harness connector C001 as necessary. Refer
5 • Check for continuity between ECT sensor con- - to Wiring Repairs Go to Step (6)
nector signal pin A and ECT sensor ground pin B in Engine Electri-
Do you have continuity between them? cal.
• Check for continuity between ECT sensor con- Repair the circuit
nector signal circuit pin A and engine ground. as necessary. Refer
6 Do you have continuity? - to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
7 Engine Controls Section. - Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-117 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-74
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 118-ECT/CHT High Voltage (SPN 110:FMI 3)

Conditions for Setting the DTC

Temp Ohms
• Engine Coolant Temperature (deg F) +/-10%
• Check Condition-Engine Running 242.4 101
• Fault Condition-ECT sensor voltage exceeds 4.950 volts 231.9 121
• MIL-ON during active fault 211.6 175
• Adaptive-Disabled 201.4 209
181.9 302
Circuit Description 163.1 434
144.9 625
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive
resistor located in the engine coolant passage. It is used for the engine air- 127.4 901
flow calculation, cold fuel enrichment and to enable other temperature 102.4 1,556
dependant features. The ECM provides a voltage divider circuit so that 78.9 2,689
when the coolant is cool, the signal reads higher voltage, and lower when 49.9 5,576
warm (see table). This fault will set if the signal voltage is greater than 23.5 11,562
4.950 volts anytime the engine is running. The ECM will use a default
-5.7 28,770
value for the ECT sensor in the event of this fault.
-21.2 49,715
-30.8 71,589
-40.0 99,301

SM 751 02(GM-T4)-6-75
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 118-ECT/CHT High Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display ECT voltage of 4.95 or greater?
• Key OFF
• Disconnect the ECT sensor connector C007 and
Jump terminals A and B together
3 Go to Step (4) Go to Step (8)
• Key ON
Does the DST display ECT voltage of 0.05 volts or
less?
• Using a DVOM check the resistance between the See resistance
two terminals of the ECT sensor and compare the chart vs. tem-
4 resistance reading to the chart perature in the Go to Step (6) Go to Step (5)
Is the resistance value correct? DTC 118 cir-
cuit description
• Replace ECT sensor.
5 Go to Step (14) -
Is the replacement complete?
• Inspect the ECT wire harness connector terminals Repair the circuit
A and B for damage, corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Key OFF Repair the circuit
• Disconnect ECM wire harness connector C001 as necessary. Refer Intermittent prob-
7 • Inspect ECM connector pins 10 and 20 for dam- to Wiring Repairs lem Go to Intermit-
age corrosion or contamination in Engine Electri- tent section
Did you find a problem? cal.
• Jump the ECT signal pin A at the ECT connector
8 to engine ground Go to Step (9) Go to Step (12)
Does DST display ECT voltage of 0.05 or less?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector
as necessary. Refer
9 • Using a DVOM check for continuity between Go to Step (10) to Wiring Repairs
ECT sensor ground pin B and ECM connector in Engine Electri-
pin 20 cal.
Do you have continuity between them?
• Inspect ECM connector pins 40 and 20 for dam- Repair the circuit
age, corrosion or contamination as necessary. Refer
10 Did you find a problem? to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.

SM 751 02(GM-T4)-6-76
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace ECM
11 Go to Step (14) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector
as necessary. Refer
12 • Using a DVOM check for continuity between Go to Step (13) to Wiring Repairs
ECT connector signal pin A and ECM connector in Engine Electri-
terminal 40 cal.
Do you have continuity between them?
• Inspect ECM connector pins 40 and 20 for dam- Repair the circuit
age, corrosion or contamination as necessary. Refer
13 Did you find a problem? to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
14 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-118 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-77
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 121-TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)

Conditions for Setting the DTC

• Throttle Position Sensor 1 & 2
• Check Condition-Key ON
• Fault Condition-TPS 1 20% lower than TPS 2
• MIL-ON for remainder of key on cycle
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS
1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for
the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or more) lower than TPS 2. At this point the
throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is on
and the engine will shutdown.

SM 751 02(GM-T4)-6-78
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 121-TPS 1 Lower Than TPS 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
Does the DST display more than a 20% difference tent section
between TPS 1 and TPS 2 voltage?
• Key OFF
• Disconnect electronic throttle connector C017
• Key ON
3 Go to Step (5) Go to Step (4)
• Change DST mode to DBW (drive by wire) test
mode
Is the voltage for TPS 1 less than 0.1 volts?
• Key OFF Repair the TPS 1
• Disconnect ECM wiring harness connector C001 circuit shorted to
• Key ON voltage as neces-
4 Go to Step (9)
• Using a DVOM check for voltage between ECM sary. Refer to Wir-
connector TPS 1 signal pin 5 and engine ground ing Repairs in
Do you have voltage? Engine Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference
5 pin 3 at connector C017 Go to Step (6) Go to Step (8)
Does DST display TPS 1 voltage over 4.90 volts
• Inspect wire terminals at throttle connector for Repair the circuit
damage corrosion or contamination as necessary. Refer
6 Any problems found? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace the electronic Throttle
7 Go to Step (12)
Is the replacement complete?
• Key OFF
Repair the open cir-
• Disconnect ECM wire harness connector C001
cuit as necessary.
8 • Using a DVOM check for continuity between Go to Step (9) Refer to Wiring
throttle connector TPS 1 signal pin 6 and ECM Repairs in Engine
connector TPS 1 signal pin 5 Electrical.
Do you have continuity between them?
• Using a DVOM check for continuity between Repair the open cir-
throttle connector signal ground pin 2 and ECM cuit as necessary.
9 connector signal ground pin 20 Go to Step (10) Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Inspect ECM connector terminals for damage Repair the circuit
corrosion or contamination. as necessary. Refer
10 Any problems found? to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.

SM 751 02(GM-T4)-6-79
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace ECM
11 Go to Step (12) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
12 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-121 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-80
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 122-TPS 1 Low Voltage (SPN 51:FMI 4)

Conditions for Setting the DTC

• Throttle Position Sensor 1
• Check Condition-Cranking or Running
• Fault Condition-TPS sensor less than 0.200 volts
• MIL-ON during active fault
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and
the engine will shut down.

SM 751 02(GM-T4)-6-81
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 122-TPS 1 Low Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in DBW
2 (Drive by Wire) throttle test mode Does the DST Go to Step (4) Go to Step (3)
display TPS 1 voltage of 0.200
volts or less with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent prob-
3 1 voltage Go to Step (4) lem Go to Intermit-
Does TPS 1 voltage ever fall below 0.200 volts? tent section
• Key OFF
• Disconnect the electronic throttle connector C017
• Jump the 5 volt reference circuit pin 3 and TPS 1
4 signal circuit pin 6 together at the throttle connec- Go to Step (7) Go to Step (5)
tor
• Key ON
Does DST display TPS 1 voltage of 4.0 volts or greater?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
5 • Using a DVOM check continuity between the Go to Step (6) to Wiring Repairs
electronic throttle connector signal pin 6 and in Engine Electri-
ECM connector TPS 1 signal pin 5 cal.
Do have continuity between them?
• Replace ECM
6 Go to Step (9)
Is the replacement complete?
• Inspect the throttle wire harness connector termi- Repair the circuit
nals for damage, corrosion or contamination as necessary. Refer
7 Did you find a problem? to Wiring Repairs Go to Step (8)
in Engine Electri-
cal.
• Replace the electronic throttle
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-122 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-82
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 123-TPS 1 High Voltage (SPN 51:FMI 3)

Conditions for Setting the DTC

• Throttle Position Sensor 1
• Check Condition-Cranking or Running
• Fault Condition-TPS sensor voltage exceeds 4.800 volts
• MIL-ON during active fault
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts. The MIL command is ON and the
engine will shut down.

SM 751 02(GM-T4)-6-83
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 123-TPS 1 High Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
2 • DST (Diagnostic Scan Tool) connected Go to Step (4) Go to Step (3)
Does the DST display TPS 1 voltage of 4.800 volts
or greater with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent prob-
3 1 voltage Go to Step (4) lem. Go to Inter-
Does TPS 1 voltage ever fall below 4.800 volts? mittent section
• Key OFF
• Disconnect electronic throttle connector
4 Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 1 voltage less than 0.2 volts?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the circuit
• Key ON as necessary. Refer
5 • Using a DVOM check for voltage between TPS 1 to Wiring Repairs Go to Step (6)
signal at the ECM connector pin 5 and engine in Engine Electri-
ground cal.
Do you have voltage?
• Replace ECM
6 Go to Step (11)
Is the replacement complete?
• Back probe sensor ground circuit at the ECM side
of the wire harness pin 3 with a test light con-
7 Go to Step (8) Go to Step (10)
nected to battery voltage
Does the test light come on?
• Inspect the electronic throttle connector terminals Repair the circuit
for damage, corrosion or contamination as necessary. Refer
8 Did you find a problem? to Wiring Repairs Go to Step (9)
in Engine Electri-
cal.
• Replace the electronic throttle
9 Go to Step (11) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect ECM connector C001
as necessary. Refer
10 • Using a DVOM check for continuity between the Go to Step (6) to Wiring Repairs
electronic throttle connector sensor ground pin 2 in Engine Electri-
and ECM connector TPS 1 sensor ground pin 20 cal.
Do have continuity between them?

SM 751 02(GM-T4)-6-84
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-123 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-85
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 127-IAT Higher Than Expected 2 (SPN 105:FMI 0)

Conditions for Setting the DTC

• Intake Air Temperature
• Check Condition-Engine Running
• Fault Condition-Intake Air Temperature greater than 210 degrees F. with engine speed greater than 700 rpm
• Fault condition must be active for longer than 120 seconds
• MIL-ON for active fault
• Engine will de-rate to 1,400 rpms.

Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature
sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air tem-
perature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM pro-
vides a voltage divider circuit so that when the air is cool, the signal reads a higher voltage, and lower when warm. This
fault will set if the intake air temperature is greater than 210 degrees F. with engine speed greater than 700 rpm. The MIL
light command is on during this active fault and the engine will derate to 1,400 rpms.

Diagnostic Aid
• This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a
problem with the inlet air system. Ensure that the air inlet is not obstructed, modified or damaged.
• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system
• If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

SM 751 02(GM-T4)-6-86
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 129-BP Low Pressure (SPN 108: FMI 1)

Conditions for Setting the DTC

• Barometric Pressure
• Check Condition-Key ON
• Fault Condition-BP less than 8.30 psia
• MIL-ON for active fault
• Adaptive-Disabled

Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.

SM 751 02(GM-T4)-6-87
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 129-BP Low Pressure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON.
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem. Go to Inter-
tem Data Mode mittent section
Does DST display BP pressure of 8.30 psia or less?
• Key OFF
• Disconnect the TMAP sensor connector
• Jump the 5 volt reference pin 3 and MAP signal
3 pin 4 together Go to Step (4) Go to Step (8)
• Key ON
Does the DST display BP pressure of 16.00 psia or
greater?
• Inspect TMAP connector and wire harness con- Repair the circuit
nector terminals for corrosion, contamination or as necessary. Refer
4 mechanical damage to Wiring Repairs Go to Step (5)
Any problems found? in Engine Electri-
cal.
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
5 • Check for continuity between TMAP sensor con- Go to Step (6) to Wiring Repairs
nector pin 4 and ECM connector pin 7 in Engine Electri-
Do you have continuity between them? cal.
• Check for continuity between TMAP sensor con- Repair the circuit
nector 5 volt supply pin 3 and ECM connector as necessary. Refer
6 pin 19 Go to Step (7) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Check for continuity between TMAP sensor con- Repair the circuit
nector ground pin 1 and ECM connector pin 20 as necessary. Refer
7 Do you have continuity between them? Go to Step (17) to Wiring Repairs
in Engine Electri-
cal.
• Remove the Jumper that was installed during step 3
• Probe TMAP connector signal circuit pin 4 with a
8 test light connected to battery voltage Go to Step (9) Go to Step (13)
Does the DST display BP pressure of 16.00 psia or
greater?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
9 • Check for continuity between TMAP sensor con- Go to Step (10) to Wiring Repairs
nector pin 3 and ECM connector pin 19 in Engine Electri-
Do you have continuity between them? cal.

SM 751 02(GM-T4)-6-88
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Check for continuity between TMAP sensor con- Repair the open cir-
nector 5 volt reference pin 3 and engine ground cuit as necessary.
10 Do you have continuity? Refer to Wiring Go to Step (11)
Repairs in Engine
Electrical.
• Inspect TMAP and ECM connector pins for cor- Repair the circuit
rosion, contamination or mechanical damage as necessary. Refer
11 Any problems found? to Wiring Repairs Go to Step (16)
in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
12 Engine Controls Section. Go to Step (17) -
Is the replacement complete?
• Disconnect ECM connector C001 Repair the circuit
• Check for continuity between TMAP sensor con- as necessary. Refer
13 nector pin 4 and ECM pin 7 Go to Step (14) to Wiring Repairs
Do you have continuity between them? in Engine Electri-
cal.
• Check for continuity between TMAP sensor con- Repair the circuit
nector pin 4 and engine ground as necessary. Refer
14 Do you have continuity? to Wiring Repairs Go to Step (15)
in Engine Electri-
cal.
• Inspect ECM connector and wire harness connec- Repair the circuit
tor pins for corrosion, contamination or mechani- as necessary. Refer
15 cal damage to Wiring Repairs Go to Step (16)
Any problems found? in Engine Electri-
cal.
• Replace ECM. Refer to ECM replacement in the
16 Engine Controls Section. Go to Step (18) -
Is the replacement complete?
• Replace TMAP sensor
17 Go to Step (18) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
18 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-129 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-89
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 134-EGO 1 Pre Cat Open/Lazy (SPN 724:FMI 10)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check condition-Engine running
• Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds
• MIL-ON during active fault
• Adaptive-Disabled during active fault
• Closed Loop-Disabled during active fault

Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive
multiplier. This fault will set if EGO 1 is cold, nonresponsive, or inactive for more than 120 seconds.

SM 751 02(GM-T4)-6-90
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 134-EGO 1 Pre Cat Open/Lazy

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
tem Data Mode lem. See Electrical
2 • Run engine to full operating temperature and then Go to Step (3) Section Intermit-
idle for a minimum of 2 minutes tent Electrical
Does DST display EGO 1 voltage fixed between 0.4 Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 1 connector C005
• Key ON
• Using a DVOM check for voltage between EGO
3 Go to Step (8) Go to Step (4)
1 connector pins C and D
(Check must be made within 30 seconds or before
power relay shuts down)
Do you have voltage?
• Key OFF
• Using a DVOM check for voltage between EGO
1 connector pin C and engine ground Repair system
System Volt-
4 • Key ON Go to Step (5) power relay open
age
(Check must be made within 30 seconds or before circuit
power relay shuts down)
Do you have voltage?
• Key OFF
• Disconnect ECM wire harness connector C001
• Key ON Repair open heater
5 • Using a DVOM check for voltage between TPS 1 Go to Step (6)
ground circuit
signal at the ECM connector pin 5 and engine
ground
Do you have voltage?
• Inspect wire harness connector C005 pins B and Correct the prob-
D and C001 pins 1 and 72 for damage, corrosion lem as required see
6 Go to Step (7)
or contamination Electrical Section
Did You find a problem? wire harness repair
• Replace ECM
7 Go to Step (11) -
Is the replacement complete?
• Key OFF
• Disconnect ECM wire harness connector C001
Repair open EGO 1
8 • Using a DVOM check for continuity between Go to Step (9)
circuit
EGO 1 pin B and ECM connector pin 1
Do you have continuity?

SM 751 02(GM-T4)-6-91
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a DVOM check for continuity between
Repair open EGO 1
9 EGO 1 pin A and ECM connector pin 20 Go to Step (10)
signal ground
Do you have continuity?
• Replace EGO 1 sensor
10 Go to Step (11) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-134 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-92
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 154-EGO 2 Pre Cat Open/Lazy (SPN 520208:FMI 10)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check condition-Engine running
• Fault condition-EGO 2 cold persistently more than 120 seconds
• MIL-ON during active fault and for 1 second after active fault
• Adaptive-Disabled during active fault
• Closed Loop-Disabled during active fault

Circuit Description
The EGO 2 sensor is used to monitor the efficiency of the catalytic converter. The ECM compares the EGO1 and EGO2
voltage signals to determine this. This fault will set if EGO 2 is cold, non-responsive, or inactive for more than 120 sec-
onds.

SM 751 02(GM-T4)-6-93
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 154-EGO 2 Pre Cat Open/Lazy

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
tem Data Mode lem. See Electrical
2 • Run engine to full operating temperature and then Go to Step (3) Section Intermit-
idle for a minimum of 2 minutes tent Electrical
Does DST display EGO 2 voltage fixed between 0.4 Diagnosis
and 0.5 volts after at least 2 minutes of idle run time?
• Key OFF
• Disconnect EGO 2 connector C005
• Key ON
• Using a DVOM check for voltage between EGO
3 Go to Step (8) Go to Step (4)
2 connector pins C and D
(Check must be made within 30 seconds or before
power relay shuts down)
Do you have voltage?
• Key OFF
• Using a DVOM check for voltage between EGO
2 connector pin C and engine ground Repair system
System Volt-
4 • Key ON Go to Step (5) power relay open
age
(Check must be made within 30 seconds or before circuit
power relay shuts down)
Do you have voltage?
• Disconnect ECM connector C001
• Using a DVOM check for continuity between
Repair open heater
5 EGO 2 connector pin D and ECM connector pin Go to Step (6)
ground circuit
73
Do you have continuity?
• Inspect wire harness connector C005 pins C and Correct the prob-
D and C001 pins 1 and 72 for damage, corrosion lem as required see
6 Go to Step (7)
or contamination Electrical Section
Did You find a problem? wire harness repair
• Replace ECM
7 Go to Step (11) -
Is the replacement complete?
• Key OFF
• Disconnect ECM wire harness connector C001
Repair open EGO 2
8 • Using a DVOM check for continuity between Go to Step (9)
circuit
EGO 2 connector pin B and ECM connector pin 1
Do you have continuity?
• Using a DVOM check for continuity between
Repair open EGO 2
9 EGO 2 pin A and ECM connector pin 20 Go to Step (10)
signal ground
Do you have continuity?

SM 751 02(GM-T4)-6-94
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace EGO 2 sensor
10 Go to Step (11) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-154 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-95
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 171-Adaptive Learn High Gasoline (SPN 520200:FMI 0)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine Running
• Fault Condition-Adaptive multiplier out of range greater than 30%
• MIL-ON

Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostic checks before using the following diagnostic chat.

Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Pressure Low fuel pressure, faulty fuel pressure sensor, faulty pump, or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751 02(GM-T4)-6-96
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 171-Adaptive Learn High Gasoline

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
System Volt- as necessary. Refer
4 • Key ON Go to Step (5)
age to Wiring Repairs
(Check must be made within 30 seconds or before
in Engine Electri-
power relay shuts down)
cal.
Do you have voltage?
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005 Repair the shorted
• Disconnect ECM wire harness connector C001 circuit as neces-
5 • Key ON sary. Refer to Wir- Go to Step (6)
• Using a high impedance DVOM check for conti- ing Repairs in
nuity between EGO 1 connector signal pin A and Engine Electrical.
engine ground
Do you have continuity?
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.

SM 751 02(GM-T4)-6-97
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 49 EGO heater ground
Do you have continuity?
• Replace EGO 1 sensor
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1161 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-98
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 172-Adaptive Learn Low (Gasoline) (SPN 520200:FMI 1)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine Running
• Fault Condition-Adaptive multiplier out of range greater than 30%
• MIL-ON

Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.

Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by the ECM using a ground
side driver. If the fuel pump is turned on all the time the fuel pressure will increase. Open or leaking injector will cause a
rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751 02(GM-T4)-6-99
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 172-Adaptive Learn Low (Gasoline)

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted The air filter for being plugged
• The EGO sensor is installed securely and the wire
2 leads not damaged or contacting the secondary Go to Step (6) Go to Step (4)
ignition wires
• ECM grounds for being clean and tight.
• Fuel system diagnostic checks
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (6) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector
C005 Repair the circuit
as necessary. Refer
• Disconnect ECM wire harness connector C001
4 to Wiring Repairs Go to Step (5)
• Key ON in Engine Electri-
• Using a DVOM check for voltage at EGO 1 con- cal.
nector signal pin A and engine ground
Do you have voltage?
• Replace EGO sensor
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1162 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-100
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 182-Gasoline Fuel Temperature Low (SPN 174:FMI 4)

Conditions for Setting the DTC

• Gasoline fuel temperature low
• Faulty fuel temp sensor
• Fuel temperature sensor voltage lower than .05v for 5 seconds or greater
• Fuel temperature is -35F or less for 5 seconds or greater
• MIL-On for active fault and for 2 seconds after active fault
• Adaptive Learn is disabled while this fault is active.

Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel temperature sensor voltage is read at less than 0.05v. This indicates a low voltage fault from the sensor or circuit.
This could also indicate a low fuel temperature reading. Inspect the fuel temperature for extreme cold.

SM 751 02(GM-T4)-6-101
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 183-Gasoline Fuel Temperature High (SPN 174:FMI 3)

Conditions for Setting the DTC

• Gasoline fuel temperature low
• Faulty fuel temp sensor
• Fuel temperature sensor voltage greater than 4.95v for 5 seconds or greater
• Fuel temperature is 130F or higher for 5 seconds or greater
• MIL-On for active fault and for 2 seconds after active fault
• Adaptive Learn is disabled while this fault is active.

Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The ter-
minals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the
ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline
fuel temperature sensor voltage is read at less than 0.05v. This indicates a high voltage fault from the sensor or circuit.
This could also indicate a high fuel temperature reading. Inspect the fuel temperature for extreme hot temperatures.

SM 751 02(GM-T4)-6-102
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 217-ECT Higher Than Expected 2 (SPN 110:FMI 0)

Conditions for Setting the DTC

• Engine Coolant Temperature
• Check Condition-Engine Running
• Fault Condition-Engine Coolant Temperature reading or estimate greater than 250 degrees F. for greater than 5 sec-
onds while engine is above 700 rpms
• MIL-On
• Engine will derate to 1,400 rpms

Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that
is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing
control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine
damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads
higher voltage, and lower when warm. This fault will set when the coolant exceeds 250 degrees F. for more than 5 sec-
onds. Engine shutdown will occur if this code occurs.

SM 751 02(GM-T4)-6-103
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 217-ECT Higher Than Expected 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode
Intermittent prob-
2 • Warm engine to normal operating temperature, Go to Step (3) lem. Go to Inter-
then run the engine above 1200 rpm for at least mittent section
60 seconds
Does the DST display ECT temperture of 250
degrees F or greater?
Verify with a temperature gauge that the engine
coolant is over 250 degrees F. Repair cooling sys-
3 Go to Step (4)
Does the temperature gauge indicated 250 degrees F. tem
or greater?
4 Verify ECT Circuit function. - -

SM 751 02(GM-T4)-6-104
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 219-Max Govern Speed Override (SPN 515:FMI 15)

Conditions for Setting the DTC

• Max Govern Speed Override
• Check Condition-Engine Running
• Fault Condition-Engine rpm greater than 2,850
• Fault condition active for 2 or more seconds
• MIL-ON during active fault

Circuit Description
This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL command is ON during this
active fault

Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set. Always diagnose and repair
any existing codes starting with the lowest numerical code first.

SM 751 02(GM-T4)-6-105
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 219-Max Govern Speed Override

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
2 • DST connected Go to Step (3) Go to Step (4)
Are any other DTC codes present with DTC 219?
• Diagnose and repair any other DTC codes stored
before proceeding with this chart.
3 Go to Step (4) -
Have any other DTC codes been diagnosed and
repaired?
• Check the service part number on the ECM to
4 ensure the correct calibration is in use Go to Step (6) Go to Step (5)
Is the Service Part Number Correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
Is the replacement complete?
• Check the mechanical operation of the throttle
6 Go to Step (8) Go to Step (7)
Is the mechanical operation of the throttle OK?
• Correct mechanical operation of the throttle.
Refer to Engine & Component section
7 Go to Step (9) -
Has the mechanical operation of the throttle been
corrected?
• Check engine for large manifold vacuum leaks.
Go to OBD Sys-
8 Refer to Symptom Diagnostic section Go to Step (9)
tem Check Section
Did you find and correct the vacuum leak?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-219 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-106
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 221-TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)

Conditions for Setting the DTC

• Throttle Position Sensor 1 & 2
• Check Condition-Key ON
• Fault Condition-TPS 1 20% higher than TPS2
• MIL-ON for remainder of key on cycle
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The
TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to deter-
mine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic
throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throt-
tle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and
the engine will shutdown.

SM 751 02(GM-T4)-6-107
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 221-TPS 1 Higher Than TPS 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem. Go to Inter-
Does the DST display more than a 20% difference mittent section
between TPS 1 and TPS 2?
• Key OFF
• Disconnect electronic throttle connector C017
• Key ON
3 Go to Step (5) Go to Step (4)
• Change DST mode to DBW (drive by wire) test
mode
Is the voltage for TPS 1 less than 0.1 volts?
• Key OFF Repair the TPS 1
• Disconnect ECM wiring harness connector C001 circuit shorted to
• Key ON voltage as neces-
4 Go to Step (9)
• Using a DVOM check for voltage between ECM sary. Refer to Wir-
connector TPS 1 signal pin 5 and engine ground ing Repairs in
Do you have voltage? Engine Electrical.
• Jump TPS 1 signal pin 6 to the 5 volt reference
5 pin 3 at connector C017 Go to Step (6) Go to Step (8)
Does DST display TPS 1 voltage over 4.900 volts?
• Inspect wire terminals at throttle connector for Repair the circuit
damage corrosion or contamination as necessary. Refer
6 Any problems found? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace the electronic Throttle
7 Go to Step (12) -
Is the replacement complete?
• Key OFF
Repair the open cir-
• Disconnect ECM wire harness connector C001
cuit as necessary.
8 • Using a DVOM check for continuity between Go to Step (9) Refer to Wiring
throttle connector TPS 1 signal pin 6 and ECM Repairs in Engine
connector TPS 1 signal pin 5 Electrical.
Do you have continuity between them?
• Using a DVOM check for continuity between Repair the open cir-
throttle connector signal ground pin 2 and ECM cuit as necessary.
9 connector signal ground pin 3 Go to Step (10) Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Inspect ECM connector terminals for damage Repair the circuit
corrosion or contamination. as necessary. Refer
10 Any problems found? to Wiring Repairs Go to Step (11)
in Engine Electri-
cal.

SM 751 02(GM-T4)-6-108
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

Did you perform the On-Board (OBD) System
11 Go to Step (12) -
Check?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
12 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-221 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-109
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 222-TPS 2 Signal Voltage Low (SPN 520251:FMI 4)

Conditions for Setting the DTC

• Throttle Position Sensor 2
• Check Condition-Cranking or Running
• Fault Condition-TPS 2 sensor voltage less than 0.200 volts
• MIL-ON during active fault
• Engine will Shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and
engine will shutdown.

SM 751 02(GM-T4)-6-110
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 222-TPS 2 Signal Voltage Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in DBW
2 (Drive by Wire) throttle test mode Go to Step (4) Go to Step (3)
Does the DST display TPS 2 voltage of 0.200 volts
or less with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent prob-
3 2 voltage Go to Step (4) lem. Go to Inter-
Does TPS 2 voltage ever fall below 0.200 volts? mittent section
• Key OFF
• Disconnect electronic throttle connector C017
• Jumper the 5 volt reference circuit pin 3 and TPS 2
4 signal circuit pin 5 together at the throttle connector Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 2 voltage of 4.0 volts or
greater?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
5 • Using a DVOM check continuity between TPS 2 Go to Step (6) to Wiring Repairs
connector signal pin 5 and ECM connector TPS 2 in Engine Electri-
Signal pin 6 cal.
Do have continuity between them?
• Replace ECM
6 Go to Step (9) -
Is the replacement complete?
• Inspect the electronic throttle wire harness con- Repair the circuit
nector terminals for damage, corrosion or con- as necessary. Refer
7 tamination to Wiring Repairs Go to Step (8)
Did you find a problem? in Engine Electri-
cal.
• Replace the electronic throttle
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-222 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-111
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 223-TPS 2 Signal Voltage High (SPN 520251:FMI 3)

Conditions for Setting the DTC

• Throttle Position Sensor 2
• Check Condition-Cranking or Running
• Fault Condition-TPS 2 sensor exceeds 4.800 volts
• MIL-ON during active fault
• Engine will shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position.TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The
TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine
if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL command is ON.
The MIL command is ON and the engine will shutdown.

SM 751 02(GM-T4)-6-112
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 223-TPS 2 Signal Voltage High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in DBW
2 (Drive by Wire) throttle test mode Go to Step (4) Go to Step (3)
Does the DST display TPS 2 voltage of 4.800 volts
or greater with the throttle closed?
• Slowly depress Foot Pedal while observing TPS Intermittent prob-
3 2 voltage Go to Step (4) lem. Go to Inter-
Does TPS 2 voltage ever exceed 4.800 volts? mittent section
• Key OFF
• Disconnect electronic throttle connector C017
4 Go to Step (7) Go to Step (5)
• Key ON
Does DST display TPS 2 voltage less than 0.2 volts?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the circuit
• Key ON as necessary. Refer
5 • Using a DVOM check for voltage between elec- to Wiring Repairs Go to Step (6)
tronic throttle connector TPS 2 signal pin 5 and in Engine Electri-
engine ground cal.
Do you have voltage?
• Replace ECM
6 Go to Step (11) -
Is the replacement complete?
• Probe sensor ground circuit at the ECM side of
the wire harness pin 3 with a test light connected
7 Go to Step (8) Go to Step (10)
to battery voltage
Does the test light come on?
• Inspect the electronic throttle wire harness con- Repair the circuit
nector and terminals for damage, corrosion or as necessary. Refer
8 contamination to Wiring Repairs Go to Step (9)
Did you find a problem? in Engine Electri-
cal.
• Replace electronic throttle
9 Go to Step (11) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect ECM connector C001
as necessary. Refer
10 • Using a DVOM check for continuity between Go to Step (6) to Wiring Repairs
throttle connector C017 sensor ground pin 2 and in Engine Electri-
ECM connector sensor ground pin 20 cal.
Do have continuity between them?

SM 751 02(GM-T4)-6-113
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-223 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-114
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 261: Injector driver 1 (cyl 1) open or short to ground (SPN 651:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-115
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 264: Injector driver 2 (Cyl 6) open or short to ground (SPN 264:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-116
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 267: Injector driver 3 (Cyl 5) open or short to ground (SPN 653:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-117
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 270: Injector driver 4 (Cyl 4) open or short to ground (SPN 654:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-118
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 273: Injector driver 5 (Cyl 3) open or short to ground (SPN 655:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-119
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 276: Injector driver 6 (Cyl 2) open or short to ground (SPN 656:FMI 5)

Conditions for Setting the DTC

• Injector is in the Off State
• Low side voltage is less than 4.0 volts
• Battery voltage is above 9.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indi-
cates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should
repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-120
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 262: Injector driver 1 (Cyl 1) Coil Shorted (SPN 651:FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-121
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 265: Injector driver 2 (Cyl 6) Coil Shorted (SPN:652:FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-122
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 268: Injector driver 3 (Cyl 5) Coil Shorted (SPN 653:FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-123
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 271: Injector driver 4 (Cyl 4) Coil Shorted (SPN 654:FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-124
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 274: Injector driver 5 (Cyl 3) Coil Shorted (SPN 655: FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-125
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 277: Injector driver 6 (Cyl 2) Coil Shorted (SPN 656:FMI 6)

Conditions for Setting the DTC

• Injector is in the On State
• Low side voltage is greater than 4.0 volts
• Battery voltage is less than 16.0 volts
• MIL Light turned on
• Closed Loop is disabled while this fault is active
• Adaptive Learn is disabled while this fault is active.

Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided
through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the
GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in
numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage
internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indi-
cates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the
ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM
you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty
circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751 02(GM-T4)-6-126
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 336-Crank Sync Noise (SPN 636:FMI 2)

Conditions for Setting the DTC

• Crankshaft Position sensor
• Check Condition- Engine running
• Fault Condition- 1 invalid crank re-sync in less than 800 ms
• Adaptive- Disabled
• MIL- On during active fault

Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This
fault will set If no signal is present for 800ms or longer.

SM 751 02(GM-T4)-6-127
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 336-Crank Sync Noise

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Check that the ECM ground terminals C010, Repair the circuit
C022 and C023 are clean and tight as necessary. Refer
2 Are the ground terminals clean and tight? Go to Step (3) to Wiring Repairs
in Engine Electri-
cal.
• Key On, Engine OFF
• Disconnect the CKP (Crankshaft position) Sensor
Repair the circuit
connector C015
as necessary. Refer
• Using A DVOM check for voltage at the CKP
3 5.0 volts Go to Step (4) to Wiring Repairs
sensor connector pin 1 and engine ground in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY cal.
SHUTS OFF)
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CKP connector pin 2 and ECM connector pin 22 in Engine Electri-
Do you have continuity between them? cal.
• Using a DVOM check for continuity between Repair the circuit
CKP connector pin 3 and ECM connector pin 21 as necessary. Refer
5 Do you have continuity between them? Go to Step (6) to Wiring Repairs
in Engine Electri-
cal.
• Inspect the CKP connector C015 terminals for Repair the circuit
damage, corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 19, Repair the circuit
22, and 21 for damage, corrosion or contamina- as necessary. Refer
7 tion to Wiring Repairs Go to Step (8)
Did you find a problem? in Engine Electri-
cal.
• Replace CKP sensor
8 Go to Step (10) -
Is the replacement complete?
• Replace ECM
9 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-128
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
10 System OK Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-336 check for any stored codes.
Does the engine operate normally with no stored
codes?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-336 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-129
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 337-Crank Loss (SPN 636:FMI 4)

Conditions for Setting the DTC

• Crankshaft position sensor
• Check Condition- Engine cranking
• Fault Condition- 6 cam pulse signals without crankshaft activity
• MIL- On during active fault
• Adaptive- Disabled

Circuit Description
The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located
on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. The
ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this
fault will set.

SM 751 02(GM-T4)-6-130
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 337-Crank Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Check that the ECM ground terminals C010, Repair the circuit
C022 and C023 are clean and tight as necessary. Refer
2 Are the ground terminals clean and tight? Go to Step (3) to Wiring Repairs
in Engine Electri-
cal.
• Key OFF
• Disconnect the CKP (Crankshaft position) Sensor
Repair the circuit
connector C015
as necessary. Refer
• Using A DVOM check for voltage at the CKP
3 5.0 volts Go to Step (4) to Wiring Repairs
sensor connector pin 1 and engine ground in Engine Electri-
(CHECK THIS BEFORE THE POWER RELAY cal.
SHUTS OFF)
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CKP connector pin 2 and ECM connector pin 22 in Engine Electri-
Do you have continuity between them? cal.
• Using a DVOM check for continuity between Repair the circuit
CKP connector pin 3 and ECM connector pin 21 as necessary. Refer
5 Do you have continuity between them? Go to Step (6) to Wiring Repairs
in Engine Electri-
cal.
• Inspect the CKP connector C015 terminals for Repair the circuit
damage, corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 19, Repair the circuit
22, and 21 for damage, corrosion or contamina- as necessary. Refer
7 tion to Wiring Repairs Go to Step (8)
Did you find a problem? in Engine Electri-
cal.
• Replace CKP sensor
8 Go to Step (10) -
Is the replacement complete?
• Replace ECM
9 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-131
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
10 System OK Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-337 check for any stored codes.
Does the engine operate normally with no stored
codes?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-337 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-132
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 341-Camshaft Sync Noise (SPN 723:FMI 2)

Conditions for Setting the DTC

• Camshaft position sensor
• Check Condition-Cranking or Running
• Fault Condition-1 invalid cam re-sync in 700ms or less
• Adaptive Learn disabled
• MIL-ON

Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync. MIL light will become active and
Adaptive Learn will be disabled.

SM 751 02(GM-T4)-6-133
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 341-Camshaft Sync Noise

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Check that the ECM ground terminal C010 is Repair the circuit
clean, tight and in the proper location as necessary. Refer
2 Are the ground terminals clean and tight? Go to Step (3) to Wiring Repairs
in Engine Electri-
cal.
• Key OFF
Repair the circuit
• Disconnect the CMP (Camshaft position) Sensor
as necessary. Refer
connector C016
3 5.0 volts Go to Step (4) to Wiring Repairs
• Using A DVOM check for voltage at the CMP in Engine Electri-
sensor connector pin C and engine ground cal.
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CMP connector pin A and ECM connector pin 24 in Engine Electri-
Do you have continuity between them? cal.
• Using a DVOM check for continuity between Repair the circuit
CMP connector pin B and ECM connector pin 23 as necessary. Refer
5 Do you have continuity between them? Go to Step (6) to Wiring Repairs
in Engine Electri-
cal.
• Inspect the CMP connector terminals for damage, Repair the circuit
corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Inspect the ECM connector C001 terminals 4, 23, Repair the circuit
and 24 for damage, corrosion or contamination as necessary. Refer
7 Did you find a problem? to Wiring Repairs Go to Step (8)
in Engine Electri-
cal.
• Replace CMP sensor
8 Go to Step (10) -
Is the replacement complete?
• Replace ECM
9 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-134
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
10 System OK Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-341 check for any stored codes.
Does the engine operate normally with no stored
codes?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-341 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-135
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)

Conditions for Setting the DTC

• CMP (Camshaft Position Sensor)
• Check Condition-Engine Cranking or Running
• Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 100 rpm
• MIL-ON for active fault
• Adaptive-Disabled

Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM
does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 100 rpm. The engine may not run
with this fault present.

SM 751 02(GM-T4)-6-136
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 342-Camshaft Sensor Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Check that the ECM ground terminal C010 is Repair the circuit
clean, tight and in the proper location as necessary. Refer
2 Is the ground terminal clean tight and in the proper Go to Step (3) to Wiring Repairs
location? in Engine Electri-
cal.
• Key OFF
• Disconnect the CMP (Camshaft Position) Sensor
connector C016 Repair the circuit
• Key ON as necessary. Refer
3 • Using A DVOM check for voltage at the CMP 5.0 volts Go to Step (4) to Wiring Repairs
sensor connector pin C and engine ground in Engine Electri-
(RUN THIS VOLTAGE CHECK BEFORE THE cal.
POWER RELAY SHUTS OFF)
Do you have voltage?
• Key OFF Repair the circuit
• Disconnect ECM connector C001 as necessary. Refer
4 • Using a DVOM check for continuity between Go to Step (5) to Wiring Repairs
CMP connector pin A and ECM connector pin 24 in Engine Electri-
Do you have continuity between them? cal.
• Using a DVOM check for continuity between Repair the circuit
CMP connector pin B and ECM connector pin 23 as necessary. Refer
5 Do you have continuity between them? Go to Step (6) to Wiring Repairs
in Engine Electri-
cal.
• Inspect the CMP connector terminals for damage, Repair the circuit
corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Inspect the ECM connector terminals 2, 23 and Repair the circuit
24 for damage, corrosion or contamination as necessary. Refer
7 Did you find a problem? to Wiring Repairs Go to Step (8)
in Engine Electri-
cal.
• Replace the CMP
8 Go to Step (10) -
Is the replacement complete?
• Replace ECM
9 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-137
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
10 System OK Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-342 check for any stored codes.
Does the engine operate normally with no stored
codes?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-342 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-138
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC-359 Fuel Run-out Longer Than Expected (SPN 1239:FMI 7)

Conditions for Setting the DTC

• LPG lock-off valve
• Check Condition-Key OFF
• Fault Condition-Engine run down time greater than 20 seconds
• MIL-ON

Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The ECM then provides a path to
ground to turn the valve on. This fault will set in the event the engine continues to run for more than 20 seconds after the
key is turned off. This fault indicates a possible problem with the electric LPG lock off solenoid.

SM 751 02(GM-T4)-6-139
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC-359 Fuel Run-out Longer Than Expected

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System
1 - Go to Step (2)
Check?
• Disconnect the LPG shut off solenoid connector
C003
• Using a DVOM check for power across terminals System Volt-
2 A and B while cranking the engine, then turn the Go to Step (3) Go to Step (5)
age
key to the OFF position
Did the voltage immediately turn OFF with the key
cycle?
• Turn off the LPG manual valve at the fuel
Intermittent prob-
• tank
lem. See intermit-
• Start the engine and let it idle until the engine
3 tent problems in the Go to Step (4)
stops. electrical section of
(THIS MAY TAKE SEVERAL MINUTES) this manual.
Did the engine ever stop?
• Replace the LPG shut off solenoid
4 Go to Step (8) -
Is the replacement complete?
• Key OFF
• Disconnect the ECM wire harness connector
Repair the LPG
C001
5 solenoid control Go to Step (6)
• Using a DVOM check for continuity between short to ground
ECM pin 12 and engine ground
Do you have continuity?
• Inspect the ECM wire harness and connector for Correct the prob-
damage corrosion or contamination lem as required.
6 Go to Step (7)
Did you find a problem? See wire harness
repair.
• Replace the ECM
7 Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-359 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-140
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 420 Gasoline Catalyst Monitor (SPN 520211:FMI 10)

Conditions for Setting the DTC

• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault

Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the signals for
EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to
replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after
repairing exhaust leaks, and recheck for code. If there are no exhaust leaks or other exhaust related issues there may be a
problem internally with the catalyst muffler.

SM 751 02(GM-T4)-6-141
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 502 – Loss of Road Speed (SPN 84:FMI 1)

Conditions for Setting the DTC

• Road speed input is less than 0.1 km/hr
• Fault must be active for 5.0 seconds to activate DTC
• Engine speed is greater than 1,500 rpms
• MAP pressure is greater than 10.00 PSIA
• SPDF signal indicates vehicle is moving
• MIL light on during fault
• Power Derate 2 enabled

Circuit Description
The ECM is provided a pulse width modulation (PWM) signal from the OEM vehicle controller to determine the road
speed of the vehicle. The PWM signal is supplied to the engine VIC1 Pin N and finally to pin 25 at the GCP connector.
The DTC will set when the PWM signal is lost and the engine speed is greater than 1,500 rpms , MAP pressure is greater
than 10.0 psia and the SPDF signal indicates the vehicle is moving. The technician should check the OEM system includ-
ing vehicle speed controller along with circuit between the vehicle speed controller and the engine ECM.

SM 751 02(GM-T4)-6-142
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 502 – Loss of Road Speed

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key Off
• Check the wiring for continuity between termi- Repair wire circuit
2 nals 25 at the GCP Connector and Pin N of the No Resistance Go to Step (3) between Pin N and
VIC 1 Pin 25.
Do you have continuity between the terminals?
• Check Pin N and Pin 25 for spread terminals or
Repair damaged
3 poor connections with the mating terminals. - Go to Step (4)
terminal
Are the pins acceptable for use?
• Key off
• Disconnect battery
Refer to OEM wir-
• Install Test GCP Replace GCP Mod-
4 - ing and/or speed
• Reconnect battery ule
detection system
• Start engine and check for fault
Did the fault go away?

SM 751 02(GM-T4)-6-143
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 520-Oil Pressure Low Stage 1(SPN 100:FMI 18)

Conditions for Setting the DTC

• Engine Oil Pressure low.
• Engine running with engine speed less than 1200 rpm and oil pressure is less than 15 psi for 5 or more seconds
• Engine running with engine speed greater than 1450 rpm and oil pressure is less than 20 psi for 5 or more seconds
• MIL is active

Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON.

SM 751 02(GM-T4)-6-144
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 520-Oil Pressure Low Stage 1

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding
Repair faulty Oil-
2 with this chart. See Engine Specifications Section 15 psi Go to Step (3)
ing System
1F.
Does the engine have oil pressure above 15 psi?
• Key ON, Engine Running DST connected in Sys-
tem Data Mode
• Clear DTC 524
• Warm the engine by idling until the ECT temper- Intermittent prob-
3 ature is above 160 degrees F. and has been run- Go to Step (4) lem Go to Intermit-
ning for at least 20 seconds or more tent section
• Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to shut
down?
• With a volt meter, check terminal B on the sensor
4 for a 5 volt reference from the ECM. 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM Repair faulty wir-
for a 5 volt reference. ing between ECM
5 5v Go to Step (8)
Do you have a 5v reference coming out of the ECM? and Oil pressure
sensor
• With the oil pressure sender connected check for
a signal coming out of terminal C. Replace faulty oil
6 Go to Step (7)
Do you have a voltage signal coming out of terminal pressure sender
C?
• With the oil pressure sender connected check for Repair faulty wiring
7 a signal at terminal 53 of the ECM. Go to Step (8) between terminal C
Do you have a signal voltage at pin 53 of the ECM? and Terminal 25.
• Replace ECM
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-520 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-145
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 521- Oil Pressure High

Conditions for Setting the DTC

• Engine Oil Pressure low.
• Check Condition-Engine running for 5 seconds.
• Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds
• Forced idle is active

Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle condition in the event of this fault to help prevent possible engine damage.

SM 751 02(GM-T4)-6-146
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 521- Oil Pressure High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding
Repair faulty Oil-
2 with this chart. See Engine Specifications Section Go to Step (3)
ing System
1F.
Does the engine have oil pressure above 95 psi?
• With the engine running measure the signal volt-
Replace faulty oil
3 age on terminal C of the oil pressure sender. > 3.8v. Go to Step (4)
pressure sender.
Do you have more than 3.8v?
• With the engine running measure the signal volt- Repair faulty wir-
Replace faulty
4 age on terminal 25 of the IEPR / ECM. > 3.8v. ing between termi-
IEPR / ECM
Do you have more than 3.8v? nal C and 25.

SM 751 02(GM-T4)-6-147
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 522- Oil Pressure Sender low voltage (SPN 100:FMI 4)

Conditions for Setting the DTC

• Engine Oil Pressure low.
• Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm.
• Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second
• MIL-ON during active fault and for 2 seconds after active fault.
• Forced idle active

Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle in the event of this fault to help prevent possible engine damage.

SM 751 02(GM-T4)-6-148
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 522- Oil Pressure Sender low voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Using the Diagnostic Service Tool (DST) check
the OILP_raw value on the “RAW VOLTS” Replace faulty
2 > 0.2v Go to Step (3)
page. IEPR / ECM
Is the voltage less than 0.2 volts
• Using a voltmeter measure the voltage at terminal
Replace faulty
3 53 of the ECM > 0.2v Go to Step (4)
IEPR / ECM
Is the voltage less than 0.2 volts?
• Using a voltmeter measure the voltage at terminal Intermittent prob-
Replace faulty oil
4 C at the oil pressure sender. > 0.2v lem Go to Intermit-
pressure sender
Is the voltage less than 0.2 volts? tent section

SM 751 02(GM-T4)-6-149
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 523- Oil Pressure Sender high voltage(SPN 100:FMI 3)

Conditions for Setting the DTC

• Engine Oil Pressure low.
• Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm.
• Fault Condition- Voltage on terminal 25 is greater than 4.8v for more than 1 second
• MIL-ON during active fault and for 2 seconds after active fault.
• Forced idle active

Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will go into forced
idle in the event of this fault to help prevent possible engine damage.

SM 751 02(GM-T4)-6-150
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 523- Oil Pressure Sender high voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Using the Diagnostic Service Tool (DST) check
the OILP_raw value on the “RAW VOLTS” Replace faulty
2 > 4.8v Go to Step (3)
page. IEPR / ECM
Is the voltage over 4.8 volts
• Using a voltmeter measure the voltage at terminal
Replace faulty
3 53 of the ECM > 4.8v Go to Step (4)
IEPR / ECM
Is the voltage over 4.8 volts?
• Using a voltmeter measure the voltage at terminal Intermittent prob-
Replace faulty oil
4 C at the oil pressure sender. > 4.8v lem Go to Intermit-
pressure sender
Is the voltage over 4.8 volts? tent section

SM 751 02(GM-T4)-6-151
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 524-Oil Pressure Low Stage 2 (SPN 100:FMI 1)

Conditions for Setting the DTC

• Engine Oil Pressure low.
• Fault Condition- Oil pressure less than 8 psi for 5 or more seconds
• Engine Shut Down.

Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the
engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a
signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is lin-
ear in comparison to the pressure applied (see chart below). The MIL command is ON and the engine will shut down in
the event of this fault to help prevent possible engine damage.

SM 751 02(GM-T4)-6-152
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 524-Oil Pressure Low Stage 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Verify that the engine has oil pressure using a
mechanical oil pressure gauge before proceeding
Repair faulty Oil-
2 with this chart. See Engine Specifications Section 8 psi Go to Step (3)
ing System
1F.
Does the engine have oil pressure above 8 psi?
• Key ON, Engine Running DST connected in Sys-
tem Data Mode
• Clear DTC 524
• Warm the engine by idling until the ECT temper- Intermittent prob-
3 ature is above 160 degrees F. and has been run- Go to Step (4) lem Go to Intermit-
ning for at least 20 seconds or more tent section
• Increase engine speed above 600 RPM
Does DTC 524 reset and cause the engine to shut
down?
• With a volt meter, check terminal B on the sensor
4 for a 5 volt reference from the ECM. 5v Go to Step (6) Go to Step (5)
Do you have 5 volts on terminal B?
• With a volt meter, check terminal 19 on the ECM Repair faulty wir-
for a 5 volt reference. ing between ECM
5 5v Go to Step (8)
Do you have a 5v reference coming out of the ECM? and Oil pressure
sensor
• With the oil pressure sender connected check for
Replace faulty oil
6 a signal coming out of terminal C. Go to Step (7)
pressure sender
Do you have a voltage signal coming out of terminal C?
• With the oil pressure sender connected check for Repair faulty wir-
a signal at terminal 53 of the ECM. ing between termi-
7 Go to Step (8)
Do you have a signal voltage at pin 53 of the ECM? nal C and Terminal
25.
• Replace ECM
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-524 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-153
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 562-System Voltage Low (SPN 168:FMI 17)

Conditions for Setting the DTC

• System Voltage to ECM
• Check Condition-Key on with engine speed greater than 1000 RPM
• Fault Condition-Battery voltage at ECM less than 9.0
• Fault Condition is present for longer than 5 seconds.
• MIL-ON for active fault
• Adaptive-Disabled

Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector drivers, solenoid
valves and ignition coils. This fault will set if the ECM detects system voltage less than 9.00 volts while the alternator
should be charging. The adaptive learn is disabled during this fault.

SM 751 02(GM-T4)-6-154
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 562-System Voltage Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
Intermittent prob-
• DST (Diagnostic Scan Tool) connected in Sys- lem Go to Engine
2 tem Data Mode - Go to Step (3)
Electrical Intermit-
Does DST display system voltage greater than 9.50 tent section
volts?
• Check battery condition
3 - Go to Step (4) Replace Battery
Is it OK?
• Check charging system Repair charging
4 - Go to Step (5)
Is it OK? System
• Key OFF
• Disconnect the ECM connector C001 Repair ECM
• Check the voltage between ECM connector C001 Ground circuit. Go
5 pins 60, 79 and engine ground. - to Power and Go to Step (6)
• Measure voltage with DVOM between each pin Ground section in
and engine ground engine Electrical
Is the voltage greater than for each pin 9.50 volts?
• Check the voltage at ECM connector pins 69 and Repair ECM power
81 circuit. Go to
6 • Measure voltage with DVOM between each pin - Power and Ground Go to Step (7)
and battery positive section in engine
Is the voltage greater than 9.50 volts? Electrical
• Replace ECM
7 - Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 operating temperature - System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-562 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-155
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 563-System Voltage High (SPN 168:FMI 15)

Conditions for Setting the DTC

• System Voltage to ECM
• Check Condition-Cranking or Running
• Fault Condition-System battery voltage at ECM greater than 18 volts
• Fault must be present for 3 or more seconds
• MIL-ON for active fault
• Adaptive-Disabled

Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers, trim valves and ignition
coils. This fault will set if the ECM detects voltage greater than 18 volts anytime the engine is cranking or running. The
adaptive learn function is disabled during this fault. The ECM will shut down with internal protection if the system volt-
age ever exceeds 26 volts.

SM 751 02(GM-T4)-6-156
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 563-System Voltage High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
Intermittent prob-
• DST (Diagnostic Scan Tool) connected in Sys- lem Go to Engine
2 tem Data Mode - Go to Step (3)
Electrical Intermit-
Does DST display system voltage greater than 18 tent section
volts?
• Check voltage at battery terminals with DVOM
3 with engine speed greater than 1500 rpm - Go to Step (4) Go to Step (5)
Is it greater than 18 volts?
• Repair the charging system
4 - Go to Step (6) -
Has the charging system been repaired?
• Replace ECM
5 - Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 operating temperature - System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-563 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-157
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Engine Shutdown will occur

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.

SM 751 02(GM-T4)-6-158
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 601-Flash Checksum Invalid

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 601 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-601 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-159
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 604-RAM Failure (SPN 630:FMI 12)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Engine Shutdown will occur

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown if
this fault occurs.

SM 751 02(GM-T4)-6-160
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 604-RAM Failure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 604 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-604 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-161
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 606-COP Failure (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Engine Shutdown will occur

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown
when this fault occurs.

SM 751 02(GM-T4)-6-162
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 606-COP Failure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 606 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Are the power and ground circuits OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-606 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-163
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 627-Fuel Pump Relay Coil Open (SPN 1348:FMI 5)

Conditions for Setting the DTC

• Fuel Pump relay check
• Check Condition-Key ON
• Fault Condition-Relay coil open

Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit
on the relay control output.

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-164
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 627-Fuel Pump Relay Coil Open

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
2 Go to Step (4) Go to Step (3)
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
• Replace the fuel pump relay
3 Go to Step (9) -
Is the replacement complete?
• Check fuse F3
4 Replace fuse F2 Go to Step (5)
Is the fuse open?
• Disconnect ECM connector C001
Repair the open cir-
• Using a DVOM check for continuity between
cuit as required.
5 • ECM pin 84 and fuse block cavity for relay ter- Go to Step (6)
See wiring harness
minal 2 repairs
Do you have continuity?
• Remove fuse F3
Repair the open cir-
• Using a DVOM check for continuity between cuit as required.
6 fuse block cavity for relay terminal 1 and the Go to Step (7)
See wiring harness
power out of the F3 fuse holder repairs
Do you have continuity?
• Check all system fuses.
• Check all relay placement positions in fuse block.
• Run complete pin to pin checks on chassis wiring
7 to fuel system harness. Go to Step (9) Go to Step (8)
• See complete fuel system schematic for further
details
Did you find the problem?
• Replace the ECM
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-627 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-165
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DT C 628- Fuel Pump Relay Control Ground Short (SPN 1347:FMI 5)

Conditions for Setting the DTC

• Fuel Pump relay ground control
• Check Condition-Key ON
• Fault Condition-Relay control shorted to ground

Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit
on the relay control output

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-166
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 628- Fuel Pump Relay Control Ground Short

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, DST connected in the System Data
mode Intermittent prob-
2 • Clear DTC 628 Go to Step (4) lem Go to Intermit-
• Start the engine tent section
Does DTC 628 re-set?
• Disconnect ECM connector C001
3 • Using a DVOM check the resistance value Go to Step (5) Go to Step (7)
between ECM pin 84 and engine ground
Is the resistance less than 60 ohms?
• Remove the fuel pump relay from the fuse block Repair the shorted
• Using a DVOM check the resistance value again to ground relay
4 between ECM pin 84 and engine ground control circuit as Go to Step (6)
Is the resistance less than 60 ohms? necessary. See wir-
ing harness repairs
• Replace the fuel pump relay
5 Go to Step (8) -
Is the replacement complete?
• Replace ECM
6 Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
7 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-628 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-167
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)

Conditions for Setting the DTC

• Fuel Pump relay check
• Check Condition-Key ON
• Fault Condition-Relay coil open

Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit
on the relay control output.

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-168
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 629- Fuel Pump Relay Coil Short to Power

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
2 Go to Step (3) Go to Step (4)
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 60 ohms?
• Replace the fuel pump relay
3 Go to Step (9) -
Is the replacement complete?
• Using a DVOM check for continuity between
4 relay terminals 2 and 3 Go to Step (3) Go to Step (5)
Do you have continuity between them?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the short to
System battery
5 • Using a DVOM check for power between power. See wiring Go to Step (6)
voltage
• ECM pin 84 and engine ground with the key ON harness repair.
Do you have power?
• Replace the power relay
6 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
7 Go to Step (8) Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-629 check for any stored codes.
Does DTC 629 still re-set?
• Replace the ECM
8 Go to Step (9) -
Is the replacement complete?

SM 751 02(GM-T4)-6-169
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
9 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-629 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-170
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 642-External 5 Volt 1 Reference Low (SPN 1079:FMI 4)

Conditions for Setting the DTC

• External 5 volt reference
• Check Condition-Engine cranking or running
• Fault Condition-5 volt reference voltage lower than 4.60 volts
• MIL-ON during active fault
• Adaptive-Disabled during active fault

Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel system. The accuracy of the 5
volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to
determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will
set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this fault

SM 751 02(GM-T4)-6-171
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 642-External 5 Volt 1 Reference Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Fault Mode tent section
Does DST display DTC 642?
• Key OFF
• Disconnect ECM connector C001
3 • Using DVOM check for continuity between Go to Step (5) Go to Step (4)
ECM 5 volt reference pin 19 and engine ground
Do you have continuity?
• Replace ECM
4 Go to Step (7) -
Is the replacement complete?
• While monitoring DVOM for continuity between
ECM 5 volt reference and engine ground
• Disconnect each sensor (below) one at a time to
find the shorted 5 volt reference. When continu-
ity to ground is lost the last sensor disconnected
is the area of suspicion. Inspect the 5 volt refer-
ence supply wire leads for shorts before replacing
the sensor. Repair shorted wire
5 Go to Step (6)
• TMAP harness
• Electronic Throttle
• FPP
• Crankshaft Sensor
• Camshaft Sensor
While disconnecting each sensor one at a time did
you loose continuity?
• Replace the last disconnected sensor
6 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-642 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-172
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 643-External 5 Volt 1 Reference High (SPN 1079:FMI 3)

Conditions for Setting the DTC

• External 5 volt reference
• Check Condition-Engine cranking or running
• Fault Condition-5 volt reference higher than 5.40 volts
• MIL-ON during active fault
• Adaptive-Disabled during active fault

Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system. The accuracy of the 5
volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to
determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5volt supply. This fault will
set if the 5 volt reference is greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be dis-
abled during this fault

SM 751 02(GM-T4)-6-173
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 643-External 5 Volt 1 Reference High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display DTC 643?
• Check all ECM ground connections Repair the circuit
• Refer to Engine electrical power and ground dis- as necessary. Refer
3 tribution. Go to Step (4) to Wiring Repairs
Are the ground connections OK? in Engine Electri-
cal.
• Key OFF
Repair the circuit
• Disconnect ECM connector C001
as necessary. Refer
• Key ON
4 to Wiring Repairs Go to Step (5)
• Using DVOM check for Voltage between ECM in Engine Electri-
harness wire pin 19 and engine ground cal.
Do you have voltage?
• Replace ECM
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-643 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-174
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 650-MIL Control Open (SPN:1213:FMI 5)

Conditions for Setting the DTC

• MIL check
• Check Condition-Key ON engine OFF
• Fault Condition-ECM MIL circuit open
• MIL Command-ON

Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indi-
cator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC
codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This
simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the
engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with
the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should
go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a
problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied
to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control cir-
cuit is open.

SM 751 02(GM-T4)-6-175
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 650-MIL Control Open

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode Intermittent prob-
2 • Clear system fault code Go to Step (3) lem Go to Intermit-
• Key OFF tent section
• Key ON
Does DTC 650 reset?
• Remove the MIL bulb or driver circuit
3 • Using a DVOM check for continuity through the Go to Step (5) Go to Step (4)
bulb or driver device
Do you have continuity?
• Replace the open bulb or driver device
4 Go to Step (8) -
Is the replacement complete?
• Key OFF
• Re-install the bulb or driver device Repair the circuit
• Disconnect vehicle interface connector C012 as necessary. Refer
5 • Using a DVOM check for continuity between vehi- Go to Step (6) to Wiring Repairs
cle interface connector pin G and battery positive in Engine Electri-
• Key ON cal.
Do you have continuity?
• Disconnect ECM wire harness connector C001 Repair the circuit
• Using a DVOM check for continuity between as necessary. Refer
6 ECM harness connector pin 80 and vehicle inter- Go to Step (7) to Wiring Repairs
face connector pin G in Engine Electri-
Do you have continuity? cal.
• Inspect ECM wire harness connector pin 80 and Correct the prob-
vehicle interface connector pin G for damage, lem as required.
7 Go to Step (8)
corrosion or contamination See wiring harness
Did you find a problem? repair
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-650 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-176
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 652-External 5 Volt 2 Reference Low (SPN 1080:FMI 4)

Conditions for Setting the DTC

• External 5 volt reference
• Check Condition-Engine cranking or running
• Fault Condition-5 volt reference voltage lower than 3.00 volts
• MIL-On during active fault
• Adaptive-Disabled during active fault

Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply
is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or
otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is below 3.00
volts. Adaptive Learn will be disabled during this fault.

SM 751 02(GM-T4)-6-177
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 652 External 5 Volt 2 Reference Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Fault Mode tent section
Does DST display DTC 652?
• Key OFF
• Disconnect ECM connector C001
3 • Using DVOM check for continuity between Go to Step (5) Go to Step (4)
ECM 5 volt reference pin 49 and engine ground
Do you have continuity?
• Replace ECM
4 Go to Step (7) -
Is the replacement complete?
• While monitoring DVOM for continuity between
ECM 5 volt reference and engine ground
• Disconnect each sensor (below) one at a time to
find the shorted 5 volt reference. When continu-
ity to ground is lost the last sensor disconnected
Repair shorted wire
5 is the area of suspicion. Inspect the 5 volt refer- Go to Step (6)
harness
ence supply wire leads for shorts before replacing
the sensor.
• FPP
While disconnecting each sensor one at a time did
you loose continuity?
• Replace the last disconnected sensor
6 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-652 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-178
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 653-External 5 Volt 2 Reference High (SPN 1080:FMI 3)

Conditions for Setting the DTC

• External 5 volt reference
• Check Condition-Engine cranking or running
• Fault Condition-5 volt reference higher than 5.40 volts
• MIL-On during active fault
• Adaptive-Disabled during active fault

Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply
is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or
otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is above 5.40
volts. Adaptive Learn will be disabled during this fault.

SM 751 02(GM-T4)-6-179
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 653 External 5 Volt 2 Reference High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine running
Intermittent prob-
2 • DST (Diagnostic Scan Tool) connected in Sys- Go to Step (3) lem Go to Intermit-
tem Data Mode tent section
Does DST display DTC 653?
• Check all ECM ground connections. Refer to Repair the circuit
Engine electrical power and ground distribution. as necessary. Refer
3 Are the ground connections Ok? Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Key OFF
Repair the circuit
• Disconnect ECM connector C001
as necessary. Refer
• Key ON
4 to Wiring Repairs Go to Step (5)
• Using DVOM check for Voltage between ECM in Engine Electri-
harness wire pin 49 and engine ground cal.
Do you have voltage?
• Replace ECM
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-653 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-180
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 685-Relay Coil Open

Conditions for Setting the DTC

• Power relay check
• Check Condition-Key ON
• Fault Condition-Relay coil open

Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects an open circuit on the relay control output.

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-181
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 685-Relay Coil Open

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
2 Go to Step (4) Go to Step (3)
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 100 ohms?
• Replace the power relay
3 Go to Step (9) -
Is the replacement complete?
• Check fuse F2
4 Replace fuse F2 Go to Step (5)
Is the fuse open?
• Disconnect ECM connector C001
Repair the open cir-
• Using a DVOM check for continuity between
cuit as required.
5 ECM pin 71 and fuse block cavity for relay ter- Go to Step (6)
See wiring harness
minal 2
repairs
Do you have continuity?
• Remove fuse F2
Repair the open cir-
• Using a DVOM check for continuity between cuit as required.
6 fuse block cavity for relay terminal 1 and the Go to Step (7)
See wiring harness
power out of the F2 fuse holder repairs
Do you have continuity?
• Check all system fuses.
• Check all relay placement positions in fuse block.
• Run complete pin to pin checks on chassis wiring
7 to fuel system harness. Go to Step (9) Go to Step (8)
• See complete fuel system schematic for further
details
Did you find the problem?
• Replace the ECM
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-685 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-182
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 686-Relay Control Ground Short

Conditions for Setting the DTC

• Power relay ground control
• Check Condition-Key ON
• Fault Condition-Relay control shorted to ground

Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects a short to ground on the relay control output.

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-183
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 686-Relay Control Ground Short

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, DST connected in the System Data
mode Intermittent prob-
2 • Clear DTC 686 Go to Step (4) lem Go to Intermit-
• Start the engine tent section
Does DTC 686 re-set?
• Disconnect ECM connector C001
3 • Using a DVOM check the resistance value Go to Step (5) Go to Step (7)
between ECM pin 71 and engine ground
Is the resistance less than 60 ohms?
• Remove the power relay from the fuse block Repair the shorted
• Using a DVOM check the resistance value again to ground relay
4 between ECM pin 71 and engine ground control circuit as Go to Step (6)
Is the resistance less than 60 ohms? necessary. See wir-
ing harness repairs
• Replace the power relay
5 Go to Step (8) -
Is the replacement complete?
• Replace the ECM
6 Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-686 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-184
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 687-Relay Coil Short to Power

Conditions for Setting the DTC

• Power relay check
• Check Condition-Key ON
• Fault Condition-Relay coil shorted to power

Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the
ECM detects a short circuit to power on the relay control output.

Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resis-
tance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100
degrees F.

SM 751 02(GM-T4)-6-185
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 687-Relay Coil Short to Power

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Key OFF
• Remove the power relay from the fuse block
2 Go to Step (3) Go to Step (4)
• Using a DVOM check the resistance of the relay
coil between terminals 1 and 2
Is the resistance value less than 60 ohms?
• Replace the power relay
3 Go to Step (9) -
Is the replacement complete?
• Using a DVOM check for continuity between
4 relay terminals 2 and 3 Go to Step (3) Go to Step (5)
Do you have continuity between them?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the short to
System battery
5 • Using a DVOM check for power between ECM power. See wiring Go to Step (6)
voltage
pin 71 and engine ground with the key ON harness repair.
Do you have power?
• Replace the power relay
6 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
7 • Start the engine and operate the vehicle to full Go to Step (8) Go to Step (9)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-687 check for any stored codes.
Does DTC 687 still re-set?
• Replace the ECM
8 Go to Step (9) -
Is the replacement complete?

SM 751 02(GM-T4)-6-186
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-687 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-187
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)

Conditions for Setting the DTC

• Fuel Rev Limit
• Check Condition-Engine Running
• Fault Condition-Engine rpm greater than set limit
• MIL-ON during active fault

Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the calibration. This is generally set at
3000 rpms. The MIL command is ON during this active fault

Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.

SM 751 02(GM-T4)-6-188
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1111-Fuel Rev Limit

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
2 • DST in Active Fault Mode Go to Step (3) Go to Step (4)
Are any other DTC codes present with DTC 1111?
• Diagnose and repair any other DTC codes before
proceeding with this chart.
3 Go to Step (4) -
Have any other DTC codes been diagnosed and
repaired?
• Check the service part Number on the ECM to
4 ensure correct calibration is in use Go to Step (6) Go to Step (5)
Is the service part Number Correct?
• Replace ECM with the correct service part num-
5 ber Go to Step (9) -
Is the replacement complete?
• Check the mechanical operation of the throttle
6 Go to Step (8) Go to Step (7)
Is the mechanical operation of the throttle OK?
• Correct mechanical operation of the throttle.
Refer to Engine & Component section
7 Go to Step (9) -
Has the mechanical operation of the throttle been
corrected?
• Check engine for large manifold vacuum leaks.
Go to OBD Sys-
8 Refer to Fuel Systems symptom diagnostics Go to Step (9)
tem Check Section
Did you find and correct the vacuum leak?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1111 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-189
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1112-Spark Rev Limit (SPN 515: FMI 0)

Conditions for Setting the DTC

• Spark Rev Limit
• Check Condition-Engine running
• Fault Condition-Engine rpm greater than set limit
• MIL-ON during active fault
• Engine Shut Down

Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in the calibration. This is gener-
ally set at 3200 rpms. The MIL command is ON during this active fault and the engine will shut down.

Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing
codes starting with the lowest numerical code first.

SM 751 02(GM-T4)-6-190
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1112-Spark Rev Limit

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
2 • DST connected Go to Step (3) Go to Step (4)
Are any other DTC codes present with DTC 1112?
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (4) -
Have any other DTC codes been diagnosed and
repaired?
• Check the service part Number on the ECM to
4 ensure correct calibration is in use Go to Step (6) Go to Step (5)
Is the service part Number Correct?
• Replace ECM with correct service part number
5 Go to Step (9) -
Is the replacement complete?
• Check the mechanical operation of the throttle
6 Go to Step (8) Go to Step (7)
Is the mechanical operation of the throttle OK?
• Correct mechanical operation of the throttle.
Refer to Engine & Component section
7 Go to Step (9) -
Has the mechanical operation of the throttle been
corrected?
• Check engine for large manifold vacuum leaks.
Refer to Fuel Systems section Symptom Diag- Go to OBD Sys-
8 Go to Step (9)
nostics tem Check Section
Did you find and correct the vacuum leak?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1112 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-191
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)

Conditions for Setting the DTC

• Foot pedal position sensor 1 and 2
• Check Condition-Key ON
• Fault Condition-FPP1 and FPP 2 redundancy lost
• MIL-ON
• Force idle
• Low rev limit

Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although
the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set
if FPP 1 or FPP 2 positions are 20% greater or 20% less than the expected throttle position target. The MIL command is
ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

Diagnostic Aid
It is very likely that in the event this code sets, other codes will set along with it. Always diagnose and repair codes start-
ing with the lowest numerical value first. It is possible that by correcting the lower code sets first the problem will be cor-
rected. FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must
be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one pack-
aged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly
must be replaced.

SM 751 02(GM-T4)-6-192
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC-1121 FPP 1 And 2 Redundancy Lost

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 Go to Step (2)
Check? tem Check Section
• Diagnose any other lower numerical value codes
2 that may be present first Go to Step (7) Go to Step (3)
Did this resolve the problem?
• Follow the diagnostic chart for DTC 2126
3 Go to Step (7) Go to Step (4)
Did the chart resolve the problem?
• Follow the diagnostic chart for DTC 2121
4 Go to Step (7) Go to Step (5)
Did the chart resolve the problem?
• Inspect FPP and C012 connector pins for damage Correct the prob-
corrosion or contamination lem as required.
5 Go to Step (6)
Did you find the problem? See wiring harness
repair.
• Key OFF
Correct the prob-
• Disconnect ECM connector C001
lem as required.
6 • Inspect pins 9, 10, 19, 20, 49 and 50 for damage -
See wiring harness
corrosion or contamination. repair.
Did you find a problem?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1121 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-193
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine running
• Fault Condition-Closed Loop multiplier out of range (greater than 35%)
• MIL-ON

Circuit Description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly mod-
ify the fuel flow within its limits.

Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially
at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751 02(GM-T4)-6-194
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1151-Closed Loop Multiplier High LPG

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
• Key ON as necessary. Refer
4 System voltage Go to Step (5)
(CHECK MUST BE MADE WITHIN 30 SEC- to Wiring Repairs
ONDS OR BEFORE POWER RELAY SHUTS in Engine Electri-
DOWN) cal.
Do you have voltage?
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005
Repair the shorted
• Disconnect ECM wire harness connector
circuit as neces-
• C001
5 sary. Refer to Wir- Go to Step (6)
• Key ON ing Repairs in
• Using a high impedance DVOM check for conti- Engine Electrical.
nuity between EGO 1 connector signal pin A and
engine ground
Do you have continuity?
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.

SM 751 02(GM-T4)-6-195
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 72 EGO heater ground
Do you have continuity?
• Replace EGO 1 sensor
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1151 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-196
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Functional Fault-Closed Loop multiplier out of range (at limit of -35%)
• MIL Disabled

Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier can-
not correctly modify the fuel flow within its limits, it is limited at -35%.

Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic
Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751 02(GM-T4)-6-197
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1152-Closed Loop Multiplier Low LPG

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• The EGO sensor installed securely and the wire
2 Go to Step (6) Go to Step (4)
leads not damaged contacting the secondary igni-
tion wires
• ECM grounds for being clean and tight.
• Run the fuel system diagnostic checks
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (6) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector Repair the circuit
• Disconnect ECM wire harness connector Key short to voltage as
4 ON necessary. Refer to Go to Step (5)
• Using a DVOM check for voltage at the EGO 1 wiring harness
connector C005 signal pin C and engine ground repair.
Do you have voltage?
• Replace EGO sensor
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1152 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-198
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1155-Closed Loop Multiplier High Gasoline (SPN 520204:FMI 0)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine running
• Fault Condition-Closed Loop multiplier out of range (greater than 35%)
• MIL-ON

Circuit Description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive
multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly mod-
ify the fuel flow within its limits.

Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751 02(GM-T4)-6-199
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1155-Closed Loop Multiplier High Gasoline

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
• Key ON as necessary. Refer
4 System voltage Go to Step (5)
(CHECK MUST BE MADE WITHIN 30 SEC- to Wiring Repairs
ONDS OR BEFORE POWER RELAY SHUTS in Engine Electri-
DOWN) cal.
Do you have voltage?
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005 Repair the shorted
• Disconnect ECM wire harness connector C001 circuit as neces-
5 • Key ON sary. Refer to Wir- Go to Step (6)
• Using a high impedance DVOM check for conti- ing Repairs in
nuity between EGO 1 connector signal pin A and Engine Electrical.
engine ground
Do you have continuity?
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.

SM 751 02(GM-T4)-6-200
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 72 EGO heater ground
Do you have continuity?
• Replace EGO 1 sensor
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1155 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-201
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1156-Adaptive Learn Low (Gasoline) (SPN 520204:FMI 1)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine running
• Fault Condition-Adaptive multiplier out of range greater than -30%
• MIL-ON

Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.

Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by the ECM using a ground
side driver. If the fuel pump is turned on all the time the fuel pressure will increase. Open or leaking injector will cause a
rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751 02(GM-T4)-6-202
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1156-Adaptive Learn Low (Gasoline)

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• The EGO sensor is installed securely and the wire
2 Go to Step (6) Go to Step (4)
leads not damaged or contacting the secondary
ignition wires
• ECM grounds for being clean and tight.
• Fuel system diagnostic checks
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (6) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector
C005 Repair the circuit
as necessary. Refer
• Disconnect ECM wire harness connector C001
4 to Wiring Repairs Go to Step (5)
• Key ON in Engine Electri-
• Using a DVOM check for voltage at EGO 1 con- cal.
nector signal pin A and engine ground
Do you have voltage?
• Replace EGO sensor
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1156 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-203
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine Running
• Fault Condition-Adaptive multiplier out of range greater than 30%
• MIL-ON

Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostic checks before using the following diagnostic chat.

Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false
lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751 02(GM-T4)-6-204
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1161-Adaptive Learn High LPG

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• System power fuses are good and in the proper
location
2 • The EGO 1 sensor installed securely and the wire Go to Step (9) Go to Step (4)
leads not contacting the exhaust manifold or igni-
tion wires
• ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground Distribution
• Fuel System Diagnostics. Refer to Fuel System
Diagnostics
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart. Always repair existing codes
3 starting with the lowest numerical code set first. Go to Step (9) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Disconnect EGO1 connector C005
• Using a DVOM check for voltage between EGO Repair the open
1 connector pin B and engine ground EGO power circuit
• Key ON as necessary. Refer
4 System voltage Go to Step (5)
(CHECK MUST BE MADE WITHIN 30 SEC- to Wiring Repairs
ONDS OR BEFORE POWER RELAY SHUTS in Engine Electri-
DOWN) cal.
Do you have voltage?
• Key OFF
• Disconnect EGO 1 sensor wire harness connector
C005
Repair the shorted
• Disconnect ECM wire harness connector
circuit as neces-
• C001
5 sary. Refer to Wir- Go to Step (6)
• Key ON ing Repairs in
• Using a high impedance DVOM check for conti- Engine Electrical.
nuity between EGO 1 connector signal pin A and
engine ground
Do you have continuity?
• Using a high impedance DVOM check for conti- Repair the shorted
nuity between EGO 1 connector signal ground circuit as neces-
6 pin C and EGO 1 signal pin A sary. Refer to Wir- Go to Step (7)
Do you have continuity? ing Repairs in
Engine Electrical.

SM 751 02(GM-T4)-6-205
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a high impedance DVOM check for conti-
nuity between EGO 1 heater ground pin D and Repair the open
7 Go to Step (8)
ECM pin 49 EGO heater ground
Do you have continuity?
• Replace EGO 1 sensor
8 Go to Step (9) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
9 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1161 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-206
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1162-Adaptive Learn Low LPG (SPN 520202:FMI 1)

Conditions for Setting the DTC

• Heated Oxygen Sensor
• Check Condition-Engine running
• Fault Condition-Adaptive multiplier out of range greater than -30%
• MIL-ON

Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the
exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multi-
plier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diag-
nostics before using the following diagnostic chart.

Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic
Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure
that the specified HD-5 or HD-10 motor fuel grade propane is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751 02(GM-T4)-6-207
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1162-Adaptive Learn Low LPG

Step Action Value(s) Yes No
• Perform the On-Board (OBD) System Check?
1 Go to Step (3) Go to Step (2)
Are any other DTCs present?
Visually and physically check the following items:
• The air intake duct for being collapsed or
restricted
• The air filter for being plugged
• The EGO sensor is installed securely and the wire
2 Go to Step (6) Go to Step (4)
leads not damaged or contacting the secondary
ignition wires
• ECM grounds for being clean and tight.
• Fuel system diagnostic checks
Was a repair made?
• Diagnose any other DTC codes before proceed-
ing with this chart.
3 Go to Step (6) Go to Step (4)
Have any other DTC codes been detected, diagnosed
and repaired?
• Key OFF
• Disconnect EGO sensor wire harness connector
C005 Repair the circuit
as necessary. Refer
• Disconnect ECM wire harness connector C001
4 to Wiring Repairs Go to Step (5)
• Key ON in Engine Electri-
• Using a DVOM check for voltage at EGO 1 con- cal.
nector signal pin A and engine ground
Do you have voltage?
• Replace EGO sensor
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1162 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-208
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1165-LPG Catalyst Monitor (SPN 520213:FMI 10)

Conditions for Setting the DTC

• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault

Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the signals for
EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aid
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to
replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after
repairing exhaust leaks, and recheck for code.

SM 751 02(GM-T4)-6-209
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)

Conditions for Setting the DTC

• EPR delivery pressure
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure
• Adaptive disabled
• Engine shutdown will occur

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event the actual pressure is 1.5 inches water pressure higher than the actual commanded
pressure. Adaptive learn is disabled and the MIL command is ON during this fault.

Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. High sec-
ondary fuel pressure due to a worn or damaged primary or secondary seat may cause this fault to set

SM 751 02(GM-T4)-6-210
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1171-EPR Pressure Higher Than Expected

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
Did you run the fuel pressure diagnostic test in the
2 fuel system diagnostic section with no problems Go to Step (4) Go to Step (3)
found?
• Run the EPR pressure test in the fuel system Follow the EPR
diagnostic section service recommen-
3 Did the EPR pass the fuel pressure test specifica- Go to Step (4) dations from the
tions? fuel pressure test
chart.
• Inspect the EPR electrical connector pins C018 Repair the circuit
for damage, corrosion or contamination. as necessary. Refer
4 Go to Step (5)
Did you find a problem? to wire harness
repair section.
• Replace or repair the EPR
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1171 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-211
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)

Conditions for Setting the DTC

• EPR delivery pressure
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure
• Adaptive disabled
• Closed loop disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event the actual pressure is 1.0 inches water pressure lower than the actual commanded
pressure. Adaptive is disabled and the MIL command is ON during this fault. Engine will shutdown if this fault occurs.

Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. Low sec-
ondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.

SM 751 02(GM-T4)-6-212
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1172-EPR Pressure Lower Than Expected

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
Did you run the fuel pressure diagnostic test in the
2 fuel system diagnostic section with no problems Go to Step (4) Go to Step (3)
found?
• Run the EPR pressure test in the fuel system Follow the EPR
diagnostic section service recommen-
3 Did the EPR pass the fuel pressure test specifica- Go to Step (4) dations from the
tions? fuel pressure test
chart.
• Inspect the EPR electrical connector C018 for Repair the circuit
damage, corrosion or contamination. as necessary. Refer
4 Go to Step (5)
Did you find a problem? to wire harness
repair section.
• Replace or repair the EPR
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1172 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-213
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1173-EPR Communication Lost (SPN 520260:FMI 31)

Conditions for Setting the DTC

• EPR CAN communication
• Check condition-Engine running or cranking
• MIL-On during active fault
• Fault condition-No packets received within 500 ms
• Adaptive disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. This code will set in the event communication with the ECM is lost. The MIL command is on.

SM 751 02(GM-T4)-6-214
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1173-EPR Communication Lost

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
• DST (Diagnostic Scan Tool) connected in the Intermittent prob-
system data mode lem. Go to Inter-
mittent Problem
2 • Clear DTC1173 Go to Step (3)
section in the elec-
• Key OFF trical section of this
• Key ON, and attempt to start the engine manual.
Does DTC1173 re-set?
• Key OFF
• Disconnect EPR electrical connector C018
• Key ON Follow the EPR
• Using a DVOM check for system power between service recommen-
3 EPR connector pin 7 and engine ground Go to Step (4) dations from the
(Be sure to activate relay control ON using the DST fuel pressure test
function or check before ECM relay control times chart.
out)
Do you have power?
• Check the 10A (F5) fuse
4 Go to Step (5) Go to Step (6)
Is the fuse open?
• Replace the F5 fuse
5 Go to Step (17) -
Is the replacement complete?
• Using a DVOM check for system power at power
Repair the open cir-
relay terminal 3 Repair the power
cuit between power
(Be sure to activate relay control ON using the DST System battery relay circuit as
6 relay pin 3 and
function or check before ECM relay control times voltage required Go to step
EPR pin 7 Go to
out) (17)
step (17)
Do you have power?
• Using a DVOM check for continuity between Repair the open
EPR connector pin 6 and engine ground ground circuit as
7 Do you have continuity? Go to Step (8) necessary. Refer to
wiring repairs in
engine electrical
• Key OFF
Repair the open
• Disconnect the EPR connector C018
ground circuit as
• Disconnect the ECM connector C001
8 Go to Step (9) necessary. Refer to
• Using a DVOM check for continuity between wiring repairs in
EPR pin 5 and ECM pin 15 engine electrical
Do you have continuity?
• Using a DVOM check for continuity between Repair the open
EPR pin 2 and ECM pin 14 ground circuit as
9 Do you have continuity? Go to Step (10) necessary. Refer to
wiring repairs in
engine electrical

SM 751 02(GM-T4)-6-215
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Using a DVOM check for continuity between Repair the open
EPR pin 4 and ECM pin 81 ground circuit as
10 Do you have continuity? Go to Step (11) necessary. Refer to
wiring repairs in
engine electrical
• Using a DVOM check for continuity between Repair the open
EPR pin 3 and B+ ground circuit as
11 Do you have continuity? Go to Step (12) necessary. Refer to
wiring repairs in
engine electrical
• Using a DVOM check for continuity between Repair the open
EPR pin 6 and B+ ground circuit as
12 Do you have continuity? Go to Step (13) necessary. Refer to
wiring repairs in
engine electrical
• Disconnect DST from the DLC connector C014 Repair the shorted
• Using a DVOM check for continuity between to ground CAN cir-
engine ground and EPR pin 4 cuit as necessary.
13 Go to Step (14)
Do you have continuity? Refer to wiring
repairs in engine
electrical
• Replace the EPR
14 Go to Step (15) -
Is the replacement complete?
• Remove all test equipment and reconnect the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
15 Go to Step (16) System OK
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1173 check for any stored codes.
Does DTC1173 still re-set?
• Replace the ECM
16 Go to Step (17) -
Is the replacement complete?

SM 751 02(GM-T4)-6-216
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
17 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1173 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-217
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1174-EPR Supply Voltage High (SPN 520260:FMI 3)

Conditions for Setting the DTC

• EPR supply voltage
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-internal EPR supply voltage too high
• Adaptive disabled
• Closed loop disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the EPR internal supply voltage is too
high.

Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging volt-
age to be sure this DTC and other over voltage DTCs are not present. Repair the charging system if it is found to be out of
specification for high charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest
numerical value DTC first.

SM 751 02(GM-T4)-6-218
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1174-EPR Voltage Supply High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Engine running Repair the charging
2 Go to Step (3)
• Check the system battery voltage. system
Is the charging voltage within specifications?
• Using a DVOM compare the system battery volt-
age to the DST display.
3 1 volt Go to Step (4) Go to Step (5)
Is the voltage reading within 1 volt between the two
of them?
• Replace the EPR
4 Go to Step (6) -
Is the replacement complete?
• Replace the ECM
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1174 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-219
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1175-EPR Supply Voltage Low (SPN 520260:FMI 4)

Conditions for Setting the DTC

• EPR supply voltage
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-EPR internal supply voltage low
• Adaptive disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the internal EPR supply voltage is low.
Adaptive is disabled and the MIL command is ON.

Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging volt-
age to be sure this DTC and other low voltage DTCs are not present. Repair the charging system if it is found to be out of
specification for low charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest
numerical value DTC first.

SM 751 02(GM-T4)-6-220
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1175-EPR Voltage Supply Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode
• Engine running Repair the charging
2 Go to Step (3)
• Check the system battery voltage. system
Is the charging voltage within specifications?
• Key OFF
• Disconnect the EPR electrical connector C018
• Using a DVOM check for power between the
EPR connector pin 7 and engine ground.
• Key ON
• Record the voltage reading.
3 (Be sure to activate relay control ON using the DST Go to Step (6) Go to Step (4)
function or check before ECM relay control times
out)
• Using a DVOM check the system battery power
at the battery terminals and record the voltage
reading.
Are the recorded voltage readings within 1 volt of
each other?
• Inspect the EPR connector and F5 fuse holder ter- Correct the prob-
minals for damage corrosion or contamination lem as necessary.
Did you find a problem? See wiring harness
4 Go to Step (5)
repair in the electri-
cal section of this
manual
• Check the power relay circuit. Check the power Correct the prob-
relay connections for damage corrosion or con- lem as necessary.
tamination See wiring harness
5 -
Did you find a problem? repair in the electri-
cal section of this
manual
• Key OFF
• Disconnect the ECM connector C001 Repair the poor
• Using a DVOM check the resistance reading EPR power ground
between EPR connector pin 6 and ECM connec- Less than 0.5 circuit. See wiring
6 Go to Step (7)
tor pin 69 and 81. ohms harness repair in
(Do not forget to subtract any resistance value that the electrical sec-
may be present in your test cables) tion of this manual
Is the resistance reading less than 0.5 ohms?
• Replace the EPR
7 Go to Step (8) -
Is the replacement complete?

SM 751 02(GM-T4)-6-221
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
8 • Start the engine and operate the vehicle to full Go to Step (9) System OK
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1175 check for any stored codes.
Does DTC 1175 still re-set?
• Replace the ECM
9 Go to Step (10) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
10 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1175 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-222
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1176-EPR Internal Actuator Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC

• EPR internal actuator test
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-Failed actuator
• Adaptive disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751 02(GM-T4)-6-223
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1176-EPR Internal Actuator Fault

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode.
2 • Check for any other current or active DTCs Go to Step (3) Go to Step (6)
Does the DST show any other codes set?
• Repair any other DTCs set starting with the low-
3 est DTC number first. Go to Step (4) -
Have the other DTCs set been corrected?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
4 • Start the engine and operate the vehicle to full Go to Step (5) System OK
operating temperature.
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1176 check for any stored codes.
Does DTC 1176 still re-set?
• Replace the EPR
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature. tem Check
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1176 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-224
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1177-EPR internal Circuitry Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC

• EPR internal actuator test
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-
• Adaptive disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751 02(GM-T4)-6-225
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1177-EPR internal Circuitry Fault

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode.
2 • Check for any other current or active DTCs Go to Step (3) Go to Step (6)
Does the DST show any other codes set?
• Repair any other DTCs set starting with the low-
3 est DTC number first. Go to Step (4) -
Have the other DTCs set been corrected?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
4 • Start the engine and operate the vehicle to full Go to Step (5) System OK
operating temperature.
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1177 check for any stored codes.
Does DTC 1177 still re-set?
• Replace the EPR
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature. tem Check
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1177 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-226
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1178-EPR Internal Communication Error (SPN 520260:FMI 12)

Conditions for Setting the DTC

• EPR internal actuator test
• Check condition-Engine running or cranking
• MIL-ON during active fault
• Fault condition-
• Adaptive disabled

Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel
mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR
to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator
fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value
DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751 02(GM-T4)-6-227
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1178-EPR Internal Comm Fault

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST connected and in the system data mode.
2 • Check for any other current or active DTCs Go to Step (3) Go to Step (6)
Does the DST show any other codes set?
• Repair any other DTCs set starting with the low-
3 est DTC number first. Go to Step (4) -
Have the other DTCs set been corrected?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
4 • Start the engine and operate the vehicle to full Go to Step (5) System OK
operating temperature.
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1178 check for any stored codes.
Does DTC 1178 still re-set?
• Replace the EPR
5 Go to Step (6) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
6 System OK
operating temperature. tem Check
• Observe the MIL.
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC1178 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-228
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1511 – Auxiliary Analog PU 1 High Voltage (SPN 520216:FMI 3)

Conditions for Setting the DTC

• Voltage on Aux Analog PU1 is 5.0v or greater for longer than 1 second
• Wiring issue between Vehicle Interface Connector 1 (VIC 1) and pin 46 at ECM
• Wiring issue between VIC 1 and OEM supplied speed computer
• MIL light on during fault
• Power Derate 2 enabled

Circuit Description
The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into the ECU the
input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the vehicle is stopped. As a
result, the fault is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1
second. This informs the technician that the circuit is open. The technician should verify the wiring is good from the OEM
supplied speed computer to the GCP module. If the wiring is ok, the problem is likely in the OEM system.

SM 751 02(GM-T4)-6-229
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1511 – Auxiliary Analog PU 1 High Voltage

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON Intermittent prob-
• DST (Diagnostic Scan Tool) connected lem Go to Intermit-
2 On the Raw Volts page, check the value for 4.9v or Greater Go to Step (3) tent section
Aux_ana_PU1 Check for bad wir-
Does the DST display 4.9v or greater? ing in the circuit
• Key off and battery disconnected Repari circuit issue
• Provide a good ground circuit to pin H at VIC 1 between OEM sup-
3 Reconnect battery and turn the key on, does the page 4.9v or Greater Go to Step (4) plied speed com-
still indicate 4.9v or greater? puter and Pin H at
the VIC 1
• Key off and battery disconnected
• Remove ground circuit installed in step 3, rein-
stall OEM wiring Refer to OEM for Repair wire circuit
4 • Provide a good ground circuit to Pin 46 at the 4.9v or Greater diagnosis of speed issue between VIC
GCP Connector control system 1 and GCP pin 46
Reconnect battery and turn the the key on, does the
raw volts page still indicate 4.9v or greater?

SM 751 02(GM-T4)-6-230
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1612-RTI 1 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST.

SM 751 02(GM-T4)-6-231
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1612-RTI 1 Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1612 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1612 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-232
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1613-RTI 2 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST.

SM 751 02(GM-T4)-6-233
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1613-RTI 2 Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1613 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1613 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-234
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1614-RTI 3 Losss (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST.

SM 751 02(GM-T4)-6-235
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1614-RTI 3 Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1614 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1614 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-236
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1615-A/D Loss (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST.

SM 751 02(GM-T4)-6-237
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1615-A/D Loss

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1615 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1615 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-238
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1616-Invalid Interrupt (SPN 629:FMI 31)

Conditions for Setting the DTC

• Engine Control Module
• Check Condition-Key on
• Fault Condition-Internal microprocessor error
• MIL-ON
• Adaptive-Disabled for the remainder of the key-ON cycle

Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things
can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault
is set. The MIL command is on and will remain on until the code is cleared using the DST.

SM 751 02(GM-T4)-6-239
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1616-Invalid Interrupt

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1616 reset with the engine idling?
• Check ECM power and ground circuits Repair the circuit
Did the power and ground circuits check OK? as necessary. Refer
3 Go to Step (4) to Wiring Repairs
in Engine Electri-
cal.
• Replace ECM
4 Go to Step (5) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1616 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-240
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1625 - J1939 Shutdown Request (SPN 1384:FMI 31)

Conditions for Setting the DTC

• Fault signal from OEM device
• Check Condition-Engine running
• MIL-ON

Circuit Description
The OEM can connect to the J1939 circuit (CAN circuit) at the customer interface connector 2. The terminals are N and P
and continue through the engine wire harness into the GCP header connector. The terminals at the GCP for J1939 are pins
14 and 15. This DTC will set if the OEM device hooked into terminals N and P at the customer interface connector com-
mands the engine to shutdown.

SM 751 02(GM-T4)-6-241
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1626-CAN Tx Failure

Conditions for Setting the DTC

• CAN Tx
• Check Condition-Engine running
• Fault Condition-CAN Tx error 120 packets lost within 1 second
• MIL-ON

Circuit Description
The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout
the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for vari-
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.

SM 751 02(GM-T4)-6-242
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1626-CAN Tx Failure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1626 reset with the engine idling?
• Check that the ECM power connection C019 is Repair the circuit
clean, tight and in the proper location. as necessary. Refer
3 • Check that the ECM ground connection C010 is Go to Step (4) to Wiring Repairs
clean, tight and in the proper location. in Engine Electri-
Are the power and ground circuits OK? cal.
• Using a DVOM check for continuity between Repair the shorted
ECM pins 14 and 15 circuit as neces-
4 Do you have continuity between them? sary. Refer to Wir- Go to Step (5)
ing Repairs in
Engine Electrical.
• Using a DVOM check for continuity to engine Repair the shorted
ground on pins 69 and 81 to ground circuit as
5 Do have continuity to engine ground? necessary. Refer to Go to Step (6)
Wiring Repairs in
Engine Electrical.
• Using a DVOM check for continuity to battery Repair the shorted
positive on pins 69 and 81 to ground circuit as
6 Do have continuity them? necessary. Refer to Go to Step (7)
Wiring Repairs in
Engine Electrical.
• Replace ECM
7 Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1626 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-243
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1627-CAN Rx Failure (SPN 639:FMI 12)

Conditions for Setting the DTC

• CAN Rx
• Check Condition-Engine running
• Fault Condition-CAN Rx error 120 packets lost within 1 second
• MIL-ON

Circuit Description
The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout
the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for vari-
ous control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL
command is ON.

SM 751 02(GM-T4)-6-244
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1627-CAN Rx Failure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1627 reset with the engine idling?
• Check that the ECM power connection C019 is Repair the circuit
clean, tight and in the proper location. as necessary. Refer
3 • Check that the ECM ground connection C010 is Go to Step (4) to Wiring Repairs
clean, tight and in the proper location. in Engine Electri-
Are the power and ground circuits OK? cal.
• Using a DVOM check for continuity between Repair the shorted
ECM pins 14 and 15 circuit as neces-
4 Do you have continuity between them? sary. Refer to Wir- Go to Step (5)
ing Repairs in
Engine Electrical.
• Using a DVOM check for continuity to engine Repair the shorted
ground on pin 14. to ground circuit as
5 • Do have continuity to engine ground? necessary. Refer to Go to Step (6)
Wiring Repairs in
Engine Electrical.
• Using a DVOM check for continuity to battery Repair the shorted
positive on pin 14. to ground circuit as
6 Do have continuity between them? necessary. Refer to Go to Step (7)
Wiring Repairs in
Engine Electrical.
• Replace ECM
7 Go to Step (8) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
8 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1627 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-245
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1628-CAN Address Conflict (SPN 639:FMI 13)

Conditions for Setting the DTC

• CAN Rx
• Check Condition-Engine running
• Fault Condition-5 or more address conflict errors
• MIL-ON

Circuit Description
The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout
the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for vari-
ous control functions. Individual devices are assigned network addresses. This fault will set if the ECM detects an address
conflict, such as two devices with the same address. This is usually not due to an in field failure and may be the results of
“add on” CAN devices

SM 751 02(GM-T4)-6-246
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1628-CAN Address Conflict

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
• Clear system fault code tent section
Does DTC 1628 reset with the engine idling?
• Key OFF
Contact the CAN
• Disconnect one CAN device
Repeat step 3 until device manufac-
• Clear DTC 1628
all CAN devices turer for additional
3 • Key ON (start engine if possible if not continue have been discon- CAN address infor-
cranking for at least 3 seconds) nected one at a time mation
• Wait 5 seconds Go to Step (4)
Does DTC 1628 re-set?
Has the CAN device been replaced or address con-
4 Go to Step (5) -
flict resolved?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
5 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1628 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-247
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)

Conditions for Setting the DTC

• MIL
• Check Condition-Key ON engine OFF
• Fault Condition-ECM MIL output shorted to ground
• MIL Command-ON

Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to
flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possi-
ble system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system
check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to ground.

SM 751 02(GM-T4)-6-248
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1644-MIL Control Ground Short

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode Intermittent prob-
2 • Clear system fault code Go to Step (3) lem Go to Intermit-
• Key OFF tent section
• Key ON
Does DTC 1644 reset?
• Key OFF
• Disconnect the ECM wire harness connector
Intermittent prob-
C001
3 Go to Step (4) lem Go to Intermit-
• Using a DVOM check for continuity between tent section
ECM connector pin 5 and engine ground
Do you have continuity?
• Disconnect vehicle interface connector C012 Repair the MIL
Repair the shorted
• Using a DVOM check for continuity between control wire short
to ground circuit
ECM connector pin 80 and engine ground to ground between
between the ECM
4 Do you have continuity? the vehicle inter-
connector and
face connector and
engine ground.
vehicle chassis.
Then go to step (6)
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
6 System OK Go to Step (5)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1644 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-249
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1644 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-250
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1645-MIL Control Ground Short To Power (SPN 1213:FMI 3)

Conditions for Setting the DTC

• MIL check
• Check Condition-Key ON engine OFF
• Fault Condition-ECM MIL output shorted to ground
• MIL Command-ON

Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Mal-
function Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to
flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possi-
ble system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system
check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON posi-
tion, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illu-
minate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the
lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may
be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source
supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL
control is shorted to voltage.

SM 751 02(GM-T4)-6-251
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 1645-MIL Control Ground Short To Power

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine Running
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode Intermittent prob-
2 • Clear system fault code Go to Step (3) lem Go to Intermit-
• Key OFF tent section
• Key ON
Does DTC 1645 reset?
• Key OFF
• Disconnect the ECM wire harness connector
C001 Intermittent prob-
3 • Using a DVOM check for voltage between ECM Go to Step (4) lem Go to Intermit-
connector pin 80 and engine ground tent section
• Key ON
Do you have voltage?
• Disconnect vehicle interface connector C012 Repair the MIL
Repair the shorted
• Using a DVOM check for continuity between control wire short
to ground circuit
ECM connector pin 80 and engine ground to ground between
between the ECM
4 Do you have continuity? the vehicle inter-
connector and
face connector and
engine ground.
vehicle chassis.
Then go to step (6)
Then go to step (6)
• Replace the ECM
5 Go to Step (7) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
6 System OK Go to Step (5)
operating temperature
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1645 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-252
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
7 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-1645 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-253
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)

Conditions for Setting the DTC

• Throttle Position Sensor
• Check Condition-Cranking or Running
• Fault Condition-Actual throttle position is 20% greater than the throttle command
• MIL-ON during active fault
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS
1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for
the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle com-
mand. During this active fault the MIL command is ON and the engine will shutdown.

SM 751 02(GM-T4)-6-254
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2111-Unable To Reach Lower TPS

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in DBW
Intermittent prob-
(Drive By Wire) test mode
2 Go to Step (3) lem Go to Intermit-
• Depress foot pedal until the throttle command is tent section
between 63%-68%
Is the TPS 1 voltage greater than 2.0 volts?
• Key OFF
• Disconnect electronic throttle connector C017
• Probe TPS 1 signal pin 6 with a test light con-
3 Go to Step (6) Go to Step (4)
nected to battery voltage
• Key ON
Does DST display TPS 1 voltage less than 0.2 volts?
• Key OFF
• Disconnect ECM wire harness connector C001 Repair the circuit
• Key ON as necessary. Refer
4 • Using a DVOM check for voltage between throt- to Wiring Repairs Go to Step (5)
tle connector TPS 1signal pin 6 and engine in Engine Electri-
ground cal.
Do you have voltage?
• Replace ECM
5 Go to Step (13) -
Is the replacement complete?
• Probe sensor ground circuit at ECM connector
C001 with a test light connected to battery volt-
6 Go to Step (9) Go to Step (7)
age
Does the test light come on?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
7 • Using a DVOM check for continuity between to Wiring Repairs
throttle connector signal ground pin 2 and ECM in Engine Electri-
signal ground circuit pin 20 cal.
Do you have continuity between them?
• Replace ECM
8 Go to Step (13) -
Is the replacement complete?
• Check throttle for foreign object in bore
9 Go to Step (10) Go to Step (11)
Did you find a foreign object in the bore?
• Remove foreign object
10 Go to Step (13) -
Is the removal complete?
• Inspect the throttle wire harness connector termi- Repair the circuit
nals for damage, corrosion or contamination as necessary. Refer
11 Did you find the problem? to Wiring Repairs Go to Step (12)
in Engine Electri-
cal.

SM 751 02(GM-T4)-6-255
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace throttle
12 Go to Step (13) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
13 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2111 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-256
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)

Conditions for Setting the DTC

• Throttle Position Sensor
• Check Condition-Cranking or Running
• Fault Condition-Actual throttle position is 20% less than the throttle command
• MIL-ON during active fault
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS
1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for
the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than the throttle com-
mand. The MIL command is ON and the engine will shutdown.

SM 751 02(GM-T4)-6-257
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2112-Unable To Reach Higher TPS

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in DBW
Intermittent prob-
(Drive By Wire) test mode
2 Go to Step (3) lem Go to Intermit-
• Depress foot pedal until the throttle command is tent section
63%-68%
Is the TPS voltage less than 2.0 volts?
• Key OFF
• Disconnect electronic throttle connector C017
• Probe TPS 1 signal circuit pin 6 with test light
3 Go to Step (4) Go to Step (8)
connected to battery voltage
• Key ON
Is TPS voltage 4.0 volts or greater?
• Check throttle bore for foreign object
4 Go to Step (5) Go to Step (6)
Did you find a problem?
• Remove the foreign object
5 Go to Step (11) -
Has the object been removed?
• Check the electronic throttle connector terminals Repair the circuit
for damage corrosion or contamination as necessary. Refer
6 Did you find a problem? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace throttle
7 Go to Step (11) -
Is the replacement complete?
• Key OFF
Repair the circuit
• Disconnect ECM wire harness connector C001
as necessary. Refer
8 • Using a DVOM check for continuity between Go to Step (9) to Wiring Repairs
throttle connector TPS 1 signal pin 6 and ECM in Engine Electri-
TPS 1 signal pin 5 cal.
Do you have continuity between them?
• Using a DVOM check for continuity between Repair the shorted
throttle connector TPS 1 signal pin 6 and engine to ground circuit as
9 ground necessary. Refer to Go to Step (10)
Do you have continuity between them? Wiring Repairs in
Engine Electrical.
• Replace ECM
10 Go to Step (11) -
Is the replacement complete?

SM 751 02(GM-T4)-6-258
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
11 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2112 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-259
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2121-FPP 1 Lower Than FPP 2 (SPN 91:FMI 18)

Conditions for Setting the DTC

• Foot pedal position sensor 1 and 2
• Check Condition-Key ON
• Fault Condition-FPP1 sensor higher than FPP 2
• MIL-ON
• Force idle
• Low rev limit

Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although
the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set
if FPP 1 is 20% or greater than the FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during
this fault limiting full power output.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.

SM 751 02(GM-T4)-6-260
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2121 FPP 1 Lower than FPP 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST (Diagnostic Scan Tool) connected and in the
system data mode
• Clear DTC 2126
• Start and run the engine to full operating temper-
2 Go to Step (4) Go to Step (3)
ature
• Depress the foot pedal from idle to the wide open
position several times
Does DTC 2121 re-set?
• Key OFF
• Slowly depress the foot pedal from idle to the
Intermittent prob-
wide open position while observing the FPP1 and
3 Go to Step (4) lem Go to Intermit-
FPP 2 calculated percentage positions
tent section
Does the DST display a 20% or more difference
between FPP1 and FPP2 calculated positions?
• Disconnect FPP sensor connector Jump the pins
that that lead from the FPP sensor connector to
Greater than
4 C012 signal pin K and 5 volt supply pin M pin 3 Go to Step (5) Go to Step (7)
0.200 volts
Does the DST show FPP 1 voltage above 0.200
volts?
• Inspect the FPP and vehicle interface connectors Repair the circuit
for damage corrosion or contamination as required. See
5 Go to Step (6)
Did you find a problem? wiring harness
repair section
• Replace the FPP sensor
6 Go to Step (12) -
Is the replacement complete?
• Key OFF Repair the open 5
• Disconnect ECM connector C001 volt circuit as
7 • Using a DVOM check for continuity between Go to Step (8) required. See wir-
C017 pin 3 and ECM 5 volt pin 19 ing harness repair
Do you have continuity? section
• Using a DVOM check for continuity between Repair the open
C012 signal pin K and ECM signal pin 9. signal circuit as
8 Do you have continuity? Go to Step (9) required. See wir-
ing harness repair
section
• Using a DVOM check for continuity between Repair the signal
ECM connector signal pin 9 and engine ground shorted to ground
9 Do you have continuity? circuit as required. Go to Step (10)
See wiring harness
repair section
• Inspect FPP connector and ECM connector pins Repair the circuit
for damage corrosion or contamination as required. See
10 Go to Step (11)
Did you find a problem? wiring harness
repair section

SM 751 02(GM-T4)-6-261
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace ECM
11 Go to Step (12) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
12 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2121 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-262
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2122-FPP 1 High Voltage (SPN 91:FMI 3)

Conditions for Setting the DTC

• Foot Pedal Position
• Check Condition-Key On
• Fault Condition-FPP1 sensor voltage exceeds 4.800 volts
• MIL-On during active fault
• Low rev limit
• Forced idle

Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will
set if the FPP 1 voltage exceeds 4.800 volts for longer than 0.5 seconds. If the voltage exceeds 4.800 volts the FPP is con-
sidered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full
power output.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection
must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal
sensor assembly must be replaced.

SM 751 02(GM-T4)-6-263
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2122 FPP 1 Voltage High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- Greater than
2 tem Data Mode Go to Step (3) Go to Step (3)
4.800 volts
Does the DST display FPP voltage of 4.800 volts or
greater with the foot pedal in the idle position?
• Slowly increase FPP while observing FPP 1 volt- Intermittent prob-
3 age Go to Step (4) lem Go to Intermit-
Does DST FPP voltage ever exceed 4.800 volts? tent section
• Disconnect the FPP sensor connector
0.200 volts or
4 Does the DST now show FPP 1 voltage below 0.200 Go to Step (5) Go to Step (6)
less
volts?
• Replace FPP sensor
5 Go to Step (10) -
Is the replacement complete?
• Key OFF
• Disconnect ECM connector C001
• Disconnect vehicle interface connector C012 Repair the open
6 • Using a DVOM check continuity between con- Go to Step (7) ground circuit as
nector C012 pin L and ECM sensor ground pin required
20
Do you have continuity?
• Key ON
Repair the signal
7 • Using a DVOM check for voltage between the shorted to voltage Go to Step (8)
FPP connector pin K and engine ground circuit
Do you have continuity?
• Inspect ECM and FPP connectors for damage Repair the circuit
corrosion or contamination as required. See
8 Go to Step (9)
Did you find a problem? wiring harness
repair section
• Replace ECM
9 Go to Step (10) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
10 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2122 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-264
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2123-FPP 1 Low Voltage (SPN 91:FMI 4)

Conditions for Setting the DTC

• Foot Pedal Position
• Check Condition-Key On
• Fault Condition-FPP sensor voltage less than 0.200
• MIL-On during active
• Low rev limit
• Force idle

Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will
set if the FPP 1 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below
0.200 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during
this code set limiting full power output.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection
must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal
sensor assembly must be replaced.

SM 751 02(GM-T4)-6-265
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2123 FPP 1 Voltage Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- 0.200 volts or
2 tem Data Mode Go to Step (3) Go to Step (3)
less
Does the DST display FPP 1 voltage of 0.200 volts
or less with the foot pedal in the idle position?
• Slowly increase FPP while observing the FPP 1
Intermittent prob-
voltage
3 Go to Step (4) lem Go to Intermit-
Does the DST ever display FPP voltage below 0.200
tent section
volts?
• Disconnect the FPP sensor connector
• Jump the FPP sensor pins at the FPP 1 connector Greater than
4 that lead to C012 5 volt pin M and signal pin K Go to Step (5) Go to Step (7)
0.200 volts
Does the DST now show FPP 1 voltage above 0.200
volts?
• Inspect FPP 1 and C012 connectors for damage Repair the circuit
corrosion or contamination as required. See
5 Go to Step (6)
Did you find a problem? wiring harness
repair section
• Replace FPP 1 sensor
6 Go to Step (12) -
Is the replacement complete?
• Key OFF
• Disconnect ECM connector C001 Repair the open cir-
• Using a DVOM check for continuity between cuit as required.
7 Go to Step (8)
ECM 5 volt pin 19 and FPP connector pin that See wiring harness
leads to C012 pin M repair section
Do you have continuity?
• Using a DVOM check for continuity between Repair the open cir-
ECM signal pin 9 and FPP connector pin that cuit as required.
8 Go to Step (9)
leads to C012 pin K See wiring harness
Do you have continuity? repair section
• Key ON Repair the signal
• Using a DVOM check for continuity between shorted to ground
9 ECM connector signal pin 9 and engine ground circuit as required. Go to Step (10)
Do you have continuity? See wiring harness
repair section
• Inspect FPP1, C012 and ECM connectors for Repair the circuit
damage corrosion or contamination as required. See
10 Go to Step (11)
Did you find a problem? wiring harness
repair section
• Replace ECM
11 Go to Step (12) -
Is the replacement complete?

SM 751 02(GM-T4)-6-266
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
12 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2123 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-267
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2126-FPP Higher Than FPP 2 (SPN 91:FMI 16)

Conditions for Setting the DTC

• Foot pedal position sensor 1 and 2
• Check Condition-Key ON
• Fault Condition-FPP 1 20% higher than FPP 2
• MIL-ON
• Force idle
• Low rev limit

Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although
the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set
if FPP 1 is 20% or more higher that FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during
this fault limiting full power output.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced..

SM 751 02(GM-T4)-6-268
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2126 FPP 1 Higher Than FPP 2

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• DST (Diagnostic Scan Tool) connected in Sys-
tem Data Mode
• Clear DTC 2126
• Start the engine and run to full operating temper-
2 Go to Step (4) Go to Step (3)
ature.
• Depress the foot pedal from idle to wide open
throttle several times.
Does DTC 2126 re-set?
• Key OFF
• Slowly depress the foot pedal from idle to the
Intermittent prob-
wide open position while observing the FPP1 and
3 Go to Step (4) lem Go to Intermit-
FPP 2 calculated percentage positions
tent section
Does the DST display a 20% or more difference
between FPP1 and FPP2 calculated positions?
• Disconnect FPP sensor connector
Below 0.200
4 Does the DST now show FPP 1 voltage below 0.200 Go to Step (5) Go to Step (6)
volts
volts?
• Replace the FPP sensor
5 Go to Step (10) -
Is the replacement complete?
• Key OFF
• Disconnect ECM connector C001
• Disconnect vehicle interface connector C012 Repair the open
6 • Using a DVOM check continuity between the Go to Step (7) ground circuit as
interface connector pin L and ECM sensor required
ground pin 20
Do you have continuity?
• Key ON
• Using a DVOM check for voltage between the
Repair the signal
7 FPP connector that leads to the vehicle interface No voltage Go to Step (8)
shorted to voltage
connector signal pin K and engine ground
Do you have voltage?
• Inspect ECM and FPP connectors for damage Repair the circuit
corrosion or contamination as required. See
8 Go to Step (9)
Did you find a problem? wire harness repair
section
• Replace ECM
9 Go to Step (10) -
Is the replacement complete?

SM 751 02(GM-T4)-6-269
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
10 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2126 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-270
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2127-FPP 2 Low Voltage (SPN 29:FMI 4)

Conditions for Setting the DTC

• Foot Pedal Position
• Check Condition-Key On
• Fault Condition-FPP sensor voltage less than 0.400
• MIL-On
• Low Rev Limit
• Force Idle

Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will
set if the FPP 2 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below
0.400 volts the FPP is considered to be out of specification. The MIL command is ON. Low rev limit and forced idle will
be effect during this fault limiting power output.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.

SM 751 02(GM-T4)-6-271
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2127 FPP 2 Voltage Low

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- Less than
2 tem Data Mode Go to Step (3) Go to Step (3)
0.400 volts
Does the DST display FPP 2 voltage of less than
0.400 volts with the foot pedal in the idle position?
• Slowly increase the FPP while observing the FPP
Intermittent prob-
2 voltage
3 Go to Step (4) lem Go to Intermit-
Does the DST ever display FPP voltage below 0.400
tent section
volts?
• Disconnect the FPP sensor connector
• Jump the pins from the FPP sensor connector that Greater than
4 leads to C012 signal pin J and 5 volt supply pin S Go to Step (5) Go to Step (7)
0.400 volts
Does the DST now show FPP 1 voltage above 0.400
volts?
• Inspect the FPP and C012 connectors for damage Repair the circuit
corrosion or contamination as required. See
5 Go to Step (6)
Did you find a problem? wiring harness
repair section
• Replace FPP sensor
6 Go to Step (12) -
Is the replacement complete?
• Key OFF
Repair the open 5
• Disconnect ECM connector C001
volt circuit as
• Disconnect the vehicle interface connector C012
7 Go to Step (8) required. See wir-
• Using a DVOM check for continuity between ing harness repair
C012 pin S and ECM 5 volt pin 49 section
Do you have continuity?
• Using a DVOM check for continuity between Repair the open
C012 signal pin J and ECM signal pin 10 signal circuit as
8 Do you have continuity? Go to Step (9) required. See wir-
ing harness repair
section
• Using a DVOM check for continuity between Repair the signal
ECM connector signal pin 10 and engine ground shorted to ground
9 Do you have continuity? circuit as required. Go to Step (10)
See wiring harness
repair section
• Inspect FPP connector C012 and ECM connector Repair the circuit
pins for damage corrosion or contamination as required. See
10 Go to Step (11)
Did you find a problem? wiring harness
repair section
• Replace ECM
11 Go to Step (12) -
Is the replacement complete?

SM 751 02(GM-T4)-6-272
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
12 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2127 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-273
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2128-FPP 2 High Voltage (SPN 29:FMI 3)

Conditions for Setting the DTC

• Foot pedal position sensor 2
• Check Condition-Key On
• Fault Condition-FPP2 sensor voltage exceeds 4.800 volts
• MIL-On
• Forced idle
• Low rev limit

Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot pedal position. This fault
will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition while the key is on. If the voltage exceeds
4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle and low rev limit will
be in effect limiting power output during this fault.

Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be veri-
fied in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged
assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must
be replaced.

SM 751 02(GM-T4)-6-274
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2128 FPP 2 Voltage High

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- 4.800 volts or
2 tem Data Mode Go to Step (3) Go to Step (3)
greater
Does the DST display FPP voltage of 4.800 volts or
greater with the foot pedal in the idle position?
• Slowly increase the FPP while observing the FPP Intermittent prob-
3 2 voltage Go to Step (4) lem Go to Intermit-
Does DST FPP voltage ever exceed 4.800 volts? tent section
• Disconnect the FPP sensor connector
Below 0.200
4 Does the DST now show FPP 2 voltage below 0.200 Go to Step (5) Go to Step (6)
volts
volts?
• Replace FPP sensor
5 Go to Step (10) -
Is the replacement complete?
• Key OFF
• Disconnect ECM connector C001
• Disconnect vehicle interface connector C012 Repair the open
6 • Using a DVOM check continuity between con- Go to Step (7) ground circuit as
nector C012 pin R and ECM sensor ground pin required
50
Do you have continuity?
• Key ON
Repair the signal
7 • Using a DVOM check for voltage between the No voltage shorted to voltage Go to Step (8)
FPP connector pin J and engine ground circuit
Do you have voltage?
• Inspect ECM and FPP connectors and pins for Repair the circuit
damage corrosion or contamination as required. See
8 Go to Step (9)
Did you find a problem? wire harness repair
section
• Replace ECM
9 Go to Step (10) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
10 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2128 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-275
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2135: TPS1/2 simultaneous voltages out-of-range (SPN 51:FMI 31)

Conditions for Setting the DTC

• Throttle Position Sensor 1 & 2
• Check Condition-Key ON
• Fault Condition-TPS 1 20% higher than TPS2
• MIL-ON for remainder of key on cycle
• Engine shutdown

Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on
throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The
TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated val-
ues for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to deter-
mine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic
throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throt-
tle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and
the engine will shutdown.

SM 751 02(GM-T4)-6-276
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2135: TPS1/2 simultaneous voltages out-of-range

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON, Engine OFF
• DST (Diagnostic Scan Tool) connected in Sys- Intermittent prob-
2 tem Data Mode Go to Step (3) lem Go to Intermit-
Does the DST display more than a 20% difference tent section
between TPS 1 and TPS 2?
• Key OFF
• Disconnect electronic throttle connector C017
• Key ON
3 Go to Step (5) Go to Step (4)
• Change DST mode to DBW (drive by wire) test
mode
Is the voltage for TPS 1 less than 0.1 volts?
• Key OFF
• Disconnect ECM wiring harness connector C001 Repair the TPS 1
circuit shorted to
• Key ON
voltage as neces-
4 • Using a DVOM check for voltage between Go to Step (9)
sary. Refer to Wir-
• ECM connector TPS 1 signal pin 5 and engine ing Repairs in
ground Engine Electrical.
Do you have voltage?
• Jump TPS 1 signal pin 6 to the 5 volt reference
5 pin 3 at connector C017 Go to Step (6) Go to Step (8)
Does DST display TPS 1 voltage over 4.900 volts?
• Inspect wire terminals at throttle connector for Repair the circuit
damage corrosion or contamination as necessary. Refer
6 Any problems found? to Wiring Repairs Go to Step (7)
in Engine Electri-
cal.
• Replace the electronic Throttle
7 Go to Step (12) -
Is the replacement complete?
• Key OFF
Repair the open cir-
• Disconnect ECM wire harness connector C001
cuit as necessary.
8 • Using a DVOM check for continuity between Go to Step (9) Refer to Wiring
throttle connector TPS 1 signal pin 6 and ECM Repairs in Engine
connector TPS 1 signal pin 5 Electrical.
Do you have continuity between them?
• Using a DVOM check for continuity between Repair the open cir-
throttle connector signal ground pin 2 and ECM cuit as necessary.
9 connector signal ground pin 3 Go to Step (10) Refer to Wiring
Do you have continuity between them? Repairs in Engine
Electrical.
• Inspect ECM connector terminals for damage Repair the circuit
corrosion or contamination. as necessary. Refer
10 Go to Step (11)
Any problems found? to Wiring Repairs
in Engine Electrical

SM 751 02(GM-T4)-6-277
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Step Action Value(s) Yes No

• Replace ECM
11 Go to Step (12) -
Is the replacement complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses, etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full
Go to OBD Sys-
12 operating temperature System OK
tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2135 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-278
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2229-BP High Pressure (SPN 108:FMI 0)

Conditions for Setting the DTC

• Barometric Pressure
• Check Condition-Key ON
• Fault Condition-BP greater than 16 psia
• MIL-ON for active fault
• Adaptive-Disabled

Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and air-
flow calculations. This fault sets in the event the BP value is out of the normal range.

SM 751 02(GM-T4)-6-279
 Group 02(GM-Tier4), PSI FUEL SYSTEM

DTC 2229-BP High Pressure

Step Action Value(s) Yes No
Did you perform the On-Board (OBD) System Go to OBD Sys-
1 - Go to Step (2)
Check? tem Check Section
• Key ON
• DST (Diagnostic Scan Tool) connected in Intermittent prob-
2 • System Data Mode Go to Step (3) lem Go to Intermit-
Does DST display MAP pressure of 16 psia or tent section
greater?
• Replace TMAP sensor.
3 Go to Step (4) -
Is the repair complete?
• Remove all test equipment except the DST.
• Connect any disconnected components, fuses,
etc.
• Using the DST clear DTC information from the
ECM.
• Turn the ignition OFF and wait 30 seconds.
• Start the engine and operate the vehicle to full Go to OBD Sys-
4 System OK
operating temperature tem Check
• Observe the MIL
• Observe engine performance and driveability
• After operating the engine within the test parame-
ters of DTC-2229 check for any stored codes.
Does the engine operate normally with no stored
codes?

SM 751 02(GM-T4)-6-280
 Group 02(GM-Tier4), PSI FUEL SYSTEM
Section 7
Definitions
Air Valve Vacuum (AVV): The vacuum signal taken
from below the air valve assembly and above the throttle
butterfly valve.
ADP: Adaptive Digital Processor.
Air/Fuel Ratio: The amount or balance of air and fuel in
the air fuel mixture that enters the engine.
Analog Voltmeter: A meter that uses a mechanical nee-
dle to point to a value on a scale of numbers. It is usually
of the low impedance type and used to measure voltage
and resistance.
Aromatics: Pertaining to or containing the sixcarbon ring
characteristic of the benzene series. Found in many
petroleum distillates.
Back re: Combustion of the air/fuel mixture in the intake
or exhaust manifolds. A backfire can occur if the intake
or exhaust valves are open when there is a mis-timed
ignition spark.
Benzene: An aromatic (C6H6). Sometimes blended with
gasoline to improve anti-knock value. Benzene is toxic
and suspected of causing cancer.
Bi-Fueled: A vehicle equipped to run on two fuels.
Blow-By: Gases formed by the combustion of fuel and
air, which ordinarily should exert pressure only against
the piston crown and rst compression ring. When rings
do not seal, these gases escape or “blow by” the side of
the piston into the crankcase.
BTU: British Thermal Unit. A measurement of the
amount of heat required to raise the temperature of 1lb.
of water 1 degree F.
Butane: An odorless, colorless gas, C4H10 found in natu-
ral gas and petroleum. One of the ve LP gases.
CAFE: Corporate Average Fuel Economy.
CARB: California Air Resources Board.
Carbon Monoxide (CO): A chemical compound of a
highly toxic gas that is both odorless and colorless.
Carburetor: An apparatus for supplying an internal-
combustion engine a mixture of vaporized fuel and air.
SM 751
Cathode Ray Tube: A vacuum tube in which cathode
rays usually in the form of a slender beam are projected
on a uorescent screen and produce a luminous spot.
Circuit: A path of conductors through which electricity
ows.
Closed Loop Operation: Applies to systems utilizing an
oxygen sensor. In this mode of operation, the system
uses oxygen sensor information to determine air/fuel
ratio. Adjustments are made accordingly and checked by
comparing the new oxygen sensor to previous signals.
No stored information is used.
CNG: Compressed Natural Gas.
CKP: Crankshaft Position Sensor
CMP: Camshaft Position Sensor
Conductor: A material, normally metallic, that permits
easy passage of electricity.
Contaminants: Impurities or foreign material present in
fuel.
Control Module: One of several informal names for a
solid state microcomputer which monitors engine condi-
tions and controls certain engine functions; i.e. air/fuel
ratio, injection and ignition time, etc. The formal name
and the one used throughout this manual is ECM, or
Engine Control Module.
Converter: A LPG fuel system component containing
varying stages of fuel pressure regulation combined with
a vaporizer.
Cryogen: A refrigerant used to obtain very low tempera-
tures.
Current: The volume or ow of electrons through a con-
ductor. Measured in amperes or amps.
DBW: Drive By Wire
Dedicated Fuel System: A motor fuel system designed to
operate on only one fuel type.
Diaphragm: A thin, exible membrane that separates two
chambers. When the pressure in one chamber is lower
than in the other chamber, the diaphragm will move
toward the side with the low pressure.
02(GM-T4)-7-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Diaphragm Port: The external port located at the fuel
inlet assembly and connected to the vacuum chamber
above the air valve diaphragm.
DLC: Data Link Connector.
DTC: Diagnostic Trouble Code
DST: Diagnostic Scan Tool.
DVOM: Digital Volt/ohm Meter. A meter that uses a
numerical display in place of a gauge and is usually of
the high impedance type.
ECT: Engine Coolant Temperature.
ECM: Electronic Control Module
ECOM: A DLC cable supporting CAN and serial com-
munication with a PSI/EControls ECM.
EFI: Electronic Fuel Injection. A fuel injection system,
which uses a microcomputer (ECM) to
determine and control the amount of fuel, required by, and
injected into, a particular engine.
EGO: Exhaust Gas Oxygen, used to describe a sensor.
Also known as “HEGO” (Heat Exhaust Gas Oxygen)
sensor, “O2” or “Oxygen sensor.
EGR: Exhaust Gas Recirculation.
EPA: Environmental Protection Agency: A regulating
agency of the Federal government which, among other
duties, establishes and enforces automotive emissions
standards.
Ethanol: Grain alcohol (C2H5OH), generally produced
by fermenting starch or sugar.
Evaporative Emissions Controls: An automotive emis-
sion control system designed to reduce hydrocarbon
emissions by trapping evaporated fuel vapors from the
fuel system.
Excess Flow Valve: A check valve that is caused to close
by the fuel when the ow exceeds a predetermined rate.
FTV: Fuel Trim Valve.
FFV: Flexible Fuel Vehicle.
Firing Line: The portion of an oscilloscope pattern that
represents the total amount of voltage being expended
through the secondary circuit.
FMVSS: Federal Motor Vehicle Safety Standards.
FPP: Foot Pedal Position Sensor
Fuel Injector: a spring loaded, electromagnetic valve
which delivers fuel into the intake manifold, in response
to an electrical input from the control module.
Fuel Lock: A solenoid-controlled valve located in the
fuel line to stop the ow when the engine stops or the
ignition switch is off.
Gasohol: 10 percent ethanol, 90 percent gasoline. Often
referred to as E-10.
Gasoline: A motor vehicle fuel that is a complex blend of
hydrocarbons and additives. Typical octane level is 89.
GCP: Spectrum III (90-pin) ECM.
Greenhouse Effect: A scienti c theory suggesting that
carbon dioxide from the burning of fossil fuels is causing
the atmosphere to trap heat and cause global warming.
HC: Hydrocarbon. An organic chemical compound.
HD 10: A fuel of not less than 80% liquid volume pro-
pane and not more than 10% liquid volume propylene.
HD 5: A fuel of not less than 90% liquid volume propane
and not more than 5% liquid volume propylene.
HDV: Heavy Duty Vehicle.
Heavy Ends: A term used to describe the build up of
wax-like impurities that fall out of LPG when vaporized.
HEGO: Heated Exhaust Gas Oxygen, used to describe a
sensor. Also known as “EGO” (Exhaust Gas Oxygen
sensor), “O2” or “Oxygen sensor.
Hg: Chemical symbol for the element mercury. Used in
reference to a measure of vacuum (inches of Hg).
Histogram: The graphical version of a table which shows
what proportion of values fall into specific categories
over a specific period of time.
Hydrocarbon: A chemical compound made up of hydro-
gen and carbon (HC). Gasoline and almost all other fuels
are hydrocarbons.
Hydrostatic Relief Valve: A pressure relief device
installed in the liquid LPG hose on a LPG fuel system.
IAT: Intake Air Temperature
Ideal Mixture: The air/fuel ratio at which the best com-
promise of engine performance to exhaust emissions is
obtained. Typically 14.7:1.
Ignition Reserve: The difference between available volt-
age and the required voltage.
ILEV: Inherently Low Emission Vehicle.

SM 751 02(GM-T4)-7-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM
Impedance: A form of opposition of AC electrical current
ow (resistance) measured in ohms.
Insulation: A nonconductive material used to cover wires
in electrical circuits to prevent the leakage of electricity
and to protect the wire from corrosion.
Intercept: An electrical term for a type of splice where
the original circuit is interrupted and redirected through
another circuit.
Knock: Sound produced when an engine’s air/fuel mix-
ture is ignited by something other than the spark plug,
such as a hot spot in the combustion chamber. Also
caused by a fuel with an octane rating that is too low
and/or incorrect ignition timing. Also called detonation
or ping.
Lambda Sensor: A feedback device, usually located in
the exhaust manifold, which detects the amount of oxy-
gen present in exhaust gases in relation to the surround-
ing atmosphere. (See HEGO).
LDV: Light Duty Vehicle.
Lean Mixture: An air to fuel ratio above the stoichiomet-
ric ratio; too much air.
LEV: Low Emission Vehicle.
Limp-in or Limp Home: A mode where the ECM or a
component has failed, but the vehicle remains opera-
tional although the engine may operate minimally. This
term may also describe the drivability characteristics of a
failed computer system.
Liquid Petroleum Gas (LPG): A fuel commonly known
as propane consisting mostly of propane (C3H8),
derived from the liquid components of natural gas
stripped out before the gas enters the pipeline, and the
lightest hydrocarbons produced during petroleum re
ning. Octane level of LPG is 107.
LPG: Liqui ed Petroleum Gas.
M85: A blend of gasoline and methanol consisting of
85% methanol and 15% gasoline.
Measurements of Pressure: 1 PSI=2.06” Hg (mercury) =
27.72” H2O (water column). At sea level atmospheric
pressure is 29.92” Hg.
Methanol: Known as wood alcohol (CH3OH), a light,
volatile, ammable alcohol commonly made from natural
gas.
MIL: Malfunction Indicator Lamp.
Mis re: Failure of the air/fuel mixture to ignite during the
power stroke.
SM 751
Mixer: Fuel introduction device that does not include a
throttle plate.
MFI: Multiport Fuel Injection. A fuel injection system
that uses one injector per cylinder mounted on the engine
to spray fuel near the intake valve area of combustion
chamber.
MSV: Manual Shut-Off Valve. Refers to the manually
operated valve on the LPG tank.
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to
gasoline to reduce harmful emissions and to improve the
octane rating.
Multi-fuel System: A motor fuel system designed to
operate on two different fuels, such as LPG and gasoline.
Natural Gas: A gas formed naturally from buried organic
material, composed of a mixture of hydrocarbons, with
methane (CH4) being the dominant component.
NGV: Natural Gas Vehicle.
NOX: See Oxides of Nitrogen.
OBD: On Board Diagnostic
Octane Rating: The measurement of the antiknock value
of a motor fuel.
OEM: Original Equipment Manufacturer, the vehicle
manufacturer.
Open-Loop: An operational mode during which control
module memory information is used to determine air/
fuel ratio, injection timing, etc., as opposed to actual
oxygen sensor input.
Ori ce: A port or passage with a calibrated opening
designed to control or limit the amount of ow through it.
Oscilloscope: An instrument that converts voltage and
frequency readings into traces on a cathode ray tube
(also see Cathode Ray Tube).
Oxides of Nitrogen: Chemical compounds of nitrogen
bonded to various amounts of oxygen (NOX). A chief
smog forming-agent.
Oxygen Sensor: An automotive fuel system that produces
a signal in accordance with the oxygen content of the
exhaust gas. (See Lambda Sensor).
Oxygenate: Oxygenates (such as MTBE, ethanol and
methanol) added to gasoline to increase the oxygen con-
tent and therefore reduce exhaust emissions.
Ozone: A radical oxygen module (O3) that is found in the
upper atmosphere and lters out ultraviolet radiation from
02(GM-T4)-7-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM
the sun. Ground level ozone is formed by NOX, during
the formation of photochemical smog.
Particulates: Microscopic pieces of solid or liquid sub-
stances such as lead and carbon that are discharged into
the atmosphere by internal combustion engines.
Positive Crankcase Ventilation (PCV): An automotive
emission control system designed to reduce hydrocarbon
emissions by routing crankcase fumes into the intake
manifold rather than to the atmosphere.
Power Derate: A mode of reduced engine power output
for the purposes of protecting engine components during
a failure or malfunction.
Pressure Differential: The differential between atmo-
spheric pressure and intake manifold (referred to as vac-
uum) pressure.
Pressure Regulator: A device to control the pressure of
fuel delivered to the fuel injector(s).
Primary Circuit: The low-voltage or input side of the
ignition coil.
Propane: An odorless and colorless gas, C3H8, found in
natural gas and petroleum.
Psia: pounds per square inch absolute
PTV: Pressure Trim Valve
Reactivity: Refers to the tendency of an HC in the pres-
ence of NOX and sunlight to cause a smogforming reac-
tion. The lighter the HC, the lower reactivity tends to be.
Regulator: An assembly used to reduce and control the
pressure of a liquid or vapor.
Resistance: The opposition to the ow of current in an
electrical circuit. Measured in ohms.
Rest Pressure: Fuel pressure maintained within the sys-
tem after engine shutdown.
Rich Mixture: An air to fuel ratio below the stoichiomet-
ric ratio; too much fuel.
SAE: Society of Automotive Engineers.
Secondary Circuit: The high-voltage output side of the
ignition coil.
SEFI or SFI: Sequential Electronic Fuel Injection or
Sequential Fuel Injection.
Sensors: Devices that provide the control module with
engine information as needed to properly control engine
function.
SM 751
Spark Line: The portion of an oscilloscope pattern that
represents the time during which the air/fuel mixture is
being burned in the combustion chamber.
Splice: An electrical term for the joining of two or more
conductors at a single point.
Stoichiometric Ratio: An ideal fuel/air ratio for combus-
tion in which all of the fuel and most of the oxygen will
be burned.
Sulfur Oxides: Chemical compounds where sulfur is
bonded to oxygen produced by the combustion of gaso-
line or any other fuel that contains sulfur. As sulfur
oxides combine with water in the atmosphere to form
sulfuric acid.
System Pressure: The fuel pressure maintained in the
system during normal engine operation.
Tap: An electrical term for a type of splice where the
original circuit is not interrupted.
TBI: Throttle Body Injection. Any of several injection
systems that have the fuel injector(s) mounted in a cen-
trally located throttle body.
Throttle Body: Controls engine RPM by adjusting the
engine manifold vacuum to the mixer. Consists of a
housing shaft, throttle liner and butter y valve.
TLEV: Transitional Low Emission Vehicle.
TMAP: Combined Air Inlet and Manifold Pressure Sen-
sor.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
TSB: Technical Service Bulletin.
ULEV: Ultra Low Emission Vehicle.
USB: Universal Serial Bus. A plug or interface supplied
on most personal computers.
Vaporization: A process in which liquid changes states
into gas.
Venturi Air Valve Vacuum (VAVV): An ampli ed air
valve vacuum signal coming from the venturi area of the
mixer, directly exposed to air ow before the addition of
vaporized LPG.
Volt/ohmmeter (VOM): A combination meter used to
measure voltage and resistance in an electrical circuit.
Available in both analog and digital types. May also
referred to as AVOM and DVOM.
02(GM-T4)-7-4
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Voltage: The electrical pressure that causes current to ow

in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit
when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a value
on a scale of numbers usually of the low impedance
type; used to measure voltage and resistance.
VSS: Vehicle Speed Sensor
Xylene: C6H4 (CH3)2. Any of three toxic, ammable, and
oily isomeric aromatic hydrocarbons that are dimethyl
homologues of benzene and usually obtained from petro-
leum or natural gas distillates.
ZEV: Zero Emission Vehicle.

SM 751 02(GM-T4)-7-5
 GROUP 03

GROUP 03

INTAKE AND EXHAUST SYSTEM

Intake and Exhaust Systems

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

Intake and Exhaust Systems

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

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

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

SM 751 03-0
 Group 03, Intake and Exhaust System

Section 1

Intake and Exhaust Systems

Specifications and Description
Specifications To lengthen the maintenance interval, the air cleaner used
in this fork lift truck is composed of one large centrifugal
Air Cleaner Type: Canister style with replaceable paper air pre-filter and dual elements. The dust injector port on
element and air-restriction indicator. air cleaner body discharges the particles from the filter.
Some trucks are equipped with an “air restriction indica-
Fastener Torques tor” that warns the driver of dirty and restricted air intake.
The air cleaner should only be serviced when the air
Air Cleaner Hose Clamp Torques: 1.5-2.5 Nm (1.09-1.8 restriction indicator shows service is required or every
ft-lb) 2000 hours. However, the system components should be
visually checked regularly for leaks, holes, or other dam-
Air Cleaner Bracket Mounting Nut Torques: 20-25 Nm
age that could affect the readings of the air restriction
(14.5-18.5 ft-lb)
indicator.
Air filter ass'y is composed of inlet/outlet hose, air cleaner
Service Intervals
body, filter element, air restriction indicator, dust injector
Air Cleaner (Filter) Replacement: and clamps. The air intake opening is located in a leg of
the operator’s cell, high enough above the ground to pre-
• Diesel trucks, replace every 1000 hours. vent excessive dust and dirt from entering the system.
Drain hose is connected to diesel intake manifold.
IMPORTANT
Filter replacement intervals also depend on
operating conditions. The air cleaner body
and element should be check visually at regu-
lar intervals to check for leaks, holes, or
other conditions that will affect the air
restriction indicator. Air cleaner should be
serviced when the air restriction indicator
shows service is required.

Air Hoses and Clamps Inspection: Every 50-250 hours or

each PM.
Exhaust Pipe and Muffler Inspection: Every 50-250 hours
or each PM.

Description
The reason for providing an air cleaner for the engine is to
protect the engine from abrasive dust and dirt entering the
cylinders and causing excessive wear. Industrial truck
operating environments can contain a high concentration
of dust, fibers, or other contaminants. Dirty filter elements
or loose, leaking, or broken hoses or clamps can dramati-
cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.

SM 751 03-1-1
 Group 03, Intake and Exhaust System

Section 2

Intake System Troubleshooting

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

SM 751 03-2-1
 Group 03, Intake and Exhaust System

Section 3

Intake System Service

Use the illustrations on the following pages to service the
intake system, including changing the air filter element.
NOTE
The air restriction indicator gauges vacuum
present in the system. For diesel engines, the
filter should be replaced every 900-1000
hours. Regularly check the system compo-
nents, however, to check for leaks, holes, or
other damage that could affect the air
restriction indicator.
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
6. Reseat the air cleaner cover, making sure that it fits
tightly around the air cleaner.
7. Close and latch the air cleaner cover clamps.
Air Cleaner Removal
1. Remove the two bolts that mount the air cleaner to
the frame.
2. Loosen the clamp and remove the hose from the
engine.
3. Remove the hose from the intake pipe.
4. Remove the air cleaner and hosing from the truck.
Air Cleaner Replacement
Installation is the reverse order of removal.
• Torque the hose clamp bolts to 1.9-2.9 N½m (1.3-
2.1 lbf½ft).
• Torque air cleaner bracket mounting bolts to 20-25
N½m (14.8-18.5 lbf½ft).

Air Filter Replacement

1. The air cleaner is located to the right of the driver’s
seat.
2. Inspect the components and look for fan-shaped dust
accumulation at all hose connections. Clean compo-
nents of dust, dirt, and other contaminants that might
enter the system on disassembly.
3. Loosen the air cleaner, and remove the hose from the
engine.
4. Clean the inside of the air cleaner.
5. Install the new filter element. Be sure that the filter
element is fully seated in the air cleaner.
NOTE
Do not try to air clean and blow out the filter.
Filter is further clogged by air cleaning.
Always replace with a new filter element.

SM 751 03-3-1
 Group 03, Intake and Exhaust System

Air Filter

Free cleaner

Bracket
Air cleaner
Indicator

Torque: 20~25 N.m

(177~211 lbf.ft)

Intake Pipe
Blow by hose

Intake Hose Torque: 20~25 N.m

(177~211 lbf.ft)

Intake Hose

Hose connector
pipe
Radiator bracket

Intake Hose

<SI-46976>

SM 751 03-3-2
 Group 03, Intake and Exhaust System

Section 4

Exhaust Systems

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

SM 751 03-4-1
 Group 03, Intake and Exhaust System

Exhaust System

Vertical Exhaust Pipe

Hot Surface Wanning decal

Horizontal Exhaust Pipe Counterweight Cover

Torque to 60-65N.m
(44~48ft.lb)

Torque to 30-35N.m
(22~28ft.lb)
r
fle
uf Exhaust Pipe
M

Cushion Rubber

SM 751 03-4-2
 GROUP 07

GROUP 07

TRANSMISSION
3WG-94EC (New T/M)
(for DIESEL TRUCK)

Layout 3WG-94EC ........................................ Section 1

Measuring Points and Connections ............. Section 2

Disassembly .....................................................Section 3

Reassemly ........................................................Section 4

Transmission
Removal and Installation ...........................Section 5

SM 751 07-0
 Group 07, Transmission(3WG-94EC)

Section 1
LAYOUT 3WG-94EC
1 = Flex plate for direct mount
2 = Converter
3 = Transmission pump
4 = Clutch shaft „KV“
5 = Input shaft / clutch shaft „KR“
6 = Central shaft / input shaft PTO
7 = Connection, PTO; coaxial, engine-dependent
8 = Clutch shaft „KD“
9 = Clutch shaft „KE“
10 = Clutch shaft „KC“
11 = Output flange
12 = Output shaft
13 = Screen sheet

SM 751 07-1-1
 Group 07, Transmission(3WG-94EC)

Transmission schematics Gear schematics

Legend:
KV = Forward clutch
AN/KR = Input /Reverse clutch
KC = 1st gear clutch
KD = 2nd gear clutch
KE = 3rd gear clutch
AB = Output

SM 751 07-1-2
 Group 07, Transmission(3WG-94EC)

Section 2
Measuring Points And Connections
Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)!
No. Denomination of item Connection

Measuring points for pressure oil and temperature:

51 = Before the converter - opening pressure 11+2 bar M10x1
53 = Reverse clutch KR 16+3 bar M10x1
55 = Forward clutch KV 16+3 bar M10x1
56 = Clutch KD 16+3 bar M10x1
57 = Clutch KE 16+3 bar M10x1
58 = Clutch KC 16+3 bar M10x1
63 = Temperature after the converter 100° C; short-term 120° C M14x1.5
64 = Temperature sensor M12x1.5
67 = System pressure 16+3 bar M10x1

Valves and connections:

10 = Breather 10x1
15 = Connection to wards heat exchanger 7/8“ 14 UNF
16 = Connection from heat exchanger 7/8“ 14 UNF
68 = Connection after filter 9/16-18 UNF-2B
69 = Connection before filter 7/8“ 14 UN 2A
70 = Converter safety valve (WSV)
71 = Main pressure valve (HDV)

Inductive transmitters and speed sensor:

11 = Inductive transmitter n Engine M18x1.5
21 = Inductive transmitter n Turbine M18x1.5
34 = Speed sensor n Output -----------
47 = Inductive transmitter n Central gear train M18x1.5

SM 751 07-2-1
 Group 07, Transmission(3WG-94EC)

NOTES ON THE REQUIRED OIL GRADE:

Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants
TE-ML 03.
The list of lubricants is being continuously updated and can be obtained or viewed as follows:
- at all ZF plants
- at all ZF service centers
- Internet http://www.zf.com Informationen/Tech. Informationen
For information on operation, maintenance and for descriptions see relating operation
manual (ZF Order No. 5872 138 002).

SM 751 07-2-2
 Group 07, Transmission(3WG-94EC)

Section 3
Disassembly

1. Transmission Disassembly :
Transmission 3 WG-94 EC

Attach transmission to the assembly truck by means of clamping

angles (1) and holding fixtures (2).
(S) Assembly truck 5870 350 000
(S) Holding fixtures 5870 350 063
(S) Clamping angles 5870 350 124

1.1 Removal of filter

Drain oil prior to starting disassembly!
Remove screw plug (1).

Disposal of oil according to legal requirements!

Loosen the cylindrical screws (1) and remove the oil filler tube
with the oil dipstick (2).

Remove the O-ring (3) from the oil filler tube.

SM 751 07-3-1
 Group 07, Transmission(3WG-94EC)

Separate the filter (1) from the filter head by means of belt
wrench.
(S) Belt wrench 5870 105 005

Loosen the cylindrical screws (2) and separate the filter head (1)
from the transmission housing.

Remove both O-rings (1) out of the annular groove of the filter
head.

SM 751 07-3-2
 Group 07, Transmission(3WG-94EC)

2. DISASSEMBLY :
DISASSEMBLY pressure controller (proportional valves),
inductive sensor, speed sensor (Hall sensor), temperature
sensor, breather and screw plugs

Remove all screw plugs with O-ring (1 and 2).

Loosen cylindrical screws (1) and remove pressure controller -

proportional valves - (2).

Remove positioned parts.

1 = Inductive sensor - n turbine
2 = Inductive sensor - n central gear chain
3 = Temperature sensor, measuring point „63“ after converter
4 = Inductive sensor

Remove O-rings!

SM 751 07-3-3
 Group 07, Transmission(3WG-94EC)

Loosen cylindrical screw (1) and remove speed sensor (2).

2 = Speed sensor - n output (Hall sensor)

Remove O-rings!

Remove breather (1).

SM 751 07-3-4
 Group 07, Transmission(3WG-94EC)

3. DISASSEMBLY converter and central shaft (PTO

shaft)
Loosen cylindrical screws (1) and separate the flexplate (2) from
the converter (3).

Pull off converter (1) by hand.

Disengage the retaining ring (see arrow).

Pull the central shaft assy out of the housing hole.

1 = Central shaft
2 = Retaining ring
3 = Ball bearing
4 = Toothed disk

SM 751 07-3-5
 Group 07, Transmission(3WG-94EC)

Pull the toothed disk (1) from the central shaft.

Press the ball bearing (1) from the central shaft (2).

SM 751 07-3-6
 Group 07, Transmission(3WG-94EC)

4. DISASSEMBLY of output flange

Loosen the hexagon screws (1) and remove disk and O-ring (2
and 3).

Pull output flange (1) off the output shaft by means of two-armed
puller.

Remove shaft seal (see arrow) from the housing hole by means
of assembly lever.

SM 751 07-3-7
 Group 07, Transmission(3WG-94EC)

5. DISASSEMBLY of main pressure valve and con-

verter safety valve

Loosen screw plug (1) and remove main pressure valve (control
pressure valve):

Main pressure valve consists of:

1 = Screw plug with O-ring

2 = Piston
3 = Spacer rings
4 = Compression spring

Loosen screw plug (1) and remove converter safety valve.

Converter safety valve consists of:

1 = Screw plug with O-ring

2 = Pressure valves
= Valve assy is installed in the housing – not visible -

Functional check of valve.

Use a screwdriver to check the movability of the ball in the

valve.

If the valve is o.k., it does not need to be removed.

SM 751 07-3-8
 Group 07, Transmission(3WG-94EC)

6. REMOVAL of clutches and DISASSEMBLY of oil

pressure pump
Force out cylindrical pins (1).
Loosen bolted connection (2) of housing front and rear part.
Make sure to leave 2 cylindrical screws crosswise
in the bolted connection (2)!
Transmission rear part is not fixed to the clamping
angle and could get loose when turning!

Rotate transmission housing 180°, loosen the last 2 cylindrical

screws from the bolted connection housing front and rear part
and separate housing rear part by means of lifting device.

Support by means of assembly lever!

(S) Assembly lever 5870 345 036

Lift the clutches out of the housing in the following sequence:

1 = Clutch KE (Clutch – 3rd gear)

2 = Clutch KV (Clutch - forward)
3 = Clutch KR (Clutch – reverse and input)
4 = Clutch KD (Clutch – 2nd gear)
5 = Clutch KC (Clutch – 1st gear)
6 = Output with screen sheet

SM 751 07-3-9
 Group 07, Transmission(3WG-94EC)

Use assembly lever to remove all bearing outer rings from the
housing front part.

If, contrary to the ZF recommendation, the tapered roller

bearings of clutches and output are not replaced, it is imper-
ative to ensure the previous pairing (bearing outer ring/bear-
ing inner ring).

Bearing outer ring and bearing inner ring must be marked!

Use assembly lever to remove all bearing outer rings from the
housing rear part.

If, contrary to the ZF recommendation, the tapered roller

bearings of clutches and output are not replaced, it is imper-
ative to ensure the previous pairing (bearing outer ring/bear-
ing inner ring).

Bearing outer ring and bearing inner ring must be marked!

Remove O-ring (1).

Loosen cylindrical screws (1) and remove suction tube (2).

Loosen cylindrical screws (1).

SM 751 07-3-10
 Group 07, Transmission(3WG-94EC)

Loosen bolted connection between converter bellhousing/trans-

mission housing (1) and pressure oil pump/transmission housing
(2).

Press converter bellhousing off the housing equally by means of

hexagon screws M10 (1).

Difficult disassembly due to fixing by cylindrical pins!

If required, remove both cylindrical pins (1).

Remove oil pressure pump (1).

SM 751 07-3-11
 Group 07, Transmission(3WG-94EC)

Remove filter (1).

Remove O-ring (1).

Loosen cylindrical screws (2).

Check oil pressure pump :

In case of wear marks in the pump housing, stator hollow
shaft or on the inner and outer rotor, the complete oil pres-
sure pump is to be replaced.

1 = Stator hollow shaft

2 = Inner rotor
3 = Outer rotor
4 = Pump housing

Remove shaft seal (1) from the pump housing (2).

SM 751 07-3-12
 Group 07, Transmission(3WG-94EC)

7. Disassembly clutches:

Legend:
1 = Clutch KV (Clutch - forward)
2 = Clutch KR (Clutch – reverse and input)
3 = Clutch KD (Clutch – 2nd gear)
4 = Clutch KE (Clutch – 3rd gear)
5 = Clutch KC (Clutch – 1st gear)
6 = Output

7.1 Clutch KR/input

Disengage rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).

SM 751 07-3-13
 Group 07, Transmission(3WG-94EC)

Remove needle cage (1).

Remove axial bearing assy (1).

Disengage snap ring (1).

Remove end plate (1), disk package (2) and plate with cup
springs (3) from the disk carrier.

SM 751 07-3-14
 Group 07, Transmission(3WG-94EC)

Remove retaining ring – contact position of axial bearing (1).

Preload compression spring and disengage retaining ring (1).

(S) Assembly aid 5870 345 114

Remove cup spring (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the
shaft /disk carrier (see arrow) and remove it.

SM 751 07-3-15
 Group 07, Transmission(3WG-94EC)

Remove both O-rings (1 and 2).

Disengage rectangular rings (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Grab sleeve 5873 001 026

(S) Basic tool 5873 001 000

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of:

1A = Ball
1B = Helical gear
1C = Disk carrier
1D = Input shaft

SM 751 07-3-16
 Group 07, Transmission(3WG-94EC)

7.2 Clutch KV

Snap out rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).

Remove needle cage (1).

SM 751 07-3-17
 Group 07, Transmission(3WG-94EC)

Remove axial bearing assy (1).

Remove snap ring (1).

Remove end plate (1), disk package (2) and plate (3) from the
disk carrier.

Remove retaining ring – contact position of axial bearing (1).

SM 751 07-3-18
 Group 07, Transmission(3WG-94EC)

Preload compression spring and remove retaining ring (1).

(S) Assembly aid 5870 345 114

Remove cup spring (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.

Remove both O-rings (1 and 2).

SM 751 07-3-19
 Group 07, Transmission(3WG-94EC)

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Grab sleeve 5873 000 029

(S) Basic tool 5873 000 000

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

SM 751 07-3-20
 Group 07, Transmission(3WG-94EC)

7.3 Clutch KD

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Grab sleeve 5873 000 029

(S) Basic tool 5873 000 000

Remove axial bearing assy (1) and inner disk carrier.

Remove needle cage (1).

SM 751 07-3-21
 Group 07, Transmission(3WG-94EC)

Remove axial bearing assy (1).

Remove snap ring (1).

Remove end plate (1), disk package (2) and cup spring (3) from
the disk carrier.

Remove retaining ring - contact position of axial bearing (1).

SM 751 07-3-22
 Group 07, Transmission(3WG-94EC)

Preload compression spring and remove snap ring (1).

(S) Assembly aid 5870 345 114

Remove spring cup (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.

Remove both O-rings (1 and 2).

SM 751 07-3-23
 Group 07, Transmission(3WG-94EC)

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Rapid grip 5873 011 011

(S) Extractor set 5870 026 100

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

SM 751 07-3-24
 Group 07, Transmission(3WG-94EC)

7.4 Clutch KE

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Grab sleeve 5873 000 029

(S) Basic tool 5873 001 000

Remove retaining ring (1).

Remove bearing inner ring (1) and inner disk carrier (2).

SM 751 07-3-25
 Group 07, Transmission(3WG-94EC)

Remove tapered roller bearing (1) and inner disk carrier (2).

Pull off bearing inner ring (1) and running disk (2).

Remove bearing inner ring (1) and running disk (2).

Disengage snap ring (1).

SM 751 07-3-26
 Group 07, Transmission(3WG-94EC)

Remove end plate (1) disk package (2) and cup spring (3) from
the disk carrier.

Preload compression spring and remove snap ring (1).

(S) Assembly aid 5870 345 114

Remove spring cup (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.

SM 751 07-3-27
 Group 07, Transmission(3WG-94EC)

Remove both O-rings (1 and 2).

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Rapid grip 5873 011 011

(S) Basic tool 5873 001 000

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of :

1A = Retaining ring
1B = Helical gears
1C = Disk carrier
1D = Shaft

SM 751 07-3-28
 Group 07, Transmission(3WG-94EC)

7.5 Clutch KC

Snap out rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner
disk carrier (3).

Remove needle cage (1) and bush (2).

SM 751 07-3-29
 Group 07, Transmission(3WG-94EC)

Remove axial disk (1) and axial needle cage (2).

Disengage snap ring (1).

Remove end plate (1) and disk package (2) from the disk carrier.

YG

XG

Preload compression springs and remove snap ring (1).

(S) Assembly aid 5870 506 128

SM 751 07-3-30
 Group 07, Transmission(3WG-94EC)

Remove disk (1) and cup springs (2).

By means of compressed air (see arrow), press piston (1) off the
shaft/disk carrier and remove it.

Remove both O-rings.

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft.

(S) Grab sleeve 5873 002 029

(S) Basic tool 5873 000 001

SM 751 07-3-31
 Group 07, Transmission(3WG-94EC)

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

7.6 Output shaft

Pull the bearing inner ring off the output shaft.

(S) Grab sleeve 5873 000 029

(S) Basic tool 5873 000 001

Rotate output shaft 180° and pull off bearing inner ring.

(S) Grab sleeve 5873 002 035

or
(S) Rapid grip 5873 012 011
(S) Basic tool 5873 002 000

SM 751 07-3-32
 Group 07, Transmission(3WG-94EC)

Section 4
Reassembly

1. Reassembly of clutches :
1.1 Clutch KR/input
The clutch (1) is supplied by the spare parts service only as
a complete assy which consists of :
1A = Ball
1B = Helical gear
1C = Disk carrier
1D = Input shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular rings 50x2.5 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston grooves and oil
1 = 40x3
2 = 104.5x3

SM 751 07-4-1
 Group 07, Transmission(3WG-94EC)

Insert piston (1) into the disk carrier.

Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by

means of the assembly aid.
(S) Assembly aid 5870 345 114

Mount compression spring (1) and cup spring (2).

By means of the assembly aid, preload compression spring

under a hand-operated press until the retaining ring 40x1.75 (1)
can be snapped in.
(S) Assembly aid 5870 345 114

SM 751 07-4-2
 Group 07, Transmission(3WG-94EC)

Mount plate assy with cup springs (1), with the open side show-
ing towards the piston (see arrow).

Fit plate (1) according to sketch (see arrow).

Legend:
1 = Plate with cup springs
2 = Compression spring with spring cup and retaining ring
3 = Piston with O-rings
4 = Clutch assy

Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.
Starting with an outer disk and ending with an inner disk.

Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).
Pay attention to the installation position of the end plate!

SM 751 07-4-3
 Group 07, Transmission(3WG-94EC)

Equally press on end plate with F (approx. 100 N = 10 kg) and

set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read
the disk clearance.
Disk clearance: 2.2 to 2.6 mm
In case of deviations, the disk clearance must be corrected
with an appropriate snap ring (optional thickness = 2.0 …...
3.5 mm/available in steps of 0.25 mm)!

Snap retaining ring 40x1.75 (1) into the groove.

Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.
Fit running disk (1), with the chamfer showing towards
theretaining ring!

SM 751 07-4-4
 Group 07, Transmission(3WG-94EC)

Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained.

Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.

Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!

Heat up bearing inner ring (approx. 120° C).

SM 751 07-4-5
 Group 07, Transmission(3WG-94EC)

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of com-

pressed air at the hole (see arrow).

Closing and opening of the clutch must be clearly audible.

SM 751 07-4-6
 Group 07, Transmission(3WG-94EC)

1.2 Clutch KV
The clutch (1) is supplied by the spare parts service only as
a complete assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular rings 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston grooves and oil them.

1 = 40x3
2 = 104.5x3

SM 751 07-4-7
 Group 07, Transmission(3WG-94EC)

Insert piston (1) into the disk carrier.

Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by

means of the assembly aid.

(S) Assembly aid 5870 345 114

Mount compression spring (1) and spring cup (2).

By means of the assembly aid, preload compression spring

under a hand-operated press until the retaining ring 40x1.75 (1)
can be snapped in.

(S) Assembly aid 5870 345 114

SM 751 07-4-8
 Group 07, Transmission(3WG-94EC)

Mount plate assy with cup springs (1), with the open side show-
ing towards the piston (see arrow).

Fit plate (1) according to sketch (see arrow).

Legend:
1 = Plate with cup springs
2 = Compression spring with cup spring and retaining ring
3 = Piston with O-rings
4 = Clutch assy

Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.

Starting with an outer disk and ending with an inner disk.

Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).

Pay attention to the installation position of the end plate!

SM 751 07-4-9
 Group 07, Transmission(3WG-94EC)

Equally press on end plate with F (approx. 100 N = 10 kg) and

set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read
the disk clearance.

Disk clearance: 2.2 to 2.6 mm

In case of deviations, the disk clearance must be corrected

with an appropriate snap ring (optional thickness = 2.0 …...
3.5 mm/available in steps of 0.25 mm)!

Snap retaining ring 40x1.75 (1) into the groove.

Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.

Fit running disk (1), with the chamfer showing towards the
retaining ring!

SM 751 07-4-10
 Group 07, Transmission(3WG-94EC)

Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained.

Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.

Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!

Heat up bearing inner ring (approx. 120° C).

SM 751 07-4-11
 Group 07, Transmission(3WG-94EC)

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of com-

pressed air at the hole (see arrow).
Closing and opening of the clutch must be clearly audible.

SM 751 07-4-12
 Group 07, Transmission(3WG-94EC)

1.3 Clutch KD

The clutch (1) is supplied by the spare parts service only as a

complete assy which consists of :
1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular rings 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Piston (1) with drain valve.

Check function of the drain valve (2). There must be no jam-

ming of the ball (see arrow).

The piston (1) is supplied by the spare parts service only as

a complete assy!

SM 751 07-4-13
 Group 07, Transmission(3WG-94EC)

Insert both O-rings (1 and 2) into the piston grooves and oil them.

1 = 40x3
2 = 104.5x3

Insert piston (1) into the disk carrier.

Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by

means of the assembly aid.

(S) Assembly aid 5870 345 114

Mount compression spring (1) and spring cup (2).

SM 751 07-4-14
 Group 07, Transmission(3WG-94EC)

By means of the assembly aid, preload compression spring

under a hand-operated press until the retaining ring 40x1.75 (1)
can be snapped in.

(S) Assembly aid 5870 345 114

Cup spring (1) into the disk carrier.

Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.

Starting with an outer disk and ending with an inner disk.

Legend:
1 = Outer disks (12 pcs)
2 = Inner disks (12 pcs)
3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).

SM 751 07-4-15
 Group 07, Transmission(3WG-94EC)

Cap spring(1) according to sketch (see arrow).

Legend:
1 = Cup spring
2 = Compression spring with spring cup and retaining ring
3 = Inner clutch- and outer clutch disc
4 = End shim
5 = Piston with O-rings
6 = Clutch assy.

Equally press on end plate with F (approx. 100 N = 10 kg) and

set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read
the disk clearance.

Disk clearance: 2.6 to 3.1 mm.

In case of deviations, the disk clearance must be corrected

with an appropriate snap ring (optional thickness = 2.0 …...
3.5 mm/available in steps of 0.25 mm)!

Snap retaining ring 40x1.75 (1) into the groove.

SM 751 07-4-16
 Group 07, Transmission(3WG-94EC)

Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2)
and axial washer 40x60x1 (3) and oil them.

Fit running disk (1), with the chamfer showing towards the
retaining ring!

Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained.

Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.

Fit running disk (3), with the chamfer showing towards the
tapered roller bearing!

SM 751 07-4-17
 Group 07, Transmission(3WG-94EC)

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of com-

pressed air at the hole (see arrow).
Closing and opening of the clutch must be clearly audible.

SM 751 07-4-18
 Group 07, Transmission(3WG-94EC)

1.4 Clutch KE

The clutch (1) is supplied by the spare parts service only as

a complete assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Piston (1) with drain valve.

Check function of the drain valve(2). There must be no jam-

ming of the ball (see arrow).

The piston (1) is supplied by the spare parts service only as

a complete assy!

SM 751 07-4-19
 Group 07, Transmission(3WG-94EC)

Insert both O-rings (1 and 2) into the piston grooves and oil them.

1 = 40x3
2 = 104.5x3

Use a hand-operated press to place piston into the disk carrier by

means of the assembly aid.

(S) Assembly aid 5870 345 114

Mount compression spring (1) and spring cup (2).

SM 751 07-4-20
 Group 07, Transmission(3WG-94EC)

By means of the assembly aid, preload compression spring

under a hand-operated press until the retaining ring 40x1.75 (1)
can be snapped in.

(S) Assembly aid 5870 345 114

Cup spring (1) into the disk carrier.

Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.

Starting with an outer disk and ending with an inner disk.

Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).

SM 751 07-4-21
 Group 07, Transmission(3WG-94EC)

Cap spring (1) according to sketch (see arrow).

Legend:
1 = Cup spring
2 = Compression spring with spring cup and retaining ring
3 = Inner clutch- and outer clutch disc
4 = End shim
5 = Piston with O-rings
6 = Clutch assy

Equally press on end plate with F (approx. 100 N = 10 kg) and

set dial indicator to „zero“

Then press end plate against the snap ring (upwards) and read
the disk clearance.

Disk clearance: 2.2 to 2.6 mm.

In case of deviations, the disk clearance must be corrected with

an appropriate snap ring (optional thickness = 2.0 …... 3.5 mm/
available in steps of 0.25 mm)!

Mount running disk 35x52x3.5 (1).

Fit running disk (1), with the chamfer showing towards the
retaining ring!

SM 751 07-4-22
 Group 07, Transmission(3WG-94EC)

Press in both bearing outer rings into the inner disk carrier (1)
until contact is obtained.

Then mount the bearing inner rings.

Setting of axial play of the inner disk carrier bearing ± 0.05

mm

Determine dimension„X2“ of the inner disk carrier

Calculation example:

Dimension A…………………………….. 97.00 mm

Dimension B…………………………….. - 57.00 mm
Dimension X2 ………………………… = 40.00 mm

Legend:
1 = Inner disk carrier
2 = Tapered roller bearing 59x35x16
3 = Tapered roller bearing 62x35x18

Mount the retaining ring e.g. 35x2.0 (1) and bring it into contact
position by means of a two-armed puller.

SM 751 07-4-23
 Group 07, Transmission(3WG-94EC)

Determine dimension „X1“ from retaining ring (1) to running disk

(2).

Dimension X1 = 42.1 mm

Legend:
1 = Retaining ring 35x2.0
2 = Running disk 35x52x3.5
3 = Compression spring with cup spring and retaining ring
4 = Disk package with end plate and snap ring
5 = Piston with O-rings
6 = Clutch assy
7 = Tapered roller bearing

Axial play of inner disk carrier bearing ± 0.05

Calculation example:
Dimension X1………………………………… 42.10 mm
Dimension X2………………………………… - 40.00 mm
Dimension S (retaining ring).……………….. = 2.10 mm
Determined retaining ring S = 2.10 mm
Axial play must be set with the retaining ring (optional thick-
ness = 1.8 ... 2.7 mm/available in steps of 0.10 mm)!

Heat up bearing inner ring (approx. 120° C).

SM 751 07-4-24
 Group 07, Transmission(3WG-94EC)

Mount bearing inner ring (1) until contact is obtained.

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Mount inner disk carrier until contact is obtained.

Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Snap in retaining ring 35x2.1 (2).

Pay attention to an exact contact of the retaining ring in the

groove!

SM 751 07-4-25
 Group 07, Transmission(3WG-94EC)

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of com-

pressed air at the hole (see arrow).
Closing and opening of the clutch must be clearly audible.

SM 751 07-4-26
 Group 07, Transmission(3WG-94EC)

1.5 Clutch KC

The clutch (1) cannot be disassembled!

It is supplied by the spare parts service only as a complete
assy which consists of :

1A = Retaining ring
1B = Helical gear
1C = Disk carrier
1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular rings 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston (3) grooves and oil
them.

1 = 115x3
2 = 52x3

Insert piston (3) into the disk carrier.

Check function of the drain valve (see arrow) - There must

be no jamming of the ball!

SM 751 07-4-27
 Group 07, Transmission(3WG-94EC)

Use a hand-operated press to place piston into the disk carrier by

means of the assembly aid.

(S) Assembly aid 5870 345 114

Mount cup spring package (1) and disk (2).

Install cup springs according to the sketch.

Legend:
1 = Clutch
2 = Cup springs (9 pcs)
3 = Disk
4 = Retaining ring (50x2)
5 = Drain valve (piston)
6 = Piston with O-Rings

By means of the assembly aid, preload cup springs under a han-

doperated press until the retaining ring 50x2 (1) can be snapped
in.

(S) Assembly aid 5870 506 128

SM 751 07-4-28
 Group 07, Transmission(3WG-94EC)

Install outer and inner disks alternately into the disk carrier (3) as
shown in Figure.

Starting with an outer disk and ending with an inner disk.

Legend:
1 = Outer disks (10 pcs)
2 = Inner disks (10 pcs)
3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk
package and fix it by means of snap ring (2) (e.g. thickness = 2.5
mm / recommended value).

Pay attention to the installation position of the end plate!

Equally press on end plate with F (approx. 18 N to 20 N = 1.8 to

2.0 kg) and set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read
the disk clearance.

Disk clearance: 2.0 to 3.0 mm!

In case of deviations, the disk clearance must be corrected

with an appropriate snap ring (optional thickness s = 2.0 …...
4.0 mm/available in steps 0.25 mm)!

SM 751 07-4-29
 Group 07, Transmission(3WG-94EC)

Mount axial needle cage 35x52x2 (1) and axial disk 35x52x1 (1)
and oil them.

Mount needle cage 35x42x18 (1) and bush (2) and oil it.

Mount inner disk carrier until contact is obtained.

Install inner disks by short ccw/cw rotations of the inner disk car-
rier (1).

Mount axial washer 35x60x1 (1), axial needle cage 40x60x3 (2)
and running disk (3) 40x60x3.5 and oil them.

SM 751 07-4-30
 Group 07, Transmission(3WG-94EC)

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Fit rectangular ring 30x2 (2).

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of com-

pressed air at the hole (see arrow).
Closing and opening of the clutch must be clearly audible.

SM 751 07-4-31
 Group 07, Transmission(3WG-94EC)

1.6 Output

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring until contact is obtained.

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring until contact is obtained.

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

SM 751 07-4-32
 Group 07, Transmission(3WG-94EC)

2. REASSEMBLY of oil pressure pump and REIN-

STALLATION of clutches

2.1 Reassembly of oil pressure pump

In case of wear marks in the pump housing, stator hollow

shaft, inner rotor, outer rotor and on the sliding bearing, the
pump assy must be replaced.

Legend:
1 = Stator hollow shaft
2 = Inner rotor
3 = Outer rotor
4 = Pump housing with sliding bearing

With the sealing lip showing downwards, carefully insert the shaft
seal 55x75x8 (1) into the pump housing (2) until contact is
obtained.

Apply sealing agent (Loctite no. 574) to the outer diameter!

(S) Driver tool 5870 048 219

Mount outer rotor (1) and inner rotor (2).

The driver pins of the inner rotor (see arrows) are to be fitted
in upward direction.

SM 751 07-4-33
 Group 07, Transmission(3WG-94EC)

Fit stator hollow shaft (1).

Fix stator hollow shaft radially with two cylindrical screws (1).

Do not tighten the cylindrical screws – just turn them in until

contact is obtained and then turn them back by approx. ½
rotation!

Place O-ring (2) 135x3 into the annular groove and grease it.

Insert filter (1).

Wet mounting face bell housing with Loctite (type no. 574)!

SM 751 07-4-34
 Group 07, Transmission(3WG-94EC)

Fit two adjusting screws (S) and position converter bellhousing

(1) equally until contact is obtained.

Pay attention to the hole pattern!

(S) Adjusting screws (M10) 5870 204 007

Force the cylindrical pins 12x24 (1) into the holes (blind holes)
until contact is obtained.

Fix converter bell housing (1) with cylindrical screws M10x30 (2).

Tightening torque (M10/8.8x30) ................ MA = 46 Nm

Fit two adjusting screws (S) and mount preassembled pump (1).

Pay attention to the hole pattern!

(S) Adjusting screws (M8) 5870 204 011

SM 751 07-4-35
 Group 07, Transmission(3WG-94EC)

Position transmission pump with 3 cylindrical screws (1) M8x60

(3x120° offset position) equally until contact is obtained.

ATTENTION: Do not damage (shear off) the O-ring!

Fix transmission pump with cylindrical screws M8x60 (1).

Tightening torque (M8/8.8x60) ...................MA = 23 Nm

Fix pump with cylindrical screws (1 and 2).

1 = M8x16
2 = M8x35

Tightening torque M8/8.8x16................ MA = 23 Nm

Tightening torque M8/8.8x35................ MA = 23 Nm
New cylindrical screws are to be fitted on a general basis.
These cylindrical screws are already provided with adhesive
(microcapsule).
The microcapsule bursts when the screw is turned in, wets
screw and nut thread and hardens.

Mount O-ring 30x3 (1) onto the suction tube (2) and grease it.

SM 751 07-4-36
 Group 07, Transmission(3WG-94EC)

Fix suction tube (1) with cylindrical screws M8x16 (2).

Tightening torque M8/8.8x16................ MA = 23 Nm

When reusing the cylindrical screws, they must be secured

with Loctite no. 243!

New cylindrical screws are already provided with adhesive

(microcapsule).

The microcapsule bursts when the screw is turned in, wets

screw and nut thread and hardens.

Insert all bearing outer rings into the bearing holes of both hous-
ing parts (see Figure).

1 = „KV“ clutch - forward

2 = „KR“ clutch - reverse and input
3 = „KD“ clutch - 2nd gear
4 = „KC“ clutch - 1st gear
5 = „KE“ clutch - 3rd gear
6 = Output

Place bearing outer rings into the bearing holes usin\g

assembly grease.

If, contrary to the ZF recommendation, the tapered roller

bearings of clutches and input are not replaced, it is impera-
tive to ensure the previous pairing (bearing inner ring/bear-
ing outer ring) - see Chapter -6 Figure 4 and 5)!

Insert O-ring 24x2.5 (7) into the hole and grease it.

2.2 Reinstallation of clutches

Align and grease rectangular ring 30x2 (1).

Position clutch KC (2).

SM 751 07-4-37
 Group 07, Transmission(3WG-94EC)

Align and grease rectangular ring 30x2 (1).

Position clutch KD (2).

Align and grease rectangular rings 50x2.5 (1).

Position clutch KR- input (\2).

Align and grease rectangular ring 30x2 (1).

Position clutch KV (2).

Position output shaft (1) together with screen sheet (2).

Bolts (3) of screen sheet must be fixed into the pilot holes!

SM 751 07-4-38
 Group 07, Transmission(3WG-94EC)

Align and grease rectangular ring 30x2 (1).

Position clutch KE (2).

Align and grease rectangular rings (1).

Use the lifting device to carefully bring the transmission housing

rear part into contact position.

Bolts (1) of screen sheet must be fixed into the pilot holes!

Wet mounting face with Loctite (type no. 574)!

SM 751 07-4-39
 Group 07, Transmission(3WG-94EC)

Hand-tighten the transmission housings crosswise with 2 cylin-

drical screws (1).

Fit cylindrical pins 12x24 (2) centrically to the mounting face.

Tighten the transmission housing front and rear part crosswise

with 4 cylindrical screws M10 (1).

Tightening torque ..............................MA = 46 Nm

Transmission rear part is not fixed to the holding fix-

ture and could get loose after turning!
Secure the connection with cylindrical screws!

Fix transmission housing front and rear part by means of cylindri-

cal screws (1 and 2).

Fit bracket (3).

Cylindrical screws (1) M10x30 (11x)

Cylindrical screws (1) M10x50 (17x)

Tightening torque (M10/8.8x30) ........................MA = 46 Nm

Tightening torque (M10/8.8x50) ........................MA = 46 Nm

4 = cylindrical pin 12x24

SM 751 07-4-40
 Group 07, Transmission(3WG-94EC)

3. REASSEMBLY of output flange

Use driver tool to fit the shaft seal 70x100x10 (1) until contact
position, with the sealing lip showing towards the oil sump.

(S) Driver tool 5870 048 057

Fill space between sealing lip and dust lip with grease!

Wet outer diameter with spirit!

Heat up output flange (approx. 120° C).

Mount output flange (1) until contact is obtained.

Wear protective gloves!

Adjust bearing inner ring after cooling-down.

Insert O-ring 38x4 into the space between output flange and
shaft.

Fix output flange by means of washer (1) and hexagon screws

10x25 (2).

Tightening torque (M8/10.9x25) ................ MA = 34 Nm

SM 751 07-4-41
 Group 07, Transmission(3WG-94EC)

4. REASSEMBLY of converter safety valve and

main pressure valve

4.1 Reassembly of converter safety valve

Insert valve (1) with drift (S) into the housing until contact is
obtained.

(S) Drift 5870 705 012

Place compression spring (1) into the transmission hole and fit
screw plug M38x1.5 (2) with O-ring 35x2 (3).

Tightening torque..............................MA = 46 Nm

4.2 Reassembly of main pressure valve (control pressure

valve)

Main pressure valve consists of:

1 = Screw plug M22x1.5 with O-ring 19x2

2 = Piston
3 = Spacer ring (2 pcs)
GGGGGRecommended value 5 mm
4 = Compression spring

The main pressure 16 + 3 bar is determined by means of the

spacer rings!
Gradation of available spacer rings see spare parts list.

Tightening torque ............................ MA = 60 Nm

SM 751 07-4-42
 Group 07, Transmission(3WG-94EC)

5. REASSEMBLY of central shaft (PTO ) and con-

verter
Press tapered bearing (1) onto the central shaft (2) until contact
is obtained.

Press the toothed disk (1) onto the pump shaft until contact is
obtained.

Mount rectangular ring 50x2.5 (1).

Grease and centrically align rectangular ring.

Mount retaining ring 75x2.5 (2).

Mount central shaft (3) until contact is obtained.

Fix central shaft with retaining ring 75x2.5 (1).

SM 751 07-4-43
 Group 07, Transmission(3WG-94EC)

Mount converter (1) until contact is obtained.

Position 1 washer/each / thickness = 1.0 mm (4x) (1) onto the

flexplate mounting webs (4x).

Place flexplates (2).

Pay attention to the installation position! Spot-welded rein-

forcing disks of the flexplate to be arranged towards the out-
side - see arrows !

Mount washer (3) to the hexagon screw M10x16 (4) and fix the
flexplates.

Tighten hexagon screws M10x16 (1).

Tightening torque (M10/8.8x16) ................ MA = 46 Nm

When reusing the hexagon screws they must be secured

with Loctite 243

New hexagon screws are already provided with adhesive

(microcapsule).

The microcapsule bursts when the screw is turned in, wets

screw and nut thread and hardens.

Fix converter axially!

Risk of injury!

SM 751 07-4-44
 Group 07, Transmission(3WG-94EC)

6. REASSEMBLY:
Pressure controller (proportional valves), inductive sensor,
speed sensor (Hall sensor), temperature sensor, breather
and screw plugs

Mount breather (1).

Mount output Hall sensor - (1) onto the speed sensor, install
Oring 15.5x2.6 (2) and fix it with cylindrical screws M8x16 (3).

Tightening torque (M8/8.8x16)............. MA = 23 Nm

When reusing the cylindrical screw, it must be secured with

Loctite no. 243!

New cylindrical screw is already provided with adhesive

(microcapsule).
The microcapsule bursts when the screw is turned in, wets
screw and nut thread and hardens.

Fit positioned parts.

1 = Inductive sensor with O-ring 15x2 - n turbine

2 = Inductive sensor with O-ring 15x2 - n central gear chain
3 = Inductive sensor with O-ring 15x2 - n engine
GGGGGTightening torque………… MA = 30 Nm
4 = Temperature sensor with O-ring 11x2
GGGGGMeasuring point „63“ after the converter
GGGGGTightening torque………… MA = 25 Nm

SM 751 07-4-45
 Group 07, Transmission(3WG-94EC)

Fix pressure controller – proportional valves- (1) with the cylindri-

cal screws M6x12 (2).

Tightening torque (M6/8.8x12)............. MA = 9.5 Nm

Mount all screw plugs (1 and 2) with O-rings.

1 = Screw plug M10x1 with O-ring 8x 1.5 (24x)

GGGGGTightening torque (M10x1) ...... MA = 6 Nm

2 = Screw plug 9/16-18 UNF with O-ring 11.9x2 (7x)

GGGGGTightening torque (9/16-18 UNF) .... MA = 15 Nm

SM 751 07-4-46
 Group 07, Transmission(3WG-94EC)

7. REASSEMBLY of filter, closing components, oil

filler tube with oil dipstick and oil drain plug

Place O-rings 34.2x3 (1) into the holes and grease them.

Attach filter head (1) with cylindrical screws M8x30 (2).

Tightening torque (M8/8.8x30) ...................... MA = 23 Nm

The filter (1) has to be fitted as follows:

Slightly oil the seal

Turn in the filter until contact with the sealing surface is
obtained, and then tighten it by hand with approx. 1/3 to 1/2
rotation.

SM 751 07-4-47
 Group 07, Transmission(3WG-94EC)

Install O-ring 30x3 (1) onto the oil suction tube (2), grease it and
fix it with cylindrical screws M8x16 (3) to the transmission hous-
ing.

Mount oil dipstick(4).

Tightening torque (M8/8.8x16).................. MA = 23 Nm

Fit oil drain plug 7/8-14 UN 2A (1).

Tightening torque (7/8-14 UN 2A).............MA = 30 Nm

Fix identification plate (2) by means of grooved pins 3x5.

Before putting the transmission into operation, fill it with oil

SM 751 07-4-48
 Group 07, Transmission(3WG-94EC)

Section 5
Transmission Removal and Installation

SM 751 07-5-1
 Group 07, Transmission(3WG-94EC)

Transmission Removal

! CAUTION
SAFE PARKING: Before starting work.

1. Be sure to park your forklift on horizontal surface that is rigid and has no cracks or broken areas, e.g. concrete floor.
2. Place the upright assembly in a vertical position and then slowly lower the attachment to the lowermost level.
3. Neutralize the controls.
Turn off the ignition and then remove the key.
4. Fully engage the parking brake and block the wheels.

! WARNING
Comply with all safe lifting practices whenever attempting to mount or remove transmission to or from
the forklift.
Lifting is permitted only in the case where an appropriate size of eyebolt on the top of transmission is used.
Make sure to use lifting equipment having a safe load capacity exceeding the weight of the transmission.

1. As described in Group 13, remove a variety of front connectors and wiring harness.
2. Remove transmission controller from the overhead guard (Fig. 2).
3. As described in Group 38, remove the floor plate and then disconnect the overhead guard from the frame. Disconnect
negative (-) battery cable.
4. As described in Group 23, remove brake, inching brake and cross plate.
5. Remove such various lines as connectors and valves from hydraulic pump (Fig. 1).
6. Remove drain plug and drain the transmission oil.
7. Remove transmission oil cooling line (Fig. 1).
8. Remove drive shaft assembling bolts so as to be disconnected from the transmission (Fig. 3).

Cross plate

Hydraulic pump Oil cooling line

Fig. 1: Items requiring to be disconnected from transmission:

removal of connector from temperature sensor,
removal of cable connected to the transmission,
wires and hoses

SM 751 07-5-2

9. Place a block beneath the end of engine’s flywheel
housing or support it with the use of a reliable method
as a floor jack to prevent sagging (Fig. 4).
Fig. 2: Transmission controller
Fig. 3: Remove drive axle from shaft.
Fig. 4: Block placed below engine flywheel.
SM 751
Group 07, Transmission(3WG-94EC)
10. After removing the hole cover for assembling the
transmission to the engine, loosen the 4 bolts that
tighten the transmission driving plate to the engine
flywheel. (Fig. 5).
11. Unfasten 12 bolts fixing the transmission housing to
the engine flywheel housing in order for the transmis-
sion to be separated. (Fig. 6)
12. Remove bolts fastening the brackets at both sides of
the transmission. (Fig. 7)
13. Lift out the transmission using a crane hook. (Fig. 9)
! CAUTION
Be aware of all wires, hose and cable which
could obstruct removing the transmission.
Use extreme caution and determine that the
transmission is safely and stably hooked
prior to lifting it.
! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.
Fig. 5: Removal of driving plate from flywheel
07-5-3
 Group 07, Transmission(3WG-94EC)

In case of using a crane (Fig. 9, 10):

A. Engage transmission lifting eye with the crane’s
hook.
B. Lift the transmission from the frame.

! CAUTION
Check, without fail, that the crane is firmly
and completely robustly assembled.
Remove the transmission with special care
not to damage to other systems.

Fig. 6: Removal of transmission from engine

14. After removing the transmission from the frame,
remove the mounting bracket and dipstick tube. (Fig. 8)

Fig. 9: Mounting of crane ring to transmission

Fig. 7: Removal of transmission bracket attaching

bolts and dipstick tube bolts

Fig. 10: Removal of transmission

Fig. 8: Removal of transmission mounting bracket

and dipstick tube

SM 751 07-5-4
 Group 07, Transmission(3WG-94EC)

Transmission Installation
The installation shall be in the reverse order of the remov-
ing procedure. Refer to figures herein when installation
the transmission. (Fig. 11)
9. Rotate the crank pulley until the flywheel tap holes
and drive plate mounting holes are in location for
assembly. Temporarily assemble the drive plate
mounting bolts. Repeat the above procedure with
respect to each flywheel/drive plate mounting hole.

! CAUTION
Make sure the forklift is parked in a secure
manner.
1. Check to ensure that the torque converter is normally
positioned in the transmission.
2. Remove the access hole cover at the side of engine for
assembling the transmission. (Fig. 5)
3. Install the mounting bracket to the transmission by
applying a torque of 450-500 N·m (332-369 Ibf·ft)
for tightening.
Apply Loctite #262 to bolts as appropriate. (Fig. 8)
4. Mount the dipstick tube to the transmission, where the
tightening torques to be applied is 30-35 N·m (22-26
Ibf·ft).
Apply Loctite #262 to bolts as appropriate. (Fig. 8)
5. Check to ensure that the transmission mounting
bracket and mounting lever is stably assembled to the
frame. (Fig. 7)
6. Carefully locate within the frame the transmission
that is engaged through a hook of crane. (Fig. 10) At
this point, ensure that the transmission be positioned
in a way that the transmission mounting bolts pass
through the mounting lever and mounting brackets
assembled to the frame.
! CAUTION
Use extreme caution that the transmission is
safely and stably hooked prior to lifting it.
10. Fasten all drive plate mounting bolts with a torque of
60-65 N·m (44-48 Ibf·ft).
Apply Loctite #262 to bolts as appropriate. (Fig. 5)
11. After locating the transmission to mounting brackets,
fasten them with the use of bolts, where the fastening
torque shall be 240-270 N·m (177-199 Ibf·ft). (Fig. 6)
12. Assemble the drive shaft to the transmission with an
engaging torque of 71-93N·m (52-69 Ibf·ft).
Apply Loctite #262 to bolts as appropriate. (Fig. 3)
13. Reinstall/reconnect the following items. (Fig. 1):
• Brake and inching pedal assembly
• Various front connectors, wiring harness, sensors
• Transmission oil cooling line
14. Install/connect all items that have been removed or
disconnected as directed in 1~5 steps of the above-
mentioned “Transmission Removal” by referring to
the pertinent descriptions therein.
15. Install transmission controllers in which the fastening
torque shall be 5-6 N·m (4 Ibf·ft). (Fig. 2)
16. Fill transmission oil. Operate until the forklift is pre-
heated and then recheck the oil level.
17. As described in Group 13, starting the vehicle is
allowed only after making initial AED setting and
inching pedal adjustments once assembling the vehi-
cle is completed.

! WARNING
Be always alert for the potential fall of heavy
loads that may cause serious injury.

7. Move the transmission toward the engine so that the

converter dowels and mounting flange can be cor-
rectly assembled. (Fig. 5)
8. Assemble transmission housing and engine flywheel
housing with the use of bolts, where the fastening
torque shall be 60-65 N·m (44-48 Ibf·ft).

SM 751 07-5-5
 Group 07, Transmission(3WG-94EC)

Fig. 11: Mounting of transmission

SM 751 07-5-6
 GROUP 08

GROUP 08

TRANSMISSION (T12313 MODEL)

(FOR LPG TRUCK)

DISASSEMBLY ..............................................................................Section 1

DISASSEMBLY AND REASSEMBLY OF (1ST)

AND 2ND CLUTCH .........................................................Section 2

DISASSEMBLY AND REASSEMBLY OF 3RD CLUTCH.......Section 3

DISASSEMBLY AND REASSEMBLY OF FORWARD

AND REVERSE CLUTCHES .........................................Section 4

REGULATOR VALVE DISASSEMBLY

AND REASSEMBLY........................................................Section 5

CLEANING AND INSPECTION..................................................Section 6

TROUBLESHOOTING PROCEDURES .....................................Section 7

TRANSMISSION CONTROLLER...............................................Section 8

TRANSMISSION REMOVAL AND INSTALLATION.............Section 9

SM 751 08-0
 Group 08, Transmission(T12313)

Section 1
DISASSEMBLY

• Remove drive plate attaching capscrews and washers. • Remove torque converter to turbine shaft retainer
Remove drive plate and backing ring. ring.

• Remove torque converter plug retainer ring. • Remove torque converter assembly.

• Remove plug and O–ring. • Remove torque converter to shaft locating ring.

SM 751 08-1-1
 Group 08, Transmission(T12313)

• Remove filter assembly. • Remove pump mounting capscrews and washers.

Remove pump and gasket.

• Remove pressure regulator and regulator sleeve.

• Remove converter housing to transmission case cap-
! WARNING screws and washers.
Special tool can be fabricated.

• Remove converter housing and gasket.

• Remove charging pump permanent pump hole cover.
(Not used when auxiliay pump is used.)

SM 751 08-1-2
 Group 08, Transmission(T12313)

• Remove impeller hub gear. • Loosen solenoid valve cartridge.

• Remove solenoid valve cartridge retainer nut and O– • Remove valve. Repeat procedures for remaining sole-
ring. noid valves.

• Remove solenoid coil and O–ring. • Remove bore plug and O–rings. This plug is used in
the middle bore position in the 3 speed version only.

SM 751 08-1-3
 Group 08, Transmission(T12313)

• Remove spacer plate capscrews and washers. • Remove forward and reverse clutch assembly.

• Pry spacer plate away from transmission case at • Remove 3rd clutch assembly.
dowel pin holes. Remove spacer plate and gasket.
Note aligning studs to facilitate spacer removal.

• Remove 3rd speed clutch shaft pilot bearing.

• Remove 1st and 2nd clutch assembly.

SM 751 08-1-4
 Group 08, Transmission(T12313)

• Remove oil baffle capscrew and washer. • Remove supply tube and screen assembly.

• Remove oil baffle. • Remove 3rd clutch gear and output shaft.

• Remove oil supply tube O–ring. • Remove 1st and 2nd clutch shaft rear roller bearing.
Remove 3rd gear roller bearing.

SM 751 08-1-5
 Group 08, Transmission(T12313)

• Remove roller bearing locating ring. • Pilot bearing and distributor sleeve removed.

• Remove inner case set screw plug. Remove clutch • Remove modulator housing sleeve and O–ring.
shaft distributor sleeve set screw.

• Remove inner, middle, and outer valve springs and

• Use a hammer puller (or any suitable puller) as shown valve stop pin.
to remove distributor sleeve and shaft pilot bearing.

SM 751 08-1-6
 Group 08, Transmission(T12313)

• Remove accumulator spool. • Remove parking brake caliper assembly bolts from
brake and housing.

• Remove modulation housing sleeve and O–ring.

• Remove brake caliper assembly.

• Remove diverter sleeve.

• Remove output flange to bearing retainer ring.
! WARNING
Diverter sleeve has a 5/16–24 threaded hole
in end of it. A threaded rod screwed into end
of it will facilitate removal of diverter sleeve.

SM 751 08-1-7
 Group 08, Transmission(T12313)

• Tap output flange from rear bearing. • Remove seal sleeve, seal and O–ring.

• Remove output flange and brake disc. • Remove output flange bearing.

• Remove output seal sleeve retainer ring. • Remove bearing locating ring.

SM 751 08-1-8
 Group 08, Transmission(T12313)

Section 2
DISASSEMBLY AND REASSEMBLY OF 1st AND 2nd CLUTCH

DISASSEMBLY 1st CLUTCH DISASSEMBLY • Remove outer thrust washer, bearing and inner thrust
washer.
• Remove clutch shaft oil sealing rings.

• Remove clutch gear and disc hub.

• Remove front bearing retainer ring.

• Remove front bearing • Clutch gear and bearing removed.

SM 751 08-2-1
 Group 08, Transmission(T12313)

• Remove outer thrust washer, thrust bearing, and inner • Remove inner and outer clutch discs.
thrust washer.

• Compress disc springs and remove retainer ring.

• Remove clutch disc end plate retainer ring.

• Remove retainer ring retainer.

• Remove clutch disc end plate.

SM 751 08-2-2
 Group 08, Transmission(T12313)

• Remove disc springs. 2nd CLUTCH DISASSEMBLY

• Using a gear puller as shown, remove gear and rear
bearing inner race.

• Remove clutch piston wear plate.

• Remove inner race from shaft.

• Turn clutch over and tap clutch shaft on a block of

wood to remove clutch piston.

• Remove gear from shaft.

SM 751 08-2-3
 Group 08, Transmission(T12313)

• Remove gear locating ring from shaft. • Remove clutch gear and hub and gear bearings.

• Remove thrust bearing and clutch gear retainer ring. • Remove outer thrust washer, thrust bearing and inner
thrust washer.

• Remove outer thrust washer, thrust bearing, and inner

thrust washer. • Remove clutch disc end plate retainer ring.

SM 751 08-2-4
 Group 08, Transmission(T12313)

• Remove end plate. • Remove retainer ring retainer.

• Remove inner and outer clutch discs. • Remove disc springs.

• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.

SM 751 08-2-5
 Group 08, Transmission(T12313)

• Remove clutch piston. • Install clutch piston inner seal ring.

! WARNING
Ring must be sized before installing in clutch
drum. Sizing is best accomplished by rotating
piston while holding a round object against
the new seal ring. Rotate piston until seal
ring is flush with outer diameter of piston.

Assembly instruction.

1st CLUTCH REASSEMBLY

(See Cleaning and Inspection Page)
• Two bleed valves in clutch drum must be clean and
free of any foreign material.

• Position piston in low clutch drum as shown. Use cau-

tion as not to damage inner and outer piston sealing
rings.

• Install clutch piston outer seal ring.

SM 751 08-2-6

• Position clutch piston wear plate on piston.
• Install piston return disc springs. First spring with
large diameter of bevel toward wear plate.
Alternate seven (7) springs.
Assembly instruction.
• Position return spring retainer on clutch shaft.
SM 751
Group 08, Transmission(T12313)
• Start ring on shaft with snap ring pliers.
• Use a sleeve with the proper inner diameter to fit over
shaft and against retainer ring. A sharp blow with a
soft hammer will compress springs and seat retainer
ring. Be sure ring is in full position in groove.
• Install first steel (outer) clutch disc.
08-2-7
 Group 08, Transmission(T12313)

• Install first friction (inner) clutch disc. Alternate steel

and friction until ten (10) steel and ten (10) friction ! WARNING
discs are in position. Low (1st) clutch pack must be checked for
clutch disc clearance.
Assembly instruction. With the clutch assembly on end, the clutch
discs will fall to the piston.
Measure the distance between the clutch end
plate and end plate retainer ring by inserting
a feeler gauge or taper gauge through the
slots in the clutch drum.

The required clearance is 2.03–3.43 mm (0.080~0.135

in)
If the clearance is greater than 3.43 mm (0.135in) add
one steel disc under the end plate.

Assembly instruction.

• Install clutch disc end plate.

• Position thrust bearing inner washer on clutch shaft.

• Install end plate retainer ring.

SM 751 08-2-8
 Group 08, Transmission(T12313)

• Position thrust bearing on clutch shaft against inner • Position inner thrust washer on shaft.
thrust bearing washer.

• Position thrust bearing on shaft.

• Install outer thrust bearing washer against bearing.

• Position outer thrust washer on shaft.

• Press bearing in clutch gear and disc hub, being cer-
tain bearings are pressed flush with face of gear on
both sides.
Install the clutch gear in the clutch assembly by align-
ing the clutch hub teeth with the clutch inner discs. Be
sure the clutch hub is in full seated position in the
clutch assembly. Do not force this operation.

SM 751 08-2-9
 Group 08, Transmission(T12313)

• Install clutch shaft front bearing. 2nd CLUTCH REASSEMBLY

! • Install inner and outer clutch piston seal rings.

WARNING
Bearing has a shield in it. This shield must
face upward.

Assembly instruction.

• Position piston in clutch drum, using caution as not to

damage piston sealing rings.

• Install front bearing retainer ring.

• Install clutch piston wear plate.

• Install clutch shaft oil sealing rings. Grease rings to

facilitate reassembly into front housing.

SM 751 08-2-10
 Group 08, Transmission(T12313)

• Install piston rerurn disc springs. First spring with • Install first steel (outer) clutch disc.
large diameter of bevel toward wear plate.
Alternate five (5) springs.

Assembly instruction.

• Install first friction (inner) clutch disc. Alternate steel

and friction until five (5) steel and five (5) friction
discs are in position.

• Position return spring ring retainer on clutch shaft. Assembly instruction.

• Start ring on shaft with snap ring pliers. Use a sleeve • Install clutch disc end plate.
with the proper inner diameter to fit over shaft and
against retainer ring. A sharp blow with a soft ham-
mer will compress springs and seat retainer ring. Be
sure ring is in full seated position in groove.

SM 751 08-2-11

• Install end plate retainer ring.
• Position thrust bearing inner washer on clutch shaft.
• Position thrust bearing on clutch shaft against inner
thrust bearing washer.
SM 751
Group 08, Transmission(T12313)
• Install outer thrust bearing washer against bearing.
• Press needle bearings in clutch gear and disc hub,
being certain bearings are pressed flush with face of
gear on both sides. Install the clutch gear in the clutch
assembly by aligning the clutch hub teeth with the
clutch inner discs.
Be sure the clutch hub is in full seated position in the
clutch assembly. Do not force this operation.
• Position thrust bearing inner washer on clutchshaft.
08-2-12
 Group 08, Transmission(T12313)

• Position thrust bearing on clutch shaft against inner • Install clutch shaft gear locating ring.
thrust bearing washer.

• Install clutch shaft gear on clucth shaft with long hub

• Install outer thrust bearing washer against bearing. of gear down.

• Install thrust washer retainer ring. • Install rear bearing inner race on clutch shaft with
bearing race shoulder down.

SM 751 08-2-13
 Group 08, Transmission(T12313)

• Position rear bearing on bearing race.

SM 751 08-2-14
 Group 08, Transmission(T12313)

Section 3
DISASSEMBLY AND REASSEMBLY OF 3rd CLUTCH

DISASSEMBLY • Remove thrust washer retainer ring. Remove outer

thrust washer, thrust bearing, and inner thrust washer.
• Remove clutch shaft oil sealing rings.

• Remove end plate retainer ring.

• Using a gear puller as shown, remove clutch gear and
front bearing.

• Remove end plate.

• Remove clutch gear locating ring.

SM 751 08-3-1
 Group 08, Transmission(T12313)

• Remove inner and outer clutch discs. • Remove disc springs.

• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.

• Remove retainer ring retainer. • Remove clutch piston.

SM 751 08-3-2
 Group 08, Transmission(T12313)

3rd CLUTCH REASSEMBLY • Install piston return disc springs. First spring with
large diameter of bevel toward wear plate.
• Clutch piston bleed ball must be clean and free of any Alternate five (5) springs.
foreign material.
Assembly instruction.

• Install inner and outer clutch piston seal rings.

Size inner ring as previously explained, install clutch
• Position return spring ring retainer on clutch shaft.
piston in clutch drum. Use caution as not to damage
sealing rings.

• Start ring on shaft with snap ring pliers.

• Install clutch piston wear plate.

SM 751 08-3-3
 Group 08, Transmission(T12313)

• Use a sleeve with the proper inner diameter to fit over • Install clutch disc end plate.
shaft and against retainer ring. A sharp blow with a
soft hammer will compress springs and seat retainer
ring. Be sure ring is in full seated position in groove.

• Install end plate retainer ring.

• Install first steel (outer) clutch disc.

• Position thrust bearing inner washer on clutch shaft.

• Install first friction (inner) clutch disc. Alternate steel

and friction until five (5) steel and five (5) friction
discs are in position.

Assembly instruction.

SM 751 08-3-4
 Group 08, Transmission(T12313)

• Position thrust bearing on clutch shaft against inner

thrust bearing washer.

• Install outer thrust bearing washer against thrust bear-

ing. Install thrust washer retainer ring.

• Install 3rd clutch pilot bearing on clutch shaft.

A coat of high quality grease will hold pilot bearing in
position.

SM 751 08-3-5
 Group 08, Transmission(T12313)

Section 4
DISASSEMBLY AND REASSEMBLY OF FORWARD AND
REVERSE CLUTCHES

NOTE • Remove bearings and spacer from clutch gear.

A 3 SPEED TRANSMISSION WILL NOT
HAVE EXTERNAL GEAR TEETH ON
THE FORWARD AND REVERSE
CLUTCH DRUM.

REVERSE CLUTCH DISASSEMBLY

• Remove outer thrust washer, thrust bearing, and inner
thrust washer.

• Remove outer thrust washer, thrust bearing, and inner

thrust washer.

• Remove clutch gear and disc hub.

• Remove end plate retainer ring.

SM 751 08-4-1
 Group 08, Transmission(T12313)

• Remove end plate. • Remove retainer ring retainer.

• Remove inner and outer clutch discs. • Remove disc springs.

• Compress disc springs and remove retainer ring. • Remove clutch piston wear plate.

SM 751 08-4-2
 Group 08, Transmission(T12313)

• Remove clutch piston. • Remove clutch gear and disc hub.

FORWARD CLUTCH DISASSEMBLY • Remove bearing and spacer from clutch gear.

• Remove clutch shaft oil sealing rings.

• Remove outer thrust washer, thrust bearing, and inner

thrust washer.
• Remove outer thrust washer, thrust bearing, and inner
thrust washer.

SM 751 08-4-3
 Group 08, Transmission(T12313)

• Remove end plate retainer ring. • Compress disc springs and remove retainer ring.

• Remove end plate. • Remove retainer ring retainer.

• Remove inner and outer clutch discs. • Remove disc springs.

SM 751 08-4-4
 Group 08, Transmission(T12313)

• Remove clutch piston wear plate. • Install inner and outer clutch piston seal rings.
Size inner ring as previously explained. Install clutch
piston in clutch drum. Use caution as not to damage
sealing rings.

Assembly instruction.

• Remove clutch piston.

• Install clutch piston wear plate.

FORWARD CLUTCH REASSEMBLY

(See Cleaning and Inspection Page)
• Clutch piston bleed orifice must be clean and free of
any foreign material.
• Install piston return disc springs. First spring with
large diameter of bevel toward wear plate.
Alternate five (5) springs.

Assembly instruction.

SM 751 08-4-5
 Group 08, Transmission(T12313)

• Position return spring ring retainer on clutch shaft. • Install first steel (outer) clutch disc.

• Start ring on clutch with snap ring pliers. • Install first friction (inner) clutch disc. Alternate steel
and friction until six (6) steel and six (6) friction discs
are in position.

Assembly instruction.

• Use a sleeve with the proper inner diameter to fit over

shaft and against retainer ring. A sharp blow with a
soft hammer will compress springs and seat retainer
ring. Be sure ring is in full position in groove.
• Install clutch disc end plate.

SM 751 08-4-6
 Group 08, Transmission(T12313)

• Install end plate retainer ring. • Position thrust bearing inner washer on clutch shaft.

• Position thrust bearing on clutch shaft against inner

! WARNING thrust bearing washer.
Forward clutch pack must be checked for
clutch disc clearance.

Stand the clutch assembly on end. The clutch

discs on the bottom will fall to the end plate.
Measure the distance between the clutch pis-
ton and the first steel disc by inserting a
feeler gauge or taper gauge through the slots
in the clutch drum.
The required clearance is. 1.22–2.74mm
(0.048~0.108in).
If the clearance is greater than 2.74mm
(0.108in.) add one steel disc under the end
• Install outer thrust bearing washer against thrust bear-
plate.
ing.

Assembly instruction.

SM 751 08-4-7
 Group 08, Transmission(T12313)

• Press one bearing in clutch gear, flush with face of • Position outer thrust washer on shaft.
gear. Install bearing spacer with face of gear. Install
bearing spacer next to bearing.
Press second bearing in gear, flush with face of gear.
Install the clutch gear in the clutch assembly by align-
ing the cluthc hub teeth with the clutch inner discs. Be
sure the clutch hub is in full seated position in the
clutch assembly.
Do not force this operation.

• Install clutch shaft oil sealing rings. Grease rings to

facilitate reassembly into front housing.

• Position inner thrust washer on shaft.

REVERSE CLUTCH REASSEMBLY

• Clutch piston bleed orifice must be clean and free of
any foreign material.

• Position thrust bearing on shaft.

SM 751 08-4-8
 Group 08, Transmission(T12313)

• Install inner and outer clutch piston seal rings. • Position return spring ring retainer in clutch shaft.
Size inner ring as explained on page 20–02–21 install
clutch piston in clutch drum. Use caution as not to
damage sealing rings.

Assembly instruction.

• Start ring on shaft with snap ring pliers.

• Install clutch piston wear plate.

• Use a sleeve with the proper inner diameter to fit over

shaft and against retainer ring. A sharp blow with a
soft hammer will compress springs and seat retainer
ring. Be sure ring is in full seated position in groove.

• Install piston return disc springs. First spring with

large diameter of bevel toward wear plate.
Alternate five (5) springs.

Assembly instruction.

SM 751 08-4-9
 Group 08, Transmission(T12313)

• Install first steel (outer) clutch disc. • Install end plate retainer ring.

• Install first friction (inner) clutch disc. Alternate steel

and friction until six (6) steel and six (6) friction discs ! WARNING
are in position. Reverse clutch pack must be checked for
clutch disc clearance.
Assembly instruction. Stand the clutch assembly on end. The clutch
disc on the bottom will fall to the end plate.
Measure the distance between the clutch pis-
ton and the first steel disc by inserting a
feeler gauge or taper gauge through the slots
in the clutch drum.
The required clearance is 1.22–2.74mm
(0.048~0.108in).
If the clearance is greater than 2.74mm
(0.108 in) add one steel disc under the end
plate.

Assembly instruction.
• Install clutch disc end plate.

SM 751 08-4-10

• Position thrust bearing inner washer on clutch shaft.
• Position thrust bearing on clutch shaft against inner
thrust bearing washer.
• Install outer thrust bearing washer against bearing.
SM 751
Group 08, Transmission(T12313)
• Press one bearing in clutch gear, flush with face of
gear. Install bearing spacer next to bearing. Press sec-
ond bearing in gear, flush with face of gear. Install the
clutch gear in the clutch assembly by aligning the
clutch hub teeth with the clutch inner discs. Be sure
the clutch hub is in full seated position in the clutch
assembly. Do not force this operation.
• Position inner thrust washer on shaft.
• Position thrust bearing on shaft.
08-4-11
 Group 08, Transmission(T12313)

• Position outer thrust washer on shaft.

SM 751 08-4-12
 Group 08, Transmission(T12313)

Section 5
REGULATOR VALVE DISASSEMBLY AND REASSEMBLY

DISASSEMBLY
• Tap pin from regulator valve sleeve. Use caution as
valve spool is under spring pressure.
REASSEMBLY
(See Cleaning and Inspection Page.)
• Install pressure regulator valve spring and regulator
valve piston as an assembly into regulator valve
sleeve.

• Remove regulator valve piston and pressure regulator

valve spring.
• If auxiliary pump is used, it is not necessary to install
the permanent pump hole cover. With new gasket in
place, install pump hole cover on charging pump.
Install capscrews and washers and tighten to specified
torque. See torque chart, figure K.

SM 751 08-5-1
 Group 08, Transmission(T12313)

• Install caliper brake mounting capscrew through

brake assembly and through locknut. Apply Loctite
#262 to threads and install capscrew in transmission
case.

• Mounting capscrews to be installed to allow free

movement of caliper pads to disc. Tighten jam nut.
See torque chart.

• See special instructions for drive plate installation.

SM 751 08-5-2
 Group 08, Transmission(T12313)

DRIVE RLATE INSTALLATION

Measure the “A” dimension (Bolt Circle Diameter) and order Drive Plate Kit listed below.
Note two (2) kits have two (2) intermediate drive plates and one (1) drive plate and weld nut assembly. Two (2) kits with
three intermediate drive plates.

“A” Dimension (Bolt Circle Diameter) “A” Dimension (Bolt Circle Diameter)
333.38 mm Diameter : Kit No. 802424 333.38 mm Diameter : Kit No. 8022426
342.90 mm Diameter : Kit No. 802425 342.90 mm Diameter : Kit No. 802427
Each Kit will include the following parts : Kit will include the following parts :
2 Intermediate drive plates. 3 Intermediate drive plates.
1 Backing ring. 1 Backing ring.
6 Mounting capscrews. 6 Mounting capscrews.
6 Lock washers. 6 Lock washers.
6 Lock washers. 1 Instruction sheet.
1 Instruction sheet.

TO FACILITATE ASSEMBLY, ALIGN SMALL HOLES IN DRIVE PLATES–SEE ILLUSTRATION ABOVE–

ALIGNMENT HOLES.
Position drive plate and weld nut assembly on torque converter assembly with weld nuts toward converter. Align interme-
diate drive plates and backing ring with holes in torque converter assembly.

SM 751 08-5-3
 Group 08, Transmission(T12313)

! WARNING
Two dimples 180° apart in backing ring must
be out (toward the engine flywheel).

Install capscrews and washers.

35~39N·m (26 to 29 lbf·ft).

TRANSMISSION TO ENGINE INSTALLA-

TION PROCEDURE
• Remove all burrs from flywheel mounting faceG and
nose pilot bore. Clean drive plate surfaceG with sol-
vent.
• Check engine flywheel & housing forGconformance to
standard SAE No. 3 per SAEGJ927 and NJ1033 toler-
ance specifications forG pilot bore size, pilot bore
runout and mountingG face flatness. Measure and
record engineGcrankshaft end play.
• Install two (63.500 mm) long transmission toG fly-
wheel housing guide studs in the engineG flywheel
housing as shown. Rotate the engineGflywheel to align
a drive plate mounting screwG hole with the flywheel
housing access hole.
• Rotate the transmission torque converter toGalign the
locating stud in the drive plate withGthe flywheel drive
plate mounting screw holeG positioned in step No. 3.
Locate transmissionGon flywheel housing.
Aligning drive plate to flywheel andG transmission to
flywheel housing guide studs,G install transmission to
flywheel housing screws.
Tighten screws to specified torque. RemoveGtransmis-
sion to engine guide studs. InstallG remaining screws
and tighten to specifiedGtorque.

SM 751 08-5-4
 Group 08, Transmission(T12313)

• Install drive plate screw and washer. SnugGscrew but SPECIFICATIONS AND SERVICE DATA–
do not tighten. Some engine flywheelGhousings gave a POWER SHIFT TRANSMISSION AND
hole located on the flywheelG housing circumference
TORQUEGCONVERTER
in line with the driveG plate screw access hole. A
screwdriver or pryG bar used to hold the drive plate • TRANSMISSION OUT PRESSURE
against theG flywheel will facilitate installation of the With transmission outlet oil temperature,
driveGplate screws. 82.3°~93.3°C (180°~200°F) and transmission in
Rotate the engine flywheel and install theG remaining NEUTRAL. Operating specifications : 413.7kPa
seven flywheel to drive plateGattaching screws. Snug (60P.S.I) minimum pressure at 2000R.P.M. engine
screws but do notG tighten. After all eight screws are speed AND a maximum of 827.kPa (120P.S.I) outlet
installed : pressure with engine operating at no–loadG governed
35~39N·m torque (26~29 lbf·ft). This will speed.
require tightening each screw and rotating theGengine • CONTROLS
flywheel until the full amount of eightG screws have Forward and Reverse–Electric.
been tightened to specified torque. Speed Selection–Electric.

• Measure engine crankshaft end play after transmis- • CLUTCH TYPE

sion has been completely installed on engineG fly- Multiple discs, hydraulically actuated, spring
wheel. This value must be within 0.025 mm of the released, automatic wear compensation, and no
end play recorded in step No. 2. adjustment. All clutches oil cooled and lubricated.
• CLUTCH INNER DISC : Friction.
• CLUTCH OUTER DISC : Steel.
• OIL FILTRATION
Full flow oil filter safety bypass, also strainer screen
in sump at bottom of transmission case.
• CLUTCH PRESSURE
1275.5 kPa (185P.S.I.) minimum–With parking brake
set (see note), oil temperatureG 82,2°~93.3°C
(180°~200°F), engine at idle (700 to 800 R.P.M.),
shift thru direction and speedG clutches. All clutch
pressure must be equal within 34.5 kPa, (5 P.S.I.). If
clutch pressure variesG in any one clutch more than
34.5kPa, (5P.S.I.) repair clutch.
Normal operating pressure 1654.8~1930.5kPa
(240~280P.S.I.) at 2000 R.P.M.

NOTE
Never use service brakes while making clutch
pressure checks. Units having brakeGactuated
declutching in forward and/or reverse will
not give a true reading.

ALWAYS LIFT UP FRONT AXLE FROM

GROUND WHEN MAKING CLUTCH
PRESSUREGCHECKS.

SM 751 08-5-5

LUBRICATION
• TYPE OF OIL : Lube Chart–Consult Operator’s
Manual.
• CAPACITY
Consult Operator’s Manual on applicable machine
model for system capacity.
Torque converter, transmission, and allied hydraulic
system must be considered as a whole toG determine
capacity.
• CHECK PERIOD
Check oil lever DAILY with engine running at
700~800R.P.M. and oil at 82.2°~93.3°C
(180°~200°F). Maintain oil level to FULL port.
• **NORMAL DRAIN PERIOD
Every 500hours, change oil filter.
Every 1000hours, drain and refill system as follows :
Drain with oil at 65.6°~93.3°C (150°~200°F).
(a) Drain transmission.
(b) Oil filter, remove and discard. Install new oil fil-
ter.
(c) Refill transmission to LOW port.
(d) Run engine at 700~800R.P.M. to prime converter
and lines.
(e) Recheck level with engine running at
700~800R.P.M. and add oil to bring level to
LOWGport.
When oil temperature is hot 82.2°~93.3°C
(180°~200°F) make final oil level check. BRING
OIL LEVEL TO FULL PORT.
! WARNING
It is recommended that oil filter be changed
after 50 and 100hours of operation on new
and rebulit or repaired units.
**Normal drain periods and oil filter change
intervals are for average environmental and
duty–cycle conditions. Servere or sustained
high operating temperatures or very dusty
atmospheric conditions will cause acceler-
ated deterioration and contamination.
For extreme conditions judgment must be
used to determine the required change inter-
vals.
SM 751
Group 08, Transmission(T12313)
SERVICING MACHINE AFTER TRANS-
MISSION OVERHAUL
The transmission, torque converter, and its allied hydrau-
lic system are important links in the driveline between the
engine and the wheels. The proper operation of either unit
depends greatly on the condition and operation of the
other ; therefore, whenever repair or overhaul of one unit
is performed, the balance of the system must be consid-
ered before the job can be considered complete.
After the overhauled or repaired transmission has been
installed in the machine, the oil cooler, and connecting
hydraulic system must be thoroughly cleaned. This can be
accomplished in several manners and a degree of judg-
ment must be exercised as to the method employed.
The following are considered the minmum steps to be
taken :
• Drain entire system thoroughly.
• Disconnect and clean all hydraulic lines. Where feasi-
ble, hydraulic lines should be removed from machine
for cleaning.
• Replace oil filter elements, cleaning out filter cases
thoroughly.
• The oil cooler must be thoroughly cleaned. The cooler
should be “back flushed” with oil and compressed air
until all foreign material has been removed. Flushing
in direction of normal oil flow will not adequately
clean the cooler. If necessary, cooler assembly should
be removed from machine for cleaning, using oil, com-
pressed air, and steam cleaner for that purpose. DO
NOT use flushing compounds for cleaning purposes.
• Reassemble all components and use only type oil rec-
ommended for lubrication section. Fill transmission
through filler opening until fluid comes up to LOW
port on transmission.
Remove LOWER check plug, fill until oil runs from
LOWER oil hole. Replace filler plug and level plug.
Run engine two minutes at 700~800R.P.M. to prime
torque converter and hydraulic lines. Recheck level of
fluid in transmission with engine running at idle
(700~800R.P.M.).
Add quantity necessary to bring fluid level to run
freely from LOWER oil level check plug hole.
Install oil level plug. Recheck with hot oil
82.2~93.3°C (180~200°F).
Bring oil level to FULL port to run freely from
UPPER oil level plug hole.
08-5-6
 Group 08, Transmission(T12313)

• Recheck all drain plugs, lines, connections, etc., for

leaks and tighten where necessary.

EXTERNAL PLUMBING AND PRES-

SURE CHECK POINTS
• PORT “J” – “TO COOLER” TEMPERATURE
Port is to be used for “oil to cooler” temperature pick–
up. Gauge is to be located in the operator compart-
ment. See oil temperature gauge specification.
• PORT “D” – “TO COOLER” PRESSURE
Pressure must be measured during normal vehicle test
procedure.
- TEST CONDITIONS :
“To cooler” oil temperature 82~104°C (180~220°F)
Transmission in neutral.
- OPERATING SPECIFICATIONS :
414 kPa (60PSI) minimum pressure at 2000 rpm
engine speed and a maximum of 827 kPa (120PSI)
outlet pressure at no load governed speed.
• PORT “A”–CLUTCH PRESSURE
It is recommended that clutch pressure be monitored
by a gauge located in the operator compartment. Nor-
mal operating pressure 1655~1930kPa (240~280PSI)
at 2000rpm.
• PORT “C” and “M” – BACKUP WARNING
This port is provided for installation of back – up
pressure switch for warning light or horn.

SM 751 08-5-7
 Group 08, Transmission(T12313)

• OIL TEMPERATURE GAUGE SPECIFICATIONS

Normal operating temperature : 82~121°C (180~250°F) Red lined temperature : 121°C (250°F)

SM 751 08-5-8

Section 6
CLEANING AND INSPECTION
• CLEANING
Clean all parts thoroughly using solvent type cleaning
fluid. It is recommended that parts be immersed in
cleaning fluid and moved up and down slowly until
all old lubricant and foreign material is dissolved and
parts are thoroughly cleaned.
! CAUTION
Care should be exercised to avoid skin
rashes, fire hazards, and inhalation of vapors
when using solvent type cleaners.
ཛ BEARINGS
Remove bearings from cleaning fluid and strike flat
against a block of wood to dislodge solidified particles
of lubricant. Immerse again in cleaning fluid to flush
out particles. Repeat above operation until bearings
are thoroughly clean. Dry bearings using moisture–
free compressed air. Be careful to direct air stream
across bearing to avoid spinning. Do not spin bearings
when drying. Bearings may be rotated slowly by hand
to facilitate drying process.
ཛྷ HOUSINGS
Rlean interior and exterior of housings, bearing caps,
etc., thoroughly. Cast parts may be cleaned in hot solu-
tion tanks with mild alkali solutions providing these
parts do not have ground or polished surfaces. Parts
should remain in solution long enough to be thor-
oughly cleaned and heated. This will aid the evapora-
tion of the cleaning solution and rinse water.
Parts cleaned in solution tanks must be thoroughly
rinsed with clean water to remove all traces of alkali.
Cast parts may also be cleaned with a steam cleaner.
! CAUTION
Care should be exercised to avoid inhalation
of vapors and skin rashes when using alkali
cleaner.
All parts cleaned must be thoroughly dried immediately
by using moisture – free compressed air or soft, lintless
absorbent wiping rags free of abrasive materials such as
metal filings, contaminated oil, or lapping compound.
SM 751
Group 08, Transmission(T12313)
• INSPECTION
The importance of careful and thorough inspection of
all parts cannot be overstressed.
Replacement of all parts showing indication of wear
or stress will eliminate costly and avoidable failures
at a later date.
ཛ BEARINGS
Carefully inspect all rollers : cages and cups for wear,
chipping, or nicks to determine fitness of bearings for
further use. Do not replace a bearing cone or cup indi-
vidually without replacing the mating cup or cone at
the same time. After inspection, dip bearings in auto-
matic transmission fluid and wrap in clean lintless
cloth to protect them until installed.
ཛྷ OIL SEALS, GASKETS, ETC.
Replacement of spring load oil seals, O–rings, metal
sealing rings, gaskets, and snap rings is more econom-
ical when unit is disassembled than premature over-
haul to replace these parts at a future time. Further loss
of lubricant through a worn seal may result in failure
of other more expensive parts of the assembly. Sealing
members should be handled carefully, particularly
when being installed. Cutting, scratching, or curling
under of the seal lip seriously impairs its efficiency.
Apply a thin coat of Permatex No. 2 on the outer diam-
eter of the oil seal to assure an oil tight fit into the
retainer. When assembling new metal type sealing
rings, same should be lubricated with coat of chassis
grease to stabilize rings in their grooves for ease of
assembly of mating members. Lubricate all O–rings
and seals with recommended type automatic transmis-
sion fluid before assembly.
ཝ GEARS AND SHAFTS
If magnaflux process is available, use process to check
parts. Examine teeth on all gears carefully for wear,
pitting, chipping, nicks, cracks, or scores. If gear teeth
show spots where case hardening is worn through or
cracked, replace with new gear. Small nicks may be
removed with suitable hone. Inspect shafts and quills
to make certain they are not sprung, bent, or splines
twisted, and that shafts are true.
ཞ HOUSING, COVERS, ETC
Inspect housings, covers, and bearing caps to be certain
they are thoroughly cleaned and that mating surfaces,
bearing bores, etc., are free from nicks or burrs. Check
all parts carefully for evidence of cracks or condition
which would cause subsequent oil leaks or failures.
08-6-1

PARKING BRAKE LINING AND PISTON REPLACEMENT PROCEDURE
DISASSEMBLY
• Loosen and remove lever retaining nut (9) from brake
module and piston assembly (13). Remove lever (8).
• Depress retainer (11) and remove retaining ring (12)
from lever end of brake module (7).
• Remove retainer (11) and five belleville springs (10)
from piston (13).
• Remove piston (13), two cam plates (4), and three
balls (5) from brake module (7).
SM 751
Group 08, Transmission(T12313)
REASSEMBLY
• Lubricate three new balls (5) with high compression
grease and place in ramps of new cam plates (4).
• Install new cam plates (4) in brake module (7) making
sure locking lugs are aligned properly in the brake
module.
• Install piston (13) in brake module (7) making sure
piston aligns properly on cam plates (4).
• Install five belleville springs (10) and retainer (11) on
lever end of piston (13).
• Depress retainer (11) and install retaining ring (12) in
groove on piston (13).
• Install brake module assembly (7) on housing (1).
08-6-2
 Group 08, Transmission(T12313)

• Position lever (8) in a convenient location for actua- tify and correct any malfunction which may occur in the
tion rod. Install lever (8) and lever retaining nut (9) on system.
brake module assembly (7). Snug lever retaining nut
(9).
• Adjust brakes per instructions.

PARKING BRAKE ADJUSTMENT

(Mechanical applied)
With the brake assembled on the transmission with a free
floating operation of the caliper, adjust caliper as follows :

! WARNING
Do not use operating lever (8) as a means to
turn the module body (7).
To use the lever will cause the piston to
extend and cause a false setting.

Module capscrews (14) must be loose before brake adjust-

ment.
• Screw brake module (7) in until linings contact disc.
Back module (7) off until a flat on module lines up
with capscrew (14). 11~14 N·m (8~10lbf·ft)
• Remove lever retaining nut (9). Remove lever (8).
• Reposition lever (8) to desired angle of operation.

• Install retaining nut (9) : 13.6 N·m (10 lbf·ft).

TROUBLESHOOTING GUIDE FOR THE

TRANSMISSION
The following information is pressnted as an aid to isolat-
ing and determining the specific problem area in a trans-
mission that is not functioning correctly.
When troubleshooting a “transmission” problem, it should
be kept in mind that the transmission is only the central
unit of a group of related powertrain components. Proper
operation of the transmission depends on the condition
and correct functioning of the other components of the
group. Therefore, to properly diagnose a suspected prob-
lem in the transmission, it is necessary to consider the
transmission fluid, charging pump, torque converter,
transmission assembly, oil cooler, filter, connecting lines,
and controls, including the engine, as a complete system.
By analyzing the principles of operation together with the
information in this section, it should be possible to iden-

SM 751 08-6-3

Section 7
TROUBLESHOOTING PROCEDURES
Stall Test
Use a stall test to identify transmission, converter, or
engine problems.
Transmission Pressure Checks
Transmission problems can be isolated by the use of pres-
sure tests. When the stall test indicates slipping clutches,
then measure clutch pack pressure to determine if the slip-
page is due to low pressure or clutch plate friction mate-
rial failure. In addition, converter charging pressure and
transmission lubrication pressure may also be measured.
Mechanical Checks
Prior to checking any part of the system for hydraulic
function (pressure testing), the following mechanical
checks should be made :
There are only two mechanical linkages available on the
transmission.
• Mechanical inching from brake pedal to inching valve
on transmission.
• Linkage from axle disconnect to disconnect actuator.
ཛ Check the parking brake and inching pedal for correct
adjustment and travel.
Be sure the pedal moves freely and returns fully.
Be sure all lever linkage is properly connected and
adjusted in each segment and at all connecting points.
ཛྷ The controls are actuated electrically. Check the wir-
ing and electrical components.
ཝ Be sure that all components of the cooling system are
in good condition and operating correctly. The radiator
must be clean to maintain the proper cooling and oper-
ating temperatures for the engine and transmission.
Air clean the radiator, if necessary.
ཞ The engine must be operating correctly. Be sure that it
is correctly tuned and adjusted to the correct idle and
maximum no–load governed speed specifications.
Hydraulic Check
Also, before checking the transmission clutches, torque
converter, charging pump, and hydraulic cricuit for pres-
SM 751
Group 08, Transmission(T12313)
sure and rate of oil flow, it is important to make the fol-
lowing transmission fluid check :
Check oil level in the transmission. The transmission fluid
must be at the correct (full) level. All clutches and the
converter and its fluid circuit lines must be fully charged
(filled) at all times.
! WARNING
The transmission fluid must be at operating
temperature 82~93°C (180~200°F) to obtain
correct fluid level and pressure readings. DO
NOT ATTEMPT to make these checks with
cold oil.
To raise the oil temperature to this specification
it is necessary to either operate (work) the vehi-
cle or run the engine with converter at “stall”.
! CAUTION
Be careful that the vehicle does not move
unexpectedly when operating the engine and
converter at stall R.P.M.
CONVERTER STALL PROCEDURE
• Put the vehicle against a solid barrier, such as a wall,
and/or apply the parking brake and block the wheels.
• Put the directional control lever in FORWARD (or
REVERSE, as applicable).
• Put the speed control level in 3rd (3speed) (HIGH) or
6th (6 speed).
With the engine running, slowly increase engine
speed to approximately one–half throttle and hold
until transmission (converter outlet) oil temperature
reaches the operating range.
! CAUTION
Do not operate the converter at stall condi-
tion longer than 30 seconds at one time, shift
to neutral for 15 seconds and repeat the pro-
cedure until desired temperature is reached.
Excessive temperature (120°C (250°F) maxi-
mum) will cause damage to transmission
clutches, fluid, converter, and seals.
08-7-1
 Group 08, Transmission(T12313)

TROUBLESHOOTING GUIDE
Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles.

CAUSE REMEDY
1. Low oil level. 1. Fill to proper level.
2. Clutch pressure regulating valve 2. Clean valve spool and housing.
stuck open.
3. Replace pump.
Low clutch 3. Faulty charging pump.
4. Replace sealing rings.
pressure
4. Broken or worn clutch shaft or pis-
5. Clean bleed valves thoroughly.
ton sealing rings.
5. Clutch piston bleed valve stuck
open.
1. Low oil level. 1. Fill to proper level.
Low charging
2. Suction screen plugged. 2. Clean suction pump.
pump output
3. Defective charging pump. 3. Replace pump.
1. Worn oil sealing rings. 1. Remove, disassemble, and rebuild
converter assembly.
2. Worn charging pump.
2. Replace.
3. Low oil level.
Overheating
3. Fill to proper level.
4. Dirty oil cooler.
4. Clean cooler.
5. Restriction in cooler lines.
5. Change cooler lines.
1. Worn charging pump. 1. Replace.

Noisy converter 2. Worn or damaged bearings. 2. A complete disassembly will be nec-

essary to determine what bearing is
faulty.
1. Low engine R.P.M. at converter 1. Tune engine check governor.
stall.
Lack of power 2. Make corrections as explained in
2. See “Overheating” and make same “Overheating”.
checks.

SM 751 08-7-2
 Group 08, Transmission(T12313)

3 SPEED ASSEMBLY INSTRUCTION

SM 751 08-7-3
 Group 08, Transmission(T12313)

Assemble oil filter : 27~34 N·m (20~25 Use solenoid bore plug in middle position for 3–speed
lbf·ft). version only.

Teflon seals must be sized prior to assembly. Solenoid cartridge to be assembled : 22~27
N·m (16~21 lbf·ft).
10 outer steel plates–10 inner plates–Alternately
assemble, starting with outer steel plate. Assemble speed sensor adjusting bushing using Loc-
tite No. 262 or No. 270 and stake threaded area three
6 outer steel plates–6 inner plates–Alternately assem- places equally spaced.
ble, starting with outer steel plate.
M10 Ý 1.17–1.20.
5 outer steel plates–5 inner plates–Alternately assem-
ble, starting with outer steel plate. M10 Ý 2.32–2.40.

Shield bearing–assemble with shield as shown. Use 5/16–18 Ý 5.00 screw.

Fwd. Rev. 2nd and 3rd, clutch return disc springs. Use 5/16–18 Ý 3.500 screw.
Concave side of first disc spring to be placed against
clutch piston wear sleeve. Use 3/8–16 Ý 500 screw.
Remaining four springs to be stacked alternately as
shown. Use 5/16–18 Ý 3.250 screw.

Use 5/16–18 Ý 2.00 screw.

Use 3/8–18 Ý 3.250 screw.

Use 5/16–24 nut.

Low clutch return disc springs concave side of first Use 5/16–24 nut.
disc spring to be placed against clutch piston wear
sleeve. Remaining six springs to be stacked alter- Use 3/8–24 nut.
nately as shown.
Tighten all cartridge nuts : 5~7 N·m (4~5
lbf·ft).

Clearance between clutch piston and steel separator

plate to be 1.22~2.74 mm (0.048~0.108 in). If over
2.74 mm (0.108 in) clearance, add one steel outer disc
under end plate.

Clearance between clutch piston and steel separator

plate to be 2.03~3.43 mm (0.080~0.135 in). If over
3.43 mm (0.135 in) clearance, add one steel outer disc
under end plate.

Tighten regulator sleeve : 61~68 N·m (45~50

lbf·ft).

SM 751 08-7-4
 Group 08, Transmission(T12313)

ASSEMBLY NOTES :
Use Permatex and Loctite only where specified. All lead
in chamfers for oil seals, piston rings, and O–rings must
be smooth and free from burrs. Inspect before assembly.
Lubricate all piston ring grooves and O–rings with oil
before assembly.
Apply a thin coat of grease between seal lips on lip type
seals prior to assembly.
Apply a thin coat of Peramtex No. 2 or Loctite No. 641 to
O.D of all oil seals before assembly.
Apply a thin coat of Loctite No. 592 or No. 506 Dryseal to
all pipe plugs.
Where precoated pipe plugs are not used, apply a thin coat
of Loctite No. 592 or 506 Dryseal to pipe plugs.
After assembly of parts using Loctite or Permatex, there
must not be any free or excess material which might enter
the oil circuit.

& Clean mounting surfaces and tapped holes with

solvent. Dry thoroughly, being certain holes are dry and
clean. Install components and special self–locking screws.
Tighten screws to proper torque per chart.

! WARNING
Assembly of components must be completed
within a fifteen minute period from start of
screw installation. The special screw is to be
used for one installation only. If the screw is
removed for any reason it must be replaced.
The epoxy left in the tapped holes must be
removed with the proper tap and cleaned
with solvent. Dry holes thoroughly and use a
new screw for reinstallation.

If special capscrews are not available, clean

epoxy away from threads and dry thor-
oughly. Apply loctite #262 thread lock to
threads. Install capscrews in the proper loca-
tions and tighten to specified torque (See
Torque Chart).

SM 751 08-7-5
 Group 08, Transmission(T12313)

SM 751 08-7-6
 Group 08, Transmission(T12313)

TORQUE SPECIFICATION FOR LUBRICATED OR PLATED SCREWS AND NUTS

NOMINAL
GRADE 5 GRADE 8
SIZE
FINE THREAD COARSE THREAD FINE THREAD COARSE THREAD
N·m (lbf·ft) N·m (lbf·ft) N·m (lbf·ft) N·m (lbf·ft)
0.2500 12~15 (9~11) 11~14 (8~10) 15~18 (11~13) 12~15 (9~11)
0.3125 22~27 (16~20) 16~22 (12~15) 38~43 (28~32) 35~41 (26~30)
0.3750 35~39 (26~29) 31~34 (23~25) 50~56 (37~41) 45~49 (33~36)
0.4375 56~61 (41~45) 50~56 (37~41) 79~84 (58~64) 71~77 (52~57)
0.5000 87~95 (64~70) 77~85 (57~63) 122~134 (90~99) 108~119 (80~88)
0.5625 123~136 (91~100) 111~122 (82~90) 174~191 (128~141) 156~172 (115~127)
0.6250 174~191 (128~141) 153~168 (113~124) 224~268 (180~198) 216~327 (159~175)
0.7500 302~332 (223~245) 271~298 (200~220) 427~470 (315~347) 382~420 (282~310)

Figure K

SM 751 08-7-7
 Group 08, Transmission(T12313)

Section 8
TRANSMISSION CONTROLLER

1. Functional specification

1.1 General
The APC73-12 is a device used to control the shifting of many Spicer Off-Highway Powershift transmissions.
While being easy to operate, it takes care of all transmission related functions in order to achieve superior shift quality
and high reliability.
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves connections between the shift selec-
tor, the APC73-12 and the transmission control valve.

Additionally the APC73-12 requires some connections for supplying power and for selection of different operating
modes.
Refer to section 4.2 for details about the installation.

SM 751 08-8-1
 Group 08, Transmission(T12313)

1.2 External interfaces

The APC73-12 is connected to the vehicle wiring system using a 30 pole Packard Electric Metripack Connector.
The mating connector has following components and Packard part numbers:
Part Packard Part number
Receptacle 12048455
Contact 12089290 (0.35 - 0.5 mm¸)
12103881 (0.8 - 1.0 mm¸)

The different connector pin functions for the APC73-12 are listed below.
Following type designations are considered:
input internally pulled high, must be connected to Ground to
Ptg Pull to ground
activate
input internally pulled low, must be connected to Plus to
Ptg Pull to plus
activate
Output switches internally to Ground. Other side of Load
Ptg Switch to ground
must be connected with Plus
Output switches internally to Battery plus. Other side of Load
Ptg Switch to plus
must be connected with Ground
In below table all references to terminals have prefix TC meaning they refer to the APC73-12 connector pins

APC73-12 connections
Wire Pin Function Type Comment
TC01 A1 Battery + 24V Connect to Battery through 6 A fuse
TC02 B1 Ground Connect to chassis Ground
TC03 C1 PWM0 Stg Warning lamp
TC04 D1 Solenoid 1 Stg Gear position selection solenoid 1
TC05 E1 Solenoid 2 Stg Gear position selection solenoid 2
TC06 F1 Forward Solenoid Stg Forward / Neutral selection solenoid
TC07 G1 Reverse Solenoid Stg Reverse / Neutral selection solenoid
TC08 H1 PWM1 Stg Not used
TC09 J1 Not used stp Not used
TC10 K1 PWM solenoid supply stp Not used
TC11 A2 Not used Not used
TC12 B2 Signal Ground For speed sensors only
TC13 C2 Input 0 ptp Shift lever Forward input
TC14 D2 Input 1 ptp Shift lever Reverse input
TC15 E2 Input 3 ptp Shift lever range selection
TC16 F2 RXD Not used
TC17 G2 Not used Not used
TC18 H2 Input 4 ptp Not used
TC19 J2 Input 6 ptp Not idle/idle switch

SM 751 08-8-2
 Group 08, Transmission(T12313)

TC20 K2 Analogue input 1 ptg Not used

TC21 A3 Engine speed Engine speed – magneto resistive pickup
TC22 B3 Input 7 Declutch request on/off
TC23 C3 Not used Not used
TC24 D3 Turbine speed Turbine speed – magnetoresistive pickup
TC25 E3 Input 2 ptp Shift lever range selection
TC26 F3 Output8 stp Not used
TC27 G3 TXD Not used
TC28 H3 CAN L Not used
TC29 J3 Input 5 ptp Manual / automatic selection
TC30 K3 Analogue input 0 ptg Not used

1.3 Man Machine interface

1.3.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and the different ranges. The
shift lever output signals serve as inputs for the APC73-12. See wiring diagram W4212885 for detailed information on
shiftlever pattern.

1.3.2 Display
The display is located on the APC73-12 front panel and consists of:
2 red 7-segment LED digits
2 status LED lamps
a push button labelled 'M' for display mode selection.
The LED lamp labelled 'T' is yellow and is used to indicate test modes and faults.
The LED lamp labelled 'F' is red and is switched on when the APC73-12 is in the reset condition.

Refer to Dana drawing IAPC73 for installation dimensions.

After power up, the display defaults to the gear position mode. In this mode, the left digit shows the actually engaged
direction and the right digit shows the currently engaged range (gear).

SM 751 08-8-3
 Group 08, Transmission(T12313)

Pressing the 'M' switch changes the displayed information.

While pushing the switch (and about 1 second after it is released) the display shows which information is about to be dis-
played.
Four modes listed in below table are available:

While pressed Info shown Comment

This mode shows actually engaged direction

and range. If either or both differ from the shift
lever, the corresponding dot blinks. The
example shows Neutral 1st.

This mode shows vehicle speed in km/h. For

speeds below 10km/h, speed is shown with
0.1km/h resolution. The example shows 4.2km/
h

This mode shows vehicle speed in mph. For

speeds below 10mph, speed is shown with
0.1mph resolution. The example shows 4.2mph

This mode shows the current shift lever

position.
Only positions actually available on the
transmission are shown. If different from the
transmission, the corresponding dot blinks.

Pushing the switch activates the next mode. Pushing while in shift lever display, the gear position display is again
selected.
When holding the switch for more than 2 seconds, the display shows a code identifying the severest problem currently
detected, if any. The T-led flashes while an error is detected.
Error codes are described in section 2.4.10.

1.3.3 Other
Additionally there is the ‘not idle/idle’ on/off switch, the declutch request on/off switch, and the manual/automatic selec-
tion switch of which the function is described in section 1.6.1.

SM 751 08-8-4
 Group 08, Transmission(T12313)

1.4 Operating modes 1.5.4 Speed sensor inputs

1.5.4.a Turbine speed
1.4.1 Normal driving
The APC73-12 has a current loop speed sensor circuit
See 1.6 for detailed description compatible with the Dana Magneto Resistive Sensor
(MRS). The 1106FT12313 transmission has a MRS speed
1.4.2 Self test mode sensor to measure transmission speed. The speed sensor is
located on the forward drum. The controller supports elec-
This mode is selected when the mode switch is pressed at trical fault detection for the MRS (short circuit or open
power up. load).
See 1.6 for detailed description.
1.5.4.b Engine speed

1.5 Operating Characteristics
The APC73-12 is designed to operate continuously under
the environmental conditions described in section 3.
Below sections detail some specific system limits and
specification data relevant for interfacing with the
APC73-12.
The 1106FT12313 transmission has a MRS speed sensor
to measure engine speed. The engine speed sensor is
located on the spacer plate between the transmission case
and the converter housing. The controller supports electri-
cal fault detection for the MRS (short circuit or open
load).
1.5.4.c Sensor circuit characteristics

1.5.1 System Sensor type Magneto resistive

Operating temperature range -40°C to + 80°C Electrical interface Current sensing

Sealing IP65 Normal operating levels 7 / 14 mA

Supply Voltage Vnom 12V Short circuit detect yes

Min - max. 9V – 16V DC Open circuit detect yes
5 min @ 48V seen as short
Reverse polarity detect
Over voltage conditions 350ms @ 226V circuit
2 ms @ 300V Fully protected yes
Maximum continuous total load
6 Amperes
current @ Vnom 1.5.5 On/Off outputs
Max continuous load current 1.5 Amperes
1.5.2 On/Off inputs
Short circuit detect yes
Low input level < 0.8V Open circuit detect yes
High input level > 2.3V
Redundant shutdown path Common
Minimum DC voltage level - 60V yes
for 5 outputs
Maximum DC voltage level +60V Fully protected yes

1.5.3 Analogue inputs

Internal pull up resistor (to battery
11 kOhm
voltage)
Input voltage range 0 to 5 V
Resolution 10 bit
Minimum DC voltage level - 60V
Maximum DC voltage level +60V

SM 751 08-8-5
 Group 08, Transmission(T12313)

1.5.6 Analogue outputs 1.6.1.c Declutch on/off (wire 22)

Output current 10mA - 1100mA A switch should be installed on the machine to detect if
the driver presses the brake pedal.
Resolution 8 bit
This can be eg. a switch installed under the brake pedal, or
Short circuit detect yes a switch in the brake pressure line. If the driver is pushing
Open circuit detect yes the brake pedal, the switch should connect the BAT+ to
input 22 of the APC73-12. If the driver does not press the
Redundant shutdown path
yes brake pedal, the switch should leave input 22 as an open
Common for 2 outputs connection.
Fully protected yes
If declutch is requested, the transmission is put in neutral.
If the driver releases the brake pedal, the transmission
1.5.7 Speedometer output reengages forward or reverse (provided the direction
change protections are fulfilled – see 1.7)
Signal amplitude 0V / 8 -10V
External load >100kOhm 1.6.2 Shift lever
Conversion factor (programmable) 3.0 to 300 Hz/kph
The main interface with the driver is the shift lever. It
Output frequency range 0 - 12000 Hz allows selecting the driving direction and the different
Short Circuit protected yes ranges. The shift lever output signals serve as inputs for
the APC73-12.
Note: this feature is not implemented in your application.
There will be automatic shifting between 2nd gear and the
shiftlever position.
1.5.8 Communication interfaces
RS232 / RS485 1.6.3 Overspeeding upshifts as transmission
The interface method is strap selectable on the controller protection (in forward and reverse)
PCB. In automatic mode –> if the turbine speed exceeds the
Bitrate <19200 bps overspeeding limit of 3300 RPM, an automatic upshift
will be made to protect the transmission against over-
8 bit 1 stop bit no speeding. This automatic upshifts will even be made to
Protocol
parity gears higher than the shift lever position. Eg. when the
xon/xoff shift lever is in 2nd position and the transmission is also in
Handshake 2nd position, and then there is overspeeding > 3300 RPM,
Dana protocol
the transmission will make an automatic upshift to 3rd gear
to protect the transmission.
1.6 Functional description Note that in manual mode, there will be no automatic
upshifts when the transmission is overspeeding. This
1.6.1 External inputs allows the driver to profit from engine braking when driv-
ing downhill.
1.6.1.a Not idle/idle switch (wire 19)
Conclusion;
Input is active when the throttle pedal is applied. Input is
inactive when the throttle pedal is released. The informa- • In automatic mode –> automatic upshifts when over-
tion received from this input is vital for correct function- speeding
ing of the control unit during automatic shifting. • In manual mode –> engine braking (no automatic
upshifts when overspeeding)
1.6.1.b Manual/Automatic selection (wire 29)
When input wire 29 is activated, manual shifting occurs.
When input wire 29 is not activated, automatic shifting
occurs.

SM 751 08-8-6
 Group 08, Transmission(T12313)

1.6.4 Automatic shifting is reached and the shift lever indicates a gear higher than
the one selected on the transmission. (see 1.6.3. Over-
1.6.4.a Behaviour in neutral speeding Upshifts as transmission protection)
Automatic shifting in neutral is enabled in manual mode
as well as in automatic mode. automatic downshift

If the transmission is in neutral, the APC73-12 will shift Since the downshifts based upon speed ratio would take a
to the next higher gear when the transmission overspeed- very long time (because the engine speed is low), the tur-
ing limit is reached (3300 rpm) or will shift down when bine speed must be also very low before a downshift
the transmission input speed after the downshift would not based upon speed ratio's would take place. In order to
exceed 1800 RPM. overcome this long period in which no downshift is made,
braking downshifts can be incorporated in the program.
1.6.4.b Standard drive When the engine speed drops below 1000 RPM and the
vehicle speed drops below 500 RPM, a braking downshift
Recognised when the engine is accelerated (see not idle/
is made.
idle switch) and the transmission is in converter drive; this
is when :
1.6.5 Output features
1.6.5.a Standard outputs (wire 6, 7, 4, 5, 9)
Wires TC06, TC07, TC04 and TC05 are used to control
the transmission. The table below reflects the gear pattern
generated in each of the transmission gears.
automatic upshifting
An automatic shift to a higher gear is made when the Transmission gear TC06 TC07 TC04 TC05
throttle pedal is pressed (see not idle / idle switch), the tur- F1 ᆬ ᆬ ᆬ
bine speed exceeds a minimum speed and the slip in the F2 ᆬ ᆬ
converter (speed ratio) has reached a certain value. This
occurs when the tractive effort in the higher gear is higher F3 ᆬ
than the tractive effort in the lower gear. N1 ᆬ ᆬ
N2 ᆬ
automatic downshifting
N3
An automatic shift to a lower gear is made when the trac-
tive effort in the lower gear exceeds the tractive effort in R1 ᆬ ᆬ ᆬ
the higher gear. R2 ᆬ ᆬ
R3 ᆬ
Braking mode
1.6.5.b Warning lamp output (wire 3)
Recognised when the engine is not accelerated and in con-
verter drive when the speed ratio > = 1. On When a downshift request, a forward – reverse request, a
reverse – forward request, a neutral – forward request, a
the vehicle, it means that the driver has released the throt- neutral – reverse request, a forward – neutral – forward
tle pedal. request or reverse – neutral – reverse request is not
granted due to too high vehicle speed or engine speed, or
when the transmission is overspeeding, the warning lamp
output (wire 3) switches on.

automatic upshift
No automatic upshifts are allowed in braking mode (throt-
tle pedal released – see not idle / idle switch).
The only condition in which an upshift is made during
braking mode is when the transmission overspeeding limit

SM 751 08-8-7
 Group 08, Transmission(T12313)

1.7 Direction change protections 1.8 Downshift Protection

1.7.1 Forward – Reverse or Reverse – Forward
The behaviour of the transmission during direction
changes depends on the vehicle speed when the direction
change is made.
When a downshift is requested at high speed (in manual
mode or in automatic mode) and the turbine speed would
exceed the transmission limit in the lower gear (>3300
RPM), the downshift is not executed and the warning
lamp switches on.

If the vehicle speed is below 6 km/h and the engine speed

below 1000 RPM, the direction change will be executed
immediately.
The new gear after a direction change will be :
*1st gear in automatic mode if the shiftlever is 1st
*2nd gear in automatic mode if the shiftlever is 2nd or 3rd
*equal to the shift lever position in manual mode

If the vehicle speed or engine speed is too high, the direc-

tion change will be not be executed and the transmission
will be put in neutral until the vehicle speed has dropped
below 6 km/h and the engine speed has dropped below
1000 RPM. Then the direction change will occur.
The new gear after a direction change will be :
*1st gear in automatic mode if the shiftlever is 1st
*2nd gear in automatic mode if the shiftlever is 2nd or 3rd
*equal to the shift lever position in manual mode

1.7.2 Neutral – Forward or Neutral – Reverse

A Neutral – Forward or Neutral – Reverse action occurs
when Forward or Reverse is selected out of Neutral after
machine standstill. In case of a Neutral – Forward or Neu-
tral – Reverse action, Forward or Reverse will only be put
on the transmission if the engine speed is lower than 1000
RPM and the vehicle speed is lower than 6 km/h.

1.7.3 Forward – Neutral – Forward or Reverse

– Neutral – Reverse
A Forward – Neutral – Forward or Reverse – Neutral –
Reverse action occur if a Forward – Neutral – Forward
selection or Reverse – Neutral – Reverse selection has
been executed with the shiftlever and the vehicle has not
been standing still in neutral.
A Forward – Neutral – Forward or Reverse – Neutral –
Reverse action will only be executed if the engine speed is
lower than 1000 RPM.

SM 751 08-8-8
 Group 08, Transmission(T12313)

2. Safety related requirements 2.3 Considered faults

• Over voltage
2.1 Applicable safety guidelines • Under voltage
The control system was designed and developed in close • Internal faults
adherence to DIN/VDE801. • Program out of control
• Single faults on outputs
2.2 Safety concept • Incorrect input patterns
• Intermittent power loss
2.2.1 General • Speed sensor failure
The safety concept is based on the control system's safety
classification according to DIN19250 and on the defini- 2.4 Behaviour in case of faults
tion of the Fail Safe State for a powershift transmission
used in earth moving equipment.
2.4.1 General
The applicable safety class requires considering single
It's considered critical to be able to select Neutral in all
faults affecting driver safety and a redundant method to
circumstances.
achieve the fail-safe state in case of a single safety critical
Selection of Neutral is also considered the safe state in
fault.
case of many faults.
For earth moving equipment, acceptable fault conditions
The APC73-12 has been designed to guarantee automatic
are considered to be:
selection of Neutral in some conditions. This is accom-
- Fail to higher range plished through use of two separate watchdog timers and a
- Fail to next lower range redundant shutdown path for outputs.

The fail-safe state (to be attained when all else fails) is:
- Fail to neutral
2.2.2 APC73-12 implementation
The transmission concept mechanically prevents simulta-
neously locking of two conflicting clutches and guaran-
tees Fail To Neutral in case of electrical power loss.
These properties are used in the APC73-12 to implement
the safety concept.
It monitors its inputs and outputs permanently in order to
detect internal and external faults.
All faults are reported within 0.5 seconds, but only safety
critical faults are acted upon.
Faults resulting in range shifts and loss of drive are toler-
ated.
Faults resulting in unwanted direction clutch engage-
ment result in immediate selection of neutral using the
available redundant shutdown method.
Some other faults are tolerated but the performance of the
system is crippled when the fault persists.
2.4.2 Reset Condition
When power is applied, the APC73-12 first selects the
highest gear and starts initialising itself. This includes a
series of self-tests to assure system integrity.
The highest gear is believed to be the safest possible con-
dition in case of an intermittent power failure.
The initialisation phase takes about 1 second.
After power up, the APC73-12 is in the so-called Neutral
Lock state. This means that the transmission remains in
Neutral until the shift lever is cycled physically through
Neutral.
2.4.3 Over voltage
The APC73-12 is very tolerant to large transients on its
power lines (see also 3.4).
Even power supply levels up to 30 V will not damage cir-
cuit components in 12V mode.
For 24V mode, supply levels can go as high as 50V with-
out damaging the controller.
In 24V mode, voltages in excess of 34V will be flagged as
fault. For supply voltages in excess of 42V, the controller
will protect itself by turning outputs off (or back on at
even higher voltages).

SM 751 08-8-9

2.4.4 Undervoltage
In 12V mode the APC73-12 operates at voltages well
below 9 Vdc.
Below 8Vdc however the APC73-12 enters the reset con-
dition and shuts off all outputs.
Because the APC73-12 is not involved in functions essen-
tial to engine cranking this is not considered as a problem.
2.4.5 Program out of control
The watchdog timers reset the APC73-12 automatically if
due to a program disturbance the watchdog timers aren't
reset in time (150 ms).
Additionally, during program execution, critical variables
are continuously checked for contents integrity. If faults
are detected, the APC73-12 defaults to the reset state.
2.4.6 Intermittent power loss
After power is restored, the APC73-12 enters the reset
condition, resulting in the immediate selection of the
highest gear.
In absence of power the transmission defaults to neutral.
This is due to the transmission design and has nothing to
do with the APC73-12.
2.4.7 Single faults on outputs
General
If any ON/OFF output is shorted to ground, the fault is
shown on the display but no further action is taken. The
background for this is that a short on an output always
results in switching the load off. This either forces Neutral
or a shift to a higher range.
Direction selection related outputs (TC06,TC07) :
A short to plus is considered as a critical fault. Shorts to
plus usually result in being blocked in either Forward or
Reverse (If both are on simultaneously, the transmission
behaviour depends on the state of a hydro-mechanical
interlock inside the transmission).
In this case, the APC73-12 cuts off the power to its power
switches using the redundant shutdown path in order to
bring the transmission to neutral (this only helps if the
APC73-12 itself is the cause of the problem).
This response prevents the APC73-12 from further
monitoring the outputs. Therefor once it enters this
condition, it remains blocked in it until power is cycled
off and on.
SM 751
Group 08, Transmission(T12313)
Other ON/OFF outputs:
Shorts to plus or open load conditions on these outputs are
not considered to cause a safety hazard and are tolerated.
Usually however open load conditions are mistaken for
shorts to plus (due to hardware limitations) and are then
treated accordingly.
The faults are indicated on the display as any output
related fault.
Analogue solenoid related faults (TC03,TC08) :
Shorts to plus or ground and open load conditions on ana-
logue outputs are not considered to cause a safety hazard
and are tolerated.
Whether faults can be detected depends on the normal
load of the output. If a VFS (variable force solenoid) with
a coil resistance of about 4 Ohms is used, faults can reli-
ably be detected.
A short to ground is signalled as an open circuit fault.
2.4.8 Incorrect input patterns
The shift lever pattern presented to the APC73-12 is con-
tinuously check for plausibility.
Direction selection related inputs:
If both Forward and Reverse are requested simulta-
neously, Neutral is selected.
Single 'stuck on' faults of either input are not recognised
and result in a valid input signal, probably causing the
'faulty' direction to be engaged.
Range selection related inputs:
In case a shift lever pattern is generated on the inputs
which does not have a matching pattern in the internal
table (see 1.6.2), the pattern is ignored and the last known
shift lever position is taken into consideration.
2.4.9 Speed sensor failure
An electrical speed sensor failure can be detected when
using a MRS (magneto resistive sensor).
If a speed sensor fault is detected, no automatic down-
shifts are allowed. As soon as the error disappears, the
automatic downshift is granted again.
A fault indication on the display is given to warn the
driver of this problem. See next paragraph.
08-8-10
 Group 08, Transmission(T12313)

2.4.10 Indication of faults

When a fault is detected, the T-led starts flashing.
In order to find out which fault was last detected hold the 'M' switch for more than 2 seconds.
The display will then show alternately the fault area and the fault type. If several faults coexist, only the severest one is
shown.
Below table lists faults in order of severity (severest fault on top) along with displayed codes.

Fault Fault area Fault Type

Outputs shutdown (latched)

Direction outputs
–> forced to plus
–> open connection

Direction outputs
–> short circuit
Other outputs
–> forced to plus
–> open connection
–> short circuit

Turbine Speed sensor failure open

connection

Turbine Speed sensor failure Short circuit

Engine Speed sensor failure open connection

Engine Speed sensor failure Short circuit

SM 751 08-8-11
 Group 08, Transmission(T12313)

Fault Fault area Fault Type

Incorrect input pattern

Redundant Shutdown Path Error Internal

problem - repair !

During start-up, an eeprom error has been

detected. This chip contains all the program
parameters.
Please use the parameter download tool to
re-instate the parameters (can be done at
customer's site) or return the unit for repair.
Error Cause: Wrong Identifier

Eeprom error caused by a single parameter

that is corrupt. Restart the controller and
check if the error still exists. If so, see above
action plan.

Eeprom error caused by multiple corrupt

parameters. See above action plan.

Eeprom error cause by parameter area size.

This requires a software change. Return the
unit for repair.

SM 751 08-8-12
 Group 08, Transmission(T12313)

2.5 Behaviour when faults are removed

2.5.1 Internal faults

Not applicable, because internal faults are only checked at
power up

2.5.2 Program out of control

Not applicable, because this fault results in APC73-12
reset

2.5.3 Single faults on outputs

Response after fault
Fault
removal
Short to ground normal operation is resumed
Neutral remains selected
Direction outputs :
until the APC73-12 is reset
Shutdown condition
(power off/on)
Direction outputs : normal operation is resumed
Short to plus after ±0.5 sec
Any fault on other ON/
normal operation is resumed
OFF outputs

2.5.4 Incorrect input patterns

Normal operation is resumed.

2.5.5 Intermittent power loss

Not applicable, because this fault results in APC73-12
reset

2.5.6 Speed sensor failure

Normal operation is resumed.

SM 751 08-8-13
 Group 08, Transmission(T12313)

3. Environmental conditions

3.1 Nature of environmental conditions

The APC73-12 is intended to be used on mobile earth moving and material handling machinery and as such is exposed
to the severe environmental conditions these machines operate in.
The APC73-12 should be installed inside the driver's cabin, protected from direct exposure to rain, dust and direct steam
cleaning.

3.2 Behaviour of the system under certain conditions

The built in On/Off outputs will automatically shut off in case their junction temperature exceeds 150°C. This can be
caused by external short circuits of outputs to ground, but also by over-current conditions when the unit is operated at
high temperature. After cooling down, they automatically retry to drive their load.

3.3 Environmental standards and limits

Subject Standard Parameters
Temperature cycling IEC68-2-14N -40°C/80°C @ max. voltage
Power up at min. Temp. SAEJ1455 -40°C @ min. Voltage
Power up at max. Temp. SAEJ1455 +80°C @ min. Voltage
Humidity IEC68-2-38
5g pk 10-150Hz 1 Oct /min
Vibration IEC68-68-2-34Fd
2.5Hrs 3 directions
Mechanical Shock IEC68-68-2-29 25g à sine 6ms @ 1 Hz
Sealing IEC529 IP66

3.4 Interference immunity standards and limits

Subject
Steady state voltage
Jump start requirements
Reverse polarity
Negative inductive
transients
Positive inductive transients
Commutation noise
Voltage drop
Load Dump
Electrostatic discharge
Radiated interference
Standard Parameters 12V Parameters 24V
SAEJ1455 9V - 16V , -40°C/80°C 18V - 32V , -40°C/80°C
SAEJ1455 5 min @ 26V, 25°C 5 min @ 50V, 25°C
SAEJ1455 5 min @ -13V, 25°C 5 min @ -26V, 25°C
Vs = -100V tr=1s td=2ms Vs = -100V tr=1s td=2ms
ISO7637-1/1
Ri=10 ȳ 5000 pulses Class IV Ri=10 ȳ 5000 pulses Class IV
Vs = +100V td=50s tr=1s Vs = +100V td=50s tr=1s
ISO7637-1/2
Ri=10 ȳ 5000 pulses Class IV Ri=10 ȳ 5000 pulses Class IV
Vs = +100V/-150V td=100ns Vs = +100V/-150V td=100ns
ISO7637-1/3 tr=5ns Ri=50 ȳ 5000 pulses pos tr=5ns Ri=50 ȳ 5000 pulses pos
and neg Class IV and neg Class IV
ISO7637-1/4
Vs =+86.5V td=350ms tr=5ms Vs =+226V td=350ms tr=5ms
ISO7637-1/5
Ri=3 ȳ Class IV Ri=5 ȳ Class IV
air discharge 8 kV Class III air discharge 8 kV Class III
IEC801-2
contact discharge 4kV Class III contact discharge 4kV Class III
ISO/ CD13766 Parameters as per standard Parameters as per standard

SM 751 08-8-14
 Group 08, Transmission(T12313)

4. Guidelines and Conditions for Use After powering up, the turbine speed monitor is acti-
vated.

4.1 Diagnostics and maintenance Pushing the mode switch after powering up selects the
next mode in the order listed above.
Principally there are no specific devices required for first After output test, turbine speed monitoring is again
level troubleshooting as the APC73-12 incorporates sev- selected.
eral self-test features assisting in this process.
Nevertheless, use of digital multi-meters and simple tools 4.1.1.b Turbine Speed Monitor
such as an indicator lamp will be required to pinpoint When selecting this mode the display shows:
exact causes of problems.
More in depth troubleshooting and system tuning involves
use of an IBM Compatible PC with appropriate software
and EPROM programming equipment.
The APC73-12 allows recall and modification of non-vol-
atile parameters through RS232. After releasing the mode switch the display shows turbine
speed in RPM (rotations per minute).
This way, customers can (given the necessary equipment)
choose to adapt certain parameters to suit their needs. From 0 - 999 rpm the display displays 10's - i.e. below
display corresponds with 630 RPM.
From a maintenance point of view, this is relevant in so
far that the APC73-12 allows reading back the (modified)
parameters along with serial number, part number and
modification date.

4.1.1 Self test Functions

From 1000 RPM on, the display shows thousands. The
The APC73-12 has special circuitry to help verifying its example indicates 1400 RPM
operation.
Four self-test modes are built into the APC73-12 control
programs:
• Turbine speed monitor
• Engine speed monitor
• Speed ratio monitor
4.1.1.c Engine Speed Monitor
• Battery voltage monitor When selecting this mode the display shows:
• Input Test
• Output Test
The 'T' led is on while operating the APC73-12 in test
mode.
After releasing the mode switch the display shows engine
Depending on the application, it's possible that additional
speed in RPM (rotations per minute).
test modes are supported.
The display method is identical as described above for tur-
4.1.1.a Self test Operation bine speed.

Self-test mode is activated by pressing the mode switch on

the APC73-12 front panel while powering up the APC73-
12.
Switching off the power of the APC73-12 leaves the self-
test mode.

SM 751 08-8-15

4.1.1.d Speed ratio Monitor
When selecting this mode the display shows:
After releasing the mode switch the display shows the
speed ratio in the converter.
4.1.1.e Upshift Speed ratio
When selecting this mode the display shows:
The value indicates the theoretical optimal upshift speed
ratio. See also upshift curve(s) shown earlier.
4.1.1.f Downshift Speed ratio
When selecting this mode the display shows :
The value indicates the theoretical optimal downshift
speed ratio. See also downshift curve(s) shown earlier.
4.1.1.g Battery Voltage Monitor
When selecting this mode the display shows:
The voltage displayed is measured on the 12Vinput i.e. on
pin TC01.
The displayed value after the mode switch is released is
the battery voltage in Volts.
Values with a fractional part of 0.5V or higher have the
right dot on
SM 751
Group 08, Transmission(T12313)
Voltage range : 13.0 V - 13.4 V
Voltage range : 13.5 V - 13.9 V
4.1.1.h Input Test
When selecting this mode the display shows:
This test is used to verify operation of the shift lever and
other inputs.
The display shows which inputs are active. The driver (or
technician) can follow the sequence of inputs and thus
verify the wiring of the vehicle. Each segment of the dis-
play indicates a specific input. Different segments can be
switched on simultaneously if different inputs are acti-
vated simultaneously.
This segment is switched on if input wire 13 is activated.
Forward selection.
This segment is switched on if input wire 14 is activated.
Reverse selection.
This segment is switched on if input wire 25 is activated.
Range selection.
08-8-16

This segment is switched on if input wire 15 is activated.
Range selection.
This segment is switched on if input wire 18 is activated.
Not used.
This segment is switched on if input wire 29 is activated.
Manual/Automatic.
This segment is switched on if input wire 19 is activated.
Not idle/idle.
This segment is switched on if input wire 22 is activated.
Declutch request.
This segment is switched on if input wire 23 is activated.
Not used.
Input wire 19 and wire 22 are both activated.
SM 751
Group 08, Transmission(T12313)
4.1.1.i Output test
When selecting this mode the display shows:
This mode can only be selected at standstill. When press-
ing the mode switch while driving or if a speed sensor
fault is flagged, this mode is skipped.
After operating in this test mode, the transmission is
blocked in neutral until the shift lever is cycled through its
neutral position.
The APC73-12 gives information about the status of the
outputs. The possible states are: G (good), S (short-circuit
with ground) and O (open load : output is not connected or
has a short-circuit to the battery plus).
The APC73-12 tests each output sequentially, the left side
of the display gives information about which output is
tested, the right side gives the status of the output.
OUTPUT 1 is good.
OUTPUT 2 has a short circuit to ground.
OUTPUT 3 is not connected or has a short circuit to bat-
tery +.
08-8-17
 Group 08, Transmission(T12313)

Each output corresponds to a specific output wire. 4.2.3 Output signals

Output Function Wire Normal status These signals control the selection of direction and range.
See also 1.6.5.
1 Forward TC06 G(ood)
2 Reverse TC07 G(ood)
4.2.4 Communication interfaces
3 Solenoid 1 TC04 G(ood)
4 Solenoid 2 TC05 G(ood) 4.2.4.a Tuning Link (TC08,TC28)
5 Not used TC09 O(pen) The communication protocol is RS232 compatible and is
PWM0 Solenoid intended for use with existing Spicer Off-Highway Tun-
8 TC03 G(ood)
supply. ing tool and is reserved for Spicer Off-Highway use only.

4.2 Technical guidelines for installation 5. Revision Record

The information contained in this section is provided to Version Date made Made by Comments
ease the installation of the APC73-12 on the vehicle. 03-AUGUST- Koen Startup
G10
2006 Seynaeve version
4.2.1 Power supply
Positive terminals TC01
Only terminal TC01 shall be connected to the battery plus.
Wire TC01 must be connected to the battery through a
fast 6 Amp fuse. It provides power for the shift logic and
for the outputs which control the transmission solenoids.

Ground terminal TC02

Pin TC02 is the APC73-12's ground terminal and must be
connected to a well-defined ground terminal. This can be
the vehicle's chassis or an AWG16 wire routed straight to
the battery minus.
For the APC73-12 control to work properly, a T-split of
the ground wire (close to the connector) must be made to
form a suitable ground reference for the Control Valve.

Ground terminal TC12

Pin TC12 is the signal ground terminal and is intended
for following signals
• Speed sensor ground for TC21 and TC24
• Analogue inputs TC20 and TC30
• Communication link ground (RS232, RS485)

4.2.2 Input signals

The expected pattern on these inputs is described in 1.6.2.
Shiftlever.

SM 751 08-8-18
 Group 08, Transmission(T12313)

Section 9
TRANSMISSION REMOVAL AND INSTALLATION

SM 751 08-9-1
 Group 08, Transmission(T12313)

Transmission Removal

! CAUTION
SAFE PARKING: Before starting work.

1. Be sure to park your forklift on horizontal surface that

is rigid and has no cracks or broken areas, e.g. con-
crete floor.
2. Place the upright assembly in a vertical position and
then slowly lower the attachment to the lowermost
level.
3. Neutralize the controls.
Turn off the ignition and then remove the key. Fig. 1: Removal of transmission controller
4. Fully engage the parking brake and block the wheels. 10. Place a block beneath the end of engine’s flywheel
housing or support it with the use of a reliable method
as a floor jack to prevent sagging (Fig. 5).
! WARNING
Parking
Comply with all safe lifting practices when-
ever attempting to mount or remove trans-
mission to or from the forklift.
Lifting is permitted only in the case where an
appropriate size of eyebolt on the top of trans-
mission is used.
Make sure to use lifting equipment having a
safe load capacity exceeding the weight of the
transmission.

1. As described in Group 13, remove a variety of front

connectors and wiring harness.
2. Remove transmission controller from the overhead
guard (Fig. 1).
Fig. 2: Removal of parking cable
3. As described in Group 38, remove the floor plate and
then disconnect the overhead guard from the frame.
Disconnect negative (-) battery cable.
4. As described in Group 23, remove brake, inching
brake and cross plate.
5. Remove such various lines as connectors and valves
from hydraulic pump.
6. Remove drain plug and drain the transmission oil.
7. Remove parking brake cable. (Fig. 2)
8. Remove transmission oil cooling line (Fig. 3)
9. Remove drive shaft assembling bolts so as to be dis-
connected from the transmission (Fig. 4)
Fig. 3: Removal of oil cooling line

SM 751 08-9-2
 Group 08, Transmission(T12313)

! CAUTION
Be aware of all wires, hose and cable which
could obstruct removing the transmission.
Use extreme caution and determine that the
transmission is safely and stably hooked
prior to lifting it.

! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.

Fig. 4: Remove drive axle from shaft

Fig. 6: Removal of transmission from enqine

Fig. 5: Placement of block beneath engine flywheel

11. After removing a hole cover for assembling transmis-

sion, make loosened 8 pieces of bolts that tighten
transmission driving plate to engine flywheel. (Fig. 6)
12. Unfasten 11 bolts fixing the transmission housing to
the engine flywheel housing in order for the transmis-
sion to be separated. (Fig. 6)
13. Remove bolts fastening the brackets at both sides of
the transmission. (Fig. 7)
14. Make eyebolts connected with the transmission and
take off the transmission by using a crane hook.
(Fig. 10)

SM 751 08-9-3

15. After removing the transmission from the frame,
remove the mounting bracket. (Fig. 8)
Fig. 7: Removal of transmission bracket fastening bolts
Fig. 8: Removal of transmission mounting bracket
SM 751
Group 08, Transmission(T12313)
In case of using a crane (Figs. 9, 10):
A. Engage the transmission with eyebolts for pull-
ing. (Fig. 9)
B. Hang crane ring to eyebolts made in the transmis-
sion and remove it from the frame.
! CAUTION
Check without fail whether the eyebolts are
firmly engaged and the crane rings are
robustly assembled.
Remove the transmission with special care
not to damage to other systems.
Fig. 9: Mounting of crane ring to transmission
Fig. 10: Removal of transmission
08-9-4
 Group 08, Transmission(T12313)

Transmission Installation mounting bolts. Repeat the above procedure with

The installation shall be in the reverse order of the remov-
ing procedure. Refer to figures herein when installation
the transmission. (Fig. 11)
! CAUTION
Make sure the forklift is parked in a secure
manner.
1. Check to ensure that the torque converter is normally
positioned in the transmission.
2. Remove the access hole cover at the side of engine for
assembling the transmission. (Fig. 6)
3. Install the mounting bracket to the transmission by
applying a torque of 105-127 N·m (77-94 Ibf·ft) for
tightening.
Apply Loctite #262 to bolts as appropriate. (Fig. 8)
4. Check to ensure that the transmission mounting
bracket and mounting lever is stably assembled to the
frame. (Fig. 7)
5. After engaging eyebolts with the transmission, locate
the frame in place by using a crane. (Fig. 9)
At this point, ensure that the transmission be in place
in a way that transmission mounting bolts pass
through mounting lever and mounting brackets
assembled to the frame.
respect to each flywheel/drive plate mounting hole.
9. Fasten all drive plate mounting bolts with a torque of
56-70 N·m (41-52 Ibf·ft).
Apply Loctite #262 to bolts as appropriate. (Fig. 4)
10. After locating the transmission to mounting brackets,
fasten them with the use of bolts, where the fastening
torque shall be 121-135 N·m (89-100 Ibf·ft). (Fig. 5)
11. Assemble the drive shaft to the transmission with an
engaging torque of 50-60 N·m (37-44 Ibf·ft). (Fig. 4)
12. Reinstall/reconnect the following items. (Fig. 1):
• Brake and inching pedal assembly
• Various front connectors, wiring harness, sensors
• Transmission oil cooling line
13. Install/connect all items that have been removed or
disconnected as directed in 1~5 steps of the above-
mentioned “Transmission Removal” by referring to
the pertinent descriptions therein.
14. Install transmission controllers in which the fastening
torque shall be 20-25 N·m (15-18 Ibf·ft). (Fig. 1)
15. Fill transmission oil. Operate until the forklift is pre-
heated and then recheck the oil level.

! CAUTION
Use extreme caution on whether the trans-
mission is safely and stably hooked, including
status of eyebolts being engaged, prior to lift-
ing it.

! WARNING
Be always alert for the potential fall of heavy
loads that may cause serious injury.

6. Move the transmission toward the engine so that the

converter dowels and mounting flange can be cor-
rectly assembled. (Fig. 6)
7. Assemble transmission housing and engine flywheel
housing with the use of bolts, where the fastening
torque shall be 34-40 N·m (25-30 Ibf·ft).
8. Rotate the crank pulley until the flywheel tap holes
and drive plate mounting holes are in location for
assembly. Temporarily assemble the drive plate

SM 751 08-9-5
 Group 08, Transmission(T12313)




Fig. 11: Mounting of transmission

SM 751 08-9-6
 GROUP 13

GROUP 13

ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1

Electrical system Specifications and features .......Section 2

Electrical Circuit diagram & Electrical parts

Arrangement ...........................................................Section 3

Instrument Pod ........................................................Section 4

SM 751 13-0
 Group 13, Electrical System

Section 1

Cautions for working on the electrical system

As checking the electrical components
When working or checking electrical components make
sure to study the features and specifications of the relevant
components in advance so that the possibility of accident
will be avoided.
Cautions for welding
 Remove the jumper (-) cable from the engine block
of the discharged machine.
 Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
 Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
 Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.

Electrical components on the machine may be damaged

by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.

Start-up with jumper cables

When the machine cannot be started due to the battery has
being discharged, make use of jumper cables for starting.
Proceed as follows:

Connecting the jumper cables

 Connect one end of jumper (+) cable to the battery
(+) terminal of the discharged machine.
 Connect the other end of jumper (+) cable to the
battery (+) terminal of the running engine.
 Connect one end of jumper (-) cable to the battery
(-) terminal of the running engine.
 Connect the other end of jumper (-) cable to the
engine block of the discharged machine.

! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.

Removing the jumper cables

 When removing the jumper cables, reverse the
order used for connecting.

SM 751 13-1-1
 Group 13, Electrical System

Section 2

Electrical system Specifications and features

Features of the electrical system Battery

The electrical system of C60-80 model is consisted of • Diesel
start-up circuits, instrumental panel and auxiliary circuits.  Type: 12Volt 80AH(20hr) x 2
Input and output of most circuits will be controlled by a  Cold start current: 630Amp (T18ଇ)
micro processor within the instrumental panel.  Capacity: 130minutes (27ଇ)
• LPG
Start-up circuit  Type: 12Volt 80AH(20hr)
 Cold start current: 630Amp (T18ଇ)
The start-up circuit consists of the high power circuits
 Capacity: 130minutes (27ଇ)
such as used for engine starting, battery charging, etc.

Instrumental panel Start motor

• Diesel
The monitor circuit allows the operator to check on the
 Specification: 24Volt 4.0kW
operational condition of the truck by observing the
required indicator. This circuit monitors fuel level, engine • LPG
temperature, battery charge level, working hours and fail-  Specification: 12Volt 1.7kW
ure of sensors. Additionally, it monitors for proper opera-
tion according to the condition of the truck and or a signal
input by the operator. Neutral start, anti-restart park brake
interlock, and auto engine shutdown conditions are all
monitored as critical conditions for proper operation.

Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.

Specification

Voltage and Grounding

System voltage: 24Volt (C60-80D)
System voltage: 12Volt (C60-75L)

SM 751 13-2-1
 Group 13, Electrical System

Section 3

Electrical Circuit Diagram & Electrical Parts Arrangement

SM 751 13-3-1
 Group 13, Electrical System

Electrical Circuit Diagram

• Electrical circuit diagram(Diesel)

cpuTY_\\`GXVXe

SM 751 13-3-2
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 0 - 1/3)

czpTY_Z`ZGXVZe

SM 751 13-3-3
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 0 - 2/3)

czpTY_Z`ZGYVZe

SM 751 13-3-4
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 0 - 3/3)

czpTY_Z`ZGZVZe

SM 751 13-3-5
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 4 - 1/3)

czpTY_Z^_GXVZe

SM 751 13-3-6
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 4 - 2/3)

czpTY_Z^_GYVZe

SM 751 13-3-7
 Group 13, Electrical System

• Electrical circuit diagram(LPG Tier 4 - 3/3)

czpTY_Z^_GZVZe

SM 751 13-3-8
 Group 13, Electrical System

Electrical Parts Arrangement

• Electrical (Diesel)

czpT\W^YWGXVXe

SM 751 13-3-9
 Group 13, Electrical System

• Electrical (LPG Tier 0)

czpT[^Z_WGXVXe

SM 751 13-3-10
 Group 13, Electrical System

• Electrical (LPG Tier 4)

czpT[`]W^GXVXe

SM 751 13-3-11
 Group 13, Electrical System

• Main wire harness (Diesel - 1/4)

czpT\W^YXGXV[e

SM 751 13-3-12
 Group 13, Electrical System

• Main wire harness (Diesel - 2/4)

czpT\W^YXGYV[e

SM 751 13-3-13
 Group 13, Electrical System

• Main wire harness (Diesel - 3/4)

czpT\W^YXGZV[e

SM 751 13-3-14
 Group 13, Electrical System

• Main wire harness (Diesel - 4/4)

czpT\W^YXG[V[e

SM 751 13-3-15
 Group 13, Electrical System

• Main wire harness (LPG Tier 0 - 1/3)

czpT[^Z_XGXVZe

SM 751 13-3-16
 Group 13, Electrical System

• Main wire harness (LPG Tier 0 - 2/3)

czpT[^Z_XGYVZe

SM 751 13-3-17
 Group 13, Electrical System

• Main wire harness (LPG Tier 0 - 3/3)

czpT[^Z_XGZVZe

SM 751 13-3-18
 Group 13, Electrical System

• Main wire harness (LPG Tier 4 - 1/4)

czpT[`\_ZGXV[e

SM 751 13-3-19
 Group 13, Electrical System

• Main wire harness (LPG Tier 4 - 2/4)

czpT[`\_ZGYV[e

SM 751 13-3-20
 Group 13, Electrical System

• Main wire harness (LPG Tier 4 - 3/4)

czpT[`\_ZGZV[e

SM 751 13-3-21
 Group 13, Electrical System

• Main wire harness (LPG Tier 4 - 4/4)

czpT[`\_ZG[V[e

SM 751 13-3-22
 Group 13, Electrical System

• Accessory (Diesel)

czpT[^]XYGXVXe

SM 751 13-3-23
 Group 13, Electrical System

• Accessory (LPG Tier 0 / Tier 4 - 1/2)

czpT\W_^[GXVYe

SM 751 13-3-24
 Group 13, Electrical System

• Accessory (LPG Tier 0 / Tier 4 - 2/2)

czpT\W_^[GYVYe

SM 751 13-3-25
 Group 13, Electrical System

• Battery Mounting (Diesel)

czpT[]`[XGXVXe

SM 751 13-3-26
 Group 13, Electrical System

• Battery Mounting (LPG Tier 0 / Tier 4)

czpT[^Z_YGXVXe

SM 751 13-3-27
 Group 13, Electrical System

• Tilt Alarm Mounting (Diesel , LPG Tier 0 / Tier 4)

czpT[^[^[GXVXe

SM 751 13-3-28
 Group 13, Electrical System

• Cassette (Diesel, LPG Tier 0 / Tier 4)

czpT\X]X_GXVXe

SM 751 13-3-29
 Group 13, Electrical System

• Air conditioner (Diesel - 1/3)

czpT\X]YWGXVZe

SM 751 13-3-30
 Group 13, Electrical System

• Air conditioner (Diesel - 2/3)

czpT\X]YWGYVZe

SM 751 13-3-31
 Group 13, Electrical System

• Air conditioner (Diesel - 3/3)

czpT\X]YWGZVZe

SM 751 13-3-32
 Group 13, Electrical System

• Cabin Electrical component (Diesel, LPG Tier 0 / Tier 4)

czpT\W`W^GXVXe

SM 751 13-3-33
 Group 13, Electrical System

Section 4

Instrument Pod

1 3 4 2 6 7 8

9
10
29MAR06[WED] H
11
12
13
C 14
SYSTEM CHECK
5
OP A2

1. Fuel level Indication 8. Error LED

2. Engine coolant temperature indicator 9. Down arrow button (Mode button)
3. Date & Time display 10. Up arrow button (Enter button)
4. Hourmeter & Speed 11. Left arrow button (Slow speed button)
5. Message display & Travel direction icon 12. Right arrow button (Power button)
6. Parking brake LED 13. Plus button
7. Seat belt LED 14. Minus button

SM 751 13-4-1
 Group 13, Electrical System

Pod Symbols and Functions Indication of display : Turn on the key

Functions
1. General function
The instrument pod consists of indicator lights, an
hour meter, a circuit board and attached gauges. Pro-
vides the operator with important information about
truck condition and shut down the truck in the event
that certain critical conditions are present.
switch
When turning the key to ON
1. The system will be initialized as displayed in the fol-
lowing figure: To be displayed in 0.5sec
2. After 1sec, the data will be displayed normally.
(However, the clock displays the real time.)

2. Engine shutdown function 3. Seat belt LED and Buzzer: To be operated as 1hz in
The instrument pod circuit board receives signals 3sec.
from sensors in various locations and shut down the
truck when coolant temperature, transaxle fluid tem- Basic display screen (Normal display mode)
perature are excessive or engine oil pressure is low.
Before shutting down the truck, the instrument pod 1. Display screen after initialization of system
sounds alarm for 30 seconds and flashes indicator
2. Display the data delivered(CANBus) from other
lights. After shutdown, the truck may be restarted,
instruments
but if the fault condition persists, the truck is shut
down again in 30 seconds. 3. The date and time are controlled by internal system,
so the real-time information will be displayed.
Seat switch application
When the fuel level is low, the buzzer and warning lamp
The instrument pod shuts down the running truck
will be operated in the interval of 1sec. "LOW FUEL"
without warning when the operator leaves the seat
message will be displayed on LCD screen.
over 3 seconds with the FWD/REV switch is
engaged. Directional switch must open and key
switch must always be turned OFF, to restart engine. Gauges and indicators
When directional switch is open and parking brake is
1. Fuel gauge
not engaged, if the operator leaves a seat, after 3 sec-
onds, the instrument pod will sound buzzer, and then It displays the remaining fuel
honk horn. level in fuel tank.
Setting the parking brake shall reset the alarm.(The If the level is low, the Flashing
engine is not shut down.) and buzzer will sound 1
Secand and "LOW FUEL"
3. Neutral start function and Anti-restart function
message will be displayed on
Neutral start function
LCD window.
The instrument pod will not allow the stater to be
engaged if directional switches are closed or key has
been in start position once. Key switch must always
10 Step specifications
be turned OFF to restart engine.
Anti-restart function एरडब ऌडमटडपरझणडࣤ࣡ࣥ ऎडऩझमध
When engine is already running, the start motor does ࣭࣬ࣤंऱननࣥ ࣵ࣬ࣜࣽञफलड
not rotate although the key switch is turned start ࣵ ࣴ࣬ࣜऺࣴࣵ
position. ࣴ ࣳ࣬ऺࣳࣵ
4. Anti-drive and parking brake reminder function ࣳ ࣲ࣬ऺࣲࣵ
When parking brake is engaged, the truck cannot be ࣲ ࣱ࣬ऺࣱࣵ
driven although the directional switch closed. A ࣱ ࣰ࣬ऺࣰࣵ
parking brake alarm shall be activated if key switch ࣰ ࣯࣬ऺ࣯ࣵ
is turned to the OFF position and the parking brake ࣯ ࣮࣬ऺ࣮ࣵ
is not applied. Applying the park brake will reset the ࣮ ࣭࣬ऺ࣭ࣵ
alram. ࣭ ࣬ऺࣵ ंनझयतडमय࣭ࣤऄशࣥ

SM 751 13-4-2
 Group 13, Electrical System

2. Coolant temperature gauge Seat belt

•It is divided into 2 colour At start-up, this light and a buzzer come
H zones according to tempera- on for three seconds to remind the opera-
ture. tor to fasten the seat belt. There is no
start interlock.

IMPORTANT
You should always have your seat belt
C securely fastened when operating your
lift truck.
10 Step specifications
एरडब एरझरऱय ऐडऩबडमझरऱमड ऎडऩझमध Service icon
࣭࣬ ऄफरࣜएतऱरठफळप ࣲ࣭࣭ଇࣜࣽञफलड ंनझयतडमय࣭ࣤऄशࣥ
LED will illuminate when preset service
࣭࣬ ऄफर ࣲ࣭࣭ଇ time is reached. When LED is on, the pre-
ࣵ ऊफमऩझन ࣱ࣭࣭ଇ set service time has been reached indi-
ࣴ ऊफमऩझन ࣰ࣭࣭ଇ cating that a PM is required. Refer to
ࣳ ऊफमऩझन ࣭࣭࣯ଇ Service Manual for proper PM proce-
ࣲ ऊफमऩझन ࣭࣭࣭ऺ࣭࣭࣮ଇ dures.
ࣱ ऊफमऩझन ࣵ࣬ऺ࣭࣭࣬ଇ Pre-set service time setting method -
ࣰ ऊफमऩझन ࣲࣳऺࣴࣵଇ initialized by "key on + FWD + F1 +
F2", service time display at hour
࣯ ऊफमऩझन ࣱ࣬ऺࣱࣳଇ
meter. Here, F1 is for up set, F2 is for
࣮ ऊफमऩझन ࣲ࣮ऺࣰࣵଇ down set with interval times of 50 hours. When
࣭ ࣿफनठ ࣱ࣮ଇࣜञफनफळ the key switch is turned OFF, the pre-set service
• If the wire of cooling water temp gauge is broken or time setting time is saved. Pre-set service time
the gauge scale doesn't move after 10min of engine counts down opposite to operating time.
starting, engine will be shut down because the To disable the Service Icon, set the pre-set service
gauge is recognized as defective. time to "-1000" (display 1 0 0 0 ); If you push the F2
switch when setting the pre-set service time, the time
Message display will be adjusted to "-1000".
The following message will be displayed when it comes
under the Red Zone (Beyond Hot Warning)
Date and time display
1. Function: To indicate the current date and time
W/TEMP WARN
2. Display
29MAR06[WED]
Parking brake
Indicates that the parking brake is
engaged.
Anytime the parking brake is on, the Hour and Speed meter display
truck can't be driven because the
transaxle solenoid valves switch is off. 1. Function: To display the accumulated operating hour
until now and the traveling speed of fork lift truck.
When the parking brake is not set
and the key switch is turned to the
OFF position, the instrument pod will sound.
If the parking brake is set, buzzer and horn
will not sound.

SM 751 13-4-3
 Group 13, Electrical System

2. Display. • When it is in neutral, the arrow and gear icon

Hour Meter will not be displayed.

Speed Meter
N
OP A1
2. Operation
3. Operation Display Direction/ Display Direction/
• When the speed is lower than 0.5km/h, the hour ICON Gear Select ICON Gear Select
will be displayed. FWD/ 1 Gear REV/ 1 Gear
• When the speed is higher than 0.5km/h, the Drive Mode/ Drive Mode/
speed will be displayed. AUTO 1step AUTO
• It can be dispayed in the of km/h or MPH. 1step‹
OP A1 OP A1
Message display
FWD/ 2 Gear REV/ 2 Gear
1. Function: To display model name, POWER selec- Drive Mode/ Drive Mode/
tion, travel direction, warning and error message AUTO 2step‹ AUTO
2step‹
2. Display OP A2 OP A2
FWD/ 3 Gear REV/ 3 Gear
Normal Operating Operating
OP A2
Mode/ Manual Mode/ Man-
01 : E.SHUT COIL S/C
Error ual
03 : ST.RELAY S/C
OP ML OP ML
Warning NEUTRAL
OP A2
Drive Mode/
• Display when the truck is in normal condition:
Model name / POWER / Direction
N AUTO 1step

OP A1
3. Priority of displaying message
Error display ICON
• If there are several messages which shall be dis-
played on the screen, the priority of display will 1. Function: To display the ICON for easy reorganiza-
be in the order of Error > Warning > Normal tion when any error occurs.
conditions.
• If several errors occur simultaneously, the upper
2 items will be displayed on 2 lines. (The priority
is in the numerical order of Error.)
• When failure and warning are caused at the same Operation and Description
time, the content of failure will be displayed on ऀथयबनझवࣜ ऀथयटमथबरथफप
top row and the warning icon at below row. अࣿऋऊ
Travel Direction display ICON ऌथनफरࣜनथणतरࣜढफमࣜबमडतडझरडमࣜफबडमझरथपण
ओतडपࣜरतडࣜबमडतडझरडमࣜथयࣜफबडमझरथपणࣜ
1. Function: To display the traveling direction or gear
ऱपठडमࣜरतडࣱ࣭ࣜ࣪ࣜठडणमडडࣜञडनफळࣜशडमफࣨࣜ
selected condition of truck
रतथयࣜअࣿऋऊࣜफबडमझरडयࣜझपठࣜळतडपࣜथरࣜथयࣜ
• Receive the traveling direction data from the T/
मडनडझयडठࣨࣜथरࣜळथननࣜरऱमपࣜफढढ࣪ࣜ
M controller.
• Receive the gear selected data from the T/M
controller.

SM 751 13-4-4
 Group 13, Electrical System

ओझमपथपणࣜनथणतरࣜढफमࣜडपणथपडࣜफथनࣜ Adjustment of function (Menu opera-

बमडययऱमडࣜ tions)
ओतडपࣜडपणथपडࣜफथनࣜथयࣜयतफमरࣜफमࣜ
बमडययऱमडࣜयळथरटतࣜढझथनयࣨࣜरतडࣜळझमपथपणࣜ Function
नथणतरࣜळथननࣜरऱमपࣜफपࣜझपठࣜरतडࣜडपणथपडࣜ 1. To display the data of the system on the screen.
यतऱरࣜठफळप࣪ࣜ
ओझमपथपणࣜनथणतरࣜढफमࣜऐ࣫उࣜफथनࣜ 2. The adjustable variables can be changed.
रडऩबडमझरऱमडࣜ
ओतडपࣜऐ࣫उࣜफथनࣜथयࣜफलडमतडझरथपणࣜळतथनडࣜ Mode select button operation
थपࣜफबडमझरथफपࣜࣤफबडमझरथफपࣶࣜऩफमडࣜरतझपࣜ 1. Mode buttons are composed on right side of Display
࣭࣮࣬ఁࣨࣜमडनडझयडࣶࣜनडययࣜरतझप࣭࣭ࣜ࣬ఁࣥࣨࣜ screen.
रतडࣜळझमपथपणࣜनथणतरࣜळथननࣜरऱमपࣜफपࣜझपठࣜ
डपणथपडࣜयतऱरࣜठफळप࣪ 2. Each button has own function, and some of them can
ओझमपथपणࣜनथणतरࣜढफमࣜञझररडमवࣜ perform various functions.
ठथयटतझमणथपणࣜ
ओतडपࣜरतडࣜझनरडमपझरफमࣜथयपࣣरࣜटतझमणडठࣜ
ञडटझऱयडࣜफढࣜढझथनऱमडࣜफढࣜझनरडमपझरफमࣜफमࣜ
रतडࣜडपणथपडࣜठफडयपࣣरࣜमफरझरडࣨࣜथरࣜळथननࣜ
रऱमपࣜफप࣪ࣜ
ओझमपथपणࣜनथणतरࣜढफमࣜडपणथपडࣜ
ऩझनढऱपटरथफपࣜ
ओतडपࣜरतडमडࣜझमडࣜऩझनढऱपटरथफपयࣜरफࣜ
डपणथपडࣜयवयरडऩࣨࣜथरࣜळथननࣜरऱमपࣜफप࣪

ऌथनफरࣜनथणतरࣜढफमࣜऩझथपरडपझपटडࣜरथऩडࣜ
ओतडपࣜमडझटतडयࣜरफࣜ࣬ऄऎࣜझयࣜटफऱपरथपणࣜ
मडलडमयडनवࣜरफࣜरतडࣜठडयथणपझरडठࣜ
ऩझथपरडपझपटडࣜरथऩडࣨࣜथरࣜळथननࣜरऱमपࣜफपࣜ
रफࣜयतफळࣜरतडࣜरथऩडࣜफढࣜऩझथपरडपझपटड࣪
ओझमपथपणࣜनथणतरࣜढफमࣜऐ࣫उࣜफथनࣜpressureࣜ
ओतडपࣜऐ࣫उࣜफथनࣜथयࣜयतफमरࣜफमࣜबमडययऱमडࣜ
यळथरटतࣜढझथनयࣨࣜरतडࣜळझमपथपणࣜनथणतरࣜ
ळथननࣜरऱमपࣜफप.

Button Function
Down arrow button (Mode button)
In normal working mode, move to Menu mode by pressing this button.

OP A2
In Menu mode, move to sub menu by pressing this button.
1 STATUS

1.1 BATTERY VOLTAGE

24.5V
In the lowest mode, the display won't be changed even through pressing this button.

SM 751 13-4-5
 Group 13, Electrical System

Up arrow button (Enter button)

In Menu mode, move to upper menu by pressing this button.
1.1 BATTERY VOLTAGE
24.5V

1 STATUS

OP A2
Perform as "Enter" key function when confirming after the Password and important variables are
changed.

Left arrow button

In Menu mode, move to left menu by pressing this button.
1.2 ACCELERATOR
2.5V

1.1 BATTERY VOLTAGE

24.5V

1.10 SOFTWARE
V 1.0

Right arrow button (Power selection button)

In Menu mode, move to right menu by pressing this button.
1.1 BATTERY VOLTAGE
24.5V
1.2 Fuel Level
50%

1.3 Engine Coolant Temp

25’C

Plus(+) button
It performs DR/OP selection function at normal mode.
It selects DR ˧ OP in turns, whenever pressing the button.
The data for the selected mode will be transferred to T/M controller.
Under S/L mode, DR/OP does not change.

SM 751 13-4-6
 Group 13, Electrical System

Minus(-) button
It performs ML/A1/A2 selection function at normal mode.
It selects ML ˧ A1 ˧ A2 in turns, whenever pressing the button.
The data for the selected mode will be transferred to T/M controller.
Under S/L mode, ML/A1/A2 does not change.

Configuration of menu mode

Menu No. Parameters Description Min Max Base Adjust

1 STATUS Display the Analog input/out-
put status of fork lift truck
1.1 Battery Voltage Display the Battery voltage 0.0V 30V Actual
1.2 Fuel Level Display the fuel level 0% 100% Actual
1.3 Eng Coolant Temp. Display the engine coolant tem- -40ଇ 140ଇ Actual
perature
1.4 T/M Oil Temp. Display the T/M oil temperature 0ଇ 200ଇ Actual
1.5 Operating Hour Display the truck working hour 0 9999 Actual
1.6 System Hour Display the system working 0 9999 Actual
hour
1.7 Maintenance Hour Display the maintenance hour 0 9999 Actual
1.8 Display Version Display the program (software) V1.00 Vx.xx Actual
version
1.9 Software Truck Display Sub Controller pro- V1.00 Vx.xx Actual
gram (software) version
1.10 ELH-M Controller ver- Display ELH Main Controller V1.00 Vx.xx Actual
sion program (software) version
1.11 ELH-S Controller ver- Display ELH Main Controller V1.00 Vx.xx Actual
sion program (software) version

2 S/W&OUTPUT Display the switch input status

STATUS of fork lift truck
2.1 Parking Brake Parking brake OPEN CLOSE OPEN
2.2 Forward Forward OPEN CLOSE OPEN
2.3 Neutral Neutral OPEN CLOSE OPEN
2.4 Reverse Reverse OPEN CLOSE OPEN
2.5 T/M Oil Temp switch Transmission oil temperature OPEN CLOSE OFF
2.6 E/Oil Pressure switch Engine oil pressure OPEN CLOSE CLOSE
2.7 LPG Pressure switch LPG pressure OPEN CLOSE OFF
2.8 Seat switch Seat switch operation OPEN CLOSE OPEN
2.9 Tilt/Limit Switch Tilt Limit Switch OPEN CLOSE OPEN
(Open: 00b, Close 01b, Off: 11b)
2.10 Engine Shutdown output Engine Shutdown output ON OFF OFF
2.11 Alternator output Alternator charging ON OFF OFF

SM 751 13-4-7
 Group 13, Electrical System

2.12 Horn relay output Horn relay operation ON OFF OFF

2.13 Option relay output Option relay operation ON OFF OFF
2.14 Key switch starter Key switch start output OPEN CLOSE OPEN
2.15 Preheater Preheater operation ON OFF OFF
2.16 T/M Oil Pressure switch T/M oil pressure OPEN CLOSE CLOSE

3 MODEL SETUP Setup of model

3.1 C40 C35KD, C40KD, C45KD, C35KD C45D C55sL
C50KD, C40D, C45D, C50D,
C50sD, C55sD, C35KL,
C40KL, C45KL, C50KL, C40L,
C45L, C50L, C50sL, C55sL,
3.2 C60 C50D, C60D, C70D, C75D, C50D C75L- C60D
C80D, C60L, C60L-T3/T4, T3/T4
C70L, C70L-T3/T4, C75L,
C75L-T3/T4,

4 T/M CONTROL DATA Display related to T/M condi-

tion
4.1 Engine RPM Display of engine RPM 0 RPM 8031RPM Actual
(removes the decimal point)
4.2 Output shaft RPM Display of shaft rotational speed 0 RPM 8031RPM Actual
(removes the decimal point)
4.3 T/M Sump Temp Display of T/M internal oil tem- -50ଇ 200ଇ Actual
perature (for AEB)
4.4 Clutch Cut-off Volts Display of inching sensor volt- 0V 6.25V Actual
age

5 PASSWORD Control the password (Access shall be allowed only after entering a password)
5.1 Ignition Mode Set up the right of using for the ON OFF OFF +/-
fork lift truck
5.2 Password lock Set the password which is avail- LOCK UNLOCK LOCK +/-
able or not when accessing to
the setup mode.
5.3 Password Change Change of password 00000 99999 10000 +/-

6 SETUP (Access shall be allowed only after entering a password)

6.1 Operating Hour Adjust the working hour, 0 ~ 0 9950 0 +/-
9950(step 50)
6.2 Maintenance Hour Adjust the maintenance period, Off 3000 0000 +/-
off/ 50 ~ 3000(step 50)
6.3 Parking Reminder Set up the warning sound, Off Buzzer Horn +/-
buzzer / horn / off
6.4 Engine Shutdown Set up the warning sound, Off Buzzer Horn +/-
buzzer / horn / off

SM 751 13-4-8
 Group 13, Electrical System

6.5 Seat Shutdown Set up the function, seat S/R E/S S/R +/-
reminder / engine shutdown
6.6 Speed Unit Display of set unit, Km/h or Km/h MPH Km/h
MPH
6.8 DR/OP selection S60 series OP OP/DR OP/DR
- When setting to OP/DR: The
main screen is switched to OP/
DR.
- When setting to OP: Only OP
is displayed and operable on the
main screen.

7 TIME SETUP
7.1 Year 2000 2099 Actual +/-
7.2 Month 1 12 Actual +/-
7.3 Date 1 31 Actual +/-
7.4 Week MON SUN Actual +/-
7.5 Hour 0 23 Actual +/-
7.6 Minute 0 59 Actual +/-
7.7 PM/AM PM AM Actual +/-

8 T.M CALIBRATION Auto-adjustment function related to T/M (Access shall be allowed only after
MODE entering a password)
8.1 AEB Start Operation of AEB function - - - -
8.2 Inching Start Operation of inching calibration - - - -
function

OPERATIONS OF MENU FUNCTION

"1 STATUS" MODE
• Display the analog output information of fork lift
truck on real time.
"2 SWITCH STATUS" MODE
• Display the digital (Switch On/Off) information
of fork lift truck on real time.
"3 MODEL SETUP" MODE
• Display the truck model
• Model set up is composed of each family, and
the real model name is shown on Sub mode.
"4 ZF CONTROL DATA" MODE
• Displays the condition of ZF transmission
"5 PASSWORD SETUP" MODE
 Set the permission/restriction for the operation
of truck and the setup change.
 Refer to the following Para. "4" for details.
"6 SETUP" MODE
• Set up the adjustable function and variables of
fork lift truck.
 In SETUP mode, you can enter sub menu only
when giving the password.
 If you set the value in the relevant menu, it will
be set up immediately.
 The data of each menu is controlled through the
communication lines, and the set data will be
stored at Travel controller.

SM 751 13-4-9
 Group 13, Electrical System

"7 TIME SETUP" MODE SETUP MODE

• Set up the date and time displayed.
 All the data has been controlled itself, regard-
less of the Travel controller.
“8 AEB MODE" MODE
 The AEB mode is possible to get into SUB
menu when the PASSWORD is being entered.
 Refer to the No 5 for AEB Request function.
In MENU mode, make sure to input the password to pro-
ceed to "6 SETUP" mode. In "6 SETUP" mode, press
"DOWN" arrow button to proceed to "SUB" mode. The
dialogue box to input the password will be displayed.
The procedure to input the password is same with
above Para. "4.1".
When the PASSWORD is right, it gets into SUB mode.

PASSWORD OPERATION PASSWORD CHANGE

Set the permission/restriction for the operation of truck The function to change the password given to the fork lift
and the setup change. truck

IGNITION MODE The passwords for Ignition and Setup shall be same.

Function able to operate the fork lift truck only when giv- 1. How to change password
ing the password after turning the key on.  If pressing Enter (Up arrow) button in the fol-
Ignition password can be set as "ON/OFF". If setting to lowing conditions,
OFF, the truck can be operated by key on, but if setting to
ON, it can be operated only by giving the password.
5.3 PASSWORD CHANGE?
1. How to input password
YES : ENTER
If the ignition is set to "ON", the display is as follows
when turning the key on.
Password is 5 digit. Input the numbers by use of "+/-" but-
tons and move the position by use of left/right arrow but- PASSWORD INPUT
tons.
YES : ENTER
When the input is completed, confirm by pressing
"ENTER" button..  The new password will be displayed for 1 sec as
shown in the following figure, and then the
PASSWORD INPUT mode will move to "5 PASSWORD"..
YES : ENTER
PASSWORD CHANGED
2. When the password is agreed, the following will 12345
be displayed.

PASSWORD OK !

3. When the password isn't agreed, the following

will be displayed.

PASSWORD ERROR

SM 751 13-4-10
 Group 13, Electrical System

AEB REQUEST (Automatic adjust Progress of AEB and Inching calibration

clutch)  When executes the AEB or Inching Calibra-
tion, refer to the attached file for the contents of
AEB execution display and the message will be shown as
 When gets into SUB mode from "8 AEB above figure.
MODE" (Pressing down the DOWN arrow),
the PASSWORD input box will be shown and
the message is same in 4.1,

8 AEB MODE

8.1 AEB START

YES : ENTER
 When it passes after entering the PASSWORD,
"8.1 AEB START" will be shown in the figure
below.
 When presses the ENTER (UP arrow) button to
execute the AEB, the contents of execution will
be shown and executed automatically. ,

AEB OK

 When there is error, perform the Key Off 'On

'Cranking and re-execute in accordance with
the procedure.
Inching Calibration execution
 When gets into SUB mode from "8 AEB
MODE", enters the PASSWORD and presses
the "?" arrow button at 8.1 Menu, the below
message will be displayed. ,

8.2 INCHING
AEB OK START
YES : ENTER
 When presses the ENTER (UP arrow) button to
execute the Inching calibration, the contents of
execution will be shown and executed automat-
ically.,

INCHING CAL OK

 When there is error, perform Key Off ' On and

re-executes in accordance with the procedure.

SM 751 13-4-11
 Group 13, Electrical System

Error Code
Abbre 1. o.c.: open circuit
viati 2. s.c.: Short circuit
ons 3. OP-Mode: operating mode
4. TCU: transmission control unit
5. EEC: electronic engine controller
6. PTO: power take off

ERROR LCD possible steps to

DESCRIPTION reaction of the TCU REMARK
CODE ERROR MESSAGE repair
01 01: S.C E/Shut 0: No indication Short circuit in 1. Check the cables
Relay 1:It indicates in the engine shutdown from S60 controller to
Error contents LCD relay power circuit E/shut Relay
02 02: S.C Option 0: No indication Short circuit in 1. Check the cables
Relay 1:It indicates in the preheating from S60 controller to
Error contents LCD power circuit Option Relay
03 03: S.C Start 0: No indication Short circuit in 1. Check the cables
Relay 1:It indicates in the startup power from S60 controller to
Error contents LCD circuit Horn Relay
04 04: S.C 2'ND 0: No indication Short circuit in 1. Check the harness
Relay 1:It indicates in the second shift line
Error contents LCD relay power circuit
05 05: No Neutral 0: No indication Short circuit takes 1. See the sift lever
Shift 1:It indicates in place upon start up
Error contents LCD if the forward or
the reverse lever
is not in the
neutral position.
06 06: Warning E/ 0: No indication Short circuit 1. Check the engine
Shut 1:It indicates in during the engine shutdown function.
Error contents LCD shutdown mode (engine oil wire, water
execution is temp wire, T/M pressure
displayed. wire)
07 07: S.C FWD Sol 0: No indication Short circuit takes 1. Check the harness
1:It indicates in place in the line
Error contents LCD forward solenoid
power circuit.
08 08: S.C REV Sol 0: No indication Short circuit takes 1. Check the harness
1:It indicates in place in the line
Error contents LCD reverse solenoid
power circuit.
Owned by 07 to 11 reserved
Controlling ZF transmitter – See the example. It is allowed to inform it to the protocol
communication room. #1 – Byte 5>

SM 751 13-4-12
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣭࣮ ࣭࣮ࣶࣜࣜईफणथटझनࣜ ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ऐࣿऑࣜयतथढरयࣜ 1. Check the cables from
ँममफम ऀअऎँࣿऐअऋऊࣜएँईँࣿऐࣜ रमझपयऩथययथफपࣜरफࣜ TCU to shift lever
एअःऊࣽई पडऱरमझन 2. Check signal combina-
ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ tions of shift lever posi-
यथणपझनࣜटफऩञथपझरथफपࣜ tions F-N-R"
ढफमࣜरतडࣜठथमडटरथफप
࣮࣭ ࣮࣭ࣶࣜࣜए࣪ࣿࣜࣾझररࣜ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ टनऱरटतࣜटऱरफढढࣜ 1. Check the cable from
ࣿनऱरटतࣜअऊ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ ढऱपटरथफपࣜथयࣜ TCU to the sensor
ࣿऑऐऋंंࣜअऊऌऑऐ ठथयझञनडठ 2. Check the connectors
रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ
थयࣜरफफࣜतथणत 3. Check the clutch cutoff
sensor"
࣮࣮ ࣮࣮ࣶࣜࣜए࣪ࣿࣜःपठࣜ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜऋ࣪ࣿ࣪ࣽऐࣜ टनऱरटतࣜटऱरफढढࣜ 1. Check the cable from
ࣿनऱरटतࣜअऊ ࣿईऑऐࣿऄࣜࣿऑऐऋंंࣜअऊऌऑऐ ढऱपटरथफपࣜथयࣜ TCU to the sensor
रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ ठथयझञनडठ 2. Check the connectors
थयࣜरफफࣜनफळ
3. Check the clutch cutoff
sensor"
ࣱ࣮ ࣱ࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ पफࣜमडझटरथफप 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ TCU to the sensor
ऐऎࣽऊएउअएएअऋऊ 2. Check the connectors
एऑउऌࣜऐँउऌँऎࣽऐऑऎँࣜ
एँऊएऋऎࣜअऊऌऑऐ रतडࣜ 3. Check the temperature
ऩडझयऱमडठࣜलफनरझणडࣜथयࣜ sensor"
रफफࣜतथणत
ࣲ࣮ ࣲ࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ पफࣜमडझटरथफप 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ TCU to the sensor
ऐऎࣽऊएउअएएअऋऊ 2. Check the connectors
एऑउऌࣜऐँउऌँऎࣽऐऑऎँࣜ
एँऊएऋऎࣜअऊऌऑऐ रतडࣜ 3. Check the temperature
ऩडझयऱमडठࣜलफनरझणडࣜथयࣜ sensor"
रफफࣜनफळ
࣮ࣾ ࣮ࣶࣾࣜࣜअपटतयडपयफम अऊࣿऄएँऊएऋऎࣩएअःऊࣽईࣜ पफࣜमडझटरथफप 1. Check the cable from
उअए उअएउࣽऐࣿऄ TCU to the sensor
रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ 2. Check the connectors
ढमफऩࣜࣿࣿऋࣜझपठࣜࣿࣿऋ࣮ࣜ
यथणपझनࣜठफपࣣरࣜऩझरटतࣞ 3. Check the speed sen-
पफࣜमडझटरथफप sor"
࣯࣭ ࣯࣭ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜ TCU to the sensor
ऋ࣪ࣿ࣪ࣽऐँऊःअऊँࣜएऌँँऀࣜ 2. Check the connectors
अऊऌऑऐ
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ 3. Check the speed sensor
लफनझणडࣜतथणतडमࣜरतझपࣜ
ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ
बथप

SM 751 13-4-13
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣯࣮ ࣯࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ 1. Check the cable from
ँऊःअऊँࣜएऌँँऀࣜअऊऌऑऐ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ 2. Check the connectors
लफनरझणडࣜनडययࣜरतझपࣜ
ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ 3. Check the speed sen-
बथप sor"
࣯࣯ ࣯࣯ࣜ ࣶࣜ ईफणथटझन ࣞईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ࣩ 1. Check the cable from
ँममफम ँऊःअऊँࣜएऌँँऀࣜअऊऌऑऐ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜडपणथपडࣜ 2. Check the connectors
यबडडठࣜफलडमࣜझࣜरतमडयतफनठࣜ
झपठࣜरतडࣜपडऴर ऩफऩडपरࣜरतडࣜ 3. Check the speed sensor
ऩडझयऱमडठࣜयबडडठࣜथयࣜशडमफࣞ 4. Check the sensor gap
ࣰ࣯ ࣰ࣯ࣶࣜࣜऐ࣫उࣜँममफम ࣞए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ TCU to the sensor
ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ रफࣜपडऱरमझन
लफनरझणडࣜतथणतडमࣜरतझपࣜ 3. Check the speed sensor
ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ
बथपࣞ
ࣱ࣯ ࣱ࣯ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
लफनरझणडࣜनडययࣜरतझपࣜ रफࣜपडऱरमझन
ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ 3. Check the speed sensor
बथप
ࣲ࣯ ࣲ࣯ࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ँममफम ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रऱमञथपडࣜयबडडठࣜफलडमࣜझࣜ रफࣜपडऱरमझन
रतमडयतफनठࣜझपठࣜझरࣜरतड 3. Check the speed sensor
पडऴरࣜऩफऩडपरࣜरतडࣜ 4. Check the sensor gap
ऩडझयऱमडठࣜयबडडठࣜथयࣜ
शडमफ
࣯ࣳ ࣯ࣶࣳࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ࣩ 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ TCU to the sensor
अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ 2. Check the connectors
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ
लफनरझणडࣜतथणतडमࣜरतझपࣜ 3. Check the speed sensor
ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ
बथप
࣯ࣴ ࣯ࣶࣴࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣩ 1. Check the cable from
अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ 2. Check the connectors
लफनरझणडࣜनडययࣜरतझपࣜ
ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ 3. Check the speed sensor
बथप

SM 751 13-4-14
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣯ࣵ ࣯ࣵࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ࣩ 1. Check the cable from
ँममफम अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ 2. Check the connectors
थपरडमपझनࣜयबडडठࣜफलडमࣜ
झࣜरतमडयतफनठࣜझपठࣜझरࣜ 3. Check the speed sensor
रतडࣜपडऴर ऩफऩडपरࣜरतडࣜ 4. Check the sensor gap
ऩडझयऱमडठࣜयबडडठࣜथयࣜ
शडमफ
࣯ࣽ ࣯ࣶࣽࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ डऴथयरथपणࣜझरࣜरऱमञथपडࣜ TCU to the sensor
ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ रफࣜपडऱरमझन
लफनरझणडࣜतथणतडमࣜरतझपࣜ 3. Check the speed sensor
ࣱ࣭࣮࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ
बथप
࣯ࣾ ࣯ࣶࣾࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ डऴथयरथपणࣜझरࣜरऱमञथपडࣜ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
लफनरझणडࣜनडययࣜरतझपࣜ रफࣜपडऱरमझन
࣭࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ 3. Check the speed sensor
बथप
࣯ࣿ ࣯ࣿࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the cable from
ँममफम ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ डऴथयरथपणࣜझरࣜरऱमञथपडࣜ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜझࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
फऱरबऱरࣜयबडडठࣜफलडमࣜझࣜ रफࣜपडऱरमझन
रतमडयतफनठࣜझपठࣜझरࣜरतडࣜ 3. Check the speed sensor
पडऴर 4. Check the sensor gap
ऩफऩडपरࣜरतडࣜऩडझयऱमडठࣜ
यबडडठࣜथयࣜशडमफ
࣯ँ ࣯ँࣶࣜࣜऐ࣫उࣜँममफम ऋऑऐऌऑऐࣜएऌँँऀࣜखँऎऋࣜ थढࣜझࣜढझथनऱमडࣜथयࣜ 1. Check the sensor signal
ऀऋँएऊࣣऐࣜंअऐࣜऐऋࣜऋऐऄँऎࣜ डऴथयरथपणࣜझरࣜरऱमञथपडࣜ of output speed sensor
एऌँँऀࣜएअःऊࣽईए यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the sensor gap of
थढࣜरमझपयऩथययथफपࣜथयࣜ रफࣜपडऱरमझन output speed sensor
पफरࣜपडऱरमझनࣜझपठࣜरतडࣜ
यतथढरथपणࣜतझयࣜ 3. Check the cable from
ढथपथयतडठ TCU to the sensor
ऐࣿऑࣜऩडझयऱमडयࣜफऱरबऱरࣜ
यबडडठࣜशडमफࣜझपठࣜ
रऱमञथपडࣜयबडडठࣜफमࣜ
थपरडमपझन
यबडडठࣜपफरࣜडभऱझनࣜरफࣜ
शडमफ

SM 751 13-4-15
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣭ࣳ ࣭ࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
इ࣭ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣭ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइ࣭ࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. Check internal wire
harness of the gearbox
࣮ࣳ ࣮ࣶࣳࣜࣜए࣪ࣿࣜःपठࣜइ࣭ थढࣜढझथनऱमडࣜझरࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
झपफरतडमࣜटनऱरटतࣜथयࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. 2. Check the connectors
रफࣜपडऱरमझन रफࣜपडऱरमझन from gearbox to TCU
3. 3. Check the regulator
resistance
4. 4. Check internal wire
harness of the gearbox
࣯ࣳ ࣯ࣶࣳࣜࣜए࣪ࣿࣜइ࣭ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣭ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox
ࣰࣳ ࣰࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
इ࣮ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣮ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइ࣮ࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. 4. Check internal wire
harness of the gearbox
ࣱࣳ ࣱࣶࣳࣜࣜए࣪ࣿࣜःपठࣜइ࣮ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ࣿईऑऐࣿऄࣜइ࣮ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइ࣭ࣜ resistance
लझनलडࣜथयࣜरफफࣜनफळ 4. Check internal wire
harness of the gearbox

SM 751 13-4-16
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
ࣲࣳ ࣲࣶࣳࣜࣜए࣪ࣿࣜइ࣮ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣮ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox
ࣳࣳ ࣳࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
इ࣯ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣯ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइ࣯ࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. Check internal wire
harness of the gearbox
ࣳࣴ ࣶࣳࣴࣜࣜए࣪ࣿࣜःपठࣜइ࣯ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣯ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइ࣯ࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. Check internal wire
harness of the gearbox
ࣳࣵ ࣶࣳࣵࣜࣜए࣪ࣿࣜइ࣯ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣯ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox
࣭ࣴ ࣭ࣶࣴࣜए࣪ࣿࣜࣾझररࣜइࣰ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइࣰ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइࣰࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. Check internal wire
harness of the gearbox

SM 751 13-4-17
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
82 ࣮ࣶࣴࣜࣜए࣪ࣿࣜःपठࣜइࣰ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ࣿईऑऐࣿऄࣜइࣰ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइࣰࣜ resistance
लझनलडࣜथयࣜरफफࣜनफळ 4. Check internal wire
harness of the gearbox
83 ࣯ࣶࣴࣜࣜए࣪ࣿࣜइࣰ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइࣰ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox
84 ࣰࣴࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
इऒ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइऒ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ 3. Check the regulator
रतडࣜलफनरझणडࣜझरࣜइऒࣜ resistance
लझनलडࣜथयࣜरफफࣜतथणत 4. Check internal wire
harness of the gearbox
85 ࣱࣶࣴࣜࣜए࣪ࣿࣜःपठࣜइऒ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ࣿईऑऐࣿऄࣜइऒ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ 3. Check the regulator
इऒࣜलझनलडࣜथयࣜरफफࣜनफळ resistance
4. Check internal wire
harness of the gearbox
ࣲࣴ ࣲࣶࣴࣜࣜए࣪ࣿࣜइऒ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइऒ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox"

SM 751 13-4-18
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
ࣴࣳ ࣴࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
इऎ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइऎ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ 3. Check the regulator
इऎࣜलझनलडࣜथयࣜरफफࣜतथणत resistance
4. Check internal wire
harness of the gearbox
ࣴࣴ ࣶࣴࣴࣜࣜए࣪ࣿࣜःपठࣜइऎ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
ࣿईऑऐࣿऄࣜइऎ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
रतडࣜऩडझयऱमडठࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
मडयथयरझपटडࣜलझनऱडࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ
नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ 3. Check the regulator
इऎࣜलझनलडࣜथयࣜरफफࣜनफळ resistance
4. Check internal wire
harness of the gearbox
ࣴࣵ ࣶࣴࣵࣜࣜए࣪ࣿࣜइऎ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइऎ थढࣜढझथनऱमडࣜझरࣜ 1. Check the cable form
रतडࣜऩडझयऱमडठࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ TCU to the gearbox
मडयथयरझपटडࣜलझनऱडࣜफढࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors
रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ रफࣜपडऱरमझन from gearbox to TCU
नथऩथर
3. Check the regulator
resistance
4. Check internal wire
harness of the gearbox
࣭ࣵ ࣭ࣶࣵࣜࣜए࣪ࣿࣜःपठࣜࣾ࣫ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ञझटधऱबࣜझनमझऩࣜळथननࣜ 1. Check the cable from
ࣽईࣽऎउ ऎँईࣽकࣜऎँऒँऎएँࣜ ञडࣜफपࣜऱपरथनࣜऐࣿऑࣜ TCU to the backup
ओࣽऎऊअऊःࣜࣽईࣽऎउ बफळडमࣜठफळपࣜ alarm device
ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ डलडपࣜथढࣜढझऱनरࣜ 2. Check the connector
लफनरझणडࣜझरࣜरतडࣜ लझपथयतयࣤनफफयडࣜ from backup alarm
फऱरबऱरࣜबथपࣨࣜरतझरࣜ टफपपडटरथफपࣥ device to TCU
नफफधयࣜनथधड झࣜय࣪ट࣪ࣜरफࣜ
लडतथटनडࣜणमफऱपठ 3. Check the resistance of
backup alarm device
࣮ࣵ ࣮ࣵࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ࣜऐऋࣜࣾࣽऐऐँऎकࣜ पफࣜमडझटरथफप 1. Check the cable from
ࣾ࣫ࣽईࣽऎउ ऒऋईऐࣽःँࣜࣽऐࣜऎँईࣽकࣜ TCU to the backup
ऎँऒँऎएँࣜओࣽऎऊअऊःࣜ alarm device
ࣽईࣽऎउ 2. Check the connector
ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ from backup alarm
लफनरझणडࣜझरࣜरतडࣜ device to TCU
फऱरबऱरࣜबथपࣨࣜरतझरࣜ
नफफधयࣜनथधडࣜझ य࣪ट࣪ࣜरफࣜ 3. Check the resistance of
ञझररडमवࣜलफनरझणड backup alarm device

SM 751 13-4-19
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣯ࣵ ࣯ࣵࣜ ࣶࣜ ऋ࣪ࣿࣜ ࣾ࣫ ऋ࣪ࣿ࣪ࣽऐࣜऎँईࣽकࣜऎँऒँऎएँࣜ पफࣜमडझटरथफप 1. Check the cable from
ࣽईࣽऎउ ओࣽऎऊअऊःࣜࣽईࣽऎउ TCU to the backup
ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ alarm device
लफनरझणडࣜझरࣜरतडࣜ 2. Check the connector
फऱरबऱरࣜबथपࣨࣜरतझरࣜ from backup alarm
नफफधयࣜनथधडࣜझ य࣪ट࣪ࣜढफमࣜ device to TCU
रतथयࣜफऱरबऱरࣜबथप
3. Check the resistance of
backup alarm device"

࣭ࣾ ࣭ࣶࣾࣜࣜएईअऌࣜइ࣭ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at

इ࣭ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch K1
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइ࣭࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch
࣮ࣾ ࣮ࣶࣾࣜࣜएईअऌࣜइ࣮ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at
इ࣮ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch K2
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइ࣮࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch"

SM 751 13-4-20
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
࣯ࣾ ࣯ࣶࣾࣜࣜएईअऌࣜइ࣯ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at
इ࣯ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch K3
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइ࣯࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch
ࣰࣾ ࣰࣶࣾࣜࣜएईअऌࣜइࣰ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at
इࣰ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch K4
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइࣰ࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch
ࣱࣾ ࣱࣶࣾࣜࣜएईअऌࣜइऒ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at
इऒ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch KV
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइऒ࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch

SM 751 13-4-21
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
ࣲࣾ ࣲࣶࣾࣜࣜएईअऌࣜइऎ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ थढࣜढझथनऱमडࣜझरࣜ 1. Check pressure at
इऎ झपफरतडमࣜटनऱरटतࣜथयࣜ clutch KR
ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in
ठथढढडमडपरथझनࣜयबडडठࣜ रफࣜपडऱरमझन the system
झरࣜटनफयडठࣜटनऱरटतࣜइऎ࣪
अढࣜरतथयࣜटझनटऱनझरडठࣜ 3. Check sensor gap at
रतथयࣜझयࣜयनथबबथपणࣜ internal speed sensor
टनऱरटत 4. Check sensor gap at tur-
bine speed sensor
5. Check signal at internal
speed sensor
6. Check signal at turbine
speed sensor
7. Replace clutch
ࣾࣳ ࣶࣾࣳࣜࣜऋलडमࣜएऱऩब ऋऒँऎऐँउऌࣜएऑउऌ पफࣜमडझटरथफप 1. Cool down machine
ऐࣿऑࣜऩडझयऱमडठࣜझࣜ 2. Check wiring from
रडऩबडमझरऱमडࣜथपࣜरतडࣜ TCU to differential
फथनࣜयऱऩबࣜरतझरࣜथयࣜ pressure switch
फलडमࣜरतडࣜ
झननफळडठࣜरतमडयतफनठ 3. Check temperature sen-
sor
ࣾࣽ ࣶࣾࣽࣜࣜऋथनࣜंथनरडम ऀअंंँऎँऊऐअࣽईࣜ पफࣜमडझटरथफप 1. Check oil filter
ँममफम ऌऎँएएऑऎँࣜऋअईࣜंअईऐँऎ 2. Check wiring from
ऐࣿऑࣜऩडझयऱमडठࣜझࣜ TCU to differential
लफनरझणडࣜझरࣜ pressure switch
ठथढढडमडपरथझनࣜ
बमडययऱमडࣜयळथरटतࣜफऱरࣜ 3. Check differential pres-
फढࣜरतड sure switch
झननफळडठࣜमझपणड (measure resitance)
ऀ࣭ ऀ࣭ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ यडडࣜढझऱनरࣜटफठडयࣜपफ࣪ࣜ 1. Check cables and con-
ऒऋईऐࣽःँࣜࣽऐࣜऌऋओँऎࣜ ࣮࣭ࣜरफ࣮ࣜࣿ nectors to sensors,
एऑऌऌईकࣜंऋऎࣜएँऊएऋऎए which are supplied
ऐࣿऑࣜऩडझयऱमडयࣜऩफमडࣜ from AU1
रतझपࣲࣜऒࣜझरࣜरतडࣜबथपࣜ 2. Check the power supply
ࣽऑࣱ࣭ࣜࣤऒࣜयडपयफमࣜ at the pin AU1
यऱबबनवࣥ (should be appx. 5V)
ऀ࣮ ऀ࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ यडडࣜढझऱनरࣜटफठडयࣜपफ࣪ࣜ ࣭࣪ࣜࣿतडटधࣜटझञनडयࣜझपठࣜ
ऌऋओँऎࣜएऑऌऌईकࣜंऋऎࣜ ࣮࣭ࣜरफ࣮ࣜࣿ टफपपडटरफमयࣜरफࣜयडपयफमयࣨ
एँऊएऋऎए ळतथटतࣜझमडࣜयऱबबनथडठࣜढमफऩࣜ
ऐࣿऑࣜऩडझयऱमडयࣜनडययࣜ ࣽऑ࣭
रतझपࣰࣜऒࣜझरࣜरतडࣜबथपࣜ ࣮࣪ࣜࣿतडटधࣜरतडࣜबफळडमࣜ
ࣽऑࣱ࣭ࣤऒࣜयडपयफमࣜ यऱबबनवࣜझरࣜरतडࣜबथपࣜࣽऑ࣭
यऱबबनवࣥ ࣤयतफऱनठࣜञडࣜझबबऴࣱ࣪ࣜऒࣥ

SM 751 13-4-22
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
ऀ࣯ ऀ࣯ࣜ ࣶࣜ ࣾझररडमव ईऋओࣜऒऋईऐࣽःँࣜࣽऐࣜ यतथढरࣜरफࣜपडऱरमझन 1. Check power supply
ईफळ ࣾࣽऐऐँऎक battery
ऩडझयऱमडठࣜलफनरझणडࣜझरࣜ 2. Check cables from bat-
बफळडमࣜयऱबबनवࣜथयࣜ teries to TCU
नफळडमࣜरतझप࣭ࣜ࣬ऒ࣭࣮ࣤऒࣜ
ठडलथटडࣥ 3. Check connector form
नफळडमࣜरतझप࣭ࣜࣴऒࣰ࣮ࣤऒࣜ batteries to TCU
ठडलथटडࣥ
ऀࣰ ऀࣰࣜ ࣶࣜ ࣾझररडमव ऄअःऄࣜऒऋईऐࣽःँࣜࣽऐࣜ यतथढरࣜरफࣜपडऱरमझन 1. Check power supply
ऄथणत ࣾࣽऐऐँऎक battery
ऩडझयऱमडठࣜलफनरझणडࣜझरࣜ 2. Check cables from bat-
बफळडमࣜयऱबबनवࣜथयࣜ teries to TCU
तथणतडमࣜरतझप࣭ࣜࣴऒ࣭࣮ࣤऒࣜ
ठडलथटडࣥ 3. Check connector form
तथणतडमࣜरतझपࣜ batteries to TCU
ࣱ࣯࣮࣪ऒࣰ࣮ࣤऒࣜठडलथटडࣥ
ऀࣱ ऀࣱࣶࣜࣜऐ࣫उࣜँममफम ँऎऎऋऎࣜࣽऐࣜऒࣽईऒँࣜऌऋओँऎࣜ यतथढरࣜरफࣜपडऱरमझन 1. Check fuse
एऑऌऌईकࣜऒऌए࣭ 2. Check cables from
ऐࣿऑࣜयळथरटतडठࣜफपࣜऒऌए࣭ࣜ gearbox to TCU
झपठࣜऩडझयऱमडठࣜऒऌए࣭ࣜथयࣜ
फढढࣜफमࣜऐࣿऑࣜयळथरटतडठ 3. Check connectors from
फढढࣜऒऌए࣭ࣜझपठࣜ gearbox to TCU
ऩडझयऱमडठࣜऒऌए࣭ࣜथयࣜ 4. Replace TCU
यरथननࣜफप
ऀࣲ ऀࣲࣶࣜࣜऐ࣫उࣜँममफम ँऎऎऋऎࣜऒࣽईऒँࣜऌऋओँऎࣜ यतथढरࣜरफࣜपडऱरमझन 1. Check fuse
एऑऌऌईकࣜऒऌए࣮ 2. Check cables from
ऐࣿऑࣜयळथरटतडठࣜफपࣜऒऌए࣮ࣜ gearbox to TCU
झपठࣜऩडझयऱमडठࣜऒऌए࣮ࣜथयࣜ
फढढࣜफमࣜऐࣿऑࣜयळथरटतडठ 3. Check connectors from
फढढࣜऒऌए࣮ࣜझपठࣜ gearbox to TCU
ऩडझयऱमडठࣜऒऌए࣮ࣜथयࣜ 4. Replace TCU
यरथननࣜफप
ँ࣯ ँ࣯ࣶࣜࣿࣽऊࣜऐथऩडफऱर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ पफࣜमडझटरथफप 1. Check the cable from
ऒऋईऐࣽःँࣜࣽऐࣜऀअएऌईࣽकࣜ TCU to the display
ऋऑऐऌऑऐ 2. Check the connectors at
ऐࣿऑࣜयडपठयࣜठझरझࣜरफࣜ the display
रतडࣜठथयबनझवࣜझपठࣜ
ऩडझयऱमडयࣜझनळझवयࣜझࣜ 3. Change display
तथणतࣜलफनरझणड
नडलडनࣜफपࣜरतडࣜ
टफपपडटरफम
ँࣰ ँࣰࣶࣜࣿࣽऊࣜऐथऩडफऱर ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ पफࣜमडझटरथफप ࣭ࣞࣞࣞ࣪ࣜࣿतडटधࣜरतडࣜटझञनडࣜ
ऀअएऌईࣽकࣜऋऑऐऌऑऐ ढमफऩࣜऐࣿऑࣜरफࣜरतडࣜठथयबनझव
ऐࣿऑࣜयडपठयࣜठझरझࣜरफࣜ ࣮࣪ࣜࣿतडटधࣜरतडࣜटफपपडटरफमयࣜ
रतडࣜठथयबनझवࣜझपठࣜ झरࣜरतडࣜठथयबनझव
ऩडझयऱमडयࣜझनळझवयࣜझࣜ ࣯࣪ࣜࣿतझपणडࣜठथयबनझवࣞ
तथणतࣜलफनरझणड
नडलडनࣜफपࣜरतडࣜ
टफपपडटरफम

SM 751 13-4-23
 Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ

ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ
ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम
ं࣭ ं࣭ࣜ ࣶࣜ ँँऌऎऋउ ःँऊँऎࣽईࣜँँऌऎऋउࣜंࣽऑईऐ पफࣜमडझटरथफप मडबनझटडࣜऐࣿऑࣜࣝ!
ँममफम ऐࣿऑࣜटझपࣣरࣜमडझठࣜपफपࣜ
लफनझपरथनडࣜऩडऩफमव
ं࣯ ं࣯ࣶࣜࣜࣽऌऌࣜँममफम ࣽऌऌईअࣿࣽऐअऋऊࣜँऎऎऋऎ रमझपयऩथययथफपࣜयरझवࣜ मडबनझटडࣜऐࣿऑࣜࣝࣝ
यफऩडरतथपणࣜफढࣜरतथयࣜ पडऱरमझन
झबबनथटझरथफपࣜथयࣜळमफपण
ंࣱ ंࣱࣜ ࣶࣜ ࣿनऱरटत ࣿईऑऐࣿऄࣜंࣽअईऑऎँ रमझपयऩथययथफपࣜयरझवࣜ टतडटधࣜटनऱरटत
ंझथन ࣽँࣾࣜळझयࣜपफरࣜझञनडࣜरफࣜ पडऱरमझन
झठदऱयरࣜटनऱरटतࣜ
ढथननथपणࣜबझमझऩडरडमय
ंࣲ ंࣲࣶࣜࣜऐ࣫उࣜँममफम ࣿईऑऐࣿऄࣜࣽऀआऑएऐउँऊऐࣜ ठडढझऱनरࣜलझनऱडयࣹࣜࣜ࣬ࣜ डऴडटऱरडࣜࣽँࣾ
ऀࣽऐࣽࣜईऋएऐࣜऋऎࣜ ढफमࣜࣽँࣾࣜफढढयडरयࣜ
अऊࣿऄऌँऀࣽईࣜ ऱयडठ
ࣿࣽईअࣾऎࣽऐअऋऊ
ऀࣽऐࣽࣜईऋएऐ
ऐࣿऑࣜळझयࣜपफरࣜझञनडࣜरफࣜ
मडझठࣜटफममडटरࣜटनऱरटतࣜ
झठदऱयरऩडपरࣜ
बझमझऩडरडमय

SM 751 13-4-24
 GROUP 20 (D)

GROUP 20

DRIVE AXLE
(for Diesel truck)

System Operation ................................................... Section 1

Differential Carrier Assy.......................................... Section 2

Drive axle ................................................................. Section 3

Problem and Cause .................................................. Section 4

Drive Axle Disassembly and Reassembly ............. Section 5

Drive Axle Removal and Installation .................... Section 6

SM 751 20-0
 Group 20, Drive Axle (D)

Section 1. System Operation

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl u–U uhtl

X kŒ™Œ•›ˆ“GŠˆ™™Œ™Gˆšš  \ GkšŠG‰™ˆ’Œ
Y k™ŒGšˆ› ] GT
Z k™ŒGžŒŒ“ ^ GT
[ wˆ™’•ŽGi™ˆ’Œ _ GT

୛Gk™ŒGˆŸ“ŒGšGŠ–”—–šŒ‹G–G‹Œ™Œ•›ˆ“GŠˆ™™Œ™Gˆšš OXPSG‹™ŒGšˆ›OYPSGˆ•‹G‹™ŒGžŒŒ“OZPU
GGG{ŒG—–žŒ™GšG›™ˆ•š”››Œ‹G™–”GŒ•Ž•ŒG“ GžŒŒ“G›–G›™ˆ•š”šš–•U
GGG{ŒG—–žŒ™G–G›™ˆ•š”šš–•GšG›™ˆ•š”››Œ‹G›–G›ŒGš—™ˆ“G‰ŒŒ“GŽŒˆ™G›™–œŽG›ŒG–œ›—œ›GŽŒˆ™U
GGGh•‹G›ŒG—–žŒ™G–G‹Œ™Œ•›ˆ“GšG›™ˆ•š”››Œ‹G›–G›ŒGžŒŒ“G›™–œŽG›ŒG‹™ŒGšˆ›U

SM 751 20-1-1
 Group 20, Drive Axle (D)

YUGz—ŒŠŠˆ›–•GOw–žŒ™›™ˆ•P

kŒ™Œ•›ˆ“ YU]Z]

nˆŒ™G™ˆ›– w“ˆ•Œ›ˆ™  [

Gk™ŒGˆŸ“Œ {–›ˆ“ XWU\[\

hŸ“ŒG–“ tvipsGJ[Y[

v“G˜œˆ•››  XYU\Gs

zŒ™ŠŒG‰™ˆ’Œ v“G‹š’G‰™ˆ’Œ

Gi™ˆ’Œ i™ˆ’ŒG–“G hvsshGTGzXW

wˆ™’•ŽG‰™ˆ’Œ k™œ”G‰™ˆ’Œ

nŒˆ™G› —Œ z—™ˆ“G‰ŒŒ“GŽŒˆ™
GkŒ™Œ•›ˆ“
kŒ™Œ•›ˆ“G› —Œ [G—•–•š

GG|Tqvpu{ ]j

SM 751 20-1-2
 Group 20, Drive Axle (D)

Section 2. Differential Carrier Assy

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl zwljU

X w•–•GŽŒˆ™G•š‹ŒG‹ˆ”Œ›Œ™ YWUW^WGTGYWUW`W
Y z—‹Œ™G–œ›š‹ŒG‹ˆ”Œ›Œ™ X`U`\`GTGX`U`_W
Z w•–•GŽŒˆ™GžˆšŒ™ XU`YGTGYUW_
[ z‹ŒGŽŒˆ™ T
\ z‹ŒGŽŒˆ™GžˆšŒ™ XU`\GTGYUW\

୛GkŒ™Œ•›ˆ“G›™ˆ•š”›šG›ŒG—–žŒ™G™–”G›ŒG›™ˆ•š”šš–•G›–G‹™ŒGžŒŒ“U
GGGG~Œ•G›ŒGŒŠ“ŒGšG™œ•••ŽG–•ŒGš‹ŒGžŒŒ“G™–›ˆ›ŒšGš“–žŒ™G›ˆ•G›ŒG–›Œ™Gš‹ŒGžŒŒ“U
GGGGkŒ™Œ•›ˆ“GšGŠ–”—–šŒ‹G–G[G—•–•šOXPSGYGš‹ŒGŽŒˆ™šO[PGˆ•‹GXGš—‹Œ™OYPU
GGGG{ŒGš—‹Œ™GšG”ŒšŒ‹GŒ™›Šˆ““ G‰Œ›žŒŒ•G[—•–•šOXPGˆ•‹GYGš‹ŒGŽŒˆ™O[PSGš–G›ŒGŒ•ŽˆŽŒ”Œ•›G
GGGG‰ŒŠ–”ŒGˆG™Ž›Gˆ•Ž“ŒU

SM 751 20-2-1
 Group 20, Drive Axle (D)

Section 3. Drive Axle

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl u–U uhtl u–U uhtl

X zœ•GŽŒˆ™ ] oœ‰Gˆšš  XX z—‹Œ™
Y w“ˆ•Œ›ˆ™ GŽŒˆ™ ^ k™ŒGšˆ› XY kŒ™Œ•›ˆ“G—•–•GŽŒˆ™
Z p••Œ™GŽŒˆ™ _ kšŠG‰™ˆ’Œ XZ kŒ™Œ•›ˆ“Gš‹ŒGŽŒˆ™
[ p••Œ™GŽŒˆ™GŠˆ™™Œ™ ` kGŠˆ™™Œ™Gˆšš  X[ w•–•Gšˆ›
\ {ˆ—Œ™Œ‹G‰Œˆ™•Ž XW y•ŽGŽŒˆ™ X\ wˆ™’•ŽG‰™ˆ’Œ

SM 751 20-3-1
 Group 20, Drive Axle (D)

୛GGk™ŒGˆŸ“ŒGžŠGŠ–•šš›šG–G‹Œ™Œ•›ˆ“GŠˆ™™Œ™GˆššŒ”‰“ O`PSG‹™ŒGšˆ›O^PGˆ•‹Gœ‰GˆššŒ”‰“ 
GGGGO]PG›™ˆ•š”›šG›ŒG‹™ŒG–™ŠŒG™–”G›™ˆ•š”šš–•G›–GŒŠ“ŒUGG
GGGG{ŒG—–žŒ™G–GG›™ˆ•š”šš–•GšG›™ˆ•š”››Œ‹G›–G‹Œ™Œ•›ˆ“GžŠGŠ–•šš›šG–G—•–•Gšˆ›OX[P
GGGGˆ•‹G™•ŽGŽŒˆ™OXWPGˆ•‹G›ŒG‹Œ™Œ•›ˆ“G™–›ˆ›ŒšG›ŒG‹™ŒGšˆ›U
GGGG{ŒG‹Œ™Œ•›ˆ“G›™ˆ•š”›šG›ŒG‹™ŒG–™ŠŒG™–”G›™ˆ•š”šš–•G›–GžŒŒ“Gˆ•‹G–•ŒGžŒŒ“NšG™–›ˆ›–•
GGGGš—ŒŒ‹GšG‹Œ™G™–”G›ŒG–›Œ™U
GGGG{ŒG‹Œ™Œ•›ˆ“GŠ–•šš›šG–G[G—•–•šOXYPSGYGš‹ŒGŽŒˆ™OXZPGˆ•‹Gš—‹Œ™OXXPGˆ•‹G›ŒGGŒ•ŽˆŽŒ”Œ•›
GGGG‰Œ›žŒŒ•G[G—•–•šOXYPGˆ•‹GYGš‹ŒGŽŒˆ™OXZPG”ˆ’ŒšGˆG™Ž›Gˆ•Ž“ŒU
GGGGz‹ŒGŽŒˆ™GOXZPGˆ•‹G‹™ŒGšˆ›O^PGˆ™ŒGŠ–••ŒŠ›Œ‹Gž›Gš—“•ŒGˆ•‹G›ŒG‹™ŒGšˆ›O^PGŠ–•šš›š
GGGG–G—“ˆ•Œ›ˆ™ GŽŒˆ™OYPSGœ‰Gˆšš O]PGˆ•‹G‹™ŒGžŒŒ“šU

SM 751 20-3-2
 Group 20, Drive Axle (D)

YUGk™ŒGhŸ“ŒG{Ž›Œ••ŽG{–™˜œŒ

u–U uhtl zwljU

X i–“›GTGp••Œ™GŠˆ™™Œ™ YYW·ZWG’ŽU༃
Y i–“›GTGz—•‹“Œ XSYWW·\WG’ŽU༃
Z i–“›GTGzŒ™ŠŒG—š›–• X\W·XWG’ŽU༃
[ i–“›GTGh‹‘œš›Œ™G•œ› XWW·YWG’ŽU༃
\ i–“›GTGkŒ™Œ•›ˆ“GŠˆšŒ ]WW·\WG’ŽU༃
] i–“›GTGy•ŽGŽŒˆ™ XSZ\W·\WG’ŽU༃
^ i–“›GTGkŒ™Œ•›ˆ“GŠˆ— XS`WW·\WG’ŽU༃
_ i–“›GTGkŒ™Œ•›ˆ“GŠˆ™™Œ™GˆššŒ”‰“  XSXWW·\WG’ŽU༃
` i–“›GTGwˆ™’•ŽGi™ˆ’Œ YS]WW·\WG’ŽU༃
XW i–“›GTGi™ˆ’ŒGk™œ” XSYWW·\WG’ŽU༃

SM 751 20-3-3
 Group 20, Drive Axle (D)

ZUGkšŠGi™ˆ’ŒG

u–U uhtl u–U uhtl

X z—•‹“Œ \ k™ŒGšˆ›
Y z›ŒŒ“G—“ˆ›Œ ] z—“•ŒGŠ–““ˆ™
Z kšŠG—“ˆ›Œ ^ zŒ™ŠŒG—š›–•
[ zŒ™ŠŒG—š›–•Gˆ‹‘œš›G‰–“› _ wˆ™’•ŽG‰™ˆ’Œ

୛GzŒˆ“Œ‹Gœ—Gš›™œŠ›œ™ŒG–G ‹™ˆœ“ŠG‹šŠG‰™ˆ’ŒGš š›Œ”GšŒŠœ™ŒšGŽ––‹G‰™ˆ’ŒG—Œ™–™”ˆ•ŠŒGŒŒ•G
GGGG•G›ŒGŽGœ”‹G–™G‹œš› Gˆ™ŒˆUG
GGGGiŒŠˆœšŒG›GšG—–šš‰“ŒG›–GœšŒG›ŒG‰™ˆ’ŒGšŒ”T—Œ™”ˆ•Œ•›“ SG›Œ™ŒGšG•–G•ŒŒ‹G›–G™Œ—“ˆŠŒG–™G
GGGGŠˆ•ŽŒG›ŒG“••ŽGˆšG‹™œ”G› —ŒG‰™ˆ’ŒG‹–U
GGGGtˆ‘–™GŠ–”—–•Œ•›šGˆ™ŒG[G‹šŠG—“ˆ›ŒšOZPSG\Gš›ŒŒ“G—“ˆ›ŒšOYPSGšŒ™ŠŒG—š›–•O^PU
GGGGi™ˆ’•ŽG–™ŠŒGšGˆ——“Œ‹G‰ G™Œš›™Š›•ŽG›ŒG‹™•ŽG–™ŠŒG™–”G‹™ŒGšˆ›O\PGˆ•‹Gš—“•ŒGŠ–““ˆ™O]PU

SM 751 20-3-4

Section 4. Problem and Cause
Ϳ΀ ΁΃΀ͳͽͶ;
͢ ͑΃ΖΘΦΝΒΣ͑ΟΠΚΤΖ
ͣ ͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ
ͤ ͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ
ͥ ͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ
ͦ ͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ
SM 751
Group 20, Drive Axle (D)
ʹͲΆ΄Ͷ
͙͚͑͢ΝΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΤΙΠΣΥΒΘΖ͟
͙΁ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚
͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟
͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟
͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟
͙͚ͨ͑΁ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚͑͢ͺΣΣΖΘΦΝΒΣ͑ΣΠΥΒΥΚΠΟ͑ΠΗ͑ΣΚΟΘ͑ΘΖΒΣ͟
͑͑Β͑͟ͽΠΠΤΖΟΖΕ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΗΚΩΚΟΘ͑ΓΠΝΥ͟
͑͑Γ͑͟͵ΣΚΧΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͣ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΓΖΒΣΚΟΘ͑ΕΒΞΒΘΖ͟
͙͚͑͢͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΠΣ͑ΤΡΚΕΖΣ͑ΒΣΖ
͑͑͑͑͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͣ͑΄ΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΔΒΤΖ͑ΒΣΖ͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͤ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΤΚΕΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑΅ΙΣΦΤΥ͑ΨΒΤΙΖΣ͑ΨΖΒΣ͑ΠΣ͑ΕΒΞΒΘΖ͟
͙͚ͦ͑΅ΠΠ͑ΝΒΣΘΖ͑ΓΒΔΜΝΒΤΙ͙͑ΓΖΥΨΖΖΟ͑ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͚
͙͚͑͢΀ΚΝ͑ΝΖΒΜΒΘΖ͑ΒΥ͑ΥΙΖ͑ΒΩΝΖ͑ΙΦΓ͑ΔΒΣΣΚΖΣ͑ΤΚΕΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΓΣΖΒΥΙΖΣ͟
͙͚ͣ͑΁ΚΟΚΠΟ͑ΒΩΝΖ͑ΝΖΒΜΒΘΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΓΣΖΒΥΙΖΣ͟
͑͑Ε͑͟ΈΖΒΣ͑ΠΣ͑ΚΟΔΠΣΣΖΔΥ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΠΚΝ͑ΤΖΒΝ͟
͙͚͑͢ͲΩΝΖ͑ΤΙΒΗΥ͑ΕΒΞΒΘΖΕ͟
͑͑Β͑͟ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΝΠΠΤΖΟΚΟΘ͟
͑͑Γ͑͟΄ΙΠΣΥ͑ΝΖΟΘΥΙ͑ΠΗ͑ΤΙΒΗΥ͟
͑͑Δ͑͟΄ΥΦΕ͑ΒΟΕ͑ΟΦΥ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͣ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΥΖΖΥΙ͑ΕΒΞΒΘΖΕ͟
͙͚ͤ͑΁ΚΟΚΠΟ͑ΘΖΒΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΤΚΕΖ͑ΘΖΒΣ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
͙͚ͥ͑΄ΡΚΕΖΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
20-4-1
 Group 20, Drive Axle (D)

Section 5. Drive Axle Disassembly and

Reassembly

͙͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͚͑͑

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑Έ͹ͶͶͽ͑͹Άͳ͑ͯ

͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣ΢ΦΖ͑ΨΣΖΟΔΙ͑
ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟

͵΃ͲͺͿ͑΁ͽΆ͸

͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
Ϳ΀΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒

͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟
͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑΀͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟

SM 751 20-5-1
 Group 20, Drive Axle (D)

͚ͥ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟ ͙͚͢

͚ͦ͑΃ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟ ͙͚ͣ

͚ͧ͑΃ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ͙͚ͤ
ΨΒΤΙΖΣ͙͚ͦ͟ ͙͚ͣ ͙͚ͥ
͙͚͢ ͙͚ͦ

͚ͨ͑΃ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ ͙͚ͨ

SM 751 20-5-2
 Group 20, Drive Axle (D)

͚ͩ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑
ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ

͙͚ͨ
͙͚ͩ

͚ͪ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΓΠΝΥ͙͚ͪ͑͝ΣΖΞΠΧΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͙͚͑͢͡ ͙͚͢͡ ͙͚ͪ

ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟

͚͑͢͡΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑ΠΦΥ͑ΠΗ͑
ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚͑͢͢΁ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ
ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟

SM 751 20-5-3
 Group 20, Drive Axle (D)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͙͚͢͢
ͥ͑͢ΓΠΝΥ͙͚͢͢͟

͚ͤ͑͢΃ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑
ΙΒΞΖΣ͑͟
΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟

SM 751 20-5-4
 Group 20, Drive Axle (D)

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑ͲΉͽͶ͑͹΀Ά΄ͺͿ͸͑ͯ

͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ ͙͚͢
ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟

͚ͣ͑ͷΠΣ͑ΥΙΖ͑ΣΖΒΤΤΖΞΓΝΪ͑͝ΔΙΖΔΜ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΒΟΕ͑ΣΖΔΠΣΕ͑ΚΥ͟
ͲΗΥΖΣ͑ΝΠΠΤΖΟ͑ͣ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΓΒΔΜΚΟΘ͑ΡΝΒΥΖ͙͚ͤ͟
͙͚ͣ

͙͚ͤ

͚ͤ͑ͳΖΗΠΣΖ͑ΣΖΞΠΧΚΟΘ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΔΒΣΣΚΖΣ͙͚ͥ͑͝ΔΙΖΔΜ͑ΥΙΖ͑
ΝΠΔΒΥΚΠΟ͑ΠΗ͑ΔΒΡ͙͚ͦ͑ΒΟΕ͑ΞΒΣΜ͑ΚΥ͑ΗΠΣ͑ΣΖΒΤΤΖΞΓΝΪ͟ ͙͚ͦ
͙͚ͧ
͚ͥ͑΃ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟

͙͚ͥ

͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͙͚ͧ
͙͚ͨ
ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟

SM 751 20-5-5
 Group 20, Drive Axle (D)

͚ͧ͑΃ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
͙͚ͩ

͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑
ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚ͩ͑ʹΙΖΔΜ͑ΥΙΖ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΤΖΡΒΣΒΥΖ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΗΣΠΞ͑
ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͟
ͺΗ͑ΥΙΖΣΖ͑ΚΤ͑ΟΠ͑ΞΒΣΜ͑͝ΓΖ͑ΤΦΣΖ͑ΥΠ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
ΈΙΖΟ͑ΣΖΒΤΤΖΞΓΝΚΟΘ͑͝ΚΥ͑ΞΦΤΥ͑ΓΖ͑ΡΝΒΔΖΕ͑ΒΥ͑͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͑
ΥΙΒΥ͑ΓΖΗΠΣΖ

͚ͪ͑΃ΖΞΠΧΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑͝ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΒΟΕ͑
ΥΙΖΟ͑ΡΝΒΔΖ͑ΥΙΖΞ͑ΠΟ͑ΥΙΖ͑ΔΝΖΒΟ͑ΓΖΟΔΙ͟
ΥΙ Ν ΥΙ ΥΙ Ν Γ Ι

͚͑͢͡ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑͵ΣΦΞ͙͚͑͢͡ΗΣΠΞ͑ΥΙΖ͑΁ΒΣΜΚΟΘ
͙͚͢͡
ͳΣΒΜΖ

͙͚ͪ

SM 751 20-5-6
 Group 20, Drive Axle (D)
͙͚͢͢
͚͑͢͢ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢ ͙͚ͣ͢
͙͚ͦ͢

͚ͣ͑͢ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͤ͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ͙͚ͥ͑͑͢ΗΣΠΞ
ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΙΠΦΤΚΟΘ͟

͚ͤ͑͢΃ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͦ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑
ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
͙͚ͤ͢ ͙͚ͥ͢

͚ͥ͑͢΃ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͧ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͨ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͙͚ͨ͢
͙͚ͧ͢

ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑
ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

͑͑

͚ͦ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑
ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟

͚ͧ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑
ΤΚΕΖ͟

SM 751 20-5-7
 Group 20, Drive Axle (D)

ͭ͑΃ͶͲ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵΃ͺ·Ͷ͑ͲΉͽͶ͑ͯ
ʹΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΨΚΥΙ͑ΔΝΖΒΟΤΖΣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΣΖΞΒΚΟΖΕ͑ΝΠΔΥΚΥΖ͟

ΌΈΒΣΟΚΟΘΎ

ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΤΡΚΝΝ͑ΔΝΖΒΟΤΖΣ͑ΠΟ͑ΪΠΦΣ͑ΓΠΕΪ͟
ͲΧΠΚΕ͑ΕΣΚΟΜΚΟΘ͑ΔΝΖΒΟΤΖΣ͑ΠΣ͑ΓΣΖΒΥΙΚΟΘ͑ΚΥΤ͑ΗΦΞΖΤ͟
ΈΖΒΣ͑ΡΣΠΥΖΔΥΚΧΖ͑ΔΝΠΥΙΚΟΘ͑͝ΘΝΒΤΤΖΤ͑ΒΟΕ͑ΘΝΠΧΖΤ͟
ͺΗ͑ΤΡΚΝΝΖΕ͑ΠΟ͑ΥΙΖ͑ΤΜΚΟ͑͝ΗΝΦΤΙ͑ΪΠΦΣ͑ΤΜΚΟ͑ΨΚΥΙ͑ΨΒΥΖΣ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
ͺΗ͑ΤΨΒΝΝΠΨΖΕ͑͝ΘΖΥ͑ΞΖΕΚΔΒΝ͑ΒΥΥΖΟΥΚΠΟ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
• ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟
• ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟
• ΃ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟
• ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟
• ΃ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑ͳͶ·Ͷͽ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ
ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟

͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ
ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟

͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟

͞ ͳΪ͑ΥΙΖ͑Ζ΢ΦΒΥΚΠΟ͓͑͑Ή͑ͮ͑Ͷ͑͞ ͳ͑͞ ΅͑ρ ʹ͓͑͑ΕΖΗΚΟΖ͑ΥΙΖ͑ΤΙΚΞ͑

ΥΙΚΔΜΟΖΤΤ͙͚͢͟

ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͟͢͝͡ΞΞ
΅͑ͫ͑͹ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟

ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟
ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡

ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢͟͢᎖͝
ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢͟͢͡᎖͝
ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝
ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝
΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑
͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͟͢͢͢͟͢͢͟͟͟͡͞͡͞͞͡͡͡᎖͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ

SM 751 20-5-8
 Group 20, Drive Axle (D)

͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑
ΓΪ͑ΡΣΖΧΚΠΦΤ͑Ζ΢ΦΒΥΚΠΟ͟
΁ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑Υ ΙΒΥ͑͑͑
ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

͚ͤ͑͹ΖΒΥ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΥΠ͑ΞΒΩ͑͢͡͡ఁ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ΥΠ͑
ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ͲΝΤΠ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΤΙΠΦΝΕ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ
͚͢ ͲΤΤΖΞΝΖ ΓΖΒΣΚΟΘ ΔΦΡ
͚͑͢ͲΤΤΖΞΝΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͟
ͲΤΤΖΞΓΝΖ͑ΤΡΒΔΖΣ͑ΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΥΙΖΟ͑ΚΟΤΥΒΝΝ͑ΞΖΒΤΦΣΖΕ͑
ΤΙΚΞΤ͑ΠΟΥΠ͑ΥΙΖ͑ΤΡΒΔΖΣ͟

͚ͣ͑ͺΟΤΖΣΥ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΚΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͑ΒΟΕ͑ΝΠΔΜ͑ΟΦΥ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΠΦΥΖΣ͑ΓΖΒΣΚΟΘ͟
ͲΡΡΝΪΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΥΙΖΟ͑ΥΚΘΙΥΖΟ͑
ΝΠΔΜ͑ΟΦΥ͟
ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͥ͝͡͡ίͥ͝͡͡͡Ꭰ‫ח‬ΔΞ

;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ీ΃ΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣ͡ίͤͦᎠ͟ΔΞ͑͑

ʹΠΜΖ͑ΝΠΔΜ͑ΟΦΥ͑ΚΟΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΤΝΠΥ͟

SM 751 20-5-9
 Group 20, Drive Axle (D)

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁Ͳ΃ͼͺͿ͸͑ͳ΃ͲͼͶͯ

͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ
͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ ͙͚͢
ΨΚΥΙ͑ΝΠΔΥΚΥΖ͔͑ͣͨͨ͑
͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡Ꭰ‫ח‬ΔΞ͚
͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡Ꭰ‫ח‬ΔΞ͚

͚ͣ΃ΖΞΠΧΖ͑ΡΝΦΘ͑ΗΣΠΞ͑ΙΠΝΖ͙͚͑͢ΒΟΕ͑ΙΒΟΕΝΖ͑Β͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΦΟΥΚΝ͑ΤΖΖΚΟΘ
͑ΓΣΒΜΖ͑ΒΕΛΦΤΥΖΣ

͚ͤ΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΡΣΠΔΖΕΦΣΖΤ͑ΤΙΠΦΝΕ͑ΓΖ͑ΒΡΡΝΚΖΕ͑ΥΠ͑ΓΣΒΜΖ͑ΤΙΠΖ͑
ΒΕΛΦΤΥΞΖΟΥ

ᐭͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΒΣΣΠΨ͑ΤΚΘΟ͑ΦΟΥΚΝ͑ΠΔΔΦΣΚΟΘ͑
ΕΣΦΞ͑ΕΣΦΘ

ᐮͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΠΡΡΠΤΚΥΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΥΙΖ͑ΒΣΣΠΨ͑
ΤΚΘΟ͑ΠΟ͑ΗΠΦΣ͑ΔΝΚΔΜ͑͑͑͑͑͑͟
ͲΥ͑ΥΙΚΤ͑ΥΚΞΖ͑͝ΝΚΟΚΟΘ͑ΔΝΖΒΣΒΟΔΖ͑ΚΤ͑͟͢͡ίͣͦ͟͡ΞΞ͑͑͑͑͑͑͑

ᐯʹΙΖΔΜ͑ΕΣΦΞ͑ΕΣΒΘ͑ΒΗΥΖΣ͑ΠΡΖΣΒΥΚΟΘ͑ΝΖΧΖΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
͙΃ΖΡΖΒΥ͑ΗΣΠΞ͑ΓΖΘΚΟΚΟΘ͑ΚΗ͑ΕΣΒΘ͑ΚΤ͑ΠΔΔΦΣΖΕ͚

SM 751 20-5-10
 Group 20, Drive Axle (D)

ͭ͑Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵ͺͷͷͶ΃ͶͿ΅ͺͲͽ͑Ͳ΄΄Ͷ;ͳͽΊͯ

͚͑͢ͲΤΤΖΞΓΝΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΨΚΥΙ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ
ΚΟΤΥΒΝΝ͑ΥΙΖΞ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͟

͚ͣ͑ͲΤΤΖΞΓΝΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΞΒΣΜΤ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
;ΒΥΔΙ͑ΥΨΠ͑ΞΒΣΜΤ͑ΒΥ͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͟

͙͚͢
͚ͤ͑΅ΚΘΙΥΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚ͨ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦͦ͡ίͧͦ͡Ꭰ͟ΔΞ

͙͚ͣ

͚ͥ͑ͲΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΓΪ͑ΥΚΘΙΥΖΟΚΟΘ͑ͣ͑͢ΓΠΝΥΤ͙͚ͣ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫͤ͢͝͡͡ίͥ͢͟͡͡Ꭰ͟ΔΞ

SM 751 20-5-11
 Group 20, Drive Axle (D)

͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
΁ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟
ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟
ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑
ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟
ీ ΃ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖

͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟
Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ
;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟
΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙΁͚͑
ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙΋͚͟
͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͚
ΆͿͺ΅͙ͼΘχΔΞ͚
΁ ΋
ͣ͡ ͥͥίͥͨ
ͣͦ ͥͪίͦͣ
ͤ͡ ͦͦίͦͩ
ͤͦ ͦͪίͧͣ

͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟

͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑ΨΚΥΙ͑Β͑
ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟

͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑
͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ

͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ
͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟

͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚ΢ΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑
ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟

SM 751 20-5-12
 Group 20, Drive Axle (D)

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑ʹͲ΃΃ͺͶ΃͑ͯ

͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟ ͙͚͢

͚ͣ͑ͷΚΩ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͙͚͢͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑
ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͦ͢͝͡͡ίͦ͢͢͝͡Ꭰ͟ΔΞ

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑Έ͹ͶͶͽ͑͹Άͳ͑Ͳ΄΄͘Ίͯ
͚͑͢ͺΟΤΖΣΥ͑ΓΖΒΣΚΟΘ͑ΚΟΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͟
ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΔΠΟΥΒΔΥ͑ΔΠΞΡΝΖΥΖΝΪ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΣ͑ΠΚΝ͑ΥΠ͑ΤΙΒΗΥ͑ΤΖΒΝ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑
ΗΣΠΞ͑ΥΙΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΠΦΥΣΖ͑ΤΚΕΖ͑ΠΗ͑ΨΙΖΖΝ͑ΙΦΓ͟

͚ͣ͑ͺΟΤΥΒΝΝ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΥΙΖ͑ΥΦΓΖ͑ΗΝΒΟΘΖ͑ΠΗ͑ΒΩΝΖ͑ΔΠΞΡΝΖΥΖΝΪ͟
ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟

͚ͤ͑ͺΟΤΖΣΥ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΚΟΥΠ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΤΖΔΦΣΖ͑ΨΚΥΙ͑ΔΚΣΔΝΚΡ͟

SM 751 20-5-13
 Group 20, Drive Axle (D)

͚ͥ͑΁ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑
ΦΟΥΚΝ
ΔΠΟΥΒΔΥ͑͟ͺΟΤΥΒΝΝ͑ΤΦΓΤΖ΢ΦΖΟΥΝΪ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͑ΒΗΥΖΣ͑ΔΠΠΝΚΟΘ͑ΕΠΨΟ͟

͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟

ͲΤΤΖΞΓΝΖ͑ΒΕΛΦΤΥ͑ΟΦΥ͙͚͢ ͙͚͢ ͙͚ͣ

ీ ͹ΦΓ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣͨ͡ίͤ͡͡Ꭰ͟ΔΞ

ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝ
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑
Ζ͑
ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͪ͢͡ίͣͦ͡Ꭰ͟ΔΞ

͚ͧ͑ͲΤΤΖΞΓΝΖ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͙͚͙͚͑ͤͥ͑͝ΨΚΥΙ͑ΠΚΝ͙;΀ͳͺͽ͔͚͑ͥͣͥ͑ΥΠ͑ΥΙΖ͑ͲΩΝΖ͑
ΙΠΦΤΚΟΘ͙͚ͦ͟
ͲΤΤΖΞΓΝΖ͑ΓΦΤΙΚΟΘ͙͚ͧ͑ΥΠ͑ΡΚΤΥΠΟ͙͚ͨ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΡΚΤΥΠΟ͙͚ͨ
ͲΤΤΖΞΓΝΖ ΓΦΤΙΚΟΘ͙͚ͧ ΥΠ ΡΚΤΥΠΟ͙͚ͨ ΒΟΕ ΥΙΖΟ ΒΤΤΖΞΓΝΖ ΡΚΤΥΠΟ͙͚ͨ
ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΒΡΡΝΪΚΟΘ͑ΠΚΝ͑ΤΦΗΗΚΔΚΖΟΥΝΪ͑ΒΟΕ͑ΒΡΡΝΪ͑ΝΠΔΥΚΥΖ͑
͔ͣͨ͑͢ΥΠ͑ΤΡΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΥΠ͑͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͥ͢͡ίͧ͢͡ΜΘ͟ΔΞ
ͲΤΤΖΞΓΝΖ͑ͤ͑ΓΣΒΜΖΡΚΟΤ͙͚͑͢͡ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΥΙΖ͑ΤΥΒΥΦΤ͑ΠΗ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΕΒΞΒΘΖ͟

ͭ͑ͲΤΤΖΞΓΝΚΟΘ͑ΡΝΒΥΖ͑ΒΟΕ͑ΚΟΤΡΖΔΥΚΠΟ͑ͯ

Β͑͟ͲΤΤΖΞΓΝΖ͑ͦ͑ΡΝΒΥΖΤ͙͚͑͢ΒΟΕ͑ͥ͑ΕΚΤΜΤ͙͚ͣ͑ΨΚΥΙ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͙͚ͤ͑ΒΟΕ͑
ΥΙΖΟ͑ΝΠΔΜ͑ΨΚΥΙ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͥ͟

Γ͑͟ͲΤΤΖΞΓΝΖ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͑ΛΠΚΟΖΕ͑ΡΝΒΥΖΤ͑ΒΟΕ͑ΕΚΤΜΤ͑͝ΒΟΕ͑ΕΣΚΧΖ͑
ΤΙΒΗΥ͙͚ͦ͑ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͑͟
͞ͳΖΗΠΣΖ͑ΒΤΤΖΞΓΝΚΟΘ͑͝ΔΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΔΠΞΡΝΖΥΖΝΪ͑ΒΟΕ͑
ΣΖΞΠΧΖ͑ΓΦΣΣΤ͟

Δ͑͟ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͦͣͨ͑͢ΥΠ͑ΤΡΚΟΕΝΖ͑ΤΚΕΖ͑ΠΗ͑ΒΝΩΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͟

SM 751 20-5-14
 Group 20, Drive Axle (D)

͚ͨ͑΁ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟

͚ͩ͑ͲΗΥΖΣ͑ΒΤΤΖΞΓΝΖ͑ΤΦΟ͑ΘΖΒΣ͑ΥΠ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΒΟΕ͑ΗΚΩ͑ΚΥ͑ΨΚΣΙ͑ΤΟΒΡ͑ΣΚΟΘ͟
ͲΤΤΖΞΓΝΖ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΒΤΤΖΞΓΝΪ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΤΙΒΗΥ͑ΈΙΖΣΖ͑ΓΦΤΙΚΟΘ͑ΔΠΟΥΒΔΥΤ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΥΠ͑ΥΖΖΥΙ͑ΡΒΣΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΘΖΒΣ͑͟

͚ͪ͑ͲΤΤΖΞΓΝΖ͑ΚΟΥΖΣΟΒΝ͑ΔΠΞΡΠΟΖΟΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΚΟ͑ΥΙΖ͑ΣΖΧΖΣΤΖ͑
ΠΣΕΖΣ͑ΥΠ͑ΕΚΤΒΤΤΖΞΓΝΪ͟

SM 751 20-5-15
 Group 20, Drive Axle (D)

͚͑͢͡ͺΟΤΥΒΝΝ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑
ΓΠΝΥ
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͣͦ͡ίͥ͡͡Ꭰ͟ΔΞ

͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ
͙͚͢

SM 751 20-5-16
 Group 20, Drive Axle (D)

Section 6
Transmission Removal and Installation

SM 751 20-6-1
 Group 20, Drive Axle (D)

Drive Axle Removal

! CAUTION
SAFE PARKING: Before starting work.

1. Be sure to park your forklift on horizontal surface that is rigid and has no cracks or broken areas, e.g. concrete floor.
2. Place the upright assembly in a vertical position and then slowly lower the attachment to the lowermost level.
3. Neutralize the controls.
Turn off the ignition and then remove the key.

! WARNING
Comply with all safe lifting practices whenever attempting to mount or remove drive axle to or from the
forklift.
Lifting is permitted only in the case where appropriate sizes of crane rings are used to the both sides of
drive axle.
Make sure to use lifting equipment having a safe load capacity exceeding the weight of the drive axle.

1. As described in Group 34, remove the upright assembly.

2. Place a block beneath the frame front to remove drive wheel. (Fig. 1)
3. As described in Group 22, remove drive wheel.
4. Remove drain plug and make drive axle oil discharged.
5. Remove parking brake cable. (Fig. 2)
6. Remove brake line and oil cooling line. (Fig. 3)
7. Disassemble drive shaft mounting bolts from the axle. (Fig. 4)
8. After fixing crane rings to bolts at both sides of the axle, remove drive axle mounting bolts. (Fig. 5)
9. Disassemble the drive axle toward the front of the frame.

Fig. 1: Placement of block beneath the vehicle

SM 751 20-6-2
 Group 20, Drive Axle (D)

! CAUTION
Care shall be taken so as to cause no damage
to threads of wheel bolts during fixing of
crane rings to both wheel bolts.

! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.

Fig. 4: Removal of drive axle from shaft

Parking Cable

Fig. 2: Removal of parking brake cable

Brake line

Fig. 5: Removal of drive axle from frame

Oil Cooling line

Fig. 3: Removal of brake & oil cooling

SM 751 20-6-3
 Group 20, Drive Axle (D)

Drive Axle Installation

The Installation shall be in the reverse order of the removing procedure. Refer to figures herein when Installation the
drive axle. (Fig. 6)

! CAUTION
Ensure that the forklift is lifted in a right manner and vehicle body be fixed with a rigid prop.

1. Place the drive axle in the position of frame, where engagement torque shall be 800-900 N·m (590-664 Ibf·ft). (Fig. 5)

! CAUTION
Care shall be taken so as to cause no damage to threads of wheel bolts during fixing of crane rings to both
wheel bolts.

! WARNING
Be always alert for the potential fall of heavy loads that may cause serious injury.

2. Assemble the drive shaft with axle. (Fig. 4)

3. Connect drive axle cooling hose with brake line. (Fig. 3)
4. Connect parking brake cable. (Fig. 2)
5. Install/connect all items that have been removed or disconnected as directed in 1~3 steps of the above-mentioned
“Drive Axle Removal” by referring to pertinent descriptions therein.
6. Fill drive axle oil.

Mounting bolt

Mounting bolt

Fig. 6: Mounting of drive axle

SM 751 20-6-4
 GROUP 21 (L)

GROUP 21 (L)

DRIVE AXLE
(for LPG truck)

System Operation ................................................... Section 1

Differential Carrier Assy.......................................... Section 2

Drive axle ................................................................. Section 3

Problem and Cause .................................................. Section 4

Drive Axle Disassembly and Reassembly .............. Section 5

Drive Axle Removal and Installation .................... Section 6

SM 751 21-0
 Group 21, Drive Axle (LPG)

Section 1. System Operation

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl
X kŒ™Œ•›ˆ“GŠˆ™™Œ™Gˆšš 
Y k™ŒGšˆ›
Z k™ŒGžŒŒ“
[ i™ˆ’ŒG‹šŠ

୛Gk™ŒGˆŸ“ŒGšGŠ–”—–šŒ‹G–G‹Œ™Œ•›ˆ“GŠˆ™™Œ™Gˆšš OXPSG‹™ŒGšˆ›OYPSGˆ•‹G‹™ŒGžŒŒ“OZPU
GGG{ŒG—–žŒ™GšG›™ˆ•š”››Œ‹G™–”GŒ•Ž•ŒG“ GžŒŒ“G›–G›™ˆ•š”šš–•U
GGG{ŒG—–žŒ™G–G›™ˆ•š”šš–•GšG›™ˆ•š”››Œ‹G›–G›ŒGš—™ˆ“G‰ŒŒ“GŽŒˆ™G›™–œŽG›ŒG–œ›—œ›GŽŒˆ™U
GGGh•‹G›ŒG—–žŒ™G–G‹Œ™Œ•›ˆ“GšG›™ˆ•š”››Œ‹G›–G›ŒGžŒŒ“G›™–œŽG›ŒG‹™ŒGšˆ›U

SM 751 21-1-1
 Group 21, Drive Axle (LPG)

YUGz—ŒŠŠˆ›–•GOw–žŒ™›™ˆ•P

kŒ™Œ•›ˆ“ ZUZ][

nˆŒ™G™ˆ›– w“ˆ•Œ›ˆ™  [

Gk™ŒGˆŸ“Œ {–›ˆ“ XZU[\

hŸ“ŒG–“ tvipsGJ[Y[

v“G˜œˆ•››  XYU\Gs

zŒ™ŠŒG‰™ˆ’Œ v“G‹š’G‰™ˆ’Œ
Gi™ˆ’Œ
i™ˆ’ŒG–“G hvsshGTGzXW

nŒˆ™G› —Œ o —–‹G‰ŒŒ“GŽŒˆ™
GkŒ™Œ•›ˆ“
kŒ™Œ•›ˆ“G› —Œ [G—•–•š

GG|Tqvpu{ ]j

SM 751 21-1-2
 Group 21, Drive Axle (LPG)

Section 2. Differential Carrier Assy

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl zwljU

X kŒ™Œ•›ˆ“G—•–•GŽŒˆ™G••Œ™G‹ˆ YWUW^WGTGYWUW`W
Y z—‹Œ™G–œ›Œ™G‹ˆ X`U`\`GTGX`U`_W
Z w•–•GŽŒˆ™GžˆšŒ™ XU`YGTGYUW_
[ z‹ŒGŽŒˆ™ T
\ z‹ŒGŽŒˆ™GžˆšŒ™ XU`\GTGYUW\

୛GkŒ™Œ•›ˆ“G›™ˆ•š”›šG›ŒG—–žŒ™G™–”G›ŒG›™ˆ•š”šš–•G›–G‹™ŒGžŒŒ“U
GGGG~Œ•G›ŒGŒŠ“ŒGšG™œ•••ŽG–•ŒGš‹ŒGžŒŒ“G™–›ˆ›ŒšGš“–žŒ™G›ˆ•G›ŒG–›Œ™Gš‹ŒGžŒŒ“U
GGGGkŒ™Œ•›ˆ“GšGŠ–”—–šŒ‹G–G[G—•–•šOXPSGYGš‹ŒGŽŒˆ™šO\PGˆ•‹GXGš—‹Œ™OYPU
GGGG{ŒGš—‹Œ™GšG”ŒšŒ‹GŒ™›Šˆ““ G‰Œ›žŒŒ•G[—•–•šOXPGˆ•‹GYGš‹ŒGŽŒˆ™O[PSGš–G›ŒGŒ•ŽˆŽŒ”Œ•›G
GGGG‰ŒŠ–”ŒGˆG™Ž›Gˆ•Ž“ŒU

SM 751 21-2-1
 Group 21, Drive Axle (LPG)

Section 3. Drive Axle

XUGnŒ•Œ™ˆ“Gz—ŒŠŠˆ›–•

u–U uhtl u–U uhtl u–U uhtl

X zœ•GŽŒˆ™ ] oœ‰Gˆšš  XX z—‹Œ™
Y w“ˆ•Œ›ˆ™ GŽŒˆ™ ^ k™ŒGšˆ› XY kŒ™Œ•›ˆ“G—•–•GŽŒˆ™
Z p••Œ™GŽŒˆ™ _ kšŠG‰™ˆ’Œ XZ kŒ™Œ•›ˆ“Gš‹ŒGŽŒˆ™
[ p••Œ™GŽŒˆ™GŠˆ™™Œ™ ` kGŠˆ™™Œ™Gˆšš  X[ w•–•Gšˆ›
\ {ˆ—Œ™Œ‹G‰Œˆ™•Ž XW y•ŽGŽŒˆ™

SM 751 21-3-1
 Group 21, Drive Axle (LPG)

୛Gk™ŒGˆŸ“ŒGžŠGŠ–•šš›šG–G‹Œ™Œ•›ˆ“GŠˆ™™Œ™GˆššŒ”‰“ O`PSG‹™ŒGšˆ›O^PGˆ•‹Gœ‰GˆššŒ”‰“ 
GGGO]PG›™ˆ•š”›šG›ŒG‹™ŒG–™ŠŒG™–”G›™ˆ•š”šš–•G›–GŒŠ“ŒUGG
GGGG{ŒG—–žŒ™G–GG›™ˆ•š”šš–•GšG›™ˆ•š”››Œ‹G›–G‹Œ™Œ•›ˆ“GžŠGŠ–•šš›šG–G—•–•Gšˆ›OX[P
GGGGˆ•‹G™•ŽGŽŒˆ™OXWPGˆ•‹G›ŒG‹Œ™Œ•›ˆ“G™–›ˆ›ŒšG›ŒG‹™ŒGšˆ›U
GGGG{ŒG‹Œ™Œ•›ˆ“G›™ˆ•š”›šG›ŒG‹™ŒG–™ŠŒG™–”G›™ˆ•š”šš–•G›–GžŒŒ“Gˆ•‹G–•ŒGžŒŒ“NšG™–›ˆ›–•G
GGGGšG‹Œ™G™–”G›ŒG–›Œ™U
GGGG{ŒG‹Œ™Œ•›ˆ“GŠ–•šš›šG–G[G—•–•šOXYPSGYGš‹ŒGŽŒˆ™OXZPGˆ•‹Gš—‹Œ™Gˆ•‹G›ŒGGŒ•ŽˆŽŒ”Œ•›
GGGG‰Œ›žŒŒ•G[G—•–•šOXYPGˆ•‹Gš‹ŒGŽŒˆ™OXZPG”ˆ’ŒšGˆG™Ž›Gˆ•Ž“ŒU
GGGGz‹ŒGŽŒˆ™GOXZPGˆ•‹G‹™ŒGšˆ›O^PGˆ™ŒGŠ–••ŒŠ›Œ‹Gž›Gš—“•ŒGˆ•‹G›ŒG‹™ŒGšˆ›O^PGŠ–•šš›š
GGGG–G—“ˆ•Œ›ˆ™ GŽŒˆ™OYPSGœ‰Gˆšš O]PGˆ•‹G‹™ŒGžŒŒ“šU

SM 751 21-3-2
 Group 21, Drive Axle (LPG)

YUGk™ŒGhŸ“ŒG{Ž›Œ••ŽG{–™˜œŒ

u–U uhtl zwljU

X i–“›GTGp••Œ™GŠˆ™™Œ™ YYW·ZWG’ŽU༃
Y i–“›GTGz—•‹“Œ XSYWW·\WG’ŽU༃
Z i–“›GTGzŒ™ŠŒG—š›–• X\W·XWG’ŽU༃
[ i–“›GTGh‹‘œš›Œ™G•œ› XWW·YWG’ŽU༃
\ i–“›GTGkŒ™Œ•›ˆ“GŠˆšŒ ]WW·\WG’ŽU༃
] i–“›GTGy•ŽGŽŒˆ™ XSZ\W·\WG’ŽU༃
^ i–“›GTGkŒ™Œ•›ˆ“GŠˆ— XS`WW·\WG’ŽU༃
_ i–“›GTGkŒ™Œ•›ˆ“GŠˆ™™Œ™GˆššŒ”‰“  XSXWW·\WG’ŽU༃

SM 751 21-3-3
 Group 21, Drive Axle (LPG)

ZUGkšŠGi™ˆ’ŒG

u–U uhtl u–U uhtl

X z—•‹“Œ \ k™ŒGšˆ›
Y z›ŒŒ“G—“ˆ›Œ ] z—“•ŒGŠ–““ˆ™
Z kšŠG—“ˆ›Œ ^ zŒ™ŠŒG—š›–•
[ zŒ™ŠŒG—š›–•Gˆ‹‘œš›G‰–“›

୛GzŒˆ“Œ‹Gœ—Gš›™œŠ›œ™ŒG–G ‹™ˆœ“ŠG‹šŠG‰™ˆ’ŒGš š›Œ”GšŒŠœ™ŒšGŽ––‹G‰™ˆ’ŒG—Œ™–™”ˆ•ŠŒGŒŒ•G
GGGG•G›ŒGŽGœ”‹G–™G‹œš› Gˆ™ŒˆUG
GGGGiŒŠˆœšŒG›GšG—–šš‰“ŒG›–GœšŒG›ŒG‰™ˆ’ŒGšŒ”T—Œ™”ˆ•Œ•›“ SG›Œ™ŒGšG•–G•ŒŒ‹G›–G™Œ—“ˆŠŒG–™G
GGGGŠˆ•ŽŒG›ŒG“••ŽGˆšG‹™œ”G› —ŒG‰™ˆ’ŒG‹–U
GGGGtˆ‘–™GŠ–”—–•Œ•›šGˆ™ŒG[G‹šŠG—“ˆ›ŒšOZPSG\Gš›ŒŒ“G—“ˆ›ŒšOYPSGšŒ™ŠŒG—š›–•O^PU
GGGGi™ˆ’•ŽG–™ŠŒGšGˆ——“Œ‹G‰ G™Œš›™Š›•ŽG›ŒG‹™•ŽG–™ŠŒG™–”G‹™ŒGšˆ›O\PGˆ•‹Gš—“•ŒGŠ–““ˆ™O]PU

SM 751 21-3-4

Section 4. Problem and Cause
ͿΠ ΁ΣΠΓΝΖΞ
͢ ͑΃ΖΘΦΝΒΣ͑ΟΠΚΤΖ
ͣ ͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ
ͤ ͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ
ͥ ͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ
ͦ ͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ
SM 751
Group 21, Drive Axle (LPG)
ʹΒΦΤΖ
͙͚͑͢ΝΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΤΙΠΣΥΒΘΖ͟
͙΁ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͢͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚
͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟
͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟
͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟
͙͚ͨ͑΁ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚͑͢ͺΣΣΖΘΦΝΒΣ͑ΣΠΥΒΥΚΠΟ͑ΠΗ͑ΣΚΟΘ͑ΘΖΒΣ͟
͑͑Β͑͟ͽΠΠΤΖΟΖΕ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΗΚΩΚΟΘ͑ΓΠΝΥ͟
͑͑Γ͑͟͵ΣΚΧΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͣ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΓΖΒΣΚΟΘ͑ΕΒΞΒΘΖ͟
͙͚͑͢͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΠΣ͑ΤΡΚΕΖΣ͑ΒΣΖ
͑͑͑͑͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͣ͑΄ΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΔΒΤΖ͑ΒΣΖ͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟
͙͚ͤ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΤΚΕΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟
͙͚ͥ͑΅ΙΣΦΤΥ͑ΨΒΤΙΖΣ͑ΨΖΒΣ͑ΠΣ͑ΕΒΞΒΘΖ͟
͙͚ͦ͑΅ΠΠ͑ΝΒΣΘΖ͑ΓΒΔΜΝΒΤΙ͙͑ΓΖΥΨΖΖΟ͑ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͚
͙͚͑͢΀ΚΝ͑ΝΖΒΜΒΘΖ͑ΒΥ͑ΥΙΖ͑ΒΩΝΖ͑ΙΦΓ͑ΔΒΣΣΚΖΣ͑ΤΚΕΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΓΣΖΒΥΙΖΣ͟
͙͚ͣ͑΁ΚΟΚΠΟ͑ΒΩΝΖ͑ΝΖΒΜΒΘΖ͟
͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟
͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟
͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΓΣΖΒΥΙΖΣ͟
͑͑Ε͑͟ΈΖΒΣ͑ΠΣ͑ΚΟΔΠΣΣΖΔΥ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΠΚΝ͑ΤΖΒΝ͟
͙͚͑͢ͲΩΝΖ͑ΤΙΒΗΥ͑ΕΒΞΒΘΖΕ͟
͑͑Β͑͟ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΝΠΠΤΖΟΚΟΘ͟
͑͑Γ͑͟΄ΙΠΣΥ͑ΝΖΟΘΥΙ͑ΠΗ͑ΤΙΒΗΥ͟
͑͑Δ͑͟΄ΥΦΕ͑ΒΟΕ͑ΟΦΥ͑ΝΠΠΤΖΟΚΟΘ͟
͙͚ͣ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΥΖΖΥΙ͑ΕΒΞΒΘΖΕ͟
͙͚ͤ͑΁ΚΟΚΠΟ͑ΘΖΒΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΤΚΕΖ͑ΘΖΒΣ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
͙͚ͥ͑΄ΡΚΕΖΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΚΤ͑ΕΒΞΒΘΖΕ͟
21-4-1
 Group 21, Drive Axle (LPG)

Section 5. Disassembly and Reassembly of Drive Axle

͙͑͵ ͺ΄ Ͳ ΄ ΄ Ͷ ; ͳ ͽ Ί ͑ ͚

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑Έ͹ͶͶͽ͑͹Άͳ͑ͯ

͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣ΢ΦΖ͑ΨΣΖΟΔΙ͑
ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟

͵΃ͲͺͿ͑΁ͽΆ͸

͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟
Ϳ΀΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒

͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟
͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑΀͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟

SM 751 21-5-1
 Group 21, Drive Axle (LPG)

͚ͥ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟
͙͚͢

͚ͦ͑΃ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟ ͙͚ͣ

͚ͧ͑΃ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ͙͚ͤ
ΨΒΤΙΖΣ͙͚ͦ͟ ͙͚ͣ ͙͚ͥ
͙͚͢ ͙͚ͦ

͚ͨ͑΃ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ ͙͚ͨ

SM 751 21-5-2
 Group 21, Drive Axle (LPG)

͚ͩ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑
ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ

͙͚ͨ
͙͚ͩ

͚ͪ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΓΠΝΥ͙͚ͪ͑͝ΣΖΞΠΧΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͙͚͑͢͡ ͙͚͢͡ ͙͚ͪ

ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟

͚͑͢͡΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑͑
ΠΦΥ͑ΠΗ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚͑͢͢΁ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ
ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟

SM 751 21-5-3
 Group 21, Drive Axle (LPG)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͙͚͢͢
ͥ͑͢ΓΠΝΥ͙͚͢͢͟

͚ͤ͑͢΃ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑
ΙΒΞΖΣ͑͟
΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟

SM 751 21-5-4
 Group 21, Drive Axle (LPG)

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑ͲΉͽͶ͑͹΀Ά΄ͺͿ͸͑ͯ

͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑
ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟

͙͚͢

͚ͣ͑ͷΠΣ͑ΥΙΖ͑ΣΖΒΤΤΖΞΓΝΪ͑͝ΔΙΖΔΜ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΒΟΕ͑ΣΖΔΠΣΕ͑ΚΥ͟
ͲΗΥΖΣ͑ΝΠΠΤΖΟ͑ͣ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΓΒΔΜΚΟΘ͑ΡΝΒΥΖ͙͚ͤ͟
͙͚ͣ

͙͚ͤ

͚ͤ͑ͳΖΗΠΣΖ͑ΣΖΞΠΧΚΟΘ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΔΒΣΣΚΖΣ͙͚ͥ͑͝ΔΙΖΔΜ͑ΥΙΖ͑
ΝΠΔΒΥΚΠΟ͑ΠΗ͑ΔΒΡ͙͚ͦ͑ΒΟΕ͑ΞΒΣΜ͑ΚΥ͑ΗΠΣ͑ΣΖΒΤΤΖΞΓΝΪ͟ ͙͚ͦ
͙͚ͧ
͚ͥ͑΃ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟

͙͚ͥ

͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͙͚ͧ
͙͚ͨ
ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟

SM 751 21-5-5
 Group 21, Drive Axle (LPG)

͚ͧ͑΃ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ͙͚ͩ
͙͚ͩ

͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑
ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚ͩ͑ʹΙΖΔΜ͑ΥΙΖ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΤΖΡΒΣΒΥΖ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΗΣΠΞ͑
ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͟
ͺΗ͑ΥΙΖΣΖ͑ΚΤ͑ΟΠ͑ΞΒΣΜ͑͝ΓΖ͑ΤΦΣΖ͑ΥΠ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
ΈΙΖΟ͑ΣΖΒΤΤΖΞΓΝΚΟΘ͑͝ΚΥ͑ΞΦΤΥ͑ΓΖ͑ΡΝΒΔΖΕ͑ΒΥ͑͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͑
ΥΙΒΥ͑ΓΖΗΠΣΖ

͚ͪ͑΃ΖΞΠΧΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑͝ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΒΟΕ͑
ΥΙΖΟ͑ΡΝΒΔΖ͑ΥΙΖΞ͑ΠΟ͑ΥΙΖ͑ΔΝΖΒΟ͑ΓΖΟΔΙ͟
ΥΙ Ν ΥΙ ΥΙ Ν Γ Ι

͙͚͢͢
͚͑͢͡ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢
͙͚ͣ͢
͙͚ͤ͢

͚͑͢͢΃ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͤ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑
ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

SM 751 21-5-6
 Group 21, Drive Axle (LPG)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͥ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͦ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͙͚ͦ͢
͙͚ͥ͢
ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑
ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

͚ͤ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑
ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟

͑͑

͚ͥ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑
ΤΚΕΖ͟

SM 751 21-5-7
 Group 21, Drive Axle (LPG)

ͭ͑΃ͶͲ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵΃ͺ·Ͷ͑ͲΉͽͶ͑ͯ
ʹΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΨΚΥΙ͑ΔΝΖΒΟΤΖΣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΣΖΞΒΚΟΖΕ͑ΝΠΔΥΚΥΖ͟

ΌΈΒΣΟΚΟΘΎ
ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΤΡΚΝΝ͑ΔΝΖΒΟΤΖΣ͑ΠΟ͑ΪΠΦΣ͑ΓΠΕΪ͟
ͲΧΠΚΕ͑ΕΣΚΟΜΚΟΘ͑ΔΝΖΒΟΤΖΣ͑ΠΣ͑ΓΣΖΒΥΙΚΟΘ͑ΚΥΤ͑ΗΦΞΖΤ͟
ΈΖΒΣ͑ΡΣΠΥΖΔΥΚΧΖ͑ΔΝΠΥΙΚΟΘ͑͝ΘΝΒΤΤΖΤ͑ΒΟΕ͑ΘΝΠΧΖΤ͟
ͺΗ͑ΤΡΚΝΝΖΕ͑ΠΟ͑ΥΙΖ͑ΤΜΚΟ͑͝ΗΝΦΤΙ͑ΪΠΦΣ͑ΤΜΚΟ͑ΨΚΥΙ͑ΨΒΥΖΣ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
ͺΗ͑ΤΨΒΝΝΠΨΖΕ͑͝ΘΖΥ͑ΞΖΕΚΔΒΝ͑ΒΥΥΖΟΥΚΠΟ͑ΚΞΞΖΕΚΒΥΖΝΪ͟
• ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟
• ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟
• ΃ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟
• ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟
• ΃ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑ͳͶ·Ͷͽ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ
ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟

͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ
ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟
͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
͞ ͳΪ͑ΥΙΖ͑Ζ΢ΦΒΥΚΠΟ͓͑͑Ή͑ͮ͑Ͷ͑͞ ͳ͑͞ ΅͑ρ ʹ͓͑͑ΕΖΗΚΟΖ͑ΥΙΖ͑ΤΙΚΞ͑
ΥΙΚΔΜΟΖΤΤ͙͚͢͟
ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͝ΞΞ
΅͑ͫ͑͹ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟
ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟
ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡

ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢᎖͝
ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢᎖͝
ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝
ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝
΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑

͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͢͢͢͟͟͟͞͞͞͡͡͡᎖͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚
͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ

SM 751 21-5-8
 Group 21, Drive Axle (LPG)
͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑
ΓΪ͑ΡΣΖΧΚΠΦΤ͑Ζ΢ΦΒΥΚΠΟ͟
΁ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟
ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑ΥΙΒΥ͑͑͑
ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

͚ͤ͑͹ΖΒΥ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΥΠ͑ΞΒΩ͑͢͡͡ఁ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ΥΠ͑
ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ͲΝΤΠ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΤΙΠΦΝΕ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ
͚͢ ͲΤΤΖΞΝΖ ΓΖΒΣΚΟΘ ΔΦΡ
͚͑͢ͲΤΤΖΞΝΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͟
ͲΤΤΖΞΓΝΖ͑ΤΡΒΔΖΣ͑ΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΥΙΖΟ͑ΚΟΤΥΒΝΝ͑ΞΖΒΤΦΣΖΕ͑
ΤΙΚΞΤ͑ΠΟΥΠ͑ΥΙΖ͑ΤΡΒΔΖΣ͟

͚ͣ͑ͺΟΤΖΣΥ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΚΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͑ΒΟΕ͑ΝΠΔΜ͑ΟΦΥ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΠΦΥΖΣ͑ΓΖΒΣΚΟΘ͟
ͲΡΡΝΪΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΥΙΖΟ͑ΥΚΘΙΥΖΟ͑
ΝΠΔΜ͑ΟΦΥ͟
ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͥ͝͡͡ίͥ͝͡͡͡Ꭰ‫ח‬ΔΞ

;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟
ీ΃ΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣ͡ίͤͦᎠ͟ΔΞ͑͑

ʹΠΜΖ͑ΝΠΔΜ͑ΟΦΥ͑ΚΟΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΤΝΠΥ͟

SM 751 21-5-9
 Group 21, Drive Axle (LPG)

ͭ͑Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵ͺͷͷͶ΃ͶͿ΅ͺͲͽ͑Ͳ΄΄Ͷ;ͳͽΊͯ

͚͑͢ͲΤΤΖΞΓΝΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΨΚΥΙ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ
ΚΟΤΥΒΝΝ͑ΥΙΖΞ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͟

͚ͣ͑ͲΤΤΖΞΓΝΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΞΒΣΜΤ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟
;ΒΥΔΙ͑ΥΨΠ͑ΞΒΣΜΤ͑ΒΥ͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͟

͚ͤ͑΅ΚΘΙΥΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚ͨ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟ ͙͚͢
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦͦ͡ίͧͦ͡Ꭰ͟ΔΞ

͚ͥ͑ͲΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΓΪ͑ΥΚΘΙΥΖΟΚΟΘ͑ͣ͑͢ΓΠΝΥΤ͙͚ͣ͟ ͙͚ͣ
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫͤ͢͝͡͡ίͥ͢͟͡͡Ꭰ͟ΔΞ

SM 751 21-5-10
 Group 21, Drive Axle (LPG)

͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟
΁ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟
ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟
ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑
ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟
ీ ΃ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖

͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ

;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟
΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙΁͚͑
ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙΋͚͟
͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͚
ΆͿͺ΅͙ͼΘχΔΞ͚
΁ ΋
ͣ͡ ͥͥίͥͨ
ͣͦ ͥͪίͦͣ
ͤ͡ ͦͦίͦͩ
ͤͦ ͦͪίͧͣ

͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟

͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑
ΨΚΥΙ͑Β͑ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟

͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑͑
ΥΠΣ΢ΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ

͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑
ΥΠΣ΢ΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ͑͑͑͑͑͑

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟

͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚ΢ΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑
ΨΚΥΙ͑ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟
͑ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟

SM 751 21-5-11
 Group 21, Drive Axle (LPG)

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑ʹͲ΃΃ͺͶ΃͑ͯ

͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟

͚ͣ͑ͷΚΩ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͙͚͢͟
ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑
ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͦ͢͝͡͡ίͦ͢͢͝͡Ꭰ͟ΔΞ

͙͚͢

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑Έ͹ͶͶͽ͑͹Άͳ͑Ͳ΄΄͘Ίͯ
͚͑͢ͺΟΤΖΣΥ͑ΓΖΒΣΚΟΘ͑ΚΟΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͟
ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΔΠΟΥΒΔΥ͑ΔΠΞΡΝΖΥΖΝΪ͟

Ό͑ΔΒΦΥΚΠΟ͑Ύ
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΣ͑ΠΚΝ͑ΥΠ͑ΤΙΒΗΥ͑ΤΖΒΝ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑
ΗΣΠΞ͑ΥΙΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΠΦΥΣΖ͑ΤΚΕΖ͑ΠΗ͑ΨΙΖΖΝ͑ΙΦΓ͟

͚ͣ͑ͺΟΤΥΒΝΝ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΥΙΖ͑ΥΦΓΖ͑ΗΝΒΟΘΖ͑ΠΗ͑ΒΩΝΖ͑ΔΠΞΡΝΖΥΖΝΪ͟
ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟

͚ͤ͑ͺΟΤΖΣΥ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΚΟΥΠ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΤΖΔΦΣΖ͑ΨΚΥΙ͑ΔΚΣΔΝΚΡ͟

SM 751 21-5-12
 Group 21, Drive Axle (LPG)

͚ͥ͑΁ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑
ΦΟΥΚΝ ΔΠΟΥΒΔΥ͑͟
ͺΟΤΥΒΝΝ͑ΤΦΓΤΖ΢ΦΖΟΥΝΪ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͑ΒΗΥΖΣ͑ΔΠΠΝΚΟΘ͑ΕΠΨΟ͟

͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟
͙͚͢ ͙͚ͣ

ͲΤΤΖΞΓΝΖ͑ΒΕΛΦΤΥ͑ΟΦΥ͙͚͢
ీ ͹ΦΓ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣͨ͡ίͤ͡͡Ꭰ͟ΔΞ

ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑
ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͪ͢͡ίͣͦ͡Ꭰ͟ΔΞ

͚ͧ͑ͲΤΤΖΞΓΝΖ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͙͚͙͚͑ͤͥ͑͝ΨΚΥΙ͑ΠΚΝ͙;΀ͳͺͽ͔͚͑ͥͣͥ͑ΥΠ͑ΥΙΖ͑ͲΩΝΖ͑
ΙΠΦΤΚΟΘ͙͚ͦ͟
ͲΤΤΖΞΓΝΖ͑ΓΦΤΙΚΟΘ͙͚ͧ͑ΥΠ͑ΡΚΤΥΠΟ͙͚ͨ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΡΚΤΥΠΟ͙͚ͨ
ͲΤΤΖΞΓΝΖ ΓΦΤΙΚΟΘ͙͚ͧ ΥΠ ΡΚΤΥΠΟ͙͚ͨ ΒΟΕ ΥΙΖΟ ΒΤΤΖΞΓΝΖ ΡΚΤΥΠΟ͙͚ͨ
ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΒΡΡΝΪΚΟΘ͑ΠΚΝ͑ΤΦΗΗΚΔΚΖΟΥΝΪ͑ΒΟΕ͑ΒΡΡΝΪ͑ΝΠΔΥΚΥΖ͑
͔ͣͨ͑͢ΥΠ͑ΤΡΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΥΠ͑͟
Φ
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͥ͢͡ίͧ͢͡ΜΘ͟ΔΞ
ͲΤΤΖΞΓΝΖ͑ͤ͑ΓΣΒΜΖΡΚΟΤ͙͚͑͢͡ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑

Ό͑ΔΒΦΥΚΠΟ͑Ύ͑
ʹΙΖΔΜ͑ΥΙΖ͑ΤΥΒΥ Τ͑ΠΗ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΕΒΞΒΘΖ͟

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ΥΙΖΟ͑ΝΠΔΜ͑ΨΚΥΙ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͥ͟

Γ͑͟ͲΤΤΖΞΓΝΖ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͑ΛΠΚΟΖΕ͑ΡΝΒΥΖΤ͑ΒΟΕ͑ΕΚΤΜΤ͑͝ΒΟΕ͑ΕΣΚΧΖ͑
ΤΙΒΗΥ͙͚ͦ͑ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͑͟
͞ͳΖΗΠΣΖ͑ΒΤΤΖΞΓΝΚΟΘ͑͝ΔΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΔΠΞΡΝΖΥΖΝΪ͑ΒΟΕ͑
ΣΖΞΠΧΖ͑ΓΦΣΣΤ͟

Δ͑͟ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͦͣͨ͑͢ΥΠ͑ΤΡΚΟΕΝΖ͑ΤΚΕΖ͑ΠΗ͑ΒΝΩΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͟

SM 751 21-5-13
 Group 21, Drive Axle (LPG)

͚ͨ͑΁ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟

͚ͩ͑ͲΗΥΖΣ͑ΒΤΤΖΞΓΝΖ͑ΤΦΟ͑ΘΖΒΣ͑ΥΠ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΒΟΕ͑ΗΚΩ͑ΚΥ͑ΨΚΣΙ͑ΤΟΒΡ͑ΣΚΟΘ͟
ͲΤΤΖΞΓΝΖ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΒΤΤΖΞΓΝΪ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΤΙΒΗΥ͑ΈΙΖΣΖ͑ΓΦΤΙΚΟΘ͑ΔΠΟΥΒΔΥΤ͟
ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΥΠ͑ΥΖΖΥΙ͑ΡΒΣΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΘΖΒΣ͑͟

͚ͪ͑ͲΤΤΖΞΓΝΖ͑ΚΟΥΖΣΟΒΝ͑ΔΠΞΡΠΟΖΟΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΚΟ͑ΥΙΖ͑ΣΖΧΖΣΤΖ
͑͑͑ΠΣΕΖΣ͑ΥΠ͑ΕΚΤΒΤΤΖΞΓΝΪ͑͑͑͑

SM 751 21-5-14
 Group 21, Drive Axle (LPG)

͚͑͢͡ͺΟΤΥΒΝΝ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑
ΓΠΝΥ
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͣͦ͡ίͥ͡͡Ꭰ͟ΔΞ

͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟
ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ
͙͚͢

SM 751 21-5-15
 Group 21, Drive Axle (LPG)

Section 6
Transmission Removal and Installation

SM 751 21-6-1
 Group 21, Drive Axle (LPG)

Drive Axle Removal

! CAUTION
SAFE PARKING: Before starting work.

1. Be sure to park your forklift on horizontal surface that is rigid and has no cracks or broken areas, e.g. concrete floor.
2. Place the upright assembly in a vertical position and then slowly lower the attachment to the lowermost level.
3. Neutralize the controls.
Turn off the ignition and then remove the key.

! WARNING
Comply with all safe lifting practices whenever attempting to mount or remove drive axle to or from the
forklift.
Lifting is permitted only in the case where appropriate sizes of crane rings are used to the both sides of
drive axle.
Make sure to use lifting equipment having a safe load capacity exceeding the weight of the drive axle.

1. As described in Group 34, remove the upright assembly.

2. Place a block beneath the frame front to remove drive wheel. (Fig. 1)
3. As described in Group 22, remove drive wheel.
4. Remove drain plug and make drive axle oil discharged.
5. Remove brake line. (Fig. 2)
6. Disassemble drive shaft mounting bolts from the axle. (Fig. 3)
7. After fixing crane rings to bolts at both sides of the axle, remove drive axle mounting bolts. (Fig. 5)
8. Disassemble the drive axle toward the front of the frame.

Fig. 1: Placement of block beneath the vehicle

SM 751 21-6-2
 Group 21, Drive Axle (LPG)

! CAUTION
Care shall be taken so as to cause no damage
to threads of wheel bolts during fixing of
crane rings to both wheel bolts.

! WARNING
Always be alert of the potential fall of heavy
loads that may cause serious injury.

Fig. 4: Removal of drive axle from frame

Fig. 2: Removal of brake line

Fig. 3: Removal of drive axle from shaft

SM 751 21-6-3
 Group 21, Drive Axle (LPG)

Drive Axle Installation

The Installation shall be in the reverse order of the removing procedure. Refer to figures herein when Installation the
drive axle. (Fig. 5)

! CAUTION
Ensure that the forklift is lifted in a right manner and vehicle body be fixed with a rigid prop.

1. Place the drive axle in the position of frame, where engagement torque shall be 800-900 N·m (590-664 Ibf·ft). (Fig. 4)

! CAUTION
Care shall be taken so as to cause no damage to threads of wheel bolts during fixing of crane rings to both
wheel bolts.

! WARNING
Be always alert for the potential fall of heavy loads that may cause serious injury.

2. Assemble the drive shaft with axle. (Fig. 3)

At this point, fastening torque to be applied shall be 50-60 N·m (37-44 Ibf·ft).
3. Connect drive axle brake line. (Fig. 2)
4. Install/connect all items that have been removed or disconnected as directed in 1~3 steps of the above-mentioned
“Drive Axle Removal” by referring to pertinent descriptions therein.
5. Fill drive axle oil.

Fig. 5: Mounting of drive axle

SM 751 21-6-4
 GROUP 22

GROUP 22

WHEELS AND TIRES

Wheels and Tires Specifications and

Description ............................................ Section 1

Pneumatic Wheels and Tires ....................Section 2

SM 751 22-0
 Group 22, Wheels and Tires

Section 1

Wheels and Tires

Specifications and Description
Specifications Description
Steer Tire Types : Pneumatic rubber/Cushion rubber, non- The wheels and tires used on the truck come in pneumatic
marking, and urethane. or cushion types in a variety of sizes depending on truck
model and application. Pneumatic tires are mounted on
Drive Tire Types : Pneumatic rubber/Cushion rubber,
multi-piece rims with locking rings.
nonmarking, and urethane.
Pneumatic Drive and Steer Tire Inflation Pressure : ! WARNING
Drive C60-C75: 820 kPa (119psi) For your safety and the safety of others,
C80 : 1000 kPa (145psi) before you do tire or rim maintenance or ser-
Steer C60-C75 : 820 kPa (119psi) vice, read the OSHA rules regarding owner
C80 : 1000 kPa (145psi) responsibility. Do not work on tires or rims
unless you have been trained in the correct
procedures. Read and understand all mainte-
Fastener Torques nance and repair procedures on tires and
rims. Serious injury or death can result if
Steer Tire Mounting Nut Torque : Check mounting proce-
safety messages are ignored.
dure in Sections 2 and 3 for pneumatic tires and wheels.
Wheel Mounting Nut Torques : The Occupational Safety and Health Act (OSHA) speci-
fies required procedures for servicing multi-piece rim
Classification Model Torque wheels in 29 CFR Section 1910.177. It is the owner’s
Drive Wheel C60/C75 539-588 N.m(397-433 ft.lb) responsibility to comply with OSHA.
(Dual Tire) C80 539-588 N.m(397-433 ft.lb) In accordance with OSHA, the owner must provide a
C60/C75 392-490 N.m(289-361 ft.lb) training program to train and instruct all employees who
Steer Wheel
C80 392-490 N.m(289-361 ft.lb) service multi-piece rim wheels in the hazards involved
and the safety procedures to be followed. Do not let any-
one mount, demount, or service multi-piece rim wheels
Service Intervals without correct training.
Wheel Mounting Bolts Check and Tightening : Every 50- The owner should obtain and maintain in the service area
250 hours of operation and each PM. current copies of the United States Department of Trans-
portation, National Highway Traffic Safety Administra-
Tire Condition : Daily inspection.
tion publications entitled “Safety Precautions for Mount-
Tire Pressure Check : Daily inspection. ing and Demounting Tube-Type Truck/Bus Tires,” and
Multi-Piece Rim/Wheel Matching Chart” or other similar
publications applicable to the types of multi-piece rim
wheels being serviced.

SM 751 22-1-1
 Group 22, Wheels and Tires

Section 2

Pneumatic Wheels and Tires

SM 751 22-2-1

! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.
Pneumatic Tire Maintenance
Precaution
The following instructions supplement the OSHA require-
ments. In the event of any conflict or inconsistency
between these instructions and the OSHA requirements,
the OSHA requirements shall be controlling.
! WARNING
Before you do tire or rim maintenance, read
the OSHA rules regarding owner responsib-
lilty. Read and understand all maintenance
and repair procedures on tires and rims. Do
not work on tires or rims unless you have
been trained in the correct procedures. Seri-
ous injury or death can result if the safety
messages are ignored.
1. Do not let anyone mount or demount tires without
proper training.
2. Never sit on or stand in front of a tire and rim assem-
bly that is being filled with air. Use a clip-on chuck
and make sure the hose is long enough to permit the
person filling the tire with air to stand to the side of
the tire, not in front or in back of the tire assembly.
3. Never operate a vehicle on only one tire of a dual
assembly. The carrying capacity of the single tire and
rim is dangerously exceeded, and operating a vehicle
in this manner can result in damage to the rim and
truck tip-over and driver injury.
4. Do not fill a tire with air that has been run flat with-
out first inspecting the tire, rim, and wheel assembly.
Double check the lock ring for damage. Make sure
that it is secure in the gutter before filling the tire
with air.
SM 751
Group 22, Wheels and Tires
5. Always remove all air from a single tire and from
both tires of a dual assembly prior to removing any
rim components, or any wheel components, such as
nuts and rim clamps. Always remove the valve core
to remove air from tire. Be sure all air is removed.
6. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, damaged,
and severely rusted components.
7. Do not, under any circumstances, attempt to rework,
weld, heat, or braze any rim components that are
cracked, broken, or damaged. Replace with new parts
or parts that are not damaged, which are of the same
size, type, and make.
8. Never attempt to weld on an inflated tire/rim assem-
bly.
9. Clean rims and repaint to stop detrimental effects of
corrosion. Be very careful to clean all dirt and rust
from the lock ring gutter. This is important to secure
the lock ring in its proper position.
A Filter on the air filling equipment to remove the
moisture from the air line prevents a lot of corrosion.
The filter should be checked periodically to make
sure it is working properly.
10. Make sure correct parts are being assembled. Ask
your distributor or the manufacturer if you have any
doubts.
11. Do not be careless or take chances. If you are not
sure about the proper mating of rim and wheel parts,
consult a wheel and rim expert. This may be the tire
man who is servicing your fleet, the rim and wheel
distributor in your area, or the CLARK dealer.
12. Mixing parts of one manufacturer’s rims with those
of another is potentially dangerous. Always ask man-
ufacturer for approval.
13. Do not use undersized rims. Use the right rims for
the job.
14. Do not overload rims. Ask your rim manufacturer if
special operating conditions are required.
15. Do not seat rings by hitting with a hammer while the
tire is filled with air pressure. Do not hit a filled or
partially-filled tire/rim assembly with a hammer.
16. Double check to make sure all the components are
properly seated prior to filling tire with air.
17. Have the tire in a safety cage when filling with air.
22-2-2
 Group 22, Wheels and Tires

18. When removing wheels, regardless or how hard or • Incorrect (low) tire pressure can reduce the sta-
firm the ground appears, put hardwood blocks under bility of a lift truck and cause it to tip over.
the jack.
IMPORTANT
19. Block the tire and wheel on the other side of the vehi- Check wheels and tires for damage every
cle, before you place the jack in position. Place time you check tire pressure. Make repairs
blocks under the truck frame as near as possible to when needed. Dirt can get into cuts and cause
the jack to prevent the truck from falling if the jack
damage to the tire cord and tread. Remove
should fail.
debris from all cuts.
20. Remove the bead seat band slowly to prevent it from
dropping off and crushing your toes. Support the 2. Check the condition of the drive and steer wheels and
band on your thigh and roll it slowly to the ground. tires. Remove objects that are imbedded in the tread.
This will protect your back and feet. Inspect the tires for excessive wear, cuts and breaks.
21. Bead breakers and rams apply pressure to bead
flanges. Keep your fingers away from the bead
flanges. Slant bead breaker about 10 to keep it
firmly in place. If it slips off, it can fly with enough
force to kill. Always stand to one side when you
apply hydraulic pressure.

General Tire Maintenance, Inspection,

and Repair
3. Check all wheel lug nuts or bolts to be sure none are
1. Park the truck as described in “Safe Parking” and loose or missing. Have missing bolts replaced and
check for correct tire inflation air pressure. loose bolts tightened to the correct torque before
Drive C60-C75: 820 kPa (119psi) operating the truck.
C80 : 1000 kPa (145psi)
Classification Model Torque
Steer C60-C75 : 820 kPa (119psi)
Drive Wheel C60/C75 539-588 N.m(397-433 ft.lb)
C80 : 1000 kPa (145psi)
(Dual Tire) C80 539-588 N.m(397-433 ft.lb)
! CAUTION Steer Wheel
C60/C75 392-490 N.m(289-361 ft.lb)

Check tire pressure from a position facing C80 392-490 N.m(289-361 ft.lb)
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away from Inspection and Minor Repair
the side.
Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
2. Damaged tires. Check tires for cuts and breaks.
3. Damaged wheels or loosening of the lock ring on
multi-piece rims.

• If tires are low, do not add air. Have the tire and
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.

SM 751 22-2-3

4. Check for loose nuts or bolts not in position.
5. Check the nuts or bolts for damage.
6. Check the surface of the wheels for bent flanges.
7. Check all parts for rust or corrosion.
8. Mark the damaged areas with chalk so that the parts
can be removed from operation.
9. Remove all parts that are damaged and install new
parts in the same position.
10. Replace parts with the correct sizes and types. See
your parts manual.
11. Include your truck serial number when ordering
replacement parts.
Wheel Dismounting and Remounting
Refer to “Lifting, Jacking, and Blocking” in Group SA for
information on jacking up or raising the truck for wheel
removal. Always start with the truck parked safely.
Drive and Steer Wheel Dismounting
1. Remove the valve core from the valve stem to be
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
Steer axle Hub
SM 751
Group 22, Wheels and Tires
Tire and wheel
assembly
Wheel Nut
Drive axle Hub
3. Use a portable jack of adequate capacity placed
under the frame of truck to raise drive or steer wheels
off floor.
4. Once tire is off the ground enough to rotate freely,
remove the lug nuts and lift the wheel from the hub.
Use caution when lifting tire and wheel.
Drive and Steer Wheel Remounting
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting ori-
entation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
hub mounting.
1. Make sure the truck is parked on a flat, hard surface
and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the removed lug nuts for damage to the
threads. Also inspect all hub studs for thread damage.
Replace any lug nuts or studs that have damaged
threads. Make sure studs are secure in the axle hub.
Steer axle
hub lug Nut
22-2-4
 Group 22, Wheels and Tires

3. Set the wheel on the hub and start the lug nuts on the Dual-Drive Wheel Dismounting
hub studs. Tighten the nuts only enough to seat the
nuts into the beveled openings on the wheel and to 1. Remove the valve core from the valve stem of the
secure the wheel on the axle hub. outer wheel to be sure all air is removed from the
4. Use a crisscrossing nut tightening sequence to torque tire.
the nuts to a pre-final torque of 54-81 Nm (40-60 Drive axle hub
ftlb). Make sure all nuts seat into beveled spacer
holes correctly. Wheel nut

1 8
5 4

3 6

7 2

Drive and Steer Wheel Stud bolt

inner wheel
5. Begin the crisscrossing sequence again and tighten
the lug nuts to final torque. Outer wheel
Classification Model Torque
2. Use a portable jack of correct capacity placed under
Drive Wheel C60/C75 539-588 N.m(397-433 ft.lb) the frame of truck to raise drive wheels off floor.
(Dual Tire) C80 539-588 N.m(397-433 ft.lb)
3. Remove the eight outer-wheel nuts and remove the
C60/C75 392-490 N.m(289-361 ft.lb) outer wheel and tire from the drive axle studs.
Steer Wheel
C80 392-490 N.m(289-361 ft.lb)
4. Remove the valve core from the valve stem of the
inner wheel to be sure all air is removed from the
6. Carefully lower the truck and remove the jack. tire.
7. Check tire pressure for correct inflation pressure.
5. Remove the tire and wheel from the drive-axle hub.
Drive C60-C75: 820 kPa (119psi)
Use caution when lifting wheel and tire assembly.
C80 : 1000 kPa (145psi)
Steer C60-C75 : 820 kPa (119psi)
Dual-Drive Wheel Remounting
C80 : 1000 kPa (145psi)
IMPORTANT
! WARNING See “Tire Installation” in this Section to
If tires are not fully inflated, see “Adding Air make sure the wheel and tire mounting ori-
Pressure To Mounted Wheel/Tire Assem- entation is correct. Check the information for
blies” and follow the procedures for adding correct tire-to-wheel mounting and wheel-to-
air to the mounted tires. hub mounting.
Before you add air pressure to the tire, make 1. Make sure the truck is parked on a flat, hard surface
sure the lock ring is correctly positioned in and the jacking and blocking devices are secure to
the rim and side ring. The lock ring can sepa- hold the truck in a safe position.
rate from the rim with enough force to cause
injury or death. 2. Inspect the lug nuts for damage to the threads. Also
inspect all studs for thread damage. Replace any lug
nuts or studs that have damaged threads. Make sure
studs are secure in the drive-axle hub.

SM 751 22-2-5
 Group 22, Wheels and Tires

3. Install inner wheel and tire assembly on drive-axle

hub shoulder studs. ! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.

1 8 2. Remove lock ring.

5 4

3 6

7 2

4. Install the outer wheel to the drive axle hub, and

tighten the wheel nut to fix the drive axle wheel hub.
5. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 540-588 N.m(398-434
ft.lb). Make sure all nuts are seating into beveled
3. Remove wheel wedge.
spacer holes correctly. See illustration above. 4. Remove tire from wheel.
6. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 4 and 5.
NOTICE
The outside diameter of the left or right
wheel or set of wheels must not differ more
than 6mm (0.25 in) per side.

7. Check tire presssure for correct inflation pressure :

• Drive wheel pressure is C60-75 : 820kpa
(119psi),C80 : 1000kpa(145psi).

5. Remove the rubber inner tube protector (flap).

! WARNING
If tire are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
blies” and follow the procedures for adding
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
6. Repair tire and/or tube, as needed.
Wheel Disassembly and Tire Removal
1. Remove valve core from the valve stem to be sure all
air is removed.

SM 751 22-2-6
 Group 22, Wheels and Tires

7. Check for cracks in the wheel. 12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.

Cracks in the wheel are caused by :

• Deep rim tool marks.
13. Clean wedge and lock rings. Make sure the seating
• Overload on wheels. surface and bead seat areas are clean.
• Too much air pressure in the tires.
• Using the wrong size tires.
8. Check for cracks in the lock ring.
9. Check for cracks between the stud holes in the wheel.
Cracks are caused by :
• Loose wheel nuts.
• Wheel not installed correctly.
• Wrong size or type of parts used.
• Too much torque on the wheel fasteners. If the
wheel mounting parts are too tight, the studs or
bolts can break, causing cracks in the wheel 14. Apply paint to the tire rim with a brush. Or, use an
between the stud holes. aerosol can of metal primer.
• Too little torque on the wheel fasteners. If the The parts must be clean and dry before you apply the
wheel mounting parts are too loose, damage to paint. Make sure to apply paint to the outside or tire
parts and tire wear will result. side of the rim. This is important because air is on the
metal surface of the tire side of the rim
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel 15. Apply lubricant on the tire side of the rim base. Do
wedge ring. not use a lubricant that has water or solvent which
will cause damage to the rubber.
11. Clean the wheels. Remove rust and dirt.
NOTE
Clark dealers can supply the correct lubri-
cant, which contains a rust inhibitor.

SM 751 22-2-7
 Group 22, Wheels and Tires

Tire Replacement and Wheel 5. Install the wheel wedge.

Reassembly
1. Put the tube into the tire.

6. Put the side ring over the rim and install the lock ring
as shown.

IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.

Wheel Washer

Tube

7. Connect air chuck and turn the tire over with the
2. Put the rubber tube protector(flap) over the tube. valve stem down. Put 21 kPa (3 psi) of air into the
tire.
3. Install the tire onto the wheel rim, against the bead
seat area.

8. Turn wheel to the other side. Check to make sure

lock ring is in correct location.
4. Put the wheel wedge over the rim.

SM 751 22-2-8
 Group 22, Wheels and Tires

9. Disconnect the air chuck. Use a mallet and hit the above the wheel center. Arrow must point to ward
ring to make sure the ring is fully installed. front of truck.

INSIDE

TRUCK

10. Put the tire in an OSHA-approved safety cage. 2. Outside dual tire arrow to point in the direction of
rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.

Tire-to-Wheel Mounting

Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the
tire as explained below.

Directional-Tread Dual Tires

1. Inside dual tire arrow to point in the direction of for-

ward rotation. Rotate wheel to bring arrow on tire

SM 751 22-2-9
 Group 22, Wheels and Tires

Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of 3. Slowly turn the cylinder valve counterclockwise
Drive C60-C75: 820 kPa (119psi) (CCW) to open position.
C80 : 1000 kPa (145psi)
Steer C60-C75 : 820 kPa (119psi)
C80 : 1000 kPa (145psi)
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.

Filling Tires with Nitrogen

4. The tank gauge will now show tank pressure.
If your air supply does not have enough pressure to fill the
tire, you can use a pressurized cylinder of commercial
nitrogen gas to get the correct tire pressure. With the tire
in a safety cage, connect the nitrogen cylinder to the valve
stem with the use of an air chuck.

! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regula- 5. Turn the regulator valve clockwise (CW) until the
tor, gauges, hoses) are UL approved and in regulator gauge reads the correct tire pressure. Fill
good condition. Use the correct regulator and the tire with nitrogen.
hose for the pressures that are necessary.

1. Be sure tank valve is closed to connect hose to valve

stem. Tank vlave is closed by turning handle on top
of tank clockwise to a stop.

SM 751 22-2-10

6. Turn the tank valve clockwise (CW) and close the
valve.
7. Disconnect the air chuck from the valve stem.
8. Turn the regulator valve counterclockwise (CCW) to
the off position.
9. Use a tire pressure gauge to check the tire pressure. If
necessary, put more air into the tire. Do this as many
times as necessary to reach the correct tire pressure.
! CAUTION
Use a long-handled gauge so that your hand
does not go inside the cage, or in front of any
component of a multi-piece wheel.
SM 751
Group 22, Wheels and Tires
Checking and Adjusting Tire Pressure
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
1. Attach a clip-on air chuck to valve stem. Stand by the
side of the wheel and put the correct air pressure in
the tire.
2. If your air supply does not have enough pressure to
fill the tire, you can use a nitrogen cylinder to get the
correct pressure.
NITROGEN
3. Put a clip-on type air chuck on the nitrogen cylinder
hose and attach it to the valve stem. Follow the pro-
cedures described previously for adjustment of the
nitrogen cylinder valves.
! WARNING
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.
22-2-11
 GROUP 23

GROUP 23

BRAKE SYSTEM

Braking/Inching System
Specifications and Description ............ Section 1

Service Brake Troubleshooting ................Section 2

Brake/Inching Pedals and Linkages

Adjustments ...........................................Section 3

Brake Bleeding ...........................................Section 4

Brake Master Cylinder Service ................Section 5

Parking Brake Service ..............................Section 6

SM 751 23-0
 Group 23, Brake System

Section 1

Braking / Inching System

Specifications and Description

NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06, “Transmission.”

Specifications
Service Brake :
Type : Wet disc brake. Master cylinder supplied by a
reserve tank.
Fluid : Fluid provided by reserve tank. (CLARK MS-68)
Pedal Freeplay : 4-6mm (0.16-0.24in)
Parking Brake :
Type : Cam-structure type that each wheel is connected to
the service brake piston
Holding Test: Rated load on 15% grade.
Inching : also see standard transmission specs in Group
06
Type : Inching pedal which is mechanically connected to
the inching spool and brake pedal of the transaxle.
Pedal Freeplay: None
Overlap Adjustment : 0-5 mm.(0-0.20in)

SM 751 23-1-1

General Description
The service brake and inching system consists of :
Service brake assembly — Wet disc brake.
Brake Master Cylinder — The brake valve master cylin-
der and the fluid reservoir are separated.
Inching sensor (Diesel) — The brake valve of the
hydraulic booster system including the oil reservoir.
Inching cable (LPG) — It is connected to the inching
pedal and the T/M inching spool linkage, so the inching
spool is drawn according to the displacement of inching
pedal. In this way, the inching function can be operated.
Service brake and inching pedals and linkages — A
mechanical system through which the brake pedal or inch-
ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
inching pedal, near the end of its stroke, also operates the
service brakes.
Inching control valve — A hydraulic valve in the trans-
mission control valve assembly that hydraulicly varies
clutch pack pressure so the operator can “inch” the truck.
Parking brake Lever — Operates the parking brake via
cables. See “Parking Brake Adjustment,” in this Group,
for details.
SM 751
Group 23, Brake System
Inching Operation
The inching pedal allows the operator to vary transmis-
sion slippage through the clutch pack so that travel speed
and lifting speed can be independent.
The inching pedal also applies the service brakes. When
the inching pedal is depressed to a certain point, a
mechanical linkage between the inching pedal and the
brake pedal begins to apply the service brake. When the
inching pedal is fully depressed, the clutch pack fully dis-
engages and the service brake fully applies.
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake valve.
The brake valve receives flow from the reservoir. In gen-
eral, the brake valve allows pressure to build in the wheel
cylinder in proportion to the extent the brake pedal is
depressed.
When the operator applies the brakes, the brake valve pis-
ton shifts to provide pressure to the wheel cylinders for
braking. The amount of pressure is modulated by the posi-
tion of the piston. When the pedal is released, pressure in
the brake piston vents to the sump and the return springs
on the piston retract the brake piston.
Service Requirements
Operational checks and inspection of linkages, brake lines
are specified in the Periodic Service Chart in Group PS.
Service brake linkage adjustment and lube are not nor-
mally required.
Parking brake should be adjusted if indicated by opera-
tional check.
23-1-2
 Group 23, Brake System

Section 2

Service Brake
Troubleshooting

SM 751 23-2-1
 Group 23, Brake System

Service Brake Troubleshooting

Causes/Corrective

Condition Actions

Brake pedal drops to floor ...................................................................... B D F

Brake pedal spongy................................................................................. B C

Brake pedal kicks back when applied ..................................................... C E

Brakes stick, drag excessively, make noise, or overheat ........................ E G

Insufficient stopping power; excessive effort required........................... F B E

Excessive effort required to apply brake................................................. F B

Inching pedal does not apply brake at right time .................................... A D

Causes/Corrective Actions

A. Overlap adjustment incorrect... Adjust.

B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair.
C. Air in braking system... Bleed and recheck.
D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair.
E. Brake master cylinder defective... Inspect/overhaul or replace.
F. Disc worn or brakes misadjusted... Inspect/repair/adjust.
G. Parking brake misadjusted... Adjust.

SM 751 23-2-2
 Group 23, Brake System

Section 3

Brake/Inching Pedals and

Linkages Adjustments
Introduction
Figures 1 show :
• The service brake linkage, which links the brake
pedal to the brake valve.
• The inching pedal linkage, which links the inching
pedal to the inching sensor.
• The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal.
The illustrations and accompanying text serve as guide to
disassembly/assembly and adjustment.
Overlap Adjustment
See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
the strike lever on the brake pedal, applying the brake.
The clearance between the top of the strike bolt and the
strike lever should be 0 to 5 mm (0~0.2 in), depending on
operator preference.
1. Measure clearance.
If necessary, adjust as follows:
2. Loosen jam nut.

Pedal Height Adjustment 3. Turn strike bolt to obtain desired clearance.

4. Tighten jam nut.
See Figure 1. The brake pedal must be at the same height
as the inching pedal. To adjust brake pedal height :
1. Loose the pedal stop bolt of brake and adjust pedal
height to be 168 ± 3mm(6.6 ± 0.1in) from cross plate.
2. Rotate the eccentric stop in the hex hole until it stops
the brake pedal at the same height as the inching
pedal.

Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake master cylinder
(Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in).
3. Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.

SM 751 23-3-1
 Group 23, Brake System

DIESEL

Cross plate

Inching pedal

Bearing ass'y

Brake pedal

Inching pedal

Torque: 40-45 N·m(30-33 lbf·ft)

Inching sub ass'y

Torque: 20-25 N·m(177-221 lbf·in)

Inching rod ass'y

<8076528>

Brake/Inching Pedals and Linkage (DIESEL)

SM 751 23-3-2
 Group 23, Brake System

LPG

Cross plate
Torque: 20-25 N·m
(177-221 lbf·in)

Inching cable
bracket

Inching pedal

Bearing ass'y

Push rod link ass'y Brake pedal

Torque: 40-45 N·m(30-33 lbf·ft)

<8087189>
Brake/Inching Pedals and Linkage (LPG)

SM 751 23-3-3
 Group 23, Brake System

Section 4

Brake System
Bleeding
Bleed brakes when : 5. Operate the brake pedal at various rates. If you feel
the pedal kick back, bleed the system again.
• The brake pedal kicks back during braking or the
pedal feels spongy.
• The brake valve or wheel cylinders — or lines
between — have been leaking and/or have been
repaired or replaced.
• Troubleshooting otherwise indicates that air has
been introduced into the system.

Because the brake system is supplied with fluid (Hydrau-

lic fluid ; RANDO HD 32, or in accordance with
CLARK specification MS-68 ) from the reservoir, brake
bleeding is simplified. Proceed as follows :
1. Park truck on level floor. Put direction control in
neutral. Lower forks to floor, tilt forward, and apply
parking brake.
2. Attach a clear hose to a bleed screw on one of the
brake cylinders. Place the other end of the hose in a
jar containing Hydraulic fluid, Clark part #2776239.
(MS-68)

3. Open the bleed screw.

4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
tighten the bleed screw, then release the pedal.

SM 751 23-4-1
 Group 23, Brake System

Section 5

Brake Valve Service

SM 751 23-5-1
 Group 23, Brake System

Brake Valve Removal and Replace-

ment
1. Remove the spring clip and pin from the yoke on the
brake valve rod. (See box below).
2. Remove and plug the feed line.
3. Loosen the three mounting bolts.
4. Replacement is reverse of removal. Bleed system and
test brakes as described in Section 4.

Brake inching sub ass'y

Torque: 40-45 N·m(30-33 lbf·ft)

Apply Loctite #271

Torque: 5-6 N·m(44-53 lbf·in)

Torque: 40-45 N·m(30-33 lbf·ft)

Capscrew
Brake valve Torque: 40-45 N·m(30-33 lbf·ft)

<SI-49401>

Brak & Inching System (Diesel)

SM 751 23-5-2
 Group 23, Brake System

Brake inching sub ass'y

Torque: 40-45 N·m
(30-33 lbf·ft)

Torque: 40-45 N·m(30-33 lbf·ft)

Torque: 70-80 N·m(52-59 lbf·ft)

Brake valve

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

<SI-50310>

Brak & Inching System (LPG)

SM 751 23-5-3
 Group 23, Brake System

Brake Valve Overhaul

• Use the Clark overhaul kit to overhaul the brake
valve.
• Clean all parts with a safety-approved commercial
solvent before inspection.
• Inspect all parts. Inspection includes :
- Checking bores and pistons for scratches,
nicks, burrs, and wear.
- Making sure springs are not bent or cracked.
- Making sure all orifices are free of blockage.
- Making sure boot is not torn or loose.
- Making sure push rod is not bent.
• Replace all seals. Do not reassemble with old seal.
• Coat all components with hydraulic fluid, Clark
part #2776239, before reassembly. Lubricate and
wrap parts if reassembly will not be done immedi-
ately.
IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.

SM 751 23-5-4
 Group 23, Brake System

Section 6

Parking Brake Service

Operation
If the user pulls the parking brake lever, the parking brake
will begin to work and the ratchet maintain this condition.
The cable connected to the parking brake lever draws the
drive axle brake lever, so the brake will work. When
releasing the parking brake, the user shall press the lock
button and push down the parking brake. The parking
brake lever pin will operate the parking brake interlocking
switch and parking brake indicator light switch.
Adjustment
1. While the parking brake lever is completely released,
adjust the loose brake cable and tighten the adjust/
lock nut.
2. Actuate and release pedal foru to five times.
3. Readjust and tighten nuts.

Parking brake
locking lever

Torque: 20-25 N·m Parking brake lever

(177-221 lbf·in)

Parking brake cable

Parking brake switch

Torque: 20-25 N·m(177-221 lbf·in)
<SI
SI-49413>
-49413

SM 751 23-6-1
 GROUP 25

GROUP 25

STEERING COLUMN AND GEAR

Steering System Specifications

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

Steering System Troubleshooting ........... Section 2

Steering Column and Component

Removal and Replacement .................. Section 3

Steering System Relief Pressure Check

and Adjustment .................................... Section 4

Steering Gear Overhaul ........................... Section 5

SM 751 25-0

Section 1
Steering System Specifications and
Description
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal neutral circuit.
Steering System Relief Pressure Setting : 13000 kPa
(1885 psi)
Service Intervals
Check the steering system relief pressure annually or after
every 2000 hours of operation. Make a visual inspection
of steering control unit hydraulic fittings periodically to
ensure that the fittings are tight with no leakage.
Fastener Torques
Steering Handwheel Nut : 35-45 Nm (25.5-33.5 ftlb)
SM 751
Group 25, Steering Column and Gear
Description
All truck models have a hydrostatic power steering sys-
tem, which is supplied with oil pressure from the main
hydraulic system pump. The steering hand wheel operates
the steering gear (steering control unit), which directs oil
flow to the steering cylinder on the steer axle. A steering
system pressure relief valve is built in the hydraulic pump
to prevent over-pressurization of the steering system. The
pressure relief setting can be tested using the gauge port of
the hydraulic pump. A steering priority valve, also in the
pump, diverts flow from the main hydraulic system to the
steering system when it senses the pressure increase
caused by turning the steering hand wheel.
The power steering gear is a remote positioning control
valve that senses the input signal from the steering hand
wheel, multiplies this signal to assist in reducing the steer-
ing effort, and causes the steering axle to turn the wheels
to the desired position by supplying hydraulic flow to the
steering cylinder.
The steering gear is connected to the bottom of the steer-
ing column. When the steering hand wheel is turned, it is
linked mechanically to the steering gear spool and causes
this spool valve to shift from its closed neutral position to
a “turn” position that allows oil under pressure to flow to
the steering cylinder.
When the steering hand wheel stops turning, centering
springs in the valve automatically center the spool, stop-
ping the flow of oil to the cylinder.
The low pressure oil from the opposite side of the steering
cylinder is returned through the opposite port in the gear.
It is controlled by the same spool as the high pressure
port.
In the event of a pump failure, the steering gear can gener-
ate sufficient hydraulic power by movement of the steer-
ing handwheel to serve as a limited steering method. An
internal check valve automatically closes to divert this
generated oil flow to the proper port of the steering cylin-
der.
25-1-1
 Group 25, Steering Column and Gear

The handwheel turning effort is considerably higher, how-
ever, than with power steering.
The column tilt lock mechanism allows the operator to
adjust the steering column. The column tilt lever knob
releases the adjustment setting and the column returns to
the up position by the use of gas spring. The tilt lock
mechanism, the directional control lever are protected by
the steering column cover. The cover can be removed for
service to steering column components. The entire col-
umn can be removed for service or replacement.

Locker Switch Steer Handle

Direction Control Light Switch Lever

Assembly

Steer Handle
Screw

Column Upper Cover

Tilt Lock Lever

Gas Spring

Tilt Lock Assembly

Column Lower Cover

Wire Harness

Column Outside Column Inside

SM 751 25-1-2

Steering System Troubleshooting
No steering
• Hydraulic fluid level very low.
• Air in hydraulic oil.
• Steering column sections not connected properly.
• Hose broken.
• Hydraulic pump contaminated or defective.
Hard steering
• Hydraulic fluid level low.
• Air in hydraulic oil.
• Steering gear contaminated or defective.
• Relief valve setting too low ; adjust or replace.
• System leaking.
• Incorrect tire pressure.
• Axle load too heavy.
• Lack of lubrication.
• Air in hydraulic oil.
• Defective steering gear.
• Malfunctioning, damaged, or worn
demand valve (flow control valve).
High number of handwheel turns
• Steering cylinder seal leakage.
• Worn steering gear.
Steering handwheel spins freely
• Air in system (cavitation).
• Low oil supply.
• Steering column detached from steering gear.
• Defective steering gear.
Jerky steering
• Steering gear malfunction because of worn parts or
contamination. Steering gear may require over-
haul.
SM 751
Group 25, Steering Column and Gear
Section 2
Truck turns in wrong direction
• Hydraulic lines not installed correctly.
Handwheel kickback
• Check valve faulty (or not in system).
Slow steering response
• Oil viscosity too high.
• Contaminated or defective steering gear.
Chatter conditions
• Loose mountings or linkage. Make certain all
mounting fasteners and other linkage is tight.
• Pressure relief valve set too low and is out of
adjustment ; adjust or replace the relief valve.
• Insufficient pump flow. Check pump for leaks and
see Group 29, Section 2.
Unsatisfactory steering in either direction
priority • Air in system due to excessive wear in steering cyl-
inder. Check for air in system. Excessive noise or
foamy condition of hydraulic fluid indicates aera-
tion. Check that air is not entering the system
through poor threads, cracked, split, or worn hoses,
bad pump seals, bad O-rings, bad gaskets, or loose
connections.
Worn cylinders result in leakage past the piston.
Overhaul (see Group 26, Section 7) or replace the
steer cylinder.
• Incorrect system pressure due to worn pump.
Replace the relief valve or repair or replace the
pump (see Group 29).
Noise during turns
• Worn bearing (s) in steering arm; replace bearings.
• Worn pin in steering knuckle ; replace pin.
• Worn bearings in steering knuckle ; replace bear-
ings.
• Steering knuckle is loose ; tighten castle nut.
25-2-1

Constant noise from steering axle
• Loose or worn hub bearing cones. Adjust or
replace hub bearing cones. Replace bearing cones
and bearing cups as a set.
Noise when axle pivots
• Lack of lubricant in steering axle mounting.
• Steering axle mountings worn; replace mountings.
• Steering axle mounting cap(s) loose ; tighten
mounting cap(s).
Fluctuating pressure
• Faulty operation of relief valve. Fluctuating pres-
sure or loss of pressure in the system is usually
caused by scales, chips, sludge, or filings that have
lodged between the relief valve and seat. A dam-
aged spring or worn valve may also be the cause of
the trouble. Flush and refill the system and replace
the hydraulic return line filter element. If condition
still exists, replace the relief valve.
SM 751
Group 25, Steering Column and Gear
Low pressure at the pump
• Refer to the pump troubleshooting and overhaul
procedures in Group 29.
Low pressure at the steering gear
• Refer to Section 5, “Steering Gear Overhaul.”
Low pressure at the steer cylinder
• Seals worn out at piston rod end of steer cylinder;
replace seals.
Steer cylinder rod binding or sticking
• Binding of linkage. With hydraulic flow shut off
from the cylinder and the rod end uncoupled, the
rod should slide freely in or out by hand. If the pis-
ton is binding, overhaul or replace the cylinder.
25-2-2
 Group 25, Steering Column and Gear

Section 3

Steering Column and Component Removal and Replacement

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Locker Switch Steer Handle

Direction Control Light Switch Lever

Assembly

Steer Handle
Screw

Column Upper Cover

Tilt Lock Lever

Gas Spring

Tilt Lock Assembly

Column Lower Cover

Wire Harness

Column Outside Column Inside

SM 751 25-3-1
 Group 25, Steering Column and Gear

locker switch and pull rear cover smoothly after

! CAUTION removing tilt lock leveler.
SAFE PARKING. Before working on truck :

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key Tilt Lock Lever
switch OFF and remove key.
4. Apply the parking brake and block the
wheels. Cover Screw

Steering Column and Component

Removal
Determine which component requires service and check
the procedure for removing that component. Read the pro-
cedure completely before beginning disassembly.
Hand Wheel, Light Switch Lever and
Directional Control Assembly Removal
1. Disconnect the negative lead at the battery.
2. Remove a hand cover and release nut and washer
securing handle to steering column.
Steer Handle Cover
NOTE
Use care when removing the back side cover
as the locker switch wiring is attached.
4. Disconnect wire connector assembled to direciton
control lever and light switch lever and remove
direction control lever and light switch lever from
steering column by releasing two (+) screw
Column Tilt Lock Assembly Removal
NOTE
The tilt lock assembly is not serviceable; only
the gas springs are serviceable. The tilt lock
assembly should be removed only for
replacement as a complete assembly.

1. Disconnect the negative lead at the battery.

Steer Handle Screw
2. Refer to "Handle, light switch lever and direction
control assembly removal" to remove upper cover.
Steer Handle Washer

Steer Handle

3. Remove 8 screws secruing both column cover using

(+) driver. Disconnect connector assembled on

SM 751 25-3-2
 Group 25, Steering Column and Gear

3. Use (+) drive to remove 4 screws secruing lower col-

umn lever and then lower cover.

Column Upper
Cover
Gas Spring

Steering Gear

Column Lower
Cover

4. Remove 4 bolts secruing tilt assembly to frame

2. Remove the four bolts and the lower column shaft
and steering gear to the bracket on the frame.

Tilt Lock Assembly

Mounting Screw

Steering Gear

3. Remove the lower shaft and steering gear assembly

from the truck.

Steering Gear Removal

1. Put a pan under the truck to catch hydraulic fluid
which will drip when fittings are loosened. Label the
four hose fittings of the steering gear to make sure
they are reassembled correctly. Loosen and remove
the hydraulic fittings at the steering gear. Cap the
ends to prevent fluid leaks. Cap the steering gear
ports to prevent dust and debris from getting into the
steering gear. Keep hydraulic ports and hoses clean.

SM 751 25-3-3
 Group 25, Steering Column and Gear

Steer Column and Component

Replacement
IMPORTANT
Make sure all parts are clean and dry before
reassembling.
It may be necessary to assemble the steering
column in place and hand tighten fittings so
that the correct alignment of the entire col-
umn and parts can be checked. Once you
have the correct alignment, torque all fittings
to their correct specifications.

1. Component replacement and reassembly is in reverse

order of removal.

SM 751 25-3-4
 Group 25, Steering Column and Gear

Section 4

Stering System Relief Pressure Check and Adjustment

The steering system relief pressure is adjusted by the ADJUSTMENT

relief valve in the steering unit specification 140 kgf/່
(1990 psi). If the relief pressure setting is higher than 1. Remove plug.
specification it can cause defects of the hydraulic hoses,
tear the steering cylinder seal, and cause damage to the
steering shaft link. If the relief pressure setting is lower
than specification, excessive force is required to turn the
steering wheel.

CHECK
NOTE
Loosen the oil filler cap on the hydraulic tank
and operate the steering wheel several times
to release the pressure in the hydraulic cir-
cuit. 2. Adjust the pressure.
- Specification : 140 kgf/່ (1990 psi)
1. Engage the parking brake and put the transmission - To increase : turn clockwise
into neutral. - To decrease : turn counter.clockwise

2. Block the driving wheels.

3. Remove the plug (PT 1/8”) from the fitting on the To increase
steering cylinder.
4. Install the hydraulic pressure gauge 0~350 kg/່ To decrease
(0~5000psi)
5. Start the engine and run at high idle.
6. Turn the steering wheel and measure the pressure
when the relief valve is actuated.

SM 751 25-4-1

Steering systems with load sensing
Fault
Steering wheel is heavy to turn.
Constant steering is necessary for
straight travel.
(“Snake-like driving”)
Neutral position of steering wheel
can not be obtained, i.e. there is a
tendency towards “motoring”.
“Motoring” effect. The steering
wheel can turn on its own.
Backlash
SM 751
Group 25, Steering Column and Gear
TROUBLESHOOTING
Possible cause
• Insufficient oil pressure.
1. Pump drive defective.
2. Pump is worn out.
• Pressure relief valve is stuck in
open position or setting pres-
sure is too low.
• Priority valve spool stuck.
• Too much friction in the
mechanical parts of the steering
system.
• Leaf springs without spring
force or broken.
• Spring in relief valve broken.
• Gerotor assy worn.
• Cylinder scored or piston seals
worn.
• Steering column and steering
unit out of alignment.
• Too little or no end play
between steering column and
steering unit input shaft.
• Pinching between inner and
outer spools.
• Leaf springs are stuck or bro-
ken and therefore have reduced
spring force.
• Inner and outer spools sticking
possibly due to dirt.
• Cardan shaft fork worn or bro-
ken.
• Leaf springs without spring
force or broken.
• Worn splines on the steering
column.
Remedy
• Check the oil pressure.
1. Replace pump drive.
2. Replace pump.
• Repair or clean pressure relief valve.
Adjust the valve to the correct pres-
sure.
• Clean or replace valve.
• Grease/repair axle knuckle pins, steer-
ing cylinder pins, steering column
bearings.
Check the hydraulic cylinder for mal-
function.
• Replace leaf springs.
• Replace relief valve.
• Replace gerotor assy.
• Replace defective parts.
• Align the steering column with steer-
ing unit.
• Adjust the end play and if necessary,
shorten the splined shaft.
• Dismantle the steering unit and repair
as required.
• Replace leaf springs.
• Dismantle the steering unit and clean/
repair as required.
• Replace cardan springs.
• Replace leaf springs.
• Replace steering column/shaft.
25-4-2

Fault
Shimmy / abnormal vibration of
steering wheel.
Steering wheel can be turned con-
tinuously without articulating the
steering axle wheels.
Steering wheel can be turned
slowly in one or both direction
without articulating the axle
wheels.
Steering is too slow and heavy
when trying heavy to turn quickly.
Heavy kick.back in steering wheel
in both directions.
Turning the steering wheel articu-
lates the axle wheels in the oppo-
site direction.
Hard point when starting to turn
the steering wheel.
SM 751
Group 25, Steering Column and Gear
Possible cause
• Air in the steering cylinder.
• Worn axle knuckles or steering
cylinder pins.
• Leaking relief valve and anti-
cavitation valves or broken
valve springs.
• Oil is needed in the tank.
• Steering cylinder worn.
• Gerotor set worn.
• Spacer across cardan shaft
missing.
• One or both anticavitation
valves leaking.
• Relief valve is leaking.
• Insufficient oil supply to steer-
ing unit, pump defective.
• Relief valve setting too low.
• Relief valve sticking owing to
dirt.
• Check valve in emergency
steering unit stuck open allow-
ing pressure to return to tank.
(if equipped)
• Incorrect setting of cardan shaft
and gerotor set.
• Hydraulic hoses for the steer-
ing cylinder have been inter-
changed.
• Incorrect assembly of cardan
shaft and gerotor.
• Pump output low.
• Relief valve set pressure to
low.
• Cross.over relief valve set pres-
sure to low. (if equipped)
• Priority valve spool orifice
blocked.
• Oil is too thick (cold).
Remedy
• Bleed steering system, remedy cause
of air ingression.
• Replace worn parts.
• Repair/replace relief valve, anticavita-
tion valves.
Replace the springs.
• Fill with clean oil and bleed the sys-
tem.
• Replace or repair cylinder.
• Replace gerotor set.
• Install spacer.
• Clean or replace defective valves.
• Clean or replace defective valve.
• Replace pump.
• Adjust valve to correct setting.
• Clean the valve.
• Clean or replace the check valve.
• Correct setting as shown in service
manual.
• Reverse the hoses.
• Reassemble correctly
• Check pump flow.
• Inspect relief valve and adjust.
• Replace the valves if defective.
• Clean spool orifice.
• Let motor run until oil is warm.
25-4-3
 Group 25, Steering Column and Gear

Fault Possible cause Remedy

Leakage at either input shaft, end • Shaft defective. • Replace shaft seal, see service manual.
cover, gerotor set, housing or • Screws loose. • Tighten screws (3±0.3 kgf·m).
ports.
• Washers or O–rings defective. • Replace washers or O–rings.

SM 751 25-4-4
 Group 25, Steering Column and Gear

Section 5

Steering Gear Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.

SM 751 25-5-1
 Group 25, Steering Column and Gear

Disassembly 5. Remove meter (gerotor). Be careful not to drop star

(rotor).
Cleanliness is extremely important when repairing a steer-
ing gear. Work in a clean area. Before disconnecting lines,
clean port area of unit thoroughly. Use a wire brush to
remove foreign material and debris from around exterior
joints of the unit.
NOTE
Although not all illustrations show the unit in
a vise, it is recommended to keep the unit in
the vise during disassembly. Follow the
clamping procedures explained throughout
the text.

6. Remove seal from meter.

Meter (Gerotor) End
7. Remove drive spacer(s).
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area, as shown. Use protective 8. Remove drive.
material on vise jaws. Do not overtighten jaws.

9. Remove spacer plate.

2. Remove capscrews. 10. 10.Remove seal from housing.

Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.

3. Remove end cap.

4. Remove seal from end cap.

SM 751 25-5-2

12. Place assembly so shaft is horizontal. Rotate spool
and sleeve until pin is horizontal. Push spool and
sleeve assembly forward with your thumbs just far
enough to free seal gland bushing from housing.
Remove bushing.
13. Remove quad ring seal from seal gland bushing.
14. Use a thin-bladed screwdriver to pry dust seal from
seal gland bushing. Do not damage bushing.
15. Remove two bearing races and the needle thrust
bearing from spool and sleeve assembly.
16. Remove spool and sleeve assembly from cap (14-
hole) end of housing.
SM 751
Group 25, Steering Column and Gear
IMPORTANT
Do not bind spool and sleeve in housing.
Rotate spool and sleeve assembly slowly
when removing from housing.
17. Push pin from spool and sleeve assembly.
18. Push spool partially from control end of sleeve, then
remove six centering springs from spool carefully by
hand. Note their position in the unit before they are
removed.
19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
21. Remove set screw from housing.
22. Screw a 1/8-inch-24 NC machine screw into end of
check ball seat. Then pull on screw with pliers to lift
seat out of housing.
23. Remove two seals from check valve seat.
24. Tip housing to remove check ball and check ball
retainer.
25-5-3
 Group 25, Steering Column and Gear
Parts Inspection
Inspect all parts for damage, cracks, broken parts, dam-
aged threads, corrosion or erosion of surfaces, worn spots,
nicks or scratches.
Check all mating surfaces. Replace any parts that have
scratches or burrs that could cause leakage. Discard all old
seals and replace with new ones.
Clean all metal parts in clean solvent. Blow dry with air.
Do not wipe dry with cloth or paper towel because lint or
other matter can get into the hydraulic system and cause
damage. Do not use a coarse grit or try to file or grind
these parts.
If parts are left exposed, cover them with a clean cover to
prevent airborne dust from collecting on them.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline.
Do not use excessive lubricant on seals for
meter (gerotor) section.
Make sure all parts are clean and free of
dust. Before assembly, lightly coat all internal
metal parts with oil.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
2. Install check ball in housing.
3. Lubricate 5/8-inch diameter seal and 7/16-inch diam-
eter seal. Install seals on check ball seat, as above.
SM 751
4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
twist or damage seals. Install check ball seat in hous-
ing; insert open end of seat first. Push check ball seat
to bottom of hole.
5. Install set screw. Use a 5/16-inch Allen wrench to
torque set screw to 11 Nm (100 in-lb; 8.3 ftlb). To
prevent interference of parts, make sure top of set
screw is slightly below housing mounting surface.
6. Assemble spool and sleeve carefully so that the
spring slots line up at the same end. Rotate spool
while sliding parts together. Some spool and sleeve
sets have identification marks ; align these marks.
Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined end.
7. Bring spring slots of both parts in line and stand parts
on end of bench. Insert spring installation tool (avail-
able as Part No. 6000057) through spring slots of
both parts. Position three pairs of centering springs
(or two sets of 3 each) on bench so that extended
edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
On those units which use the low torque centering
springs, there are two pairs of centering springs (or
two sets of each) and one pair (two) spring spacers.
The spring spacers are installed together between the
two sets of centering springs. The installation proce-
dure is the same as that used on the standard (three
pairs of centering springs) units.
25-5-4
 Group 25, Steering Column and Gear

8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.

14. Install 1-1/4-inch diameter dust seal in seal gland

11. Position the spool and sleeve assembly so that the
splined end of the spool enters the 14-hole end of
housing first.
bushing; flat or smooth side of dust seal must face
down towards bushing.
15. Install dry quad ring seal in seal gland bushing.
Smooth seal in place with your finger. Do not use
any seal that falls freely into pocket of bushing. Seal
should not “fall” into place but should require light
force to seat.

IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.

12. Place housing on clean, lint free cloth. Install 2-1/8-

inch diameter seal in housing.

SM 751 25-5-5
 Group 25, Steering Column and Gear

16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.

IMPORTANT
Clean the upper surface of the housing by
wiping with the palm of clean hand. Clean
each of the flat surfaces of the meter section
parts in a similar way when ready for reas-
sembly. Do not use cloth or paper to clean
surfaces.

19. Install 3-inch diameter seal in housing.

17. Install retaining ring in housing. After installing ring,

tap on ring or pry with screwdriver around entire cir-
cumference of ring to properly seat ring in groove.

20. Install spacer plate. Align bolt holes in spacer plate

with tapped holes in housing.

SM 751 25-5-6

21. Rotate spool and sleeve assembly until pin is parallel
with port face. Install drive, making sure you engage
drive with pin.
IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.
NOTE
To assure proper alignment, mark spline end
of drive shaft with a line parallel to slot on
other end, before installing.
22. Install 3-inch diameter seal in meter (gerotor).
23. With seal side of meter toward spacer plate, align star
valleys on drive. Note the parallel relationship of ref-
erence lines A, B, C, and D in figure. Align bolt
holes without disengaging meter from drive. Be sure
star has engaged drive spline in position shown.
SM 751
Group 25, Steering Column and Gear
24. Install drive spacer(s) when used, in meter.
25. Install 3-inch diameter seal in end cap.
26. Install end cap on gerotor, and align holes.
27. Install 7 dry cap screws in end cap. Pretighten screws
to initial torque of 17 Nm (150 inlb), then torque
screws to final torque of 31 Nm (275 inlb) in the
sequence shown.
28. Inspect the assembly to be sure all parts have been
installed and fasteners correctly installed and tight-
ened.
25-5-7
 GROUP 26

GROUP 26

STEER AXLE

Steering Axle Specifications

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

Steer Axle Wheel Bearing Maintenance

and Adjustment .................................... Section 2

Steer Axle Removal and Replacement .... Section 3

Steer Axle Overhaul ................................. Section 4

Steer Cylinder Removal and

Replacement ......................................... Section 5

Steer Cylinder Overhaul .......................... Section 6

SM 751 26-0
 Group 26, Steer Axle

Section 1

Steer Axle Specifications and Description

Specifications
Steering System Relief Pressure Setting
: 13000 KPa (1885 psi).
Steer Cylinder Type : Double-acting, piston-type.
Turning Arc : Maximum inside turning angle 72
maximum outside turning angle 51
Bearing Grease : Grade No. 2 EP multi-purpose grease,
Clark Part MS-107C.
Fastener Torques
Steer Axle and the Silent Block Mounting Bolts : 167-186
Nm (123-137 lbfft),
Cylinder to Axle Mounting Bolts : 460-562 Nm (339-415
lbfft).
Description
The steer axle has the steer cylinder, steer knuckles, and
steering links mounted on it. All these components can be
removed, serviced, and replaced.
The steering gear (steering control unit) at the base of the
steering column directs hydraulic fluid to one end or the
other of the steer cylinder to pivot the steer wheels.
The steer axle is bolted to the truck frame. The steer cylin-
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
the truck and “silent” mounts cushion the axle on the trun-
nions.
All bearings used in the steer axle linkage have lubrication
fittings and are serviceable. Axle removal, replacement,
and service for all components, including overhaul of the
steer cylinder, is explained in the Sections for this Group.

Steering Link to Steering Knuckle Nuts : 66-68 Nm (49-

50 lbfft).
Steer Knuckle King Pin Castle Nuts : See installation pro-
cedures in Section 4, “Steer Axle Overhaul.”

Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.

SM 751 26-1-1
 Group 26, Steer Axle

Silent Block

Steer Axle

Steer Link

Steer Knuckle

Steer Cylinder

Steer Axle and Mounting-Pneumatic Tire Axle

SM 751 26-1-2
 Group 26, Steer Axle

Section 2

Steer Axle Wheel

Bearing Maintenance and Adjustment

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

2. Try to pull it in and out along the wheel spindle.

! CAUTION
Watch for excessive free movement in wheel bearings or
SAFE PARKING. Before working on truck: steering knuckle bearings. There should be a small
amount of free movement. If the wheel has excessive free
1. Park truck on a hard, level, and solid movement, the bearings require additional service and or
surface, such as a concrete floor with no adjustment.
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
Wheel Bearing Lubrication
These procedures cover bearing lubrication. Use the pro-
3. Put all controls in neutral. Turn key
cedures to clean, repack and adjust bearings for hub.
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Wheel mounting hub
Wheel Bearing Check
A wheel bearing check should be performed about every
500 hours of operation or three or four times a year.
Wheel bearings need adjustment only after 2000 hours or
as needed. It is recommended that you clean and repack
the bearings before adjustment. Check hourmeter total
hours and refer to the truck’s PM schedule. See steer
wheel bearing lubrication procedure below.
To check the steer wheel bearings for excessive free play Steering axle knuckle
or looseness :
1. Grasp the wheel with both hands and try to move it
by a rocking motion top-to-bottom.

SM 751 26-2-1
Group 26, Steer Axle

Bearing Disassembly
1. Be sure truck is parked and blocked up correctly and
safely to raise steer wheels off the floor. Refer to
“Lifting, Jacking, and Blocking,” in the Group “SA.”
2. Loosen lug nuts of pneumatic-tire wheels before
completely raising rear wheels off the floor.
3. Lower truck onto blocking. Remove lug nuts and
then wheel assembly.
NOTE
Because of the heavy weight of the pneumatic
wheel and tire, it is suggested to first remove
the wheel and tire assembly from hub when
servicing the bearings to avoid damage to the
grease seal when the wheel hub is moved off
or on the spindle. It also makes the work
simpler and easier.
4. Clean the excess grease from around the wheel nut.
5. Remove cotter pin, loosen and remove wheel nut and
bearing washer.
NOTE
Remove outer bearing by pulling out on the
cushion wheel or pneumatic hub slightly to
loosen bearings.
9. Clean and inspect the bearing cups and cones for
wear or other damage. Replace, as necessary.
IMPORTANT
Keep serviceable bearing cups and cones
matched together. Always replace bearing
cups and cones as a set.
10. Inspect grease seal for wear and damage. Replace as
necessary. It is recommended to install a new grease
seal whenever old ones are removed.
11. Use a standard puller to remove bearing cups from
hub or wheel if bearings require replacement.
Bearing Reassembly
The procedures for packing and reassembling the bearing
are the same for the cushion wheel or pneumatic wheel
hub.
NOTE
Use Grade No. 2 EP multi-purpose grease,
Clark MS-107C.
1. Install new inner and outer bearing cups by pressing
into hub or wheel. Be sure cups are fully seated in
bore.

6. Pull the wheel or hub off the spindle. Support the

wheel or hub to avoid dragging the grease seal at the
back side across the thread on spindle end. Spindle
guard remains on spindle.
7. Clean the old grease out of center of the wheel or
hub.
8. To remove inner bearing and seal, lay wheel or hub
down with outer edge up (support hub on blocking).
Remove the inner bearing cone and grease seal, using
a brass drift pin, rod, or piece of pipe to drive the 2. Pack the bearings with grease and install the inner
bearing and seal out of the hub. bearing in the hub or wheel.

Bearing
and cone

Grease seal

3. Pack cavity between bearing and grease seal half full

with grease.

SM 751 26-2-2

4. Install new grease seal in hub or wheel inner bore.
Apply coating of grease to inside diameter of seal
lips prior to assembly, then install seal in hub or
wheel bore.
5. Carefully press or tap grease seal into place with a
soft-faced mallet until seal is seated in bottom of
bore.
6. Install hub or wheel on spindle. Be careful not to
damage grease seal lip when moving the hub over the
end of spindle and threads.
7. Pack cavity in hub between bearings one-half full
with grease.
8. Install the outer wheel bearing after it has been
packed with grease.
9. Install bearing washer and hand tighten wheel nut.
10. Rotate hub or wheel counter clockwise and torque
wheel nut to 27-31 Nm (20-23 ftlb).
11. Back wheel nut up until it is loose.
12. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 Nm (1.7-2 ftlb).
SM 751
Group 26, Steer Axle
13. Back up wheel nut to nearest slot and install new cot-
ter pin. Bend cotter pin tabs.
14. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
15. Pack the area around wheel nut with grease.
16. Refit O-ring on hubcap and install hubcap by tapping
into place with a rubber or plastic-faced hammer.
17. Remount wheel and tire as applicable for pneumatic-
tire assemblies. See Group 22 for mounting proce-
dures and nut torques.
Wheel Bearing Adjustment
The steer wheel bearings are retained and adjusted by the
wheel nut.
NOTE
You should clean and repack the wheel bear-
ings before performing a wheel bearing
adjustment. See “Wheel Bearing Lubrica-
tion” in this Section for the complete proce-
dure.
1. Make sure the truck is parked on a level, hard sur-
face, the upright is fully lowered, the drive wheels
are chocked, and the steer wheels are jacked and
blocked securely. Refer to “Lifting, Jacking, and
Blocking” for safe procedures.
2. Remove hubcap.
3. Remove and discard cotter pin.
4. Loosen wheel nut.
5. After wheel nut is loosened, hit the top of wheel to
loosen the bearings. This moves the bearings free of
their seated, running position.
26-2-3
 Group 26, Steer Axle

6. Rotate hub or wheel counter clockwise and torque

wheel nut to 27-31 Nm (20-23 ftlb).
7. Back wheel nut up until it is loose.
8. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 Nm (1.7-2 ftlb).
9. Back up wheel nut to nearest castellation slot and
install new cotter pin.
10. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
11. Bend cotter pin tabs over.
12. Pack the area around wheel nut with grease.
13. Refit O-ring on hubcap if removed or replaced and
install hubcap by tapping into place with a rubber or
plastic-faced hammer.

SM 751 26-2-4
 Group 26, Steer Axle

Section 3

Steer Axle Removal and Replacement

SM 751 26-3-1

! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Steer Axle Removal
These procedures describe steer axle removal for both
cushion-tire and pneumatic-tire steer axles. The removal
procedures are basically the same for both axles even
though the axles are different. Minor differences will be
explained in the text.
1. Remove the counterweight before removing the steer
axle. Refer to Group 38, Section 2, “Counterweight
Removal and Replacement.”
! WARNING
Do not remove the counterweight unless you
have training and are familiar with the cor-
rect procedures. Counterweights can fall if
not handled correctly and cause severe
injury or death.
2. Loosen lug nuts of steer wheels.
! WARNING
Do not raise truck by hoisting on overhead
guard or by jacking or lifting on counter-
weight.
3. Block the drive wheels of the truck and raise and
block the rear end. Remove steer wheels. See “Lift-
ing, Jacking, and Blocking” in Group “SA” for safe
procedures to jack the truck.
! CAUTION
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
SM 751
Group 26, Steer Axle
installation of the axle without disturbing the
blocking.
4. Loosen and remove hydraulic steering lines from
steering cylinder. Plug fittings and cap open ends of
lines. Keep all hydraulic fittings and openings clean.
Disconnect cylinder lines here.
<SI-49430>
! CAUTION
Axle must be supported before any attaching
fasteners are removed.
5. If another lift truck is used to temporarily support
axle while removing, put forks in center of carriage
about 305 mm (12 in) apart. Move forks under axle
and raise it just to remove its weight from mounting
bolts. Or use a portable floor jack to carefully sup-
port the axle at its center section.
6. Loosen and remove nuts from axle mounting bolts,
front and rear.
• For cushion-tire axles, remove the mount plates
from the bottom of the trunnion mounts of the
steer axle (Figure A.).
• For pneumatic-tire axles, remove the washers
behind the nuts also (Figure B.).
7. Remove the mounting bolts.
8. Lower the axle allowing its weight to pull the silent
blocks out of frame recesses. Watch the silent blocks
to be sure they release freely from frame. You may
have to loosen blocks with a pry bar if they bind.
9. Carefully withdraw the axle from beneath the truck
and move to safe storage.
26-3-2

NOTE
On pneumatic-tire trucks, removal of the
silent blocks after a long period of usage may
be difficult. Routine removal of the silent
blocks from the steer axle trunnions (pivot
pins) is not recommended unless they have
obvious wear, damage, or failure. If removal
by conventional pulling methods is not suc-
cessful, they then must be removed by
destruction of the silent block assembly using
a cutting torch and/or hammer and chisel to
separate them from the axle trunnions. Be
sure that the axle trunnions are not damaged.
Steer Link
Steer Knuckle
Steer Cylinder
Steer Axle Mounting
SM 751
Group 26, Steer Axle
Steer Axle Replacement
Replacement is the reverse of removal. Refer to Figures
for replacement.
! CAUTION
Make sure truck is correctly raised and
safely blocked using hardwood blocks under
the frame. Be sure the blocking will permit
installation of the axle without disturbing the
blocking.
1. If silent blocks have been removed from axle, install
new silent block assemblies. Use a rubber or plastic
mallet to seat the silent mounts onto the axle trun-
nions.
2. Make sure that the silent blocks are positioned cor-
rectly front and rear on the steer axle trunnions at the
start of installation. Align the silent blocks square
with the axle.
3. Use a fork lift truck or mobile floor jack to temporar-
ily support and raise the axle into place under the
truck. If another lift truck is used to handle axle, cen-
ter the forks with about 305 mm (12 in) spread
between them. Place steer axle assembly in secure
position on fork tips.
If hydraulic jack is used, be sure axle is securely sup-
ported on jack pad.
Silent Block
Steer Axle
26-3-3
 Group 26, Steer Axle

If the system appears to be operating correctly, drive

! WARNING the truck slowly. Fully steer the vehicle in each direc-
Heavy components can fall and cause severe tion and check response.
injury. Keep your body clear at all times. 13. Check steering cylinder hose line connections and
cylinder rod seals for any evidence of oil leakage
4. Install axle assembly into frame by slowly raising it before returning the truck to service.
up while guiding silent block bushings into frame
sockets.
5. Install silent block mounting bolts through frame
socket holes and silent block, front and rear.
For cushion-tire steer axles, reset the two mounting
plates under the silent blocks of the axle.
6. Install nuts on silent block fasteners and tighten to
167-186 Nm (123-137 lbfft).
7. Remove temporary axle support from under truck.
8. Connect the hydraulic lines to steering cylinder.
IMPORTANT
Make sure all fittings and openings on the
hydraulic lines are clean.

Connect cylinder lines here.

<SI-49430>

9. As applicable, install pneumatic wheel and tire

assemblies. See Group 22, “Wheels and Tires” for
mounting procedures.
10. Carefully raise the truck off the blocking as
described in “Lifting, Jacking, and Blocking.”
Remove the blocking and lower the truck to the
floor.
11. Install counterweight; refer to Group 38, Section 2,
“Counterweight Removal and Replacement.”
12. Check the axle and steering system for proper opera-
tion. Start the engine and operate the steering gear to
move the steer wheels to maximum travel in both
directions. Note any unusual motion or noise.

SM 751 26-3-4
 Group 26, Steer Axle

Section 4

Steer Axle Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

! CAUTION
SAFE PARKING. Before working on truck:

1. Park truck on a hard, level, and solid surface, such as a

concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.

SM 751 26-4-1
 Group 26, Steer Axle

Preparation For Steer Axle 2. Remove and discard cotter pin from kingpin castel-
lated nut. Remove the nut.
Disassembly and Overhaul
Kingpin castellated nut
NOTE
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.

• Before starting disassembly, thoroughly clean the

axle assembly of all accumulations of dirt, oil, cor-
rosion, and other substances to prevent contamina-
tion of the parts during disassembly and overhaul.
• Work in a clean area. Kingpin retainer pin

• Keep all parts in order as disassembly progresses.

Take care to properly identify each part and its 3. Drive the kingpin down and out of the assembly.
order of removal. If necessary, keep notes and put Remove the steering knuckle. Note right and left
markings on parts using a non-destructive marker knuckle parts.
such as a grease pencil or felt-tipped pen.
• See Section 2, “Steer Axle Wheel Bearing Mainte- IMPORTANT
nance,” for procedures to remove the pneumatic- Do not let the knuckle or pin fall when the
tire assembly hub from the spindle/knuckle of the pin is removed.
steer axle. Removal of the hub assembly will make
disassembly of the steer axle knuckle easier. 4. Remove the kingpin retainer pin from the base of the
• If necessary, see Section 3, “Steer Axle Removal kingpin.
and Replacement,” for the procedures to remove
the steer axle from the truck. 5. Remove the knuckle bearing washers, dust covers,
upper and lower grease seals, bearings, and bearing
• See Section 5, “Steer Cylinder Removal and
Replacement,” for the procedures to remove the cups from the assembly.
steering cylinder and steering links from the steer
axle. Grease
Seals
• See Section 6, “Steering Cylinder Overhaul,” to Washer
disassemble the steer cylinder.

Steer Axle Disassembly

To disassemble the steering knuckle, kingpin, and bearing
from the steer axle, it is not necessary to remove the axle
from the truck.
1. Remove the snap ring from the bottom of the steering
link pin and remove the pin. Steering link is free to
be removed from the cylinder rod and knuckle.
Steering link pin Bearing Cup
Bearing

Bearing cups may be removed by hand, by using a bearing

puller, or by tapping out using a brass drift pin.

Snap ring
Steering link Cylinder rod

SM 751 26-4-2

Parts Inspection
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips and wear. Check
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam-
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.
Steer Axle Reassembly
Recommended greasing procedure :
a. Use Grade No. 2 EP multi-purpose grease, Clark
MS-107 or equivalent.
b. Pack all tapered roller bearings with grease
before assembly.
c. Pack knuckle pin (bearing) seals with grease
before assembly.
d. Fill steer link sockets with grease through grease
fittings after axle is assembled.
1. Install the upper and lower knuckle bearing cups into
the knuckle housing bore. Tap into place with a brass
drift pin or equivalent.
Grease
Seals
Washer
Bearing Cup
Bearing
IMPORTANT
Make sure that bearing cup is fully seated
against the shoulder in bore. There must be
no gap left between cup and the shoulder in
the bore at assembly.
2. Apply grease to upper and lower knuckle bearings
and install bearings, grease seals, and washers to
bores of knuckle.
SM 751
Group 26, Steer Axle
3. Set the retainer pin into the king pin and slide the
king pin into the steer axle/knuckle bore.
IMPORTANT
Make sure that retainer pin enters the hole in
the underside of the axle.
Kingpin castellated nut
Kingpin retainer pin
4. Reset the kingpin castellated nut to the top of the
kingpin. Torque nut to 66-68 Nm (49-50 ftlb).
5. Rotate the steer knuckle three times through its full
range of movement. Check to be sure that it is free to
rotate in the bearings without binding.
6. Loosen the kingpin nut and retorque the nut to 11-14
Nm (8-10 ftlb).
7. Advance the nut to the next castellated slot and lock
the nut into position with a new cotter pin. Bend cot-
ter pin tabs over.
8. Replace steering link pin and snap ring to join the
cylinder rod to the steering link and knuckle.
Steering link pin
Snap ring
Steering link Cylinder rod
9. Reinstall grease fitting in knuckle housing and lubri-
cate with recommended grease.
Knuckle Housing
Grease Fitting
26-4-3
 Group 26, Steer Axle

Section 5

Steer Cylinder Removal and Replacement

2. Remove the snap ring from the bottom of the steering

! CAUTION link pin. Steering link pin attaches steer cylinder rod
SAFE PARKING. Before working on truck: end to steering link.

Steering link pin

1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels. Snap ring
Steering link Cylinder rod

Steer Cylinder Removal NOTE

The steer cylinder can be removed from the steer axle for
overhaul or replacement without removing the steer axle
from the truck. The cylinder should be overhauled or
replaced if steering problems or troubleshooting informa-
tion indicate the cylinder is malfunctioning. See Group
25, Section 2, “Steering System Troubleshooting,” for
steering problem diagnoses. See Section 6 in this Group
for steer cylinder overhaul procedures.
1. Place a drain pan under the steer cylinder and remove
the hydraulic lines from the cylinder fittings. Cap fit-
tings and lines to prevent fluid from leaking and to
protect the components and hydraulic system from
dust and dirt. Label hoses and fittings for correct
reassembly.
Mark left-side and right-side parts for cor-
rect reassembly.
3. Tap steer link pin upward until it clears the steering
link bearing and remove the pin.
4. Remove steer link bearing from steering link-to-cyl-
inder rod end bore.
5. Rotate the steering link away from the cylinder rod
end.
6. Repeat steps 1 through 5 for the opposite side of the
steer cylinder.
7. Remove the four steer cylinder mounting bolts and
washers from the steer axle. Removal torque on these
bolts can be as high as 460-562 Nm (339-415 lbfft).
Cylinder is now ready to be removed from the steer axle
body. Cylinder must be lifted off dowel pins positioning
cylinder to axle body.

Disconnect cylinder lines here.

Mounting Screw
<SI-49430>

SM 751 26-5-1

! CAUTION
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
prepared to lift and move the full weight of
the cylinder.
Parts Inspection
Completely inspect all parts :
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be
sure they are not bent or twisted. Check all threaded
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil. Keep
all parts clean and covered.
5. Remove and clean all grease fittings before reassem-
bling cylinder components.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure
check or troubleshooting tips indicate a problem with
steer cylinder performance.
Steer Cylinder Replacement
1. Remount the steer cylinder onto the steer axle dowel
pins; set bolts and washers in place and torque
mounting bolts to 460-562 Nm (339-415 lbfft).
Mounting Screw
! CAUTION
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
SM 751
Group 26, Steer Axle
full weight of the cylinder as you set it into
position.
2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
new bearings if scoring or wear marks are evident or
if the bearings do not operate smoothly.
Steering link pin
Snap ring
Steering link Cylinder rod
3. Rotate steering link into cylinder rod end and align
bearing hole with rod end.
4. Tap pin through steer link bearing hole with snap
ring groove on lower end.
IMPORTANT
Make sure bearing is properly aligned with
pin in the hole.
5. Install the snap ring to the steering link pin.
6. Repeat steps 1 to 5 for rod end-to-steering link con-
nection for opposite side.
7. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure” for replacement procedures.
Disconnect cylinder lines here.
<SI-49430>
8. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
9. Test function of steer cylinder before returning the
truck to service.
26-5-2
 Group 26, Steer Axle

Section 6

Steer Cylinder Overhaul

IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Cylinder Rod

Cylinder Tube

Gland

Steering Cylinder
Pneumatic-tire truck cylinder with “P” stamped on rod end.

SM 709 26-6-1
 Group 26, Steer Axle

Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 5 for removal of steer cylinder from the
steer axle body.
Piston Seal O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.

1. Overhaul steer cylinder only in a clean, dust-free

location, using clean tools and equipment. Dirt or grit
will damage the highly-machined surfaces and will
result in leakage or premature failure of components.
Cleanliness of the hydraulic circuit is extremely
important to the proper operation and maintenance of
the system. Be sure the work area is clean.
6. Remove (inner) gland packing (O-ring) seal.
2. Before disassembly, the exterior of the steer cylinder Replace with new seals at assembly.
should be carefully cleaned to remove all dirt and
grease accumulation.
3. Be sure all hydraulic fluid has been removed from
the cylinder. Stroking the piston rod will help force
the fluid out.
Rod wiper Rod(U-cup)
4. Before starting disassembly, the steer cylinder should
be carefully examined to determine if there is any Seal
external damage.

Steer Cylinder Disassembly

1. Clamp the steer cylinder assembly in a vise. Wrap
the cylinder in a course cloth to prevent slipping and
scratching. Use extreme caution when tightening vise
and do not overtighten ; cylinder can be bent, dis-
torted, and potentially destroyed.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod.
Gland Gland
Cylinder Barrel
Piston Rod
Cylinder Section
3. Remove the piston and rod assembly from the cylin-
der.
7. Remove the rod (U-cup) seal and rod wiper from
gland and discard. Note direction of seal and wiper
seating for correct reassembly. Replace with new
seals and wipers at assembly.
Parts Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston for chips, cracks, and looseness on
the rod. If loose, replace rod and piston assembly.
3. Be sure the piston-seal groove in the piston is
smooth, true, and undamaged.
4. Check the piston rod for damage. Look for scratches,
grooves, gouges, pitting, corrosion or other evidence
of unusual wear. Minor surface damage may be
repaired by use of fine abrasion cloth or stoning.
Deeper damage will require replacement of piston
rod assembly.

SM 709 26-6-2
 Group 26, Steer Axle

5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out- Piston Seal
side for damage. Inspect all welds for cracks. O-ring

6. Inspect the cylinder ports and threads to be sure they

are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Gland
Packing (O-
Steer Cylinder Reassembly ring) Seal

Check to make sure the overhaul kit you have is correct

and that all parts are included.
IMPORTANT
Be sure inside of cylinder and all parts are
clean before starting reassembly.
Assemble cylinder carefully to prevent dam-
age to seal lips and O-rings. Seals should be
lubricated with hydraulic oil to assist assem-
bly into cylinder barrel and gland.
Heating seal rings in boiling water before 4. Install new rod wiper and rod (U-cup) seal in outer
starting assembly will aid in assembly. end of gland.

1. Install new O-ring seal on the piston.

O-ring

Rod wiper Rod(U-cup)

Seal

IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.

5. Lightly lubricate the cylinder and gland mating sur-

faces with hydraulic oil before assembly.

SM 709 26-6-3

6. Install the gland onto the cylinder bore rim, making
sure gland is fully seated on cylinder.
7. Install piston and rod assembly into the cylinder.
NOTE
A special part is included in the parts kit to
allow you to slip the gland over the rod end
without damaging the gland seals.
8. Repeat above procedure for installation of opposite
gland.
SM 709
Group 26, Steer Axle
Operational Pressure Test
Once cylinder is remounted on axle (see Section 5), con-
nect pressure source in turn at each port. Extend piston
rod at each side and test with internal pressure of 13790
kPa (2000 psi). At this pressure no leakage must occur.
Typical operating pressure is 10342 kPa (1500 psi).
26-6-4
 GROUP 29

GROUP 29

HYDRAULIC SUMP, FILTERS, AND PUMP

Main Hydraulic Sump, Filters, and Pump

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

Main Hydraulic Pump Troubleshooting .............. Section 2

Main Hydraulic Pump Removal and Installation Section 3

NOTE
This group covers the main hydraulic pump for the load
handling system.
Other hydraulic-related components and circuits are
described and illustrated in Group 25 “Steering Column and
Gear,” Group 26 “Steering System,” Group 30 “Hydraulic
Control Valve/Lift Circuit,” Group 32 “Tilt Cylinders,” and
Group 34 “Uprights.” Refer to these groups for hydraulic
components not covered in this group.

SM 751 29-0
 Group 29, Hydraulic Sump, Filters, and Pump

Section 1

Main Hydraulic Sump, Filters, and Pump

Specifications and Description

Specifications ......................................................... 2
Service Intervals ................................................. 2

System Description ................................................ 2

Sump Tank Fill Levels .......................................... 4

Hydraulic Fluid and Filter Change ..................... 5

Remove, clean and replace the strainer ............... 6

SM 751 29-1-1
 Group 29, Hydraulic Sump, Filters, and Pump

Specifications
Hydraulic Pump Type: IntegraI gear-type pump and
motor assembly.
Sump Capacity: Usable oil = C60-75 : 120 L (31.7Gal),
C80 : 147 L (38.9 Gal)
Hydraulic Fluid Type: Clark Hydraulic Fluid MS-68.
Filter Type: Disposable, 25 micron, return line oil filter,
100 mesh suction line screen and a 10 micron filter cap/
breather filter.
Service Intervals
Hydraulic Fluid Level Checks: Every 8-10 hours or daily.
Hydraulic Fluid Change (Drain and Refill): Every 2000
hours of operation or every year.
Hydraulic Fluid Filter Replacement: After the first 50
hours of operation, then every year or 2000 hours of oper-
ation.
The hydraulic sump is located in the right side of the truck
frame. The sump is equipped with a suction line screen,
return line filter, oil cap/breather.
The integral main hydraulic pump and motor assembly is
mounted to the truck frame beneath the battery compart-
ment.
The main hydraulic pump draws oil from the sump and
sends oil to priority valve.
The priority valve variably divides oil between the steer-
ing system and the main hydraulic system, with priority
given to the steering system.
Serviceable items are the pump, motor, suction line screen
and the return line filter. Other components, such as
hoses, fittings, and clamps, are nonserviceable and should
be replaced if worn or damaged.

Description
NOTE
Se group 30 for a description of the complete
hydraulic circuit.

C60-75L
C60-80D
Sump brearher cap

Sump brearher cap

Suction filter Suction filter

Return line filter

Return line filter

SM 751 29-1-2
 Group 29, Hydraulic Sump, Filters, and Pump

C60-80D

Steering gear
Hydraulic pump

Control valve

C60-75L

Steering gear

Hydraulic pump

Control valve

SM 751 29-1-3
 Group 29, Hydraulic Sump, Filters, and Pump

Torque: 32.5 N·m(288 lbf·in) Air Breather

Dip stick

Breather Hose

Torque: 18.6 N·m(165 lbf·in)

Gasket

Tank cover

Filter

Suction filter

<SI-50870>

Sump Tank Fill Levels

Pull out the dipstick for the hydraulic oil.

SM 751 29-1-4
 Group 29, Hydraulic Sump, Filters, and Pump
Hydraulic Fluid and Filter Change
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
There is drain plug in the hydraulic sump tank. When the
sump tank must be drained of all fluid, the procedure is to
remove the drain plug and allow the fluid to drain into a
suitable drain pan. Unless the sump tank is to be removed
for other repair or maintenance, the hydraulic fluid can
also be changed by one of the following methods:
Remove the MCV cover for access to the hydraulic oil fil-
ter and diagnostic port on the control valve.
czpT\WW_`e
Pressure gauge to the diagnostic check port fitting.
NOTE: Use quick-disconnect adapter fitting.
You will need a drain pan of C60-75 : 120 L (31.7Gal),
C80 : 147 L (38.9 Gal) minimum capacity. Be sure the
outlet end of the drain line is directed into the drain pan
and held from moving when pressurized.
Turn key switch ON.
SM 751
Move tilt control lever to the back tilt position to start the
hydraulic pump. Hold tilt lever in this position until sump
tank is emptied. A steady stream of used oil should flow
from the drain line.
Continue operation until the sump tank is emptied. This
point will be reached when the pump starts to cavitate.
When cavitation occurs the pump speed will increase and
the speed sound will whine. Release the tilt lever immedi-
ately when pump cavitation occurs.
IMPORTANT
Be careful when sump is nearly emptied and
oil flow becomes erratic as the pump
approaches cavitation Do not operate pump
after cavitation occurs.
Turn the key switch OFF.
Disconnect drain line from truck. Replace the diagnostic
port cover and reinstall the cowl covers.
NOTICE
If old oil is excessively dirty or hydraulic sys-
tem is contaminated, it is recommended that
the sump tank be completely drained by
removing the pump suction line from the
sump outlet and flushed withy clean oil.
29-1-5
 Group 29, Hydraulic Sump, Filters, and Pump

Remove, clean and replace the strainer. the lift carriage to full height and lower fully down. Check
for leaks. Recheck sump tank fluid level.

! CAUTION
Be sure there is adequate overhead clearance
before raising upright.

Turn the key switch OFF.

czpT\W_^We

Remove and discard old oil filter. Install new filter. Fol-
low the installation instructions printed on the filter body.
Also, check that the filter are tightened correctly.

End cap
Front cap

Element

Check valve

<8089335>

Remove and replace the sump breather cap.

Sump breather cap

Refill the sump tank with Clark MS-68 Hydraulic Fluid.

Check truck operation. Turn key switch ON. Operate the
hydraulic system. Cycle the lift system serval times: raise

SM 751 29-1-6
 Group 29, Hydraulic Sump, Filters, and Pump

Section 2

Main Hydraulic Pump Troubleshooting

Noisy Pump ............................................................ 2

Pump Not Delivering Hydraulic Fluid ................ 2

Failure to Build Pressure ...................................... 2

Pump Not Developing Sufficient Pressure .......... 2

Pump Output Low ................................................. 2

Foaming Fluid ........................................................ 2

Overheated Pump and/or Fluid ........................... 2

External Leakage ................................................... 3

SM 751 29-2-1
 Group 29, Hydraulic Sump, Filters, and Pump
The following is a list of problems and solutions relating
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to
Groups 30 and 34.
Noisy Pump
• Hydraulic fluid level low; measure and correct
fluid level.
• Fluid viscosity too high; change to specified fluid.
• Sump strainer dirty; check and clean.
• Air leak at pump inlet line; check plumbing tight-
ness.
• Inlet line restriction; check for foreign material or
line kinks, check and clean sump suction screen.
• Air leak at pump shaft packing; replace packing.
• Defective hydraulic pump; continue other trouble-
shooting items, then consider servicing or replac-
ing pump.
Pump Not Delivering Hydraulic Fluid
• Hydraulic fluid level low; check and correct fluid
level.
• Sump suction screen dirty; check and clean.
• Inlet line restriction; check for foreign material or
line kinks, check and clean sump suction screen.
• Air leak in suction line: check plumbing tightness.
• Fluid viscosity too high: check fluid viscosity and
change to specified fluid.
• Defective hydraulic pump; continue other trouble-
shooting items, then consider servicing or replac-
ing pump.
Failure to Build Pressure
• Hydraulic fluid level low; measure and correct
fluid level.
• Defective relief valve or pump: perform pressure
check to test valve and pump.
SM 751
Pump Not Developing Sufficient
Pressure
• Leak in hydraulic control system; check system for
and correct leaks.
• Inlet line restriction; check for foreign material or
line kinks, check and clean sump suction screen.
• Suction screen dirty; clean screen.
• Defective hydraulic pump; continue other trouble-
shooting items, then consider servicing or replac-
ing pump.
Pump Output Low
• Cavitating pump; see “Noisy Pump.”
• Air in fluid or wrong fluid; drain and fill with cor-
rect fluid.
• System relief valve set too low or too high, stuck
or leaking; correct relief valve, pump may be OK.
• Overheated fluid; see “Overheated Pump and/or
Fluid.”
• Contaminated fluid; eliminate contamination
source and replace fluid.
• Gear face, body or cover nicked; repair or replace
pump.
• Excessive side loading, wear plate tight in body
bore, pinched thrust plate; inspect and service
pump.
Foaming Fluid
• Cavitating pump; see “Noisy Pump.”
• Wrong fluid; drain and fill with correct fluid.
Overheated Pump and/or Fluid
• Low viscosity fluid; drain and fill with correct
fluid.
• Contaminated fluid; drain fluid, clean suction
screen, replace filter and fill sump.
• Cavitating pump: see “Noisy Pump.”
• Pump drive shaft misaligned; check mounting and
alignment.
• Axial loading on drive shaft; check shaft end clear-
ance and shaft alignment; check for worn key/
spline.
• Relief valve usually in bypass; check relief setting.
29-2-2
 Group 29, Hydraulic Sump, Filters, and Pump

External Leakage
• Excessive system pressure; replace pressure con-
trol valve on main hydraulic valve.
• Faulty or distorted pump seal gasket; replace seal
gasket.
• Damaged surfaces on pump body or cover; correct
and replace as required.

SM 751 29-2-3
 Group 29, Hydraulic Sump, Filters, and Pump

Section 3

Main Hydraulic Removal and Installation

Main hydraulic Pump Removal ........................... 2

Main Hydraulic Pump Installation ...................... 3

SM 751 29-3-1
 Group 29, Hydraulic Sump, Filters, and Pump

Main Hydraulic Pump Removal
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level and solid sur-
face, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put ail controls in neutral. Turn key
switch OFF and remove key.
4. Apply the park brake and block the
wheels.
The main hydraulic pump is located in front of transmis-
sion. The pump can be removed from the truck lift truck
after removing the floor.
Serviceable items are the pump, motor and the suction
line filter. Other components such as hoses, fittings and
clamps are non-serviceable and should be replaced if
faulty.
NOTE
Capacity of hydraulic sump is C60-75 : 120L
(31.9 Gal), C80 : 147 L(38.9 Gal).
1. Place a drip pan under the hydraulic pump for oil that
will drain from the pump and hoses when they are
disconnected.
2. Disconnect suction line from pump and plug the line.

Pump
suction line

Hydraulic pump

czpT\WZYWe

SM 751 29-3-2
 Group 29, Hydraulic Sump, Filters, and Pump

3. Disconnect the pressure line from the pump. Cap the 4. Connect pump outlet hose and tighten. Use two
hose and set aside. wrenches to tighten hose fittings to prevent twisting
of lines.
Hydraulic pump NOTE
Always clean or replace hydraulic sump suc-
tion screen fitting when installing new or
rebuilt pump. See Section 1, Main Hydraulic
Filters and Fluid Maintenance.

5. Refill sump as necessary using Clark Specification

MS-68 hydraulic fluid. See Section 1 for description
of sump tank fill levels.
6. Reinstall hose and cable support bracket.
Hydraulic line
7. Check operation of hydraulic system. See Section 1,
Main Hydraulic Filters and Fluid Maintenance.
<SI-50320> 8. Check fluid level of sump again. Add fluid as neces-
sary.
4. Remove the pump mounting fasteners.The ground
strap will come off with the fasteners. NOTE
For Hydraulic Pump Overhaul Procedures
see Section 4.

Transmission

Torque: 98 N·m
(72 lbf·ft)

Torque:
98 N·m(72 lbf·ft)

Pump

<SI-50321>

Main Hydraulic Pump Installation

IMPORTANT
Keep all components clean during installa-
tion.

1. Be sure new or serviced pump is well lubricated

before installation.
2. Install pump onto motor. Install and tighten cap-
screws. Make sure ground wire is attached to lower
capscrews.
3. Slide suction hose and clamp into place and tighten.

SM 751 29-3-3
 GROUP 30

GROUP 30

HYDRAULIC CONTROL VALVE (HUSCO)

Hydraulic Control Valve/Lift Circuit

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

Hydraulic System Schematic ................................ Section 2

Hydraulic System Troubleshooting ...................... Section 3

Hydraulic System Pressure Checks

and Adjustments .................................................... Section 4

Hydraulic Control Valve Removal

and Replacement .................................................... Section 5

Hydraulic Control Valve Overhaul ...................... Section 6

IMPORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear”, Group 26 “Steer Axle”, Group 29, “Hydraulic
Sump, Filters and Pump”, Group 32, “Tilt Cylinders”, and
Group 34, “Uprights”. Refer to these other groups for
hydraulic components not covered in this group.

SM 751 30-0
 Group 30, Hydraulic Control Valve (HUSCO)

Section 1

Hydraulic Control Valve/Lift Circuit

Specifications and Description
STRUCTURE
The control valve is designed as a load sensing type to optimize the energy consumption. The tilt lock valve
spool is equipped in the tilt spool, and the poppet is installed in the section to prevent falling down. The the tilt
and aux. speed can be adjusted. Also, the adjustable relief valve is installed in optional auxiliary valve section.
Install the maximum of two sections.

27
47 28
22
21
6 24
23
12 5 24
17
13
11
30
10
15 18
1
16
9
37
9 14 31
19
7 29
8 2
20 35
6
32 38
26
33 36
25
42
3 45
4 39 43

34 40 46

41 44

1 Inlet & Lift spool housing 17 Spool 33 Spring

2 Spool ass’y 18 Plate ass’y - Seal 34 Spool end group
3 Cap - spool 19 Poppet 35 O-ring
4 Cap screw 20 Spring 36 AUX.2 spool housing
5 Seal plate group 21 Poppet 37 Spool
6 Plug ass’y 22 Spring 38 Plate assy - Seal
7 Spool 23 O-ring 39 Poppet
8 Spring 24 Back - Up ring 40 Spring
9 Relief Valve 25 Spool end group 41 Spool end group

SM 751 30-1-1
 Group 30, Hydraulic Control Valve (HUSCO)

10 Poppet - Lockout valve 26 O-ring 42 O-ring

11 Spring 27 Tang end 43 Outlet spool housing
12 Plug ass’y 28 O-ring 44 Relief valve ass’y
13 Spring seat 29 AUX.1 spool housing 45 Stud bolt
14 Plug ass’y 30 Spool 46 Nut
15 O-ring 31 Plate assy - Seal 47 Relief Valve
16 Tilt spool housing 32 Poppet

SPECIFICATION

C60-C80
Model
HUSCO

Main relief pressure kg/່(PSI) 210(3000)

Relief type Cartridge

Spool type Cantype spring return

Rated Q'ty l/min (gpm) 180(40)

SM 751 30-1-2
 Group 30, Hydraulic Control Valve (HUSCO)

Section 2

Hydraulic Schematic

SM 751 30-2-1
SM 751
(DIESEL)
LIFT
CYLINDER TILT
CYLINDER STEERING CYLINDER

LOAD LOWERING SECONDARY RELIEF VALVE

FLOW VALVE

MAIN HYDRAULIC VALVE LIFT TILT AUX1 AUX2

LS DYN. STEER UNIT

MAIN RELIEF VALVE

BRAKE VALVE
UNLOADING
VALVE

ANTI-STALL
CHECK PORT FLOW CONTROL ORIFICE
ORIFICE

PRIORITY
VALVE

FILTER, BREATHER
& STRAINER

HYDRAULIC PRIORITY
COOLER VALVE

RETURN
FILTER
LIFT PUMP & MOTOR

HYD TANK STRAINER

Hydraulic Schematic(C60-80D)

30-2-2
Group 30, Hydraulic Control Valve (HUSCO)
 (LPG)

SM 751
LIFT
CYLINDER
TILT
CYLINDER STEERING CYLINDER

LOAD LOWERING
FLOW VALVE SECONDARY RELIEF VALVE

MAIN HYDRAULIC VALVE LIFT TILT AUX1 AUX2

LS DYN. STEER UNIT

MAIN
RELIEF VALVE

UNLOADING BRAKE VALVE

VALVE

ANTI-STALL FLOW CONTROL ORIFICE

CHECK PORT ORIFICE
PRIORITY
VALVE

FILTER, BREATHER
& STRAINER

PRIORITY
VALVE

RETURN
FILTER
LIFT PUMP & MOTOR

HYD TANK STRAINER

Hydraulic Schematic(C60-75L)

30-2-3
Group 30, Hydraulic Control Valve (HUSCO)
 Group 30, Hydraulic Control Valve (HUSCO)
Section 3
Hydraulic System Troubleshooting
The following is a list of problems and solutions relating
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to
Groups 29 and 34.
No lift, tilt, or auxiliary function
• Hydraulic fluid very low; check and fill to correct
level.
• Hose or fittings broken; replace component.
• Defective main lift valve; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing main lift valve.
• Hydraulic pump defective: check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic
system
• Spool not moved to full stroke; check travel and
linkage adjustment.
• Relief valve not properly set, stuck in place, and/or
worn; check and clean valve, replace if necessary.
• Dirt or foreign particles lodged between relief
valve control poppet and seat: check valve and
clean.
• Valve body cracked inside; check and replace
entire valve.
Foaming hydraulic fluid
• Low oil level; check and fill to correct level.
• Wrong fluid; drain and refill with correct oil.
• Oil too heavy; change to correct viscosity.
• Pump inlet line restriction or line kinked; clean line
and suction screen or repair kinked hose.
• Hydraulic pump cavitating (pumping air with
fluid); check hydraulic plumbing for airtight hoses
and connections.
Overheated hydraulic fluid
• Thin fluid; drain and fill with correct fluid.
• Fluid contaminated; drain sump, clean suction
screen, replace filter, and refill.
SM 751
• Cavitating pump; check hydraulic plumbing for
airtight hoses and connections.
• Pump driveshaft misaligned; check mounting and
alignment.
• Axial loading on drive shaft; check shaft end clear-
ance and shaft alignment; check for worn key/
spline.
• Relief valve in bypass; check relief setting.
Load cannot be lifted to maximum height
• Hydraulic fluid low: check and fill to correct level.
• Hydraulic pump defective; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
Oil leaks at top of lift (secondary) cylinder(s)
• Plugged vent line; check and clear line.
• Worn or damaged piston seal: rebuild cylinder.
• Scored cylinder wall; replace cylinder.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Oil leak at tilt or auxiliary function cylinder
• Worn or damaged seal; rebuild cylinder.
• Scored piston rod; repair or replace rod.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Load will not hold
• .Oil bypassing between lift spool and valve body; over-
haul valve and spool.
• Spool not centered; see spool remedies for correct-
ing problems when spools do not return to neutral.
• Oil bypassing piston in cylinder; repair or replace
cylinder.
Oil leaks at either end of main hydraulic valve
spool
• Defective O-ring seals; rebuild valve.
30-3-1
 Group 30, Hydraulic Control Valve (HUSCO)
Spring-centered spools do not return to
neutral
• Broken springs; rebuild valve.
• Entrapped foreign particles; check and clean sys-
tem and valve.
• Bent spool; replace with new valve section.
• Misalignment or binding of linkage; check and
align/adjust linkage.
SM 751
No relief valve action (high pressure)
• Small particles of dirt in relief valve subassembly;
check, clean, and/or replace relief valve, clean
hole.
• Relief valve subassembly installed backwards;
reinstall correctly.
Load drops when spool is moved from neu-
tral to lift position
• Dirt or foreign particles lodged between check
valve ball and seat; check and clean.
• Sticking or scored check valve; clean if sticking,
replace if scored, replace poppet.
30-3-2
 Group 30, Hydraulic Control Valve (HUSCO)

Section 4

Hydraulic System Pressure Checks and Adjustments

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

Relief Pressure Checks

NOTE
Following is the procedure for checking main hydraulic
valve lift pressure and auxiliary relief pressure (if the Use quick-disconnect adapter fitting, Clark
truck is equipped with an auxiliary component). Part #913125.
Hydraulic system relief pressure setting may be checked 3. Check main relief pressure: Turn key switch on,
using a Mica Quadrigage (Clark Part No. 923770) or with move the tilt control lever to full back (or forward)
a conventional pressure gauge with suitable pressure tilt relief position. Hold tilt control in relief position
range calibration. To cover all models of the truck, a until pressure reading is obtained, and then release.
gauge with capacity range of 0 to 34,475 kPa minimum (0 Gauge should read 210 bar (3050 psi).
to 5000 psi) is recommended.
IMPORTANT
Do not operate system in relief any longer
! WARNING than required to read the pressure gauge.
HYDRAULIC FLUID SAFETY. Keep all
hydraulic ports and components clean. Wipe 4. Check auxiliary relief pressure: (Truck must have
the area on the pump around the diagnostic auxiliary component and auxiliary section added to
check port completely clean to prevent any main hydraulic valve.) Move the auxiliary control
contamination from entering the hydraulic lever to full back or forward relief position. Hold
system. auxiliary control in relief position until pressure
When checking the hydraulic system, do not reading is obtained, and then release. Gauge should
use your hands to check for leakage. Use a read 140 bar (2100 psi).
piece of cardboard or paper to search for
leaks. Escaping fluid under pressure can pen-
etrate the skin causing serious injury. Relieve
pressure before disconnecting hydraulic or
other lines. Tighten all connections before
applying pressure. Keep hands and body
away from pinholes and nozzles which eject
fluids under high pressure.
1. Remove the covers enclosing the main hydraulic
valve to access the hydraulic system pressure diag-
nostic check port.

SM 751 30-4-1
 Group 30, Hydraulic Control Valve (HUSCO)

Main Pressure Relief Adjustment Auxiliary Pressure Relief Adjustment

IMPORTANT
Main pressure relief setting is set at the fac-
tory. If the relief pressure does not measure
within the setting range, main pressure relief
setting is adjusted.
To adjust the hydraulic system main pressure relief valve:
1. Loosen the jam nut on the main relief valve adjust-
ment screw.
IMPORTANT
The auxiliary relief setting only applies to a
hydraulic valve that has auxiliary sections
added.
To adjust the hydraulic system auxiliary pressure relief
valve:
1. Loosen the jam nut on the auxiliary relief valve
adjustment screw.

Auxiliary relief
Lock nut valve
Lock nut
Main relief valve
Adjuster screw Adjuster screw

2. Turn the adjustment screw to set the auxiliary pres-

2. Turn the adjustment screw to set the main pressure sure relief setting to the normal range.
relief setting to the normal range.
3. Reset the jam nut on the auxiliary relief valve adjust-
3. Reset the jam nut on the main relief valve adjustment ment screw.
screw.

SM 751 30-4-2
 Group 30, Hydraulic Control Valve (HUSCO)

Section 5

Hydraulic Control Valve Removal and Replacement

Hydraulic Control Valve Removal ...................... 2

Preparation for Valve Removal .............................. .2
Control Valve Linkage Disassembly ........................ 2
Valve Removal. ........................................................ 2

Hydraulic Control Valve Replacement ............... 3

Valve Replacement .................................................. 3
Control Valve Linkage Reassembly ......................... 3

Operational Checks ............................................... 4

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

SM 751 30-5-1
 Group 30, Hydraulic Control Valve (HUSCO)

Hydraulic Control Valve Removal Control Valve Linkage Disassembly

IMPORTANT Remove the cotter rings and clevis pins connecting the lift
Keep all hydraulic ports, components, and and tilt (and auxiliary, as applicable) lever rods from the
fittings completely clean during valve hydraulic valve spools.
removal and replacement to prevent any con-
tamination from entering the hydraulic sys-
tem.

Preparation for Valve Removal

1. Park truck in a safe position and fully lower the
upright.
2. Return all controls to neutral, apply the parking Cotter
brake, and turn key switch OFF. Ring Clevis
3. Move all hydraulic control levers to all working posi- Pin
tions and return them to neutral. Be sure there is no
hydraulic pressure applied to the system by attach-
ments.
Valve Spool
4. Remove floor plate.
5. Remove the mcv cover at right side of operator's
seat. Valve Removal
6. Air clean the hydraulic valve and fittings. 1. Remove the three hex capscrews mounting the
7. Place a drain pan under the truck and loosen and hydraulic valve to the hydraulic assembly bracket.
remove all hydraulic lines from the valve. Plug the Two of the capscrews thread into the valve itself; the
valve ports. Mark or tag each line as removed to third is secured with a flange nut.
assure correct position of line at assembly.
Hydraulic Assembly
Bracket(Lower Cowl)

Return Line
to Sump
Feed Line
from Pump

Tilt Cylinder
Lines

2. Remove valve assembly from truck. See Section 6

for valve overhaul instructions.
To
Upringt NOTE
Be sure to clean up any oil spills and dry the
8. Cap ends of lines to keep them clean. Tie ends of floor to prevent accidents.
lines to truck to prevent loose ends dropping and
leaking oil onto floor

SM 751 30-5-2
 Group 30, Hydraulic Control Valve (HUSCO)

Hydraulic Control Valve Replacement Control Valve Linkage Reassembly

1. Insert the clevis pins through the rod-end clevises
Valve Replacement and valve spools of the lift and tilt spools (and auxil-
iary-lever rods and spools where applicable) and
1. Position the main valve on the hydraulic assembly
secure with the cotter rings. Rotation of the valve
bracket. Install valve mounting fasteners and tighten
spools is required to allow insertion of the clevis
hand tight so that valve mounting can be adjusted for
pins. Rotate spools back so all pins are in line.
alignment with the lever connecting rods.

Hydraulic Assembly
Bracket(Lower Cowl)

Cotter
Ring Clevis
Pin

2. Install the hydraulic lines on the proper ports. Make

sure all lines are clean, arerouted correctly in the Valve Spool
truck, and are not kinked. Torque fittings according
to “Hydraulic Fitting Tightening Procedure” in
Group 40.
NOTE
The illustration above and system specifica-
tion torques also apply for auxiliary hydrau-
lic functions, such as a side-shifter or rotator.

2. When alignment between the lever rods and the

valve is set and levers are inline and level with one
Return Line
to Sump another, tighten the valve mounting capscrews and
Feed Line flange nuts to 40-50Nm(30-33 ft-lb).
from Pump

Tilt Cylinder
Lines

To
Upringt

3. Adjust the valve to align with the lever connecting

rods.

SM 751 30-5-3
 Group 30, Hydraulic Control Valve (HUSCO)

Operational Checks
1. Operate the truck and hydraulic system. Check the
system for leaks.

! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.
2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
positions. The levers must operate smoothly with no
binding. When released from any working position,
the levers must return sharply to their neutral posi-
tions.
3. Refer to Section 4, “Hydraulic System Pressure-
Check” if valve was disassembled or overhauled.
4. Replace the cowl cover under the operator’s com-
partment dash. See removal and replacement proce-
duresin Group 38.

SM 751 30-5-4
 Group 30, Hydraulic Control Valve (HUSCO)

Section 6

Hydraulic Control Valve Overhaul

Preparation for Disassembly ................................ 1

Disassembly ............................................................ 2

Cleaning, Inspection, and Repair .......................... 3

Reassembly.............................................................. 4

Relief Valve Settings .............................................. 4

IMPORTANT
Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets
are available.

The following overhaul instructions describe a two spool • Clean outside of valve with a good grade of solvent
assembly with the inlet/lift section, a tilt (or auxiliary) and dry thoroughly.
section, and outlet section (outlet section contains no • Before starting disassembly, the valve should be
spool). carefully examined to determine if there is any evi-
dence
Preparation for Disassembly
IMPORTANT
Overhaul valve only in a clean, dust-free
location, using clean tools and equipment.
Dirt or grit will damage the highly-ma-
chined surfaces and will result in leakage or
premature failure of components. Cleanli-
ness of the hydraulic circuit is extremely
important to the proper operation and main-
tenance of the system. Be sure the work area
is clean.

SM 751 30-6-1
 Group 30, Hydraulic Control Valve (HUSCO)

Disassembly
During disassembly, pay particular attention to identifica-
tion of parts for reassembly. Spools are selectively fitted
to valve bodies and you must return each spool to the
same body from which it was removed. You must also be
sure to reassemble the valve sections in the original order.
NOTE
Valve sections may or may not require sepa-
ration for overhaul.
If only valve spools are being overhauled, you do not have
to separate the sections. For a complete overhaul, includ-
ing replacement of the seals, retainers, O-rings, springs,
and balls used between the sections, follow steps 1 and 2.
To overhaul only the valve spools, begin with step 3.
2. Remove and label all parts between the sections for
correct reassembly. These include:
a. Retainers and seals which are included in the
replacement seal kit.
b. O-rings, springs, and ball which are replaced sep-
arately.
NOTE
Keep parts in order as removed and avoid
mixing the sections and parts.
3. Disassemble each valve spool, one at a time, from
bottom of valve as shown in the illustration.
4. Remove the valve spools by tapping lightly on the
top end with a soft-faced hammer to drive them out
of the valve body.

1. Remove the nuts and studs connecting the valve sec- 5. Arrange the parts in the sequence of removal.
tions.

Relief Valve

Plug Assembly

Inlet and Lift Spool Housing

O-Ring

Figure 1. InletlLift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve.
Contents of spool assembly are shown in Figure 2.

SM 751 30-6-2
 Group 30, Hydraulic Control Valve (HUSCO)
NOTE
Remove the outlet port section only if there is
need for further inspection and cleaning of
contaminants in the valve. To remove, loosen
and remove the nuts and studs and separate
the outlet port section from the valve body.
Label and keep all parts for correct reassem-
bly.
Cleaning, Inspection, and Repair
1. Discard all old seals. Wash all parts in a clean min-
eral oil solvent and place them on a clean surface for
inspection.
2. Carefully remove any burrs by light stoning or lap-
ping. Be sure there is no paint or burrs on mating sur-
faces of valve bodies.
Tilt(or Aux.) Housing
Flow Control
Cover
Spring
Guide
Capscrew
Figure 2. Valve Spool and Tilt (or Auxiliary) Body . Differences in lift (or tilt) and auxiliary components noted.
5. Inspect the lift and tilt relief valves for damage. If
SM 751
3. Inspect valve spools and bores for burrs and scoring.
If scoring is not deep enough to cause leakage, the
surfaces can be stoned or polished with crocus cloth.
If scoring is excessive, valve body and spool must be
replaced. Check each valve spool for free movement
in its bore.
4. Inspect the main pressure relief valve for damage.
Relief valve must be free from contamination, burrs,
and scoring. Plug, spring, and O-ring should be
cleaned and inspected for damage.
NOTE
Entire relief valve assembly must be replaced
if damaged. Relief valve pressure is set at the
factory. If pressure relief setting is not in rec-
ommended range, relief valve pressure is
adjusted.
Spool
damaged relief valve assembly must be replaced.
30-6-3
 Group 30, Hydraulic Control Valve (HUSCO)
6. Inspect the valve body to make sure it has not been
physically damaged. Examine all threads to be sure
they are clean and not damaged or burred. Inspect all
bores and poppet seats. Poppet seat must be even all
around its circumference with no nicks, burrs, or
indentations in any of the seat face.
7. All springs should be free of corrosion and not bro-
ken or bent.
8. If parts must be left unassembled for a period of time
or overnight, cover with a lint-free clean material.
Stud Bolt
Figure 3. Outlet Body
SM 751
Reassembly
Use the exploded view illustration of the valve section,
spools, and relief valves for reassembly.
1. Assemble valve in reverse order of disassembly.
2. Coat all parts with clean hydraulic oil to facilitate
assembly and provide initial lubrication. Petroleum
jelly can be used to hold seal rings in place during
assembly.
3. Use new O-rings and seals for all parts.
4. Install seal rings and the seal ring retainer in the
grooves in body of each inlet and center section. Use
petroleum jelly to hold the seals in place. Carefully
place the sections together in the same order in which
they were removed.
5. Torque dust-cover screws to 10.8-13.5 Nm (8-10 ft-
lb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 Nm (20-25 ft-lb).
Relief Valve Settings
Overhaul and reinstallation of the main hydraulic valve,
the hydraulic system relief pressure and auxiliary valve
relief pressure settings (if truck and valve are equipped
with an auxiliary component and section) must be
checked. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
If the truck is not equipped with any auxiliary equipment,
no adjustments are necessary. If an auxiliary section has
been added to the hydraulic valve and auxiliary compo-
nents have been installed on the truck, check the relief
pressure. See the hydraulic system checks and adjust-
ments Section of this Group (30) for procedures.
Outlet Housing
Nut
Torque : 37.8~43.2Nm
(28-32ft-lb)
30-6-4
 GROUP 31

GROUP 31

Hydraulic Control Valve (Daesung Nachi)

Operation of Hydraulic Control Valve ............. Section 1

Hydraulic Circuit ................................................ Section 2

Disassembling Hydraulic Valve ......................... Section 3

Assembling Hydraulic Control Valve ............... Section 4

Testing Hydraulic Valve..................................... Section 5

NOTE
The other hydraulic assembly and circuit is indicated in
group 25 “Steering Column and Gear", group 26 "Steering
System", group 32 "Tilt Cylinder" and group 34 "Upright".
Refer to these group for the other hydraulic assembly.

SM 751 31-0
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 1

Operation of Hydraulic Control Valve

1. Lift Section

1) Lifting Position
When the lift lever is pulled, the spool moves downwards to open the oil path from the pump to the lift cylinder, and the
lift cylinder rises.

SM 751 31-1-1
 Group 31, Hydraulic Control Valve (Daesung Nachi)

2) Descending Position
When the lift lever is pushed forward, the spool moves upward to open the oil path in the valve which connects the lift
cylinder head and hydraulic oil tank. The fork and the mast descends by their weight, and the oil in the cylinder is forced
to return to the oil tank.

SM 751 31-1-2
 Group 31, Hydraulic Control Valve (Daesung Nachi)

2. Tilt Section

1) To tilt the mast forward

When the tilt lever is pushed, the spool moves upward to open the oil path from the pump to the tilt cylinder head. At
the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting
forward.

SM 751 31-1-3
 Group 31, Hydraulic Control Valve (Daesung Nachi)

2) To tilt the mast backward

When the tilt lever is pulled, the spool moves downward to open the oil path from the pump to the tilt cylinder rod. At
the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting
backward.

SM 751 31-1-4
 Group 31, Hydraulic Control Valve (Daesung Nachi)

3. Relief Valve
The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic
devices from overpressure.

NO. Part Name NO. Part Name

1 Lock Nut 8 O-ring

2 O-ring 9 Spring

3 Push Rod 10 Unload Spool

4 Spring

5 O-ring

6 Poppet

7 Relief Body

SM 751 31-1-5
 Group 31, Hydraulic Control Valve (Daesung Nachi)

* Principle of Operation
1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the
unload spool maintains constant status by the force of the spring on the left.

2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and the
pressure in the P1 is discharged into the T line.

SM 751 31-1-6
 Group 31, Hydraulic Control Valve (Daesung Nachi)

3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2
becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line
directly.

SM 751 31-1-7
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 2

Hydraulic Circuit

SM 751 31-2-1
 Group 31, Hydraulic Control Valve (Daesung Nachi)

(DIESEL TRUCK)

<IN-28414>

SM 751 31-2-2
 Group 31, Hydraulic Control Valve (Daesung Nachi)

(LPG TRUCK)

<IN-28415>

SM 751 31-2-3
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 3

Disassembling Hydraulic Valve

* The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subas-
semblies and parts.

The above block diagram is of a 4-way valve.

- In a 3, 5-way valve, one auxiliary assembly is removed.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substi-
tuted with a stopping-up plug.

SM 751 31-3-1
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

1. Disassembling a load solenoid valve

1-1. Remove the nuts with a spanner (17mm).
1-2. Remove the coil.

1-3. Disassemble the bottom O-ring.

1-4. Disassemble the guide assembly

[CAUTION]
Store separately from the lift lock solenoid valves to
prevent confusion.

2. Disassembling lift lock solenoid valve.

2-1. Remove the nuts with a spanner (17mm).
2-2. Remove the coil.

2-3. Disassemble the bottom O-ring.

2-4. Disassemble the guide assembly

[CAUTION]
Store separately from the load solenoid valve to pre-
vent confusion.

SM 751 31-3-2
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

3. Disassembling auxiliary relief valve

- Disassemble the relief valve with a spanner
(24mm).

[CAUTION]
Store separately from the main relief valves to
prevent confusion.

4. Disassembling main relief valve

- Disassemble the relief valve with a spanner
(24mm).

[CAUTION]
Store separately from the auxiliary relief valves to
prevent confusion.

5. Disassemble the tilt auxiliary cap

Remove the cap screw (M5 x 12) of the tilt auxiliary
cap with an L-wrench (4mm) as shown in the picture
on the right.

6. After removing the cap screw, remove the spool cap

and put the valve on a clean table.

[CAUTION]
Store separately from the seal plate screws to
prevent confusion.

SM 751 31-3-3
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

7. Disassembling Lift Cap

Remove the cap screw (M10 x 20) of the lift cap
with an L-wrench (8mm) as shown in the picture.

8. After removing the cap screw, remove the spool cap

and put the valve on a clean table.

[CAUTION]
Store separately from the seal plate screws to pre-
vent confusion.

9. Disassembling Seal Plate (Lift)

Remove the coated plate screw (M10 x 16) fixing
the seal plate in the spool with an L-wrench (8mm).

10. Put the seal plate screw and seal plate separately on
a clean table.

[CAUTION]
Store separately from the cap screw to prevent con-
fusion.

SM 751 31-3-4
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

10. Disassembling Seal Plate (Tilt, Aux.)

Remove the seal plate screw (M6 X 15) fixing the
seal plate in the spool with an L-wrench (5mm).

11. Put the seal plate screw and seal plate separately on
a clean table.

[CAUTION]
Store separately from the cap screw to prevent con-
fusion.

12. Disassembling Main Spool

Holding the return spring, remove the main spool
assembly. If the spool would not come out, strike
the spool with a rubber hammer softly.

[CAUTION]
Take care no to damage the spool by being caught
in the torn part. Take care not to damage the dust
wiper or O-ring.

13. Disassemble the main spool and put the parts on a

clean table to protect from dirt.

[CAUTION]
After disassembly, replace the dust wiper and O-
ring

SM 751 31-3-5
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

14. After disassembling the main spool assembly,

remove the dust wiper and O-ring from the spool
hole of the seal plate.

[CAUTION]
Replace the O-ring and dust wiper.

15. Remove the hex bolt from the T-cover with a box
end wrench (17mm).

16. Pull out the sections in sequence, starting from the

T-Cover.

[CAUTION]
Do not tile to left or right. Otherwise, the ball check
or spring between the sections may come out.

17. Put the separated sections on a clean table.

[CAUTION]
Place the tilt section and Aux. in the original order
to avoid confusion in reassembling.

SM 751 31-3-6
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly Picture

18. Remove the O-ring from the section.

[CAUTION]
Replace the O-rings. Keep the O-rings of the tilt
section and Aux. sections separately to avoid con-
fusion.

19. Remove the check spring and steel ball.

20. Remove the O-ring and retainer from the Inlet sec-
tion.

[CAUTION]
Replace the O-ring and retainer.

SM 751 31-3-7
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 4

Assembling Hydraulic Control Valve

* The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the
subassemblies and parts.

The above block diagram is of a 4-way valve.

- In a 3, 5-way valve, one auxiliary assembly is removed.
- A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substi-
tuted with a stopping-up plug.

SM 751 31-4-1
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly Picture

1. Assemble the steel ball and check spring in the sec-

tion.

[CAUTION]
Ensure the correct positions of the steel ball and
check spring.

2. Assemble the o-ring in the hole.

[CAUTION]
When o-ring assembling of tilt section and Aux. sec-
tion to prevent mixing.

3. Assemble the O-ring and retainer in the Inlet sec-

tion.

[CAUTION]
Take care that the winding direction of the retainer
is correct.

4. With the O-ring surface of the Inlet section facing

upward, install the stud bolt (above M10 x 220 ).

SM 751 31-4-2
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly Picture

5. Assemble the Tilt section, Aux. section, and T-

Cover in the said order.

[CAUTION]
Take care that the O-ring is not pushed out.

6. Remove the stud bolt, and install the hex bolt.

7. Tighten the hex bolt with a torque wrench.

- Torque: 450kgf.cm

[CAUTION]
Follow the order of assembly shown in the picture.

8. Assemble the spool assembly with the section.

[CAUTION]
See the identification markings for the tilt spool and
Aux. spool and assemble at the correct positions.

SM 751 31-4-3
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly Picture

9. Assemble the spool cap.

9-1. Install the lift cap and tighten the cap screw
with a torque wrench (8mm).
- Torque: 250kgf.cm
9-2. Install the tilt, Aux. cap and tighten the cap
screw with a torque wrench (4mm).
- Torque: 100kgf.cm

10. Assembling the lift spool seal plate

10-1. Install the O-ring and dust wiper on the spool
10-2. Install the seal plate
10-3. Tighten the seal plate screw with a torque
wrench (8mm)
- Torque: 250kgf.cm

11. Assembling the tilt, Aux. spool seal plates

11-1 Install the O-ring and dust wiper on the spool
11-2. Install the seal plat
11-3. Tighten the seal plate screw with a torque
wrench (5mm)
- Torque: 125kgf.cm

12. Assembling the Load Solenoid Valve

12-1. Install the guide assembly on the T-cover
using a box end wrench (26mm)
- Torque: 200kgf.cm
12-2. Install the O-ring on the bottom of the guide
12-3. Install the coil.

SM 751 31-4-4
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly Picture

12-4. Install the O-ring on top of the coil

12-5. Tighten the nut with a box end wrench (17mm)
- Torque: 75kgf.cm

[CAUTION]
Ensure that the coil connecter is in correct direction.

13. Assembling the Load solenoid Valve

13-1. Install the guide assembly on the T-cover
using a box end wrench (26mm)
- Torque: 200kgf.cm
13-2. Install the O-ring on bottom of the guide
13-3. Install the coil

13-4. Install the O-ring on top of the coil

13-5. Tighten the nut with a box end wrench (17mm)
- Torque: 75kgf.cm

[CAUTION]
Ensure that the coil connecter is at correct position.

14. Assembling the Relief Valve

14-1. Install the Aux. relief on the T-cover using a
box end wrench (24mm).
- Toque: 250kgf.cm
14-1. Install the main relief on the T-cover using a
box end wrench (24mm).
- Torque: 250kgf.cm
[CAUTION]
Take care not to be confused with the main relief
valve.

SM 751 31-4-5
 Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 5

Testing Hydraulic Valve

1. Spool Movement Test

1) Does the spool move smoothly?
2) Does the spool return smoothly by spring force?

2. Relief Valve Pressure Check

- In order to check the pressure levels, install a pressure gauge at the gauge nipple of the hydraulic valve and follow the
procedures given below.

2-1. Main Relief Pressure (with load solenoid valve ON)

1) Put the shift lever to lift cylinder ascending position for pressure relief.
2) Slowly close the adjusting bolt of the main relief valve.
3) Adjust the pressure with the adjusting bolt of the main relief valve and tighten the lock nut.
4) Switch the lift spool to Neutral/IN position by 2~3 times for relief, check the adjusted relief pressure.

2-2. Checking the AUX. Relief Pressure

1) Shift the AUX. spool for pressure relief.
2) Slowly close the adjusting bolt of the AUX. relief valve.
3) Adjust the pressure with the adjusting bolt of the AUX. relief valve and tighten the lock nut.
4) Switch the AUX. spool by 2~3 times for relief, check the adjusted relief pressure.

3. Valve Leak Check

- Conduct this check in no load condition.
1) With the lift UP, relieve the pressure within about 30 seconds. Check oil leak.
2) With tilt IN, relieve the pressure within about 30 seconds. Check oil leak.

4. Main Spool Leak check

- With lift UP and tilt IN, put the spool at neutral position. Check that the descending speed of the cylinder meets the
criteria below;
- test condition: at rated load, oil temperature of 50·3°C
1) Lift: 9.9mm/min max.
2) Tilting: 0.5 ° /min max

SM 751 31-5-1
 C40~55s C60~80

SM 751
SYM. FLOW FLOW TURNS FLOW FLOW TURNS

SS

HF

HB

LS

FP

FP

SC

SC

MC

MC

FC

FC
SHORT ARM
FIXED
SHORT ARM
POSITIONED

RF

LE

TL

OzpT[`W\YP

31-5-2
Group 31, Hydraulic Control Valve (Daesung Nachi)
 GROUP 32

GROUP 32

TILT CYLINDERS

Tilt Cylinder Specifications and

Description ............................................ Section 1

Tilt Checks and Adjustments .................. Section 2

Tilt Cylinder Removal and

Replacement ......................................... Section 3

Tilt Cylinder Overhaul ............................ Section 4

IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.

SM 751 32-0
 Group 32, Tilt Cylinders

Section 1

Tilt Cylinder Specifications and Description

Specifications 144(3650) 10°B/15°F 6°B/15°F

150(3800) 10°B/10°F 6°B/10°F
See Group 30 for hydraulic system specifications. 169(4300) 10°B/10°F 10°B/10°F
Tilt Cylinder Type: Double-acting TSU 185(4700) 10°B/10°F 10°B/10°F
236(6000) 6°B/6°F 6°B/6°F
Maximum Operating Pressure: 21,000 kPa (3,000 psi) 268(6800) 6°B/6°F 6°B/6°F
Tilt Ranges*: 307(7800) 6°B/6°F 6°B/6°F
Abbreviations: STD = Standard, high-visibility upright;
MAST
MFH in(mm) W/O CAB WITH CAB TSU = Triple-stage upright; MFH = maximum fork
TYPE
height; B = back tilt; F = forward tilt. See truck data plate
6-7.5 TON TRUCK
for upright MFH.
98.4(2500) 10°B/15°F 6°B/15°F
106(2700) 10°B/15°F 6°B/15°F
118(3000) 10°B/15°F 10°B/15°F Fastener Torques
130(3300) 10°B/15°F 10°B/15°F
Rod-End Yoke Bolts: 170-190 Nm (120-140 lbfft)
138(3500) 10°B/15°F 10°B/15°F
146(3700) 10°B/15°F 10°B/15°F Rod-End Pin Lock Plate Fasteners: 40-45 Nm (30-33
STD
157(4000) 10°Z‘B/10°F 10°B/10°F lbfft).
177(4500) 10°B/10°F 10°B/10°F
Base Mount Pin Lock Plate Fasteners: 8-10 Nm (5.9-7.4
197(5000) 10°B/10°F 10°B/10°F
lbfft).
217(5500) 10°B/10°F 10°B/10°F
236(6000) 6°B/6°F 6°B/6°F
252(6400) 6°B/6°F 6°B/6°F Service Intervals
152(3850) 10°B/10°F 6°B/10°F
Tilt Cylinder Drift Test: Every 50-250 hours or each PM.
157(4000) 10°B/10°F 6°B/10°F
177(4500) 10°B/10°F 10°B/10°F Tilt Cylinder Check and Adjustment: Every 50-250 hours
TSU 193(4900) 10°B/10°F 10°B/10°F or each PM.
244(6200) 6°B/6°F 6°B/6°F
Tilt Cylinder Rod Seal Condition Check: Every 50-250
276(7000) 6°B/6°F 6°B/6°F
hours or each PM.
315(8000) 6°B/6°F 6°B/6°F
8 TON TRUCK Tilt Cylinder Mounting Check and Tightening: Every 50-
90.6(2300) 10°B/15°F 6°B/15°F 250 hours or each PM.
98.4(2500) 10°B/15°F 6°B/15°F
Tilt Cylinder Rod-End Check and Tightening: Every 50-
110(2800) 10°B/15°F 10°B/15°F
250 hours or each PM.
122(3100) 10°B/15°F 10°B/15°F
130(3300) 10°B/15°F 10°B/15°F Tilt Cylinder Rod-End Lubrication: Every 50-250 hours
138(3500) 10°B/15°F 10°B/15°F or each PM.
STD
147(3800) 10°B/10°F 10°B/10°F
169(4300) 10°B/10°F 10°B/10°F
189(4800) 10°B/10°F 10°B/10°F
209(5300) 10°B/10°F 10°B/10°F
228(5800) 10°B/10°F 10°B/10°F
244(6200) 6°B/6°F 6°B/6°F

SM 751 32-1-1
 Group 32, Tilt Cylinders

Description
The tilt cylinders provide backward and forward tilt of the
upright. The forward and back tilt angles are governed by
the cylinder stroke and by use of spacers and different
length rod ends. The tilt cylinders are pin-mounted to the
truck frame and upright using yokes, clevises, and pins.
Pins are held in place by a lock plate and fastener to pre-
vent the pins from working their way out.
The tilt cylinders are serviced by removing them from the
truck and disassembling them for complete overhaul,
including installation of new seals and or other cylinder
components.
The tilt lock valve is integrated into the tilt section of the
main hydraulic control valve. The tilt lock valve prevents
the upright from tilting forward when the truck is not run-
ning. The tilt lock valve is not serviceable and must be
replaced as a valve section if defective.

SM 751 32-1-2
 Group 32, Tilt Cylinders

Section 2

Tilt Cylinder Checks and Adjustments

3. Raise the capacity load 2500mm (98.5 in) off the

! CAUTION ground and tilt the upright vertical, shut off the truck.
SAFE PARKING. Before working on truck :

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.

2500mm(98.5in)
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.
Tilt Cylinder Drift Check
To check tilt cylinder drift, a rated capacity load is placed
on the forks, lifted up and held to determine if the tilt cyl-
inder rods moves (drifts) in a specified length of time.
Measure rod
It is recommended that a test load, made up of a full- distance here

capacity load equally distributed on a 1220?1220 mm (48

?48 in) pallet, be used. The material used to make up the
test load must be stacked to provide load stability and
must not extend beyond the pallet. It must be secured on
the pallet. Refer to the truck data plate for capacity rating.
1. Adjust fork width as wide as possible to distribute NOTE
the load. Refer to truck nameplate for capacity rating.
An alternate procedure is to measure the
change in the inclined angle of the upright,
! CAUTION using a protractor and level, or inclinometer.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal- 5. Wait five minutes and remeasure and write down the
let. Clamp the load on the load backrest or distance between the same two points.
fork bar to avoid sliping out from fork. 6. The decrease in the measure must not exceed the fol-
lowing measures :
2. Drive the forks into the load pallet until the test load
and pallet rest against the load backrest. Apply the Temperature Drift
parking brake and chock the wheels. 50C (122F) 0.5, 3.1 mm@1min
5, 31.1 mm@10min

SM 751 32-2-1

Drift Causes and Remedies
Tilt cylinder drift indicates the following possible prob-
lems :
• Tilt cylinder hydraulic circuit hoses or fittings are
leaking. Check the circuit components and repair
as necessary.
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston and causing the
rod to drift. Consider rebuilding the cylinders if the
other remedies in this list are not successful. See
Section 3 for cylinder removal and replacement
and Section 4 for cylinder repair, if necessary.
• The main hydraulic tilt valve is misadjusted, worn,
or defective. Fluid is leaking past the valve and
causing the tilt cylinders to drift. See Group 30 for
hydraulic valve troubleshooting.
Tilt Cylinder Racking Check
Upright racking occurs when tilt cylinder strokes are
unequal. Cylinders should be checked regularly during
operation to determine if cylinder strokes are the same. To
check for racking :
• Make sure truck is parked on level surface with
parking brake applied and wheels chocked.
• Check condition of the tilt cylinder, rod-end yoke,
mounting pins, piston rod, rod wiper, cylinder
gland, etc., for excessive wear or damage. Make
repairs before making twisting adjustment.
• Use a capacity load (see truck nameplate) centered
on the forks.
! CAUTION
Be sure to secure the load to the fork carriage
to keep it from falling off when tilted forward.
Raise the upright only to the height that will
allow the fork tips to clear the floor when
tilted fully forward.
SM 751
Group 32, Tilt Cylinders
Forward Adjustment
1. Slowly tilt upright fully forward to the end of the tilt
cylinder stroke.
2. As the cylinders approach the end of the stroke,
watch both piston rods for equal movement and
upright for twisting. Note if upright “racks” (is
twisted at the end of its movement by unequal stroke
of tilt cylinders).
NOTE
Correct the twisting effect by shortening the
cylinder that is the longest length. Forward
twisting must be adjusted before backward
twisting. If forward adjustment is not
needed, continue with backward adjustment.
3. To adjust, loosen rod-end yoke capscrew on the tilt
cylinder that extends the farthest, and turn piston rod
into rod-end yoke to shorten.
Turn to adjust.
Loosen capscrew
Forward Adjustment : Pneumatic-tire truck rod-end yoke
orientation shown.
NOTE
Use wrench flat on rod under spacer (if
installed). Move spacer for access.
32-2-2
 Group 32, Tilt Cylinders

4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end Spgerical Bearing
yoke a distance at least as great as the diame- Yoke
ter of the rod plus 6.5 mm (0.25 in).
Tilt pin
Grease
diameter Nipple
of rod
Capscrew

Thread rod into rodend

yoke the rod diameter
plus 6.5mm(0.25in)

5. Tighten capscrew of the rod-end yoke to 170-190 <SI-50088>

Nm (120-140 lbfft), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten capscrew of the
rod-end yoke to 170-190 Nm (120-140 lbfft).
8. Check all tilt functions before returning the truck to
service.
Backward Adjustment
5. Tighten capscrew of the rod-end yoke to 170-190
Nm (120-140 lbfft), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten yoke capscrew to
170-190 Nm (120-140 lbfft).
8. Check all tilt functions before returning the truck to
service.

Perform forward check and adjustment first. Then :

Tilt Flow Control Adjustments
1. Slowly tilt upright fully backwards while watching
piston rods. They should both bottom out at the same See checks and adjustments Section of Group 30,
time. If they don’t, adjust backward tilt using the fol- “Hydraulic Control Valve/Lift Circuit,” for adjustment
lowing steps. procedure.
2. Stop the upright when the first tilt cylinder bottoms
out against its rod spacer.
3. Go to the opposite cylinder and remove the capscrew
on the rod-end yoke and screw rod out of yoke.
Count the number of turns required to remove the rod
from the yoke.

SM 751 32-2-3
 Group 32, Tilt Cylinders

Section 3

Tilt Cylinder Removal and Replacement

Tilt Cylinder Removal .......................................... . 2

Parts Inspection ..................................................... 3

Tilt Cylinder Replacement .................................... 3

SM 751 32-3-1
 Group 32, Tilt Cylinders

! CAUTION ! WARNING
SAFE PARKING. Before working on truck: The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
1. Park truck on a hard, level,-and solid
assembly. Keep hands and feet away from
surface, such as a concrete floor with no
the assembly. Use prybars to move the
gaps or breaks.
assembly into position for tilt cylinder
2. Put upright in vertical position and fully replacement.
lower the forks or attachment.
3. Remove the floorboard.
3. Put all controls in neutral. Turn key
switch OFF and remove key. 4. Put a drain pan under the truck at each tilt cylinder
position before removing the hydraulic lines. Discon-
4. Apply the parking brake and block the
nect and cap hydraulic lines from the tilt cylinders
wheels.
(see illustration on facing page). Remove the hose
connections on both sides of the tee fittings of
Tilt Cylinder Removal therightside cylinder. Keep all fittings and ports
clean.
1. Move tilt lever back and forth several times to relieve
any pressure.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.

Spgerical Bearing

Yoke

Tilt pin

Grease
Nipple

Capscrew

Fastener

<SI-50088>

SM 751 32-3-2

Tilt Cylinder Mounting Components
5. Support cylinder with a sling to prevent the cylinder
from dropping when pins are removed.
6. Remove lock-plate from tilt cylinder rod-end yoke.
Use a soft drift and hammer to tap rod-end pin out of
yoke.
7. Pop the cover from tilt cylinder base access port on
the step to the operator’s compartment.
8. Remove the lock-plate from cylinder base yoke. Use
a soft drift and hammer to tap pin out of yoke.
9. Remove cylinder assembly.
Parts Inspection
1. Clean all bearings, pins, and other components in an
approved cleaning fluid.
2. Inspect all parts for scratches, nicks, dents, and wear.
Check the cylinder rods to be sure they are smooth
with no scratches. Check all threaded parts for dam-
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil.
SM 751
Group 32, Tilt Cylinders
Tilt Cylinder Replacement
1. Position tilt cylinder base yoke on frame mounting
bracket.
2. Insert base pin in cylinder base yoke and through
frame mounting bracket, making sure slot in pin is in
line with the lock-plate. Grease fitting must point
toward center of truck.
IMPORTANT
Make sure the spherical bearing is aligned so
that pin fits smoothly in yoke.
3. Install base pin lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a
torque of 40-45 Nm (30-33 lbfft).
4. Position rod-end yoke on upright mounting bracket
and insert rod-end pin, making sure lock-plate slot is
in correct position. Grease fitting must be toward
center of truck. Make sure the spherical bearing is
aligned so that pin fits smoothly in yoke.
32-3-3

Tee fitting
Tee fitting
Till Cylinder Hydraulic Fittings
NOTE
If the rod-end yoke has been removed from
the rod or loosened for adjustment, reinstall
the clamp bolts to a torque of 166-193 Nm
(122-142 lbfft). Nuts must be on inside of
upright rails Orientation of the rod-end yoke
bolt hole is to be up as shown on the left side
of the illustration on the previous page.
5. Install rod-end lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a
torque of 40-45 Nm (30-33 lbfft).
SM 751
Group 32, Tilt Cylinders
<SI-50089>
6. Install tilt cylinder hydraulic lines. Check Group 40
for hydraulic fitting tightening procedures. O-rings
of fittings should be lightly coated with clean
hydraulic fluid or compatible oil.
7. Remove hoist chain from upright.
8. See Section 2 for tilt cylinder adjustment procedures.
When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
vice. Nuts must be on inside.
32-3-4
 Group 32, Tilt Cylinders

Section 4

Tilt Cylinder Overhaul

Preparation for Disassembly ............................... . 2

Disassembly ............................................................ 2
Inspection ............................................................... 2
Reassembly .............................................................. 3

IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Cylinder cap Cylinder Barrel O-ring

(Base mount) Gland
Wrench flat
Rod

Rod
Piston U-cup seal Rod wiper
Piston packing
Wear ring

Typical Tilt Cylinder Cross section

SM 751 32-4-1
 Group 32, Tilt Cylinders

Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly- The use of compressed air to blow the piston
machined surfaces and will result in leakage out of the barrel is not recommended. High-
or premature failure of components. Cleanli- pressure air can result in piston and rod
ness of the hydraulic circuit is extremely being ejected at high velocity (explosively),
important to the proper operation and main- causing severe injury to personnel and prop-
tenance of the system. Be sure the work area erty damage.
is clean.
3. Remove and discard the piston packing and wear
1. Before disassembly, the exterior of the tilt cylinder rings from the piston.
should be carefully cleaned to remove all dirt and
Piston packing Wear ring
grease accumulation.
2. Be sure all hydraulic oil has been removed from the
cylinder. Stroking the piston rod will help force the
oil out.
3. Before starting disassembly, the tilt cylinder should
be carefully examined to determine if there is any
evidence of external damage.

Disassembly
The tilt cylinder can be held by clamping the base end or 4. Remove and discard the rod U-cup seal, O-ring, and
the barrel in a vise while disassembling. piston rod wiper from the gland.
IMPORTANT
O-ring U-cup seal
Do not use excessive force when clamping on Rod wiper
the barrel.

1. Remove the gland with a hook wrench. Carefully

pull the gland assembly from the cylinder tube and
slide it off the cylinder rod.
O-ring

Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston and rod for damage. Look for
gouges, scratches, corrosion, or evidence of unusual
wear. Minor surface damage may be repaired by use
of fine abrasion cloth or stoning. Deeper damage will
require replacement of piston rod assembly.
3. Be sure the threads on rod are undamaged.

SM 751 32-4-2

4. Inspect the tilt cylinder barrel internal bore for wear,
scratches or other damage. Check the outside for
damage. Inspect all welds for cracks.
Deep gouges or pitted surfaces require replacement
of parts.
Check the gland, base end, and ports for cracks or
damage that could cause failure. Inspect the ports to
be sure they are free of contamination and that the
threads are clean and not damaged.
5. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
e.g., overnight, they should be covered with a clean
cloth.
Reassembly
Be sure inside of cylinder and all parts are clean before
starting reassembly. Seals may be lubricated with hydrau-
lic oil to assist assembly into cylinder barrel.
1. Install piston dust wiper, rod seal, and O-ring on the
gland. Make sure rod seal and dust wiper are
installed in proper orientation as shown in the illus-
tration.
O-ring U-cup seal
Rod wiper
2. Replace the piston packing and wearing.
Piston packing Wear ring
SM 751
Group 32, Tilt Cylinders
3. Install gland on piston rod. Use gentle pressure and
careful movements to avoid damage to the U-cup
seal and rod wiper when these parts are moved over
the piston rod end.
NOTE
Reassemble cylinder carefully to prevent
damage to seal lips and O-rings.
4. Install piston into cylinder barrel. Be careful not to
damage the piston seals when installing the piston
into end of cylinder.
5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
ing, do not damage the seal. Tighten torque : 588
N½mO434 lbf½ft)
O-ring
6. Check the assembly by making sure the piston slides
freely in and out of the cylinder.
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.
32-4-3
 GROUP 34

GROUP 34

UPRIGHTS

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

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

Upringht Inspection ......................................................... Section 3

Carriage and Upright Roller Clearance

Checks and Shim Adjustments ...................................... Section 4

Cylinder Removal, Shimming,

Overhaul, and Replacement ........................................... Section 5

Upright Chain Inspection, Adjustment,

and Replacement .............................................................. Section 6

Fork and Carriage Removal and

Replacement ..................................................................... Section 7

Upright Removal and Replacement ............................... Section 8

IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”

SM 751 34-0
 Group 34, Uprights

Section 1

Upright Specifications and Description

General Specifications
Upright
Upright Weight: (Approximately 993 kg (2190 lb) to
Upright Number Cylinder Type
approximately 2280 kg (5027 lb) without carriage.
Type
Carriage Weight: Approximately 472 kg (1040 lb) to 574 <C50-60>
kg (1265 lb) with a 80 inch carriage. STD pneu S5012 Piston-type Lift Cylinder
TSU pneu T7014 Piston-type Secondary Cylinder
Fork Weight: Approximately 115-301 kg each (254-664
<C70-75>
lbs).
STD pneu S7012 Piston-type Lift Cylinder
IMPORTANT TSU pneu T7014 Piston-type Secondary Cylinder
Before hoisting, the weights of upright, car- <C80>
riage, forks and attachments being lifted STD pneu S8012 Piston-type Lift Cylinder
must be combined to determine what lifting TSU Pneu T8013 Piston-type Secondary Cylinder
capacity is required of the hoisting equip-
ment. Drift:
Capacities and Lift Heights: Upright, carriage, and fork With the upright substantially vertical the descent of the
capacity and upright lift heights are listed on the truck’s rated load caused by an internal leakage in the hydraulic
data plate. system shall not exceed 100mm (4in) during the first
10min with the oil in the hydraulic system at normal oper-
Lubricants:
ating temperature. If drift over 100 mm (4 in) in ten min-
• All Purpose Grease (MS-9) utes is evident, cylinder should be checked for internal
• Innerslide Lubricant (Clark P/N 886396) leakage. See Section 3 for drift test procedures.
• Chain and Cable Lube (Clark P/N 886399) Fastener and Fitting Torque Specifications
Upright Mounting Bolts: 57-71 Nm (42-52 lbfft)
Cylinder Types
Chain Anchor Bolt Jam Nut: 340-380 Nm (249-279
Standard uprights use two lift cylinders. Triple stage lbfft)
uprights use four cylinders, two primary (center-mounted)
Carriage Side-Thrust Roller Bolts: 1150-1300 Nm (843-
cylinders, and two secondary cylinders. All primary cylin-
953 lbfft)
ders used on triple-stage uprights (TSUs ) are piston cylin-
ders. The lift and secondary cylinders used on standard, Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
TSUs can be piston cylinders. ing Procedure.”

The types of cylinders used on the truck are listed below. Rod End Bolts: 170-190 Nm (125-140 lbfft)
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type
of cylinder, piston used on the upright.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.

SM 751 34-1-1
 Group 34, Uprights

Service Intervals The lift and secondary cylinders on standard uprights and
• All upright components should be visually checked triple-stage uprights (TSUs) are piston type cylinders. The
every day during the Operator’s Daily Inspection. primary cylinder on TSUs are piston-type cylinder. See
the chart under “Specifications” to determine the type of
• A thorough visual inspection should be performed
cylinder used on the upright you are servicing.
by a trained service professional every 50-250
hours. Piston-type cylinders contain a by-pass check valve in the
• Lift chains should be inspected and lubricated piston that allows air and fluid that have accumulated in
every 50-250 hours or monthly. the rod end of the cylinder to return to the system. The
• Lift chain tension should be checked every 50-250 check valve can be removed and cleaned if indicated by
hours or monthly. troubleshooting. A non-serviceable check-ball-type cush-
ioning function is built into ram and piston cylinders for
• Upright and carriage roller checks should be per-
smooth staging during the lowering cycle. The primary
formed every 50-250 hours or monthly.
cylinder on TSUs incorporates cushioning on the lift
• Roller patterns should be checked every 6 months cycle. A velocity fuse in the hydraulic port of the lift cyl-
or after 1000 hours of service. inders (secondary cylinders on TSUs) prevents the mast
• Racking and drift tests should be performed every from falling rapidly in case of sudden fluid pressure loss
50~250 hours or monthly. due to line breaks or other malfunction of the hydraulic
• The complete extended inspection should be per- circuit.
formed at least every year or 2000 hours of opera-
As the cushion system is added to lift cylinder of standard
tion.
upright and the primary cylinder of TSU, the speed will
Description get slow for a moment before the fork touches the ground.
It is helpful to protect the ground.
The upright assembly includes the lift chains, lift cylin-
As explained in more detail in Group 30, the main pump
ders, carriage, forks, and mast or rail sets. Each of the
sends fluid to the main hydraulic control valve, which
components can be serviced using the tests, checks,
contains spools that route fluid to the lift cylinders and tilt
adjustments, and removal and replacement procedures in
cylinders. The valve assembly also contains a counter-
the following Sections.
balance valve that prevents upright tilt when the truck is
The upright uses the hydraulic cylinders and chain sets to not operating.
lift the carriage and rail sets. On standard, two-stage
Fluid flow rates for lift functions are factory set and not
uprights, the lift cylinders lift the carriage with chains and
adjustable. Flow rates for tilt and auxiliary functions are
directly lift the inner rail set. On triple-stage uprights, the
controlled by adjustments on the main hydraulic valve. A
primary (free-lift) cylinder lifts the carriage by chains.
non-adjustable “load-lowering” flow valve mounted on
When the primary cylinder reaches its maximum exten-
the upright limits upright lowering speed.
sion, fluid is diverted to the secondary lift cylinders,
which lift the inner rails using a second set of chains and Groups 29 and 30 contain general hydraulic information
lift the intermediate rails by direct lift. including upright hydraulic functions. Other hydraulic
checks for the upright appear in “Troubleshooting,” Sec-
Friction and play between the nesting rails is controlled by
tion 2.
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.

SM 751 34-1-2
 Group 34, Uprights

Lift Cylinder

DETAIL B

Chain
Anchor

Load lowering
flow valve
Inner Rail set
Outer Rail set

Lower Roller

DETAIL A

Typical Standard (Two-Stage) Upright Assembly (5-7.5 ton)

SM 751 34-1-3
 Group 34, Uprights

Upper roller

Lift Cylinder

DETAIL B

Chain
Anchor

Load lowering
flow valve

Outer Rail set Inner Rail set

Lower Roller

DETAIL A

Typical Standard (Two-Stage) Upright Assembly (8 ton)

SM 751 34-1-4
 Group 34, Uprights

Chain Anchor
Assembly direction
Upper roller

Secondary Upper roller

cylinder Hose sheave DETAIL B

Chain sheave

Primary cylinder
Carriage chain

Carriage
Intermediate rail set
Outer rail set
Load lowering
flow valve
Lower roller
Lower roller Load lowering
flow valve
Inner rail set

Primary
cylinder

DETAIL A
<SI-50029>

Typical Triple-Stage) Upright Assembly (5-8 ton)

SM 751 34-1-5
 Group 34, Uprights

Carriage Roller
Carriage Side Roller
Inner Rail
Inner-Rail Tie Bar

Side-Thrust Roller
Upright Roller

Intermediate Rail
Outer Rail

Intermediate-Rail Tie Bar

Outer-Rail Tie Bar

Typical Triple Stage Upright-Overhead View

Carriage

Roller

Carriages and Roller Sets

SM 751 34-1-6
 Group 34, Uprights

<SI-50820>

Four-Hose Adaptation for the Standard Upright (5-7.5 ton)

(Only Right hand Adaptation for the Two-Hose )

SM 751 34-1-7
 Group 34, Uprights

Four-Hose Adaptation for the Standard Upright (8 ton)

(Only Right hand Adaptation for the Two-Hose )

SM 751 34-1-8
 Group 34, Uprights

Four-Hose Adaptation for the Triple-Stage Upright (5-8 ton)

(Only Right hand Adaptation for the Two-Hose )

SM 751 34-1-9
 Group 34, Uprights

Section 2

Troubleshooting

The visual inspection and the operational checks pre-
sented in Section 3 should be used to determine problems
with the upright. Possible problems, causes, and remedies
are listed below.
Other troubleshooting information about the hydraulic cir-
cuit and components appears in the troubleshooting Sec-
tions of Groups 29 and 30. Use these other
troubleshooting Sections for more detailed problem isola-
tion with Upright hydraulic functions.
! WARNING
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the
components. Failure to follow these warnings
can result in serious injury.
Make sure overhead clearances are adequate
before raising the upright to full lift height.
Do not walk or stand under raised forks.
Block carriage and upright whenever mak-
ing checks with the upright elevated.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
• Dry hose sheave or rollers; check condition of all
sheaves and rollers and lubricate as necessary.
• Damaged chain sheaves; check condition of chain
sheaves and repair or replace.
• Excessive fork hanger or carriage fork bar wear;
inspect and replace as necessary.
• Seals dry; lubricate rod.
• Seals dry - all primary cylinders; remove gland and
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
haul, and Replacement.”
No lift, tilt, or auxiliary function
• Hydraulic fluid level low; check level and fill.
• Broken hoses or fittings; check and repair.
• Damaged or blocked sump strainer; check and
clean.
• Hydraulic pump defective; see Group 29 for pump
troubleshooting.
• Defective main hydraulic control valve; see Group
30 for valve troubleshooting.
• Defective upright load-lowering flow valve; disas-
semble valve, check and clean or replace.

No lift function but tilt operates

Upright noise
• Broken hoses or fittings; check and repair.
• Bent or broken components; inspect upright thor-
• Cylinder is damaged; inspect and repair.
oughly and repair or replace components as
required. • Main hydraulic control valve, lift section defec-
tive; see Group 30 for valve troubleshooting and
• Damaged upright roller; check condition of rollers
service information.
and replace defective rollers.
• Upright load-lowering flow valve damaged; disas-
• Roller scuffing rails; clean and lubricate rails.
semble valve, check and clean or replace.
• Roller (carriage or upright) shimming needs
adjustment; check and adjust as required.
• Fit between roller edge and rail flange excessively
loose in rails; replace with oversized, “Select-Fit”
rollers. See “Upright Roller Clearance Check and
Shim Adjustment.”
• Dry lift chain; lubricate chain.

SM 751 34-2-1

Load cannot be lifted to maximum height
• Hydraulic fluid level low, check level and fill.
• Debris in upright; check and clean.
• Hydraulic hose fittings loose or damaged; check
and torque correctly (see Group 40 for specifica-
tions) or replace.
• Check cylinder for external leakage; replace cylin-
der if cracked.
• Cylinder shimming is incorrect; check and adjust
shimming.
• Internal leakage on lift or secondary piston cylin-
ders; remove rod and piston and clean check
valves; also clean and inspect/replace piston seals.
See Section 5.
• Cylinder check valve on lift or secondary piston
cylinders not functioning properly; remove rod and
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5.
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information.
• Upright rails binding:
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie-
bars, correct chain and hosing placement and
operation
b. Check rollers for contamination and proper oper-
ation, perform roller clearance check and adjust-
ment
Lift speed sluggish
• Hydraulic fluid level low; check level and fill.
• Broken hoses or fittings; check and repair.
• Pump inlet line restricted; remove from pump and
clean.
• Damaged or binding upright roller; check condi-
tion of roller and replace if necessary.
• Internal leakage on piston-type lift and secondary
cylinders (with load); perform cylinder checks
listed under “Load cannot be lifted to maximum
height.”
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information.
• Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
SM 751
Group 34, Uprights
• Defective priority valve; see Group 30 for valve
troubleshooting information.
• Defective upright load-lowering flow valve;
remove valve clean, inspect, and replace if neces-
sary.
Lowering speed sluggish
• Damaged or binding upright roller; check condi-
tion of roller and replace if necessary.
• Damaged or kinked hydraulic hose or tube; check
condition of hose and tube, repair or replace as
necessary.
• Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Load bounces excessively when lowering
• Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
fully collapsed to full lift height for 10-15 cycles.
• Defective upright load-lowering flow valve; check,
clean and replace valve if necessary.
• Defective main lift valve; see Group 30 for valve
troubleshooting and service information.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lifting)
• Debris in upright roller area of carriage; check and
clean.
• Interference between carriage and inner rail or cyl-
inder; check staging alignment and adjust or repair
as necessary.
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Damaged or binding carriage roller; check condi-
tion of roller and replace if necessary.
• Carriage roller shimming or thrust roller out of
adjustment; perform roller checks on carriage and
make adjustments as necessary.
• Damaged or kinked primary cylinder hose; check
condition of hose, repair or replace as necessary.
• Primary cylinder chain or chain sheave binding or
damaged; inspect and repair.
34-2-2

• Internal leakage in primary lift cylinder; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged primary lift cylinder causing binding in
the cylinder; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean.
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Damaged or kinked lift cylinder hose; check condi-
tion of hose, repair or replace as necessary.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Bent cylinder rod; inspect and replace rod and/or
cylinder as necessary.
• Internal leakage in piston-type cylinders; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
ondary cylinder (TSUs)
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (Standard upright lower-
ing)
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Top carriage roller retaining cap screw loose;
check and replace cap screw.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Debris in upright roller area or tie bar area; check
and clean.
SM 751
Group 34, Uprights
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
• Gland loose; check and tighten primary cylinder
gland and glands on lift (secondary) cylinders to
706 Nm (517 lbfft).
• Cracked cylinder tube; replace tube.
• Rod seal damage; replace seals and check for:
 Damaged rod seal groove in gland; check for
damage to groove and replace seal or gland if
necessary
 Scored cylinder wall; repair or replace cylinder
tube if necessary
 Leaking check valve; clean and replace if nec-
essary
 Leaking O-ring seal on check valve; replace
check valve.
• Gland static seals (O-rings and back-up ring) dam-
aged; replace back-up ring.
• Gland static seals sealing surface damaged; check
groove and bore and repair or replace as necessary.
• Gland loose; check and tighten gland on cylinders
to 706 Nm (517 lbfft).
• Cracked cylinder tube; inspect and replace tube.
• Seal damage in piston-type cylinders; replace pis-
ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
for scratches, nicks, or burrs and repair or replace
rod and piston.
• Scored cylinder wall, TSU piston-type cylinders;
replace tube and all seals.
• Scored or damaged rod; replace rod and all seals.
• Damaged gland back-up seal; inspect and replace
seal.
34-2-3
 Group 34, Uprights

• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.

SM 751 34-2-4
 Group 34, Uprights

Section 3

Upright Inspection

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

Upright

Carriage

Fork

SM 751 34-3-1

Basic Visual Inspection
Use the following steps to conduct an initial visual inspec-
tion of the upright. This is the same type of inspection
operators should be conducting on a daily basis.
If you note problems with any component during the basic
visual inspection, continue with “Extended Inspection”
for checks and service.
! WARNING
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution.
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
General
• Check to make sure all fasteners are secure.
• Check to make sure the upright lifts and lowers
smoothly with and without a capacity load.
• Check for visible damage to components.
Forks
• Check function and security of the fork latch.
• Inspect the forks for cracks, especially the hanger
and heel areas.
• Check for wear in the fork heel. If heel wear is evi-
dent, perform the extended inspection.
• Inspect the fork hanger and carriage fork bar for
excessive wear.
• Inspect for bent forks.
Lift Chains
Inspect the chains for:
• Proper lubrication. The links should have a coat of
oil on all surfaces. Lubrication oil should penetrate
completely into chain joints.
SM 751
Group 34, Uprights
• Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
dent. Pins should not be turned or protruding.
• Excessive side wear or edge wear on the chain
plates.
• Correct, equal tension on chain sets.
• Secure anchor bolt, adjustment nut, and jam nut
mounting.
• Correct alignment of the chain anchors to the chain
and chain sheaves. Adjust turned chain anchors.
• Loose, broken, or damaged anchor bolt pins and
cotter pins. Replace defective pins and cotter pins.
Rollers
Inspect the upright and carriage rollers for:
• Broken or loose rollers.
• Loose, broken, or misadjusted thrust roller on the
carriage.
• Obvious signs of failed bearing seals.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation.
• Excessive looseness in carriage or upright roller
shimming.
Upright and Carriage Weldments
Inspect the upright and carriage for:
• Debris or foreign objects on the components.
• Bent, cracked, or broken components.
• Undesirable wear on or contact between compo-
nents.
• Irregular roller patterns and signs of excessive
wear or scraping on the rails.
34-3-2

Hydraulic System
Inspect the upright hydraulic system components for:
• Damage or wear on all hoses and hydraulic tubes.
• Leaks on hoses, fittings, or valves.
• Leakage on the cylinders.
• Excessive drift in lift or tilt operations.
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending
check, and a fork gap check. If replacement is necessary,
always replace the pair to ensure fork integrity.
Fork Alignment
1. Park the truck on a flat, even surface, tilt upright to
vertical position, and set forks 25-50 mm (1-2 in)
above the ground.
2. Compare fork arms to be sure they are straight, on
the same plane (level), and the same length.
3. Measure the distance from the fork tips to the
ground. The height difference between the forks tips
should be no more than 6mm(1/4in).
Fork
Hanger Shank
6mm(1/4in ) max.
Fork Arm Height
4. If the fork tips are not aligned within the specified
6mm (1/4in) difference, the cause of the problem
must be determined and corrected before returning
the truck to service. If replacement is necessary,
always replace the forks in a set.
SM 751
Group 34, Uprights
Fork Bending
Overloading, glancing blows against solid objects, or
picking up loads unevenly can bend or twist a fork. Use
the following procedure to check for fork bending.
1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
block flat on the fork. Make sure the block is not
resting on the heel radius.
Fork Bending Check
2. Set a carpenter’s square on the block against the fork
shank
3. Check the fork 508 mm (20 in) above the blade to
make sure it is not bent more than 14.5 mm (0.6 in) at
the maximum.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
ance they should be replaced as a set.
See Section 7, “Fork and Carriage Removal and Replace-
ment,” for procedures to remove and replace the forks.
Fork Fatigue
Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
the heel is 10% smaller than the arm, the load capacity
could be reduced by 20%. A 5,000-pound (2272 kg)
capacity fork with 10% wear can only safely handle 4,000
pounds (1818 kg).
Use of fork wear calipers are recommended (Clark part
number 1803641) to gauge fork wear as follows:
1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.
34-3-3

NOTE
Hold the caliper square and use light pres-
sure to squeeze the outer jaw tips against the
fork shank. Take care not to accidentally
alter the reading of the calipers.
2. Check the fork blade area to the inside jaws of the
caliper.
3. If the inside jaws fit over the fork in the blade area,
wear exceeds allowable 10% wear and a new set of
forks should be installed.
Fork Hanger Wear and Carriage Fork Bar Wear
Inspect the fork hangers and carriage fork bar. Excessive
wear can cause the fork to disengage the fork bars or
reduce fork hanger life.
Fork hanger hole
Carriage
Shaft fork
• If fork hangers are excessively worn, replace the
forks as a set.
• If carriage fork bar is excessively worn, replace the
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.
Lift Chains
The following checks should be performed every 50-250
hours to ensure correct chain performance See Section 6
for more complete chain inspection and maintenance pro-
cedures.
SM 751
Group 34, Uprights
Chain Wear (Stretch) - All Lift Chains
Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or chain check ruler.
When any section of the chain has worn and increased its
original length by 3% or more, the chain must be replaced.
When checking chain wear, always measure a segment of
the chain that rolls over a sheave.
IMPORTANT
Never replace a single chain in a set. Always
replace the two chains in a set for consistent
lift operation. Always replace anchor pins
when replacing chains.
1. For example, measure a 305 mm (12 in) segment of
the chain that does not roll over a sheave and count
the number of links in the segment.
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the
plate edges that roll over the sheave.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler.
Chain replacement procedures appear in Section 6.
Chain Length
IMPORTANT
Perform a chain length check and adjust-
ment every 50-250 hours. Checks and adjust-
ments should also be performed to adjust for
chain stretch and tire wear.
34-3-4

Chain length must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within 20 mm (0.80 in) of the bottom edge of the
inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.
• On TSUs, the difference between the bottom of the
inner rail and the outer rail is greater than 10 mm
(0.40 in).
See Section 6 for chain length adjustment procedures.
Chain Tension
IMPORTANT
Center any auxiliary attachments before
beginning tension check
1. Raise the upright enough to put tension on the chains
to be checked.
2. Push the chains forward and pull them backward; the
amount of tension should be equal on both sides.
!  In applications where excessive amounts of
WARNING
Do not reach through the upright to push
chains for tension check.
3. If one chains moves more than the other;
a. Lower the forks to ease tension on the chains.
b. Adjust chain adjustment nuts for equal tension on
both chains. See Section 6 for chain adjustment
procedures
4. Repeat the tension test and make adjustments until
the tension is equal on both chains when the carriage
and upright are raised.
Carriage and Upright Weldments
The carriage and upright should be checked for fatigue
cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
number of load cycles. Stress concentrations typically
exist in welded joints, in the area around a welded joint, or
in the corners of parts. Dye penetrant, magnaflux, or other
crack detection methods can be used to find or trace
cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
to service.
SM 751
Group 34, Uprights
• Bent components indicate excessive loading or
high impacts to the weldments. Bent components
are usually structurally damaged and should be
replaced.
• Inspect roller contact patterns on the rail sections.
Roller contact patterns should be smooth and regu-
lar.
 In some applications, it may take up to 500
hours of operation to develop a roller contact
pattern on the flange of the rail.
 In applications where heavy loads are common,
a rail lubricant may be required to allow proper
wear-in on the roller.
• Check rails and carriage for wear due to undesir-
able contact between components. Such contact
can be an indication of broken rollers, loose com-
ponents, foreign objects or debris on the upright, or
a broken weldment.
 If contact or rubbing exists, the condition must
be corrected immediately.
 Rail and carriage weldments with damage
should be replaced.
• Tie bar areas should be free of foreign objects and
debris. The roller area of the rail should be cleaned
every 500-1000 hours in a normal application.
contaminants settle in the rail channels, clean-
ing may be required on 50-250 hour intervals.
 If excessive contamination exists, the rollers
should be exposed and the bearing seal areas
cleaned thoroughly.
See Section 4 for carriage roller and upright
roller removal and installation.
Carriage and Upright Rollers
Carriage Thrust Rollers
The carriage uses two types of thrust rollers.
34-3-5

• The external thrust roller runs along the outside
flange of the inner rail to control lateral load on the
carriage.
External thrust
roller
Internal
thrust roller
<SI-50607>
Both types of thrust rollers should be checked for smooth
rotation, seal integrity, radial bearing tightness, and a tight
cap screw. A roller should turn smoothly without sticking
and be grit free. Replace the roller if any defect is found.
External thrust roller cap screws have a locking patch to
prevent the cap screw from backing out. Repeated
removal will deteriorate the ability of the patch to hold the
cap screw. If the cap screw is backing out without hold-
ing, a new cap screw is recommended. The cap screw can
also be cleaned and set using thread locking compound
Loctite 271 (Clark Part 1802302). The internal thrust roll-
ers use a jam nut to ensure that the bearing remains
secure.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
The external thrust rollers are not adjustable. The internal
thrust roller adjusts using a locking cam on the mounting
cap screw. See Section 4 for roller replacement and inter-
nal thrust roller adjustment procedures.
SM 751
Group 34, Uprights
Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
ken, loose, or rough bearings. Defective rollers should be
replaced.
Shoulder
Roller shaft
shims
Bearing outer race
Indications of broken or damaged rollers include:
• Part of all of roller bearing missing
• Bearing outer race loose
• Scraping noise from the upright
• Scraping of carriage fork bar on inner rail (carriage
rollers)
• Upright rail sections scraping together (upright
rollers)
• Upright misstaging
• Excessive looseness of the rail section or carriage
demonstrated by the following load test.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
Load Test
A load test helps you to determine the amount of clear-
ance between the moving upright parts. The upright
requires some lateral movement between the interlocking
rails and the carriage. But, too much or too little clearance
can be the cause of binding and uneven operation.
! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
34-3-6

Failure to follow these warnings can result in
serious injury.
1. Place a capacity load on the forks and secure it to the
carriage.
! CAUTION
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let. Operate the truck only from within the
operator’s compartment.
2. Tilt the upright back slightly and raise the upright to
its maximum extension several times. Note the
smoothness of operation, the carriage play, and play
between the rails.
3. Move the load 102 mm (4 in) off center on the forks
and resecure it to the carriage.
4. Raise the upright to its maximum extension and
lower the load to the floor several times.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side.
6. Raise the upright to its maximum extension and
lower the load to the floor several times.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any
unusual movement, staging, or noise occurs during the
test, correct the problem before returning the truck to ser-
vice. Continue with the following roller shimming checks
if too much play is evident in the carriage and rails in the
load test. The troubleshooting guide may also help to
identify specific problems with upright operation.
Roller Side-Clearance
The carriage and upright rollers are shimmed between the
inner race and the roller shaft shoulder to maintain mini-
mal clearance between the side of the roller and the web
of the adjacent rail. Shim adjustments help accommodate
manufacturing tolerances and wear in the upright rail sec-
tions.
SM 751
Group 34, Uprights
Signs of loose shimming include:
1. Excessive lateral (side-to-side) movement in the
upright rail sections
2. Excessive lateral shift in the upright at, or near, full
maximum fork height (MFH)
3. Irregular roller patterns on the rail.
Signs of over shimming include:
1. Mis-staging or hanging up of the upright
2. Excessive wear in the rail web
3. Premature bearing failure.
Perform the following roll pattern check and the load test
if the need for roller shimming is suspected. See Section 4
for detailed clearance measurement procedures.
Roll Patterns
Impressions made by rollers on upright rails are called roll
patterns. Roll patterns can provide indication of the need
for upright or carriage adjustment.
! WARNING
Keep clear of load and carriage when making
any checks or adjustments.
1. Elevate the carriage about 4 feet (1.3 m).
2. Apply a light, thin layer of grease to the roller con-
tact area.
3. Lower the forks and pick up a capacity load. Raise
and lower the upright several times.
4. Back out from the load and raise the carriage.
Compare the impressions of the rollers on each side of the
upright rails. The impressions should look the same on
both sides. Look for signs of metal scoring or gouging
which can indicate excessive pressure caused by damaged
or misadjusted rollers.
Carriage rollers, including side-thrust rollers, and all
upright rollers can be checked by examining roll patterns.
If irregular impressions result from the checks, perform
the “Lift Cylinder Shimming Check” and the “Load Test”
to further diagnose problems.
See Section 4 for procedures to measure clearances and
adjust carriage or upright rollers.
34-3-7

Cylinders
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
External Leakage (All Cylinders)
To check for external leakage on the primary cylinder:
1. Clean the top of the gland and rod to remove any
buildup of debris.
2. Check rod surface for defects or unusual wear.
• Nicks, burrs, or other sharp defects can cause dam-
age to the seal and will lead to leaks. The rod
should be repaired or replaced.
• For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated
in this cylinder design. The high pressure sealing is
over the last several inches of stroke. This type of
defect is acceptable if leakage is not evident.
3. Check for external leakage from the cylinder barrel,
gland O-rings and backup ring, and the rod seal.
• The gland O-rings and backup ring are near-zero
leakage seals. If, after cleaning the gland and tube,
oil accumulates to form a run, the O-rings and
backup ring should be replaced (see Section 5).
• External leakage from the barrel requires replace-
ment of the barrel.
NOTE
The seals are installed with lubricant and a
trace amount will be in the gland/tube inter-
face area.
SM 751
Group 34, Uprights
4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to
run 3 mm (0.125 in) down the rod, the cylinder must
be overhauled or replaced.
Internal Leakage on Primary Cylinder
To check for internal leakage on the primary cylinder:
1. Lift the upright to maximum height then lower forks
completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the primary stroke and lower forks com-
pletely.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
secondary lift stage then lift to full extension.
4. If the carriage does not lift to full height, the problem
is likely an internal leak and the cylinder should be
overhauled.
5. If the carriage does lift to full height, but you still
suspect an internal leak, repeat the procedure with a
40-70% capacity load.
NOTE
The primary cylinder normally has approxi-
mately 100 ml (3.4 oz) of hydraulic fluid on
the rod side of the piston as a pre-charge.
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
Internal Leakage on Piston-Type Lift and Secondary
Cylinders
To check for internal leakage in Standard lift and TSU
secondary cylinders:
1. Lift the upright to MFH then lower forks completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the lift cylinder stroke and lower forks
completely.
3. Lift the upright to full MFH.
Watch for the lift cylinder to increase lift speed. If you see
an increase in lift speed, one or both of the lift cylinders
have an internal leak and requires overhaul.
If the upright does not increase lifting speed, but you still
suspect an internal leak, repeat the procedure with a
capacity load. If the upright does not extend to full MFH,
the problem is likely an internal leak and the cylinder
should be overhauled.
34-3-8

Lift Cylinder Shimming
The lift cylinders on both standard uprights and TSUs bot-
tom out at the end of the stroke to limit upright extension.
The upright has dual lift cylinders and the cylinders’
extension length must be equal. If not, “racking,” or side-
to-side shifting, results. Rod extension length is made
equal by using shims under the rod end of the cylinder. To
determine if shimming of the cylinders is required to pre-
vent racking, perform the following operational check:
! CAUTION
Make sure truck is parked on level surface
with parking brake applied and wheels
chocked; make sure overhead clearance is
adequate to extend upright to its full height.
1. Center the forks or attachments on the upright.
2. Check for equal chain tension.
3. Raise the upright from the retracted position to full
lift height. Note the point when the lift cylinders
reach the end of their stroke.
• If the upright shifts right or left noticeably, shim-
ming is required.
• Repeat the check three times before adding shims.
NOTE
Offset or unbalanced loads and off-center
attachments can cause the upright to shift
even with proper lift cylinder shimming.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures.
2. Check all hoses and tubes for wear and damage.
a. Hoses or tubes with scrapes or kinks should be
replaced.
b. Hoses with outer cover wear exposing the rein-
forcement braiding should be replaced.
SM 751
Group 34, Uprights
Upright Drift
Drift tests check cylinder, main valve, and hydraulic cir-
cuit integrity under load pressures. A load is held elevated
for an extended period to determine how much the upright
“drifts” (moves) over a specified time period. A tilt cylin-
der drift test appears in Group 32, Section 2, “Tilt Cylin-
der Checks and Adjustments.”
! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury.
1. Raise upright with the rated capacity and carriage to
its full extension and lower to a point halfway down
from full extension with the upright substantially
vertical.
2. Shut off the truck. Apply the parking brake and
chock the wheels.
3. With a pencil or chalk, make a mark across the rails
on one side of the upright.
Mark upright
rails here
! WARNING
Keep clear of load and carriage when making
any checks or adjustments. Do not use the
upright to climb; use an approved platform.
34-3-9
 Group 34, Uprights

4. Wait ten minutes and recheck the mark. Measure
and write down the distance the marks on the inner
and intermediate rails have drifted from the mark on
the outer rail.
5. If the rated load drift 50 mm (2 in) or more in the ten
minutes, read and follow the procedures presented in
“Drift Causes and Remedies.”
! CAUTION
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let.
Consider rebuilding the cylinders if the first two remedies
in this list are not successful. See Section 5 for removal,
overhaul, and replacement procedures for primary and
secondary cylinders.
Trunnion Bearings
To check the Upright mounting:
1. Check for missing, broken, bent, or loose mounting
fasteners. Replace any damaged parts.
2. Lift the upright 305-610 mm (1-2 ft) and tilt the
upright fully forward.

Drift Causes and Remedies

3. Insert the feeler gauge between the surfaces of the
frame mounting bushes for checking the bush for
If drift of 50 mm (2 in) or more is evident under the rated
wear.
load, consider the following causes and remedies:
• The main hydraulic valve is misadjusted, worn, or
defective. Fluid is leaking past the valve and caus-
ing the upright cylinders to drift. See Group 30 for
hydraulic valve troubleshooting and service.
• Upright hydraulic circuit hoses or fittings are leak-
ing. Check the circuit components and repair as
necessary.
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston causing drift.
• Primary cylinder or piston-type lift or secondary Bushes
cylinders have a check valve that allows oil to flow
back to the rod side of the cylinder. This check Pin
valve may be clogged or defective. Inspect the
check valve for proper sealing and operation. Torque: 63 N·m(47 lbf·ft)

SM 751 34-3-10

Section 4
Carriage and Upright Roller Clearance Checks and Shim
Adjustments
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts and/
or kits are available.
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Kee clear of load and carriage when mak-
ing any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
SM 751
Group 34, Uprights
! WARNING
Use an approved safety platform to reach the
upper areas of the upright. Never use the
upright as a ladder.
Introduction
Standard upright assemblies have two lift roller sets
mounted on the rails, three lift roller sets mounted on the
carriage, and two external thrust roller set mounted on the
carriage.
The triple-stage upright assemblies have four lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and thrust roller sets mounted on the car-
riage. (see the “Roller Side Clearance Chart” on next
page.)
Each carriage and upright lift roller is nested within its
adjacent rail set. The front “face” of the lift roller handles
front-to-back friction and play between the nesting seg-
ments of the upright assembly, the side “face” of the roller
radius handles side-to-side friction and play. The rollers
34-4-1
 Group 34, Uprights

are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-

Roller Side Clearance Chart

Roller Set #1 Carriage

Roller Set #2
Roller Set #3

Inner Rail Set

Roller Set #4
Roller Set #5
Intermediate Rail Set
(TSU only)
Roller Set #6
Roller Set #7

Outer Rail Set

Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.05-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.

SM 751 34-4-2
 Group 34, Uprights

Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
span
and you will be directed to general and specific informa-
tion you need.

General Roller Side Clearance Checking Pro- Widest

cedure span

For each roller set, you need to measure the gap between
the outside face of a roller and its adjacent nesting rail. In
general, the lift roller side clearance check procedure is as Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 Nm (20 lbfft).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.

Back
Area

Web 4. Measure the gap with a feeler gauge. Make sure

roller is tight against its shoulder. Write down the
result.
Front
Area

Web Areas on Typical Rail Set

Gap
Measure
here.

5. Repeats steps 2 through 4 for the widest span marked

on the rail set.

Spanner Tool. Clark Part #180109

SM 751 34-4-3

6. If the clearance at the widest rail set span is more
than 2.25 mm (0.09 in), the roller set needs shim-
ming.
If the clearance at the narrowest rail set span is more
than 1.0 mm (0.04 in), the roller set should be
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
the instructions in “Directions for Checking Specific
Rollers” below.
Directions for Checking Specific Rollers
Use these directions to supplement the general procedures
given above.
Carriage Rollers
Bottom Carriage Rollers
Follow the general procedure above.
Middle Carriage Rollers
The middle rollers are difficult to access and require the
following special procedures.
1. Raise the carriage until the middle rollers are at the
top of the inner rails.
2. Measure roller side clearance at the top of the inner
rails. Note measurement here:
_____________________.
If gap is less than 1.5 mm (0.06 in), shimming is not
required.
If gap is more than 1.5 mm (0.06 in), check clearance
at narrowest span by comparison with the top of the
rail set as follows:
a. With spanner tool, measure span of inner rail set
at top of the front web area. Note measurement
here: _____________________.
b. With spanner tool, measure span of inner rail set
at narrowest span of front web area. Note mea-
surement here: _____________________.
c. Subtract measurement in step b from measure-
ment in step a, Write result here:
b-a= _____________________.
If the calculated gap is less than or equal to the
gap measured in step 2, the roller set does not
require shimming. Otherwise, the roller set
should be shimmed.
SM 751
Group 34, Uprights
Top Carriage Rollers and Internal Thrust Rollers
1. Move the top carriage lift roller to the narrowest span
on the inner rails set.
2. Clamp rail to one side as in general procedures.
Check clearance of lift roller on clamped side.
Measure gap here Measure gap here
(step2). (step3).
Contact the web and cause the lift roller to stand off
from the web by .01 to 1 mm (0.001-0.03 in).
3. Check clearance on lift roller opposite clamped side
as in the general procedures. If clearance is greater
than 1.25 mm (0.05 in), the roller set should be
shimmed.
4. Move clamp to opposite side and check clearance on
clamped side as in step 2 directly above. Gap should
be 0.01-1.0 mm (0.001-0.03 in).
5. Move the top carriage lift roller to the widest span on
the inner rail set and check clearance as in general
procedures.
Upright Rollers
1. Remove the carriage as described in Section 7 of this
Group.
2. Fully extend the upright making sure carriage hoses
and chains are secured out of the way to prevent
damage.
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Keep clear of load and carriage when
making any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
34-4-4

• Never attempt to move or align the rails
by hand. Use a prybar.
• Use an approved safety platform to reach
the upper areas of the upright. Never use
the upright as a ladder.
Failure to follow these warnings can result in
serious injury.
3. Follow the “General Roller Side Clearance Checking
Procedure” given earlier in this Section.
The clamping procedure is as illustrated below.
SM 751
Group 34, Uprights
Oversize Rollers
At the time of roller shimming, you may
want to replace the lift rollers with oversize
rollers to counter rail flange wear as
detected by inspection and the load test.
Because there is only one size of oversize
rollers, you can install them only if they
were not installed previously.
Identify oversize rollers as follows: If a
roller is oversize, it has an indented radius
in the outer edge of its mounting side, as
shown below.
Lift Roller Shimming
You need to shim lift rollers if the roller side clearance
checks indicated that clearance was excessive at either the
narrowest or widest span of the roller set’s adjacent rail
set.
Your objective in shimming is to add only enough shims
to bring the clearances at both the widest and narrowest
spans into tolerances. In practice, you achieve this by
shimming to obtain the smallest possible clearance at the
narrowest span of the rail set.
Carriage Roller Shimming
Using the measurement you recorded in previously in the
“Roller Side Clearance Checks,” determine the number of
shims required to reduce the carriage roller clearance at
the narrowest span on the inner rail to 0-0.75 mm (0-0.03
in):
1. Remove the carriage as described in Section 8, “Fork
and Carriage Removal and Replacement.”
2. Remove the rollers (note the number of shims
already on the roller shafts, if any).
• Clean and inspect roller bearings, shims, and
shafts.
• Replace any defective parts.
34-4-5
 Group 34, Uprights

3. Add shims to the top and bottom rollers as deter-
mined in the previous steps.
• Install shims with the same number on each side.
• When an odd number of shims is required, always
place the odd shim on the same side on all roller
sets.
4. Use a straight bar to determine the number of shims
to add to the middle roller shaft as shown in the fol-
lowing illustration. This shimming may be asymmet-
ric, meaning the numbers of shims do not have to
match those of the top and bottom rollers.
-0.25 to +0.25 mm
(-0.01 to +0.01 in) gap
Upright Roller Removal
1. After the carriage has been removed, lower the
upright rails until both of the secondary (final) lift
cylinders are completely collapsed.
2. Jack the truck and block under the frame so that the
bottom of the upright is approximately 254 mm (10
in) off the floor. See “Lifting, Jacking, and Blocking”
in Group SA for safe procedures.
3. Set the parking brake and block the steer wheels.
4. Tilt the upright to as near vertical as possible.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
strap.

5. Reinstall all bearings; torque top roller fasteners to

40-45 Nm (30-33 lbfin).
6. Disconnect the flow control valve manifold from the
Carriage internal thrust rollers must be adjusted after the upright bracket.
carriage is shimmed. Adjust as described previously.

Upright Roller Shimming

Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
number of shims required to reduce the roller clearances
to 0.75 mm (0.03 in) or less.

! WARNING
Use an approved safety platform. Never use
the upright as a ladder.

! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.

SM 751 34-4-6

7. Secure the cylinder to prevent its falling and discon-
nect the cylinder rod retaining bolts.
NOTE
For 4-hose adapters, you must disconnect the
hose sheave and bracket. This is not neces-
sary for 2-hose adapters.
8. Move the sheave with the hoses and any other con-
nected components out of the way.
9. Disconnect the rail cylinders by raising the rails to
free the cylinder rod ends from the tie bar. Tilt the
cylinders inward and secure out of the way of the tie
bars.
10. Lower the assembly completely to expose the rollers.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now
exposed for shim adjustment.
SM 751
Group 34, Uprights
Roller Removal, Shimming, and Replacement
To add shims to, or replace the rollers:
1. Use a puller to remove the rollers from the posts. Or,
gently pry the rollers off the posts. Pry at different
points around the bearing to work it off. Do not dam-
age the bearing seals on the backside of the roller.
2. Inspect all roller components when removed:
a. Clean and inspect the rollers, shims, and roller
shafts.
b. Bearings should be in good condition and allow
the roller to spin smoothly with a true rotation.
c. Clean rail sections and add lubricant if necessary.
d. Replace any worn or damaged component.
3. If the clearance check indicated an even number of
shims needed, split the number evenly between the
rollers on either side of the upright.
4. If the clearance check indicated an odd number of
shims needed, keep the odd number to the same side
on all rails of the upright. If three shims are needed,
for example, add one to the rollers on the left side.
Add the other two on the rollers on the right side.
5. Reposition the rollers onto the roller shaft and use a
plastic or hard-rubber mallet to gently tap the roller.
Seat the roller evenly by continuing to tap gently
until it is fully seated and snug against the added
shims.
34-4-7
 Group 34, Uprights

Upright Reassembly 3. Reconnect the cylinder rod retaining bolts. Torque

The following steps detail the procedures for reassem- rod retaining bolts to [WT[\ Nm (ZWTZZ lbfft).
bling the upright.

! WARNING
The upright can move unexpectedly:
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
4. Reconnect the load lowering flow valve to the
1. Connect the lifting strap to the inner rail on standard upright bracket. Torque nuts to 20-25 Nm (14.8-18.5
uprights or intermediate rails on triple-stage uprights lbfft).
and raise the rails just high enough to clear the lift
cylinders. Use a prybar to guide the rails and allow
the rollers to reenter the rail channel.

5. Jack up the truck only enough to remove the block-

ing and slowly lower the truck so that its full weight
is on the floor.
6. Replace the carriage and forks.
7. Test the upright lift and tilt functions; make sure all
2. Reposition the rail cylinders and slowly and carefully
upright components work correctly and smoothly.
lower the rails to seat the rod end into the mounting.
Check for overshimming as described in the next
subsection. Repeat the load test to make sure the
upright works correctly under load. When you are
sure all components are operating correctly, perform
the chain adjustment checks in Section 3 before
returning the truck to service.

SM 751 34-4-8
 Group 34, Uprights

Overshimming
Use these steps to check for overshimming:
1. With the forks removed, lift the upright to maximum
fork height.
2. Slowly lower the upright.
• The carriage should not bind or hang up at any
point along the rails.
• If the carriage binds or hangs up, and the rails are
not clogged with grease or debris, the carriage
requires reshimming. See “Troubleshooting” for
other mis-staging problems.

SM 751 34-4-9
 Group 34, Uprights

Section 5

Cylinder Removal, Shimming, Overhaul, and Replacement

Cylinder Types 1. Fully lower upright until both lift cylinders are col-
lapsed.
Standard uprights use two lift cylinders. Triple stage
uprights use four cylinders, two primary cylinders, and 2. Attach a hoisting strap to the tie bar of the inner rail
two secondary cylinders. All primary cylinders used on or intermediate rail tie bar of TSUs.
triple-stage uprights (TSUs) are piston cylinders. The lift
and secondary cylinders used on standard, TSUs are either
piston cylinders.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.

Upright
Upright Number Cylinder Type
Type
<C50-60>
STD pneu S5012 Piston-type Lift Cylinder ! CAUTION
TSU pneu T7014 Piston-type Secondary Cylinder Make sure hoisting equipment is of adequate
<C70-75> capacity and in good working order.
STD pneu S7012 Piston-type Lift Cylinder
TSU pneu T7014 Piston-type Secondary Cylinder 3. Remove the cylinder rod retaining bolt.
<C80>
STD pneu S8012 Piston-type Lift Cylinder
TSU Pneu T8013 Piston-type Secondary Cylinder

! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
4. Slowly lift the inner (or intermediate) rails off the top
• Forks lowered completely of the cylinder to expose the cylinder rod top.
• Wheels blocked.
! CAUTION
Lift Cylinder Shimming Procedure Block rail in up position.

To shim the lift cylinders to correct unequal cylinder 5. Insert shim(s) over rod end of cylinder with the
stroke: shorter stroke to compensate for unequal stroke
length.

SM 751 34-5-1
 Group 34, Uprights

6. Slowly lower the inner or intermediate rail back onto 4. Remove the pins, draw the chain through the sheave,
the rod ends. and drape the chain over the carriage.

! WARNING
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.

7. Replace cylinder rod retaining bolt to secure rod end

into inner or intermediate rail mounting hole. Torque
the cylinder rod retaining bolts to 40-45 Nm (30-33
lbfft).
8. Repeat the racking test and adjustment until no rack-
ing is evident during upright lift extension.
5. Remove the snap ring holding the chain sheave (and
9. Check all upright functions before returning the truck
hose bracket, if equipped) on the rod end and move
to service.
assembly off top of rod.

Primary Cylinder Removal and Snap ring

Replacement (TSU)
Remove the primary cylinder for replacement only. Cylin-
der can be overhauled without removing it from the
upright. See “Cylinder Overhaul” for procedures.
1. Make sure the cylinder is completely collapsed and
pressure is released.
2. Disconnect and cap the hydraulic line at the base of
the cylinder.

Prim ary
cylinder

6. Disconnect cylinder mounting bolts and cylinder

base mounting bolts.

To load low ering

flow valve

3. Remove and discard cotter pins from chain anchor

bolt pins on the cylinder.

Use these steps in reverse to replace the cylinder. Check

Group 40 for hydraulic fitting tightening procedures.

SM 751 34-5-2
 Group 34, Uprights

Lift and Secondary Cylinder Removal & Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.
and Replacement
Only piston-type lift and secondary cylinders must be
removed from the upright for overhaul. The cylinder
gland and rod can be removed for overhaul while leaving
the cylinder tube mounted on the truck.
1. Make sure the cylinders are completely collapsed
and pressure is released.
2. Tilt the upright to as near vertical as possible.
3. Using a hoist and lifting strap of adequate capacities,
lift the carriage to access the hydraulic lines at the
base of the cylinders.
7. Disconnect the cylinder rod retaining bolts.
! CAUTION
Make sure hoisting equipment is of adequate
capacity and in good working order.

4. Disconnect and cap the hydraulic line from the base

of each cylinder. Remove the mounting bolts from
the manifold block.

8. Remove the cylinders by raising the inner rail (and

5. Lower the carriage
6. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
intermediate rail on the triple stage upright) to free
the cylinder rod ends from the tie bar.
9. Remove any shims and note number and location.
10. Lift the cylinders off the base mount.
Use these steps in reverse to replace the cylinders. Torque
the cylinder rod retaining bolts to 40-45 Nm (30-33 ft-lb).
Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
ondary (TSU) cylinders.
NOTE
During overhaul, set rod or cylinder on a
work bench with adequate support for safe
and convenient disassembly. Two sets of 4x4
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
nicks and scratches from harming the piston
or rod.

SM 751 34-5-3
 Group 34, Uprights

Cylinder Disassembly a. Remove the check valve from the piston for
inspection and cleaning by removing the snap
• To overhaul the primary cylinder, it is not neces- ring from the piston bore.
sary to remove the cylinder from the upright.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
• To overhaul piston-type cylinders, you should
remove the cylinders from the upright as explained
in “Cylinder Removal.” The cylinders have seals
on the piston, and the rods must be removed for
seal replacement.
Check Valve. Arrow shows direction of flow
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during b. Use a blunt hook to pop the check valve out.
disassembly. IMPORTANT
2. With a blunt punch or chisel, bend the lock ring out Use extreme care that you do not make nicks
of the locking grooves of the gland. and burrs on the interior surface area of the
cap or cylinder or the piston.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
Parts Inspection and Service
4. Carefully lift the rod out of the cylinder and place in
a clean area. 1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
5. Inspect the tube and tube end for damage and cover
the cylinder tube end to prevent contamination. 2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
6. Remove all rings and seals from the piston and the
replacement of the barrel.
gland.
Dust Wiper 3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
Wear Ring
4. Check all gland and piston seal grooves for nicks,
Rod(U-cup) burrs, and scratches that can damage seals during
Seal Rod reinstallation.
Gland Piston 5. Inspect and clean the check valves.
Wear Ring 6. Inspect all seals, including the check valve O-ring.
Piston Seal
NOTE
O-Ring Wear Ring Minute imperfections inside the cylinder bar-
O-Ring Check Valve rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
O-Ring
Spacer ever, removal of material that produces a
Washer notch, groove, or out-of-roundness may
Rod Snap Ring cause excessive leakage during operation and
a shortened life.

7. For piston-type cylinders: 7. Use new parts as necessary. Always use the Packing
Kit listed in the parts manual. New kits include all
the seals, wiper rings, wear rings and O-rings neces-
sary for the particular cylinder.

SM 751 34-5-4
 Group 34, Uprights

Cylinder Reassembly the piston. Install the cylinder seal from the top of
the rod.
Take care when installing these parts to make sure that no
parts are damaged.
Cylinder Seal
1. Coat all packing, seals and rings in clean, hydraulic Back-Up Ring
oil (Clark part number 1800236 qt., 1802155 gal.) Spacer Wear Ring
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
cylinder), rod wiper, and O-ring and back-up seals on
the gland.
4. For protection against corrosion, lubricate spacers
(where used) with petroleum-based hydraulic fluid.
O-Ring and
Back-Up Seal O-Ring Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
Rod U-Cup Seal
Rod Wiper threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
NOTE
7. Install the lock ring onto the gland. Lubricate cylin-
O-rings should be carefully installed to elimi-
der threads and screw gland onto cylinder. Be careful
nate cuts or twisting.
not to damage gland seal. Make sure the gland is
fully seated on the cylinder barrel. Deform the lock
3. Replace the piston seals:
ring into slots in the tube and the gland.
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of 8. Check the assembly by making sure the piston slides
the rod. Use a ring compressor to compress the freely in and out of the cylinder.
piston seal. This prevents damage to the seal dur-
9. Tighten the gland nut:
ing reassembly.
• On primary cylinders, tighten the gland nut to 706
Nm (517 lbfft).
Piston Seal
Check Valve Wear Ring • On lift and secondary cylinders, tighten the gland
O-Ring nut to 706 Nm (517 lbfft).

b. Piston-type lift and secondary cylinder require a

cylinder seal, a back-up ring, and a wear ring on

SM 751 34-5-5
 Group 34, Uprights

This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3

Dust Wiper
Wear Ring

Rod(U-cup)
Dust Wiper Seal
Rod(U-cup) Gland
Seal
Wear Ring Wear Ring

Gland
O-Ring
Wear Ring Back-Up Ring
O-Ring
O-Ring O-Ring

Spacer Spacer

Back-Up Ring
Rod

O-Ring

Rod

Barrel

Barrel

Piston Piston

Back-Up Ring
Piston Seal
Piston Seal
Wear Ring
Wear Ring
Check Valve
O-Ring Check Valve
O-Ring
Washer
Snap Ring Washer
Snap Ring

Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder

SM 751 34-5-6
 Group 34, Uprights

Section 6

Upright Chain Inspection, Adjustment, and Replacement

Chain Configuration-Standard Uprights (5-7.5 ton)

SM 751 34-6-1
 Group 34, Uprights

Chain Configuration-Triple Stage Uprights (8 ton)

SM 751 34-6-2
 Group 34, Uprights

czpT\WWY`e

Chain Configuration-Triple Stage Uprights

SM 751 34-6-3

Periodic Inspections
Each 50-250 hours of operation (more frequently in
severe or extreme environments), chains should be
inspected and lubricated. Inspection should focus on the
following:
Elongation
When a length of 12.00 inches (305 mm) of new chain has
elongated to a length of 12.360 inches (315 mm), it should
be discarded and replaced. It is important to measure the
chain in the section that moves over the sheaves because it
receives the most frequent articulation. Measuring the
chain near its clevis terminals could give an erroneous
reading as it would not have flexed as frequently, if
indeed at all, as nearer the middle of the assembly.
Chains should be replaced when wear exceeds 3% or
when 12 inches (305 mm) of chain is stretched 3/8 inch
(10 mm).
Edge Wear
Check the chain for wear on the link plate edges caused by
running back and forth over the sheave. The maximum
reduction of material should not exceed 5%. This can be
compared to a normal link plate height by measuring a
portion of chain that does not run over the sheave. Dis-
torted or battered plates on leaf chain can cause tight
joints and prevent flexing.
Worn contours and worn surfaces on the outside links or
pin heads should not exceed 5% of new link height.
Turning or Protruding Pins
Highly loaded chain operating with inadequate lubrication
can generate abnormal frictional forces between pin and
link plates. In extreme instances, the torque could surpass
the press fit force between the pins and the outside plates,
SM 751
Group 34, Uprights
resulting in pin rotation. When chain is allowed to operate
in this condition, a pin, or series of pins, can begin to twist
out of a chain resulting in failure. The pin head rivets
should be examined to determine if the "VEE" flats are
still in correct alignment. Chain with rotated/displaced
heads or abnormal pin protrusion should be replaced
immediately. Do not attempt to repair the chain by weld-
ing or driving the pin(s) back into the chain. Once the
press fit integrity between outside plates and pins has been
altered, it cannot be restored. Any wear pattern on the pin
heads or the sides of the link plates indicates misalign-
ment in the system. This condition damages the chain and
increases frictional loading, and should be corrected.
Turned pins and abnormal pin protrusion.
Cracked Plates
The chains should periodically be inspected very care-
fully, front and back as well as side to side, for any evi-
dence of cracked plates. If any one crack is discovered,
the chain(s) should be replaced. It is important, however,
to determine the causes of the crack before installing new
chain so the condition does not repeat itself.
• Fatigue Cracking - Fatigue cracks are a result of
repeated cyclic loading beyond the chain's endur-
ance limit. The magnitude of the load and fre-
quency of its occurrence are factors which
determine when fatigue failure will occur. The
loading can be continuous or intermittent (impulse
load).
Fatigue cracks generally run from the pin hole toward the
edge of the link plate approximately 90o from the line of
pull.
Fatigue cracks almost always start at the link plate
pin hole (point of highest stress) and are perpendic-
ular to the chain pitch line. They are often micro-
scopic in their early stage. Unlike a pure tensile
34-6-4

failure, there is no noticeable yielding (stretch) of
the material.
• Stress - Corrosion Cracking - The outside link
plates, which are heavily press fitted to the pins,
are particularly susceptible to stress corrosion
cracking. Like fatigue cracks, these initiate at the
point of highest stress (pin hole) but tend to extend
in an arc-like path between the holes in the pin
plate.
Arc-like cracks in plates are a sign of stress corrosion.
More than one crack can often appear on a link
plate. In addition to rusting, this condition can be
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit
pin. No cyclic motion is required, and the plates
can crack during idle periods. The reactions of
many chemical agents (such as battery acid fumes)
with hardened steel can liberate hydrogen which
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance
to stress corrosion cracks.
If a plated chain is required, consult Clark. Plated
chains are assembled from modified, individually
plated components which may reduce the chain
rating.
• Corrosion Fatigue - Corrosion fatigue cracks are
very similar (in many cases identical) to normal
fatigue cracks in appearance. They generally begin
at the pin hole and move perpendicular (90) to the
chain pitch line.
Corrosion fatigue is not the same as stress corro-
sion. Corrosion fatigue is the combined action of
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion).
SM 751
Group 34, Uprights
Ultimate Strength Failure
This type of failure is caused by overloads far in excess of
the design load.
Broken plate caused by overload.
Tight Joints
All joints in leaf chain should flex freely. Tight joints
resist flexure and increase internal friction, thus increas-
ing chain tension required to lift a given load. Increased
tension accelerates wear and fatigue problems.
If lubrication does not loosen a tight joint, the chain may
have corrosion and rust problems or bent pins and must
be replaced.
See Section 3 for detailed chain stretch, length, and ten-
sions checks.
Chain Length Adjustments
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Keep clear of load and carriage when mak-
ing any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Block the carriage or upright when work-
ing with the components in a raised posi-
tion.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails by
hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
34-6-5

Standard Upright Chain Length Adjustment
To adjust chain length on the standard upright use the fol-
lowing illustration and procedures:
Adjust chain
length here
To carriage
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
Adjustment Nut
Jam Nut
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to 340-
380 Nm (249-279 lbfft).
• Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) inner
rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage about 1 m (3.2 ft) and measure the
distance from where the center of the bottom car-
riage roller stopped to the bottom edge of the
SM 751
Group 34, Uprights
inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot
be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Triple-Stage Upright Chain Length Adjust-
ments
Triple-stage uprights use two chain sets; one set for car-
riage lift and one set for rail lift. Adjustment anchors for
the lift cylinder stage are located at the back of the outer
rail. Adjustment anchors for the primary lift stage are
behind the primary cylinder. Carriage chain anchors are
not intended for adjustment.
For TSU inner rail lift chains, chain length must be
adjusted if the difference between the bottom of the inner
rail and the outer rail is greater than 10 mm (0.40 in).
For the TSU primary cylinders lift chain, the chain length
must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(0.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within 20 mm (.80 in) of the bottom edge of the
inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.
34-6-6

To adjust the cylinder lift chains on a TSU use the follow-
ing illustration and procedures:
Adjust chain
length here
To Inner Rail
1. Set the upright in the vertical position.
2. Break the jam nuts loose on the chain anchors.
3. Adjust the chain anchor adjustment nuts until the
bottom of the inner rail is within 2.5 mm (0.10 in) of
the bottom of the outer rail.
To adjust the primary cylinder lift chain on TSU use the
following illustration and procedures:
Adjust chain
length here
To carriage
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
SM 751
Group 34, Uprights
IMPORTANT
For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to 340-
380 Nm (249-279 lbfft).
• Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage again about 1 m (3.2 ft) and mea-
sure the distance from where the center of the
bottom carriage roller stopped to the bottom edge
of the inner rail. Distance should not be less than
20 mm (0.80 in) or chain length adjustment is
required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot
be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
34-6-7

Chain Lubrication
Like all bearing surfaces, the precision-manufactured,
hardened-steel, joint-wearing surfaces of leaf chain
require a film of oil between all mating parts to prevent
accelerated wear.
Maintaining a lubricant film on all chain surfaces will:
• Minimize joint wear.
• Improve corrosion resistance.
• Reduce the possibility of pin turning.
• Minimize tight joints.
• Promote smooth, quiet chain action.
• Lower chain tension by reducing internal friction
in the chain system.
Laboratory wear tests show #40 oil to have greater ability
to prevent wear than #10 oil. Generally, the heaviest
(highest viscosity) oil that will penetrate the joint is best.
Whatever method is used, the oil must penetrate the chain
joint to prevent wear. Applying oil to external surfaces
will prevent rust, but oil must flow into the live bearing
surfaces for maximum wear life.
To prepare the chain for oiling, the leaf chain plates
should be brushed with a stiff brush or wire brush to clear
the space between the plates so that oil may penetrate the
live bearing area.
Oil may be applied with a narrow paint brush or directly
poured on. Chain should be well flooded to be sure the oil
penetrates the joint.
In locations difficult to reach, it may be necessary to use a
good quality oil under pressure such as an aerosol can or
pump pressure spray.
Chain Removal and Replacement
! WARNING
The procedures for removing and replacing
chain sets involve hoisting and blocking com-
ponents.
• Do not walk or stand under raised forks.
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
SM 751
Group 34, Uprights
Failure to follow these warnings can result in
serious injury. See “Lifting, Jacking, and
Blocking” for safe blocking procedures.
General Guidelines
• Chain Movement - Make sure that the chain oper-
ating path is clear and that the chain articulates
freely through its full range of operation.
• Lubrication - Assure that the chain is well lubri-
cated with the heaviest oil that will penetrate the
void between the link plate apertures and the pins.
• Paint - Make sure the chain does not get painted
over at any time.
• Protection - Where necessary, as a protection from
atmosphere or sliding wear, the chain may be cov-
ered with a layer of grease. It should be noted,
however, that the grease will have to be removed at
a later date for chain inspection and relubrication.
• Chain Mountings - Double check to be sure all
chain fastening devices are secured and all adjust-
ments have been made to assure uniform loading
of multiple chain applications. Check chain
anchors and pins for wear, breakage, and misalign-
ment. Damaged anchors and pins should be
replaced.
• Sheaves - Sheaves with badly worn flanges and
outside diameter should be replaced. This wear
may be due to chain misalignment or frozen bear-
ings.
Lift Chains (Standard and TSUs)
To remove and replace the lift cylinder and/or carriage
chain set on standard and triple-stage uprights (TSU):
1. Attach a hoist strap on the carriage of the standard
upright or inner rail of the TSU.
2. Lift the carriage or inner rail slightly to create slack
in the chains. Block the carriage or inner rail up for
safety.
34-6-8
 Group 34, Uprights

3. Remove the chain anchor pins on the outer rail and
pull the chains off of the sheaves on the inner or
intermediate rails.
4. Remove the chain anchor pins from the carriage on
the standard upright or the inner rail on the TSU. On
the TSU, the inner rails must be lowered to the floor
to access the chain anchor pins.
Primary Cylinder/Carriage Chains (TSU)
1. Tilt the upright forward, lower it, and completely
collapse the primary cylinder to create slack in the
chains. The carriage may also be lifted and blocked
in position and the primary cylinder completely col-
lapsed to create slack in the chains.
2. Remove the chain anchor pins from the back of the
primary cylinder. Pull the chains through the chain
sheave and lay over the carriage load backrest.

3. Remove the chain anchor pins from the back of the

carriage.

Lift Chain Removal from Carriage (standard upright)

Lower rail to floor

Triple-Stage Upright Lift Chain Removal from Inner Rail 4. Use these steps in reverse to replace the primary cyl-
inder/carriage chain.
NOTE
Perform the chain length adjustment and chain tension
If a hose adapter assembly is used, the chain
check before returning the truck to service.
sheaves must be loosened and removed to
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins.

5. Use the steps in reverse order to replace the lift chain

set.

SM 751 34-6-9
 Group 34, Uprights

Other Chain Service Notes

• Use lengths of factory assembled chain. Do not
build lengths from individual components.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
The entire chain may be compromised and should
be discarded.
• Never electroplate assembled leaf chain or its com-
ponents. Plating will result in failure from hydro-
gen embrittlement. Plated chains are assembled
from modified, individually plated components.
• Welding should not be performed on any chain or
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.

SM 751 34-6-10
 Group 34, Uprights

Section 7

Fork and Carriage Removal and Replacement

3. Lift tip of each fork and put parret under the fork arm
! CAUTION near the heel.
]SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur- ! CAUTION
face, such as a concrete floor with no gaps Forks weight 115-301 kg (254-664 lbs) each.
or breaks. Take care when lifting.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Fork Removal
NOTE
Forks do not need to be removed to remove
Blocking the Fork
the carriage.
4. Disassemble the carriage stopper bar and the fork
1. Release the fix pin. shaft.

! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

5. Back the truck away from the forks.

Pin Operation Fork Replacement

2. Move each fork to the notch on the bottom of the
lower carriage cross bar.
1. Carefully drive truck up close to forks.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

2. Drag forks into position close to carriage and to line

up with the notche on the lower carriage cross bar.
3. Arrange the fork and the carriage in position.
Notch
4. Assemble the shaft between carriage and fork, and
then lock them with stopper.

SM 751 34-7-1
 Group 34, Uprights

5. Check fork pins when repositioning forks to upper

carriage fork notches. ! WARNING
You may need to pull on the hoses/cables and
chains while lowering the primary cylinder
Carriage Removal to get it all the way down. This is done to cre-
The carriage should be removed for shimming or when ate slack in hoses/cables and chains and to
any service procedure is performed on the upright. displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
! WARNING lines for auxiliary components.

The procedures for checking, maintaining, You may need a helper to hold the control
and adjusting uprights, carriages, and forks handle in the lowering position while you pull
involve movement of the components. on the carriage chains to fully collapse the
primary cylinder (on Hi-Lo & TSUs). When
• Do not walk or stand under raised forks.
pulling on the chains to lower the primary
• Keep clear of load and carriage when mak- cylinder (on Hi-Lo & TSUs), the ignition
ing any check or adjustment. must be off.
• Keep your arms and fingers away from
4. Once the carriage is fully lowered, clamp the front of
moving parts of the upright.
one fork to the pallet to prevent the carriage from
• Do not reach through open areas of the falling over backwards when removed.
upright.
• Always use a prybar to move the upright or
carriage.
Failure to follow these warnings can result in
serious injury.
1. Set upright tilt to 0 degrees (vertical). Raise the car-
riage about 12 in (305 mm).
2. Place a heavy pallet under the forks. Turn the key
off.
3. Lower the carriage onto the pallet and keep lowering
(until the primary cylinder is all the way down on
TSUs and Hi-Lo). Before proceeding with the next
step read the following warning.
5. For carriage auxiliary components, the hose sheave
bracket must be unbolted from the primary cylinder
chain sheave bracket. Move the hose bracket off the
chain bracket.

Remove hose
sheave using
these bolts

SM 751 34-7-2

6. Disconnect the carriage chains at the base of the car-
riage. Pull chains back off primary cylinder sheave.
7. For carriage auxiliary components, disconnect hoses
(2- or 4-hose assemblies) from carriage. Remove the
bolts and strap fixture also.
• Cap all lines to prevent leaks.
• Label all lines and fittings for correct reassembly.
8. Elevate the primary cylinder to its maximum height.
Be sure all hoses and loose parts are secured out of
the way to prevent damage.
9. Continue elevating the upright until the inner rail
clears the carriage.
SM 751
Group 34, Uprights
10. Remove steer wheel blocks. Release the parking
brake and slowly back the truck away from the car-
riage.
11. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
2. Move the truck up to the carriage assembly with the
inner rail centered on the carriage.
3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
rail is centered over the carriage rollers.
34-7-3
 Group 34, Uprights

10. Reconnect the hoses and mounting strap to the car-

! WARNING riage auxiliary component if the carriage is so
Never attempt to move or align the carriage equipped.
or bearings by hand. Use a pry bar.

6. Lower the upright until the inner rail clears all of the
carriage rollers.
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.

7. When the inner rail has cleared the carriage rollers,

continue to lower the upright until the lift cylinders
are lowered completely.
8. Reset the truck in a safe position: • Lubricate all O-rings with a light coating of system
hydraulic fluid or a compatible oil.
• Ignition off
• Use two wrenches to tighten hose fittings to pre-
• Parking brake applied
vent hoses from twisting.
• Directional lever in neutral
• See Group 40 for hydraulic fitting tightening pro-
• Forks completely lowered cedures.
• Block steer wheels.
11. Adjust carriage height according to Section 6 and
9. Reinstall the carriage lift chains to the base of the chain tension according to Section 3.
carriage.
12. Remove the “C” clamp from the pallet and check the
operation of the carriage and the upright. Carefully
check for oil leaks. Make sure the carriage and
upright work smoothly and correctly before returning
the truck to service.

• Set anchor bolts so that no twist develops in the

chains.
• Anchor pin heads must be pointing to the inside of
the upright.
• Use new cotter pins.
IMPORTANT
Always use new anchor pins when replacing
chain sets.

SM 751 34-7-4
 Group 34, Uprights

Section 8

Upright Removal and Replacement

This Section describes how to remove the entire upright

assembly from the truck. The carriage and forks must be
removed from the upright assembly before the upright is
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power-
ing the auxiliary component must be removed before the
carriage is removed.) See Section 7, “Fork and Carriage
Removal and Replacement,” for procedures to remove the
carriage and fork assembly from the upright.
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Outer rail set

Tilt cylinder mount

Bushing
Pin

Typical Upright Installation

SM 751 34-8-1
 Group 34, Uprights

Upright Removal 2. Disconnect and cap hydraulic line at the load-lower-

ing flow valve. Secure the hose out of the way of the
The following procedures are for uprights with carriage upright.
and forks, or auxiliary components removed. See Section
7, “Fork and Carriage Removal and Replacement,” for
instructions on removing the forks and carriage.

! WARNING
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep clear of the assembly as it is Disconnect and
cap line from main
being hoisted and set down. Keep hands and hydraulic control valve
feet away from the assembly. Use prybars to
move the assembly into position for reattach-
ment.

1. Attach a hoist and strap of adequate capacity to the NOTE

upright as shown below. Tension the hoist so that the
For two-hose adapter assemblies, the
upright cannot fall when upright mounting pins and
hydraulic lines to the upright must also be
tilt cylinder pins are removed.
disconnected and capped.

Disconnect lines here.

SM 751 34-8-2
 Group 34, Uprights

3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.

4. Remove pin fix bolts and lift upright off frame. See
illustration on page 1.
! WARNING
Use prybars to move the assembly into posi-
5. Slowly set upright down on the floor, 100 x 100 mm
tion for reattachment.
(4 x 4 in) blocking, or sturdy pallets set end-to-end.
2. Match the position of mounting pin to the frame
hole. Install the lock pin bolts and tighten them with
Torque to 56.9-70.5 Nm(42-52 lbfft).

SM 751 34-8-3
 Group 34, Uprights

3. Install rod end pins, lock plates, and fasteners. NOTE

Tighten lock plate fasteners to a torque of 19.3-21.5 Reconnect two-hose adapter assembly
Nm (121-136 lbfin). hydraulic lines to the upright-mounted
bracket.

Reconnect hose
adapter lines here.

4. Attach hydraulic lines to the upright flow control

valve:
5. Remove the lift chain between the upright and hoist.
6. Completely check all upright and hydraulic compo-
nents under load before returning the truck to service.
7. See Section 8, “Fork and Carriage Removal and
Reconnect
Replacement,” for steps to replace the carriage and
hydraulic fork assembly.
line here

• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines.
• See Group 40 for hydraulic fitting tightening pro-
cedures.

SM 751 34-8-4
 GROUP 38

GROUP 38

COUNTERWEIGHT AND CHASSIS

Counterweight Specifications and

Description ............................................ Section 1

Counterweight Removal and

Replacement ......................................... Section 2

Overhead Guard/Operator’s Cell Removal

and Replacement .................................. Section 3

Floorboard, Cowls, and Seat Deck

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

Operator’s Seat Removal and

Replacement ......................................... Section 5

SM 751 38-0
 Group 38, Counterweight and Chassis

Section 1

Counterweight Specifications and Description

Specifications Description
Counterweight weights : The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
C60:3180 kg (7010 lbs)
C70-75:3600 kg (7736 lbs) placed on the upright at the front of the truck. The weight
C80:4000 kg (8820 lbs) must be great enough to counteract forward tipping when
lifting or stopping with a capacity load. The weight of the
counterweight is determined by the lifting capacity of the
Fastener Torques truck.
Counterweight Mounting Bolt : 441-490 N⋅m (325-361 The counterweight is cast with mounting niches molded
ft⋅lb) in. The niches fit the truck frame mounting and allow the
counterweight to “hang” on the truck frame bracket.
Large, hard steel bolts hold the counterweight to the frame
General Maintenance
and prevent the counterweight from being dismounted
The counterweight must be maintained in good condition accidentally.
and securely attached to the lift truck. Because of its
heavy weight and bulky mass, the counterweight must be ! WARNING
carefully supported and handled. When removed from the
The counterweight is extremely heavy. Do
truck, store at floor level in a stable position to be sure it
not remove the counterweight unless you
will not fall or tip, causing damage or injury.
have training and are familiar with the cor-
rect procedures. Counterweights can fall if
not handled correctly and can cause severe
injury or death. Keep your hands, feet, and
body clear of the counterweight at all times.
Hoisting equipment must be capable of han-
dling the weight of the counterweight when
removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.

SM 751 38-1-1
 Group 38, Counterweight and Chassis

Section 2

Counterweight Removal and Replacement

5. Slowly lower the counterweight onto a sturdy pallet.

! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
! WARNING
Observe proper, safe lifting practices when
lifting counterweight onto or off truck.
Counterweight should only be lifted by
appropriately-sized eye bolts installed
through both top lifting holes.
Use only overhead lifting equipment having a
safe lifting capacity in excess of that of the
counterweight.
Counterweight Removal
1. Install eye bolts into the counterweight. Eyebolts
must be able to lift 3200-4500 kg (7100-10000 lb)
depending on truck model (see illustration next
page).
2. Using an overhead hoist with sufficient lifting capac-
ity, chain the eyebolts to the hoist ; slowly hoist
chains until slack is removed.
3. Remove the tow bar and the counterweight anchor
bolt(s).
4. Slowly lift the counterweight from the truck frame.
Set the counterweight on its flat side if possible. If
set on its curved side, use chocks to prevent the
counterweight from shifting or rolling.
Counterweight Replacement
1. Bring counterweight vertically near the rear of the
truck and positioned so that it is within 25-50 mm (1-
2 in) of the frame.
2. Move the counterweight forward and lower it, mak-
ing sure that the support hooks on the frame engage
with the counterweight.
! WARNING
During mounting, always use prybars for
location adjustments. Do not place any part
of your body between the counterweight and
truck.
3. Make sure that the bolt holes in the counterweight
align properly with the mating holes in the frame.
4. Inspect the counterweight mounting bolts to make
sure they are in good condition before re-installing.
Use only Clark replacement parts. Torque the mount-
ing bolts to 441-490 Nm (325-361 lbfft).
5. Remove the hoist and eyebolts.
IMPORTANT
Never allow a truck to be put into service
without the counterweight mounting bolt(s)
in place. Check the bolt(s) and torque regu-
larly.

! WARNING
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.

SM 751 38-2-1
 Group 38, Counterweight and Chassis

Towbar

Anchor bolts
Counterweight Installation. A standard truck counterweight and frame is shown. Removal and replacement

SM 751 38-2-2
 Group 38, Counterweight and Chassis
Section 3
Overhead Guard/Operator’s Cell
Removal and Replacement
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Overhead Guard/Operator’s Cell
Removal and Replacement
Overhead Guard
SM 751
Removal
1. Remove plug at cowl and headlight wire.
2. Remove seat deck with driver seat.
3. Release parking brake.
4. Remove floor plates.
5. Secure overhead guard safely using a hoist and
remove bolts.
Replacement
1. Set cell into place on the truck chassis using an over-
head hoist.
2. Replace the four mounting bolts and nuts. Torque the
nuts to 70-80 Nm (52-59 ftlb).
Mounting bolt
3. Assemble parking brake and seat deck.
4. Assemble floor plates.
5. Connect each wire.
6. Reconnect the air induction tubing to the cell leg.
7. Reconnect all wiring for cell-mounted lights or other
electrical devices according to the labels made dur-
ing removal.
38-3-1
 Group 38, Counterweight and Chassis

Section 4

Floorboard, Cowls, and Seat Deck

Removal and Replacement

SM 751 38-4-1
 Group 38, Counterweight and Chassis

8. Align and fasten the tilt cylinder cover installed on

! CAUTION cowl surface and middle floor plate to the hole.
SAFE PARKING. Before working on truck:

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Floor Plate/Seat Deck Removal and

Replacement
1. Remove rubber mat from floor plate.
9. Fasten loose bolt to torque 20-25N.m(14.7-18.4lb.ft).
2. Remove tilt cylinder cover.
10. Install parking lever bracket to rear floor plate and
3. Remove seat deck.
fasten control lever cover to 6-7N.m(4.4-5.2lb.ft).
11. Install driver deck.

4. Remove and tilt parking brake bracket.

5. Release bolts securing floor plates and remove the
floor plates.
6. Place floor plate guard on the hole securing floor
plates for floor plate installation.
7. Fasten floor plate mounting bolts loosely.

SM 751 38-4-2
 Group 38, Counterweight and Chassis

Section 5

Operator’s Seat
Removal and Replacement
4. Apply the parking brake and block the
! CAUTION wheels.
SAFE PARKING. Before working on truck :

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
Seat Removal
1. Remove the four nuts securing the seat rails to the
seat deck.
! CAUTION
Make sure to support seat on deck so it does
not fall when bolts are removed. Seat may be
damaged or injury can result.

Remove nuts and

washers here

SM 751 38-5-1
 Group 38, Counterweight and Chassis

Seat Replacement 2. Check seat for correct, smooth adjustment when slid-
ing forward or back. Make sure the seat locks in
1. Replace the four nuts securing the seat rails to the place on the rails when adjusted for different posi-
seat deck and torque to 23-25 Nm (210-230 inlb). tions.

SM 751 38-5-2
 GROUP 40

GROUP 40

SPECIFICATIONS

Nameplates and Decals ............................ Section 1

General Specifications .............................. Section 2

Hydraulic Fitting Tightening

Procedures ............................................ Section 3

SM 751 40-0
 Group 40, Specifications

Section 1

Nameplates and Decals

Nameplates and Decals ating on elevators, elevated floors, etc. to be sure

This Section shows the nameplate (data and capacity
plate) and decals required to be on all operating Clark
industrial trucks. The nameplate lists the data on the truck
- type and serial number - and the capacities of the truck.
Decals depict or explain the hazards the operator must
avoid when operating the truck. The nameplate and decals
are placed in specific locations on the truck and are
intended to warn others working around the truck of its
hazards as well. These nameplates and decals MUST BE
IN PLACE on all trucks.
If any decals or the nameplate are missing from the truck,
check with your local Clark dealer for replacements.
IMPORTANT
Do not allow a lift truck with damaged or
missing decals or data plates to be placed in
service. Replace them immediately. They
contain important information as described
on the following pages. The location of all
decals is also shown on the following pages.
they are safe.
5. Capacity rating, load center, and lifting height data
— Shows the maximum load capacity of this truck
with relation to load centers and fork heights (see
diagram on plate). Personal injury and damage to the
truck can occur if these capacities are exceeded. Do
not exceed the maximum capacity specified.
! CAUTION
When attachments are added or if the truck
is modified, the capacity of the truck may be
affected. Contact your authorized Clark
dealer for a new nameplate showing the
revised capacity.
1 2
3
5

The truck data and capacity plate provides essential infor-

mation about the truck. This information is important for
both operators and service personnel. Operators can see 4
what the truck’s capacities and load ratings are. Service
personnel must identify the truck model, type, and serial
number when ordering parts. Refer to example data plate
illustration for callout numbers. Truck Data and Capacity Plate
1. Truck model number or registered name.
2. Truck serial number — An identification number
assigned to this particular truck and should be used
when requesting information or ordering service 1
2
parts for this truck from your authorized Clark dealer. 3
The serial number is also stamped on the frame.
3. Attachment description (if any installed) — The user 5

must see that the truck is marked to identify the

attachment(s), including the weight of the truck/
attachment combination and truck capacity with the
4
attachment.
4. Truck weight — The approximate weight of the
truck without a load on the forks. This weight plus
the weight of the load must be considered when oper-

SM 751 40-1-1
 Group 40, Specifications

Operator Safety Warning Plate General Safety Decal

The Operator Safety Warning Plate describes basic, safe The General Safety Decal
operating procedures that should be used when operating depicts important points
WARNING
the truck. about truck operation and
Read the
warns operators about truck manual

safety hazards. The General

WARNING Safety Decal is meant as a
reminder for operators and is Buckle up!
BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized.
• Read and understand operator's review the points daily as
manual. they conduct a visual inspec- Apply brake
• Not operate a faulty lift truck. tion and prepare the truck for when leaving
• Not repair lift truck unless trained and authorized. truck
• Have the overhead guard and load backrest work.
extension in place. Watch Out
For Other
DURING OPERATION, lift truck operator must: People
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions.
• Travel with lift mechanism as low as possible. Most lift truck
INJURIES
and tilted back. are to other
people near
TO PARK lift truck, operator must: the lift truck.
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!

Clark Material Handling Co. Sit Down Rider 2798233

AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate

vent them from making an error that could • unstable or

high loads
damage the truck or possibly cause personal • low tire
pressure
injury. Safety and warning decals should be
• poorly
replaced immediately if missing or defaced maintained
lift truck
(damaged or illegible). • fast or
sharp turns

In Case of
Tip-Over:
Don't
jump

Hold on
tight

Brace feet

Lean
away

2798235

SM 751 40-1-2

Seat Belt/Tip-Over Warning Decal
This decal is located on the seat deck, to the left of the
operator. It’s purpose is to remind the operator that staying
in the seat provides the best chance of avoiding injury in
the event of a truck-tipping mishap.
Lift trucks can be tipped over if operated improperly.
Experience with lift truck accidents has shown that the
driver cannot react quickly enough to jump clear of the
truck and overhead guard as the truck tips. To protect
operators from severe injury or death in the event of a tip-
over, make sure this decal is in place to remind them to
always use their seatbelts.
Hand Safety Warning Decal
This safety decal is placed on the upright to warn of the
danger of injury from movement between rails, chains,
sheaves, fork carriage, and other parts of the upright
assembly. Operators and others should never climb on or
reach into the upright. Personal injury will result if any
part of someone’s body is put between moving parts of the
upright.
SM 751
Group 40, Specifications
Keep Away from Forks Decal
This safety decal is placed on the upright to warn of the
danger of injury from forks when they are in the raised
position. Operators and others should never ride on or
stand under forks or attachments. The forks can fall and
cause injury or death.
2372604
Fan Warning Decal
The fan warning decal reminds operators and service per-
sonnel not to touch or work around a spinning radiator
cooling fan. The decal is placed on the radiator fan
shroud.
IMPORTANT
The Engine Coolant Fan, on all internal com-
bustion engines, can cause extensive injury
and bodily harm. Keep hands, arms and
clothing away from a spinning fan. Also,
don’t stand in line with a spinning fan.
40-1-3
 Group 40, Specifications

Nameplate, Decal Locations The Keep Away from Forks decal is placed on both sides
of the upright on the outer rail just above the tilt cylinder
The following illustrations show decal locations for the yoke mount.
nameplate and safety decal required on all Clark indus-
trial lift trucks.
The Data Plate is located on the seat deck to the left side
of the operator seat deck.

2372604

The Fan Warning decal is placed on the cooling fan

shroud as shown.
The Operator’s Safety and Warning Plate is located on the
seat deck to the right side of the operator seat.

The General Safety Decal is located on the operator’s cell

leg as shown.

The Hand Safety Warning Decal is located on the outer

rail upper tie bar.

SM 751 40-1-4
 Group 40, Specifications

Section 2

General Specifications

SM 751 40-2-1
 Group 40, Specifications

Weights and Performance Specifications

Capacities
For standard trucks.
At 600mm At 24 in
Models Load Center Load Center
C60 6000 kg 13200 lb
C70 7000 kg 15400 lb
C75 7500 kg 16500 lb
C80 8000 kg 17600 lb
Note : Rated capacity applies when using standard upright : 3000mm [118 inches] for C60-75, 2800mm [110 inches] for
C80 pneumatic tire.

Truck Weights and Axle Weights

Weights for standard trucks with standard C60-75 : 3000mm[118 inches], C80 : 2800mm[110 inches] MFH upright.
Loaded Vehile Empty Vehile Loaded Drive Empty Drive Empty Steer
Weight Weight Axle Weight Axle Weight Axle Weight
kg(lbs) kg(lbs) kg(lbs) kg(lbs) kg(lbs)
Diesel
C60 15260(33642) 9260(20415) 13296(29313) 4050(8928) 5210(11486)
C70 16630(36663) 9630(21230) 14717(32445) 3931(8666) 5699(12564)
C75 17144(37796) 9644(21261) 15555(34292) 3998(8814) 5646(12477)
C80 18360(40477) 10360(22840) 16186(35684) 4231(9327) 6110(13470)

LPG
C60 15110(36332) 9110(20084) 13311(29345) 4066(9863) 5044(11120)
C70 16480(36332) 9480(20900) 14732(32478) 3946(8699) 5533(12200)
C75 17122(37749) 9622(21212) 15561(34306) 4004(8827) 5618(12385)
Note : Refer to the truck data plate for exact service and axle weights.

SM 751 40-2-2
 Group 40, Specifications

Maximum Gradeability Group 32, Tilt Cylinders Specifications

At stall in forward with standard upright on surface of 0.6
Tilt cylinder type : double-acting with shims.
friction coefficient.
Maximum operating pressure : 21000 kPa (3045 psi ; 210
Without load With load
(%) (%) bar)
Pneumatic tire type Diesel In case of standard trucks (C60-75 : MFH 3000, C80 :
C60 21.2 48.3 MFH 2800), they have been set to 56.8 LPM (15 GPM) on
C70 19.7 43.7 delivery.
C75 20.1 42.3
C80 19.2 39.0 Tilt Ranges
(Abbreviation — STD = Standard, high-visibility upright
Pneumatic tire type LPG ; TSU = Triplestage upright ; MFH = Maximum fork
C60 21.4 41.0
height ; B = back tilt ; F = Forward tilt)
C70 20.0 42.2
C75 20.0 38.4
Tilt Ranges* :

Parking Brake Test MAST

MFH in(mm) W/O CAB WITH CAB
TYPE
For standard trucks. 6-7.5 TON TRUCK
The brake must be capable of holding the truck with a full 98.4(2500) 10°B/15°F 6°B/15°F
rated-capacity load on a 15% grade. 106(2700) 10°B/15°F 6°B/15°F
118(3000) 10°B/15°F 10°B/15°F
Group 30, Hydraulic Valve/Lift Circuit 130(3300) 10°B/15°F 10°B/15°F
138(3500) 10°B/15°F 10°B/15°F
Specifications 146(3700) 10°B/15°F 10°B/15°F
STD
Rated Flow : 157(4000) 10°Z‘B/10°F 10°B/10°F
177(4500) 10°B/10°F 10°B/10°F
Tilt spool : 75 L/min (20 gpm) 197(5000) 10°B/10°F 10°B/10°F
Auxiliary spool #1 : 75 L/min (20 gpm) 217(5500) 10°B/10°F 10°B/10°F
Auxiliary spool #2 : 75 L/min (20 gpm)
236(6000) 6°B/6°F 6°B/6°F
252(6400) 6°B/6°F 6°B/6°F
152(3850) 10°B/10°F 6°B/10°F
Flow Setting :
157(4000) 10°B/10°F 6°B/10°F
Flow Setting Parts number of Cartridge 177(4500) 10°B/10°F 10°B/10°F
L/min (gpm) TSU 193(4900) 10°B/10°F 10°B/10°F
<Tilt/Aux> 244(6200) 6°B/6°F 6°B/6°F
20.8 5.5 8041432 276(7000) 6°B/6°F 6°B/6°F
26.5 7 8041433 315(8000) 6°B/6°F 6°B/6°F
37.9 10 8041434 8 TON TRUCK
90.6(2300) 10°B/15°F 6°B/15°F
56.8 15 8041435
98.4(2500) 10°B/15°F 6°B/15°F
75.7 20 8041436
110(2800) 10°B/15°F 10°B/15°F
122(3100) 10°B/15°F 10°B/15°F
130(3300) 10°B/15°F 10°B/15°F
138(3500) 10°B/15°F 10°B/15°F
STD
147(3800) 10°B/10°F 10°B/10°F
169(4300) 10°B/10°F 10°B/10°F
189(4800) 10°B/10°F 10°B/10°F
209(5300) 10°B/10°F 10°B/10°F
228(5800) 10°B/10°F 10°B/10°F
244(6200) 6°B/6°F 6°B/6°F

SM 751 40-2-3
 Group 40, Specifications

144(3650) 10°B/15°F 6°B/15°F Drift, Lift and Tilt Cylinders

150(3800) 10°B/10°F 6°B/10°F
For standard truck.
169(4300) 10°B/10°F 10°B/10°F
TSU 185(4700) 10°B/10°F 10°B/10°F
Upright Fork Downdrift : Should not exceed 100 mm (4
in) in a 10-minute period.
236(6000) 6°B/6°F 6°B/6°F
Tilt Cylinder Drift : Should not exceed 5 in a 10-minute
268(6800) 6°B/6°F 6°B/6°F period.
307(7800) 6°B/6°F 6°B/6°F
Determined by marking and measuring carriage descent
and upright forward tilt from raised, non-tilted position
Group 34, Upright Specifications with hydraulic fluid at operating temperature ; and a
capacity load held evenly distributed on lift forks. (If a
Upright Weight : Approximately 993 kg (2190 lb) to pallet is used, load should not extend beyond pallet ; load
should be stacked to provide maximum stability.) Fork
approximately 2280 kg (5027 lb) without carriage completely engaging load and adjusted as wide as possi-
Carriage Weight : approximatelly 472 kg (1040 lb) to ble to provide even distribution of weight.
approximately 574 kg (1265 lb) with a 80 inch carriage. Lift Speeds, Upright
Fork Weight : approximatelly 115-301 kg each (254-664 For the standard two-stage upright, with standard hydrau-
lbs). lic transmission.
IMPORTANT Note : Hydraulic fluid should be at operating temperature
when testing these specifications.
Before hoisting, the weights of upright, car-
riage, and forks must be combined to deter- Lift Speed Lowering Speed
mine what lifting capacity is required of the m/s(ft/min) m/s(ft/min)
hoisting equipment. Pneumatic tire type Diesel
Loaded 0.43(85) 0.45(89)
Capacities and Lift Heights : Upright, carriage, and fork C60
Empty 0.45(89) 0.43(85)
capacity and upright lift heights are listed on the truck’s Loaded 0.42(83) 0.45(89)
data plate. C70
Empty 0.45(89) 0.43(85)
Lubricants : Loaded 0.40(79) 0.45(89)
All Purpose Grease (Clark specification MS-9) C75
Empty 0.45(89) 0.43(85)
Innerslide Lubricant (Clark part #886396)
Chain and Cable Lube (Clark part #886399) Loaded 0.39(77) 0.45(89)
C80
Empty 0.45(89) 0.43(85)
Pneumatic tire type LPG
Group 38, Counterweight and Chassis
Loaded 0.44(86.6) 0.45(89)
Specifications C60
Empty 0.49(96.5) 0.43(85)
Counterweight weights : Loaded 0.42(82.7) 0.45(89)
C70
Empty 0.49(96.5) 0.43(85)
C60 : 2852 kg (6287 lbs) Loaded 0.39(76.8) 0.45(89)
C70-75 : 3434 kg (7570 lbs) C75
Empty 0.49(96.5) 0.43(85)
C80 : 4040 kg (8906 lbs)

SM 751 40-2-4
 Group 40, Specifications

Critical Fastener Torque Specifications Group 06(L), Standard Transmission

Tightening Torque. Dry Specifications for LPG
N⋅m lbf⋅ft
Engine Mounting Bolts 245-294 181-217
General Specifications
Transmission to Engine Bolts 60-65 44-48
Torque Converter to Drive Plate Bolts 60-65 44-48 Model : DANA 1106T12313-200 Transmission.
Drive Axle to Frame Mounting Bolts 800-900 590-663 No. Ratios : 3-speed, forward and reverse.
Drive wheel Lug nut 539-588 397-433
Steer Axle Mounting Bolts 167-186 123-137 No. Ratios Gear ratio
Steer Wheel Lug Nuts 392-490 289-361 1 ST 5.02 : 1
Steering Handwheel Retaining Nut 35-45 25.8-33.2 2 ND 2.56 : 1
Tilt Cylinder Yoke Clamp Bolts 170-190 125-140 3 RD 1.00 : 1
Tilt Cylinder Pin Retainer Bolts: Torque Converter Size : 280 mm (11 in).
Front 40-45 30-33
Rear 40-45 30-33 Torque Converter Stall Ratio :2.00
Counterweight Mounting Bolts (Bot- 441-490 325-361
tom) Hydraulic Pump Drive ratio : 0.97 × engine rpm.
Overhead Guard Mounting Bolts 70-80 51-59 Dry Weight : 242 kg (534 lb).
Upright Trunnion Mounting Bolts 57-71 42-52 Oil Capacity :13.9 L (14.7 qt).
Transaxle Fluid : Clark # 2776236.
Group 06, Standard Transmission
NOTE
Specifications for DSL 1. All rpm’s noted are engine speed.
2. All clutch pressures are engine idle speed
General Specifications with clutch engaged.
Model : ZF 3WG-94EC [ ZF 3WG-116 ] 3. Oil at operating temperature (82-93°C)
180-200 °F.
No. Ratios : 3-speed, forward and reverse.
No. Ratios Gear ratio
1 st 4.714 : 1 [4.578 : 1]
2 nd 2.341 : 1 [2.396 : 1]
3 rd 0.974 : 1 [0.994 : 1]
Torque Converter Size : 280 mm (11 in)
Torque Converter Stall Ratio : 2.529 [2.382]
Hydraulic Pump Drive ratio : 1.0 × engine rpm.
Dry Weight : 242 kg (534 lb) [230 kg (507 lb)]
Oil Capacity : 23 L [18 L]
Transaxle Fluid : Clark # 2776236.
NOTE
1. All rpm’s noted are engine speed.
2. All clutch pressures are engine idle speed
with clutch engaged.
3. Oil at operating temperature (82-93°C)
180-200 °F.

SM 751 40-2-5
 Group 40, Specifications

Group 13, Instrument Pod & Electrical Sys- Fuse : 10A STOP Switch.
tem Specifications Fuse : 10A Horn.

Indicator lights : LCDs integral with circuit board.

Group 01, Cooling System Specifications
Fuel gauge : LCD.
Radiator Type : Crossflow radiator with coolant recovery
Engine Coolant Temperature Gauge : LCD. system.
Hour Meter : LCD. System Pressure (Radiator cap) : 83-109 kPa (12-16 psi).
Pinout Locations : See Group 13, “Electrical System,” for Thermostat :
schematic.
Diesel/LPG : open (cracking) at 83°C ± 1.5° (181°F ±
Voltage and Ground 2.7°) fully open 98°C (208°F).

System Voltage : 24 volt (DSL) Coolant Mixture : 50% water and 50% low-silicate, ethyl-
12 volt (LPG) ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
System Ground : Negative.
Cooling System Coolant Capacity :
Alternator Diesel truck with 4-row radiator capacity is 24L (25.4
Type : 24 volt.(DSL) qt).
12 volt.(LPG) LPG truck with 5-row radiator capacity is 24L (25.4
qt).
Battery
Fan Type : Pusher type
Diesel Engine :
Fan Drive Belt : Flat 6 Grove type belt
Type : (12 volt, 80AH) x 2
Water Pump Type : Centrifugal
Cold Crank Current : 800 amps at 0 °F (-18 °C)
Hose Clamp Sizes :
Reserve Capacity : 130 minutes at 80 °F (27 °C).
Diesel/LPG : 51mm (2 in).
LPG Engine :
Type : 12 volt, 80AH
Group 03, Intake and Exhaust Systems Spec-
Cold Crank Current : 800 amps at 0 °F (-18 °C) ifications
Reserve Capacity : 130 minutes at 80 °F (27 °C).
Air Cleaner Type : Canister style with replaceable paper
Starter element and air-restriction indicator.
Diesel Engine :
Type : Positive engagement, offset gear reduction.
Voltage : 24 volts
Output : 4.0 kW.
LPG Engine :
Type : Positive engagement, offset gear reduction.
Voltage : 12 volts
Output : 1.6 kW.
System Protection
Fuse : 10A Direction Control.
Fuse : 10A Ignition.

SM 751 40-2-6
 Group 40, Specifications

Group Specifications Group 00(L), GM 4.3LT LPG Engine

Specifications
Group 00, Diesel Engine
General Specifications
Specifications
Engine Type : GM4.3LT 6-cycle water-cooled LPG
General Specifications engine.

Engine Type : IVECO Vertical, in-line, 4-cycle water- Number of Cylinder : 6

cooled diesel engine. Total Displacement : 4299 cucm (262 cuin)
Number of Cylinder : 4 Rated Output :
Combustion Chamber : Direct injection -Non Tier Engine ; 63.6 kw (86.5 ps) @ 2200 rpm
Total Displacement : 4500 cucm (275 cuin) -Tier 4 Engine ; 82 kw (111.4 ps) @ 2400 rpm
Rated Output : Maximum Torque :
-F4GE9454C Tier 3 Engine ; 67 kw (91ps) @ 2300rpm -Non Tier Engine ; 28.1 kgf.m @ 1800 rpm
Maximum Torque -Tier 4 Engine ; 33.1 kgf.m @ 1800 rpm
-F4GE9454C Tier 3 Engine ; 38.9 kg.m (281 lbft) Engine Speed (rpm) :
@ 1300 rpm
Idle : 750±30 rpm
Engine Speed (rpm) : Maximum No-Load : 2650±30 rpm
Idle : 750 ± 50 rpm Firing Order : 1-6-5-4-3-2(No.1 cyl. on flywheel side)
Converter Stall : 1850 ± 30rpm Output Shaft : Flywheel
Maximum No-Load : 2480 ± 50 rpm
Direction of Rotation : Counterclockwise(viewed from
Fuel Consumption (rated) : 235 g/kw-h flywheel)
Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side) Fuel : LPG HD-5 or HD-10 (Capacity 20 kg)
Output Shaft : Flywheel Engine oil : SAE 10W 30, API CF-5
Direction of Rotation : Counterclockwise(viewed from Engine weight (dry) : About 296 kg (653 lb)
flywheel)
Start Motor : 12V-1.7 kW
Fuel Oil : Diesel oil No.2-D
Capacity C60-75 : 160 L (42.3 Gal) Alternator : 12V-65A
C80 : 200 L (52.9 Gal)
Engine oil : 15W 40, API CD, CF-4 Engine oil.
Engine weight (dry) : About 420 kg (926 lb)
Start Motor : 24V-4.0 kW
Alternator : 28V- 35~70A

SM 751 40-2-7
 Group 40, Specifications

Group 22, Wheels and Tires Specifications
Steer Tire Types : Pneumatic Rubber and urethane.
Drive Tire Type : Pneumatic Rubber and urethane.
Pneumatic Truck Wheel and Tires
Tire Sizes and Ratings
Group 25, Steering Column and Gear
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Steering System Relief Pressure Setting : 13000 kPa
(1885 psi).

Drive Tires :
C60/75 Dual : 8.25X15-14 ply rating
C80 Dual : 8.25X15-18 ply rating
Group 26, Steer Axle Specifications
Steer Tires :

C60/75 8.25X15-14 ply rating Pneumatic-Tire Truck

C80 8.25X15-18 ply rating Steering System Relief Pressure Setting:13000 kPa (1885
psi).
Tire Pressures
Steer Cylinder Type : Double-acting, piston-type.
Drive Tires :
Turning Arc : 72 max. inside turning angle
C60/75 Dual : 820kPa(119psi) 51 max. outside turning angle.
C80 Dual : 1000kPa(145psi)
The number of handwheel turns required for lock-to-lock
Steer Tires : turning differs between the cushion and pneumatic-style
C60/75 820kPa(119psi) axles.
C80 1000kPa(145psi)
Group 29, Hydraulic Sump, Filters, and Pump
Group 23 Brake/Inching System Specifications
Specifications
Hydraulic Pump Type : Transmission-driven, gear-type
Service Brake with integral load sensing priority flow valve and pressure
relief valve ; pump is connected to, and works in conjunc-
Type : Wet disc brake. Step-bore master cylinder. tion with the transmission charging pump.
Fluid : Fluid (RANDO HD32 or NUTO H32 Sump Type and Capacity : Tank is built into truck frame
in accordance with CLARK specification MS-68 with capacity of 120 L (31.7 gallones) for C60-75, 147 L
(CLARK #2776239)) by reservoir. (38.9 gallones) for C80.
Pedal Freeplay : 4~6mm (0.16~0.24 in). Hydraulic Fluid Type : Clark Hydraulic Fluid specifica-
tion MS-68.
Parking Brake
Tank top Return Filter Type : Disposable, glass micro-
Type : The drum brake positioned on the center of the fiber element.
axle.
Suction Screen : 100 mesh stainless steel screen.
Holding Test : Rated load on 15% grade.

Inching (also see transmission specs)

Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transmission.
Pedal Freeplay : None.
Overlap Adjustment : 0-5 mm (0-0.2 in).

SM 751 40-2-8
 Group 40, Specifications

Drawbar Pull
With standard upright and standard transaxle.

with load without load

Pneumatic tire type Diesel kg(lbs) kg(lbs)

C60 5811(12811) 1987(4380)

C70 5847(12890) 1918(4228)
C75 6652(14665) 1955(4310)
C80 5780(12742) 1985(4376)
Pneumatic tire type LPG
C60 6102(13452) 2380(5247)
C70 6402(14113) 2310(5092)
C75 6062(13364) 2340(5158)

Travel Speeds
Maximum speeds with standard upright and standard
transaxle.

with load without load

km/h(MPh) km/h(MPh)
Pneumatic tire type Diesel

C60 31.8(19.7) 34.6(21.5)

C70 29.0(18.0) 33.5(20.8)
C75 31.2(19.3) 34.3(21.3)
C80 29.0(18.0) 33.6(20.8)
Pneumatic tire type LPG
29.3(18.2) 31.4(19.5)
C60
29.0(18.0) 30.2(18.8)
C70
28.3(17.6) 29.6(18.4)
C75

Turning Radius (outside)

For standard transaxle truck.
mm in
Pneumatic tire type Diesel
C60 3420 134.6
C70 3450 135.8
C75 3450 135.8
C80 3775 148.6
Pneumatic tire type LPG
C60 3420 134.6
C70 3450 135.8
C75 3450 135.8

SM 751 40-2-9
 Group 40, Specifications

Section 3

Hydraulic Fitting Tightening Procedure

1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.

SM 751 40-3-1
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It means the best in the forklift category,
which is selected by the top logistics magazine
(Modern Materials Handling) in the US.
#1 The best value #1 The most reasonable price
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