SERVICE MANUAL

C15/18/20s D/L/G
C20/25/30/35 D/L/G
C15/18/20sC L/G
C20/25/30/32C L/G

RATED CAPACITY : 1500 – 3500kg

Book No. SM 709

June 2013

CONTENTS
Group SA. Safe Maintenance
Group PS. Periodic Service
Group 00. Engines
Group 01. Cooling System
Group 02. Fuel System
Group 03. Intake and Exhaust System
Group 06. Transmission
Group 12. Ignition System
Group 13. Electrical System
Group 34. Upright
Group 32. Tilt Cylinders
Group 25. Steering Column and
Gear
Group 13. Instrument Pod
Electrical System
Group 03. Intake and Exhaust
System
Group 00. Engines
Group 01. Cooling System
Group 38. Counterweight,
Sheet Metal, & Chassis
SM 709
CONTENTS
Group 22. Wheels and Tires
Group 23. Brake / Inching System
Group 25. Steering Column and Gear
Group 26. Steer Axle
Group 29. Hydraulic Pump, Sump, and Filters
Group 30. Hydraulic Control Valve/Lift Circuit
Group 32. Tilt Cylinders
Group 34. Upright
Group 38. Counterweight, Sheet Metal & Chassis
Group 40. Specifications
Group 06. Transmission
Group 23. Brake/Inching System
Group 30. Hydraulic Control Valve/
Lift Circuit
Group 29. Hydraulic Pump, Sump,
and Filters
Group 02. Fuel System
Group 14. Electrical System
Group 12. Ignition 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 709, Jun ’04 Group SA, Safe Maintenance


Section 1
Safety
Safety Signs and Messages
Safety signs and messages in this manual and on the lift
truck provide instructions and identify specific areas
where potential hazards exist and special precautions
should be taken. Be sure you know and understand the
meaning of these instructions, signs, and messages. Dam-
age to the truck, death, or serious injury to you or other
persons may result if these messages are not followed.
NOTE
This message is used when special informa-
tion, instructions or identification is re-
quired relating to procedures, equipment,
tools, pressures, capacities, and other spe-cial
data.
IMPORTANT
This message is used when special precau-
tions should be taken to ensure a correct
action or to avoid damage to, or malfunc-tion
of, the truck or a component.
! CAUTION
This message is used as a reminder of safety
hazards that can result in personal injury if
proper precautions are not taken.
! WARNING
This message is used when a hazard exists
that can result in injury or death if proper
precautions are not taken.
! DANGER
This message is used when an extreme haz-
ard exists that can result in injury or death or
serious injury if proper precautions are not
taken.
The above terms have been adopted by Clark Material
Handling Company. The same terms may be used in dif-
ferent context in service literature supplied directly or
indirectly by vendors of truck components.
SM 709, Jun ’04
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.
Safety • SA-1-1
Group SA, Safe Maintenance
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.
SA-1-2 • Safety
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:
ASME B56.1 - : Operator Control-Industrial Tow Tractors
(Safety Standard For Powered Industrial Trucks). Pub-
lished by: American Society of Mechanical Engineers,
Three Park Avenue, New York, NY 10016.
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.
SM 709, Jun ’04
 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 709, Jun ’04 Lifting, Jacking, and Blocking the Truck • SA-2-1
Group SA, Safe Maintenance

Safe Parking Raising Drive Wheels Off Floor

Before working on truck: This procedure uses the upright as a lever to lift the drive
wheels off the floor and prevent accidents due to 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 N˜m (55-59 ft-lb).
remove key.
3. Start the engine. Tilt the upright fully back. Adjust
4. Apply the parking brake and block the wheels.
upright height as necessary to put blocking under-
neath the lower end of the upright.
! WARNING
4. Put a solid 100 x 100 mm (4 x 4 in) hardwood block
Defective equipment can cause accidents. All under the front section of each upright rail. Put a 3-6
tools and lifting equipment must be in good mm (.125-.250 in) steel plate on top of each block.
condition, meet the load capacity require-
ments and have OSHA labels when required.
Tools with defects can have failures causing
severe injury or death.

Lifting, Blocking, and Jacking Points

Steel
Use the following illustration to locate general lifting, Plate
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.

SA-2-2 • Lifting, Jacking, and Blocking the Truck SM 709, Jun ’04
 Group SA, Safe Maintenance

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

Rag

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

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

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

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

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

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

SM 709, Jun ’04 Lifting, Jacking, and Blocking the Truck • SA-2-3
Group SA, Safe Maintenance

Blocking the Upright In Raised

Position
This procedure is used to safely provide clearance for Carriage

access from the front of truck to components on or near

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

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

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

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

Tall Block

6. Hold the shorter block against the outer rail and

lower the upright until inner rail rests on the block.

SA-2-4 • Lifting, Jacking, and Blocking the Truck SM 709, Jun ’04

2. Put a floor jack under the steer axle mounting frame
member, centered between the two wheels.
! WARNING
Never lift the truck by the counterweight.
NOTE
If there is insufficient clearance under frame
for your jack, the truck may first be driven
onto shims, such as 25 x 150 x 300 mm (1 x 6
x 12 in) pieces of board, to increase the truck
frame underclearance.
3. Raise the truck only as high as necessary to perform
the maintenance work.
4. Put blocks at both sides of the truck, fully under the
frame main side structure. Put the blocks in front of
but close to the counterweight and steer wheels for
best truck stability.
Put an equal amount of blocks under each side of the truck
to provide a level working position.
5. Lower the truck onto the blocks and remove the jack.
! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 709, Jun ’04
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
Refer to truck data plate for truck weights.
1. Park truck safely as described in “Safe Parking.”
Lower upright fully.
2. If necessary, drive truck onto boards to increase
underclearance.
! WARNING
SIDE-TO-SIDE TIPOVER. When jacking
side of truck, be sure upright is lowered fully
and do not raise one side of the truck more
than about 50 mm (2 in) higher than the
other, to avoid tipping truck over laterally.
END-TO-END TIPOVER. If the upright and
transaxle are removed while the truck is
blocked up, the truck will tip backwards due
to the heavy counterweight. Both upright and
counterweight must be removed before
attempting to raise the truck for transaxle
removal. The back of the truck must be sup-
ported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight
is removed while the truck is up on blocks,
the weight of the upright and transaxle will
cause the truck to tip on the front blocks and
fall forward.
Lifting, Jacking, and Blocking the Truck • SA-2-5
Group SA, Safe Maintenance
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.
SA-2-6 • Lifting, Jacking, and Blocking the Truck
! 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.
SM 709, Jun ’04

Section 3
Towing
If your truck is disabled but can be moved freely on its
own wheels without further damage, use the following
procedures to tow the truck safely to a repair area.
! WARNING
It is important for your safety and to the care
of your lift truck to use the proper equipment
and carefully follow these recommendations
for safe towing.
Do not tow a lift truck if there is a problem
with the brakes or tires, or if the steering
cannot be operated.
Do not tow the disabled truck up or down
ramps or steep inclines.
Do not attempt to tow the disabled truck if
traction or weather conditions are poor.
1. Be sure to apply the parking brake or block the drive
wheels on the disabled truck while working around
it.
2. When possible, raise the carriage (forks) on the dis-
abled truck 300 mm (12 in) from the floor or ground.
Secure the carriage on the upright with a chain.
3. Use a truck for towing that is of equal or larger
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction.
Direction of towing for distances of
300 meters (325 yards) or less.
Solid-metal
tow bar
Disabled truck with
driver in place to steer.
SM 709, Jun ’04
Group SA, Safe Maintenance
4. Check that the counterweight bolts on both trucks are
in place and properly torqued to 440-490 N⋅m (325-
361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
necessary, replace these bolts only with a genuine
Clark replacement part.
5. Use an approved, solid metal tow bar with towing
couplers that connect to the towing pins in the coun-
terweights.
NOTE
DOT-approved towing equipment is avail-
able from your Clark dealer.
6. Release the parking brake on the towed vehicle.
Place directional control lever in neutral.
7. Tow the disabled truck backwards. An operator must
be on the disabled truck.
! CAUTION
The power steering will not operate on the
disabled truck when the engine is not run-
ning. The steering handwheel will be difficult
to turn.
8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Partial
load
Tow truck moving at 8 kilome-
ters-per-hour (5 mph) or less.
Towing • SA-3-1
Group SA, Safe Maintenance

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

LIFT TRUCK PARKING

SA-3-2 • Towing SM 709, Jun ’04

 GROUP PS

GROUP PS

PERIODIC SERVICE

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

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

SM 709, Jun ’04 Group PS, Periodic Service


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 709, Jun ’04
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.
Maintenance Schedules • PS-1-1
Group PS, Periodic Service

Service Chart/Lubrication Points

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

API,CF

API,MORE THAN A CLASS SJ GRADE

PS-1-2 • Maintenance Schedules SM 709, Jun ’04

 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 •
Fuel filter, gas - replace •
LPG lock-off valve filter - inspect/replace •
LPG tank mounting/guard - inspect •
LPG tank shut-off valve - inspect/test •
LPG vaporizer/regulator/hoses - inspect •
Throttle linkage - check/adjust •
* Oil change interval may be determined by laboratory analysis

SM 709, Jun ’04 Maintenance Schedules • PS-1-3

Group PS, Periodic Service

Every 450- Every 900- Every 2000

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

PS-1-4 • Maintenance Schedules SM 709, Jun ’04

 Group PS, Periodic Service

Every 450- Every 900- Every 2000

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

SM 709, Jun ’04 Maintenance Schedules • PS-1-5

 Group PS, Periodic Service

Section 2

The Planned Maintenance Program

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

SM 709, Jun ’04 The Planned Maintenance Program • PS-2-1

Group PS, Periodic Service
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.
PS-2-2 • The Planned Maintenance Program
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.
SM 709, Jun ’04

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 - Transaxle
Charging pump - stall test standard transaxle
Clutch pack - stall test standard transaxle
Fluid level/condition - check/sample
Inching operation - check/test
Oil cooler/lines - inspect
Group 12 - Ignition System
Distributor cap/rotor - inspect
Ignition wiring - inspect
Parking brake interlock - test
Group 13 - Electrical System
Hourmeter - check
Indicator lights - check
Wiring harness - inspect
SM 709, Jun ’04
Group PS, Periodic Service
Alternator - inspect/test
Alternator dirve belts - inspect/adjust
Alternator output - test
Battery condition - performance load test
Battery electrolyte level - check/add
Battery terminals/cables - clean/tighten
Neutral start - check
Starter cranking voltage - test
Group 22 - Wheels And Tires
Tire pressure/condition - check
Group 23 - Brake System
Brake lines - check
Check operation
Parking brake - check/adjust
Service brake - check wear
Group 26 - Steer Axle & Lines
Operation - check
Steer axle mounting - inspect
Steer wheel bearings - check
Steering cylinder seals - check leakage
Steering valve - check leakage
Group 29 - Hydraulic Pump, Sump and Filter
Hydraulic fluid level/condition - check/sample
Lines - check for leakage
Group 30 - Hydraulic Valve & Linkage
Hydraulic system relief pressure - test/adjust
Linkage and control handle operation - check
Group 32 - Tilt Cylinders
Tilt cylinder mounting - check/tighten
Tilt cylinder rod ends - check/tighten
Tilt cylinder rod/seals - check condition
Group 34 - Upright, Lift Cylinders,
Carriage, Forks
Carriage/lift chain - lubricate
Carriage chain condition - inspect/adjust
Forks, latches, stop pin - inspect/check wear
Lift chain condition - inspect/adjust
Load backrest - inspect
Operation of lift and tilt cylinder - check
Racking - check for
Upright mounting bolts - tighten
The Planned Maintenance Program • PS-2-3
Group PS, Periodic Service
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.
PS-2-4 • The Planned Maintenance Program
Carriage, Load Backrest, and Upright
(See Group 34 for detailed inspection procedure.)
Inspect the welds on the carriage, load backrest, and
upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Inspect all lift line hydraulic connections for leaks. Check
the lift cylinder rods for wear marks, grooves and
scratches. Check the cylinder seals for leaks.
Overhead guard
Upright
Load Backrest
Carriage
Fork
Forks
Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
! WARNING
HEEL WEAR. If the fork blade at the heel is
worn down by more than 10 percent, the load
capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
SM 709, Jun ’04

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 709, Jun ’04
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 exces-
sive engine coolant temperature, the truck will go into
“shutdown mode”—a buzzer will sound for 30 seconds,
after which the truck will shut itself off. The truck may be
restarted, but if the fault condition still exists, the engine
will again shutdown in 30 seconds.
Parking Brake Interlock
The 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.
The Planned Maintenance Program • PS-2-5
Group PS, Periodic Service
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.
Direction
Control
Parking Brake
Inching Pedal
Operator’s Controls. Standard arrangment shown.
PS-2-6 • The Planned Maintenance Program
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
Accelerator
SM 709, Jun ’04

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 709, Jun ’04
Group PS, Periodic Service
Auxiliary Controls
If the truck is equipped with an attachment, test the con-
trol lever for correct function and operate the attachment
to check its function
When you have completed the operational tests, park and
leave truck according to standard shutdown procedures.
Be sure to make a record of all maintenance and operating
problems you find.
Air Cleaning the Truck
! CAUTION
Wear suitable eye protection and protective
clothing.
Open the hood and remove the floorplate. Then air clean
the following: upright assembly, drive axle, radiator from
both counterweight and engine sides, engine and accesso-
ries, driveline and related components, and steer axle and
steer cylinder.
Use an air hose with special adapter or extension that has
a control valve and nozzle to direct the air properly. Use
clean, dry, low-pressure compressed air. Restrict air pres-
sure to 30 psi (207 kPa), maximum. (OSHA requirement).
It is important to maintain a lift truck in a clean condition.
Do not allow dirt, dust, lint or other contaminants to accu-
mulate on the truck. Keep the truck free from leaking oil
and grease. Wipe up all oil or fuel spills. Keep the controls
and floorboards clean, dry, and safe. A clean truck makes
it easier to see leakage, loose, missing, or damaged parts,
and will help prevent fires. A clean truck will run cooler.
The environment in which a lift truck operates determines
how often and to what extent cleaning is necessary. For
example, trucks operating in manufacturing plants which
have a high level of dirt, dust or lint, (e.g. cotton fibers,
paper dust, etc.) in the air or on the floor or ground,
require more frequent cleaning. The radiator, especially,
may require daily air cleaning to ensure correct cooling. If
air pressure does not remove heavy deposits of grease, oil,
etc., it may be necessary to use steam or liquid spray
cleaner.
The Planned Maintenance Program • PS-2-7
Group PS, Periodic Service
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.
PS-2-8 • The Planned Maintenance Program
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.
SM 709, Jun ’04

Engine Cooling System
Check coolant level in the coolant recovery bottle and in
the radiator as described in Group 01.
! CAUTION
STEAM. Do not remove the radiator cap
when the radiator is hot. Steam from the
radiator will cause severe burns.
Coolant should be checked on a daily basis in high-cycle
applications.
Engine Oil
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
FULL
ADD
It is normal to add some oil between oil changes. Keep the
oil level above the ADD mark on the dipstick by adding
oil as required. Use only the oil specified in Group 00.
Oil Change: Change oil as described in Group 00.
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).
SM 709, Jun ’04
Group PS, Periodic Service
Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
DO NOT OVERFILL.
Low Full
Transaxle Fluid Level
Check the transaxle fluid level with the engine running, as
explained in Group 06.
Fill to the FULL mark on the dipstick, using the transaxle
fluid specified in Group 06.
Stall Test
On standard transaxle trucks, perform the stall test
described in Group 00 to determine engine and transaxle
condition.
Cranking Voltage Test
To determine battery condition, check the cranking volt-
age 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.
The Planned Maintenance Program • PS-2-9
Group PS, Periodic Service

PS-2-10 • The Planned Maintenance Program SM 709, Jun ’04

 GROUP 00(D-4TNV88/94L)

GROUP 00(D-4TNV88/94L)

DIESEL ENGINE
(4TNV88G/G4TNV94L)

Safety ......................................................... Section 0

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

Inspection and Adjustment....................... Section 2

Troubleshooting ........................................ Section 3

Disassembly, Inspection and

Reassembly of Engines ............................. Section 4

Lubrication System .................................. Section 5

Cooling System ......................................... Section 6

Fuel Injection Pump/governor ................ Section 7

Alternator................................................... Section 8

Electric Wiring ......................................... Section 9

Service Standards ................................... Section 10

Tightening Torque For

Bolts And Nuts ........................................ Section 11

SM 709 DIESEL ENGINE • 00-1

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 0

SAFETY

PREFACE
This manual describes the service procedures for the TNV series engines of indirect injection system that have been certi-
fied by the US EPA, California ARB and/or the 97/68/EC Directive for industrial use.
Please use this manual for accurate, quick and safe servicing of the said engine. Since the explanation in this manual
assumes the standard type engine, the specifications and components may partially be different from the engine installed
on individual work equipment (power generator, pump, compressor, etc.). Please also refer to the service manual for each
work equipment for details.

The specifications and components may be subject to change for improvement of the engine quality without notice. If
any modification of the contents described herein becomes necessary, it will be notified in the form of correction informa-
tion each time.

SM 709 SAFETY • 00-0-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Safety Precautions

(1) SERVICE AREA

Sufficient Ventilation
Inhalation of exhaust fumes and dust particles may be hazardous to ones health. Run-
ning engines welding, sanding, painting, and polishing tasks should be only done in well
ventilated areas.

Safe / Adequate Work Area

The service area should be clean, spacious, level and free from holes in the floor, to pre-
vent "slip" or "trip and fall" type accidents.

Bright, Safely Illuminated Area

The work area should be well lit or illuminated in a safe manner. For work in enclosed
or dark areas, a "drop cord" should be utilized. The drop cord must have a wire cage to
prevent bulb breakage and possible ignition of flammable substances.

Safety Equipment
Fire extinguisher(s), first aid kit and eye wash / shower station should be close at hand
(or easily accessible) in case of an emergency.

(2) WORK - WEAR (GARMENTS)

Safe Work Clothing
Appropriate safety wear (gloves, special shoes/boots, eye/ear protection, head gear, har-
ness', clothing, etc.) should be used/worn to match the task at hand. Avoid wearing jew-
elry, unbuttoned cuffs, ties or loose fitting clothes around moving machinery. A serious
accident may occur if caught in moving/rotating machinery.

00-0-2 • SAFETY SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

(3) TOOLS
Appropriate Lifting / Holding
When lifting an engine, use only a lifting device (crane, jack, etc.) with sufficient lifting
capacity. Do not overload the device. Use only a chain, cable, or lifting strap as an
attaching device. Do not use rope, serious injury may result.
To hold or support an engine, secure the engine to a support stand, test bed or test cart
designed to carry the weight of the engine. Do not overload this device, serious injury
may result.
Never run an engine without being properly secured to an engine support stand, test bed
or test cart, serious injury may result.

Appropriate Tools
Always use tools that are designed for the task at hand. Incorrect usage of tools may
result in damage to the engine and or serious personal injury.

(4) GENUINE PARTS and MATERIALS

Genuine Parts
Always use genuine YANMAR parts or YANMAR recommended parts and goods.
Damage to the engine, shortened engine life and or personal injury may result.

(5) FASTENER TORQUE

Torqueing Fasteners
Always follow the torque values and procedures as designated in the service manual.
Incorrect values, procedures and or tools may cause damage to the engine and or per-
sonal injury.

SM 709 SAFETY • 00-0-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

(6) Electrical
Short Circuits
Always disconnect the (-) Negative battery cable before working on the electrical sys-
tem. An accidental "short circuit" may cause damage, fire and or personal injury.
Remember to connect the (-) Negative battery cable (back onto the battery) last.
Fasten the terminals tightly.

Charging Batteries
Charging wet celled batteries produces hydrogen gas. Hydrogen gas is extremely explo-
sive. Keep sparks, open flame and any other form of ignition away. Explosion may
occur causing severe personal injury.

Battery Electrolyte
Batteries contain sulfuric acid. Do NOT allow it to come in contact with clothing, skin
and or eyes, severe burns will result.

(7) WASTE MANAGEMENT

Observe the following instructions with regard to hazardous waste disposal. Negligence
of these will have a serious impact on environmental pollution concerns.
1. Waste fluids such as lube oil, fuel and coolant shall be carefully put into separate
sealed containers and disposed of properly.
2. Do NOT dispose of waste materials irresponsibly by dumping them into the sewer,
overland or into natural waterways.
3. Waste materials such as oil, fuel, coolant, solvents, filter elements and batteries,
must be disposed of properly according to local ordinances. Consult the local author-
ities or reclamation facility.

00-0-4 • SAFETY SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

(8) FURTHER PRECAUTIONS

Fueling / Refueling
Keep sparks, open flames or any other form of ignition (match, cigarette, etc.) away
when fueling/refueling the unit. Fire and or an explosion may result.

Hot Surfaces.
Do NOT touch the engine (or any of its components) during running or shortly after
shutting it down. Scalding / serious burns may result. Allow the engine to cool down
before attempting to approach the unit.

Rotating Parts
Be careful around moving/rotating parts. Loose clothing, jewelry, ties or tools may
become entangled causing damage to the engine and or severe personal injury.

Preventing burns from scalding

1. Never open the radiator filler cap shortly after shutting the engine down.
Steam and hot water will spurt out and seriously burn you. Allow the engine to cool
down before attempt to open the filler cap.
2. Securely tighten the filler cap after checking the radiator.
Steam can spurt out during engine running, if tightening loose.

SM 709 SAFETY • 00-0-5

Group 00(D-4TNV88/94L) DIESEL ENGINE

Precautions for Service Work

1. Precautions for Safety
Read the safety precautions given at the beginning of this manual carefully and always mind safety in work.
2. Preparation for Service Work
Preparation is necessary for accurate, efficient service work. Check the customer ledger file for the history of the
engine.
• Preceding service date
• Period/operation hours after preceding service
• Problems and actions in preceding service
• Replacement parts expected to be required for service
• Recording form/check sheet required for service
3. Preparation before Disassembly
• Prepare general tools, special service tools, measuring instruments, oil, grease, nonreusable parts, and parts
expected to be required for replacement.
• When disassembling complicated portions, put matchmarks and other marks at places not adversely affecting the
function for easy reassembly.
4. Precautions in Disassembly
• Each time a parts is removed, check the part installed state, deformation, damage, roughening, surface defect, etc.
• Arrange the removed parts orderly with clear distinction between those to be replaced and those to be used again.
• Parts to be used again shall be washed and cleaned sufficiently.
• Select especially clean locations and use clean tools for disassembly of hydraulic units such as the fuel injection
pump.
5. Precautions for Inspection and Measurement
Inspect and measure parts to be used again as required to determine whether they are reusable or not.
6. Precautions for Reassembly
• Reassemble correct parts in correct order according to the specified standards (tightening torques, and adjustment
standards). Apply oil important bolts and nuts before tightening when specified.
• Always use genuine parts for replacement.
• Always use new oil seals, O-rings, packings and cotter pins.
• Apply sealant to packings depending on the place where they are used. Apply of grease to sliding contact portions,
and apply grease to oil seal lips.
7. Precautions for Adjustment and Check
Use measuring instruments for adjustment to the specified service standards.

How to Read this Manual

1. Range of Operation Explanation
This manual explains the troubleshooting, installation/removal, replacement, disassemble/reassembly, inspection,
adjustment and adjusting operation procedures for the TNV series engines with direct injection system.
Refer to the manufacturer's manual for each of the fuel injection pump, governor, starting motor and alternator
except for their installation.

00-0-6 • SAFETY SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
2. How to Read the Explanations
• An exploded view, sectional views, a system dia-
gram, etc. are shown at the beginning of each sec-
tion as required for easy understanding of the
mounted states of the components.
• For the removal/installation of each part, the pro-
cedure is shown with the procedural step No. in the
illustration.
Description Example
The job contents are described in the disassembly proce-
dure for Nos. not shown in the illustration.
• Disassembly procedure
1. Follow steps (1) to (15) of the cylinder head dis-
assembly procedure.
2. Remove the cooling water pump.
3. Remove the crankshaft pulley. (Point 1) Opera-
tion point to be explained on a later page.
• Operation points
Disassemble: Service point for removal
SM 709
• Precautions and key points for disassembly and
reassembly of parts are described as points. In the
explanation for each point, detailed operation
method, information, standard and precautions are
described.
Reassemble: Service point for installation
Disassemble-Reassemble: Service point required
in both removal and installation.
• Contents omitted in this manual
Though the following jobs are omitted in the
explanation in this manual, they should be con-
ducted in actual work:
4. Jacking up and lifting
5. Cleaning and washing of removed parts as
required
6. Visual inspection
SAFETY • 00-0-7
Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Definition of Terms
NOTICE
Instruction whose negligence is very likely to cause an accident. Always observe it.

Standard: Allowable range for inspection and adjustment.

Limit: The maximum or minimum value that must be satisfied during inspection or adjustment.

4. Abbreviations
Abbreviation Meaning Abbreviation Meaning
Assy assembly T.D.C. top dead center
Sub-Assy sub-assembly B.D.C. bottom dead center
a.T.D.C after top dead center OS oversize
b.T.D.C before top dead center US undersize
STD Standard rpm revolutions per minute
IN Intake PS Output (metric horsepower)
EX Exhaust T Bolt/nut tightening torque

00-0-8 • SAFETY SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 1

GENERAL

Engine Nomenclature

The engine specification class

Classification Load Engine speed Available engine speed (rpm)

CL Constant load Constant speed 1500/1800

VM Variable load Variable speed 2000-3000

* The engine specification class (CL or VM) is described in the specifications table.

Specifications
NOTE
1. The information described in the engine
specifications tables (the next page and
after) is for "standard" engine. To obtain
the information for the engine installed in
each machine unit, refer to the manual
provided by the equipment manufacturer.
2. Engine rating conditions are as follows
(SAE J1349, ISO 3046/1)
• Atmospheric condition: Room temp. 25 ,
Atmospheric press. 100 kPa (750mm Hg),
Relative humidity 30%
• Fuel temp: 25 (Fuel injection pump inlet)
• With cooling fan, air cleaner, exhaust silencer
(Yanmar standard parts)
• After running-in hours. Output allowable
deviation: 3%

SM 709 GENERAL • 00-1-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

4TNV88

Engine name Unit 4TNV88

Engine specification class - VM
Type - Vertical, in-line, 4-cycle, water-cooled diesel engine
Combustion chamber - Direct injection
Number of cylinders - 4
Cylinder bore x stroke mm×mm 88×90
Displacement L 2.190
Revolving
rpm 2400
speed
Rated output
kW
Output 29.7(40.4)
(hp)
Max. no-load speed ( 25) rpm 2590
Ignition order - 1-3-4-2-1(No.1 cylinder on flywheel side)
Power take off - Flywheel
Direction of rotation - Counterclockwise (viewed from flywheel)
Cooling system - Radiator
Lubrication system - Forced lubrication with trochoid pump
Starting system - Electric
Applicable fuel - Diesel oil-ISO 8217 DMA, BS 2869 A1 or A2(cetane No.45 min.)
Applicable lubricant - API grade class CD or CF
Lubricant capacity MAX L 5.8
(oil pan) MIN L 3.5
Cooling water capacity
L 2.7
(engine only)
Overal
mm 637
length
Engine dimensions Overall
mm 545
(with wheel housing) width
Overall
mm 667
height
Engine mass (dry)
kg 165
(with flywheel housing)
Crankshaft V pulley diameter &
mm 110×110
Fun V pulley diameter (std.)

00-1-2 • GENERAL SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

4TNV94L

Engine name Unit 4TNV94L

Engine specification class - VM
Type - Vertical, in-line, 4-cycle, water-cooled diesel engine
Combustion chamber - Direct injection
Number of cylinders - 4
Cylinder bore x stroke mm×mm 94×110
Displacement L 3.054
Revolving
rpm 2500
speed
Rated output
kW
Output 44(59.8)
(hp)
Max. no-load speed (±25) rpm 2700
Ignition order - 1-3-4-2-1(No.1 cylinder on flywheel side)
Power take off - Flywheel
Direction of rotation - Counterclockwise (viewed from flywheel)
Cooling system - Radiator
Lubrication system - Forced lubrication with trochoid pump
Starting system - Electric
Applicable fuel - Diesel oil-ISO 8217 DMA, BS 2869 A1 or A2(Cetane No.45 min.)
Applicable lubricant - API grade class CD or CF
Lubricant capacity MAX L 7.5
(oil pan) MIN L 5.5
Cooling water capacity
L 4.2
(engine only)
Overall
mm 698
length
Engine dimensions Overall
mm 498
(with flywheel housing) width
Overall
mm 711
height
Engine mass (dry) 240
kg
(with flywheel housing) (equivalent to SAE#4)
Crankshaft V pulley diameter &
mm 130×130
Fun V pulley diameter (std.)

SM 709 GENERAL • 00-1-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Fuel Oil, Lubricating Oil and Fuel tank

Cooling Water Be sure to attach a drain cock, precipitation trap and pri-
mary strainer to the fuel tank as shown illustration right.
Fuel oil
IMPORTANT
Only use the recommended fuel to obtain the
best engine performance and prevent dam-
age of parts, also prevent air pollution.

Selection of fuel oil

Use the following diesel fuels for best engine performance
BS 2869 A1 or A2
Fuels equivalent to Japanese Industrial Standard, JIS. No.
K2204-2
Lubricating oil
Fuel cetane number should be 45 or greater
Fuel handling IMPORTANT

• Water and dust in the fuel oil can cause operation
failure. Use containers which are clean inside to
store fuel oil. Store the containers away from rain
water and dust.
• Before supplying fuel, let the fuel container rest for
several hours so that water and dust in the fuel are
deposited on the bottom. Pump up only the clean
fuel.
Use of other than the specified engine oil may
cause inner parts seizure or early wear, lead-
ing to shorten the engine service life.
Selection of engine lube oil
Use the following engine oil
• lAPI classification CD or CF
(Standards of America Petroleum Institute)
• lSAE viscosity 10W-30 or 15W-40
(Standard of Society of Automotive Engineering)
Engine oil with 10W30 or 15W40 can be used throughout
the year. (Refer to the below figure.)

00-1-4 • GENERAL SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Handling of engine oil IMPORTANT

• Carefully store and handle the oil so as to prevent
dust or dirt entrance. When supplying the oil, pay
attention and clean around the filler port.
• Do not mix different types of oil as it may
adversely affect the lubricating performance.
Be sure to add Long Life Coolant Anti-
freeze(LLC) to soft water. In cold season, the
LLC is especially important. Without LLC,
cooling performance will decrease due to
scale and rust in the cooling water line.
Without LLC, cooling water will freeze and
expand to break the cooling line.

Be sure to use the mixing ratios specified by

When touching engine oil by hand, the skin of the hand
may become rough. Be careful not to touch oil with your
hands without protective gloves. If touch, wash your
hands with soap and water thoroughly.
Cooling water
the LLC manufacturer for your temperature
range.
Do not mix different types (brand) of LLC,
chemical reactions may make the LLC use-
less and engine trouble could result.

Use clean soft water and be sure to add the Long Life Replace the cooling water every once a year.
Coolant Antifreeze (LLC) in order to prevent rust built up
and freezing. If there is any doubt over the water quality,
distilled water or pre-mixed coolant should be used.
The coolants / antifreezes, which are good performance
for example, are shown below.
When handling Long Life Coolant Antifreeze, wear pro-
• TEXACO LONG LIFE COOLANT ANTI-
tective rubber gloves not to touch it. If LLC gets eyes or
FREEZE, both standard and pre-mixed.
skin, wash with clean water at once.
Product codes 7997 and 7998
• HAVOLINE EXTENDED LIFE ANTIFREEZE /
COOLANT
Product code 7994

SM 709 GENERAL • 00-1-5

Group 00(D-4TNV88/94L) DIESEL ENGINE

Exhaust gas emission regulation California

Proposition 65 Warning
The engines in this manual have been certified by the US
EPA, California ARB and/or the 97/68/EC Directive. Battery posts, terminals, and related accessories contain
lead and lead compounds, chemicals known to the State of
California California to cause cancer and reproductive harm.
Proposition 65 Warning
Diesel engine exhaust and some of its constitutions are
known to the State of California to cause cancer, birth
defects, and other reproductive harm.

The Emission Standard in USA

EPA Nonroad Diesel Engine Emission Standards
g/kW·hr(g/bhp·hr)
NMHC +
Engine Power Tier Model Year NOx HC CO PM
NOx

kW < 8 Tier 1 2000 - - 10.5 (7.8) 8.0 (6.0) 1.0 (0.75)

(hp < 11) Tier 2 2005 - - 7.5 (5.6) 8.0 (6.0) 0.80 (0.60)
8 <= kW < 19 Tier 1 2000 - - 9.5 (7.1) 6.6 (4.9) 0.80 (0.60)
(11 <= hp < 25) Tier 2 2005 - - 7.5 (5.6) 6.6 (4.9) 0.80 (0.60)

19<= kW < 37 Tier 1 1999 - - 9.5 (7.1) 5.5 (4.1) 0.80 (0.60)
(25 <= hp < 50) Tier 2 2004 - - 7.5 (5.6) 5.5 (4.1) 0.60 (0.45)
Tier 1 1998 9.2 (6.9) - - - -
37 <= kW < 75
Tier 2 2004 - - 7.5 (5.6) 5.0 (3.7)
(50 <= hp < 100) 0.40 (0.30)
Tier 3 2008 - - 4.7 (3.5) 5.0 (3.7)
Tier 1 1997 9.2 (6.9) - - - -
75 <= kW < 130
Tier 2 2003 - - 6.6 (4.9) 5.0 (3.7)
(100 <= hp < 175) 0.30 (0.22)
Tier 3 2007 - - 4.0 (3.0) 5.0 (3.7)

NOTE California ARB Emission Regulation

The EPA emission regulation under 130kW The ARB emission standard is based on that of the EPA.
is mentioned above.

NOTE
As for Model year, the year which a regula-
tion is applicable to is shown

Engine Transient smoke standards % opacity

classification (acceleration/lug/peak modes)
Constant
Not regulated
speed engine
Variable
20/15/50 or less
speed engine

00-1-6 • GENERAL SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Engine identification Guarantee Conditions for the EPA Emission

Emission control labels of US EPA Standard
The following guarantee conditions are set down in the
operation manual. In addition to making sure that these
conditions are met, check for any deterioration that may
occur before the required periodic maintenance times.
Requirement on engine installation condition
1. Intake air depression
kPa(mmAq)
Initial Permissible
<= 2.94(300) <= 6.23 (635)
EPA label for constant speed engines
2. Exhaust gas back pressure
kPa(mmAq
Engine type Initial Permissible
Naturally aspirated <=12. <=15.3
engines 7(1300) (1560)

Fuel oil and lubricating oil

1. Fuel: The diesel fuel oil US No.2 diesel fuel oil.
2. Lube oil: API grade, class CD or CF
EPA label for variable speed engines
Do not remove the seals restricting injection
Emission control label for both EPA and ARB
quantity and engine speed.

97/68EC Directive label

Perform maintenance without fail.

NOTE
Inspections to be carried out by the user and
by the maker are divided and set down in the
"List of Periodic Inspections" and should be
checked carefully.

SM 709 GENERAL • 00-1-7

Group 00(D-4TNV88/94L) DIESEL ENGINE

Maintenance period and Quality guarantee period for exhaust emission related parts
The maintenance of the parts related to the exhaust emis- A guarantee period is that either the operation hours or
sion must be carried out in the maintenance period as years shown in the table come first in the condition that
shown in the below table. the maintenance inspection was carried out based on the
"List of Periodic Inspections".

Maintenance period Quality Guarantee Period

Fuel nozzle cleaning
Every 1500 hours
(applied from Tier 2)
Adjustment, cleaning, For nozzle, fuel pump,
repairs for fuel nozzle, fuel turbocharger
pump, turbocharger,
electronic control unit etc.
Every 3000 hours
3000 hours / 5 years
(applied from Tier 2)

00-1-8 • GENERAL SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 2

Inspection and Adjustment

Periodic Maintenance Schedule
The engine periodic inspection timing is hard to determine as it varies with the application, load status, qualities of the
fuel and lubricating oils used and handling status. General rules are described here.
: User-maintenance : Parts replacement : Shop-inspection
Maintenance period
Classification Item Daily Every 250 Every 500 Every 1000 Every 2000
Every 50
hours hours or 3 hours or 6 hours or hours or
months months one year two years
Whole Visual check around engine
Fuel tank level check and fuel supply
Fuel tank draining
Fuel Water separator (Option) draining
oil system Bleeding the fuel system
Water separator cleaning
Fuel filter element replacement
Lube oil level check and replenishment
Lubricating Lube oil replacement
oil system 2nd time
Lube oil filter replacement 1st time and
thereafter
Cooling water level check and replenishment
Radiator fin cleaning

Cooling 2nd time

water V-belt tension check
1st time and
system thereafter
Cooling water replacement
Cooling water path flushing and
maintenance
Rubber Fuel pipe and cooling water pipeinspection
house and maintenance
Inspection and adjustment of governor lever
Governor and accelerator
Air cleaner cleaning and element
replacement
Air intake
system Diaphragm assy inspection
(2 years)
Turbocharger blower cleaning* *
Warning lamp & instruments function check
Electrical
system Battery electrolyte level check and battery
recharging
Intake/exhaust valve head clearance
Cylinder adjustment
head
Intake/exhaust valve seat lapping
Fuel Fuel injection nozzle pressure inspection *
injection
pump Fuel injection timing adjustmentFuel
*
and nozzle injection pump inspection and adjustment
*) EPA allows to maintain the emission related parts every 1,500 or 3,000 hours as shown in 00-1-8 of chapter1.

SM 709 Inspection and Adjustment • 00-2-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Periodic Inspection and Standard

Maintenance Procedure The level shall be between the upper and lower limit lines
on the dipstick.
Check before Daily Operation
Be sure to check the following points before starting an
engine every day.

No. Inspection Item

(1) Visual check around engine
(2) Fuel tank level check and fuel supply
(3) Lube oil level check and replenishment
(4) Cooling water level check and replenishment
Fuel pipe and cooling water pipe inspection and
(5)
maintenance
Inspection and adjustment of governor lever and
(6)
accelerator
(7) Warning lamp & instruments function check

Visual check around engine

If any problem is found, do not use before the engine
repairs have been completed.
• Oil leak from the lubrication system (Unit: liter)
• Fuel leak from the fuel system Max. Min.
Model
• Cooling water leak from the cooling water system (L) (L)
• Damaged parts 4TNV88 5.8 3.5
• Loosened or lost bolts 4TNV94L 7.5 5.5
• Fuel, radiator rubber hoses, V belt cracked, loos- Lube oil capacity may differ from the above volume
ened clamp depending on an engine installed on a machine unit.
Fuel tank level check and fuel supply 2. Replenishing oil pan with lube oil
Check the remaining fuel oil level in the fuel tank and refuel If the remaining engine oil level is low, fill the oil
the recommended fuel if necessary. (Refer to 00-1-4 ) pan with the specified engine oil to the specified
level through the filler port.
Lube oil level check and replenishment
NOTICE
1. Checking oil level
Check the lube oil level with the dipstick, after The oil should not be overfilled to exceed the
adjusting the posture of the machine unit so that an upper limit line. Otherwise a naturally-aspi-
engine may become a horizontality. Insert the dip- rated engine may intake lube oil in the com-
stick fully and check the oil level. The oil shall not be bustion chamber during the operation, then
contaminated heavily and have appropriate viscosity. white smoke, oil hummer or urgent rotation
No cooling water or diesel fuel shall be mixed. may occur, because the blowby gas is
reduced in the suction air flow.
When lube oil is supplied after the engine running, In case of turbo-charged engine oil may jet
check the lube oil level after about 10 minutes pass out from the breather or the engine may
after the engine shutdown so that the lube oil inside become faulty.
may be retuned the oil pan.

00-2-2 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
Cooling water Inspection
Daily inspection of cooling water should be done only by
coolant recovery tank.
• Never open the radiator filler cap while the
engine and radiator are still hot. Steam and hot
water will spurt out and seriously burn you.
Wait until the radiator is cooled down after the
engine has stopped, wrap the filler cap with a
rag piece and turn the cap slowly to gently
release the pressure inside the radiator.
• Securely tighten the filler cap after checking the
radiator. Steam can spurt out during opera-
tion, if the cap is tightened loosely.
1. Checking cooling water volume
Check the cooling water level in the coolant recovery
tank. If the water level is close to the LOW mark,
open the coolant recovery tank cap and replenish the
coolant recovery tank with clean soft water to the
FULL mark.
Standard
The water level of the coolant recovery tank shall be
between the upper and lower limit lines.
2. Replenishing engine with water
If the coolant recovery tank water level is lower than
the LOW mark, open the radiator cap and check the
cooling water level in the radiator. Replenish the
radiator with the cooling water, if the level is low.
SM 709
• Check the cooling water level while the engine is
cool.
Checking when the engine is hot is dangerous.
And the water volume is expanded due to the heat.
• Daily cooling water level check and replenishing
shall be done only at the coolant recovery tank.
Usually do not open the radiator cap to check or
replenish.
IMPORTANT
If the cooling water runs short quickly or
when the radiator runs short of water with
the coolant recovery tank level unchanged,
water may be leaking or the air tightness
may be lost. Increase in the coolant recovery
tank water level during operation is not
abnormal.
The increased water in the coolant recovery
tank returns to the radiator when the engine
is cooled down.
If the water level is normal in the coolant
recovery tank but low in the radiator, check
loosened clamping of the rubber hose
between the radiator and coolant recovery
tank or tear in the hose.
Standard
Engine: The radiator shall be filled up.
(Unit: liter)
Model Cooling water volume In an engine
4TNV88 2.7
4TNV94L 4.2
Engine cooling water capacity may differ from the above
volume depending on an engine installed on a machine
unit.
Fuel pipe and cooling water pipe inspection and
maintenance
Check the rubber hoses for fuel and cooling water pipes
cracked. If the cracked hose is found, replace it with new
one. Check the loosened clamp. If found, tighten it.
Inspection and adjustment of governor lever and
accelerator
Make sure the accelerator of the machine unit can be oper-
ated smoothly before starting the engine. If it feels heavy
to manipulate, lubricate the accelerator cable joints and
pivots. Adjust the accelerator cable if there is a disloca-
tion or excessive play between the accelerator and the
governor lever.
Inspection and Adjustment • 00-2-3
Group 00(D-4TNV88/94L) DIESEL ENGINE

Warning lamp & instruments function check NOTE

Before and after starting the engine, check to see that the
alarm function normally. Failure of alarm cannot warn
the lack of the engine oil or the cooling water. Make it a
rule to check the alarm operation before and after starting
engine every day. Refer to each manual for machine units
in details.
Use a socket wrench or a closed wrench when
removing or tightening a drain plug.
Don't use a spanner because it has the possi-
bility that the spanner will slip and it will get
hurt.

Inspection after initial 50 hours operation

Be sure to check the following points after initial 50 hours
operation, thereafter every 250 hours or 3 months opera-
tion.

No. Inspection Item

(1) Lube oil and filter replacement
(2) V-belt tension check

Lube oil and filter replacement (1st time)

2. Replacing oil filter

• Turn the lube oil filter counter-clockwise using a
When an engine is still hot, be careful with a splash of filter wrench (customer procured) to remove it.
engine oil which may cause burns. Replace engine oil • Clean the mounting face of the oil filter.
after the engine oil becomes warm. It is most effective
to drain the engine oil while the engine is still warm.
In early period of use, the engine oil gets dirty rapidly
because of the initial wear of internal parts. Replace the
engine oil earlier.
Lube oil filter should also be replaced when the engine oil
is replaced.
The procedure of lube oil and lube oil filter replacement is
as follows.
1. Drain engine oil
• Prepare a waste oil container collecting waste oil.
• Remove the oil filler cap to drain easily while
draining the lube oil.
• Loosen the drain plug using a wrench (customer
procured) to drain the lube oil.
• Securely tighten the drain plug after draining the
lube oil.

00-2-4 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
• Moisten the new oil filter gasket with the engine
oil and install the new engine oil filter manually
turning it clockwise until it comes into contact with
the mounting surface, and tighten it further to 3/4
of a turn with the filter wrench.
Tightening torque: 20~24N·m (2.0~2.4kgf·m)
Oil Filter P/No. : 918648
3. Filling oil and inspection
• Fill with new engine oil until it reaches the speci-
fied level.
IMPORTANT
Do not overfill the oil pan with engine oil.
Be sure to keep the specified level between
upper and lower limit on the dipstick.
• Warm up the engine by running for 5 minutes
while checking any oil leakage
• Stop the engine after warming up and leave it stop-
ping for about 10 minute to recheck the engine oil
level with dipstick and replenish the engine oil. If
any oil is spilled, wipe it away with a clean cloth.
V-belt tension check
When there is not enough tension in the V-belt, the V-belt
will slip making it impossible for the altenator to generate
power and cooling water pump and cooling fan will not
work causing the engine to overheat.
Check and adjust the V-belt tension (deflection) in the fol-
lowing manner.
NOTE
Be especially careful not to splash engine oil
on the V-belt, because it will cause slipping,
stretching and aging of the belt.
SM 709
1. Press the V-belt with your thumb [approx. 98N
(10kgf)] at the middle of the V-belt span to check the
tension (deflection).
Available positions to check and adjust the V-belt
tension (deflection) are at the A, B or C direction as
shown in the illustration right.
You may choose a position whichever you can easily
carry out the check and adjustment on the machine
unit.
• "New V-belt" refers to a V-belt which has been
used less than 5 minutes on a running engine.
• "Used V-belt" refers to a V-belt, which has been
used on a running engine for 5 minutes or more.
The specified deflection to be measured at each
position should be as follows.
(Unit: mm)
Direction A B C
For used V-belt 10~14 7~10 9~13
For new V-belt 8~12 5~8 7~11
2. If necessary, adjust the V-belt tension (deflection).
To adjust the V-belt tension, loosen the set bolt and
move the alternator to tighten the V-belt.
3. After replacing with a new V-belt and adjusting it,
run the engine for 5 minutes and readjust the deflec-
tion to the value in the table above.
4. Visually check the V-belt for cracks, oiliness or
wear. If any, replace the V-belt with new one.
Inspection and Adjustment • 00-2-5
Group 00(D-4TNV88/94L) DIESEL ENGINE

Inspection every 50 hours

Be sure to check the following points every 50 hours oper-
ation.

No. Inspection Item

(1) Fuel tank draining
(2) Water separator draining
(3) Bleeding the fuel system
Battery electrolyte level check and battery
(4)
recharging

Fuel tank draining

1. Prepare a waste oil container.
2. Remove the drain plug of the fuel tank to drain
(water, dust, etc.) from the fuel tank bottom.
3. Drain until fuel with no water and dust flow out.
Then tighten the drain plug firmly.
Drain off the water separator in the following manner.
1. Prepare a waste oil container.
2. Close the fuel cock.
3. Loosen the drain cock at the bottom of the water sep-
arator, and drain off any water collected inside.
4. Tighten the drain cock with hand.
5. Be sure to bleed air in the fuel system.

Water separator draining
Drain off the water separator whenever there is a lot of
drain collected in the water separator at the bottom of the
cup even if not the time for periodic inspection hour. The
cup of the water separator is made from semi-transpar-
ency material and in the cup, the red colored float ring
which rises on the surface of the drain is installed to visu-
alize the amoun of drain. Also, the water separator with
sensor to detect the drain for warning device on a controle
panel is provided as the optional.
NOTE
If no drain drips when the drain cock is
opened, loosen the air bleeding bolt on the
top of the water separator by turning
counter-clockwise 2~3 times using screw
driver.
(This may occure in case of the water separa-
tor position is higher than the fuel oil level in
the fuel tank). After draining, be sure to
tighten the air bleeding bolt.
Bleeding the fuel system
Bleed the fuel system according to the following proce-
dures. When there is air in the fuel system, the fuel injec-
tion pump will not be able to function.
1. Check the fuel oil level in the fuel tank. Refuel if
insufficient.
2. Open the cock of the water separator.
3. Loosen the air bleeding bolt on the water separator
by turning 2~3 times to the counter-clockwise using
screw driver or spanner.
4. When the fuel coming out is clear and not mixed
with any bubble, tighten the air bleeding bolt.

00-2-6 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

5. Feed the fuel with the fuel priming pump or electro- • Always disconnect the (-) Negative battery cable
magnetic fuel feed pump. first before disconnecting the battery cables
• In case of the engine using the electro-magnetic from battery. An accidental "Short circuit"
fuel feed pump. may cause damage, fire and or personal injury.
Turn the starter switch to the ON position and hold And remember to connect the (-) Negative bat-
it in the position for 10~15 seconds to operate the tery cable (back onto the battery) LAST.
fuel feed pump.
• In case of the engine installed the fuel filter mount-
ing with the fuel priming pump.
The priming pump is on the top of the fuel filter
mounting. Move the priming pump up and down
to feed fuel until feel your hand slightly heavy.

Proper ventilation of the battery area

Keep the area around the battery well ventilated, pay-
ing attention to keep away any fire source. During
operation or charging, hydrogen gas is generated from
the battery and can be easily ignited.

Do not come in contact with battery electrolyte

Pay sufficient attention to avoid your eyes or skin from
being in contact with the fluid. The battery electrolyte
is dilute sulfuric acid and causes burns. Wash it off
immediately with a large amount of fresh water if you
get any on you.

Battery structure

Battery electrolyte level check and battery

recharging
Fire due to electric short-circuit
• Make sure to turn off the battery switch or dis-
connect the negative cable (-) before inspecting
the electrical system. Failure to do so could
cause short-circuiting and fires.

SM 709 Inspection and Adjustment • 00-2-7

Group 00(D-4TNV88/94L) DIESEL ENGINE

Electrolyte level Yellow zone: Slightly discharged

Red zone: Defective or much discharged
• Check the level of fluid in the battery.
When the amount of fluid nears the lower limit, fill
with battery fluid (available in the market) to the
upper limit. If operation continues with insuffi-
cient battery fluid, the battery life is shortened, and
the battery may overheat and explode.
• Battery fluid tends to evaporate more quickly in
the summer, and the fluid level should be checked
earlier than the specified times.
• If the engine cranking speed is so slow that the
engine does not start up, recharge the battery.
• If the engine still will not start after charging,
replace the battery.
• Remove the battery from the battery mounting of
the machine unit after daily use if letting the
machine unit leave in the place that the ambient
temperature could drop at -15 or less. And store
the battery in a warm place until the next use the 2.
unit to start the engine easily at low ambient tem- Measurement with hydrometer
perature. When using a hydrometer, the measured specific
gravity must be corrected according to the tempera-
ture at the time of measurement. The specific gravity
of battery electrolyte is defined with 20 as the
standard.
Since the specific gravity increases or decreases by
0.0007 when the temperature varies by 1 , correct
the value according to the equation below.

Battery charge
Use a battery tester or hydrometer and check the battery
condition. If the battery is discharged, recharge it.
1. Measurement with a battery tester
When checking the battery with the batter tester, con-
nect the red clip of the tester to the battery positive
(+) terminal and black clip to the battery negative (-)
terminal by pinching them securely, and judge the
battery charge level from the indicator position.

Green zone: Normal

00-2-8 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Specific gravity and remaining battery charge Inspection every 250 hours or 3 months

Specificgravity Discharged quantity Remaining Be sure to check the following points every 250 hours or 3
(20 ) of electricity(%) charge(%) months operation, whichever comes first.
1.28 0 100
No. Inspection Item
1.26 10 90
(1) Lube oil and filter replacement
1.24 20 80
(2) Radiator fin cleaning
1.23 25 75
(3) V-belt tension check
Inspection and adjustment of governor lever
(4)
and accelerator
(5) Air cleaner cleaning and element replacement

Lube oil and filter replacement (The second

replacement and after)
Replace the engine oil every 250 hours operation from
2nd time and on. Replace the engine oil filter at the same
time. Refer to 00-2-2
Radiator fin cleaning

Terminals
Clean if corroded or soiled.
Mounting bracket
Repair or replace it if corroded.
Retighten if loosened.
Battery appearance Beware of dirt from air blowing
Replace the battery if cracked or deformed. Wear protective equipment such as goggles to protect
Clean with fresh water if contaminated. your eyes when blowing compressed air. Dust or fly-
ing debris can hurt eyes.
Dirt and dust adhering on the radiator fins reduce the cool-
ing performance, causing overheating. Make it a rule to
check the radiator fins daily and clean as needed.

SM 709 Inspection and Adjustment • 00-2-9

Group 00(D-4TNV88/94L) DIESEL ENGINE
• Blow off dirt and dust from fins and periphery with
compressed air [0.19MPa (2kgf/cm2) or less] not
to damage the fins with compressed air.
• If contaminated heavily, apply detergent, thor-
oughly clean and rinse with tap water shower.
IMPORTANT
Never use high pressure water or air from
close by fins or never attempt to clean using a
wire brush. Radiator fins can be damaged.
V-belt tension check (The second time and after)
Check and adjust the V-belt tension. Refer to 00-2-5.
Inspection and adjustment of governor lever and
accelerator
The governor lever and accelerating devices (accelerating
lever, pedal, etc.) of the machine unit are connected by an
accelerating wire or rod. If the wire becomes stretched or
the connections loose, the deviation in the position may
result and make operation unsafe. Check the wire period-
ically and adjust if necessary.
Do not strongly move the accelerating wire or accelerat-
ing pedal. It may deform the governor lever or stretch the
wire to cause irregular engine speed control.
Checking and adjusting procedure are as follows.
1. Check that the governor lever of the engine makes
uniform contact with the high idling and low idling
limiting bolt when the accelerating devices is in the
high idling speed or low idling speed position.
00-2-10 • Inspection and Adjustment
2. If either the high or the low idling speed side does
not make contact with the limiting bolt, adjust the
accelerating wire.
Loosen the accelerating wire fixing nut and adjust
the wire to contact with the limitng bolt.
Never release the limiting bolts. It will impair the
safety and performance of the product and functions
and result in shorter engine life.
Air cleaner cleaning and element replacement
Beware of dirt from air blowing
Wear protective equipment such as goggles to protect
your eyes when blowing compressed air. Dust or fly-
ing debris can hurt eyes.
The engine performance is adversely affected when the air
cleaner element is clogged by dust. So periodical clean-
ing after disassembly is needed.
1. Undo the clamps on the dust pan and remove the dust
pan.
2. Loosen the wing bolt on the element and pull out the
element.
SM 709
 Group 00(D-4TNV88/94L) DIESEL ENGINE
3. Blow air [0.29~0.49MPa (3.0~5.0kgf/cm2)] from
inside the element to blow dust off as shown in the
illustration below.
Apply the air blowing pressure as low as possible so
as not to damage the element.
If having the air cleaner with double elements, never
remove and clean the inner element.
The aim of installing the inner element is for back up
protecting from intaking dust during engine running
when leaving the outer element to reinstall after
removing it or when damaging the outer element
unexpectedly during engine running.
4. Replace the element with new one, If the element is
damaged, excessively dirty or oily.
5. Remove the inside dust cover of the dust pan, and
clean inside of the dust pan.
6. Reinstall the element with the wing bolt. (do not
leave the gasket.) Reattach the inside dust cover to
the dust pan and install the dust pan to the air cleaner
case placing the TOP mark upward.
IMPORTANT
When the engine is operated in dusty condi-
tions, clean the element more frequently.
Do not run the engine with removed air
cleaner or element, as this may cause foreigh
material to enter and damage the engine.
SM 709
Inspection every 500 hours or 6 months
Be sure to check the following points every 500 hours or 6
months operation, whichever comes first.
No. Inspection Item
(1) Water separator cleaning
(2) Fuel filter element replacement
(3) Air cleaner cleaning and element replacement
Water separator cleaning
Periodically wash the water separator element and inside
cup with clean fuel oil.
1. Prepare a waste oil container.
2. Close the fuel cock.
3. Loosen the drain cock and drain.
Refer to 00-2-6
4. Turn the retaining ring counter-clockwise and
remove the cup.
(Disconnect the coupler of the lead wire for drain
sensor before removing the cup if it is with drain sen-
sor).
5. Wash the element and inside cup with clean fuel oil.
Replace the element with new one if any damaged.
element p/no : 1234887
6. Insert the element to the bracket (O-ring) and after
putting the float ring in the cup, install it to the
bracket by tightening the retaining ring clockwise.
Tightening torque: 15~20N m (1.5~2.0kgf m)
7. Close the drain cock (connect the coupler if with
drain sensor).
8. Bleed the fuel system. Refer to 00-2-6
Inspection and Adjustment • 00-2-11
Group 00(D-4TNV88/94L) DIESEL ENGINE

Fuel filter element replacement
Replace the fuel filter at specified intervals, before it is
clogged with dust to adversely affect the fuel flow. Also,
replace the fuel filter after the engine has fully been
cooled.
If having the air cleaner with double elements, do not
remove the inner element. If the engine output is still not
recover (or the dust indicator still actuates if having the air
cleaner with a dust indicator) even though the outer ele-
ment has replaced with new one, replace the inner element
with new one.

Inspection every 1,000 hours or one year

Be sure to check the following points every 1,000 hours or
one year operation, whichever comes first.

No. Inspection Item

(1) Cooling water replacement
(2) Diaphragm assy inspection
(3) Turbocharger blower cleaning*
(4) Intake/exhaust valve clearance adjustment
(5) Fuel injection nozzle pressure inspection

1. Close the fuel cock of the water separator. Cooling water replacement

2. Remove the fuel filter using a filter wrench(customer
procured). When removing the fuel filter, hold the
bottom of the fuel filter with a piece of rag to prevent
the fuel oil from dropping. If you spill fuel, wipe
such spillage carefully.
Cooling water contaminated with rust or water scale
reduces the cooling effect. Even when antifreeze agent
(LLC) is mixed, the cooling water gets contaminated due
to deteriorated ingredients. Replace the cooling water at
least once a year.

3. Clean the filter mounting surface and slightly apply

fuel oil to the gasket of the new fuel filter.
4. Install the new fuel filter manually turning until it
comes into contact with the mounting surface, and
tighten it further to 1/2 of a turn using a filter wrench.
Tightening torque for 4TNV88 to 4TNV94L:
20~24N·m(2.0 2.4kgf·m)
Filter P/NO : 932827
5. Bleed the fuel system. Refer to 00-2-6

IMPORTANT
Be sure to use genuine part (super fine mesh
filter). Otherwise, it results in engine dam-
age, uneven engine performance and shorten
engine life.

Air cleaner cleaning and element replacement

Replace the air cleaner element periodically even if it is
not damaged or dirty.
When replacing the element, clean inside of the dust pan
at the time.

00-2-12 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
1. Remove the radiator cap.
2. Loosen the drain plug at the lower portion of the
radiator and drain the cooling water.
3. After draining the cooling water, tighten the drain
plug.
4. Fill radiator and engine with cooling water.
Beware of scalding by hot water
Wait until the temperature goes down before draining
the cooling water. Otherwise, hot water may splash to
cause scalding.
Diaphragm assy inspection
Inspect the diaphragm assy on the rocker arm cover every
1000 hours or 2 years. Refer to 00-4-12 point 6 for the
function of the diaphragm.
1. Loosen screws, and remove a diaphragm assy, and
check whether oil and so on doesn't enter between
the diaphragm and the cover. If oil and so on enters
into the diaphragm assy, the diaphragm doesn't work
well.
SM 709
2. Check the damages of the diaphragm rubber and the
spring. If necessary, replace with new ones.
NOTE
When a diaphragm is damaged, pressure
control inside the crankcase becomes insuffi-
cient, and troubles such as combustion defect
and so on occur.
At lubricating oil replacement or lubricating
oil supply, the amount of lubricating oil isn't
to be beyond the standard upper limit. If the
lubricating oil quantity is beyond the upper
limit or an engine is operated beyond the
allowable maximum angle of an engine, the
amount of oil mist may be inducted in the
combustion chamber and the oil hammer
sometimes may occur.
Turbocharger blower cleaning*
When engine speed seems sluggish or the exhaust color
looks poor, the blades of the turbocharger-blower may be
dirty.
Wash the turbine blower in such a case.
General items
1. As for washing, use washing liquid and clear water.
2. Washing time is the time when about 10% of the
boost pressure decreases more than that of usual
operation state as a standard.
3. Disassemble and clean a turbocharger periodically
because the whole of the turbocharger can't be
cleaned in this method.
Inspection and Adjustment • 00-2-13
Group 00(D-4TNV88/94L) DIESEL ENGINE

Washing point
1. A specified quantity of washing liquid/water is
poured with a filler (ex. Oil sprayer) from the air
inlet of the blower gradually (about ten seconds) at
the normal load (3/4-4/4) of an engine.
And, perform this work at no-load after load running
of the engine, if it is difficult to pour the liquid into
the blower at load running.
Specified quantity of washing liquid/water
Turbocharger model RHB31, RHB51
Injection amount, one time 20 cc

It causes an accident when large quantity of wash-
ing liquid is poured rapidly into a turbocharger.
2. Pour the same amount of clear water as washing liq-
uid/water into the blower about 3-5 minutes later
after the washing liquid/water injection and wash it.
NOTE
The crankshaft shall be turned clockwise as
seen from the radiator side.
The No.1 cylinder position is on the opposite
side of the radiator and the ignition order
shall be 1-3-4-2-1 at 180° intervals.

Since the intake and exhaust valve rocker

arms are operated the same and there is a
It causes an accident when large quantity of water clearance between the arm and valve gener-
is poured rapidly into a turbocharger. ally at the top dead center, the position can
be checked by means of the play when the
3. Repeat the washing after then minutes when there is arm head is held with a hand. Also see that
no change with the boost pressure or the exhaust gas the crankshaft pulley top mark is positioned
temperature after washing. at zero on the timing scale. If there is no
When there is no change at all even if it repeats 3-4 valve clearance, inspection in the disassem-
times, disassemble and maintain the turbocharger bled state is necessary since the valve seat
because of the cruel dirt of the blower or other may be worn abnormally.
causes.
4. Operate the engine at load for at least 15 minutes
after washing, and dry.
Intake/exhaust valve clearance adjustment
Make measurement and adjustment while the engine is
cold.
Valve clearance measurement
1. Remove the rocker arm cover above cylinder head.
2. Set the No.1 cylinder in the compression TDC
Turn the crankshaft to bring the piston of the No.1
cylinder to its compression top dead center while
watching the rocker arm motion, timing scale and the
top mark position of the crankshaft pulley.
(Position where both the intake and exhaust valves
are closed.)

00-2-14 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Valve clearance measurement Ignition order of 4 cylinder engines: 1 3 4 2

In case of 2-valve cylinder head insert a thickness
Cylinder
gage between the rocker arm and valve cap, and 1 2 3 4
No.
record the measured valve clearance.
In case of 4-valve head insert a thickness gage

Exhaust

Exhaust

Exhaust

Exhaust
Suction

Suction

Suction

Suction
between the rocker arm and the valve bridge, and Valve
record the measured valve clearance.
(Use it as the data for estimating the wear state.)

compression compression
The
first

T.D.C
No.1
time

The
second

T.D.C
No.4
time

Valve clearance inspection and adjustment

1. Loosen adjusting bolts
In case of 2-valve cylinder head loosen the lock nut
4. Adjusting other cylinders and adjusting screw, and check the valve for any
In case of 4-cylinder engines, turn the crankshaft inclination of valve cap, entrance of dirt or wear.
180° and make adjustment for the No.3 cylinder.
Then adjust the No.4 and No.2 cylinders in this
order.
The cylinder to be adjusted first does not have to be
the No.1 cylinder. Select and adjust the cylinder
where the piston is the nearest to the top dead center
after turning, and make adjustment for other cylin-
ders in the order of ignition by turning the crankshaft
180° each time. In case of 4-valve cylinder head loosen the lock nut
In case of 3-cylinder engines, turn the crankshaft and adjusting screw of rocker arm. Be careful that
240° and make adjustment for the No.3 cylinder. excessive tension isn't applied to the valve bridge,
Then adjust the No.2 cylinder in this order. and loosen a locknut of valve bridge.
The cylinder to be adjusted first does not have to be
the No.1 cylinder. Select and adjust the cylinder
where the piston is the nearest to the top dead center
after turning, and make adjustment for other cylin-
ders in the order of ignition by turning the crankshaft
240° each time.
The adjustment method of reducing the flywheel
turning numbers (for reference):

For 4 cylinder engines

Set No.1 cylinder to the compression T.D.C. and adjust
the clearance of the mark of the bottom table. Next,
turn the flywheel once, and adjust the clearance of the
mark.

SM 709 Inspection and Adjustment • 00-2-15

Group 00(D-4TNV88/94L) DIESEL ENGINE
NOTE
When loosening a locknut of a valve bridge,
loosen the locknut while fixing the valve
bridge with a wrench so that the valve may
not lean.
Push the bridge head so that a valve bridge and two valve
stem heads may contact each other uniformly, and adjust
an adjusting bolt so that a gap of the valve stem head may
become 0. Tighten a locknut after a valve bridge is fixed
with a wrench.
2. Measuring valve clearance
Insert a 0.2 or 0.3 mm thickness gage between the
rocker arm and valve cap / valve bridge, and adjust
the valve clearance. Tighten the adjusting screw.
NOTE
When tightening a valve bridge locknut of 4-
valve head, tighten a locknut after fixing a
00-2-16 • Inspection and Adjustment
valve bridge with a wrench so that a bridge
may not rotate and a valve may not lean.
3. Apply oil to the contact surface between adjusting
screw and push rod.
4. Adjusting other cylinders
In case of 4-cylinder engines turn the crankshaft 180°
then and make adjustment for the No.3 cylinder.
Then adjust the No.4 and No.2 cylinders in this
order.
The cylinder to be adjusted first does not have to be
the No.1 cylinder. Select and adjust the cylinder
where the piston is the nearest to the top dead center
after turning, and make adjustment for other cylin-
ders in the order of ignition by turning the crankshaft
180° each time.
In case of 3-cylinder engines turn the crankshaft 240°
then and make adjustment for the No.3 cylinder.
Then adjust the No.2 cylinder in this order.
The cylinder to be adjusted first does not have to be
the No.1 cylinder. Select and adjust the cylinder
where the piston is the nearest to the top dead center
after turning, and make adjustment for other cylin-
ders in the order of ignition by turning the crankshaft
240° each time.
SM 709
 Group 00(D-4TNV88/94L) DIESEL ENGINE

Fuel injection nozzle pressure inspection NOTE

As for the opening pressure of the brand-new
fuel nozzle, about 0.5Mpa(5kgf/cm2) declines
by the engine operation for about 5 hours
Wear protective glasses when testing injection from because of the initial wear-out of a spring etc.
the fuel injection valve. Never approach the injection
Therefore, adjust 0.5MPa(5kgf/cm2) higher
nozzle portion with a hand. The oil jetting out from
than the standard value of the above table
the nozzle is at a high pressure to cause loss of sight or
when adjusting a new fuel nozzle of a spare
injury if coming into careless contact with it.
part.
Injection pressure measurement
Remove carbon deposit at the nozzle hole thoroughly
Model Standard MPa(kgf/cm2)
before measurement.
4TNV88/4TNV94L 21.6-22.6(220-230)
1. Connect the fuel injection valve to the high pressure
pipe of the nozzle tester.
2. Operate the nozzle tester lever slowly and read the
pressure at the moment when the fuel injection from
the nozzle starts.
3. If the measured injection pressure is lower than the
standard level, replace the pressure adjusting shim
with a thicker one.

Thickness of
pressure
Injection pressure adjustment
adjusting shims
(mm)

The injection pressure is increased

0.13, 0.15, 0.18, by approx. l.9 MPa(l9 kgf/cm2), when
0.4, 0.5, 0.8 the adjusting shim thickness is
increased by 0.l mm.

SM 709 Inspection and Adjustment • 00-2-17

Group 00(D-4TNV88/94L) DIESEL ENGINE

[Informative: Fuel injection valve structure]

Spray pattern inspection • If extreme oil leak from the overflow joint exists
during injection by the nozzle tester, check after
After adjustment to the specified valve opening pressure,
retightening. If much oil is leaking, replace the
use a nozzle tester and check the spray pattern and seat
nozzle assembly.
oil-tightness.
Seat oil tightness check
• After injecting a few times, increase the pressure
gradually. Hold the pressure for about 5 seconds at
a little before the valve opening pressure of 1.96
MPa(20kgf/cm2), and check to see that oil does not
drip from the tip end of the nozzle.

00-2-18 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
Spray and injection states
• Operate the nozzle tester lever at a rate of once or
twice a second and check no abnormal injection.
• If normal injection as shown below cannot be
obtained, replace the fuel injection valve.
• No extreme difference in angle( )
• No extreme injection angle difference( )
• Finely atomized spray
• Excellent spray departure
Nozzle valve sliding test
Wash the nozzle valve in clean fuel oil. Place the nozzle
body vertically and insert the nozzle into the body to
about 1/3 of its length. The valve is normal if it smoothly
falls by its own weight into the body. In case of a new
nozzle, remove the seal peel, and immerse it in clean die-
sel oil or the like to clean the inner and outer surfaces and
to thoroughly remove rust-preventive oil before using the
nozzle. Note that a new nozzle is coated with rust-preven-
tive oil and is pasted with the seal peel to shut off outer
air.
SM 709
Nozzle punch mark
Inspection every 2000 hours or 2 years
Be sure to check the following points every 2,000 hours or
two years operation, whichever comes first.
No. Inspection Item
(1) Cooling water path flushing and maintenance
Fuel pipe and cooling water pipe inspection
(2)
and maintenance
(3) Intake/exhaust valve seat lapping
Fuel injection timing adjustmentFuel injection
(4)
pump inspection and adjustment
Cooling water path flushing and maintenance
Rust and water scale will accumulate in the cooling sys-
tem through many hours of operation. This lowers the
engine cooling effect. Oil coolers (attached to turbo-
charged engines and some of naturally aspirated engines)
quickly deteriorate the lube oil. The cleaning and mainte-
nance of the following parts are necessary in accordance
with the cooling water replacement.
Cooling system parts: radiator, cooling water pump, ther-
mostat, cylinder block, cylinder head, oil cooler.
Fuel pipe and cooling water pipe inspection and
maintenance
Regularly check the rubber hoses of the fuel system and
cooling water system. If cracked or degraded, replace
them with new one. Replace the rubber hoses at least
every 2 years even if 2,000 hours doesn't come.
Inspection and Adjustment • 00-2-19
Group 00(D-4TNV88/94L) DIESEL ENGINE

Intake/exhaust valve seat lapping

The adjustment is necessary to maintain proper contact of
the valves and seats. Refer to 00-4-18 in Chapter 4.
Fuel injection timing adjustment / Fuel
injection pump inspection and adjustment
The fuel injection timing and the fuel injection pump are
adjusted so that engine performance may become the best
condition. As for the inspection and adjustment of the
fuel pump, it is based on the service manual of the MP
pump of the separate volume. The fuel injection timing is
adjusted by the following procedure.
As for the engine, which adopts a MP type fuel injection
pump, the fuel injection angle (note) is adjusted for the
fuel injection timing adjustment, because the adjusting
NOTICE
method of fuel injection timing like an inline fuel pump
can't be applied. Never loosen four flange bolts, which fasten a
pump flange and a fuel pump drive gear at
the time of the removal of the fuel pump.
When it is loosened, the adjustment of the
fuel injection timing becomes very difficult.

1. Before removing a fuel pump drive gear, make ID

marks on the gearing part of the pump drive gear and
the idle gear with paint and so on.
2. Make the mark-off line to the gear case precisely in
accordance with the position of mark-off line of the
fuel pump.
3. Before removing a fuel pump, put the standard mark
NOTE
of a sticker for fuel injection angle adjustment in
The fuel injection angle (cam angle) is the accordance with the mark-off line of the fuel pump
difference from the injection valve opening and paste it on the gear case.
angle while the fuel injection pump being
driven by a motor and the angle at the
plunger lift 2.5mm of the fuel pump.

And, as for the actual fuel injection angle ,

the measured value is recorded on the pump
body by each every fuel pump.

The adjustment of fuel injection angle

In case that a fuel pump cover, installed with a gear case
cover and the fuel pump are removed, and reassembled,
the procedure of fuel injection angle adjustment is as fol-
lows. (As for the disassembly of a fuel injection pump,
refer to 00-7-4 in chapter 7.)

00-2-20 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

6. Put the fuel pump on the gear case temporarily and

install the drive gear on the cam shaft with checking
the ID marks, which were put on the fuel pump drive
gear and the idle gear at the time of the disassem-
bling.
Tighten the installation nut of a pump drive gear.
Tightening Lubricating oil
Model torque Nm application(thread portion,
(kgf·m) and seat surface)
78~88
4TNV88
(8~9)
Not applied
113~123
4TNV94L
(11.5~12.5)

7. Adjust the injection angle difference, calculated in

the above 5), at 0.25° in the unit in the installation
angle of the fuel pump while reading the mark (mini-
mum 0.5° and cam angle) of the adjustment sticker.

4. Remove a fuel pump, and read the fuel injection

angle recorded in that fuel pump.
5. Read the injection angle recorded on a reassembled
fuel pump and calculate the difference from the
injection angle of the disassembled fuel pump.
(When re-installation does the same fuel pump, the
angular difference is zero.)
Fuel injection angle difference (cam angle) = (the
fuel injection angle of a reassembled fuel pump) NOTICE
- (the fuel injection angle of a disassembled previous
fuel pump) Push down the fuel pump in the outside
direction of the cylinder block at +1 degree
NOTICE when a injection angle difference is +1
Tell the fuel pump number to Yanmar, and degree. And, push it down to the cylinder
inquire the injection angle of the pump when block side when a difference is -1 degree.
it is hard to find out.

SM 709 Inspection and Adjustment • 00-2-21

Group 00(D-4TNV88/94L) DIESEL ENGINE

8. Tighten the fuel pump installation nuts. (Supplementary explanation 2)

(Supplementary explanation 1) When fuel injection timing is advanced or delayed, the
installation angle of the fuel pump is adjusted.
The installation angle of the fuel pump is as follows.
When fuel injection timing is advanced for example at 2
Model Installation angle (deg.)
degrees, loosen the nuts, which fix the fuel pump on the
4TNV88 25 gear case, and turn the fuel pump body in the outside
4TNV94L 13 direction of the cylinder block at 1 degree, and tighten the
pump installation nuts.
And, when fuel injection timing is delayed, a pump is
turned in that reverse direction.

00-2-22 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Adjusting the no-load maximum or Sensor Inspection

minimum speed
1. After warming the engine up, gradually raise the
speed and set it at the no-load maximum revolution.
2. If the no-load maximum speed is out of the standard,
adjust it by turning the high idle limiting bolt.
The no-load maximum speed standard is shown in
the specification tables in 00-1-1 of the chapter 1.
Oil pressure switch
Disconnect the connector from the oil pressure switch.
Keep the voltammeter probes in contact with the switch
terminal and cylinder block while operating the engine. It
is abnormal if circuit is closed.

Thermo switch
Place the thermo switch in a container filled with anti-
freeze or oil. Heat it while measuring the fluid tempera-
ture. The switch is normal if the voltammeter shows
continuity when the fluid temperature is 107~113 deg C.

3. Then set the no-load minimum speed by adjusting

the low idle limiting bolt.
No-load minimum speed standards
(Unit: rpm)
Engine application Rating No-load No-load
class speed maximum minimum
4TNV88 2400 2590 800 or
4TNV94L 2500 2700 more

NOTE
The engine speed may differ from the above
standard depending on an engine installed on
a machine unit.

SM 709 Inspection and Adjustment • 00-2-23

Group 00(D-4TNV88/94L) DIESEL ENGINE

Water leak check in cooling Thermostat Inspection

water system Place the thermostat in a container filled with water. Heat
Check cooling water leakage from the cooling water sys- it while measuring the water temperature, and see that the
tem visually. If any problem is found, Inspect as follows. thermostat is actuated at temperature of following table.

1. Fill cooling water to the normal level in the radiator,

Valve opening Full open lift
and install the cap tester on the radiator. Model
Temperature (deg C)* (Temperature)(mm)
2. Operate the manual pump to set the pressure to 0.09
±0.015MPa (0.9±0.15kgf/cm2). If the cap tester All models 69.5~72.5 8 or more (85deg C)
pressure gage reading drops then, water is leaking
* Valve opening temperature is carved on the flange.
from the cooling water system. Check the water
leaking point.

Radiator cap inspection

Install the radiator cap on the cap tester. Set the tester
pressure to 0.09±0.015MPa (0.9±0.15kgf/cm2) and see
that the cap is opened. If the cap does not open, replace
the cap since it is abnormal.

00-2-24 • Inspection and Adjustment SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
Adjusting Operation
Perform the adjusting operation of a engine as follows
after the maintenance job:
1. Supply the fuel oil, lubricating oil and cooling water.
NOTE
Check the levels of the lubricating oil and
cooling water again after test running (for
about 5 minutes) and add as required.
2. Start the engine, and carry out idling at a low revolu-
tion (700 to 900 rpm) for a few minutes.
3. Run in the engine for about five minutes at the rated
revolution (no-load). Check any water, fuel or oil
leak and existence of abnormal vibration or noise.
Also check the oil pressure, cooling water tempera-
ture and exhaust gas color.
4. Adjust the no-load minimum and maximum revolu-
tions according to the specifications.
5. Perform loaded operation as required.
SM 709
Long storage
Observe the following instructions when the engine is to
be stored for a long period without operation:
1. Always drain coolant water in a cold season or
before a long storage.(This is unnecessary when anti-
freeze is used.)
NOTICE
Negligence of water draining will cause the
coolant water remaining inside the engine to
be frozen and expanded to damage the
engine parts.
Water draining procedure.
a. Remove the radiator cap.
b. Loosen the water draining cock under the radiator
to drain water from the ingide.
c. Loosen the drain cock on the side surface of the
cylinder to drain water from the inside.
d. After drain water, tighten the rodiator cap and
drain plug and cock.
2. Remove the mud, dust and oil deposit and clean the
outside.
3. Perform the nearest periodic inspection before the
storage.
4. Drain or fill the fuel oil fully to prevent condensation
in the fuel tank.
5. Disconnect the battery cable from the battery nega-
tive (-) terminal.
6. Cover the silencer, air cleaner and electric parts with
PVC (Poly Vinyl Chloride) cover to prevent water
and dust from depositing or entrance.
7. Select a well-ventilated location without moisture
and dust for storage.
8. Perform recharging once a month during storage to
compensate for self-discharge.
Inspection and Adjustment • 00-2-25
 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 3

Troubleshooting

Preparation before troubleshooting • How much period and/or time has it been used
after it was maintained last time?
If the signs of a trouble appear, it is important to lecture
• What kind of problem was there on the engine last
on the countermeasure and treatment before becoming a
time, and what kind of maintenance was done?
big accident not to shorten the engine life.
3. Hear the occurrence phenomenon from the operator
When the signs of a trouble appear in the engine or a trou-
of the engine in detail.
ble occurs, grasp the trouble conditions fully by the next
5W1H of the occurrence phenomenon : the investi-
point and find out the cause of sincerity according to the
gation of when (when), where (where), who (who),
troubleshooting. Then repair the trouble, and prevent the
what (what), why (why) and how (how)
recurrence of the trouble.
• When did the trouble happen at what kind of time?
1. What's the occurrence phenomenon or the trouble sit-
• Was there anything changed before the trouble?
uation? (e.g. Poor exhaust color )
• Did the trouble occur suddenly, or was there what
2. Investigation of the past records of the engine or a sign?
Check a client control ledger, and examine the his-
• Was there any related phenomenon.
tory of the engine.
.(e.g. Poor exhaust color and starting failure at the
• Investigate the engine model name and the engine same time)
number. (Mentioned in the engine label.)
Examine the machine unit name and its number in 4. After presuming a probable cause based on the above
the same way. investigation, investigate a cause systematically by
the next troubleshooting guide, and find out the cause
• When was the engine maintained last time?
of sincerity.

SM 709 Troubleshooting • 00-3-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Troubleshooting by measuring
Compression Pressure
Compression pressure drop is one of major causes of
increasing blowby gas (lubricating oil contamination or
increased lubricating oil consumption as a resultant phe-
nomenon) or starting failure. The compression pressure is
affected by the following factors:
1. Degree of clearance between piston and cylinder
2. Degree of clearance at intake/exhaust valve seat
3. Gas leak from nozzle gasket or cylinder head gasket
In other words, the pressure drops due to increased parts
wear and reduced durability resulting from long use of the
engine. 3. Install the compression gage and compression gage
adapter at the cylinder to be measured.
A pressure drop may also be caused by scratched cylinder
or piston by dust entrance from the dirty air cleaner ele- a. Never forget to install a gasket at the tip end of
ment or worn or broken piston ring. Measure the com- the adapter.
pression pressure to diagnose presence of any abnormality 4. With the engine set to the same state as in 2)*1),
in the engine. crank the engine by the starter motor until the com-
Compression pressure measurement method pression gage reading is stabilized.
1. After warming up the engine, remove the fuel injec- Standard compression pressure
tion pipe and valves from the cylinder to be mea- Engine compression pressure list (reference value)
sured.
Compression pressure at Deviation among
2. Crank the engine before installing the compression
Engine 250 rpm MPa (kgf/cm2)
gage adapter. cylinders MPa
mode
Standard Limit (kgf/cm2)
a. Perform cranking with the stop handle at the stop
position (no injection state).
4TNV88 3.43 0.1 2.75 0.1 0.2~0.3
/94L (35 1) (28 1) (2~3)

00-3-2 • Troubleshooting SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Engine speed and compression pressure (for reference)

Measured value and troubleshooting

When the measured compression pressure is below the limit value, inspect each part by referring to the table below.

No. Item Cause Corrective action

- Air cleaner element - Clogged element - Clean the element
1 - Broken element - Replace the element.
- Defect at element seal portion
- Valve clearance - Excessive or no clearance - Adjust the valve clearance.
2

- valve timing - Incorrect valve clearance - Adjust the valve clearance.

3

- Cylinder head gasket - Gas leak from gasket - Replace the gasket.
- Retighten the cylinder head bolts to the
4
specified torque.

- Intake/exhaust valve - Gas leak due to worn valve seat or

- Lap the valve seat.
5 - Valve seat foreign matter trapping
- Replace the intake/exhaust valve.
- Sticking valve
- Piston - Gas leak due to scratching or wear - Perform honing and use an oversized part.
6 - Piston ring
- Cylinder

SM 709 Troubleshooting • 00-3-3

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Quick Reference Table for Troubleshooting

The following table summarizes the general trouble symptoms and their causes. If any trouble symptom occurs, take corrective action before it becomes a serious problem so as not to shorten the engine service life.

Poor
Insufficient Cooling
Starting failure exhaust Hunting Lubricating oil Air intake
Trouble symptom engine output water
color
Engine start
During
sbut stop Exhaust color
work
ssoon.
Corrective action
Exhaust smoke

Cause

Engine does not start.

None
Little
Much
Ordinary
White
Black
White
Black
High knocking sound during combustion
Abnormal engine sound
Uneven combustion sound
During idling
During work
Large engine vibration
Difficulty in returning to low speed
Excessive fuel consumption
Excessive consumption
Dilution by fuel oil
Mixture with water
Low L.O. pressure
Much blow-by gas
Overheat
Low water temperature
Pressure drop
Pressure rise
Exhaust temperature rise

Improper clearance of intake/exhaust valve Adjust the valve clearance.

Compression leakage from valve seat Lap the valve seat.
Seizure of intake/exhaust valve Correct or replace.
Blowout from cylinder head gasket Replace the gasket.
Seized or broken piston ring Replace the piston ring.
Worn piston ring, piston or cylinder Perform honing and use oversize parts.
Seized crankpin metal or bearing Repair or replace.
Improper arrangement of piston ring joints Correct the ring joint positions.
Reverse assembly of piston rings Reassemble correctly.
Worn crankpin and journal bearing Measure and replace.
Loosened connecting rod bolt Tighten to the specified torque.

Engine system
Foreign matter trapped in combustion chamber Disassemble and repair.
Excessive gear backlash Adjust gear meshing.
Worn intake/exhaust valve guide Measure and replace.
Defective governor Make adjustment.
Improper open/close timing of intake/exhaust valves Adjust the valve clearance.

Fouled blower Wash the blower.

Waste gate malfunction Disassemble and inspect.
Worn floating bearing Disassemble and inspect.

Turbocharger
SM 709 Troubleshooting • 00-3-4
Group 00(D-4TNV88/94L) DIESEL ENGINE

Poor
Insufficient Cooling
Starting failure exhaust Hunting Lubricating oil Air intake
Trouble symptom engine output water
color
Engine start
During
sbut stop Exhaust color
work
ssoon.
Exhaust smoke Corrective action

Cause

Engine does not start.

None
Little
Much
Ordinary
White
Black
White
Black
High knocking sound during combustion
Abnormal engine sound
Uneven combustion sound
During idling
During work
Large engine vibration
Difficulty in returning to low speed
Excessive fuel consumption
Excessive consumption
Dilution by fuel oil
Mixture with water
Low L.O. pressure
Much blow-by gas
Overheat
Low water temperature
Pressure drop
Pressure rise
Exhaust temperature rise
Excessive cooling effect of radiator Defective thermostat (kept closed)
Defective thermostat (kept openedor slipping fan
Insufficient cooling effect of radiator
belt
Insufficient cooling water level Check water leakage from cooling water system.
Cracked water jacket Repair or replace.
Slackened fan belt Adjust the belt tension.
Defective thermostat Check or replace.

Cooling Water System

Improper properties of lubricating oil Use proper lubricating oil.
Leakage from lubricating oil piping system Repair.
Insufficient delivery capacity of trochoid pump Check and repair.
Clogged lubricating oil filter Clean or replace.
Defective pressure regulating valve Clean, adjust or replace.
Insufficient lubricating oil level Add proper lubricating oil.

Lubricating System
Too early timing of fuel injection pump Check and adjust.
Too late timing of fuel injection pump Check and adjust.
Improper properties of fuel oil Use proper fuel oil.
Water entrance in fuel system Perform draining from the fuel filter.
Clogged fuel filter Clean or replace.
Air entrance in fuel system Perform air bleeding.
Clogged or cracked fuel pipe Clean or replace.
Check the fuel tank cock, fuel filter, fuel pipe, and
Insufficient fuel supply to fuel injection pump
fuel feed pump.

Fuel system
Uneven injection volume of fuel injection pump Check and adjust.
Excessive fuel injection volume Check and adjust.
Poor spray pattern from fuel injection nozzle Check and adjust.
Foreign matter trapped in the valve inside the
Priming failure
priming pump. (Disassemble and clean.)
Clogged strainer at feed pump inlet Clean the strainer.

00-3-5 • Troubleshooting SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Poor
Insufficient Cooling
Starting failure exhaust Hunting Lubricating oil Air intake
Trouble symptom engine output water
color
Engine start
During
sbut stop Exhaust color
work
ssoon.
Exhaust smoke Corrective action

Cause

Engine does not start.

None
Little
Much
Ordinary
White
Black
White
Black
High knocking sound during combustion
Abnormal engine sound
Uneven combustion sound
During idling
During work
Large engine vibration
Difficulty in returning to low speed
Excessive fuel consumption
Excessive consumption
Dilution by fuel oil
Mixture with water
Low L.O. pressure
Much blow-by gas
Overheat
Low water temperature
Pressure drop
Pressure rise
Exhaust temperature rise

Clogged air filter Clean.

Engine used at high temperatures or at high altitude Study output drop and load matching.
Clogged exhaust pipe Clean.

Air/Exhaust Gas System

Starting motor defect Repair or replace.
Alternator defect Repair or replace.
Open-circuit in wiring Repair.
Battery voltage drop Inspect and change the battery.

Electrical System
SM 709 Troubleshooting • 00-3-6
 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 4

Disassembly, Inspection and Reassembly of Engines

Complete disassembly and

reassembly

Introduction Always wear glasses or other protectors when using

Make preparation as follows before starting engine compressed air or steam to prevent any foreign matter
inspection and service: from getting in the eyes.

1. Fix the engine on a horizontal base. NOTICE

Be sure to fix the engine securely to prevent injury or
damage to parts due to falling during the work.
2. Remove the cooling water hose, fuel oil pipe, wire
harness, control wires etc. connecting the driven
machine and engine, and drain cooling water, lubri-
cating oil and fuel.
Any part which is found defective as a result
of inspection or any part whose measured
value does not satisfy the standard or limit
shall be replaced.
Any part predicted to dissatisfy the standard
or limit before the next service as estimated
from the state of use should be replaced even
when the measured value then satisfies the
standard or limit.

3. Clean soil, oil, dust, etc. from the engine by washing

with solvent, air, steam, etc. Carefully operate so as
to prevent any foreign matter from entering the
engine.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Special service tools

Special Tools

No. Tool name Applicable model and tool size Illustration

mm

Model L1 L2 d1 d2

Valve guide tool 4TNV88 20 75 7.5 11

1
(for extracting valve guide) 4TNV94L 20 75 6.5 10

Locally manufactured

mm

Model L1 L2 d1 d2
4TNV88 15 65 14 20
Valve guide tool
2 4TNV94L 7 60 13 16
(for inserting valve guide)

Locally manufactured

mm

Model L1 L2 d1 d2
Connecting rod bushing 4TNV88 20 100 26 29
replacer 4TNV94L 20 100 30 33
3
(for removal / installation
of connecting rod bushing)

Locally manufactured

Valve spring compressor

yanmar code No.
4 (for removal / installation
129100-92630
of valve spring)

00-4-2 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

No. Tool name Applicable model and tool size Illustration

mm

Model d1 d2 d3 L1 L2 L3
4TNV88 16.2 22 13.5 18.8 65 4
Stem seal inserter
5 4TNV94L 15.2 21 12 11.8 65 4
(for inserting stem seal)

Locally manufactured

Filter wrench
6 (for removal / installation Available on the market
of L.O. filter)
mm

Model L1 L2 d1 d2
Camshaft bushing tool 4TNV88 18 70 45 48
7 (for extracting camshaft 4TNV94L 18 70 50 53
bushing)

Locally manufactured

Cylinder bore
Flex-Hone Model Parts No.
(mm)
8 (For re-honing of cylinder
liner) 4TNV88
129400-92430 83~95
~4TNV94L

Yanmar code No. 95550-002476

Piston insertion tool
9 The above piston insertion tool is applicable
(for inserting piston)
to 60-125 mm diameter pistons.

Piston ring replacer

10 (for removal / installation Available on the market
of piston ring)

Crankshaft pulley Locally manufactured(for 4TNV94L)

11
installing tool (Refer to 00-4-24 in detail)

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Measuring instruments

No. Instrument name Application Illustration

Measurements of shaft bending, and strain and

1 Dial gage
gap of surfaces

Measurements of narrow or deep portions that

2 Test indicator
cannot be measured by dial gage

For holding the dial gage when measuring using

3 Magnetic stand
a dial gage, standing angles adjustable

For measuring the outside diameters of

4 Micrometer
crankshaft, pistons, piston pins, etc.

For measuring the inside diameters of cylinder

5 Cylinder gage
liners, rod metal, etc.

For measuring outside diameters, depth,

6 Calipers
thickness and width

7 Depth micrometer For measuring of valve sink

For measuring valve spring inclination and

8 Square
straightness of parts

00-4-4 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

No. Instrument name Application Illustration

9 V-block For measuring shaft bend

For tightening nuts and bolts to the specified

10 Torque wrench
torque

For measuring gaps between ring and ring

11 Thickness gage
groove, and shaft joints during assembly

12 Cap tester For checking water leakage

For checking concentration of antifreeze and the

13 Battery coolant tester
battery electrolyte charge status

For measuring injection spray pattern of fuel

14 Nozzle tester
injection nozzle and injection pressure

15 Digital thermometer For measuring temperatures

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-5

Group 00(D-4TNV88/94L) DIESEL ENGINE

No. Instrument name Application Illustration

For measuring revolution by contacting the

Contact type
mortise in the revolving shaft

16 Speedometer
For measuring revolution by sensing the
Photoelectric
reflecting mark on the outer periphery of the
type
revolving shaft

For measuring resistance, voltage and

17 Circuit tester
continuity of electrical circuits

For measuring compression pressureYanmar

18 Compression gage kit
code No. TOL-97190080

Complete disassembly
Peripheral parts such as air cleaner, muffler and radiator differ in installation and types for each application.
Therefore, description in this Chapter is started with the steps to be taken just after the peripheral parts have been
removed.

Step Removal Parts Remarks

1. Thoroughly remove sand, dust, dirt and soil from the
surface of the engine.
1
2. Drain cooling water and lubricating oil from the
engine.
1. Remove turbocharger and exhaust manifold.
2
2. Remove intake manifold and surge tank.
1. Close the fuel cock valve of the fuel tank. 1. If nozzle seat is left on the cylinder head, remove
2. Remove high-pressure fuel pipe. the cylinder head before extracting nozzle seat.
3. Remove fuel return pipe. 2. To prevent dust from entering fuel injection nozzle,
4. Loosen the tightening nut on fuel injection nozzle fuel injection pump and high-pressure fuel pipe, seal
3
retainer and extract the retainer and fuel injection their respective threads with a tape or the like.
nozzle. 3. Whenever extracting fuel injection nozzle, replace
*) Fuel injection nozzle for Indirect injection system is nozzle protector with a new one.
screwed type.

00-4-6 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Step Removal Parts Remarks

4 1. Remove rocker arm cover assembly.
1. Remove valve rocker arm shaft assembly. 1. Attach a tag to push rod for each cylinder No. to put
2. Remove push rod. the push rod in order.
2. Remove valve cap from the intake/exhaust valve
head.
5 3. Note that tappet of the indirect injection system can
be removed at the same time when push rod is
extracted.
4. Attach a tag to tappet for each cylinder No. to put
the tappet in order.
1. Remove fan mounting bolt, and then remove fan. 1. Never turn down alternator vigorously toward the
2. Loosen adjusting bolt for the V-belt adjuster, and cylinder block. Otherwise, your finger may be
6 then remove V-belt. nipped and alternator broken.
3. Remove alternator.
4. Remove the spacer for cooling fan and V-pulley.
1. Remove lubricating oil filter assembly.
7
2. Extract dipstick form the oil dip-stick hole.
1. Disconnect fuel return pipes to.
8
2. Remove fuel filter.
1. Disconnect cooling water pipe from the cooling
water pump.
9
2. Remove thermostat assembly.
3. Remove cooling water pump.
1. Remove cylinder head tightening bolt. 1. Lay a cardboard or the like on the floor and place
2. Remove cylinder head assembly. cylinder head assembly on it so as not to damage
3. Remove cylinder head gasket. the combustion] surface.
2. Order of loosening the cylinder head tightening
bolts.

10

3. To remove the intake/exhaust valves from cylinder

head assembly, take the following steps.
a) Using a valve spring compressor (see Chapter 00-5-
1), compress valve spring and remove valve cotter.
b) Remove valve retainer and valve spring.
c) Remove intake valve and exhaust valve.

Step Removal Parts Remarks

1. Remove crankshaft V-pulley clamping bolt. 1. Extract crankshaft V-pulley by hitting the bolt of the
11
2. Using a puller, extract crankshaft V-pulley. puller using a plastic hammer or the like.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-7

Group 00(D-4TNV88/94L) DIESEL ENGINE

1. Remove oil pan mounting bolt under gear case. 1. Never fail to removes stiffner bolt at the center of the
2. Remove gear case mounting bolt. gear case.
12
3. Remove gear case. 2. When removing the gear case, carefully protect oil
seal from damage.
1. Remove the nut from fuel injection pump drive gear. 1. Before removing fuel injection pump, make sure of
Extract fuel injection pump drive gear using a puller. the position of the arrow of the pump body for
13 adjusting fuel injection timing as well as the position
of the scribed line of the gear case flange. (Applies
only to direct injection system.)

14 1. Remove lubricating oil pump.

15 1. Remove starting motor from flywheel housing.

1. Remove flywheel mounting bolt. 1. Carefully protect the ring gear from damage mage.
16
2. Remove flywheel.
1. Remove flywheel housing. 1. Carefully protect the oil seal from damage.
17 2. Remove oil seal case with a screwdriver or the like
by utilizing grooves on both sides of oil seal case.
1. Remove oil pan and spacer. 1. Put the cylinder block with the attaching surface of
the cylinder head facing down.
2. Carefully protect the combustion surface of the cyl-
inder block from damage.
18
3. For indirect injection system, be careful to the possi-
bility of the tapped to drop off when the cylinder
block is turned upside down, because the tappet is
cylindrical in shape.
1. Remove idle gear shaft, and then remove idle gear. 1. Turn the cylinder block aside and carefully prevent
2. Remove mounting bolt of thrust bearing through the tappet from jamming on the cam.
19 hole of the camshaft gear. Remove camshaft 2. Preheat camshaft gear and camshaft assembly to
assembly. 180°~200°C which are shrink fitted, before remov-
ing them.

20 1. Remove gear case flange.

21 1. Remove lubricating oil strainer.

1. Remove crankpin side cap of the connecting 1. Before extracting piston, remove carbon deposits
rod.While turning crankshaft, place piston in the bot- from the upper wall of the cylinder using fine sand-
tom dead center (BDC). paper, while taking care not to damage the inner
surface of the cylinder.
22
2. Make sure than cap No. of connecting rod agrees
with cylinder No.
3. Take care not to let crankpin metal fall when remov-
ing connecting rod crankpin side cap.

00-4-8 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Step Removal Parts Remarks

1. Remove main bearing cap bolt. While shaking main 1. Before extracting crankshaft, measure the side gap
bearing cap, remove main bearing cap together with around it.
lower main bearing metal.
2. Extract crankshaft, taking care not to damage it.
3. Remove upper main bearing metal.

23

Apply a dial gauge to the end of crankshaft. Force

the crankshaft on both sides in the axial direction to
measure the thrust gap. Alternatively, insert a thick-
ness gauge directly between the base thrust metal
and the thrust surface of the crankshaft to measure
the gap.If the limit size is exceeded, replace the
thrust metal with a new one.
Thrust gap (All models)
2. Notice on the removal of thrust metal.
a) When removing thrust metal, ascertain the position
and direction where thrust metal is installed in
relation to the cap.
b) Make sure that the thrust metal groove is outward in
relation to the cap.
1. Remove piston and connecting rod assembly. 1. To selectively remove a desired piston and connect-
ing rod assembly without extracting crankshaft, take
the steps itemized below:
a) Remove carbon deposits from the upper wall of the
cylinder using fine sandpaper, taking care not to
damage the inner surface of the cylinder.
24
b) While turning the crankshaft, with the connecting
rod cap removed, raise the piston up to the top
dead center (TDC).
c) Extract the piston/connecting rod assembly while
tapping the connecting rod at the large end with the
handle of a plastic hammer or the like.

25 1. Remove tappet.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-9

Group 00(D-4TNV88/94L) DIESEL ENGINE

Precautions before and during reassembly • Valve stem seal

• Head gasket packing
To reassemble engine components, reverse the procedure
of disassembly. However, follow the precautions below • Nozzle protector and nozzle seat of the fuel injec-
and the precautions from in chapter 4 to in chapter 7 par- tion valve
ticularly before and during reassembly. • Various copper packing, O-rings and gasket pack-
ing.
Cleaning the component
Use particular care to clean the cylinder block, cylinder Adjusting operation
head, crankshaft, and camshaft. Ensure that they are free
from chips, dust, sand, and other foreign matter. Make sure to perform adjusting operation after complet-
ing reassembly. Refer to 00-2-24 for the operation proce-
Parts to be replaced during reassembly
dure.
Be sure to replace the following parts with new ones dur-
ing assembly.

Cylinder Head: Disassembly, Inspection and Reassembly

Components (2-valve cylinder head)

00-4-10 • Disassembly, Inspection and Reassembly of Engines SM 709


Disassembly procedure:
Disassemble in the order of the numbers shown in the
illustration.
1. Remove the alternator assy. (Point1)
2. Remove the fan, pulley and V belt.
3. Remove the thermostat case. (Point2)
4. Remove the fuel filter and fuel oil piping. (Point3)
5. Remove the oil level gage assy.
6. Remove the oil filter. (Point4)
7. Remove the fuel injection pipes. (Point5)
8. Remove the intake manifold assy.
SM 709
Group 00(D-4TNV88/94L) DIESEL ENGINE
9. Remove the exhaust manifold assy.
10. Remove the rocker arm cover Assy.
11. Remove the rocker shaft assy, push rods and valve
caps. (Point6)
12. Remove the cylinder head assy and head gasket.
(Point7)
13. Remove the fuel injection valves and fuel return
pipe. (Point8)
14. Remove the intake/exhaust valves, stem seals and
valve springs. (Point9)
15. Remove the rocker arms from the rocker shaft.
Reassembly procedure:
Reverse order of the disassembly procedure.
Servicing points
Point 1
[Disassemble]
• Loosen the mounting bolt while supporting the
alternator.
Disassembly, Inspection and Reassembly of Engines • 00-4-11
Group 00(D-4TNV88/94L) DIESEL ENGINE

[Disassemble]
• Cover the fuel pipe opening with tape to prevent
intrusion of foreign matters.
Do not tilt the alternator toward the cylinder block in Poin 4
haste since it may damage the alternator or pinch a
[Reassemble]
finger.
• Replace the oil filter with a new one.
[Reassemble]
• After fully tightening the filter manually, retighten
• The belt deflection shall be checked according to it with a filter wrench by 3/4 turn.
00-2-5 in Chapter2.
Point 5
[Reassemble]
[Disassemble]
• Replace the belt with a new one if cracked, worn or
damaged. • Cover the fuel injection pipe and pump inlets and
outlets with tape or the like to prevent intrusion of
• Carefully prevent the belt from being smeared with
foreign matters.
oil or grease.
Point 6
1. Removing pipe seals of 4 valve head.
[Disassemble]
• Take off a rocker arm cover in case of 4 valve head
after removing fuel injection pipes and pipe seals.

NOTICE
Attention is necessary because a fuel nozzle is
caught in a pipe seal and the pipe seal is dam-
aged when a rocker arm cover is lifted with a
pipe seal sticking to the rocker arm cover.

• Insert a minus driver in the slit part of the rocker

arm cover, and remove it when removing a pipe
seal.
[Reassemble]
Point 2
• Replace the used pipe seal with a new one when
[Reassemble] removing a pipe seal.
• Check the thermostat function.
Pont 3
[Reassemble]
• Replace the fuel filter element with a new one.

00-4-12 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
2. Breather system (A reductor to intake air system of
blowby gas)
Emitting blowby gas is harmful to natural environ-
ment. Therefore blowby gas reductor is adopted to
TNV series naturally- aspirated engines as breather
system (Turbocharged engines emitblowby gas).
Some of the combustion gas passes through the
clearance between the cylinder and the piston, piston
ring, and flows to the crankcase. This is said as
blowby gas. While it passes into the cylinder head
and the rocker arm cover, the blowby gas mixes with
splash oil, and becomes oil mist-blowby gas mixes
with splash oil, and becomes oil mist-blowby gas ith
passing through the baffle plate inside a rocker arm
cover. And it passes through a diaphragm assy, and a
intake manifold, and is reduced in the combustion
chamber. Pressure inside a crankcase is controlled
by the function of the diaphragm assy, and suitable
amount of blowby gas is reduced in intake air system.
[Disassemble]
When a rocker arm cover is taken off, check whether
oil or the like enter the diaphragm space from a small
SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-13
hole on the side of a diaphragm cover or not without
disassembling the diaphragm.
NOTICE
1. When a diaphragm is damaged, pressure control
inside the crankcase becomes insufficient, and
troubles occur. When the internal pressure of the
crankcase decreases too much due to the damage
of a spring, much blowby gas containing oil is
reduced in intake air system, and it may cause the
combustion defect by the early dirt of the intake
valve or the urgent rotation of the engine by the
oil burning.
When pressure progresses in the crank case too
much due to the wrong operation of the dia-
phragm and so on, it is considered that oil leakage
from the joint of a oil pan, a oil seal and so on will
occur. When a diaphragm is damaged, blowby is
discharged from the breathing hole on the side of
diaphragm cover, and not reduced in the intake
manifold. Therefore, be careful of the diaphragm
trouble.
2. At lubricating oil replacement or lube oil supply
The amount of lubricating oil isn't to be beyond
the standard upper limit (in the engine horizon-
tality, the upper limit mark of the dip stick). Since
the blowby gas reductor is adopted, be careful
that the amount of oil mist may be inducted in the
combustion chamber and the oil hammer some-
times may occur, when the lubricating oil quantity
is beyond the upper limit or an engine is operated
beyond the allowable maximum angle of an engine.
[Reassembly]
Replace the diaphragm with new one, when it is dam-
aged.
Group 00(D-4TNV88/94L) DIESEL ENGINE

Point 7 N m(kgf m)

[Disassemble] 4TNV94L
First step 49.0~58.8(5.0~6.0)
• Keep the removed push rods by attaching tags
showing corresponding cylinder Nos. Second step 103.1~112.9(10.5~11.5)

[Reassemble]
Point 9
• Always apply oil to the contact portions of the
push rods and clearance adjusting screws. [Disassemble]
• Carefully remove the fuel injection valve so as not
to leave the top end protector from being left inside
the cylinder.
[Reassemble]
• Replace the fuel injection valve protector with a
new one.
Point 10
[Disassemble]
• When removing each intake/exhaust valve from
the cylinder head, use a valve spring compressor
and compress the valve spring and remove the
valve cotter.)
• Keep each removed intake/exhaust valve after
attaching a tag showing the corresponding cylinder
No.
Point 8 • If cotter burr is seen at the shaft of each intake/
exhaust valve stem, remove it with an oilstone and
[Disassemble] extract the valve from the cylinder head.
• Loosen the cylinder head bolts in two steps in the
illustrated order.
• Place the cylinder head assy on a paper board to
prevent the combustion face from any damage.
[Reassemble]
• Remove the head gasket with a new one.
• Uniformly install the head bolts manually after
applying oil on the threaded and seat portions
• They shall be tightened in two steps in the reverse [Reassemble]
of the order for disassembly.
• Replace the stem seal with a new one when an
• Tightening torque intake/exhaust valve is disassembled.
N m(kgf m)
• Carefully install each valve after oil application so
4TNV88 as not to damage the stem seal.
First step 41.1~46.9(4.2~4.8) • Different stem seals are provided for the intake and
Second step 85.3~91.1(8.7~9.3) exhaust valves. Do not confuse them since those
for exhaust valves are marked with yellow paint.
• After assembling the intake/exhaust valve, stem
seal, valve spring, seat, and cotter, tap the head of
the valve stem lightly for settling.

00-4-14 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

• Do not forget to install the valve cap.

Parts Inspection and measurement

Cylinder head
Clean the cylinder head, mainly the combustion surface,
valve seats and intake/exhaust ports, remove carbon
deposit and bonding agent, and check the surface state.
1. Appearance check
Check mainly discoloration and crack. If crack is
suspected, perform color check.
2. Combustion surface distortion
Apply a strait-edge in two diagonal directions and on
four sides of the cylinder head, and measure distor-
tion with a thickness gage.
mm
Standard Limit
Distortion 0.05 or less 0.15

4. Seat contact
Apply a thin coat of minium on the valve seat. Insert
the valve in the cylinder and push it against the seat
to check seat contact.
Standard: Continuous contact all around

3. Valve sink
Measure with the valve inserted to the cylinder head.
mm
Standard Limit
4TNV88 Intake 0.30~0.50 0.8
(2-valve head) Exhaust 0.30~0.50 0.8
4TNV94L Intake 0.36~0.56 0.8
(4-valve head) Exhaust 0.35~0.55 0.8

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-15

Group 00(D-4TNV88/94L) DIESEL ENGINE

Valve guide Intake/exhaust valve

Mainly check damage and wear on the inside wall. Mainly clean and check damage and wear at the valve
Apply the service part code when replacing a part. stem and seat.
1. Seat contact
Model Service part code
Suction 904282
2. Stem outside diameter
4TNV88(2-valve)
Exhaust 931693 3. Valve head thickness
mm
4TNV94L(4-valve) Suc./Exh. 1234944
Model Part Standard Limit
Intake 1.34 0.50
4TNV88
Exhaust 1.45 0.50
Intake 1.71 1.00
4TNV94L
Exhaust 1.65 1.00

Valve stem clearance 4. Valve stem bend

mm
mm
Limit 0.01
Model Part name Place Standard Limit
Guide I.D. 8.010 ~8.025 8.10
Intake
Stem O.D. 7.955 ~7.975 7.90
value
4TNV88 Clearance 0.035 ~0.070 0.18
(2-valve
head) Guide I.D. 8.015 ~8.030 8.10
Exhaust
Stem O.D. 7.955 ~7.970 7.90
value
Clearance 0.045 ~0.075 0.18
Guide I.D. 7.000 ~7.015 7.08
Intake
Stem O.D. 6.945 ~6.960 6.90
value
4TNV94L Clearance 0.040 ~0.070 0.17
(4-valve
head) Guide I.D. 7.000 ~7.015 7.08
Exhaust 5. Overall length
Stem O.D. 6.940 ~6.955 6.90 mm
value
Clearance 0.045 ~0.075 0.17
Standard Limit
4TNV88 Intake/Exhaust
4TNV94L Intake/Exhaust 115 114.5

00-4-16 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Valve spring mm

Mainly inspect damage and corrosion. Model Items Standard Limit

mm Arm hole diameter 16.00~16.02 16.07
Free length Standard Inclination limit 4TNV88 Shaft O.D. 15.97~15.98 15.94
4TNV88 42.0 1.2 Clearance 0.016~0.054 0.13
4TNV94L 47.5 1.2 Arm hole diameter 18.50~18.52 18.57
4TNV94L Shaft O.D. 18.47~18.49 18.44
Clearance 0.01~0.05 0.13

Rocker arm shaft

Mainly inspect seizure and wear at the surface in sliding
contact with the arm. The rocker shaft diameter shall be
as specified in (5) above.

Push rod
Mainly inspect the surface in contact with the tappet and
adjusting screw. Slight defects shall be corrected with an
Valve rocker arm oilstone.
Mainly inspect valve head cap contact surface, inside sur-
face defects and wear. Bend limit 0.03mm or less

Slight surface defects shall be corrected with an oilstone.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-17

Group 00(D-4TNV88/94L) DIESEL ENGINE

Valve clearance adjusting screw
Mainly inspect the surface in contact with the push rod.
Slight defects shall be corrected with an oilstone.
Rocker arm spring
Mainly inspect surface defects and corrosion.
3. If the seat is heavily roughened and the width is
much enlarged, grind the seat inner surface with a
seat grinder whose center angle is 40°, then grind the
seat outer surface with a grinder whose center angle
is 150° to make the seat width match the standard.
Then perform seat correction as described in 2), and
then carry out lapping [A] and [B].

Valve seat correction Grinding wheel 1 2

angle 40 150
NOTICE
Always check the oil clearance between the Valve guide replacement
valve and valve guide before correcting the
valve seat. If it exceeds the limit, replace the 1. Use a valve guide extraction tool and extract the
valve or valve guide first to make the clear- valve guide from the cylinder head.
ance satisfy the standard. After correction,
wash the valve and the cylinder head suffi- 2. Put liquid nitrogen or ether (or alcohol) with dry ice
ciently with diesel oil to remove all grinding added in a container and put the valve guide for
powder or compound. replacement in it for cooling. Then insert it in with a
valve guide inserting tool (Refer to No.2 of 00-4-2)
1. If the seat surface is slightly roughened: perform [A]
and [B] below.
[A] : Lap the valve and seat with a mixture of valve
compound and engine oil.
[B] : Lap with engine oil only.
2. If the seat is heavily roughened but the width is
almost normal, correct with a seat grinder or seat cut-
ter first. Then perform lapping [A] and [B].

Intake Exhaust
Seat cutter angle 120 90

Do not touch the cooled valve guide with bare hands to

avoid skin damage.

00-4-18 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Check the inside diameter and finish to the standard 3. Measure and check the projection of valve stem seal
inside diameter as required with a reamer. to keep proper clearance between valve guide and
stem seal.
4. Check the projection from the cylinder head.
mm
mm
Model Number of valves Projection
Model Number of valves Projection
4TNV88 2 valves 18.7~19.0
4TNV88 2 valves 14.7~15.0
4TNV94L 4 valves 11.7~12.0
4TNV94L 4 valves 9.7~10

Valve stem seal replacement

Always use a new seal after the intake/exhaust valve is
disassembled. Since the one for the exhaust valve is
marked with yellow paint, do not confuse the intake and
exhaust valves.
1. Apply engine oil to the lip.
2. Push with the inserting tool for installation.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-19

Group 00(D-4TNV88/94L) DIESEL ENGINE

Gear Train and Camshaft

Components

Disassembly procedure: 7. Remove the PTO drive gear. (See Point 5 of 00-4-
22)
Disassemble in the order of the numbers in the illustra-
tion. 8. Remove the starting motor.

1. Perform steps 1) to 12) of the cylinder head disas-
sembly procedure.
2. Remove the cooling water pump.
3. Remove the crankshaft pulley. (See Point 1 of 00-4-
21)
4. Remove the gear case cover. (See Point 2 of 00-4-
21)
5. Remove the fuel injection pump. (See Point 3 of 00-
4-21)
6. Remove the idle gear assy. (See Point 4 of 00-4-21)
9. Remove the flywheel. (See Point 6 of 00-4-22)
10. Remove the camshaft assy. (See Point 7 of 00-4-22)
11. Remove the gear case. (See Point 8 of 00-4-22)
12. Remove the oil seal from the gear case cover. (See
00-4-24)
Reassembly procedure:
Reverse of the disassembly procedure.

00-4-20 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Servicing points mm
4TNV88 Standard Limit
Point 1
Crankshaft gear,Camshaft
[Disassemble] 0.07
gear,Fuel injection pump 0.17
~0.15
• Remove the crankshaft pulley using a gear puller gear,Idle gear, PTO gear,
after removing the crankshaft pulley set bolt. 0.11
Lubricating oil pump gear 0.21
When removing the pulley using the gear puller, ~0.19
use a pad and carefully operate so as not to damage
the thread. Set the gear puller securely to prevent 4TNV94L Standard Limit
the pulley from being damaged.
Crankshaft gear,Camshaft
0.08
[Reassemble] gear,Fuel injection pump 0.16
~0.14
gear,Idle gear, PTO gear,
• Apply lithium grease to the oil seal lips. For the oil
seal with double lips dust seal, further slightly 0.09
Lubricating oil pump gear 0.17
apply engine oil on the lips so as not to damage ~0.15
them.
• Apply sealant and install the gear case by correctly
• Clean by wiping off any oil on both taper surfaces positioning the two dowel pins.
using detergent.
• Be sure to use the crankshaft pulley installing tool
so as not to damage the oil seal lips. (See 00-4-24 Point 3
Oil seal replacement) [Disassemble]
• When installing the crankshaft pulley, apply lube • Remove the mounting nut of the fuel injection
oil to the set bolt to tighten and carefully assemble pump drive gear, remove the gear using the gear
so as not to damage the oil seal. puller, and remove the fuel injection pump. Do not
N m(kgf m)
forget to remove the stay on the rear side. When
Model Tightening torque extracting the gear using the gear puller, use a pad
4TNV88 112.7~122.7 (11.5~12.5) at the shaft and carefully operate so as not to dam-
4TNV94L 107.9~127.5 (11.0~13.0) age the thread.
[Reassemble]
Point 2 • Tightening torque for fuel pump drive gear nut
[Reassemble] (without lube. Oil)
N m(kgf m)
• When installing the gear case, do not forget to
install the two reinforcing bolts at the center. Model Tightening torque

• Measure the backlash of each gear. 4TNV 88 78~88 (8.0~9.0)

4TNV94L 113~123 (11.5~12.5)

Point 4
[Reassemble]
• Assemble crankshaft gear A, fuel injection pump
drive gear B and camshaft gear C at the same time
by aligning with idle gear A, B and C marks.
• Install the idle gear shaft with the oil hole facing
upward.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-21

Group 00(D-4TNV88/94L) DIESEL ENGINE

Point 5 [Disassemble]
[Reassemble] • Since the camshaft gear is shrink-fit, heat it to
• Install the PTO drive gear with its inner spline side 180 ~200 for extraction.
facing the flywheel. • For camshaft removal, raise the engine with its
mounting flange at the bottom. After removing the
Point 6
thrust metal mounting bolt from the camshaft gear
[Disassemble] hole, extract the camshaft carefully so as not to
damage the bearing bushing.
• Install a bolt as a handle in the hole at the end face
of the flywheel and remove carefully so as not to • Rotate the camshaft a few turns before extracting it
damage the ring gear. to prevent the tappet from being caught by the
cam.
[Reassemble]
• After removing the camshaft, set the engine hori-
Flywheel mounting bolt : apply lube oil zontal and fix it on the base.
N m(kgf m)
Model Tightening torque
4TNV88 83.3~88.2 (8.5~9.0)
Unforeseen injury may arise due to falling of slipping
4TNV94L 186.2~205.8 (19.0~21.0)
when raising the engine vertically or returning it to the
horizontal position. Proceed carefully so as not to lose
Point 7 balance.

[Disassemble] Point 8 : Gear case

• Measure the camshaft side gap. [Reassemble]

mm • Do not forget to install the oil pan mounting bolts
Item Standard Limit on the bottom side when installing the gear case.
Side gap 0.05~0.20 0.30 • Apply sealant (code No.931667) and install the
gear case by matching the two dowel pints.
• If the measured side gap exceeds the limit, replace
the thrust metal.
Parts inspection and measurement
Camshaft
Mainly check the contact between the tappet and cam con-
tact surface, bearing seizure and wear, and gear damage.

00-4-22 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

1. Shaft bend measurement The oil clearance shall be calculated by subtracting

Support the camshaft with V blocks. Rotate the cam- the measured camshaft outside diameter from the
shaft and measure the runout at the center of the cam- camshaft bushing inside diameter after insertion to
shaft and at each journal with a dial gage. half of the the cylinder measured with a cylinder gage.
runout is the bend.
mm
Item Standard Limit
Bend 0~0.02 0.05

2. Intake/exhaust cam height measurement

mm
Model Standard Limit
4TNV88 38.600~38.800 38.350
4TNV94L 43.400~43.600 43.150

3. Camshaft outside diameter and bearing hole diameter

meassurement Measure the camshaft outside diame-
teter with a micrometer.
mm
Model Place Item Standard Limit
Bushing I.D. 44.990~45.055 45.130
Gear side Camshaft O.D. 44.925~44.950 44.890
Oil clearance 0.040~0.130 0.240
Bushing I.D. 45.000~45.025 45.100
4TNV88 Intermediate position Camshaft O.D. 44.910~44.935 44.875
Oil clearance 0.065~0.115 0.225
Bushing I.D. 45.000~45.025 45.100
Wheel side Camshaft O.D. 44.925~44.950 44.890
Oil clearance 0.050~0.100 0.210
Bushing I.D. 49.990~50.055 50.130
Gear side Camshaft O.D. 49.925~49.950 49.890
Oil clearance 0.040~0.130 0.240
Bushing I.D. 50.000~50.025 50.100
4TNV94L Intermediate position Camshaft O.D. 49.910~49.935 49.875
Oil clearance 0.065~0.115 0.225
Bushing I.D. 50.000~50.025 50.100
Wheel side Camshaft O.D. 49.925~49.950 49.890
Oil clearance 0.05~0.100 0.210

Idle gear mm

Mainly check the bushing seizure and wear, and gear Item Standard Limit
damage. Shaft outside diameter 45.950~49.975 45.900
Shaft outside diameter and bushing inside diameter mea- Bushing inside diameter 46.000~46.025 46.075
surement Clearance 0.025~0.075 0.175

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-23

Group 00(D-4TNV88/94L) DIESEL ENGINE

2. Insert a new oil seal. Fit the position of the oil seal
insertion to the end face of the gear case. (Refer to
the below figure.)
3. Apply lithium grease to the oil seal tips. For the oil
seal with double lips dust seal, further, slightly apply
engine oil on the oil seal lip so as not to damage
them, when installing the pulley.

NOTICE
Pay attention not to drop any oil on the taper
PTO drive gear surface of the crankshaft. If dropped, clean
Mainly check sticking of bearings on both sides, gear by wiping off using detergent.
damage and looseness, and gear shaft damage and wear.
4. Carefully install the crankshaft pulley so as not to
damage the oil seal lips. Especially for the engine
Oil seal replacement (Gear case side) installed the oil seal with double lips dust seal, be
sure to use the crankshaft pulley-installing tool.
1. Replace the oil seal with a new one when the gear
case is disassembled.
Extract the used oil seal.

Camshaft bushing replacement

Replace the bushing using the special service tool.

00-4-24 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Cylinder Block

Components

Disassembly procedure: 6. Remove the mounting flange. (See Point 3 of 00-4-

26)
Disassemble in the order of the numbers in the illustra-
tion. 7. Remove the bearing metal caps. (See Point 4 of 00-
4-26)
1. Perform steps 1) to 12) in the cylinder head disas-
sembly procedure. 8. Remove the crankshaft. (See Point 5 of 00-4-28)

2. Perform steps 1) to 12) in the gear train disassembly 9. Remove the tappets.
procedure. 10. Remove the pistons and rings. (See Point 6 of 00-4-
3. Remove the oil pan. (See Point 1 of 00-4-26) 28)

4. Remove the lubricating oil suction pipe. 11. Remove the oil seal from the mounting flange.

5. Remove the piston w/rod. (See Point 2 of 00-4-26)

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-25

Group 00(D-4TNV88/94L) DIESEL ENGINE

Reassembly procedure: [Reassemble]

Reverse of the disassembly procedure. • Apply oil especially carefully to the sliding contact
surfaces of the pistons, rods and rings.
• Use the piston insertion tool to insert each piston
Servicing points w/rod in the cylinder block and install the bearing
Point 1 : Oil pan metal cap.

[Disassemble] Rod bolt tightening torque N m(kgf m)

Model Standard (apply lube oil)
• Sealant is applied to the oil pan mounting surface
on the block. Carefully operate soas not to damage 4TNV88 44.1~49.0 (4.5~5.0)
or distort the bonding surface. 4TNV94L 53.9~58.8 (5.5~6.0)
[Reassemble]
Point 3: mounting flange
• Apply sealant (code No.931667) before reassem-
bly. [Disassemble]
Place the engine on a stable base with the cylinder
block upper surface facing down, and remove the
mounting flange carefully so as not to damage the
combustion surface.
[Reassemble]
Apply sealant (code No.931667) and install the
mounting flange by matching the two dowel pins.
After assembly, raise the engine with its mounting
flange on the bottom side.

Unforeseen injury may arise due to falling of slip-

ping when raising or reversing the engine. Care-
fully operate so as not to lose balance.
Point4 : Journal bearing cap
Point 2: Piston w/rod [Disassemble]
[Disassemble] • Before removing the journal bearing, measure the
crankshaft side gap. Measure it in either method
• Measure the connecting rod side gap.
mm
because there are the next two methods.

Standard 0.20~0.40

• Carefully remove the carbon deposit on top of the

cylinder so as not to damage the inner side of the
cylinder.
• Set the piston at the BDC position and remove the
connecting rod cap. Then set the piston at the TDC
position, and push the connecting rod big end with
the wooden shaft of a hammer.
Proceed carefully so as not to cause the cylinder
block catch the rod big end. Set the rod caps and
crankpin metals in their correct combinations.

00-4-26 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

1. Install a dial gage on the cylinder block, and The standard width of the crankshaft thrust part
move a crankshaft in front and back, and mm
measure the side gap as shown in the right Model Standard thickness
figure.
4TNV88 28.250~28.271
2. Put a thickness gauge in the clearance 4TNV94L 32.250~32.275
between thrust metal and crankshaft
directly, and measure it.
[Disassemble]
Side gap standard mm
• Remove the bearing caps, cap side bearings, and
Model Standard Limit thrust metals. Place each thrust metal with identi-
All models 0.13~0.23 0.28 fication of the position and direction.
The position number of reassembling is punched
on a metal cap (except for both ends) and a cylin-
der block.

[Reassemble]
• If the side gap exceeds the standard, replace the
thrust metal with an oversize one.
Machine the standard width of the crankshaft
thrust part into the dimension of the below table at
the same time.
Refer to a parts catalog when ordering the part.
The surface finishing precision :
[Reassemble]
• Carefully install each thrust metal so that the
grooved one is positioned away from the cap.
• Do not confuse the upper and lower main bearing
metals. The upper main bearing metal (block side)
has an oil hole, and the lower one does not. The
"arrow" marks on the cap shall face the flywheel.
Tighten main bearing cap bolts.

0.25mm Oversized thrust metal (0.25DS) mm

Thrust metal Standard
0.25DS
assy code thickness
4TNV88 904244 2.055~2.105
4TNV94L 931639 2.055~2.105

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-27

Group 00(D-4TNV88/94L) DIESEL ENGINE

Main bearing cap bolt tightening torque • Remove the circlip and remove the piston pin by
(apply lube oil) pushing it out.
N m(kgf m)
Model Standard
4TNV88 93.2~98.1(9.5~10.5)
4TNV94L 108.1~117.9 (11.0~12.0)

[Reassemble]
• Install each piston ring on the piston, with the
punched manufacturer's mark facing upward.
[Reassemble]
• The piston ring joints shall be staggered at by 120°
intervals. Do not position the top ring joint vertical
to the piston pin. The coil expander joint shall be
opposite to the oil ring joint.

Point 5 : Crankshaft
[Disassemble]
• Remove the crankshaft. Remove each main bear-
ing metal upper (block side) and pair it with the
metal cap side lower metal.

Carefully prevent damage to the bearing or finger

injury when removing the crankshaft because it is
heavy.
Point 6 : Piston pin and rings
[Disassemble]
• Using the piston ring replacer, remove the piston
rings.

00-4-28 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE
[Reassemble]
• When installing the piston pin to the rod and pis-
ton, the punched match mark on the big end of the
connecting rod shall be opposite to the size mark
on the piston top.
[Reassemble]
• Install the piston in the cylinder clock with the
punched mark on the big end of the rod on the noz-
zle side. (The embossed mark at the connecting rod
I-beam section shall be on the flywheel side.)
SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-29
Parts inspection and measurement
Cylinder block
Especially clean head surface, cylinder bores and oil
holes, and check after removing any carbon deposit and
bonding agent.
1. Appearance inspection
Check if there is any discoloration or crack. If crack
is suspected, perform color check. Sufficiently clean
the oil holes and check they are not clogged.
2. Cylinder bore and distortion
Measure at 20 mm below the crest of the liner, at 20
mm from the bottom end and at the center.
Roundness:
Roundness is found as follows though it is the simple
method. Measure cylinder diameters of the A direc-
tion and the B direction on each section of a, b and c.
Roundness is the maximum value among those dif-
ference values.
Group 00(D-4TNV88/94L) DIESEL ENGINE

Cylindricity: Crankshaft
Cylindricity is found as follows though it is the sim- Mainly check seizure and wear of the crankpins and jour-
ple method. nals. Since the crankshaft gear is shrink-fitted, heat to 180
to 200 when extraction is necessary.
Measure cylinder diameters of a, b and c sections in
the A direction, and calculate the difference in maxi- 1. Shaft portion color check
mum value and minimum value of the measured After washing the crankshaft, inspect it by means of
diameters. color check or a magnaflux inspector. Replace it if
cracked or heavily damaged. Slight defects shall be
In the same way measure and calculate the difference
corrected by grinding.
in the B direction.
Cylindricity is the maximum value between those
difference values.
mm
Item Model Standard Limit
88.000
4TNV88 88.200
Cylinder inside ~88.030
diameter 94.000
4TNV94L 94.130
~94.030
Cylinder Roundness 0.01 or
all TNV 0.03
bore Cylindricity less

3. If the limit is exceeded or any surface defect is 2. Crankshaft bend

found, repair by boring and honing. Use an over- Support the crankshaft journals at both ends with V-
sized piston (and new piston rings) as required. blocks. Use a dial gage and measure the runout at
the center journal while rotating the shaft to inspect
Oversized piston (0.25 mm, with piston rings)
the bend.
Model Code No. Standard (mm)
4TNV88 1234841 88.250 Limit 0.02mm or less
4TNV94L 1234991 94.250

Piston ring assy for oversized (0.25mm)

Model Piston ring code No.
4TNV88 1234842
4TNV94L 1234992

Cylinder dimension after boring and honing

Cylinder Honing Roundness/
Surface
Model dimension angle Cylindricity
roughness
(mm) (deg.) (mm)
88.250
4TNV88
~88.280 30~40 Rmax 0.01 or
94.250 deg. 1.0~3.5S less
4TNV94L
~94.280

00-4-30 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Crankpin and journal measurement Pin machining dimension

Measure the outside diameter, roundness and taper at Model Pin machining dimension (mm)
each crankpin and journal.
4TNV88 47.702~47.712
Correct by grinding if unevenly wear, roundness
exceeding the limit or insufficient outside diameter is 4TNV94L 57.702~57.712
found. Replace if the defect is excessive.
Crank journal mm
Model Item Standard Limit

4TNV88 Journal O.D. 53.952~53.962 53.902

(Selective Metal thickness 1.995~1.990 -
assembly) Oil clearance 0.038~0.068 0.150

4TNV94 Journal O.D. 64.952~64.962 64.902

(Selective Metal thickness 1.995~2.010 -
assembly) Oil clearance 0.038~0.068 0.150

If the clearance limit is exceeded, use an undersized bear-

ing.
Undersized bearing (0.25mm)
Model Code No. Standard thickness (mm)
4TNV88 904243 2.112~2.125
4TNV94L 931638 2.112~2.125

Crankshaft Journal machining dimension

Model Journal machining dimension (mm)
4TNV88 53.702~53.712
Crankpin mm 4TNV94L 64.702~64.712
Model & Item Standard Limit
Pin outside
• Dimension R and finishing precision of crankshaft
47.952~47.962 47.902 journal and pin
diameter
Metal As for grinding processing of journal and pin,
4TNV88 1.492~1.500 -
thickness machine it by using the grinding wheel of the
Oil dimension R of below table.
0.038~0.074 0.150
clearance
Surface finishing precision standard on journal and
Pin outside pin:
57.952~57.962 57.902
diameter
Metal
Ry=0.8S super polishing
4TNV94L 1.492~1.500 -
thickness Surface finishing precision standard on the thrust
Oil side of crankshaft arm :
0.038~0.074 0.150
clearance
mm
If the oil clearance exceeds the limit, use an undersized
bearing. Finishing precision standard of
Model
dimension R
Undersized crankpin bearing (0.25 mm)
4TNV88 3.5 +0.3/ 0
Model Code No. Standard thickness (mm)
4TNV94L 4.0 +0.3/ 0
TNV88 904264 1.617~1.625
4TNV94L 931659 1.617~1.625

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-31

Group 00(D-4TNV88/94L) DIESEL ENGINE

Oversized metal (0.25mm)

Code No. Standard
Model
Upper Lower thickness (mm)
904244
4TNV88 2.15
(Up-down combination)
904244
4TNV94L 2.15
(Up-down Combination)

Piston
Especially clean the combustion surface, circumference,
ring grooves and piston pin bosses, and check after
removing any carbon deposit. Any burr at a ring groove
or snap ring groove shall be removed. If crack is sus-
NOTICE pected, inspect by color check.
1. lf the oil clearance is excessive though the 1. Piston outside diameter measurement
thickness of the journal and crankpin Measure the long diameter at H mm from the bottom
metals are normal or if partial uneven end of the piston of the oval hole in the vertical direc-
wear is observed, re-grind the crankshaft tion to the piston pin hole.
and use an oversized metals.
2. lf rust or surface roughening exists on the
rear side of the metals, coat it with blue
or minimum. Then assemble the crank-
pin metal to the connecting rod, and
tighten the rod bolt to the specified
torque to check the metal for contact. lf
the contact surface occupies 75% or
more, the metal is normal. lf the contact
surface is insufficient, the metal interfer-
ence is insufficient. Replace the metal
with a new one.

Thrust metal inspection Piston outside diameter mm

1. Inspect any damage or wear. Clearance
Outside
2. Measure side gap and thrust metal thickness between Measurement
Model diameter Limit
piston and position (H)
Side gap and thrust metal thickness mm Standard
cylinder
Model Side gap Thrust metal thickness 87.945~ 0.040~
4TNV88 87.900 22~25
Standard Limit Standard Limit 87.975 0.070
4TNV88 0.14~0.22 - 1.930~1.980 1.850 93.945~ 0.050~
4TNV94L 93.900 22
93.955 0.080
4TNV94 0.13~0.23 - 1.930~1.980 1.850

If the side gap is exceeded, use an oversized thrust metal. If the clearance between piston and cylinder exceeds the
limit, use an oversized piston.(Refer to the tables of over-
sized pistons, oversized piston rings and cylinder boring
dimension on 00-4-29 in chapter 4.)

00-4-32 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

2. Piston pin hole measurement

Measure the outside diameter of piston pin and the
inside diameter of piston pin hole. Calculate the
clearance between piston pin and piston pin hole. If
any data exceeds the limit, replace the part with a
new one.

• To measure the end clearance, push the piston ring

into the sleeve using the piston head, insert a thick-
ness gage in end clearance to measure. The ring
shall be pushed in to approx. 30 mm above the bot-
tom end of the cylinder. For the top ring, measure
only the piston ring joint end clearance in normal
state.

mm
Model Item Standard Limit
Pin I.D. 26.000~26.009 26.039
4TNV88 Pin O.D. 25.995~26.000 25.965
Clearance 0.000~0.014 0.074
Pin I.D. 30.000~30.009 30.039
4TNV94L Pin O.D. 29.989~30.000 29.959
Clearance 0.000~0.020 0.080

3. Piston ring, ring groove and end clearance measure-

ment
• Except for the top ring, to measure the piston ring
groove width, first measure the width of the piston
ring. Then insert the piston ring into the ring. Then
insert the piston ring into the ring groove. Insert a
thickness gage in between the piston ring and
groove to measure the gap between them. Obtain
the ring groove width by adding ring width to the
measured side clearance.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-33

Group 00(D-4TNV88/94L) DIESEL ENGINE

Piston ring dimension mm

Model Part Item Standard Limit
Ring groove width 2.060~2.075 -
Ring width 1.970~1.990 1.950
Top ring
Side clearance 0.070~0.105 -
End clearance 0.200~0.400 0.490
Ring groove width 2.025~2.040 2.140
Ring width 1.970~1.990 1.950
4TNV88 Second ring
Side clearance 0.035~0.070 0.190
End clearance 0.200~0.400 0.490
Ring groove width 4.015~4.030 4.130
Ring width 3.970~3.990 3.950
Oil ring
Side clearance 0.025~0.060 0.180
End clearance 0.200~0.400 0.490
Ring groove width 2.040~2.060 -
Ring width 1.940~1.960 1.920
Top ring
Side clearance 0.080~0.120 -
End clearance 0.250~0.450 0.540
Ring groove width 2.080~2.095 2.195
Ring width 1.970~1.990 1.950
4TNV94L Second ring
Side clearance 0.090~0.125 0.245
End clearance 0.450~0.650 0.730
Ring groove width 3.015~3.030 3.130
Ring width 2.970~2.990 2.950
Oil ring
Side clearance 0.025~0.060 0.180
End clearance 0.250~0.450 0.550

Connecting rod
Inspect the portion near the boundary of the chamfered
1. Appearance inspection
portion and I-beam section of the big and small ends of
the connecting rod as well as the portion near the oil hole
of the bushing at the small end for cracks, deformation,
and discoloration.
2. Twist and parallelism measurement Use a connecting
rod aligner and measure the twist and bend.
mm
Standard
Item Limit dimension
dimension
Twist and 0.03 or lessper
0.08
parallelism 100mm

00-4-34 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Rod small end measurement

Measure the pin outside diameter according to 00-4-
32 described above.
mm
Model Item Standard Limit
Piston pin
26.025~26.038 26.068
I.D. bushing
4TNV88
Pin O.D. 25.995~26.000 25.967
Clearance 0.025~0.043 0.101
Piston pin
30.025~30.038 30.068
I.D. bushing
4TNV94L
Pin O.D. 29.987~30.000 29.959
Clearance 0.025~0.051 0.109

4. Rod big end measurement

Measure the crankpin and bushing according to 00-4-
31 described above.
Calculate the oil clearance of a crank pin metal and a
crank pin from the measured values of the crank pin
metal inner diameter and the crank pin outside diam-
eter.
Replace a crank pin metal if the oil clearance
becomes about the limit dimension of the below
table.
Correct by grinding if unevenly wear, roundness
exceeding the limit or insufficient outside diameter is
found. Also use an undersized metal.

If the bushing is to be replaced because the oil clearance

exceeds the limit, use spare part.

Model Service part code

4TNV88 904259
4TNV94L 931656

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-35

Group 00(D-4TNV88/94L) DIESEL ENGINE

NOTICE 1. Tappet stem outside diameter measurement

mm
When measuring the inside diameter of the
Model Item Standard Limit
rod big end, install the crankpin metals in the
rod big end not to mistake the top and bot- Tappet hole I.D. 12.000~12.025 12.045
tom of the metals and tighten the rod bolts by 4TNV88 Stem O.D. 11.975~11.990 11.955
the standard torque.
Clearance 0.010~0.050 0.090
Tightening torque of rod bolt Tappet hole I.D. 12.000~12.018 12.038
Lubricating oil 4TNV94L Stem O.D. 11.975~11.990 11.955
Tightening torque application (threaded Clearance 0.010~0.043 0.083
Model
N m(kgf m) portion, and bearing
seat surface)
4TNV88 44.1~49.0(4.5~5.0)
Lube. oil applied
4TNV94L 53.9~58.8(5.5~6.0)

Standard of rod big end mm

Model Item Standard Limit
Rod I.D. bushing 47.952~47.962 47.902
Crankpin O.D. 48.000~48.026 -
4TNV88
Metal thickness 1.492~1.500 -
Clearance 0.038~0.074 0.150
Rod I.D. bushing 57.952~57.962 57.902
Cylinder bore correction
Crankpin O.D. 58.000~58.026 -
4TNV94L 1. Slight uneven worn, flawed, etc. shall be corrected
Metal thickness 1.492~1.500 -
by honing only. If the cylinder is unevenly worn par-
Clearance 0.038~0.074 0.150 tially, flawed or otherwise damaged and cannot be
repaired simply by honing, rebore the cylinder first
Tappet and then hone. See 00-4-30 for the boring dimen-
Mainly check the tappet contact surface with the cam and sion.
push rod. Slight surface defects shall be corrected with an 2. Items to be prepared for honing
oilstone. • Flex-Hone
(see No.8 of 00-4-3
• Electric drill
• Honing fluid
(50:50 mixture of lube oil and diesel oil)

00-4-36 • Disassembly, Inspection and Reassembly of Engines SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

3. Apply the honing fluid to the Flex-Hone and turn the

electric drill at 300 to 1200 rpm. Then insert the
Flex-Hone into the cylinder bore while turning it, and
move it up and down for about 30 sec. to obtain a
honing mark with a cross hatch angle of 30 to 40 .

NOTICE
1. Avoid faster revolution than 1200 rpm
since it may cause breakdown.
2. Do not insert or extract the Flex-Hone in
stopped state because the cylinder will be
damaged.

Piston pin bushing replacement

Replace bushing by using the special service tool.

Oil seal replacement (Flywheel housing side)

1. Replace oil seal, when a flywheel housing is
removed. Extract the used oil seal.
2. Insert a new oil seal with the oil seal insertion tool.
3. Apply lithium grease.

SM 709 Disassembly, Inspection and Reassembly of Engines • 00-4-37

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 5

LUBRICATION SYSTEM

Lubrication System Diagram

NOTE
It varies in the specifications of each model
whether Oil cooler and Piston cooling of the *
mark are attached.

SM 709 LUBRICATION SYSTEM • 00-5-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Trochoid Pump Components Servicing Points

Point 1
Trochoid pump (4TNV88)
[Disassemble]
• Check if the pump rotates smoothly and see that
there is no play between the shaft and gear, and
inner rotor.
[Reassemble]
NOTICE

Always check if the pump rotates smoothly

after installation on the gear case.
Running the engine when the pump rotation
is heavy may cause the pump to be burnt.

1. 4TNV88
Trochoid pump (4TNV94L) • Apply lube oil to rotor (outer/inner) insertion part.
• Assemble the outer rotor so that the mark of the
end face may become a cover side when inserting
it in the gear case.
• Fasten a lube oil pump cover by the standard
torque.
Tightening torque: 6.9 1.5N m (0.7 0.15kgf m)
• When replacing the lube oil pump, replace the
whole assy.
2. 4TNV94L
• Apply lube oil to lube oil pump insertion part of
gear case.
• Install the outer rotor in the gear case so that the
punch mark on the end face is seen.
• When replacing the lube oil pump, replace the
Disassembly(Reverse the procedure whole assy.
below for assembly)
Point 2
1. Loosen the belt, and remove the radiator pulley, fan
and V-belt. [Disassemble-Reassemble]
See 00-4-11. • Only wash the pressure regulating valve. Disas-
2. Remove the crankshaft pulley. sembly is unnecessary unless any abnormality in
See 00-4-20. operation is detected.

3. Remove the gear case cover.

See 00-4-20.
4. Remove the lubricating oil pump assy from the gear
case for 4TNV94 (Point 1)
Remove the lube oil cover from gear case cover for
4TNV88. (Point 1)
5. Remove the pressure regulating valve from the lubri-
cating oil pump body. (Point 2)

00-5-2 • LUBRICATION SYSTEM SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Parts Inspection and Measurement When measuring a side clearance, put a right-angle gage
to the pump body, insert a gap gage and measure the
clearance.
Trochoid pump inspection and measurement
Side clearance mm
Outside clearance of outer rotor Model Standard Limit
Insert a gap gage between a outer rotor and a pump body, 4TNV88 0.02~0.07 0.12
and measure the clearance. 4TNV94L 0.05~0.10 0.15
Outside clearance mm
Model Standard Limit
4TNV88 0.12~0.21 0.30
4TNV94L 0.100~0.155 0.25

Inner rotor and gear boss clearance (4TNV88)

Standard dimension Standard clearance Standard clearance

Item Part
(mm) (mm) limit (mm)
Inside clearance of Gear boss diameter 53.05~53.15
0.3~0.5 0.6
inner rotor Rotor inner diameter 53.45~53.55
Width across flat Width across flat of gear boss 49.45~49.75
0.2~0.6 0.7
clearance of inner rotor Width across flat of rotor 49.95~50.05

SM 709 LUBRICATION SYSTEM • 00-5-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Rotor shaft clearance (4TNV94L) mm

Measure the outside diameter of rotor shaft and the shaft Inspection
Model Standard Limit
hole diameter of gear case. Calculate the clearance from item
that difference. Gear case
12.980~13.020 13.05
bearing I.D.
Rotor shaft
4TNV94L 12.955~12.970 12.945
O.D.
Rotor
0.035~0.065 0.105
clearance

00-5-4 • LUBRICATION SYSTEM SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 6

COOLING SYSTEM
Cooling Water System

Cooling Water Pump Components

SM 709 COOLING SYSTEM • 00-6-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Disassembly (Reverse the procedure NOTICE

below for assembly)
1. Remove the alternator. 00-4-11 in Chapter 4.
2. Remove the fan, V-belt and pulley. 00-4-11 in Chap-
ter 4.
3. Remove the cooling water pump. (Point 1)
4. Remove the thermostat. (Point 2)
Replace the O-ring of the cooling water
pump with new one when disassembling.
And, be sure to use the special O-ring for
each engine model, because the material is
different, although the dimension is the same
as a commercial part. (Refer to the below
figure.)

Servicing Points
Point 1
[Disassemble-Reassemble]
• Check to see that the cooling water pump bearing
is free from abnormal noise, sticking or play and
water leakage from the bearing. If replacement is
necessary, replace the whole cooling water pump
assy.

Point 2
[Disassemble]
• Check the thermostat function. See 00-2-24 for the
inspection method.

00-6-2 • COOLING SYSTEM SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 7

FUEL INJECTION PUMP/GOVERNOR

Only the outline of the MP fuel pump is explained in this

chapter. Refer to the MP pump service manual of the sep-
arate volume for the disassembly and assembly.

Introduction
It is described about the features of the fuel injection
pump, YDP-MP, manufactured by Yanmar, disassembly,
assembly and adjustment procedure.
Fuel injection pump is the most important equipment,
which is enable to make the sensitive adjustment accord-
ing to the variable load of the engine.
Therefore all of the parts are required not only very pre-
cise machining but also finest, assembling with top level. The fuel, which is pressurized by the up and down move-
The careful arrangement of keeping off the dust and the ment of the plunger driven by the cam-rotation, is sup-
rust when disassemble, adjustment and reassemble of the plied through the distributor shaft, which is rotating
fuel injection pump is made in the market. accordingly.
Yanmar YDP-MP Pump is a distributor type pump which There are a model YDP-MP2 and a model YDP-MP4, and
is unified of Mono-plunger, a distributing shaft, a hydrau- plunger diameter and fuel cam speed are different.
lic head which equipped the delivery valve for each cylin-
der, pump housing which has a cam shaft internally and
governor.

SM 709 FUEL INJECTION PUMP/GOVERNOR • 00-7-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Fuel Injection Pump

Fuel system diagram

00-7-2 • FUEL INJECTION PUMP/GOVERNOR SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

External view and components

SM 709 FUEL INJECTION PUMP/GOVERNOR • 00-7-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Disassembly procedure: Servicing points

Disassembly from the engine body Point 1
1. Remove the cooling fan, pulley and V-belt. [Disassemble]
2. Remove the fuel injection pipe, fuel oil piping, fuel • Block an entrance with the tape so that trash may
return pipe and rear stay. See point 1 of 00-7-4. not enter the fuel injection pipe and the fuel injec-
tion pump.
3. Remove the fuel injection pump cover (the cover of
Point 2
the drive gear).
[Disassemble]
4. Make ID marks on the gearing part of the pump drive
gear and the idle gear with paint and so on. • After putting the I.D. marks on the gearing part of
See Point 2 of 00-7-4. the pump drive gear and the idle gear with paint
and so on, remove the gear installation nut.
5. Loosen a fuel pump drive gear nut, and remove a
pump drive gear from the fuel pump by using a gear
puller. See Point 3 of 00-7-4. NOTICE

6. Remove a drive gear nut carefully not to drop it to Don't remove four flange bolts.
the inside of the gear case.
7. Record the installation angle of the fuel pump pre-
cisely by using a mark-off line and a sticker.
See (4) of 00-2-20.
8. Remove the fuel injection pump.
See Point 3 of 00-7-5.

[Reassemble]
• Reassemble the pump driving gear while checking
the I.D. marks on the driving gear and idle gear.
Tightening torque of the gear installation nut
N m Lubricating oil application (thread
Model
(kgf m) portion, and seat surface)
Assembly procedure
78~88
4TNV88
Reverse the disassembly procedure and adjust the fuel (8~9)
Not applied
injection timing finally. See (4) of 00-2-20. 113~123
4TNV94L
(11.5~12.5)

00-7-4 • FUEL INJECTION PUMP/GOVERNOR SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Point 3 [Reassemble]
[Disassemble] When installing a fuel pump on the gear case, put a
fuel pump spacer between the cylinder blocks, and
There is an acoustic material part to name as fuel
install it .
pump spacer between the fuel pump and the cylinder
block. Loosen fuel pump installation bolts with a
closed wrench when disassembling a fuel pump.

NOTICE
An intake manifold may obstruct the disas-
sembly of the fuel pump by the engine model.
Remove the fuel pump after removing the
intake manifold first.

SM 709 FUEL INJECTION PUMP/GOVERNOR • 00-7-5

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 8

ALTERNATOR

As a representative example of alternator, the alternator of Alternator components of the disassembly and
40A is shown in this chapter. assembly

The 40A Alternator for 3TNV84 and

other models

Components
Parts related to the alternator

Specifications

Manufacturer's model (Hitachi) - ACFA68

Yanmar code - 904027
Rating - Continuous
Battery voltage V 12
Nominal output (13.5V heat) A 40
Rated revolution rpm 5,000
Operating revolution rpm 1,000~18,000
Grounding characteristics - Minus side grounding
Direction of revolution (viewed from pulley) - Clockwise
Integrated regulator IC regulator
Weight kg 2.8
Pulley (outside diameter) mm 69.2
Belt shape - Type A

SM 709 ALTERNATOR • 00-8-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Wiring diagram

NOTICE Standard output characteristics

1. Don't do mis-wiring and short-circuit of The standard output characteristics of this alternator are
each terminal. shown as the right figure.
2. Don't short-circuit between IG and L.
(Connect it through the charge lamp.)
3. Don't connect a load between L and E.
4. Don't remove a battery terminal and a B
terminal when rotating.
5. Shut out a battery switch during the
alternator stop.
6. Tightening torque of each terminal:
1.7~2.3N m (17-23kgf cm)

00-8-2 • ALTERNATOR SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Inspection
V belt inspection
1. Inspect the matter whether there are not crack, sticki-
ness and wear on the belt visually.
Check that a belt doesn't touch the bottom part of the
pulley groove. If necessary, replace the V belt set.
2. V belt tension:
(Refer to 00(D-T2)-2-5)
Visual check of wiring and check of unusual
sound
Inspection of charge lamp circuit
1. Confirm whether wiring is right or there is no loose-
ness of the terminal part. 1. Move a start switch to the position of on. Confirm
lighting of the charge lamp.
2. Confirm that there is no unusual sound from the
alternator during the engine operation. 2. Start an engine, and confirm the lights-out of the
lamp. Repair a charge lamp circuit when a lamp
doesn't work.

SM 709 ALTERNATOR • 00-8-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Troubleshooting

00-8-4 • ALTERNATOR SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 9

ELECTRIC WIRING

SM 709 ELECTRIC WIRING • 00(D-4TNV88/94L)-9-1

 Group 00(D-4TNV88/94L) DIESEL ENGINE
PRECAUTION ON ELECTRIC WIRING
Alternator
In the cases listed below the warranty shall not be deemed
to apply. Please be sure to read these conditions carefully
when planning to use it with other equipment. Also be
certain to give appropriate guidance on usage to the user.
When the battery cable can be connected back-
wards
The alternator diode will be damaged and recharging
made impossible if the plus and minus ends of the battery
cable are confused. The stator coil will also be burned as a
result. To prevent this, supply the user with a cable of
such a length or structure that the plus and minus ends
cannot be confused. Also warn the user not to connect the
cable backwards.
When charging output voltage is used for control
purposes
The engine speed at starting is not proportional to the out-
put voltage of the alternator, so this output voltage must
not be used for any control systems. It is especially wrong
to use it for the control signal of the safety relay for cut-
ting the starting motor because this will damage the start-
ing motor and cause engine starting failure.
When the L line is used for control purposes
Consult with Yanmar first before connecting any load
other than the charge lamp to the L line. Damage to the
alternator and related equipment will not be warranted
without such prior consultation.
Non-use of the Yanmar wiring diagram
Use without prior consultation of any wiring diagram
other than that provided by Yanmar removes any break-
down of any electrical equipment from the warranty.
SM 709
Regarding lamp control
Once the charge lamp goes out after the start of charging,
it does not come on again even if the engine speed falls
and charging is insufficient. The lamp will not light again
if the charging circuit is normal. The lamp only comes on
during operation if the alternator itself is broken or the
drive V-belt breaks. However, when an LED is used for
the charge lamp, the LED will shine faintly even during
normal operation. This is due to the control system for the
alternator lamp and is not an abnormality.
Use of a non-specified V-belt
Use of a non-specified V-belt will cause inadequate
charging and shorten the life of the belt. Use a belt of the
specified type.
Direct high pressure washing is prohibited
Water will enter the brush if the alternator is washed
directly at high pressure, causing inadequate charging.
Warn users not to use direct, high-pressure washing.
Use of agricultural and other chemicals (direct
contact or airborne)
Adhesion of agricultural and other chemicals, especially
those with high sulfur content, to the IC regulator cor-
rodes the conductor on the substrate, leading to over-
charging (battery boiling) and charging malfunctions.
Consult with Yanmar prior to using the engine in such an
environment. Use without prior consultation removes any
breakdown from the warranty.
• 00-9-2
Group 00(D-4TNV88/94L) DIESEL ENGINE
Starter
In the cases listed below the warranty shall not be deemed
to apply. Please be sure to read these conditions carefully
when planning to use it with other equipment. Also be
certain to give appropriate guidance on usage to the user.
Starting performance in the case of using an
untested battery
The starting performance of the engine is closely depen-
dent on the battery capacity. This battery capacity is itself
affected by the climate and the type of equipment installa-
tion. The details regarding ambient temperature and
equipment installation vary depending on the OEM, so
Yanmar cannot decide the battery capacity on its own.
Confer with Yanmar in advance after checking these con-
ditions and fix the battery capacity on the basis of confir-
matory tests.
When the resistance of the battery cable exceeds
the specified value
The combined total resistance of the battery cable in both
directions between the starting motor and battery should
be within the value indicated on the wiring diagram. The
starting motor will malfunction or break down if the resis-
tance is higher than the specified value.
When the resistance of the starting circuit
exceeds the specified value
The combined total resistance of the wiring between the
starting motor and key switch (or power relay or safety
relay, depending on the application) should be within the
value indicated on the wiring diagram. Engine starting
will be difficult if the resistance is higher than the speci-
fied value. This can also cause welding of the magnet
switch at the point of contact and resultant burning of the
armature coil.
When there is no safety relay
Over-running (when the electric current flows for too
long) is a major cause of starting failure. This burns the
armature coil and causes clutch failure. Excessive work
and failure of the key switch to return properly are the
main causes of over-running. The user must be given suf-
ficient warning about this.
Be sure to use the safety relay to prevent over-running.
This safety relay is supplied as an option. Consult Yan-
mar first when planning to install a safety relay at your
own company. In the case of failure to consult with Yan-
mar, our warranty will not be applied to all the electrical
equipment.
00-9-3 •
When there is too much rust due to the entry of
water
The water-proofing of the starting motor is equivalent to
R2 of JIS D 0203. This guarantees that there will be no
damage from the sort of exposure encountered in rain or
when water is poured on from a bucket. You should,
however, avoid the use of high-pressure washing and
steeping in water.
Regarding the heat resistance of the starting
motor
The starting motor has heat resistance for an ambient tem-
perature of 80 and surface temperature of 100 . Insulators
must be installed to prevent overheating when used near
high temperature parts such as the exhaust system.
Corrosion of magnet switch contact point by cor-
rosive gas.
When using equipment with a dry clutch, ammonium gas
generated by friction is liable to corrode the contact of the
magnet switch. Be sure to install a vent in the clutch case.
Current limiter
In the cases listed below the warranty shall not be deemed
to apply. Please be sure to read these conditions carefully
when planning to use it with other equipment. Also be
certain to give appropriate guidance on usage to the user.
When an over-discharged battery is used
Use of booster starting with an over-discharged battery
(when the voltage has dropped to 8V or less) will destroy
other electrical equipment by generating an abnormally
high voltage. A specialized battery charger should be
used to recharge such an over-discharged battery (when
the voltage has dropped to 8V or less).
When checks for malfunctioning are not per-
formed
When high voltage noise from other electrical equipment
is impressed on the current limiter upon turning off the
key switch, the current limiter can be damaged and cause
loss of control over the output voltage. Other electrical
equipment may also be damaged if this happens, so surge
killers should be fitted to the electrical equipment when-
ever necessary. Be sure to check prior to mass production
whether electrical noise might damage the current limiter
by turning the key switch and other electrical equipment
on and off while the engine is running, using both the
vehicle and the wire harness that will be used in mass pro-
duction.
SM 709
 Group 00(D-4TNV88/94L) DIESEL ENGINE

Removal of the battery cable during operation
The current limiter may malfunction if the battery cable
and/or battery are removed during operation, depending
on the kind of electrical equipment being used, causing
loss of control over the output voltage. In such cases, the
current limiter and other electrical equipment will be dam-
aged by the generation of a continuous high voltage of 24-
43V (for 5,000rpm dynamo). All electrical equipment
falls outside the scope of the warranty under these circum-
stances. Be sure to warn the user not to remove the bat-
tery cable and/or battery during operation.
If the battery cable can be attached in reverse
The current limiter's SCR diode will be destroyed if the
plus and minus ends of the battery cable are connected the
wrong way around. This causes charging malfunctioning
and burns the harness. Give the user a cable of such a
length that it cannot be connected the wrong way and
warn the user against connecting the cable backwards.
Non-use of the Yanmar wiring diagram
Use without prior consultation of any wiring diagram
other than that provided by Yanmar removes any break-
down of any electrical equipment from the warranty.
Installation environment
Observe the following when installing the current limiter:
1. Do not install it on the engine.
2. Place it in a well-ventilated place with an ambient
temperature of 65 or less.
3. Ensure that the cooling air flows in the right direction
for the current limiter's cooling fins.
4. Do not use the earth wire of the current limiter to
earth any other electrical equipment.

Section area and resistance of electric wire

Allowable maximum cable length (Terminal resistance is not included.)

Cable size Cable construction Resistance Note1 Ref. 50m Note2

2m (m) 20m (m)
mm2 Element No. Cable dia. ( /m) (m)
3 41 0.32 0.005590 0.36 3.58 8.94
5 65 0.32 0.003520 0.57 5.68 14.20
8 50 0.45 0.002320 0.86 8.62 21.55
15 84 0.45 0.001380 1.45 14.49 36.23
20 41 0.80 0.000887 2.25 22.55 56.37
30 70 0.80 0.000520 3.85 38.46 96.15
40 85 0.80 0.000428 4.67 46.73 116.82
50 108 0.80 0.000337 5.93 59.35 148.37
60 127 0.80 0.000287 6.97 69.69 174.22
85 169 0.80 0.000215 9.30 93.02 232.56
100 217 0.80 0.000168 11.90 119.05 297.62

NoTe 1) Allowable maximum resistance of Bat- Terminal resistance

tery cable
Generally, a terminal resistance is 15m per coupler and
0 per screw setting. This resistance should be included
NoTe 2) Allowable maximum resistance of Start-
in allowable maximum resistance when the cable length is
ing motor circuit
planned.

SM 709 • 00-9-4
 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 10

SERVICE STANDARDS
Engine Tuning
Reference
No. Inspection item Standard Limit
page
Gap at intake/exhaust valve heads
1 4TNV88~94 0.15~0.25 - 00-2-14
mm
Between alternator Used part 10~14 -
and crank pulley New part 8~12 -
V-belt tension
Between alternator Used part 7~10
2 mm 00-2-5
and radiator fan New part 5~8
at 98N (10kgf)
Between radiator Used part 9~13
fanand crank pulley New part 7~11
Fuel injection
3 pressure 4TNV88~94L 21.57~22.55(220~230) - 00-2-17
MPa (kgf/cm2)
Compressionpre
ssure
4 4TNV88-94L 3.43(35) 0.1(1) 2.75(28) 0.1(1) 00-3-9
(at 250 min-1)
MPa (kgf/cm2)
Cooling 4TNV88 2.7 -
waterCapacity
5 00-2-3
(Only engine 4TNV94L 4.2 -
body) (Liter)
Lubricating 4TNV84-88 Max.15.8 Min.3.5 -
6 oilcapacity 00-2-2
(oil pan) (Liter) 4TNV94L Max.7.5 Min7.5 -
- at rated speed at low idle speed

Lubricating oil 4TNV88

7 pressure
0.06(0.6)or above -
MPa (kgf/cm2) 4TNV94L 0.34 0.05

Oil pressure switch operating pressure

8 0.05 0.01(0.5 0.1) -
MPa (kgf/cm2)
valve opening Full opening lift
temperature deg. C (mm)(temperature)
8 or above
9 Thermostat All models 69.5~72.5 00-2-24
(85 deg.C)
10 or above
All models option 80~84
(95 deg.C)
10 Thermo switch actuating temperature (deg.C) 107~113 - 00-2-23

SM 709 SERVICE STANDARDS • 00-10-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Engine Body

Cylinder head
Cylinder head

Inspection item Standard Limit Reference page

Combustion surface distortion mm 0.05 or less 0.15
4TNV88 Intake 0.30~0.50 0.8
Valve sink (2-valve head) Exhaust 0.30~0.50 0.8 00-4-15
mm 4TNV94L Intake 0.36~0.56 0.8
(4-valve head) Exhaust 0.35~0.55 0.8
Intake 120 -
Valve seat Seat angle Deg.
Exhaust 90 - 00-4-18
(2-valve, 4-valve)
Seat correction angle deg. 40, 150 -

Intake/exhaust valve and guide

mm
Inspection item Standard Limit Reference page
Guide inside diameter 8.010~8.025 8.10
Intake Valve stem outside diameter 7.955~7.975 7.90
4TNV88 Clearance 0.035~0.070 0.18
(2-valve head) Guide inside diameter 8.015~8.030 8.10
Exhaust Valve stem outside diameter 7.955~7.960 7.90
Clearance 0.045~0.075 0.18
00-4-16
Guide inside diameter 7.000~7.015 7.08
Intake Valve stem outside diameter 6.945~6.960 6.90
4TNV94L Clearance 0.040~0.070 0.17
(4-valve head) Guide inside diameter 7.000~7.015 7.08
Exhaust Valve stem outside diameter 6.940~6.955 6.90
Clearance 0.045~0.075 0.17
Valve guide projection from 4TNV88 14.7~15.0 -
cylinder head 4TNV94L 9.7~10.0 - 00-4-18
Valve guide driving-in method Cold-fitted -

Valve spring
mm
Inspection item Standard Limit Reference page
4TNV88 (2-valve) 42.0 41.5
Free length
4TNV94L (4-valve) 39.7 39.2
00-4-17
4TNV88 (2-valve) - 1.4
Inclination
4TNV94L (4-valve) - 1.4

00-10-2 • SERVICE STANDARDS SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Rocker arm and shaft

mm
Model Inspection item Standard Limit Reference page
Arm shaft hole diameter 16.000~16.020 16.07
4TNV88 Shaft outside diameter 15.966~15.984 15.94
Clearance 0.016~0.054 0.13
00-4-17
Arm shaft hole diameter 18.500~18.520 18.57
4TNV94L Shaft outside diameter 18.470~18.490 18.44
Clearance 0.010~0.050 0.13

Push rod
mm
Inspection item Standard Limit Reference page
Bend - 0.03 00-4-17

Gear train and camshaft

Camshaft
mm
Inspection item Standard Limit Reference page
Side gap 0.05~0.20 0.30 00-4-21
Bending (1/2 the dial gage reading) 0~02 0.05
4TNV88 38.600~38.800 38.350 00-4-22
Cam height
4TNV94L 43.400~43.600 43.150
Shaft outside diameter / Metal inside diameter
Bushing inside diameter 44.990~45.055 45.130
Gear side Camshaft outside diameter 44.925~44.950 44.890
Clearance 0.040~0.130 0.240
Bushing inside diameter 45.000~45.025 45.100
4TNV88 Intermediate Camshaft outside diameter 44.910~44.935 44.875
Clearance 0.065~0.115 0.225
Bushing inside diameter 45.000~45.025 45.100
Wheel side Camshaft outside diameter 44.925~44.950 44.890
Clearance 0.050~0.100 0.210
00-4-22
Bushing inside diameter 49.990~50.055 50.130
Gear side Camshaft outside diameter 49.925~49.950 49.890
Clearance 0.040~0.130 0.240
Bushing inside diameter 50.000~50.025 50.100
4TNV94L Intermediate Camshaft outside diameter 49.910~49.935 49.875
Clearance 0.065~0.115 0.225
Bushing inside diameter 50.000~50.025 50.100
Wheel side Camshaft outside diameter 49.925~49.950 49.890
Clearance 0.05~0.100 0.210

SM 709 SERVICE STANDARDS • 00-10-3

Group 00(D-4TNV88/94L) DIESEL ENGINE

Idle gear shaft and bushing

mm
Inspection item Standard Limit Reference page
Shaft outside diameter 45.950~45.975 45.900
Bushing inside diameter 46.000~46.025 46.075 00-4-23
Clearance 0.025~0.075 0.175

Backlash of each gear

mm
Model Inspection item Standard Limit Referencepage
Crank gear, cam gear, idle gear, fuel injection
0.07~0.15 0.17
4TNV88 pump gear and PTO gear
Lubricating oil pump gear 0.11~0.19 0.21
Crank gear, cam gear, idle gear, fuel injection 00-4-21
0.08~0.14 0.16
pump gear and PTO gear
4TNV94L
Lubricating oil pump gear 0.09~0.15 0.17
Balancer drive gear(only for 4TNV106(T)) 0.12~0.18 0.20

Cylinder block
Cylinder block
mm
Inspection item Standard Limit Reference page
Cylinder inside 4TNV88 88.000~88.030 88.200
diameter 4TNV94L 94.000~94.030 94.130
00-4-29
Roundness
Cylinder bore 0.01 or less 0.03
Inclination

00-10-4 • SERVICE STANDARDS SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Crankshaft
mm
Inspection item Standard Limit Reference page
Bending (1/2 the dial gauge reading) - 0.02
Pin outside diameter 47.952~47.962 47.902
Metal inside diameter 48.000~48.026 -
4TNV88
Metal thickness 1.492~1.500 -
Clearance 0.038~0.074 0.150
Crank pin
Pin outside diameter 57.952~57.962 57.902
Metal inside diameter 58.000~58.026 -
4TNV94L
Metal thickness 1.492~1.500 -
Clearance 0.038~0.074 0.150 00-4-30
Journal outside diameter 53.952~53.962 53.902
4TNV88 Metal inside diameter 54.000~54.020 -
Selective pairing Metal thickness 1.995~1.990 -
Crank Clearance 0.038~0.068 0.150
journal Journal outside diameter 64.952~64.962 64.902
4TNV94L Metal inside diameter 65.000~65.020 -
Selective pairing Metal thickness 1.995~2.010 -
Clearance 0.038~0.068 0.150

Thrust bearing
mm
Inspection item Standard Limit Reference page
Crankshaft side gap All models 0.13~0.23 0.28 00-4-26

Piston and ring

Piston mm
Inspection item Standard Limit Reference page
Piston outside diameter(Measure in the 4TNV88 87.945~87.975 87.890
directionvertical to the piston pin.) 4TNV94L 93.945~93.955 93.990
Piston diameter measure position(Upward 4TNV88 24 -
from the bottomend of the piston) 4TNV94L 22 -
Hole inside diameter 26.000~26.009 26.039
00-4-32
4TNV88 Pin outside diameter 25.995~26.000 25.965
Clearance 0.000~0.014 0.074
Piston pin
Hole inside diameter 30.000~30.009 30.039
4TNV94L Pin outside diameter 29.989~30.000 29.959
Clearance 0.000~0.020 0.080

SM 709 SERVICE STANDARDS • 00-10-5

Group 00(D-4TNV88/94L) DIESEL ENGINE

Piston ring mm
Model Inspection item Standard limit Reference page
Ring groove width 2.060~2.075 -
Ring width 1.970~1.990 1.950
Top ring
Side clearance 0.070~0.105 -
End clearance 0.200~0.400 0.490
Ring groove width 2.025~2.040 2.140
Ring width 1.970~1.990 1.950
4TNV88 Second ring
Side clearance 0.035~0.070 0.190
End clearance 0.200~0.400 0.490
Ring groove width 4.015~4.030 4.130
Ring width 3.970~3.990 3.950
Oil ring
Side clearance 0.025~0.060 0.180
End clearance 0.200~0.400 0.490
00-4-32
Ring groove width 2.040~2.060 -
Ring width 1.940~1.960 1.920
Top ring
Side clearance 0.080~0.120 -
End clearance 0.250~0.450 0.540
Ring groove width 2.080~2.095 2.195
Ring width 1.970~1.990 1.950
4TNV94L Second ring
Side clearance 0.090~0.125 0.245
End clearance 0.450~0.650 0.730
Ring groove width 3.015~3.030 3.130
Ring width 2.970~2.990 2.950
Oil ring
Side clearance 0.025~0.060 0.180
End clearance 0.250~0.450 0.550

Connecting rod
mm
Inspection item Standard Limit Reference page
Thrust clearance 0.2~0.4 - 00-4-26

Rod small end mm

Model Item Standard Limit Reference page
Bushing inside diameter 26.025~26.038 26.068
4TNV88 Pin outside diameter 25.995~26.000 25.967
Clearance 0.025~0.043 0.101
00-4-34
Bushing inside diameter 30.025~30.038 30.068
4TNV94L Pin outside diameter 29.987~30.000 29.959
Clearance 0.025~0.051 0.109

00-10-6 • SERVICE STANDARDS SM 709

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Tappet
mm
Inspection item Standard Limit Reference page
Tappet hole (block) inside diameter 12.000~12.025 12.045
4TNV88 Tappet stem outside diameter 11.975~11.990 11.955
Clearance 0.010~0.050 0.090
00-4-36
Tappet hole (block) inside diameter 12.000~12.018 12.038
4TNV94L Tappet stem outside diameter 11.975~11.990 11.955
Clearance 0.010~0.043 0.083

Lubricating Oil System (Trochoid Pump)

Outside clearance of outer rotor
mm
Model Standard Limit Reference page
4TNV88 0.12~0.21 0.30
00-5-3
4TNV94L 0.100~0.155 0.25

Side clearance of outer rotor

mm
Model Standard Limit Reference page
4TNV88 0.02~0.07 0.12
00-5-3
4TNV94L 0.05~0.10 0.15

Inside clearance of inner rotor

mm
Item Parts Standard Standard Limit Reference page
Inside clearance of Gear boss diameter 53.05~53.15
0.3~0.5 0.6
inner rotor Rotor diameter 53.45~53.55
Width across flat of 00-5-3
49.45~49.75
Width across flatc Gear boss
0.2~0.6 0.7
learance of inner rotor Width across flat
49.95~50.05
ofrotor

Rotor shaft clearance

mm
Model Inspection item Standard Limit Reference page
Gear case bearing I.D. 12.980~13.02 13.05
4TNV94L Rotor shaft O.D. 12.955~12.975 12.945 00-5-4
Rotor clearance 0.035~0.065 0.105

SM 709 SERVICE STANDARDS • 00-10-7

 Group 00(D-4TNV88/94L) DIESEL ENGINE

Section 11

TIGHTENING TORQUE for BOLTS and NUTS

Tightening Torques for Main Bolts and Nuts

Thread diameter Tightening torque Lubricating oilapplication(thread Reference
Part and engine model
pitch mm N m(kg m) portion,and seat surface) page
85.3~91.1
4TNV88 M10 1.25
Cylinder head (8.7~9.3)
Applied 00-4-14
bolt 103.1~112.9
4TNV94L M11 1.25
(10.5~11.5)
44.1~49.0
4TNV88 M9 1.0
Connecting rod (4.5~5.0)
Applied 00-4-26
bolt 53.9~58.8
4TNV94L M10 1.0
(5.5~6.0)
83.3~88.2
4TNV88 M10 1.25
(8.5~9.0)
Flywheel set bolt Applied 00-4-22
186.2~205.8
4TNV94L M14 1.5
(19~21)
93.2~98.1
4TNV88 M12 1.5
Bearing capset (9.5~10.5)
Applied 00-4-28
bolt 108.1~117.9
4TNV94L M11 1.25
(11.0~12.0)
112.7~122.7
4TNV88 M14 1.5
Crankshaft pulley (11.5~12.5)
Applied 00-4-21
set bolt 107.9~127.5
4TNV94L M14 1.5
(11.0~13.0)
24.4~28.4
4TNV88 M8 1.25
Fuel nozzle set (2.5~2.9)
Not applied -
bolt 22.6~28.4
4TNV94L M8 1.25
(2.3~2.9)
78~88
4TNV88 M14 1.5
Fuel pump drive (8~9)
Not applied 00-4-21
gear set nut 113~123
4TNV94L M18 1.5
(11.5~12.5)
29.4~34.3
4TNV88 M12 1.5
Fuel injection (3.0~3.5)
Not applied -
pipe set bolt 19.6~24.5
4TNV94L M12 1.5
(2.0~2.5)
Fuel return pipe 7.8~9.8
4TNV94L M6 1.0 Not applied -
joint bolt (0.8~1.0)

SM 709 TIGHTENING TORQUE for BOLTS and NUTS • 00-11-1

Group 00(D-4TNV88/94L) DIESEL ENGINE

Tightening Torques for Standard Bolts and Nuts

Nominal thread diameter Tightening torque
Item Remarks
pitch N m(kgf m)
9.8~11.8
M6 1
(1.0~1.2)
22.6~28.4
M8 1.25
(2.3~2.9)
44.1~53.9 Use 80% of the value at left when the
M10 1.5
Hexagon bolt (7T)and (4.5~5.5) tightening part is aluminum.
nut 78.4~98.0 Use 60% of the value at left for 4T
M12 1.75 bolts and lock nuts.
(8.0~10)
127.5~147.1
M14 1.5
(13~15)
215.7~235.4
M16 1.5
(22~24)
98
1/8
(1.0)
19.6
1/4
(2.0)
PT plug -
29.4
3/8
(3.0)
58.8
1/2
(6.0)
12.7~16.7
M8
(1.3~1.7)
19.6~25.4
M10
(2.0~2.6)
24.5~34.3
Pipe joint bolt M12 -
(2.5~3.5)
39.2~49.0
M14
(4.0~5.0)
49.0~58.8
M16
(5.0~6.0)

NOTE
Lubricating oil is not applied to threaded portion and seat surface.

00-11-2 • TIGHTENING TORQUE for BOLTS and NUTS SM 709

 GROUP 00(D-4TNE98)

GROUP 00(D-4TNE98)

DIESEL ENGINE

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

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

Engine ........................................................ Section 3

Fuel System ............................................... Section 4

Cooling System ......................................... Section 5

Lubrication System .................................. Section 6

Starter Motor ............................................ Section 7

Alternator................................................... Section 8

Troubleshooting ........................................ Section 9

SM 709 DIESEL ENGINE • 00--0

 Group 00(D-4TNE98) DIESEL ENGINE

Section 1
GENERAL SERVICE INFORMATION

COMPONENT IDENTIFICATION LOCATION OF LABELS

Figure 1-1 shows where major engine components are Figure 1-2 shows the location of regulatory and safety
located. labels on Yanmar TNE series engines.

OYP OXP
OYP
O]P OX\P
OXYP
OXWP
OXXP
OXP

O`P

0001102A
Figure1-2
O[P The typical location of the emission control information
OXZP
label is shown (Figure 1-2, (1)).
O_P Typical location of the engine nameplate is shown (Fig-
OZP ure 1-2, (2)).
OX[P
O^P O\P 0001102A Engine Nameplate (Typical)
Figure1-1
1. Fuel Filter / Water 8. Engine Oil Filter
Separator 9. Dipstick
2. Top Filler Port (Engine Oil)
(Engine Oil) 10. Engine Coolant
3. Governor Lever Pump
4. Fuel Injection 11. Alternator
Pump 12. Glow Plug
5. Side Filler Port 13. V-Belt
(Engine Oil) 14. Crankshaft
6. Fuel Priming V-Pulley
Pump 15. Starter Motor WWWZ_\Y

7. Drain Plug
(Engine Oil)

SM 709 GENERAL SERVICE INFORMATION • 00-1-1

 Group 00(D-4TNE98) DIESEL ENGINE

DIESEL FUEL Bio-Diesel Fuels

Diesel Fuel Specifications In Europe and in the United States, as well as some other
Diesel fuel should comply with the following specifica- countries, non-mineral oil based fuel resources such as
tions. The table lists several worldwide specifications for RME (Rapeseed Methyl Ester) and SOME (Soybean
diesel fuels. Methyl Ester), collectively known as FAME (Fatty Acid
Methyl Esters), are being used as extenders for mineral oil
Diesel Fuel derived diesel fuels.
Location
Specification Yanmar approves the use of bio-diesel fuels that do not
No. 2-D, No. 1-D, ASTM exceed a blend of 5% (by volume) of FAME with 95%
USA (by volume) of approved mineral oil derived diesel fuel.
D975-94
Such bio-diesel fuels are known in the marketplace as B5
EN590:96 European Union
diesel fuels.
ISO 8217 DMX International
BS 2869-A1 or A2 United Kingdom These B5 diesel fuels must meet certain
requirements.
JIS K2204 Grade No.2 Japan
1. The bio-fuels must meet the minimum specifications
KSM-2610 Korea for the country in which they are used.
GB252 China • In Europe, bio-diesel fuels must comply with the
European Standard EN14214.
• In the United States, bio-diesel fuels must comply
Additional Technical Fuel Requirements with the American Standard ASTM D-6751.
• The fuel cetane number should be equal to 45 or higher. 2. Bio-fuels should be purchased only from recognized
• The sulfur content must not exceed 0.5% by volume. and authorized diesel fuel suppliers.
Less than 0.05% is preferred.
• Bio-Diesel fuels. See Bio-Diesel Fuels on page 00-1-2. Precautions and concerns regarding the
• NEVER mix kerosene, used engine oil, or residual fuels use of bio-fuels:
with the diesel fuel.
1. Free methanol in FAME may result in corrosion
• Water and sediment in the fuel should not exceed 0.05%
by volume. 2. Free water in FAME may result in plugging of fuel fil-
• Keep the fuel tank and fuel-handling equipment clean at ters and increased bacterial growth.
all times. 3. High viscosity at low temperatures may result in fuel
• Poor quality fuel can reduce engine performance and / or delivery problems, injection pump seizures, and poor
cause engine damage. injection nozzle spray atomization.
• Fuel additives are not recommended. Some fuel addi- 4. FAME may have adverse effects on some elastomers
tives may cause poor engine performance. Consult your (seal materials) and may result in fuel leakage and dilu-
Yanmar representative for more information. tion of the engine lubricating oil.
• Ash content not to exceed 0.01% by volume.
5. Even bio-diesel fuels that comply with a suitable stan-
• Carbon residue content not to exceed 0.35% by volume.
dard as delivered, will require additional care and atten-
Less than 0.1% is preferred.
tion to maintain the quality of the fuel in the equipment
• Total aromatics content should not exceed 35% by vol-
or other fuel tanks. It is important to maintain a supply
ume. Less than 30% is preferred.
of clean, fresh fuel. Regular flushing of the fuel system,
• PAH (polycyclic aromatic hydrocarbons) content should
and / or fuel storage containers, may be necessary.
be below 10% by volume.
• Metal content of Na, Mg, Si, and Al should be equal to 6. The use of bio-diesel fuels that do not comply with the
or lower than 1 mass ppm. (Test analysis method JPI-5S- standards as agreed to by the diesel engine manufactur-
44-95) ers and the diesel fuel injection equipment manufactur-
• Lubricity: Wear mark of WS1.4 should be Max.0.018 in ers, or bio-diesel fuels that have degraded as per the
(460 ß°) at HFRR test. precautions and concerns above, may affect the war-
ranty coverage of your engine. See Yanmar Co., Ltd.
Limited Emission Control System Warranty - USA
Only.

00-1-2 • GENERAL SERVICE INFORMATION SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Filling The Fuel Tank Priming the Fuel System

Note that a typical fuel tank is shown. The fuel tank on The fuel system needs to be primed under certainGcondi-
your equipment may be different. tions.
1. Clean the area around the fuel capGG • Before starting the engine for the first time.
(Figure 1-3, (1)). • After running out of fuel and fuel has been addedGto
2. Remove the fuel cap (Figure 1-3, (1)) from the fuel the fuel tank.
tank (Figure 1-3, (2)). • After fuel system maintenance such as changing the
3. Observe the fuel level sight gauge (Figure 1-3, (3)) and fuel filter and draining the fuel filter / waterGseparator,
stop fueling when gauge shows fuel tank is full. or replacing a fuel system component.
NEVER overfill the fuel tank. To prime the fuel system on engines equipped withGan
4. Replace the fuel cap (Figure 1-3, (1)) and hand tighten. electric fuel pump:
Over-tightening the fuel cap will damage it. 1. Place an approved container under the airGbleed port.
2. Loosen the air bleed port 2 or 3 turns.
OXP 3. Turn the key to the ON position for 10 to 15Gseconds or
until the fuel coming out of the airGbleed port is free of
bubbles.
4. Tighten the air bleed port.
OYP
5. Wipe up any spills and properly dispose of fuel.
6. NEVER use the starter motor to crank theGengine in
order to prime the fuel system. ThisGmay cause the
OZP starter motor to overheat andGdamage the coils, pinion
and / or ring gear.
To prime the fuel system on engines not equippedGwith an
WWWWWWYh
electric fuel system:
Figure1-3 1. Place an approved container under the air bleed port.
2. Loosen the air bleed port (Figure 1-4, (1)) 2 or 3 turns.
3. Operate the fuel priming pump (Figure 1-4, (2)) until
the fuel coming out of the air bleed port isGfree of bub-
bles.
4. Tighten the air bleed port.
5. Wipe up any spills and properly dispose of fuel.
6. NEVER use the starter motor to crank the engine in
order to prime the fuel system. ThisGmay cause the
starter motor to overheat andGdamage the coils, pinion
and / or ring gear.

OYP
OXP

WWWW_]Yi

Figure1-4

SM 709 GENERAL SERVICE INFORMATION • 00-1-3

 Group 00(D-4TNE98) DIESEL ENGINE

ENGINE OIL Checking Engine Oil

Engine Oil Specifications 1. Make sure engine is level.
Use an engine oil that meets or exceeds the following 2. Remove dipstick (Figure 1-6, (1)) and wipe with clean
guidelines and classifications: cloth.
3. Fully reinsert dipstick.
Service Categories 4. Remove dipstick. The oil level should be between
• API Service Categories CD or higher upper (Figure 1-6, (2)) and lower (Figure 1-6, (3))
• ACEA Service Categories E-3, E-4, and E-5 lines on the dipstick.
• JASO Service Category DH-1 5. Fully reinsert dipstick.

Definitions O[P
• API Classification (American Petroleum Institute)
• ACEA Classification (Association des Constructeurs O\P
Européens d'Automobilies) OXP
• JASO (Japanese Automobile Standards Organization)

Note:
1. Be sure the engine oil, engine oil storage containers,
and engine oil filling equipment are free of sediments
and water.
2. Change the engine oil after the first 50 hours of opera-
tion and then at every 250 hours thereafter. OYP
3. Select the oil viscosity based on the ambient tempera- OZP
ture where the engine is being operated. See the SAE
Service Grade Viscosity Chart (Figure 1-5).
4. Yanmar does not recommend the use of engine oil O[P
“additives.”
O\P
WWWXXW_h
Additional Technical Engine oil Figure1-6
Requirements:
The engine oil must be changed when the Total Base Adding Engine Oil
Number (TBN) has been reduced to 2.0. TBN (mgKOH/ 1. Make sure engine is level.
g) test method; JIS K-201-5.2-2 (HCI), ASTM D4739 2. Remove oil cap (Figure 1-6, (4)).
(HCI).
3. Add indicated amount of engine oil at the top or side
engine oil filler port (Figure 1-6, (5)).
Engine Oil Viscosity
Select the appropriate engine oil viscosity based on 4. Wait three minutes and check oil level.
the ambient temperature and use the SAE Service 5. Add more oil if necessary.
Grade Viscosity Chart in Figure 1-5. 6. Replace oil cap (Figure 1-6, (4)) and hand tighten.
Over-tightening may damage the cap.
SAE 10W
SAE 20W
SAE 10W-30
SAE 15W-40
SAE 20
SAE 30
SAE 40

-4˚F 14˚F 32˚F 50˚F 68˚F 86˚F 104˚F

(-20˚C) (-10˚C) (0˚C) (10˚C) (20˚C) (30˚C) (40˚C)

Figure 1-5

00-1-4 • GENERAL SERVICE INFORMATION SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Engine Oil Capacity (Typical) Filling Radiator With Engine Coolant

Note: These are the engine oil capacities associated with a
“Deep Standard” oil pan. Oil capacity will vary
dependant upon which optional oil pan is used.
Refer to the operation manual provided by the
driven machine manufacturer for the actual engine
oil capacity of your machine.
The following are typical engine oil capacities for
4TNE98 engines.
Fill the radiator and reserve tank as follows. This proce-
dure is for filling the radiator for the first time or refilling
it after it is flushed. Note that a typical radiator is illus-
trated.
1. Check to be sure the radiator drain plug is installed and
tightened or the drain cock (Figure 1-7, (1)) is closed.
Also make sure the cylinder block drain plug (Figure 1-
8, (1)) is installed and tightened.

Dipstick Upper OYP

Engine Model
Limit / Lower Limit
O\P
9.7 / 7.6 qt
4TNE98
(9.2 / 7.2 L)
OZP

O]P FULL

ENGINE COOLANT LOW

O[P
Engine Coolant Specifications
Use a Long Life Coolant (LLC) or an Extended Life Cool-
ant (ELC) that meets or exceeds the following guidelines
and specifications.
OXP
Alternative Engine Coolant WWWWWY`h
If an Extended or Long Life Coolant is not available, Figure1-7
alternatively, you may use an ethylene glycol or propy-
lene glycol based conventional coolant (green).

Notes:
1. ALWAYS use a mix of coolant and water. NEVER use
water only.
2. Mix coolant and water per the mixing instructions on
the coolant container.
3. Water quality is important to coolant performance.
Yanmar recommends that soft, distilled, or demineral- OXP
ized water be used to mix with coolants.
4. NEVER mix extended or long life coolants and conven-
tional (green) coolants.
5. NEVER mix different types and / or colors of extended
life coolants.
6. Replace the coolant every 1000 engine hours or once a
year.
WWWX\^_h

Figure1-8
Additional Technical Coolant
Specifications: 2. Remove the radiator cap (Figure 1-7, (2)) by turning it
• ASTM D6210, D4985 (US) counter-clockwise about 1/3 of a turn.
• JIS K-2234 (Japan)
• SAE J814C, J1941, J1034 or J2036 (International) 3. Pour the engine coolant slowly into the radiator until it
is even with the lip of the engine coolant filler port.
Make sure that air bubbles do not develop as you fill the
radiator.

SM 709 GENERAL SERVICE INFORMATION • 00-1-5

 Group 00(D-4TNE98) DIESEL ENGINE

4. Reinstall the radiator cap (Figure1-7, (2)). Engine Coolant Capacity (Typical)
Align the tabs on the back side of the radiator cap with Note: Capacities listed are for the engine only without a
the notches on the engine coolant filler port. Press down radiator. Refer to the operation manual provided
and turn the cap clockwise about 1/3 of a turn. by the driven machine manufacturer for the total
5. Remove the cap of the reserve tank (Figure 1-7, (3)), cooling system capacity of your specific machine.
and fill it to the LOW (COLD) mark (Figure 1-7, (4))
with engine coolant. Reinstall the cap. The following are typical engine coolant capacities for
6. Check the hose (Figure 1-7, (5)) that connects the 4TNE98 engines.
reserve tank (Figure 1-7, (3)) to the radiator. Be sure it
is securely connected and there are no cracks or dam- Dipstick Upper
Engine Model
age. If the hose is damaged, engine coolant will leak out Limit / Lower Limit
instead of going into the reserve tank. 4TNE98 1.11 gal. (4.2 L)
7. Run the engine until it is at operating temperature.
Check the level of engine coolant in the reserve tank.
When the engine is running and the engine coolant is at
normal temperature, the coolant level in the tank should
be at the FULL (HOT) mark (Figure 1-7, (6)). If the
engine coolant is not at the FULL (HOT) mark, add
additional engine coolant to the reserve tank to bring the
level to the FULL (HOT) mark.

00-1-6 • GENERAL SERVICE INFORMATION SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

SPECIFICATIONS Notes:
1. The information described in Principal Engine Specifi-
Description of Model Number cations is for a “standard” engine. To obtain the infor-
4 TNE 98 - OO mation for the engine installed in your driven machine,
Customer / Machine Code please refer to the manual provided by the driven
machine manufacturer.
Cylinder Bore (in terms of mm) 2. Engine rating conditions are as follows (SAE J1349,
Yanmar Diesel Engine Series ISO 3046/1):
• Atmospheric Condition: Room temperature 77°F
Number of Cylinders (4) (25°C), Atmospheric pressure 29.53 in Hg (100 kPa,
750 mm Hg), Relative humidity 30%
• Fuel Temperature at Fuel Injector Pump Inlet: 104°F
(40°C)
• With Cooling Fan, Air Cleaner, Muffler: Yanmar Stan-
Engine Speed Specifications dard
• After Engine Break-In Period. Output Allowable Devia-
AVAILABLE ENGINE INTENDED tion: ± 3%
NOTATION
SPEED USES • 1 PS = 0.7355 kW
VM *2050 ~ 2450 rpm (min-1) Forklift • 1 hp SAE (Society of Automotive Engineers)= 0.7457
kW
*refer to principal engine specifications
VM: Variable Medium Speed

Engine General Specifications

Vertical Inline, Water Cooled,
Type
4-Cycle Diesel Engine
Combustion System Indirect Injection
Starting System Electric Starting
Cooling System Radiator
Forced Lubrication With Trochoid
Lubricating System
Pump
PTO Position Flywheel End
Counterclockwise Viewed from
Direction of Rotation
Flywheel Side

SM 709 GENERAL SERVICE INFORMATION • 00-1-7

 Group 00(D-4TNE98) DIESEL ENGINE

4TNE98 EPA Tier3

Engine Model 4TNE98 EPA Tier3
Version VM
Type Vertical Inline Diesel Engine
Combustion System Indirect Injection, No Turbocharger
Aspiration Natural
No. of Cylinders 4
Bore Ý Stroke 3.86 x 4.33 in (98 Ý 110 mm)
Displacement 202.5 cu in (3.319 L)
rpm
2300
(min-1)
** Max. Rated Output hp SAE 61.7
(Gross)
kW 46.0
PS
High Idle Speed 2725 ± 25 62.5
(Bare Engine) rpm
Low Idle Speed
850 ± 25 rpm
(Bare Engine)
Engine Weight (Dry)* 496 lb (225 kg)
PTO Position Flywheel Side
Direction of Rotation Counterclockwise Viewed From Flywheel Side
Cooling System Liquid-Cooled With Radiator
Forced Lubrication With Trochoid Pump
Lubricating System At normal operating speeds, oil pressure is: 42 - 57 psi (0.29 - 0.39 MPa; 3.0 - 4.0 kgf/cm2)
At idle, oil pressure is: No less than 18.5 psi (0.13 MPa; 1.3 kgf/cm2)
Electric Starting - Starter Motor: DC12V, 3.1 hp (2.3 kW)
Starting System Alternator: DC12V, 40A
Recommended Battery Capacity: 12V, 622 CCA (Cold Cranking Amps)
Dimensions (L Ý W Ý 28.0 x 20.3 x 29.8 in
H)* (710 x 516 x 758 mm)
9.7 / 7.6 qt (9.2 / 7.2 L)
Engine Oil Pan Capacity
(Dipstick Upper Limit / Lower Limit)
Engine Coolant Capacity 1.11 gal (4.2 L) Engine Only

* Engine Specifications Without Radiator, Muffler, and Air Cleaner.

** The Intake and Exhaust condition of Max. Rated output are
Air Intake Restriction : 250mmAq
Exhaust Gas Restriction : 1000mmAq
*** The detail specifications are refer to the Specification document which is agreed between both engineering

00-1-8 • GENERAL SERVICE INFORMATION SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

ENGINE SERVICE INFORMATION

Engine Tuning

Inspection Item Standard Limit

0.006 - 0.010 in
Intake / Exhaust Valve Gap -
(0.15 - 0.25 mm)
1711 - 1842 psi
Fuel Injection Pressure (11.8 - 12.7 MPa -
120 - 130 kgf / cm¸)
Fuel Injection Timing with Plunger Lifted 0.039 in (1
6°±1°ATDC -
mm)
425 - 428 psi 341 psi
Compression Pressure at 250 rpm (250 minµ¿) (2.93 - 2.95 MPa (2.35 MPa
29 - 31 kgf / cm¸) 24 kgf / cm¸)
86 psi (0.59 MPa,
Max. (when cold) -
6.0 kgf/cm2)
42 - 57 psi (0.29 - 0.39 MPa,
Lubricating Oil Pressure At rated output -
2.96 - 3.98 kgf/cm2)
8.5 psi (0.06 MPa,
When idling -
0.6 kgf/cm2) or greater
Full Opening Lift
Valve Opening Temperature
Temperature
Thermostat 0.32 in (8 mm) or
160°F
Above
(71°C)
185°F (85°C)

SM 709 GENERAL SERVICE INFORMATION • 00-1-9

 Group 00(D-4TNE98) DIESEL ENGINE

TIGHTENING TORQUES FOR STANDARD BOLTS AND NUTS

Nominal Thread
Item x Pitch Tightening Torque Remarks
Diameter
Hexagon Bolt 7 to 9 ft lbs
(7T) and Nut M6 x 1.0 mm (87 to 104 in lbs, 9.8 to 11.8 N·m,
1.0 to 1.2 kgf·m)
17 to 21 ft lbs
M8 x 1.25 mm (200 to 251 in lbs, 22.6 to 28.4 N·m, Use 80% of the value at
2.3 to 2.9 kgf·m) left when the tightening
33 to 40 ft lbs part is aluminum.
M10 x 1.5 mm
(44.1 to 53.9 N·m, 4.5 to 5.5 kgf·m) Use 60% of the value at
58 to 72 ft lbs left for 4T bolts and lock
M12 x 1.75 mm nuts.
(78.4 to 98.0 N·m, 8.0 to 10 kgf·m)
94 to 108 ft lbs
M14 x 1.5 mm
(127.5 to 147.1 N·m, 13 to 15 kgf·m)
159 to 174 ft lbs
M16 x 1.5 mm
(215.7 235.4 N·m, 22 to 24 kgf·m)
7 ft lbs
1/8 mm
(87 in lbs, 9.8 N·m, 1.0 kgf·m)
14 ft lbs
1/4 mm
(173 in lbs, 19.6 N·m, 2.0 kgf·m)
PT PLug -
22 ft lbs
3/8 mm
(29.4 N·m, 3.0 kgf·m)
43 ft lbs
1/2 mm
(58.8 N·m, 6.0 kgf·m)
9 to 12 ft lbs
M8 (112 to 148 in lbs, 12.7 to 16.7 N·m,
1.3 to 1.7 kgf·m)
14 to 19 ft lbs
M10 (173 to 225 in lbs, 19.6 to 18.734 N·m,
Pipe Joint 2.0 to 3.5 kgf·m)
-
Bolt 18 to 25 ft lbs
M12
(24.5 to 34.3 N·m, 2.5 to 3.5 kgf·m)
29 to 36 ft lbs
M14
(39.2 to 49.0 N·m, 4.0 to 5.0 kgf·m)
36 to 43 ft lbs
M16
(49.0 to 58.8 N·m, 5.0 to 6.0 kgf·m)
Note: Lubricating oil is not applied to threaded portion and seat surface.

00-1-10 • GENERAL SERVICE INFORMATION SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

STANDARD TORQUE CHART

Thread size × Pitch mm M6×1.0 M8×1.25 M10×1.5 M12×1.75 M14×1.5 M16×1.5
in lbs 96.0 ± 9.0 - - - - -
Tightening ft lbs - 19.0 ± 2.0 36.0 ± 4.0 65.0 ± 7.0 101.0 ± 7.0 167.0 ± 7.0
Torque N·m 10.8 ± 1.0 25.5 ± 2.9 49.0 ± 4.9 88.3 ± 9.8 137 ± 9.8 22.6 ± 9.8
kgf·m 1.1 ± 0.1 2.6 ± 0.3 5.0 ± 0.5 9.0 ± 1.0 14.0 ± 1.5 23.0 ± 2.0

SM 709 GENERAL SERVICE INFORMATION • 00-1-11

 Group 00(D-4TNE98) DIESEL ENGINE

Section 2

Periodic Maintenance

SM 709 Periodic Maintenance • 00-2-1

 Group 00(D-4TNE98) DIESEL ENGINE

̺ : Check GGଜ : Replace ̻ : Contact your authorized Yanmar industrial engine dealer or distributorU

Periodic Maintenance Interval

Chec During
System Check Item Daily Every 250 Every 500 Every 1000 Every 2000 Every 4000
Operation
hours hours hours hours hours
Check & Re-fill Engine
Coolant ̺

Check Engine Coolant

Temperature Indicator ̺

Check & Clean Radiator ̺ or every

Cooling Fins 1 6 weeks
System
First Check after 50 ̺ or every
Check & Adjust Cooling hours
Fan V-belt 6 weeks

Drain, Flush, and Re-fill ଜ or every

Cooling System with New Y yr. which-ever
Coolant comes first.
Cylinder Adjust Intake / Exhaust ̻ or every
Head Valve Clearance 6 months

Check Battery ̺ or every

Electrical 6 weeks
Equipment
Check Battery Indicator ̺
Emission Inspect, Clean & Test Fuel
Control ̻ or every
Warranty Injectors 1 year

Check Engine Oil Level ̺

Check Engine Oil Pressure
Indicator ̺
Engine Oil ̻ or every
Drain & Fill Engine Oil
3 months

Replace Engine Oil Filter ̻ or every

3 months
Engine Check & Adjust Governor
Speed Lever & Engine Speed ̺ or every
Control Control 3 months

Check & Re-fill Fuel TankG

Level ̺

Check Fuel Filter Indicator ̺

Drain Fuel Filter / Water
Separator ̺
Fuel
Clean Fuel Filter / Water ̺ or every
̺ 6 months
Separator1

Replace Fuel Filter1 ଜ or every

6 months
Replace Fuel Filter1
Inspect or Replace Fuel
̺ or every
Hoses System & Cooling System ̺
Hoses Y weeks

Intake & Clean or Replace Air ̺ or every

Exhaust Cleaner Element1 2 6 weeks
1 Very dirty conditions will require daily check and cleaning.
2 In dirty or dusty environments, replace at 1000 hours or as needed.

Note: These procedures are considered normal maintenance and are performed at the owner’s expense.

00-2-2 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE
PERIODIC MAINTENANCE
PROCEDURES
Daily
Perform the following procedures daily.
• Drain Fuel Filter / Water Separator
• Check Fuel Hoses and Engine Coolant Hoses
Drain Fuel Filter / Water Separator
DANGER
FIRE AND EXPL OSION HAZARD!
• Diesel fuel is extremely flammable and
explosive under certain conditions.
• When you remove any fuel system
component to perform maintenance
(such as changing the fuel filter) place
an approved container under the
opening to catch the fuel.
• NEVER use a shop rag to catch the
fuel. Vapors from the rag are extremely
flammable and explosive.
• Wipe up any spills immediately.
• Wear eye protection. The fuel system
is under pressure and fuel could spray
out when you remove any fuel system
component.
• Failure to comply will result in death or
serious injury.
0000009en
SM 709
WARNING
HIGH PR
PRESSUR
SSURE HAZARD
RD!
• Avoid skin contact with high pressure
diesel fuel spray caused by a fuel
system leak such as a broken fuel
injection line. High pressure fuel can
penetrate your skin and result in
serious injury. If you are exposed to
high pressure fuel spray obtain
prompt medical treatment.
• NEVER check for a fuel leak with your
hands. ALWAYS use a piece of wood
or cardboard. Have your authorized
Yanmar industrial engine dealer or
distributor repair the damage.
• Failure to comply could result in death
or serious injury.
0000008en
CAUTION
UTION
If no water drips when the fuel
filter / water separator drain cock is
opened, loosen the air vent screw on the
top of the fuel filter / water separator by
using a screwdriver to turn it
counterclockwise 2-3 turns.
This may occur if the fuel filter / water
separator is positioned higher than the
fuel level in the fuel tank. After draining
the fuel filter / water separator, be sure
to tighten the air vent screw.
0000025en
Periodic Maintenance • 00-2-3
 Group 00(D-4TNE98) DIESEL ENGINE

1. Position an approved container under the fuel filter /

CAUTIO
UTION
Be responsible to the environment.
Follow these procedures for hazardous
waste disposal. Failure to follow these
procedures may seriously harm the
environment.
water separator (Figure 2-1, (1)) to collect the contami-
nants.
2. Loosen the drain cock (Figure 2-1, (2)) at the bottom of
the fuel filter / water separator. Drain any water col-
lected inside.
3. Hand tighten the drain cock.
4. Be sure to prime the diesel fuel system when you are
done. See Priming the Fuel System on page 00-1-3.
Check Fuel Hoses and Engine Coolant
Hoses
Daily check the fuel system and engine coolan system
hoses. If they are cracked or degraded, replace them.

• Follow the guidelines of the EPA or

other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
0000013en

NEVER wait until the scheduled periodic maintenance if

the fuel filter indicator comes on.
The fuel filter / water separator contains a sensor to detect
the amount of water and contaminants. This sensor sends
a signal to an indicator to alert the operator.
Drain the fuel filter / water separator as follows:

OXP

OYP WWWW_]Yj

Figure 2-1

00-2-4 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Every 250 Hours of Operation

Perform the following maintenance every 250 hours of
operation.
• Check and Clean Radiator Fins
• Check and Adjust Cooling Fan V-Belt OXP
FULL

• Check Battery LOW

• Clean Air Cleaner Element

Check and Clean Radiator Fins

CAUTIO
UTION

WWWWW_\h
Figure 2-2

Check and Adjust Cooling Fan V-belt

FLYING
NG OBJECT HAZARD! The V-belt will slip if it does not have the proper tension.
This will prevent the alternator from generating sufficient
• ALWAYS wear eye protection when
power. Also, the engine will overheat due to the engine
servicing engine and when using
coolant pump pulley slipping. Be sure to check for proper
compressed air or high-pressure belt tension after the first 50 hours of operation. Thereaf-
water. Dust, flying debris, compressed ter, check the belt tension every 250 hours of operation.
air, pressurized water or steam may
injure your eyes. Check and adjust the V-belt tension (deflection) as fol-
lows:
• Failure to comply may result in minor 1. Press the V-belt down with your thumb with a force of
or moderate injury. approximately 22 ft lbs (98 N•m, 10 kgf•m) to check the
0000003en deflection.
There are three positions to check for V-belt tension (Fig-
Dirt and dust adhering to the radiator fins reduce the cool- ure 2-3, (A), (B) and (C)). You can check the tension at
ing performance, causing overheating. whichever position is the most accessible. The proper
Make it a rule to check the radiator fins daily and clean as deflection of a used V-belt at each position is:
needed.
Note that a typical radiator is shown in Figure 2-2 for Used V-belt Tension
illustrative purposes only.
A B C
• Blow off dirt and dust from fins and radiator with 28 psi
3/8 ~1/2 in 1/4 ~3/8 in 5/16 ~1/2 in
(0.19MPa, 2kgf/cm2) or less of compressed air (Figure
(10~14 mm) (7~10 mm) (9~13 mm)
2-2, (1)). Be careful not to damage the fins with the com-
pressed air.
• If there is a large amount of contamination on the fins,
apply detergent, thoroughly clean and rinse with tap
water.

CAUTION
UTION
NEVER use high pressure water or
compressed air at greater than 28 psi or
a wire brush to clean the radiator fins.
Radiator fins damage easily.
0000016en

SM 709 Periodic Maintenance • 00-2-5

 Group 00(D-4TNE98) DIESEL ENGINE

on a running engine for 5 minutes or more.

OhP 4. Inspect the condition of the used V-belt. There must be
clearance (Figure 2-5, (1)) between the V-belt and the
bottom of the pulley groove. If there is no clearance
(Figure 2-5, (2)) between the V-belt and the bottom of
the pulley groove, replace the V-belt.

OiP
OYP

OjP OXP

WWWW\_[
Figure 2-5
5. Install the new V-belt. Refer to the table for proper ten-
sion.
WWWXXXXh

Figure 2-3 New V-belt Tension

A B C
2. If necessary, adjust the V-belt tension. Loosen the set
bolt (Figure 2-4, (1)) and move the alternator (Figure 5/16 ~7/16 in 3/16 ~5/16 in 1/4 ~7/16 in
2-4, (2)) with a pry bar (Figure 2-4, (3)) to tighten the (8~12 mm) (5~8 mm) (7~11 mm)
V-belt. 6. After adjusting, run the engine for 5 minutes or more.
Check the tension again using the specifications for a
used V-belt.

Used V-belt Tension

OZP
A B C
3/8 ~1/2 in 1/4 ~3/8 in 5/16 ~1/2 in
(10~14 mm) (7~10 mm) (9~13 mm)

OXP

OYP

WWWX\\Zh

Figure 2-4
3. Check the V-belt for cracks, oil or wear. If any of these
conditions exist, replace the V-belt.
• “New V-belt” refers to a V-belt which has been used
less than 5 minutes on a running engine.
• “Used V-belt” refers to a V-belt which has been used

00-2-6 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Check Battery
DANGER CAUTIO
UTION

EXPLOSION HAZARD! Be responsible to the environment.

• NEVER check the remaining battery
charge by shorting out the terminals.
This will result in a spark and may
cause an explosion or fire. Use a
hydrometer to check the remaining
battery charge.
• If the electrolyte is frozen, slowly warm
the battery before you recharge it.
• Failure to comply will result in death or
serious injury.
0000007en
WARNING
Follow these procedures for hazardous
waste disposal. Failure to follow these
procedures may seriously harm the
environment.
• Follow the guidelines of the EPA or
other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
0000013en

BURN HAZARD!
• Batteries contain sulfuric acid. NEVER
allow battery fluid to come in contact
with clothing, skin or eyes. Severe
burns could result. ALWAYS wear
safety goggles and protective clothing
when servicing the battery. If contact
with the skin and / or eyes should
occur, flush with a large amount of
water and obtain prompt medical
treatment.
• Failure to comply could result in death
or serious injury.
0000007en(1)

SM 709 Periodic Maintenance • 00-2-7

 Group 00(D-4TNE98) DIESEL ENGINE

OZP CAUTIO
UTION
OYP

OXP

FLYING
NG OBJECT HAZARD!
• ALWAYS wear eye protection when
WWWWW]^h
servicing engine and when using
Figure 2-6 compressed air or high-pressure
• When the amount of fluid nears the lower limit (Figure water. Dust, flying debris, compressed
2-6, (1)), fill with distilled water (Figure 2-6, (2)) so it
is at the upper limit (Figure 2-6, (3)). If operation con-
air, pressurized water or steam may
tinues with insufficient battery fluid, the battery life is injure your eyes.
shortened, and the battery may overheat and explode. • Failure to comply may result in minor
During the summer, check the fluid level more often
than specified.
or moderate injury.
• If the engine cranking speed is so slow that the engine 0000003en

does not start, recharge the battery.

• If the engine still will not start after charging, have your
authorized Yanmar industrial engine dealer or distribu-
tor check the battery and the engine’s starting system.
• If operating the machine where the ambient temperature
could drop to 5°F (-15°C) or less, remove the battery
from the machine at the end of the day. Store the battery
in a warm place until the next use. This will help start
the engine easily at low ambient temperatures.
Clean Air Cleaner Element
Note that a typical air cleaner is shown in Figure 2-7 and
Figure 2-8 for illustrative purposes only.
The engine performance is adversely affected when the air
cleaner element is clogged with dust.
Be sure to clean the air filter element periodically.
1. Unlatch and remove the air cleaner cover (Figure 2-7,
(1)).
2. Remove the element (Figure 2-7, (2)) (outer element if
equipped with two elements).
3. Blow air (Figure 2-7, (3)) through the element from the
inside out using 42–71 psi (0.290.49MPa, 3.05.0kgf/
cm2) compressed air to remove the particulates. Use the
lowest possible air pressure to remove the dust without
damaging the element.
If the air cleaner is equipped with a double element, only
remove and replace the inner element (Figure 2-8, (1)) if
the engine lacks power or the dust indicator actuates (if
equipped). This is in addition to replacing the outer ele-
ment.
The inner element should not be removed when cleaning
or replacing the outer element. The inner element it is
used to prevent dust from entering the engine while ser-
vicing the outer element.
O]P O[P
OYP
O\P
OZP

OXP

WWWWW^Wh

Figure 2-7

00-2-8 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Every 500 Hours of Operation

Perform the following maintenance every 500 hours of
operation.
• Replace Engine Oil and Engine Oil Filter
• Check and Adjust the Governor Lever and Engine
Speed Control

Replace Engine Oil and Engine Oil Filter

OXP
WARNIN
RNING

WWWWW^Xh

Figure 2-8
4. Replace the element with a new one if the element is
damaged, excessively dirty or oily. BURN HA
HAZARD!
RD!
5. Clean inside of the air cleaner cover.
6. Install the element into the air cleaner case
• If you must drain the engine oil while it
(Figure 2-7, (4)). is still hot, stay clear of the hot engine
7. Install the air cleaner cover making sure you match the oil to avoid being scalded. Make sure
arrow (Figure 2-7, (5)) on the cover with the arrow on you wear eye protection.
the case (Figure 2-7, (6)). • Failure to comply could result in death
8. Latch the air cleaner cover to the case. or serious injury.
0000011en

CAUTION
UTION
• When the engine is operated in dusty
conditions, clean the air cleaner
CAUTIO
UTION
element more frequently. • Only use the engine oil specified.
Other engine oils may affect warranty
• NEVER operate the engine with the air
coverage, cause internal engine
cleaner or element(s) removed. This
components to seize, or shorten
may cause foreign material to enter the
engine life.
engine and damage it.
0000026en
• Prevent dirt and debris from
contaminating engine oil. Carefully
clean the oil cap / dipstick and the
surrounding area before you remove
the cap.
• NEVER mix different types of engine
oil. This may adversely affect the
lubricating properties of the engine oil.
• NEVER overfill. Overfilling may result
in white exhaust smoke, engine
overspeed or internal damage.
0000005en

SM 709 Periodic Maintenance • 00-2-9

 Group 00(D-4TNE98) DIESEL ENGINE

Change the engine oil every 500 hours of operation.

Replace the engine oil filter at the same time.
CAUTIO
UTION Drain the engine oil as follows:
1. Make sure the engine is level.
2. Start the engine and bring it up to operating tempera-
ture.
3. Stop the engine.
4. Remove the oil filler cap (Figure 2-9, (1)) to vent the
Be responsible to the environment. engine crankcase and to allow the engine oil to drain
Follow these procedures for hazardous more easily.
waste disposal. Failure to follow these 5. Position a container (Figure2-10, (1)) under the engine
procedures may seriously harm the to collect waste oil.
environment.
OXP
• Follow the guidelines of the EPA or
other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
0000013en

OXP

WWWXXW_i

Figure 2-9

6. Remove the drain plug (Figure 2-10, (2)). Allow oil to

drain.
After all oil has been drained from the engine, install the
drain plug (Figure 2-10, (2)) and tighten to 14-17 ft lbs
(19.6-23.5 N•m, 2.0-2.4 kgf•m).
7. Dispose of used oil properly.

00-2-10 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Remove the engine oil filter as follows: 4. Add new engine oil to the engine as specified in Adding
1. Turn the engine oil filter (Figure 2-11, (1)) counter- Engine Oil on page 00-1-5
clockwise (Figure 2-11, (2)) using a filter wrench.
Check and Adjust the Governor Lever
and Engine Speed Control
The governor lever and engine speed control (accelerator
lever, pedal, etc.) of the machine are connected together
by an accelerator cable or rod.
If the cable becomes stretched, or the connections loosen,
OYP the governor lever may not respond to change of engine
speed control position. This may make operation of the
machine unsafe. Check the cable periodically and adjust if
necessary. Consult your authorized Yanmar industrial
engine dealer or distributor for the adjustment procedure.
OXP
NEVER force the accelerator cable or pedal to move. This
may deform the governor lever or stretch the cable and
cause irregular operation of the engine speed control.
WWWXXW` Checking and adjusting the governor lever:
Figure 2-10 1. Check that the governor lever (Figure 2-12, (1)) makes
uniform contact with the low idle (Figure 2-12, (2)) and
high idle (Figure 2-12, (3)) speed limit screws when the
engine speed control is in the high idle speed or low idle
OXP speed position.
2. If the governor lever does not make contact with the
high idle or low idle speed limit screw, adjust the accel-
erator cable.
3. In some engine speed control applications, loosen the
OZP
accelerator cable locknut and adjust the cable so the
governor lever makes proper contact with the high / low
OYP
idle speed limit screw.

WWWXXXWh
Figure 2-11
2. Clean the engine oil filter mounting face.
3. Lightly coat the gasket on the new oil filter with engine
oil. Install the new engine oil filter manually by turning
CAUTIO
UTION
NEVER attempt to adjust the low or high
idle speed limit screw. This may impair
the safety and performance of the
machine and shorten its life. If the idle
speed limit screws require adjustment,
see your authorized Yanmar industrial
engine dealer or distributor.
0000017en

it clockwise (Figure 2-11, (3)) until it contacts the

mounting surface. Tighten an additional 3/4 of a turn
using the filter wrench.

Applicable Engine Oil Filter Part No.

(Figure 2-11, (1))
4TNE98 129150-35152

SM 709 Periodic Maintenance • 00-2-11

 Group 00(D-4TNE98) DIESEL ENGINE

Clean Fuel Filter / Water Separator

OYP
DANGER
OXP

FIRE AND EXPL OSION HAZARD!

• Diesel fuel is extremely flammable and
OZP
explosive under certain conditions.
• When you remove any fuel system
WWWXXW]h
component to perform maintenance
Figure 2-12 (such as changing the fuel filter) place
an approved container under the
opening to catch the fuel.
Every 1000 Hours of Operation
• NEVER use a shop rag to catch the
Perform the following maintenance every 1000 hours of
operation.
fuel. Vapors from the rag are extremely
• Adjust Intake / Exhaust Valve Clearance
flammable and explosive.
• Clean Fuel / Water Separator • Wipe up any spills immediately.
• Replace Fuel Filter
• Wear eye protection. The fuel system
is under pressure and fuel could spray
Adjust Intake / Exhaust Valve out when you remove any fuel system
Clearance component.
Proper adjustment is necessary to maintain the correct • Failure to comply will result in death or
timing for opening and closing the valves.
serious injury.
Improper adjustment will cause the engine to run nois-
0000009en
ily, resulting in poor engine performance and engine
damage. See Measuring and Adjusting Valve Clearance
on page 00-3-26.

00-2-12 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

O\P O`P
CAUTIO
UTION

OYP
OXWP

OZP O]P
Be responsible to the environment.
Follow these procedures for hazardous
waste disposal. Failure to follow these O_P
OXP
procedures may seriously harm the
environment. O[P
• Follow the guidelines of the EPA or
other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
O^P
0000013en WWWWW^Zh

Periodically clean the fuel filter / water separator element
and inside cup.
1. Position an approved container under the cup (Figure
2-13, (1)) of the fuel filter / water separator to collect
the contaminants.
2. Close (Figure 2-13, (2)) the fuel cock (Figure 2-13,
(3)).
3. Loosen the drain cock (Figure 2-13, (4)) and drain the
contaminants. See Drain Fuel Filter / Water Separator
on page 00-2-3
4. Turn the retaining ring (Figure 2-13, (5)) to the left
(Figure 2-13, (10)) and remove the cup (Figure 2-13,
(6)). If equipped, disconnect the sensor wire (Figure 2-
13, (7)) from the cup before removing the cup.
5. Carefully hold the cup to prevent fuel from spilling. If
you spill any fuel, clean up the spill completely.
Figure 2-13
6. Remove the float ring (Figure 2-13, (8)) from the cup.
Pour the contaminants into the container and dispose it
properly.
7. Clean the element (Figure 2-13, (9)) and inside cup.
Replace the element if it is damaged.
Applicable Element Part No.(Figure 5-13, (9))
4TNE98 119802-55710
8. Install the element and O-ring in the bracket.
9. Position the float ring in the cup.
10. Check the O-ring on the cup. Replace if necessary.
11. Install the cup to the bracket by tightening the retain-
ing ring to the right (Figure 2-13, (6)) to a torque of
11-15 ft lbs (15-20 N•m, 1.5-2.0kgf•m).
12. Close the drain cock. Reconnect the sensor wire if
equipped.
13. Open the fuel cock (Figure 2-13, (3)).
14. Prime the fuel system. See Priming the Fuel System
on page 00-1-3.
15. Check for leaks.

SM 709 Periodic Maintenance • 00-2-13

 Group 00(D-4TNE98) DIESEL ENGINE
Replace Fuel Filter
DANGER
FIRE AND EXPL OSION HAZARD!
• Diesel fuel is extremely flammable and
explosive under certain conditions.
• When you remove any fuel system
component to perform maintenance
(such as changing the fuel filter) place
an approved container under the
opening to catch the fuel.
• NEVER use a shop rag to catch the
fuel. Vapors from the rag are extremely
flammable and explosive.
• Wipe up any spills immediately.
• Wear eye protection. The fuel system
is under pressure and fuel could spray
out when you remove any fuel system
component.
• Failure to comply will result in death or
serious injury.
0000009en
00-2-14 • Periodic Maintenance
WARNING
HIGH PR
PRESSUR
SSURE HAZARD
RD!
• Avoid skin contact with high pressure
diesel fuel spray caused by a fuel
system leak such as a broken fuel
injection line. High pressure fuel can
penetrate your skin and result in
serious injury. If you are exposed to
high pressure fuel spray obtain
prompt medical treatment.
• NEVER check for a fuel leak with your
hands. ALWAYS use a piece of wood
or cardboard. Have your authorized
Yanmar industrial engine dealer or
distributor repair the damage.
• Failure to comply could result in death
or serious injury.
0000008en
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

CAUTIO
UTION
OYP
OZP O[P
OXP

Be responsible to the environment.

Follow these procedures for hazardous
waste disposal. Failure to follow these
procedures may seriously harm the
environment.
• Follow the guidelines of the EPA or
other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
0000013en
WWWW_]Yk
Figure 2-14
4. Place an approved container under fuel filter.
5. Carefully open the drain plug (Figure 2-15, (1)) to
drain fuel from the fuel filter.
6. Remove the fuel filter (Figure 2-14, (2)) by turning it to
the left (Figure 2-14, (3)). Wipe up all spilled fuel.
7. Remove the drain plug (Figure 2-15, (1)) from the fuel
filter (Figure 2-15, (2)) by turning it to the left (Figure
2-15, (3)).
8. Check the condition of the drain plug O-ring (Figure 2-
15, (4)). Replace the O-ring if damaged.
OXWP
O_P

O^P
CAUTIO
UTION OYP
For maximum engine life, Yanmar
recommends that when shutting the
O]P
engine down, you allow the engine to
idle, without load, for 5 minutes. This O\P
will allow the engine components that
operate at high temperatures, such as O[P
the turbocharger (if equipped) and
OXP
exhaust system, to cool slightly before
the engine itself is shut down.
0000008en(1)
OZP O`P
Figure 2-15
Replace the fuel filter at specified intervals to prevent 9. Set the drain plug aside for reinstallation.
contaminants from adversely affecting the diesel fuel
10. Remove the fuel filter sensor assembly (Figure 2-15,
flow.
(5)) by turning it to the left (Figure 2-15, (3)).
1. Stop the engine and allow it to cool. 11. Carefully remove the in-line fuel filter (Figure 2-15,
2. Close all fuel cocks in fuel line. (7)) from the output nipple (Figure 2-15, (8)) that goes
to the fuel injection pump.
3. Disconnect the fuel filter sensor connector (Figure 2-
14, (1)). 12. Dispose of the fuel, fuel filters and O-ring (if replaced)
properly. Follow the guidelines of the EPA or other
government agency.

SM 709 Periodic Maintenance • 00-2-15

 Group 00(D-4TNE98) DIESEL ENGINE
13. Carefully install the new in-line fuel filter (Figure 2-
15, (7)) into the output nipple (Figure 2-15, (8)).
14. Carefully install the fuel filter sensor assembly (Fig-
ure 2-15, (5)) in the new fuel filter using the new O-
ring supplied with the fuel filter (Figure 2-15, (2)) by
turning the fuel filter sensor assembly to the right
(Figure 2-15, (9)).
15. Install the drain plug (Figure 2-15, (1)) on the new
fuel filter (Figure 2-15, (3)) by turning the drain plug
to the right (Figure 2-15, (8)). Hand tighten only.
16. Clean the fuel filter mounting surface (Figure 2-15,
(10)) and apply a small amount of diesel fuel to the
gasket of the new filter.
17. Install the new fuel filter (Figure 2-14, (2)) by turning
it to the right (Figure 2-14, (4)) until it contacts the
mounting surface. Tighten one additional turn.
18. Open all fuel cocks in the fuel line.
19. Reconnect the fuel filter sensor connector (Figure 2-
14, (1)).
20. Prime the fuel system. See Priming the FuelSystem on
page 00-1-3.
21. Check for fuel leaks.
Applicable Fuel Filter Part No.
(Figure 5-14, (2))
4TNE98 129901-55850
00-2-16 • Periodic Maintenance
Every 2000 Hours of Operation
Perform the following maintenance every 2000 hours of
operation.
• Replace Air Cleaner Element
• Inspect Clean and Test Fuel Injectors
Replace Air Cleaner Element
CAUTIO
UTION
The maximum air intake restriction shall
be 0.90 psi (6.23 kPa; 635 mm Aq) or
less. Clean or replace the air cleaner
element if the air intake restriction
exceeds the above mentioned value.
0000046en
Replace the air cleaner element (Figure 2-7, (2)) every
2000 hours even if it is not damaged or dirty.
When replacing the element, clean the inside of the air
cleaner case (Figure 2-7, (4)).
If the air cleaner is equipped with a double element, only
remove and replace the inner element (Figure 2-8, (1)) if
the engine lacks power or the dust indicator actuates (if
equipped). This is in
addition to replacing the outer element.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

Inspect Clean and Test Fuel Injectors Every 4000 Hours of Operation
• Drain, Flush, and Re-fill the Coolant System with
New Coolant
WARNING • Replace Fuel Hoses and Engine Coolant Hoses

Drain, Flush, and Re-fill the Coolant Sys-

tem with New Coolant

HIGH PR
PRESSUR
SSURE HA
HAZARD
RD!
DANGER
• Avoid skin contact with high pressure
diesel fuel spray caused by a fuel
system leak such as a broken fuel
injection line. High pressure fuel can
penetrate your skin and result in
serious injury. If you are exposed to
high pressure fuel spray obtain SCALD HAZARD
SCA HAZARD!
prompt medical treatment.
• NEVER remove the radiator cap if the
• NEVER check for a fuel leak with your engine is hot. Steam and hot engine
hands. ALWAYS use a piece of wood coolant will spurt out and seriously
or cardboard. Have your authorized burn you. Allow the engine to cool
Yanmar industrial engine dealer or down before you attempt to remove
distributor repair the damage. the radiator cap.
• Failure to comply could result in death • Securely tighten the radiator cap after
or serious injury. you check the radiator. Steam can
0000008en spurt out during engine operation if
the cap is loose.
Proper operation of the fuel injectors is required to obtain
the optimum injection pattern for full engine performance. • ALWAYS check the level of engine
The EPA / ARB requires that you have the injectors coolant by observing the reserve tank.
inspected, cleaned and tested every 2000 hours. See Ser- • Failure to comply will result in death or
vicing the Fuel Injectors on page 00-4-28.
serious injury.
0000002en

SM 709 Periodic Maintenance • 00-2-17

 Group 00(D-4TNE98) DIESEL ENGINE

Engine coolant contaminated with rust or scale reduces

the cooling effect. Even when extended life engine cool-
CAUTION
C UTION ant is properly mixed, the engine coolant gets contami-
nated as its ingredients deteriorate. Drain, flush and re-fill
the cooling system with new coolant every 4000 hours or
once every 2 years, whichever comes first.

1. Remove the radiator cap (Figure 2-16, (1)).

2. Remove the drain plug or open the drain cock (Figure
COOLANT HAZARD! 2-16, (2)) at the lower portion of the radiator and drain
the engine coolant.
• Wear eye protection and rubber gloves
when you handle Long Life or
Extended Life engine coolant. If
contact with the eyes or skin should OXP
occur, wash with clean water.
• Failure to comply may result in minor
or moderate injury. FULL

LOW

0000005en

CAUTIO
UTION

OYP WWWWW^[h

Figure 2-16
3. Remove the coolant drain plug (Figure 2-17, (1))
Be responsible to the environment. from the engine block.
Follow these procedures for hazardous
waste disposal. Failure to follow these
procedures may seriously harm the
environment.
• Follow the guidelines of the EPA or
other governmental agency for the
proper disposal of hazardous
materials such as engine oil, diesel
fuel and engine coolant. Consult the OXP
local authorities or reclamation facility.
• NEVER dispose of hazardous
materials irresponsibly by dumping
them into a sewer, on the ground or
into ground water or waterways.
0000013en
WWWX\^_h

Figure 2-17

00-2-18 • Periodic Maintenance SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

4. After draining the engine coolant, flush the radiator and

engine block to remove any rust, scale and contami-
nants. Then reinstall and tighten the drain plug or close
the drain cock in the radiator. Reinstall and tighten the
engine block drain plug.
5. Fill radiator and engine with engine coolant. See Filling
Radiator With Engine Coolant on page 00-1-5 .

Replace Fuel Hoses and Engine Coolant

Hoses
Replace the fuel and engine coolant hoses at least every
two years.

SM 709 Periodic Maintenance • 00-2-19

 Group 00(D-4TNE98) DIESEL ENGINE

Section 3

ENGINE

SM 709 ENGINE • 00-3-1

 Group 00(D-4TNE98) DIESEL ENGINE

ENGINE SERVICE INFORMATION

Engine Body
Cylinder Head

Inspection Item Standard Limit Reference Page

See Inspection of
Combustion Surface Distortion 0.0059 in
0.0020 in (0.05 mm) or less Cylinder Head on
(Flatness) (0.15mm)
page 00-3-20
Intake 0.020 - 0.028 in (0.5 - 0.7 mm) 0.039 in (1.0 mm)
Valve Sink See Inspection of
Exhaust 0.024 - 0.032 in (0.6 - 0.8 mm) 0.043 in (1.1 mm) Intake and
Intake 120° - Exhaust Valves on
Valve Seat Angle page 00-3-20
Exhaust 90° -

Intake / Exhaust Valve and Guide

Inspection item Standard Limit Reference Page

0.3156 - 0.3161 in 0.3189 in
Guide Inside Diameter
(8.015 - 8.030 mm) (8.10 mm)
0.3136 - 0.3142 in 0.3110 in
Intake Valve Valve Stem Outside Diameter
(7.965 - 7.980 mm) (7.90 mm)
See Inspection of
0.0014 - 0.0026 in 0.0071 in
Oil Clearance Intake and Exhaust
(0.035 - 0.065 mm) (0.18 mm)
Valves on page
0.3156 - 0.3161 in 0.3189 in 00-3-20
Guide Inside Diameter
(8.015 - 8.030 mm) 8.10 mm)
Valve Stem Outside 0.3136 - 0.3138 in 0.3110 in
Exhaust Valve
Diameter (7.965 - 7.970 mm) (7.90 mm)
0.0018 - 0.0030 in 0.0071 in
Oil Clearance
(0.045 - 0.075 mm) (0.18 mm)
See Assembly of
0.58 - 0.60 in
Valve Guide Projection From Cylinder Head - Valve Guides on
(14.7 - 15.0 mm)
page 00-3-22
See Assembly of
0.66 - 0.70 in
Valve Seal Projection from Cylinder head - Valve Guides on
(16.7 - 17.0 mm)
page 00-3-22

00-3-2 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Valve Spring

Inspection Item Standard Limit Reference Page

1.87 in
Free Length -
(47.5 mm) See Inspection of Valve Springs on
0.05 in page 00-3-21
Squareness -
(1.2 mm)

Rocker Arm and Shaft

Inspection Item Inspection Item Limit Reference Page

0.7283 - 0.7291 in 0.7311 in
Arm Shaft Inside Diameter
(18.50 - 18.52 mm) (18.57 mm)
See Inspection of Rocker Arm Assembly on page
0.7272 - 0.7280 in 0.7252 in
Shaft Outside Diameter 00-3-19
(18.47 - 18.49 mm) (18.42 mm)
0.0004 - 0.0020 in 0.0059 in
Oil Clearance
(0.01 - 0.05 mm) (0.15 mm)

Push Rod

Inspection Item Standard Limit Reference Page

0.0012 in
Push Rod Straightness - See Inspection of Push Rods on page 00-3-19
(0.03 mm)

SM 709 ENGINE • 00-3-3

 Group 00(D-4TNE98) DIESEL ENGINE

Gear Train and Camshaft

Camshaft

Inspection Item Standard Limit Reference Page

0.0020 - 0.0079 in 0.0118 in See Removal of Cam-
Side Gap
(0.05 - 0.20 mm) (0.30 mm) shaft on page 00-3-34
0 - 0.0008 in 0.0020 in
Bending (1/2 the Dial Gauge Reading)
(0 - 0.02 mm) (0.05 mm)
1.6707 - 1.6758 in 1.6608 in
Cam Height
(42.435 - 42.565 mm) (42.185 mm)
Bushing Inside 1.9681 - 1.9707 in 1.9736 in
Diameter (49.990 - 50.055 mm) (50.130 mm)
Camshaft Outside 1.9656 - 1.9665 in 1.9642 in
Gear End
Diameter (49.925 - 49.950 mm (49.890 mm)
0.0016 - 0.0051 in 0.0094 in
Oil Clearance
(0.04 - 0.130 mm) (0.240 mm)
See Inspection of Cam-
Bushing Inside 1.9685 - 1.9695 in 1.9724 in
shaft on page 00-3-40
Diameter (50.000 - 50.025 mm) (50.100 mm)
Camshaft Oil Camshaft Outside 1.9650 - 1.9659 in 1.9636 in
Intermediate
Clearance Diameter (49.910 - 49.935 mm) (49.875 mm)
0.0026 - 0.0045 in 0.0089 in
Oil Clearance
(0.065 - 0.115 mm) (0.225 mm)
Bushing Inside 1.9685 - 1.9695 in 1.9724 in
Diameter (50.000 - 50.025 mm) (50.100 mm)
Flywheel Camshaft Outside 1.9656 - 1.9665 in 1.9642 in
End Diameter (49.925 - 49.950 mm) (49.890 mm)
0.0020 - 0.0039 in 0.0083 in
Oil Clearance
(0.050 - 0.100 mm) (0.210 mm)

Idler Gear Shaft and Bushing

Inspection Item Standard Limit Reference Page

1.8091 - 1.9675 in 1.8071 in
Shaft Outside Diameter
(45.950 - 49.975 mm) (45.900 mm)
1.8110 - 1.8120 in 1.8140 in See Inspection of Idler Gear and
Bushing Inside Diameter
(46.000 - 46.025 mm) (46.075 mm) Shaft on page 00-3-40
0.0010 - 0.0030 in 0.0069 in
Clearance
(0.025 - 0.075 mm) (0.175 mm)

00-3-4 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Backlash of Each Gear

Inspection Item Standard Limit Reference Page

Crankshaft Gear, Camshaft Gear, Idler Gear, Fuel 0.0031 - 0.0055 in 0.0063 in
-
Injection Pump Gear (0.08 - 0.14 mm) (0.16 mm)
0.0035 - 0.0059 in 0.0067 in
Lubricating Oil Pump Gear -
(0.09 - 0.15 mm) (0.17 mm)

Cylinder Block

Inspection Item Standard Limit Reference Page

3.8583 - 3.8594 in 3.8634 in See Inspection of
Cylinder Inside Diameter 4TNE98
(98.000 - 98.030 mm) (98.130 mm) Cylinder Block on
Roundness 0.0004 in (0.01 mm) 0.0012 in page 00-3-35
Cylinder Bore
Inclination or less (0.03 mm)

Crankshaft

Inspection Item Standard Limit Reference Page

0.0008 in
Bending (1/2 the dial gauge reading) - (0.02 mm)
2.2816 - 2.2820 in 2.2796 in
Pin Outside Diameter
(57.952 - 57.962 mm) (57.902 mm)
Bearing Halves Inside 2.2835 - 2.2845 in
-
Connecting Rod Diameter (58.000 - 58.026 mm)
Journals Bearing Halves 0.0587 - 0.0591 in
- See Inspection of
Thickness (1.492 - 1.500 mm)
Crankshaft on
0.0015 - 0.0029 in 0.0059 in page 00-3-38
Oil Clearance
(0.038 - 0.074 mm) (0.150 mm)
Journal Outside 2.5572 - 2.5576 in 2.5552 in
Diameter (64.952 - 64.962 mm) (64.902 mm)
Bearing Halves Inside 2.5591 - 2.5598 in
-
Crank Journal Diameter (65.000 - 65.020 mm)
Selective Pairing Bearing Halves 0.0785 - 0.0791 in
-
Thickness (1.995 - 2.010 mm)
0.0015 - 0.0027 in 0.0059 in
Oil Clearance
(0.038 - 0.068 mm) (0.150 mm)

SM 709 ENGINE • 00-3-5

 Group 00(D-4TNE98) DIESEL ENGINE

Thrust Bearing

Inspection Item Standard Limit Reference

Page
0.0043 - 0.0083 in 0.0110 in See Removal of Crankshaft on page
Crankshaft Side Gap
(0.11 - 0.21 mm) (0.28 mm) 00-3-32

Piston

Inspection Item Standard Limit Reference

Page
Piston Outside Diameter 3.8559 - 3.8563 in 3.8543 in
(Measure in the Direction Verti- 4TNE98 (97.940 - 97.950 mm) (97.900 mm)
cal to the Piston Pin.) See Inspection of Pis-
tons on page 00-3-37
Piston Diameter Measure Position 0.8661 in
-
(Upward From the Bottom End of the Piston.) (22.000 mm)
Hole Inside 1.1811 - 1.1815 in 1.1826 in
Diameter (30.000 - 30.009 mm) (30.039 mm)
See Inspection of Pis-
Pin Outside 1.1807 - 1.1811 in 1.1795 in
Piston Pin ton Pin on page
Diameter (29.989 - 30.000 mm) (29.959 mm)
00-3-37
Clearance 0.0000 - 0.0008 in 0.0032 in
(0.000 - 0.020 mm) (0.080 mm)

00-3-6 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Piston Ring
Inspection Item Standard Limit Reference Page
0.0803 - 0.0811 in
Ring Groove Width -
(2.040 - 2.060 mm)
0.0764 - 0.0772 in 0.0756 in
Ring Width
(1.940 - 1.960 mm) (1.920 mm)
Top Ring
0.0032 - 0.0047 in
Side Clearance -
(0.080 - 0.120 mm)
0.0098 - 0.0177 in 0.0213 in
End Clearance
(0.250 - 0.450 mm) (0.540 mm)
0.0819 - 0.0825 in 0.0864 in
Ring Groove Width
(2.080 - 2.095 mm) (2.195 mm)
0.0776 - 0.0783 in 0.0768 in
Ring Width
(1.970 - 1.990 mm) (1.950 mm) See Inspection of Pis-
Second Ring
0.0035 - 0.0049 in 0.0096 in tons on page 00-3-37
Side Clearance
(0.090 - 0.125 mm) (0.245 mm)
End Clearance 0.0177 - 0.0256 in 0.0287 in
(0.450 - 0.650 mm) (0.730 mm)
0.1187 - 0.1193 in 0.1232 in
Ring Groove Width
(3.015 - 3.030 mm) (3.130 mm)
0.1169 - 0.1177 in 0.1161 in
Ring Width
(2.970 - 2.990 mm) (2.950 mm)
Oil Ring
0.0010 - 0.0024 in 0.0071 in
Side Clearance
(0.025 - 0.060 mm) (0.180 mm)
0.0100 - 0.0177 in 0.0217 in
End Clearance
(0.250 - 0.450 mm) (0.550 mm)

Connecting Rod

Inspection Item Standard Limit Reference Page

0.0051 - 0.0091 in See Inspection of Connecting
Thrust Clearance -
(0.13 - 0.23 mm) Rod on page 00-3-38

Rod Small End

Inspection Item Standard Limit Reference Page

1.1821 - 1.1826 in 1.1838 in
Bushing Inside Diameter
(30.025 - 30.038 mm) (30.068 mm)
SeeGInspection ofG
1.1806 - 1.1811 in 1.1795 in
Pin Outside Diameter ConnectingGRod onG
(29.987 - 30.000 mm) (29.959 mm)
page 00-3-38
0.0010 - 0.0020 in 0.0043 in
Clearance
(0.025 - 0.051 mm) (0.109 mm)

SM 709 ENGINE • 00-3-7

 Group 00(D-4TNE98) DIESEL ENGINE

Tappet

Reference
Inspection Item Standard Limit
Page
0.4724 - 0.4732 in 0.4739 in
Cylinder Block Tappet Hole Inside Diameter
(12.000 - 12.018 mm) (12.038 mm)
See Inspection
0.4715 - 0.4720 in 0.4707 in
Tappet Stem Outside Diameter of Tappets on
(11.975 - 11.990 mm) (11.955 mm)
page 00-3-38
0.0004 - 0.0017 in 0.0033 in
Oil Clearance
(0.010 - 0.043 mm) (0.083 mm)

ENGINE SPECIAL TORQUE CHART

Lubricating Oil
Component Thread Diameter Tightening Torque Application Reference Page
and Pitch (Thread Portion and
Seat Surface)
76.0 - 83.3 ft lbs See Assembly of
Cylinder Head Bolts M11 x 1.25 mm (103.1 - 112.9 N·m, Applied Cylinder Head on
10.5 - 11.5kgf·m) page 00-3-23
39.8 - 43.4 ft lbs See Installation of
Connecting Rod Bolts M10 x 1.0 mm (53.9 - 58.8 N·m, Applied Pistons on page
5.5 - 6.0 kgf·m) 00-3-44
137.3 - 151.8 ft lbs See Installation of
Flywheel Bolts M14 x 1.5 mm (186.2 - 205.8 N·m, Applied Crankshaft on
19.0 - 21.0 kgf·m) page 00-3-43
79.7 - 87.0 ft lbs See Installation of
Main Bearing Cap
M11 x 1.25 mm (108.1 - 117.9N·m, Applied Crankshaft on
Bolts 11.0 - 12.0 kgf·m) page 00-3-43
79.6 - 87.0 ft lbs See Installation of
Crankshaft Pulley Bolts M14 x 1.5 mm (107.9 - 127.5 N·m, Applied Crankshaft on
11.0 - 13.0 kgf·m) page 00-3-43

00-3-8 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

SPECIAL SERVICE TOOLS

No Tool Name Applicable model and tool size Illustration
Valve Guide Tool
(For Removing
Valve Guides
1

Locally Manufactured WWWW_Y^

Valve Guide Tool

(For Installing
Valve Guides)
2

Locally Manufactured
WWWW_Y_

Wrist Pin Bushing

Tool
3 (For Removing/
Installing of Wrist
Pin Bushings) Locally Manufactured WWWW_Y`

Valve Spring
Compressor
(For Removing/ Yanmar Part No.
4
129100-92630 WWWW_ZW
Installing Valve
Springs)

Stem Seal Tool

(for Installing
Stem Seals)

Locally Manufactured

WWWW_YW

Filter Wrench
(For Removing /
6 Available Locally
Installing Engine
Oil Filter) WWWW_YX

SM 709 ENGINE • 00-3-9

 Group 00(D-4TNE98) DIESEL ENGINE

No Tool Name Applicable model and tool size Illustration

Camshaft
Bushing Tool
(For Removing
Camshaft
7 Bushing)
Allowance: d1 d2
Locally Manufactured
WWWW_YY

Flex-Hone
(For Preparing
Cylinder Walls)
8

WWWW_YZ

Piston Ring
Compressor Yanmar Part No. 95550-002476
9 (For Installing The Piston Insertion Tool is Applicable for
Pistons) 2.362 - 4.921 in (60 - 125 mm) Diameter Pistons
WWWW_Y[

Piston Ring Tool

(For Removing/
10 Installing of Available Locally
Piston Rings)
WWWW_Y\

Crankshaft Pulley
Tool
(For Installing Locally Manufactured
11
Crankshaft (for 4TNV94L)
Pulley) WWWW_Y]

00-3-10 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

No Instrument Name Application Illustration

Measurements of shaft bending, and strain and

1 Dial Gauge
gap of surfaces
WWWW_ZX

Measurements of narrow or deep portions that

2 Test Indicator
cannot be measured by dial gauge
WWWW_ZY

3 Magnetic Stand For holding the dial gauge when measuring.

WWWW_ZZ

For measuring the outside diameters of

4 Micrometer
crankshaft, pistons, piston pins, etc.

WWWW_Z[

For measuring the inside diameters of cylinder

5 Cylinder Gauge
liners, rod metal, etc.
WWWW_Z\

For measuring outside diameters, depth,

6 Calipers
thickness and width
WWWW_Z]

Depth
7 For measuring of valve sink
Micrometer
WWWW_Z^

For measuring valve spring inclination and

8 Square
straightness of parts

WWWW_Z_

SM 709 ENGINE • 00-3-11

 Group 00(D-4TNE98) DIESEL ENGINE

No Instrument Nam Application Illustration

9 V-Block For measuring shaft bend

WWWW_Z`

For tightening nuts and bolts to the specified

torque
10 Torque Wrench

WWWW_[W

For measuring gaps between ring and ring

groove, and shaft joints during assembly
11 Feeler Gauge

WWWW_[X

For checking concentration of antifreeze and the

battery electrolyte charge status
12 Battery Coolant Tester
WWWW_[Z

abcdefghijklmn
abcd efghijk

abcdefghijklmn

abcdefghijklmn
abcdefghijklmnabcdefghijklmnabcdefghijklmn
abcdefghijklmnabcdefghijklmn

13 Digital Thermometer For measuring temperatures

WWWW_[\

For measuring revolution by contacting the

revolving shaft
Contact Type

WWWW_[]

For measuring revolution by sensing the

X
14 Tachometer reflecting mark on the outer periphery of the
revolving shaft
Photoelectric Type

WWWW_[^
Y

Fuel High Pressure This measures the revolution regardless of the

Pipe Clamp Type center or periphery of the revolving object

00-3-12 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

No Instrument Nam Application Illustration

15 Circuit Tester For measuring resistance, voltage and continuity
of electrical circuits

WWWW_[_

16 Compression Gauge Kit For measuring compression pressure

Gauge Set Part No. TOL-97190080

WWWW_[`

New Compression Test Adapter for direct injection 2-valve cylinder head
Adaptor Adapter Part No. 119802-92950

130

WWWW_\W

SM 709 ENGINE • 00-3-13

 Group 00(D-4TNE98) DIESEL ENGINE

CYlinder Head Components

OXP

OY_P OYP
OY^P OY`P
OZWP

OY]P OZP
OY\P
O[P
OYZP
OY[P

O\P
O]P

OYYP

O^P
OYXP
OYWP
O`P
O_P OXWP
OX`P
OXXP
OXYP

OXZP
OX[P

OX_P

OX]P
OX\P

OX^P

WWWX]_\

Figure 3-1

00-3-14 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

1. Valve Cover Nut Disassembly of Cylinder Head

2. Valve Cover Nut O-ring Prepare a clean, flat working surface on a workbench
3. Valve Cover large enough to accommodate the cylinder head assembly.
Discard all gaskets, O-rings and seals.
4. Valve Cover Gasket
5. Rocker Arm Shaft
6. Rocker Arm Shaft Retaining Screw CAUTION
UTION
7. Cylinder Head Bolt Identify all parts and their location using
8. Glow Plug Harness an appropriate method. It is important
9. Valve Cap that all parts are returned to the same
10. Valve Keepers position during the assembly process.
0000080en
11. Spring Retainer
12. Valve Spring
13. Valve Stem Seal 1. Remove the intake manifold bolts (Figure 3-2, (1)).
Remove the intake manifold (Figure 3-2, (3)). Discard
14. Valve Guide the intake manifold gasket (Figure 3-2, (3)).
15. Intake Valve
16. Exhaust Valve
O\P
17. Cylinder Head Gasket
18. Cylinder Head
O[P
19. Glow Plug
20. Glow Plug Cover O\P
21. Push Rod
22. Support Bracket Bolt O]P
23. Rocker Arm Shaft Spring O^P
24. Support Bracket Stud
25. Support Bracket
26. Rocker Arm OZP
OYP
27. Rocker Arm Shaft Retaining Ring
WWWX]_Y
28. Valve Adjusting Screw Lock Nut OXP
29. Valve Adjusting Screw Figure 3-2
30. Support Bracket Nut
2. Remove the exhaust manifold bolts (Figure 3-2, (4))
and nuts (Figure 3-2, (5)).
Remove the exhaust manifold (Figure 3-2, (6)).
Discard the exhaust manifold gasket (Figure 3-2, (7)).
3. Remove the water pump from the engine. See Disas-
sembly of Engine Coolant Pump on page 00-5-3.
4. Remove the fuel injectors from the cylinder head. See
Removal of the Fuel Injectors on page 00-4-28.

SM 709 ENGINE • 00-3-15

 Group 00(D-4TNE98) DIESEL ENGINE

Removal of Glow Plugs

1. Remove the glow plug cover (Figure 3-3, (2)) from
each of the glow plugs (Figure 3-3, (1)).
2. Disconnect the glow plug harness (Figure .3-3, (3)) OXP
from the glow plugs.
3. Remove the glow plugs from the cylinder head (Figure OYP
3-3, (4)).

OZP

OYP OZP
O[P

OXP
Figure 3-4
3. Remove the valve cover (Figure 3-4, (3)).
Discard the valve cover gasket (Figure 3-4, (4)).
O[P

Removal of Rocker Arm Assembly

1. Remove the bolt (Figure 3-5, (1)) and locking nuts
(Figure 3-5, (2)) that retain the rocker arm support
brackets to the cylinder head.
2. Lift the rocker arm assembly from the cylinder head.

WWWX]_Z
3. Lift the push rods from the cylinder head.
4. Number the push rods so that they are reinstalled with
Figure 3-3 the same valve tappet and rocker arm.

Removal of Valve Cover OYP

1. Remove the valve cover nuts (Figure 3-4, (1)).
2. Check the condition of the O-ring (Figure 3-4, (2)) on OYP
each valve cover nut.
Replace the O-ring if necessary.

OXP OYP

WWWX]_W

Figure 3-5

00-3-16 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Disassembly of Rocker Arm Assembly Removal of Cylinder Head

1. Loosen the cylinder head bolts following the sequence
1. Remove the rocker arm shaft alignment screw (Figure
3-6, (1)) from the support bracket that secures the shown in (Figure 3-7).
rocker arm shaft (Figure 3-6, (2)). OYP
2. Remove the retaining rings (Figure 3-6, (3)) from the
ends of the rocker arm shaft (Figure 3-6, (2)). OXP
3. Slide the rocker arm shaft (Figure 3-6, (2)) out of the
rocker arm support brackets (Figure 3-6, (4)), springs WWWX]_^h
(Figure 3-6, (5)), and rocker arms (Figure 3-6, (6)).
1. Fan Side
Note: The rocker arm shaft fits tightly in the rocker arm 2. Camshaft Side
support brackets. Clamp the support bracket in a padded Figure 3-7
vise and twist the rocker arm shaft to remove.
Reverse this process when you reinstall the rocker arm 2. Remove the cylinder head bolts (Figure 3-8, (1)).
shaft into the support brackets. 3. Lift the cylinder head away from the cylinder block.
Discard the cylinder head gasket (Figure 3-8, (2)).
Note: Mark the rocker arms so they can be reinstalled with
Position the cylinder head on the work bench to prevent
the original matching valve and pushrod.
damage to the combustion surface.

OZP
O_P
O^P OXP

OXP OYP

O[P
O\P OZP
O]P
WWWX]_]

Figure 3-6
OYP
4. If necessary, remove the valve adjusting screw (Figure
3-6, (7)) and lock nut (Figure 3-6, (8)) from the rocker
arms.

WWWX]`W

Figure 3-8

SM 709 ENGINE • 00-3-17

 Group 00(D-4TNE98) DIESEL ENGINE

Removal of Intake / Exhaust Valves
1. Place the cylinder head on the work bench withthe
combustion side down.
2. Using the valve spring compressor tool, compress one
of the valve springs (Figure 3-9).
7. Turn the cylinder head so the exhaust port side faces
down. Remove the intake and exhaust valves (FIgure
3-10, (6)) from the cylinder head.
Removal of Valve Guides
1. Using a drift pin and hammer, drive the valve guides
(Figure 3-11, (1)) out of the cylinder head

OXP

WWWWX`X

Figure 3-9

3. Remove the valve keepers (FIgure 3-10, (2)) and valve

cap (Figure 3-9, (1)) from the end of the valve.
4. Slowly release the tension on the valve spring.
5. Remove the spring retainer (FIgure 3-10, (3)), valve WWWX]_`

spring (FIgure 3-10, (4)) and valve stem seal (FIgure

Figure 3-11
3-10, (5)).

OXP
OYP
OZP
O[P
O\P

O]P

WWWX]_[

Figure 3-10

6. Repeat this procedure until all the intake and exhaust

valve springs and valve stem seals are removed.
Note: If you are going to reinstall the valves in the cylin-
der head, mark them so they can be installed in their
original location.

00-3-18 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Cleaning of Cylinder Head Inspection of Push Rods

Components Push Rod Straightness
Thoroughly clean all components using a non-metallic Determine if the straightness of the push rods are within
brush and an appropriate solvent. the specified limit.
Each part must be free of carbon, metal filings and other
debris. 1. Place the push rods on a flat inspection block or layout
bed.
Inspection of Cylinder Head 2. Roll the push rods until a gap can be observed between
Components a portion of the push rod and the surface of the block or
Visually inspect the parts. Replace any parts that are obvi- layout bed.
ously discolored, heavily pitted or otherwise damaged.
Discard any parts that do not meet its specified limit. 3. Use a feeler gauge to measure the gap (Figure3-12).
See Push Rod on page 00-3-3 for the service limit.
CAUTIO
UTION
NEVER attempt to adjust the low or high
idle speed limit screw. This may impair
the safety and performance of the
machine and shorten its life. If the idle
speed limit screws require adjustment,
see your authorized Yanmar industrial
engine dealer or distributor.
0000017en

CAUTION
UTION WWWWYW[

Any part determined to not meet the
service standard or limit before the next
service, as determined from the state of
current rate of wear, should be replaced
even though the part currently meets
the service standard or limit.
0000018en
Figure 3-12
Inspection of Rocker Arm Assembly
Arm Shaft Hole Diameter
Use a test indicator and micrometer to determine if the
inside diameter of all the rocker arm support brackets and
the rocker arms (Figure 3-13) are within the specified
limits. See Rocker Arm and Shaft on page 00-3-3 for the
service limit.

WWWWYWY

Figure 3-13

SM 709 ENGINE • 00-3-19

 Group 00(D-4TNE98) DIESEL ENGINE

Shaft Outside Diameter Inspection of Intake and Exhaust Valves

Use a micrometer to measure rocker arm shaft diameter in Visually inspect the intake and exhaust valves.
at least four places (Figure 3-14). See Rocker Arm and Replace any valves that are obviously discolored, heavily
Shaft on page 00-3-3 for the service limit. pitted or otherwise damaged.

Valve Stem Diameter

Use a micrometer to measure the valve stem diameter.
Measure the valve stem near the combustion end and near
the opposite end (Figure 3-16). See Intake / Exhaust
Valve and Guide on page 00-3-2 for the service limit.

WWWWYWZ

Figure 3-14

Inspection of Valve Guides

Guide Inside Diameter WWWWX`^

Visually inspect the valve guides for distortions, scoring Figure 3-16
or other damage.
Use a test indicator and micrometer to measure the inside
diameter at each end of the valve guide. See Intake / Valve Stem Straightness
Exhaust Valve and Guide on page 00-3-2 for the service Place the valve stem on a flat inspection block or layout
limit. bed. Roll the valve until a gap can be observed between a
portion of the valve stem and the surface of the block or
bed. Use a feeler gauge to measure the gap (Figure 3-
17).See Intake / Exhaust Valve and Guide on page 00-3-2
Inspection of Cylinder Head the service limit.
Cylinder Head Distortion
Place the cylinder head flat and inverted
(combustion side up) on the bench. Use a straight edge
and feeler gauge to measure the amount of cylinder head
distortion (Figure 3-15). See Cylinder Head on page 00-
3-2 for the service limit.

WWWWX``

Figure 3-17

WWWWX`Y

Figure 3-15

00-3-20 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Valve Sink
Insert the valves into their proper places and press them
down until they are fully seated. Use a depth micrometer
(Figure 3-18) to measure the difference between the cyl-
inder head surface and the combustion surface of each
exhaust and intake valve (Figure 3-19). See Cylinder
Head on page 00-3-2 for the service limit.

OXP

WWWX]`Xh

Figure 3-20
Lap the valve seat and cylinder head with a mixture of
valve compound and engine oil.
If the valve requires grinding, lap the valve after grinding.
WWWWX`Z
Be sure to thoroughly wash the parts to remove all grind-
Figure 3-18 ing powder or compound.

Inspection of Valve Springs

Inspect the valve springs. If damage or corrosion is seen,
or if measurements exceeds the specified limits, replace
the springs.

Fractures
Check for fractures on the inside and outside portions of
the springs. If the valve spring is fractured, replace the
valve spring.

Corrosion
WWWX^\\ Check for corrosion of spring material caused by oxida-
Figure 3-19 tion.

Valve Seat Square

Use a flat surface and a square to check each spring for
Always check the clearance between the valve and valve
squareness (Figure 3-21). See ValveSpring on page 00-3-
guide before correcting the valve seat (Figure 3-20, (1)).
3 for the service limit.
If the clearance exceeds the limit, replace the valve or
valve guide to bring theclearance within the limit.
Roughness, or burrs will cause poor seating of a valve.
Visually inspect the seating of each valve and determine if
lapping or grinding is needed.
Grinding is needed if the cylinder head’s seat width
exceeds standard limits. See Cylinder Head on page 00-3-
2 for the service limit.

WWWWYWX

Figure 3-21

SM 709 ENGINE • 00-3-21

 Group 00(D-4TNE98) DIESEL ENGINE

Free Length
Use a caliper to measure the length of the spring (Figure OYP
3-22). See Valve Spring on page 00-3-3 for the service
limit.

OZP

OXP
WWWX^\]h
Y
Z
X

[
W

Figure 3-24
`

]
_
^

Assembly of Intake and Exhaust Valves

1. Place the cylinder head assembly on its exhaust port
WWWWYWW side.
Figure 3-22 2. Place all the valves (Figure 3-25, (6)) in their proper
place in the cylinder head.

Assembly of Cylinder Head

OXP
Assembly of Valve Guides
1. The valve guides are installed into the cylinder head OYP
with an extremely tight press fit. Before installing the OZP
valve guides, place the valve guides in a freezer for at
least twenty minutes This will cause the valve guides to O[P
contract, making it easier to install the valve guides into O\P
place.
2. Immediately after removing the valve guides from the
freezer, insert the valve guides (Figure 3-23, (1)) in
their proper positions

OXP O]P

WWWX]_[

Figure 3-25
3. Oil the lip of the valve stem seal. Using the valve stem
seal installation tool, insert a new valve stem seal (Fig-
ure 3-25, (5)) on each of the valves.
WWX]_`

Figure 3-23
3. Finish installing the valve guides (Figure 3-24, (1))
into the cylinder head to the proper height (Figure 3-24,
(3)) using the valve guide installation tool (Figure 3-24,
(2)). See Intake / Exhaust Valve and Guide on page 00-
3-2.

00-3-22 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Assembly of Cylinder Head

}ˆ“ŒGš›Œ”GšŒˆ“G•šŒ™›•ŽG›––“
1. Carefully clean both the combustion surface of the cyl-
inder head and the top surface of the cylinder block.
Then place a new cylinder head gasket (Figure 3-28,
(2)) on the cylinder block.
2. Position the cylinder head on the on the cylinder head
gasket.

OXP
z›Œ”GšŒˆ“

}ˆ“ŒGŽœ‹Œ

j “•‹Œ™GŒˆ‹

z›Œ”GšŒˆ“Gp•šŒ™›–• WWWX^\^

Figure 3-26
• Measure the distance from the cylinder head to the valve
stem seal. See Intake / Exhaust Valve and Guide on
page 00-3-2. OYP

z›Œ”GšŒˆ“
j“Œˆ™ˆ•ŠŒ

}ˆ“Œ
Žœ‹Œ
WWWX]`W

Figure 3-28

}ˆ“ŒGŽœ‹ŒG—™–›ŒŠ›–•
z›Œ”GšŒˆ“G—™–›ŒŠ›–• WWWX^\_

Figure 3-27
4. Place the cylinder head on the workbench with the
combustion side down to install the valve springs.
Install the valve spring (Figure 3-25, (4)) and spring
retainer (Figure 3-25, (5)).
5. Using the valve spring compressor tool, compress the
valve spring.
6. Insert the valve keepers (Figure 3-25, (2)) and slowly
release the tension in the valve spring. Install the valve
cap (Figure 3-25, (1)). Repeat these steps until all
the intake and exhaust valves are installed.

SM 709 ENGINE • 00-3-23

 Group 00(D-4TNE98) DIESEL ENGINE

3. Lightly oil the threads of the cylinder head bolts (Fig-

ure 3-28, (1)). Torque the bolts in steps to the specified OZP
O_P
torque in table following the sequence in (Figure 3-29).
O^P
OYP

OXP OXP OYP

WWWX]__h

1. Fan Side O[P

O\P OZP
2. Camshaft Side O]P
Figure 3-29
WWWX]_]

11 - 13 ft lbs Figure 3-30

First Step (49-58.8 N m) 2. Position the rocker arm assembly on a flat surface.
(5 - 6 kgf m) Install the retaining rings (Figure 3-30, (3)) onto the
23 - 25 ft lbs end of the rocker arm shaft.
Second Step (103.1 - 112.9 N m) 3. Install and hand tighten the rocker arm shaft retaining
(10.5 - 11.5 kgf m) bolt and nuts.
4. Install the valve adjusting screws (Figure 3-30, (7)) and
4. Insert the push rods in their respective positions. lock nuts (Figure 3-30, (8)).
5. Place the rocker arm assembly in place onto the cylin-
der head. Tighten the rocker arm support bracket nuts
Assembly of Rocker Arm Assembly and bolt to the specified torque. Tighten the rocker arm
1. Lubricate the rocker arm shaft. Slide the rocker arm shaft alignment screw.
support brackets (Figure 3-29, (4)), springs (Figure 3- 6. Align the push rods with their respective rocker arms
29, (5)) and rocker arms (Figure 3-29, (6)) onto the and adjust the valve lash. (See Measuring and Adjusting
shaft. Valve Clearance on page 00-3-26)

Note: The rocker arm shaft fits tightly in the rocker arm
support brackets. Clamp the support bracket in a
padded vise and twist the rocker arm shaft to
remove. Reverse this process when you reinstall the
rocker arm shaft into the support brackets.

Note: To properly align the rocker arm shaft with the

rocker arm shaft supports, first install the rocker arm
support bracket (Figure 3-30, (4)) with the hole for
the shaft alignment screw (Figure 3-30, (1)). Align
the hole in the rocker arm shaft and the hole in the
rocker arm support bracket. Install the alignment
screw.

00-3-24 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Assembly of the Valve Cover Assembly of Glow Plugs

1. Lightly grease a new valve cover gasket (Figure 3-31,
(4)). Place the gasket in the groove of the valve cover
(Figure 3-31, (3)).
2. Place the valve cover on the cylinder head.
3. Be sure O-rings (Figure 3-31, (2)) are installed on the
valve cover nuts.Install and tighten the valve cover nuts
(Figure 3-31, (1)).
1. Install the glow plugs (Figure 3-32, (1)) into the cylin-
der head (Figure 3-32, (4)). Torque the glow plugs to
the specified torque.
2. Connect the glow plug harness (Figure 3-32, (3)) to the
glow plugs.
3. Install the glow plug cover (Figure 3-32, (2)) on each
glow plug.

OXP

OYP OZP
OYP

OXP
OZP

O[P
WWWX]_X O[P
Figure 3-31

WWWX]_Z

Figure 3-32

SM 709 ENGINE • 00-3-25

 Group 00(D-4TNE98) DIESEL ENGINE
MEASURING AND ADJUSTING
VALVE CLEARANCE
Make measurement and adjustment while the engine is
cold.
Valve Clearance Measurement
1. Remove the valve cover.
2. Rotate the crankshaft clockwise as seen from the radia-
tor side, to bring No.1 piston to TDC while watching
the rocker arm motion, timing scale and the top mark
position of the crankshaft pulley. (Position where both
the intake and exhaust valves are closed.)
Notes:
• The No. 1 piston position is on the flywheel end of the
engine, opposite side of the radiator, and the ignition
order shall be 1-3-4-2-1 at 180° intervals.
• Since the intake and exhaust valve rocker arms are
operated the same and there is a clearance between
rocker arm and valve generally at the top dead center,
the position can be checked by means of the play when
the arm head is held with a hand. Also see that the
crankshaft pulley top mark is positioned at zero on the
timing scale. If there is no valve clearance, inspection
in the disassembled state is necessary since the valve
seat may be worn abnormally.
3. Insert a feeler gauge (Figure 3-33, (1)) between rocker
arm and valve cap, and record the measured valve clear-
ance. (Use the data for estimating the wear.)
OXP
WWWX^_Yh
Figure 3-33
00-3-26 • ENGINE
4. Rotate the crankshaft 180° then make adjustment for
the No. 3 cylinder. Then adjust the No. 4 cylinder and
No. 2 cylinders in this order. The cylinder to be adjusted
first does not have to be the No. 1 cylinder. Select and
adjust the cylinder where the piston is nearest to the top
dead center after turning, and make adjustment for other
cylinders in the order of ignition by turning the crank-
shaft 180° each time.
Valve Clearance Adjustment
1. Loosen the valve adjusting screw lock nut (Figure 3-
34, (1)) and valve adjusting screw (Figure 3-34, (2)) on
the rocker arm and check the valve for any inclination
of valve cap, entrance of dirt or wear.
OYP
OXP
WWWX^_Zh
Figure 3-34
2. Insert a 0.008 in (0.2 mm) feeler gauge (Figure 3-35,
(1)) between rocker arm and valve cap, and adjust the
valve clearance so there is a slight “drag” on the feeler
gauge when sliding it between the rocker arm and the
valve cap. Tighten the valve adjusting screw lock nut
(Figure 3-34, (1)) and recheck the clearance.
Note: There is a tendency for the clearance to decrease
slightly when the lock nut is tightened. It is sug-
gested that you make the clearance adjustment
slightly on the “loose” side before tightening the
lock nut.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

OXP

WWWX^_Yh

Figure 3-35

Item Standard

Valve Clearance 0.006 - 0.010 in

(0.15 - 0.25 mm)

3. Apply oil to the contact surface between adjusting

screw and push rod.
4. Turn the crankshaft 180° then make adjustment for the
No. 3 cylinder. Then adjust the No. 4 and No. 2 cylin-
ders in this order. The cylinder to be adjusted first does
not have to be the No. 1 cylinder. Select and adjust the
cylinder where the piston is the nearest to the TDC after
rotating and make adjustment for other cylinders in the
order of ignition by turning the crankshaft 180° each
time.

SM 709 ENGINE • 00-3-27

 Group 00(D-4TNE98) DIESEL ENGINE

DRIVE TRAIN AND CAMSHAFT COMPONENTS

OXP

OZP
OYP
OZ^P
OZ]P
O[P
OZ[P
OZZP O\P
OZYP OZWP O]P
OZ\P O^P
OZXP O_P
O`P
OY^P OXYP
OY`P OXZP OXXP
OY]P OXWP
OY_P OX[P
OY\P

OY[P OX_P OX^P

OYZP OX]P
OX\P
OYYP

OX`P
OYWP

OYXP
WWWX^Z]h

Figure 3-36

00-3-28 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

1. Cylinder Block Disassembly of Drive Train and

2. Camshaft Bushing Camshaft Components
3. Gear Case
For ease of disassembly, inspection and reassembly, it is
4. Tappets recommended that the engine be mounted in a suitable
5. Camshaft engine repair stand.
6. Camshaft Gear Key
7. Camshaft End Plate Prepare a clean, flat working surface on a workbench
large enough to accommodate the engine components.
8. Camshaft Gear Discard all used gaskets, O-rings and seals.
9. Gear Case Cover
10. Idler Gear Shaft Remove the cylinder head. See Disassembly of
11. Idler Gear Bushing Cylinder Head on page 00-3-15.
12. Idler Gear If necessary, remove the fuel injection pump. See
13. Oil Sump Pump O-ring Removal of Fuel Injection Pump on page 00-4-22.
14. Oil Sump Pump
15. Crankshaft Pulley CAUTION
UTION
16. Crankshaft Gear
17. Crankshaft Gear Key Identify all parts and their location using
18. Parallel Pin an appropriate method. It is important
19. Crankshaft Bearing Halves that all parts are returned to the same
20. Crankshaft Main Bearing Cap position during the assembly process.
21. Oil Pan 0000080en
22. Thrust Bushings
23. Crankshaft
24. Flywheel
25. Connecting Rod Cap
26. Connecting Rod Bearing Halves
27. Connecting Rod
28. Wrist Pin Bushing
29. Circlip
30. Wrist Pin
31. Piston
32. Oil Ring
33. Second Compressor Ring
34. Top Compressor Ring
35. O-Rings
36. Crankshaft Rear Seal

SM 709 ENGINE • 00-3-29

 Group 00(D-4TNE98) DIESEL ENGINE

Removal of Oil Pan Removal of Oil Sump Pump

1. Invert the engine (oil pan up) on the engine stand. 1. Remove the two oil sump tube bolts.
2. Remove the oil pan bolts from the engine.

OYP
OXP

OXP

WWWX]`]h

Figure 3-38

WWWX]`\h
2. Remove the oil sump tube (Figure 3-38, (1)) and O-
ring (Figure 3-38, (2)).
Figure 3-37

3. Remove the oil pan (Figure 3-37, (1)).

Thoroughly clean all old sealant from the oil pan.

00-3-30 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Removal of Timing Gears

Do not remove the camshaft gear from the camshaft.
1. Remove the bolt and washer retaining the crankshaft
pulley.
2. Using a gear puller, remove the crankshaft pulley.
OYP
3. Remove the gear case cover (Figure 3-39, (1)).
• Thoroughly clean all sealant from the cover and the OZP
gear case. OXP
• If necessary, remove the seal (Figure 3-39, (2)) from
the cover.

WWWX^Y_h
Figure 3-41

Removal of Pistons

CAUTION
UTION
OXP
Keep the piston pin parts, piston
assemblies and connecting rod
assembles together to be returned to the
OYP same position during the reassembly
process. Label the parts using an
appropriate method.
WWWX^Z\h 0000087en

Figure 3-39
4. Remove the bolts from the timing gears.
• Remove the crankshaft gear (Figure 3-40, (1)). If
using a gear puller, be careful not to damage the treads
in the end of the crankshaft. Remove the parallel pin
(Figure 3-40, (2)) and the key (Figure 3-40, (3)) from
the crankshaft.
Note: It is necessary to rotate the crankshaft to access
some of the connecting rod assemblies at the bottom
dead center position.
1. Using a feeler gauge, measure the connecting rod thrust
clearance as shown (Figure 3-42).
See Connecting Rod on page 00-3-7 for the standard
limit. If the measurement is out of specification, either
the crankshaft or the connecting rod must be replaced.

OYP
OZP

OXP

WWWX^ZXh

Figure 3-40

• Remove the bolts from the idler gear shaft. Remove

the idler gear shaft (Figure 3-41, (1)), idler gear (Fig-
ure 3-41, (2)) and bushing (Figure 3-41, (3)).

SM 709 ENGINE • 00-3-31

 Group 00(D-4TNE98) DIESEL ENGINE

7. Using a ring pliers, remove the oil seal ring (Figure 3-

43, (4)) from the piston.
8. Using a snap-ring pliers, remove the circlips (Figure 3-
43, (5)) from the wrist pin.
9. Dissemble the wrist pin (Figure 3-43, (6)), wrist pin
bushing (Figure 3-43, (7)), connecting rod (Figure 3-
43, (8)) and piston (Figure 3-43, (9)).
10. Repeat Steps 1 through 9 until all of the pistons are
removed and dissembled.

Removal of Crankshaft
1. Remove the flywheel bolts from the flywheel (Figure
3-44, (1)). Lift the flywheel away from the engine.
2. Remove the bolts from the rear oil seal assembly (Fig-
ure 3-44, (2)). Remove the assembly from the engine.
WWWWYX`
Thoroughly clean all sealant from the oil seal housing.
Figure 3-42 3. Remove the rear oil seal (Figure 3-44, (3)) if necessary.

2. Remove the two bolts from one of the connecting rod

caps (Figure 3-43, (1)).
OYP
OZP
OZP
O[P
OXP
O\P

O`P O]P
O\P

O_P
O^P WWWX^W^h

Figure 3-44
OYP

OXP

WWWX^W\h
Figure 3-43

3. Remove the connecting rod cap.

4. Remove the bearing halves (Figure 3-43, (2)).
5. Tap the piston through the cylinder and remove the pis-
ton assembly with the large portion of the connecting
rod. Place this assembly on the bench. Mark the con-
necting rod caps and the connecting rods so the caps
and connecting rods stay together.
6. Using a ring pliers, remove the two compression rings
(Figure 3-43, (3)) from the piston.

00-3-32 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

4. Before removing the main bearing caps, measure the
crankshaft side gap. Use either of the following two
methods.
• The first method is to install a dial gauge on the cylin-
der block. Move the crankshaft back and forth. Mea-
sure the side gap. See Thrust Bearing on page 00-3-6
for the service limit.
5. Remove the main bearings caps (Figure 3-47, (1)), the
bearing halves (Figure 3-47, (3)) and the thrust bear-
ings (Figure 3-47, (2)). Be sure to note the markings on
the main bearing caps, or mark them yourself, so they
can be reinstalled in the same order as they were
removed.
Note: The “arrows” on the main bearing caps point to the
flywheel end of the engine.

(Side gap measurement 1)

Figure 3-45 OYP

• The second method is to use a shim gauge and mea-

sure the clearance between the thrust metal and crank-
shaft.

OXP
Connecting rod

Crank shaft
OZP
Standard
width WWWX^\Yh

Thrust Figure 3-47

face Connecting rod
6. Remove the crankshaft from the engine.

Shim gauge

(Side gap measurement 2)

Figure 3-46

SM 709 ENGINE • 00-3-33

 Group 00(D-4TNE98) DIESEL ENGINE

Removal of Camshaft Note: If the engine is not installed on an engine stand,

1. Before removing the camshaft gear and camshaft, position the engine with the mounting flange (fly-
check the camshaft side gap. wheel end) facing down. Rotate the camshaft a few
• Using a feeler gauge, measure the camshaft side gap. turns to bump the tappets out of the way to prevent
See Camshaft on page 00-3-4 for the service limit. the tappets from interfering with the removal of the
camshaft
5. With the camshaft out of the way, remove the tappets.
Mark the tappets so they can be reinstalled in the same
{™œš› location.
”Œ›ˆ“

Removal of Gear Case

1. Remove the gear case bolts.
2. Remove the gear case (Figure 3-50, (1)) from the cylin-
der block. Thoroughly clean all old sealant from the
gear case and cylinder block.
3. If damaged, remove the camshaft bushing (Figure 3-
50, (3)).
4. Remove the two O-rings (Figure 3-50, (2)) from the
cylinder block.
jˆ”šˆ›Gš‹ŒGŽˆ— z‹ŒGŽˆ—
WWWX^XW

Figure 3-48
2. Using a gear puller, remove camshaft gear.
Remove the key from the camshaft.
3. Remove the two bolts retaining the camshaft thrust OXP
plate (Figure 3-49, (1)). Remove the camshaft thrust OZP
plate.

OYP
OYP
WWWX^Z^h
OXP Figure 3-50

WWWX^W]h

Figure 3-49
4. With the engine installed in an engine stand, rotate the
engine so that gravity causes the tappets to drop away
from the camshaft lobes.
Slowly pull the camshaft (Figure 3-49, (2)) out of the
engine.

00-3-34 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection of Drive Train and
Camshaft Components
Thoroughly clean all of these components using a brush
and an appropriate solvent. Each part must be free of
carbon, metal filings and other debris.
Inspection of Cylinder Block
1. Ensure that oil holes are clear and unobstructed. Clear
any holes as needed.
2. Check for discoloration or evidence of cracks. If evi-
dence of a fracture is found, use the color check method
or the Magnaflux method to determine if the cylinder
block is fractured.
3. Inspect cylinder roundness and cylindricity for evi-
dence of distortions. Collect and record the measure-
ments. (See Cylinder Measurement Worksheet on page
00(D-T3)-3-36). Perform the calculations as follows:
• Measure the inside diameter of cylinder number one,
near the top of the cylinder (a) and in the (d) direction.
Record that measurement as data f.
• Measure the inside diameter of cylinder number one,
near the top of the cylinder (a) and in the (e) direction.
Record that measurement as data g.
• Measure the inside diameter of cylinder number one,
near the center of the cylinder (b) and in the (d) direc-
tion. Record that measurement as data h.
Select the greatest of values X, Y and Z and record it as V.
This value represents the roundness of the cylinder.
• Cylindricity - Cylindricity for cylinder number one is
as calculated as follows:
Select the least value of values X, Y and Z record that
value as S. Complete the calculation as follows:
V–S = W
W is the difference between the L and S measurements.
This value represents the cylindricity of the cylinder.
Repeat the Cylindricity and roundness measurements and
calculations for the remaining cylinders.
ଝ Compare the worksheet findings with the data in the
table.
Consider honing, re-boring or replacing the cylinder block
if the measurements fall outside specification.
ˆ YW””
OXYVX]G•UP
‹
‰
Œ
Š
YW””
OXYVX]G•UP WWWWYZW

• Measure the inside diameter of cylinder number one,

near the center of the cylinder (b) and in the (e) direc- Figure 3-51
tion. Record that measurement as data i.
• Measure the inside diameter of cylinder number one,
near the bottom of the cylinder (c) and in the (d) direc-
tion. Record that measurement as data j.
• Measure the inside diameter of cylinder number one,
near the bottom of the cylinder (c) and in the (e) direc-
tion. Record that measurement as data k.
• Roundness - Roundness for cylinder number one is as
calculated as follows:
f–g = X
h–i = Y
j–k = Z
X is the difference between the f and g
measurements at the top of the cylinder.
Y is the difference between the h and i
measurements at the top of the cylinder.
Z is the difference between the j and k
measurements at the top of the cylinder.

SM 709 ENGINE • 00-3-35

 Group 00(D-4TNE98) DIESEL ENGINE

Cylinder Measurement Worksheet

Cylinder Measurements Calculated Values

Number
Greatest of
Top Dimension (d) Dimension (e) f-g=X X, Y and Z = V
(a) f =__________ g =__________ X=__________ Roundness
V =_________
Cylinder # Least of
Center Dimension (d) Dimension (e) h-i=Y
1 X, Y and Z = S
(b) h =__________ i =__________ Y=__________
S =_________
V-S=W
Bottom Dimension (d) Dimension (e) j-k=Z
Cylindricity
(c) j =__________ k =__________ Z=__________
V =_________
Greatest of
Top Dimension (d) Dimension (e) f-g=X X, Y and Z = V
(a) f =__________ g =__________ X=__________ Roundness
V =_________
Cylinder # Least of
Center Dimension (d) Dimension (e) h-i=Y
2 X, Y and Z = S
(b) h =__________ i =__________ Y =__________
S =_________
V-S=W
Bottom Dimension (d) Dimension (e) j-k=Z
j =__________ k =__________ Z=__________ Cylindricity
(c)
V =_________
Greatest of
Top Dimension (d) Dimension (e) f-g=X X, Y and Z = V
(a) f =__________ g =__________ X=__________ Roundness
V =_________
Cylinder #
Least of
2 Center Dimension (d) Dimension (e) h-i=Y
h =__________ i =__________ Y=__________ X, Y and Z = S
(b)
S =_________
V-S=W
Bottom Dimension (d) Dimension (e) j-k=Z
j =__________ k =__________ Z=__________ Cylindricity
(c)
V =_________
Greatest of
Top Dimension (d) Dimension (e) f-g=X X, Y and Z = V
(a) f =__________ g =__________ X=__________ Roundness
Cylinder # V =_________
4 Least of
Center Dimension (d) Dimension (e) h-i=Y
(As h =__________ i =__________ Y=__________ X, Y and Z = S
(b)
Needed) S =_________
V-S=W
Bottom Dimension (d) Dimension (e) j-k=Z
j =__________ k =__________ Z=__________ Cylindricity
(c)
V =_________

00-3-36 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection of Pistons
1. Using a micrometer, measure the piston diameter at the
skirt as shown (Figure 3-52). h——™–ŸU
ZWG””

wš›–•G™•Ž

j “•‹Œ™G‰“–Š’

oŒˆ‹Gšœ™ˆŠŒ

WWWX^YZ
Figure 3-54
• Measure the rings and ring groves for theGsecond com-
WWWWYZ\

Figure 3-52
2. Measure the piston ring and piston ring groove for cyl-
inder number one.
• Using a micrometer, measure the thickness of the top
compression ring. See Piston Ring on page 00-3-7 for
the service limit.
• Place a properly-sized top compression ring in the
grove as shown (Figure 3-53). Use a feeler gauge to
measure the gap between the ring and the piston. See
Piston Ring on page 00-3-7 for the service limit.
pression ring and oil ring using theGsame method used
to measure the topGcompression ring and groove
dimensions.
3. Repeat these steps for each of the pistons.G
Inspection of Piston Pin
Measure the outside diameter of the piston pin and the
inside diameter of the wrist pin bushing.
Calculate the clearance between the piston pin and wrist
pin bushing. See Piston on page 00-3-6 for the service
limit.

~‹›

{Š’•Œšš

Figure 3-53
• Add the top compression ring grove width andGthe top
WWWX^YX
compression ring side clearance valuesGtogether to
determine the top ring grove width.GSee Piston Ring Figure 3-55
on page 00-3-7 for the serviceGlimit.
• Replace the piston if the values fall outsideGspecifica-
tion.
• Using a feeler gauge, measure the end gapGclearance
of the top compression ring.SeeGPiston Ring on page
00-3-7 for the service limit.

SM 709 ENGINE • 00-3-37

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection of Connecting Rod 2. Measure the outside diameter of the tappet stem. See
1. Measure the inside diameter if the connecting rod small Tappet on page 00-3-8 for the service limit.
end. See Connecting Rod on page 00-3-7 for the service
limit.

{ˆ——Œ›Gš›Œ”G–œ›š‹ŒG‹ˆ”Œ›Œ™G”Œˆšœ™Œ”Œ•›
WWWX^Y]

Figure 3-58

Inspection of Crankshaft
1. Measure the trueness of the crankshaft.
WWWX^Y[
• Place the crankshaft on V-blocks positioned atGthe end
Figure 3-56 journals.
• Place a dial indicator on a main bearing surfaceGand
2. Measure the crankpin and connecting rod bushings. “zero” the gauge.
Place the connecting rod bushings (bearing halves) into
the connecting rod andGconnecting rod cap. Install the
end of theGconnecting rod to the rod. Torque the bolts toG
the specified torque. Bend
3. Measure the inside diameter. See Crankshaft on page
00-3-5 for the service limit.

Inspection of Tappets
1. Check the tappet contact surfaces with the camshaft and Deflection
push rods. Slight surface defects can be corrected using Dial gage
an oilstone.

V-block V-block
Crankshaft bend measurement
WWWWYZY

Figure 3-59
• Rotate the crankshaft and observe the runout.GSee
Crankshaft on page 00-3-5 for the serviceGlimit.
WWWX^Y\
• Repeat this measurement operation for each of the
Figure 3-57 remaining bearing surfaces.

00-3-38 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

2. Inspect the crankshaft for fractures.

• Using the color check method. Inspect the crankshaft
for cracks. Replace the crankshaft is evidence of frac-
tures are found.

WWWWYZX

Figure 3-60
• If the color check method is not available, use the
Magnaflux method. inspect the crankshaft for cracks.
Replace the crankshaft is evidence of fractures are
found. Crankshaft
3. Measure the outside diameter of each crankpin and journal
Crank pin
journal.
• If the crankpin clearance exceeds the service limit, use Measuring position of the crank pin
an undersize bearing. See Crankshaft on page 00-2-23 and crank journal
for the service limit.
• If the journal clearance exceeds the service limit, use Figure 3-61
an undersize bearing. See Crankshaft on page 00-3-5
for the service limit.

SM 709 ENGINE • 00-3-39

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection of Camshaft
1. Measure the trueness of the camshaft. (3)
• Place the camshaft on V-blocks positioned at the end
journals.
• Place a dial indicator on the gear side bearing surface (2)
and “zero” the gauge. (Figure 3-62) (1)

Figure 3-64

Inspection of Camshaft Bushings

If the camshaft bushing are damaged, replace the bushings
WWWX^XY
using the appropriate service tool.

Figure 3-62 Inspection of Idler Gear and Shaft

• Rotate the camshaft and observe the runout. See Cam-
shaft on page 00-3-4 for the service limit.
2. Measure the intake / exhaust cam height (Figure 3-63,
(1)). See Camshaft on page 00-3-4 for the service limit.
1. Measure the outside diameter (Figure 3-65, (1)) of the
idler gear shaft (Figure 3-64, (2)). See Idler Gear Shaft
and Bushing on page 00-3-4 for the service limit.
2. Measure the inside diameter (Figure 3-64, (3)) of the
idler gear (Figure 3-64, (4)). See Idler Gear Shaft and
Bushing on page 00-3-4 for the service limit.

OXP (4)

(1) (3)

WWWX^XYh (2)
Figure 3-63
3. Measure the gear end (Figure 3-64, (1)), intermediate
position (Figure 3-64, (2)) and flywheel end (Figure 3-
64, (3)) bearing surface diameters. Determine the oil
Figure 3-65
clearance. The oil clearance is calculated by subtracting
the measured camshaft bearing surface diameter from
the camshaft bushing inside diameter. See Camshaft on
page 00-3-4 for the service limit.

00-3-40 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Honing and Boring

Pistons must move freely in the cylinders while maintain-
ing adequate compression and oil sealing.
If the cylinder walls are scuffed, scored, out of round or
have poor cylindricity, boring or boring and honing might
correct cylinder problems. Re-boring is necessary if the
bore dimensions fall outside specified limits. Honing must
follow any re-boring operations. Slight imperfections can
be corrected by honing alone.
1. Boring - Significant cylinder damage might be cor-
rected by re-boring.
WWWWY[^
• Boring out a cylinder block can only be done in a
properly equipped machine shop. Figure 3-67
• After re-boring, existing pistons must be replaced with • Saturate the cylinder wall with solvent using a 50-50
over-sized pistons. mixture of diesel fuel and engine oil.
• After re-boring a cylinder block, each cylinder must be
honed.
2. Honing - Slight cylinder imperfections might be cor- CAUTIO
UTION
rected by honing.
Do not allow the honing tool to operate
Note: Tilt the honing tool at a 30 to 40 degree angle dur- in one position for any length of time.
ing the honing operation, to leave a cross hatch mark Damage to the cylinder wall will occur.
on the cylinder wall. (Figure 3-66) Keep the tool in constant up-and-down
motion.
0000090en

• Rotate the honing tool at 300 to 1200 rpm.

• Insert the rotating honing tool in the cylinder and
move it down through the entire length of the cylinder
in a five-second motion.

WWWWY[_

Figure 3-66
• Insert the appropriate honing tool in the chuck of an
electric drill. (Figure 3-67)
WWWWW`XΥ

Figure 3-68

• Without stopping the honing tool, pull it up through

the entire length of the cylinder in a five-second
motion.
• Maintain the up-and-down motion for thirty to forty
seconds.
• When the honing is completed, wash the cylinder
block with hot water and soap. Use brushes to clean all
passages and crevices. Rinse with hot water and blow

SM 709 ENGINE • 00-3-41

 Group 00(D-4TNE98) DIESEL ENGINE

dry with compressed air. Apply engine oil to all steel

surfaces to prevent rusting.

Assembly of Drive Train and

Camshaft Components
Notes:
• Proceed slowly. Make no forced assemblies unless a
pressing operation is called for. All parts must be per-
fectly clean and lightly lubricated when assembled.
WWWX^X`
• Use new gaskets, seals and O-rings during assembly.

Assembly of Pistons
1. Select the parts needed to assemble the piston and con-
necting rod for the No.1 cylinder.
2. Lubricate and insert the wrist pin bushing (Figure 3-69,
(1)) into the small end of the piston rod.

WWWX^YW

Figure 3-70
5. Lubricate and install the piston wrist pin (Figure 3-69,
(3)) through the piston and wrist pin bushing.
OYP 6. Install the second circlip (Figure 3-69, (4)).
7. Install the piston rings:
OZP
• Use piston ring pliers to install the piston rings.
O[P • Install each piston ring on the piston with the punched
manufacturer’s mark (Figure 3-71) facing upward.

OXP

WWWWYY\

Figure 3-71

WWWX^W\i
• Install the top compression ring, second compression
Figure 3-69 ring and oil ring.

3. Install one circlip (Figure 3-69, (2)) into the piston.

4. Position the connecting rod into the piston under the
skirt. The match marks on the connecting rod must be
opposite of the piston identification mark (ID) on the
top of the piston.

00-3-42 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

OZP OXP

Figure 3-72
OYP
• Stagger the piston ring joints at 120 intervals. WWWX^Z^h
Do not position the top piston ring joint inline with the
piston wrist pin. The coil expander joint must be oppo- Figure 3-74
site the oil ring joint.

Installation of Crankshaft
1. Place the crankshaft into the engine.
2. Position the bearing halves (Figure 3-75, (1)), thrust
bearing (Figure 3-75, (2)) and bearing caps (Figure 3-
75, (3)) on the crankshaft.
Note: The numbers and arrows on the main bearing caps
are for proper positioning. The caps are numbered 1,
2, 3 and 4 with the No. 1 cap at the flywheel. The
arrows on the bearing caps point to the flywheel end
of the engine.
3. Lubricate the bearing cap bolts and tighten the bolts to
the specified torque.

WWWX^X_

Figure 3-73
• Repeat these steps for the remaining pistons.

Installation of Gear Case

1. If removed, install a new camshaft bushing (Figure 3-
74, (3)).
2. Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the mounting area of the gear case.
3. Be sure the two O-rings (Figure 3-74, (2)) are posi-
tioned in the cylinder block.
4. Install the gear case (Figure 3-74, (1)). Tighten the gear
case bolts to the specified torque.

SM 709 ENGINE • 00-3-43

 Group 00(D-4TNE98) DIESEL ENGINE

OYP
OZP

OXP

OYP
WWWX^W^h

Figure 3-76

Installation of Pistons
OXP
1. Lubricate No. 1 piston and piston rings.
2. Using the piston insertion tool (piston ring compressor),
compress the piston rings on the No.1 piston.
OZP 3. Carefully install the piston into No.1 cylinder. Be sure
the punched mark on the connecting rod is facing the
WWWX^\Yh
fuel injector side and the embossed mark on the con-
Figure 3-75 necting rod is facing the flywheel.
4. Install the rear oil seal housing.
• If removed, install a new seal (Figure 3-76, (3)) in the
rear oil seal housing.
• Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the mounting flange.
• Align the seal housing (Figure 3-76, (2)) with the two
dowel pins
• Install and tighten the bolts to the specified torque.
5. Align the flywheel (Figure 3-76, (1)) to the crank-
WWWX^X`
shaft.Install the flywheel to the crankshaft bolts.
Tighten the bolts to the specified torque.

WWWX^YW

Figure 3-77
4. Install the connecting rod bearing halves (Figure 3-78,
(1)) and connecting rod cap (Figure 3-78, (2)). Tighten
the connecting rod bolts to the specified torque.

00-3-44 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Installation of Timing Gears

1. Lubricate the idler gear (Figure 3-80, (2)), bushing
(Figure 3-80, (3)) and idler gear shaft (Figure 3-80,
(1)). Install the idler gear and idler gear shaft. Be sure
the oil hole in the bushing is facing toward the top of the
OXP engine. Tighten the idler gear bolts to the specified
torque.
OYP

WWWX^W\j

Figure 3-78
OYP
5. Install the remaining pistons in their respective cylin-
ders. OZP
OXP
Installation of Camshaft
1. Lubricate the tappets. Install the tappets in their respec-
tive locations in the cylinder block. As when the cam-
shaft was removed, the cylinder block must be in a
WWWX^Y_h
position that allows gravity to keep the tappets in place
and out of the way of the camshaft lobes when the cam- Figure 3-80
shaft is reinstalled. 2. Align the timing gears as follows:
2. Lubricate the camshaft (Figure 3-79, (2)). • Install the crankshaft key in the crankshaft. Align
Slowly insert the camshaft through the front of the mark “A” on the crankshaft gear with mark “A” on the
engine. idler gear and install the gear.
• Align mark “B” on the fuel injection pump gear with
3. Position the camshaft thrust plate (Figure 3-79, (1)) to mark “B” on the idler gear.
the gear case.Tighten the thrust plate bolt to the speci- • Install the camshaft key in the camshaft. Align mark
fied torque. “C” on the camshaft gear with mark “C” on the idler
gear and install the gear.

mœŒ“G•‘ŒŠ›–•G—œ”—
‹™ŒGŽŒˆ™
jˆ”šˆ›GŽŒˆ™

OYP
iG i
OXP j j

p‹“ŒGŽŒˆ™ hG

hG w{vGŽŒˆ™

j™ˆ•’šˆ›GŽŒˆ™
sœ‰™Šˆ›•ŽG–“G
—œ”—GŽŒˆ™ k™ŒŠ›–•G–G™–›ˆ›–•

WWWX^W]h WWWX^W`

Figure 3-79 Figure 3-81

3. When all gears are properly aligned, tighten the retain-
ing bolts to specified torque.

SM 709 ENGINE • 00-3-45

 Group 00(D-4TNE98) DIESEL ENGINE

Installation of Gear Case Cover Installation of Oil Sump Pump

1. Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the outside diameter of a new oil seal
(Figure 3-82, (2)). Use oil seal insertion tool to install
the seal. Apply lithium grease to the lip of the seal.
1. Position a new O-ring (Figure 3-84, (2)) on the oil
sump tube.
2. Position the oil sump tube (Figure 3-84, (1)) in the cyl-
inder block.
3. Install the two oil sump tube bolts. Tighten the bolts to
the specified torque.

WWWX^Y^

Figure 3-82
2. Apply ThreeBond Liquid Gasket, Yanmar Part No.
977770-01212 to the mounting area of the gear case
cover (Figure 3-83, (1)).
3. Install the gear case cover bolts. Tighten the bolts to the
specified torque.
OYP
OXP

WWWX]`]h
Figure 3-84
OXP

Installation of Oil Pan

1. Apply ThreeBond Liquid Gasket, Yanmar Part No.
OYP 977770-01212 to the mounting surface of the oil pan
(Figure 3-85, (1)).
2. Install the bolts. Tighten the bolts to the specified
WWWX^Z\h
torque.
Figure 3-83

00-3-46 • ENGINE SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

OXP

WWWX]`\h

Figure 3-85

SM 709 ENGINE • 00-3-47

 Group 00(D-4TNE98) DIESEL ENGINE

Section 4

FUEL SYSTEM

FUEL SYSTEM SPECIAL TORQUE CHART

Lubricating Oil
Component Tightening Torque Application Reference Page
(Thread Portion and
Seat Surface)

29.4 ft·lbs See Installation of Fuel

Fuel Injector Not Applied Injectors on page
(39.2 N·m, 4 kgf·m) 00-4-31
See Installation of the
Fuel Pump Drive 43.5 - 51.0 ft·lbs Not Applied
Gear Nut Fuel Injection Pump on
(59 - 69 N·m, 6.0 - 7.0 kgf·m) page 00-4-25

MEASURING INSTRUMENTS
1 Fuel Injector Tester For measuring injection spray pattern of fuel
injection nozzle and injection pressure

0000844

SM 709 FUEL SYSTEM • 00-4-1

Group 00(D-4TNE98) DIESEL ENGINE

FUEL SYSTEM COMPONENTS

Figure 4-1

00-4-2 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

FUEL SYSTEM DIAGRAM

Figure 4-2

Fuel is fed from the fuel tank into the fuel inlet of the
injection pump by the feed pump built into the injection
pump via the oil separator and fuel filter.
A filter is installed for fuel filtration. A filter with an oil
separator for water separation is also provided at the bot-
tom.
Pressure is applied to feed fuel into the fuel inlet by the
feed pump in order to feed fuel into the injection pump
chamber.
Although the fuel pressure in the pump chamber is pro-
portional to the pump revolution, excessive fuel is
returned to the suction system by the regulating valve
when the pressure exceeds the specified value. The fuel is
then sent to the plunger via the fuel path in the distributor
head. The plunger applies high pressure to the fuel to feed
it to the nozzle and nozzle holder through the injection
pipe.
The overflow valve above the injection pump functions to
maintain constant fuel temperature in the pump chamber
and return excessive fuel to the fuel tank.

SM 709 FUEL SYSTEM • 00-4-3

Group 00(D-4TNE98) DIESEL ENGINE

STRUCTURE AND OPERATION OF FUEL INJECTION PUMP

Figure 4-3

00-4-4 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE
Overview
Pump
Figure 4-4
The drive shaft directly receives the engine revolution via
the timing belt (or gear) and transfers it to the cam disc via
the cross coupling. Since the dowel pin of the cam disc is
integrated with the plunger and fixed in the groove in the
plunger collar, the plunger operates at the same speed as
the cam disc.
The cam disc has a face cam and conducts reciprocating
operations by the specified cam lift on the roller in the
roller holder assembly.
On the outside of the plunger are two plunger springs hav-
ing the settling force to return the plunger lifted by the
cam disc during the lowering process. Thus, the plunger
revolves by means of the drive shaft and the reciprocates
by means of the cam disc. When the fuel fed under high
pressure by the plunger reaches the outlet port, the deliv-
ery valve opens to inject it into the engine combustion
chamber via the nozzle and nozzle holder.
SM 709
.
Governor
Figure 4-5
The governor is located above the inspection pump cham-
ber and mainly consists of a flyweight holder and gover-
nor lever assembly. The flyweight holder holds four
flyweights and governor sleeves, and is supported by the
governor shaft.
The drive gear engages with the flyweight holder gear to
increase the revolutions of the drive shaft and to turn the
flyweight holder assembly. The governor lever assembly
is secured by the pivot bolt of the pump housing and the
ball pin at the bottom of the assembly is inserted into the
control sleeve which slides on the outer periphery of the
plunger.
The governor spring at the top of the assembly is con-
nected to the tension lever by the retaining pin.
The end of the governor spring is connected to the control
lever via the control lever shaft. The control lever is
linked to the acceleration pedal via the link to change the
set force of the governor spring according to the inclined
angle. The difference between the governor spring set
force and the flyweight centrifugal force determines the
moving distance of the control sleeve, thereby increasing
or decreasing the fuel injection volume.
FUEL SYSTEM • 00-4-5
Group 00(D-4TNE98) DIESEL ENGINE
Timer
Figure 4-6
At the bottom of the injection pump is the built-in timer.
A timer spring having a set force is installed on the low
pressure side of the timer piston. The fuel pressure in the
pump chamber is directly applied to the other end (high
pressure side) of the timer piston. The position of the
timer piston changes according to the balance between the
fuel pressure and the timer spring force to turn the roller
holder via the roller holder pin. When the piston moves in
the direction to compress the timer spring, the roller
holder moves in the advance direction (counter-revolution
direction) to early the injection timing. Thus, the timer
controls the fuel injection timing according to the fuel
pressure in the pump chamber.
00-4-6 • FUEL SYSTEM
Feed Pump (Vane Type)
Figure 4-7
The feed pump functions to feed fuel from the fuel tank to
the pump chamber.
The feed pump consists of the rotor, blade (vane) and
liner. The rotor is driven by the drive shaft. The liner is
located eccentrically to the center of the rotor and four
blades (vanes) are located between the rotor and liner.
When the rotor turns, the blades are pressed onto the liner
inner wall by centrifugal force to change the capacity of
the chambers according to the revolutions. When the
capacity of a chamber increases, it draws fuel from the
fuel tank.
When the capacity decreases, it feeds fuel into the pump
chamber.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

Regulating Valve

Figure 4-8
The regulating valve regulates the fuel feeding pressure of
the feed pump so that the fuel pressure in the pump cham-
ber is maintained within the specified pressure range.
When the injection pump revolutions increase to increase
the fuel feeding pressure of the feed pump, the fuel com-
presses the regulating valve spring to lift the piston. The
fuel is then returned to the suction side as shown by the
arrow in the figure.
It is therefore possible to regulate the pump chamber pres-
sure by changing the set force of the regulating valve
spring.

Figure 4-9
Figure 4-9 shows typical relationships between pump
revolutions and pump chamber pressure.
The hydraulic timer directly uses the pump chamber pres-
sure for controlling the injection timing.

SM 709 FUEL SYSTEM • 00-4-7

Group 00(D-4TNE98) DIESEL ENGINE

PLUNGER OPERATION

The drive shaft simultaneously drives the feed pump, cam

disc and plunger. The plunger spring presses the plunger
and cam disc onto the roller. When the cam disc turns by
means of the drive shaft, the face cam moves on the roller
to activate the plunger’s reciprocating operation. When
the inlet port of the plunger barrel being pressed into the
distributor head and the inlet slit of the plunger overlap,
the plunger draws fuel and applies pressure to it.
When the outlet port of the plunger barrel and the outlet
slit of the plunger align, the high-pressure fuel opens the
delivery valve to be injected into the engine combustion
chamber via the nozzle. When the cutoff port reaches the
control sleeve, pressure feeding from the plunger is termi-
nated.

00-4-8 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Process
Suction Process Injection Process

Figure 4-10 Figure 4-12

Figure 4-11 Figure 4-13

When the inlet port of the plunger barrel overlaps the inlet
slit of the plunger during the lowering process of the
plunger, the fuel in the pump chamber is drawn into the
plunger.
The plunger begins rotating at the same time the lifting
process of the cam disc begins. When the inlet port of the
plunger barrel is covered by the plunger, pressure feeding
of fuel is initiated. At the same time, the highly pressur-
ized fuel presses up the delivery valve when the outlet slit
of the plunger meets the outlet port of the plunger barrel.
The fuel is then injected into the engine combustion
chamber via the nozzle and nozzle holder.

SM 709 FUEL SYSTEM • 00-4-9

Group 00(D-4TNE98) DIESEL ENGINE
End of Injection
Figure 4-14
Figure 4-15
When the plunger is further lifted up by the cam disc until
the cutoff port of the plunger just overruns the control
sleeve, the high-pressure fuel in the plunger high-pressure
chamber returns to the pump chamber through the cutoff
port. As a result, the fuel pressure in the plunger becomes
lower than the set force of the delivery valve spring, so,
the delivery valve closes to terminate pressure feeding of
fuel.
00-4-10 • FUEL SYSTEM
Uniform Pressure Process
Figure 4-16
Figure 4-17
When the plunger turns a further 180° after the end of fuel
injection, the uniform pressure slit of the plunger meets
the outlet port of the plunger barrel. As a result, the pump
chamber is connected to the outlet port, thereby making
the pressure in the chamber and outlet port equal. After
the uniform pressure process, the pressure in the outlet
port becomes uniform, ensuring stable fuel injection.
The suction process through the uniform pressure process
are carried out for each cylinder during every injection
cycle.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE
Reverse Rotation Prevention Mechanism
Figure 4-18
While the plunger is rotating in the correct direction, the
fuel is sufficiently drawn into the plunger since the inlet
port of the plunger barrel opens during the plunger lower-
ing process. The inlet port closes during the lifting process
to inject the fuel.
On the contrary, the inlet port of the plunger barrel does
not close during the plunger lifting process if the engine
rotates in the reverse direction. So, the fuel is not pressur-
ized, resulting in non-injection state.
SM 709
Fuel Injection Volume Adjustment Mech-
anism
Figure 4-19
The fuel injection volume is increased or decreased by
changing the control sleeve position, resulting in change
of the effective stroke. The effective stroke represents the
plunger’s stroke from the time the inlet port and inlet slit
close until the cutoff port overruns the control sleeve,
which is proportional to the fuel injection volume. When
the control sleeve moves to the left, the effective stroke
(I2) decreases. When the control sleeve moves in the
opposite direction, or to the right, the effective stroke (I1)
increases to increase the fuel injection volume. The con-
trol sleeve position is determined according to the gover-
nor control.
FUEL SYSTEM • 00-4-11
Group 00(D-4TNE98) DIESEL ENGINE
Delivery Valve Assembly
Figure 4-20
The delivery valve assembly consists of the delivery valve
and valve seat.
When the pressure of the high-pressure fuel being fed
from the plunger exceeds the force of the delivery valve
spring, the delivery valve opens to feed the high-pressure
fuel to the nozzle and nozzle holder via the injection pipe.
After injection, a certain degree of remaining pressure
exists in the injection pipe ready for the next injection.
The delivery valve prevents the fuel remaining in the
injection pile from returning to the plunger.
If the remaining pressure is excessively high, cutoff of the
fuel may be adversely affected.
The delivery valve also functions to improve fuel cutoff of
the nozzle by drawing back the fuel in the pipe by the
amount equal to the suck-back stroke of the piston.
00-4-12 • FUEL SYSTEM
Delivery Valve Holder with Damping
Valve
Figure 4-21
The delivery valve holder with damping valve functions
to prevent cavitation erosion in the pipe at high speed,
unstable fuel injection and secondary injection.
When high-pressure fuel is fed from the plunger, it is
mainly sent to the nozzle through the outer periphery of
the damping valve since the damping valve also opens at
the same time as the delivery valve upon completion of
each injection cycle.
So, the only fuel path left is the small orifice of the damp-
ing valve. This permits the slow closing of the delivery
valve. Thus, rapid pressure decrease in the pipe is pre-
vented and transfer of the reflection wave in the pipe sup-
pressed to ensure stable injection.
Note: Cavitation represents the phenomenon where bub-
bles are generated in the pipe when the pressure in
the pipe drops. Cavitation erosion means erosion of
the pipe inner wall as a result of cavitation.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

ALL -SPEED GOVERNOR

Figure 4-22

Figure 4-22 shows the composition of the all-speed gov-

ernor.
Revolution of the shaft is transferred to the flyweight
holder acceleration gear via the drive gear to turn the fly-
weight holder.
The flyweight holder is supported by the governor shaft.
There are four flyweights in the holder which are installed
in such a way that they open outwardly by means of cen-
trifugal force.
The flyweight movement presses the governor sleeve and
presses the governor lever assembly to the right. The gov-
ernor lever assembly mainly consists of the corrector leer,
tension lever and start lever. Corrector lever fulcrum M, is Figure 4-23
fixed by the pivot bolt of the pump housing. Furthermore,
the corrector lever cannot move since it is pressed both by The start spring presses the start lever into the governor
the spring at the bottom and the full load adjusting screw sleeve at engine start. The start lever turns counterclock-
at the top. The tension and start levers move around wise around fulcrum M2 to move the control sleeve to the
shaft M2 as the fulcrum fixed on the corrector lever. start offset position.

SM 709 FUEL SYSTEM • 00-4-13

Group 00(D-4TNE98) DIESEL ENGINE

The start and tension levers contact each other and move
together during engine operation. Above the tension lever
is the governor spring which is connected to the control
lever. Movement of the control lever is capable of chang-
ing the set force of the governor spring. On the upper back
of the tension lever is the idle spring.
The governor is controlled at all speeds by means of the
start, governor and idle springs.

Figure 4-24
Figure 4-24 shows the typical injection volume control
characteristics of the all-speed governor.

00-4-14 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

At Start of Engine

Figure 4-25

It is necessary to increase the injection volume in order to

improve the starting characteristics at engine start.
When the accelerator pedal is pressed while the engine is
stopped, the tension lever is pulled until it comes into con-
tact with press-in pin M3 by governor spring force.
At the same time, the start lever is released from the ten-
sion lever by the start spring force to press the governor
sleeve to the left. THe flyweight then closes completely
and the start lever moves the control sleeve to the start
increasing position (to the right) with M2 being the ful-
crum.
Thus, the engine can be started easily by lightly pressing
down on the accelerator pedal.

SM 709 FUEL SYSTEM • 00-4-15

Group 00(D-4TNE98) DIESEL ENGINE

During Idling

Figure 4-26

When the engine starts and the accelerator pedal is

released, the control lever returns to the idle position and
the tension of the governor spring becomes zero. There-
fore, the flyweight opens outwardly even at low revolu-
tions to move the governor sleeve to the right.
This makes the start lever turn clockwise with M2 being
the fulcrum to move the control sleeve in the direction to
reduce the fuel volume. The governor sleeve stops at a
point where the flyweight centrifugal and idle spring force
are balanced to ensure stable idling.

00-4-16 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

At Full-Load Maximum Speed Control

Figure 4-27

When the accelerator pedal is pressed down all the way

and the control lever comes into contact with the maxi-
mum speed stopper bolt, the tension of the governor
spring becomes maximum.
At this time, the tension lever is fixed at the position
where is contacts pin M3 being pressed into the pump
housing. The idle spring is completely compressed to con-
nect the start lever and the tension lever at point A,
thereby holding the control sleeve at the full-load posi-
tion. At this time, the flyweight is pressed by the governor
sleeve and is in the completely closed state.

SM 709 FUEL SYSTEM • 00-4-17

Group 00(D-4TNE98) DIESEL ENGINE

At No-Load Maximum Speed Control

Figure 4-28

When the engine revolutions increase and the flyweight

centrifugal force exceeds the governor spring set force,
the governor sleeve moves to make the governor lever
assembly turn clockwise with fulcrum M2. As a result, the
control sleeve moves in the direction of no-injection (to
the left) for controlling speed so as not to exceed the full-
load maximum speed.
When the accelerator pedal is not pressed down fully, the
set force of the governor spring changes accordingly in
order to achieve governor control based on the governor
spring set force during partial load operation.

00-4-18 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Full-Load Position Adjustment Mecha-

nism

Figure 4-29
The full-load position is determined by the amount the
full-load adjusting screw is driven. When the screw is
driven, the corrector lever turns counterclockwise with
M1 being the fulcrum to move the control sleeve to the
fuel increase direction.
When the screw is loosened, the control sleeve moves to
the fuel decrease direction.

SM 709 FUEL SYSTEM • 00-4-19

Group 00(D-4TNE98) DIESEL ENGINE

STRUCTURE AND OPERATION OF

TIMER
The ignition period which occurs in the combustion pro- Consequently, the timer is installed under the injection
cess of a diesel engine tends to increase as the speed pump in order to correct the ignition delay period by
becomes higher. shortening the injection timing of the injection pump.

Figure 4-30

Standard Type Automatic Timer When pump revolutions increase and the pump chamber
pressure exceeds the set force of the timer spring, the
As shown in Figure 4-30, the inside of the timer housing
timer piston moves in the direction to compress the spring
is separated into low and high pressure sides, the latter
([B] in Figure 4-30). This turns the roller holder assembly
directly receiving the pump chamber pressure. A timer
in the reverse direction of pump revolution via the pin.
spring having a set force is installed in the low pressure
This causes the crest of the cam disc to quickly approach
side. The timer piston slides horizontally based on the bal-
the roller position of the roller holder, to advance the
ance between the spring force and changes in the pump
injection timing. On the contrary, when pump revolutions
chamber pressure. The movement of the timer piston turns
decrease and the timer spring force exceeds the pump
the roller holder assembly via the pin.
chamber pressure, the timer piston moves in the direction
to delay the timing.

00-4-20 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Magnetic Valve (Stop Solenoid)

Figure 4-31

The magnetic valve (stop solenoid) turns on or off as the

ignition switch of the vehicle is operated to open or close
the fuel path connected to the inlet port of the plunger bar-
rel.
When the ignition switch is turned on, power is supplied
to the magnetic valve to lift the armature, thus opening the
fuel path.
On the contrary, when the ignition switch is turned off, the
armature is powered by the force of the spring installed in
the armature to close the fuel path. As a result, no fuel is
fed to the plunger, stopping the engine immediately.

SM 709 FUEL SYSTEM • 00-4-21

Group 00(D-4TNE98) DIESEL ENGINE

REMOVAL OF FUEL INJECTION- • Then loosen the high pressure fuel line nuts (Figure
PUMP 4-32, (3)) on the fuel injection pump.
1. Remove fuel supply line from the fuel injection pump. • Finish loosening all the high pressure fuel line nuts
and remove the fuel lines as an assembly. Be careful
2. Remove fuel injector return line.
not to bend any of the fuel lines.
3. Remove fuel tank return line.
4. Disconnect the electrical connection to the magnetic CAUTION
valve (stop solenoid) Remove the high-pressure fuel injection
(Figure 4-32, (1)). lines as an assembly whenever
possible. Disassembling the
high-pressure fuel injection lines from
the retainers or bending any of the fuel
lines will make it difficult to reinstall the
fuel lines.
0000047en

Note: It is necessary to remove the bolt (Figure 4-33, (1))

holding the dipstick tube clamp. Rotate the dipstick
tube to one side to allow you to remove the high
pressure fuel line assembly.

Figure 4-32

5. Disconnect the throttle linkage.

6. Remove the high pressure fuel lines.
• First loosen the high pressure fuel line nuts
(Figure 4-32, (2)) at the fuel injectors.

CAUTION
When loosening or tightening the lines
at the fuel injectors, you must hold the Figure 4-33
fuel injector with a second wrench to
prevent the injector from turning and 7. Remove the two bolts (Figure 4-34, (1)) from the L-
damaging the fuel return line fitting. shaped brackets that holds the injection pump at the
0000082en
bottom / rear.

00-4-22 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Figure 4-35

10. Remove the seven bolts from the fuel injection pump
cover (Figure 4-36, (1)) on the front gear case.
Figure 4-34 Remove the cover.
Note: The cover is secured with an adhesive sealant. Use a
• Loosen the bolt (Figure 4-34, (2)) that fastens the gasket scraper to separate the cover from the gear
remaining bracket to the cylinder block and pivot case.
down and away from the injection pump.
8. Loosen the alternator adjusting bolt and pivot the alter-
nator toward the engine.

CAUTION

PINCH HAZARD!
Carefully rotate the alternator toward the
cylinder block while loosening the
V-belt. Failure to comply may result in
minor or moderate injury.
0000014en
Figure 4-36
9. Remove the cooling fan (Figure 4-35, ((1)), spacer (if 11. To aid in reassembly, mark one tooth on the idle gear
equipped) (Figure 4-35, (2)) and V-belt (Figure 4-35, and two teeth on the pump drive gear with a dot of
(3)). white paint. See (Figure 4-37).

SM 709 FUEL SYSTEM • 00-4-23

Group 00(D-4TNE98) DIESEL ENGINE

CAUTION
Do not rotate the engine with the
injection pump removed.
0000083en

Figure 4-37

Also make matching marks (Figure 4-38, (1)) on the rear

of the gear case housing and on the fuel injection pump Figure 4-39
mounting flange before loosening the injection pump
13. Using a two-bolt gear puller, remove the injection
mounting nuts.
pump drive gear (Figure 4-39, (3)) from the injection
pump shaft.
Note: The injection pump shaft is tapered with a woodruff
key. Once you have applied some pressure with the
puller. A slight hammer “tap” on the center puller
bolt will help “pop” the gear from the shaft.
14. Remove the three nuts securing the fuel injection
pump to the rear of the gear case.
15. Remove the fuel injection pump.
16. If the fuel injection pump requires servicing, it must
be taken to an authorized ZEXEL fuel injection shop.

OXP

WWWW\`Z
WWWW\`Zh
Figure 4-38

12. While holding the engine from turning with a wrench

on the crankshaft pulley bolt, remove the pump drive
gear retaining nut (Figure 4-39, (1)) and lock washer
(Figure 4-39, (2)).

00-4-24 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

INSTALLATION OF THE FUEL

INJECTION PUMP
1. Secure the fuel injection pump mounting flange to the
rear of the gear case housing with three nuts. Be sure to
match the marks (Figure 4-40, (1)) on the rear of the
gear case housing and on the fuel injection pump
mounting flange.

Figure 4-42
OXP
4. Thoroughly clean all old sealant from the fuel injection
pump cover (Figure 4-43, (1)) and gear case housing.
WWWW\`Z
WWWW\`Zh
Apply ThreeBond, Yanmar Part No. 977770-01212, or
Figure 4-40
equivalent sealant to the fuel injection pump cover.
2. Install the injection pump drive gear (Figure 4-42, (3)) Install the fuel injection pump cover on the front gear
on the injection pump shaft lining up the two marks case with seven bolts. Tighten the bolts to the specified
you made on the pump drive gear with the mark you torque.
made on the idle gear. See (Figure 4-37).

Figure 4-41

3. Install the drive gear retaining nut (Figure 4-42, (1))

and washer (Figure 4-42, (2)). While holding the
engine with a wrench on the crankshaft pulley bolt,
Figure 4-43
torque the retaining nut to 43.5 - 51 ft lbs (59-69 N·m,
5 - 5.4 kgf·m).

SM 709 FUEL SYSTEM • 00-4-25

Group 00(D-4TNE98) DIESEL ENGINE

5. Reinstall the cooling fan (Figure 4-44, (1)), spacer (if
equipped) (Figure 4-44, (2)) and V-belt (Figure 4-44,
(3)).
secures the bracket to the cylinder block to specified
torque.
10. Reinstall the high pressure fuel lines.
• Replace the high pressure fuel lines as an assembly.
Be careful not to bend any of the high pressure fuel
lines.
• Start all the high pressure fuel line nuts by hand, leav-
ing those nuts on the fuel injection pump and fuel
injectors untightened.
• Tighten the high pressure fuel line nuts (Figure 4-46,
(2)) on the fuel injection pump.
• Tighten the high pressure fuel line nuts (Figure 4-46,
(1)) on the fuel injectors.

Figure 4-44

6. Pivot the alternator away from the engine and adjust the
V-belt tension. See Check and Adjust Cooling Fan V-
belt on page 00-2-5.
7. Tighten the alternator adjusting bolt. See Check and
Adjust Cooling Fan V-belt on page 00-2-5.
8. Pivot the bracket that fastens the fuel injection pump to
the cylinder back up and toward the fuel injection
pump. Retighten the bolt (Figure 4-45, (2)) that fastens
it to the cylinder block.

Figure 4-46

11. Reconnect the throttle linkage.

12. Reconnect the electrical connection to the magnetic
valve (stop solenoid) (Figure 4-46, (1)).
13. Reinstall fuel tank return line.
14. Reinstall fuel injector return line.
15. Reinstall fuel supply line to the fuel injection pump.
16. Prime the fuel system and check for leaks.

Figure 4-45

9. Reinstall the two bolts (Figure 4-45, (1)) to the L-

shaped bracket that holds the injection pump at the bot-
tom / rear. Tighten the two bolts and the bolt that

00-4-26 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

CHECKING / ADJUSTMENT OF
FUEL INJECTION TIMING
1. Using a wrench on the front crankshaft pulley bolt,
rotate the engine clockwise until the timing mark on
the crankshaft pulley is aligned with the “O” or TDC
(Top Dead Center) mark on the timing grid of the gear
case cover.
2. Remove the center bolt (Figure 4-47, (1)) and sealing
washer from the rear of the fuel injection pump.

OXP

W
`W
XW
_W
YW

^W
ZW
]W
[W
\W

WWWX^\[h

OXP
Figure 4-49

5. Rotate the engine about 25° in the counterclockwise

WWWX^_[GGGGGGGGGGG direction. The dial indicator should move for approxi-
mately the first 10° of engine rotation and then stop.
Figure 4-47
When you reach approximately the 25° position, rotate
3. Locate Yanmar timing tool (P/N 119770-02020) (Fig- the engine slightly back and forth to make sure the nee-
ure 4-48, (1)). Install a dial indicator into the timing dle of the dial indicator does not move.
tool. 6. Set the dial indicator to “0”.
7. Rotate the engine in the clockwise rotation until the
timing mark on the crankshaft pulley is aligned with
the mark at 8.5° ATDC (After Top Dead Center) on the
timing grid on the gear case cover.
YW

ZW

4TNE98 (Tier3) 8.5deg ATDC.

XW

[W

8. If the injection timing is correct, the dial indicator

W

\W

should read 0.038 - 0.041 in (0.97 - 1.03 mm).

OXP
`W

9. If the injection timing is not correct, loosen the three

]W
_W

^W

fuel Injection pump mounting nuts and the bolts retain-

WWWX^\Zh
Figure 4-48
4. Install Yanmar timing tool (Figure 4-49, (1)), into the
port where the bolt was removed. This will provide a
reading of the injection pump plunger lift.
ing the bottom / rear L-shaped injection pump mount-
ing brackets. Rotate the injection pump to bring the dial
indicator reading into the correct range.
10. Then retighten the pump mounting nuts and the
mounting bracket bolts.
Note: Rotating the injection pump away from the engine
advances the injection timing. Rotating the injec-
tion pump toward the engine retards the injection
timing.
11. Remove the timing tool and dial indicator. Replace
and tighten the center bolt and sealing washer into the
injection pump port.

SM 709 FUEL SYSTEM • 00-4-27

Group 00(D-4TNE98) DIESEL ENGINE

SERVICING THE FUEL INJECTORS

Removal of the Fuel Injectors CAUTION
1. Remove the high pressure fuel lines. Remove the high-pressure fuel injection
lines as an assembly whenever
possible. Disassembling the
high-pressure fuel injection lines from
the retainers or bending any of the fuel
lines will make it difficult to reinstall the
fuel lines.
0000047en

Note: It is necessary to remove the bolt (Figure 4-51, (1))

holding the dipstick tube clamp. Rotate the dipstick
tube to one side to allow you to remove the high
pressure fuel line assembly.

Figure 4-50

• First just loosen the high pressure fuel line nuts (Fig-
ure 4-50, (2)) at the fuel injectors.

CAUTION
When loosening or tightening the lines
at the fuel injectors, you must hold the
fuel injector with a second wrench to
prevent the injector from turning and
damaging the fuel return line fitting.
0000082en Figure 4-51

• Then loosen the high pressure fuel line nuts (Figure 4-
50, (3)) on the fuel injection pump.
• Finish loosening all the high pressure fuel line nuts and
remove the fuel lines as an assembly. Be careful not to
bend any of the fuel lines.
2. Unscrew the fuel injectors from the cylinder head. Also
remove the two copper washers and the nozzle protec-
tors that will remain in the cylinder head.

00-4-28 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection and Testing of the Fuel

Injectors
Visually inspect the fuel injectors and nozzle protectors
for deposits or damage. Clean and repair as necessary.
Test Procedure Using a Nozzle Tester
1. Visually inspect the fuel injectors and nozzle protectors
for deposits or damage. Clean, repair or replace as nec-
essary.
2. Test the fuel injector using an injection nozzle tester.
Use clean, filtered fuel or F.I.E. calibration fluid for the
test.
3. Using the correct adaptor, connect the fuel injector to
the high-pressure pipe of the nozzle tester. Aim the fuel
injector into a suitable container to catch the fuel spray.

WARNING
• Never inject fuel towards you. Since
the fuel in injected at high presure
from the nozzle, it may penetrate the
skin, resulting in injury.
Figure 4-53
• Never inject fuel towards a fire source. 6. Pump the operating lever more rapidly to repeatedly
Atomized fuel is highly flammable and “pop” the injector and observe the spray pattern. See
may cause fire or skin burning. Judgement Criteria on Atomization Condition on page
0000028en 00(D-T3)-4-30 for examples of “good” and “bad” spray
patterns.
4. Pump the operating lever of the tester slowly, observing
the pressure reading at the point where the fuel injector 7. Finally. Pump the operating lever slowly to hold the
begins spraying fuel. The fuel injectors for these pressure steady at a point just below the “pop off” pres-
engines should begin spraying fuel at 1711 - 1914 PSI sure point. Observe the injector to see that it is sealing
(11.8 - 13.2 MPa). The opening pressure may be properly and is not “dripping”.
adjusted by adding or subtracting internal fuel injector
shims.

Figure 4-54

8. If the fuel injector fails any of these tests, it should be

Figure 4-52 repaired or replaced as necessary.
5. Adding or removing a 0.1 mm shim (shims are avail-
able in 0.4 mm increments) changes the pressure by
174 - 319 PSI (1.2 - 2.2 MPa).

SM 709 FUEL SYSTEM • 00-4-29

Group 00(D-4TNE98) DIESEL ENGINE

Judgement Criteria on Atomization Condition

A B C D E

Injection Pattern

WWWX^[Y WWWX^[Z WWWX^[[ WWWX^[\ WWWX^[]

Pressure Gauge
XYW XYW XYW XYW
Reading XYW

W W W W W

WWWX^[^ WWWX^[_ WWWX^[` WWWX^\W WWWX^\X

Pointer fluctuate Same as A. Pointer stays at Although the Pressure does
around the a position near pointer reaches not increase
valve the valve open- the valve even when the
opening ing pressure. opening tester lever is
pressure. pressure, the operated.
pressure drop is
large.
Atomization Roughly Atomization is Although Bar shape with Drops (bar
Pattern uniform. excessively one atomized, the excessive after shape).
sided. needle does not drops.
pulsate (burner
like shape).
Possible Cause (Normal) 1.Normally 1.Caused by 1.Damage to 1.Sticking of
caused by excessive car- the seat. needle.
carbon con- bon contami- 2.Contamina- 2.Excessively
tamination of nation of the tion of seat by damaged or
the nozzle tip. nozzle tip. fine foreign worn seat.
2.Sometimes 2.Sometimes particles. 3.Contamina-
caused by caused by 3.Excessively tion of seat by
flaws in or contamina- worn seat. foreign matter.
damage to the tion. 4.Damaged or
needle tip. broken inter-
nal parts od
nozzle holder.

00-4-30 • FUEL SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Cleaning of Nozzle
1. Clean the exterior of the nozzle, taking care not to dam-
age the needle.
2. Pull out the needle and clean carefully so as not to dam-
age it. Avoid use of hard, metallic tools.
3. Check for dents, damage, rusting and wear. Pay special
attention to the stem and seat of the needle.
4. When setting the needle on the nozzle body after thor-
ough cleaning, check that it falls by its own weight.

Installation of Fuel Injectors

1. Install a new copper gasket at the bottom of the injector
well.
2. Install the nozzle protector in the injector well.
3. Install the second copper gasket on top of the nozzle
protector.
4. Install the fuel injectors. Torque to 29.4 ft·lb(39.2 N·m).
5. Install the fuel return line fitting using new copper gas-
kets.
6. Tighten the fuel return line retaining nuts to 32.5 ft·lb
(44.1 N·m). Figure 4-55

CAUTION 8. Prime the fuel system and check for leaks.

When loosening or tightening the lines
at the fuel injectors, you must hold the
fuel injector with a second wrench to
prevent the injector from turning and
damaging the fuel return line fitting.
0000082en

7. Reinstall the high pressure fuel lines and fuel return

line.
• Replace the high pressure fuel lines as an assembly.
Be careful not to bend any of the high pressure fuel
lines.
• Start all the high pressure fuel line nuts by hand, leav-
ing those nuts on the fuel injection pump and fuel
injectors untightened.
• Tighten the high pressure fuel line nuts (Figure 4-55,
(2)) on the fuel injection pump.
• Tighten the high pressure fuel line nuts (Figure 4-55,
(1)) on the fuel injectors.

SM 709 FUEL SYSTEM • 00-4-31

 Group 00(D-4TNE98) DIESEL ENGINE

Section 5

COOLING SYSTEM

COOLING SYSTEM DIAGRAM

Figure 5-1

1. Cylinder Head
2. Thermostat
3. Engine Coolant pump
4. Radiator
5. Coolant Recovery Tank
6. Cylinder Block

SM 709 COOLING SYSTEM • 00-5-1

Group 00(D-4TNE98) DIESEL ENGINE

ENGINE COOLANT PUMP COMPONENTS

Figure 5-2

1. Coolant Pump Gasket 14. Engine Coolant Fan

15. Bolt, M8x12 Plated
2. Plug, M12 x 1.5
16. Spacer
3. Gasket, Round
17. Coolant Pump V-pulley
4. Plug, NPT 3/8
18. V-belt
5. Thermostat Cover
19. 1/4 Steel Ball
6. Bolt, M8 x 25 Plated
20. Coolant Pump Pipe
7. Gasket
21. O-ring
8. Thermostat
22. Gasket
9. Thermostat Gasket
23. Cover
10. Plug, M16
24. Bolt, M6 x 16
11. Gasket
25. Bolt, M6 x 15
12. Bolt, M8 x 55 Plated
26. Drain Plug
13. Water Pump Assembly

00-5-2 • COOLING SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE
ENGINE COOLANT SYSTEM
CHECK
Check the engine coolant system for leakage.
DANGER
SCALD HAZARD
SCA HAZARD!
• NEVER remove the radiator cap if the
engine is hot. Steam and hot engine
coolant will spurt out and seriously
burn you. Allow the engine to cool
down before you attempt to remove
the radiator cap.
• Securely tighten the radiator cap after
you check the radiator. Steam can
spurt out during engine operation if
the cap is loose.
• ALWAYS check the level of engine
coolant by observing the reserve tank.
• Failure to comply will result in death or
serious injury.
0000002en
1. With the radiator properly filled, install a cooling sys-
tem tester (Figure 5-3, (1)).
OXP
WWWW\^^h
Figure 5-3
2. Apply 10.8 - 14.8 psi (75 - 105 kPa, 0.75 - 1.05 kgf/
cm¸) to the cooling system. If the pressure reading
drops, the engine coolant system is leaking. Identify
the source of the leak and repair.
SM 709
DISASSEMBLY OF ENGINE COOL-
ANT PUMP
Verify the condition of the engine coolant pump before
disassembling it from the engine. Check the engine cool-
ant pump shaft bearing for abnormal noise, sticking,
excessive play and water leakage. Replace the coolant
pump if any of these conditions are present.
CAUTION
If the engine coolant pump must be
replaced, replace the engine coolant
pump as an assembly only. Do not
attempt to repair the engine coolant
pump or replace individual components.
0000041en
1. Make sure the engine and engine coolant are not hot.
2. Before removing the engine coolant pump or thermo-
stat, it will be necessary to drain the engine coolant.
Drain the coolant into a clean container if the coolant is
to be reused.
Otherwise, properly dispose of the coolant.
WARNING
BURN HAZARD!
• Wait until the engine cools before you
drain the engine coolant. Hot engine
coolant may splash and burn you.
• Failure to comply could result in death
or serious injury.
0000016en
• Drain the coolant from the radiator. Remove the radiator
cap (Figure 5-4, (1)).
• Remove the drain plug or open the drain cock (Figure 5-
4, (2)) at the lower portion of the radiator and drain the
engine coolant.
COOLING SYSTEM • 00-5-3
Group 00(D-4TNE98) DIESEL ENGINE

CAUTION
OXP

FULL

LOW

PINCH HAZARD!
Carefully rotate the alternator toward the
cylinder block while loosening the
V-belt. Failure to comply may result in
minor or moderate injury.
OYP WWWWW^[h
0000014en

Figure 5-4 5. Remove the engine coolant fan guard (if equipped),
• Drain the coolant from the engine block. Remove the engine coolant fan (if equipped) (Figure 5-6, (2)),
coolant drain plug (Figure 5-5, (1)) from the engine spacer (Figure 5-6, (3)), engine coolant pump V-pulley
block. (Figure 5-6, (4)) and V-belt.

OXP

WWWX\^_h

Figure 5-5
3. Loosen the V-belt. Figure 5-6
4. Loosen the alternator mounting bolts and pivot the
alternator out of the way.

00-5-4 • COOLING SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Disassembly of the Coolant Pumps CLEANING AND INSPECTION

1. Remove the engine coolant pump bolts (Figure 5-7,
Thermostat
(2)). Remove the engine coolant pump (Figure 5-7,
(1)). Discard the gasket (Figure 5-7, (6)). 1. Check for proper operation of the thermostat.
Place the thermostat (FIgure 5-9, (1)) and an accurate
2. Remove coolant pump pipe (Figure 5-7, (3)) from
thermometer (FIgure 5-9, (2)) in warm water.
engine block. Discard the O-rings (Figure 5-7, (4)).
3. Remove the bolts (Figure 5-7, (5)) holding the cover
(Figure 5-7, (7)) on the pump. Discard the gasket (Fig-
ure 5-7, (8)).

Figure 5-9
2. Slowly increase temperature of the water using an
external heat source.
3. The thermostat is normal if it starts to open at 160°F
Figure 5-7 (71°C) and fully opens at 185°F (85°C).
4. Remove the thermostat cover (Figure 5-8, (1)).
Discard the gasket (Figure 5-8, (2)). Radiator Cap
1. Check for proper operation of the radiator cap. Install
the radiator cap (Figure 5-10, (1)) on a cooling system
tester.

(1)
0000577A

Figure 5-10
2. Apply 10.8 - 14.8 psi (75 - 105 Kpa, 0.75 - 1.05 kgf/
Figure 5-8 cm¸) to the radiator cap. The radiator cap must open
5. Remove the thermostat (Figure 5-8, (3)). within the specified range.
Discard the gasket (Figure 5-8, (4)).

SM 709 COOLING SYSTEM • 00-5-5

Group 00(D-4TNE98) DIESEL ENGINE

ASSEMBLY OF ENGINE COOLANT Install the engine coolant pump bolts. Tighten the bolts
PUMP (Figure 5-12, (2)) to the specified torque.

1. Install the thermostat (Figure 5-11, (3)) using a new O-
ring (Figure 5-11, (4)).
Assembly of All Coolant Pump Models
6. Install the engine coolant pump V-pulley (Figure 5-13,
(4)), spacer (Figure 5-13, (3)) engine coolant fan (Fig-
ure 5-13, (2)) and engine coolant fan guard (if
equipped).

Figure 5-11

2. Install the thermostat cover (Figure 5-11, (1)) using a

new gasket (Figure 5-11, (2)). Tighten the thermostat
cover bolts (Figure 5-11, (5)) to the specified torque.
3. Assemble the cover (Figure 5-12, (7) Using a new gas- Figure 5-13
ket (Figure 5-12, (8)).
7. Install the alternator.
8. Inspect the condition of the V-belt. There must be clear-
ance (Figure 5-14, (1)) between the V-belt and the bot-
tom of the pulley groove. If there is no clearance
(Figure 5-14, (2)) between the V-belt and the bottom of
the pulley groove, replace the V-belt.

Figure 5-12

4. Reinstall the coolant pump pipe (Figure 5-12, (3)) to Figure 5-14
the engine coolant pump using a new O-ring (Figure 5-
12, (4)).
5. Position the engine coolant pump (Figure 5-12, (1)) on
the engine. Be sure a new O-ring (Figure 5-12, (4)) is
positioned between the coolant pump pipe and engine.

00-5-6 • COOLING SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

9. Install the V-belt. Tighten the V-belt to the proper ten-

sion. See Check and Adjust Cooling Fan V-belt on page
00-2-5.
10. Reinstall and tighten the drain plug or close the drain
cock in the radiator. Reinstall and tighten the engine
block drain plug or reconnect the coolant hose at the oil
cooler.
11. Fill radiator and engine with engine coolant.
See Drain, Flush, and Re-fill the Coolant System with
New Coolant on page 00-2-17.

CAUTION
• Only use the engine coolant specified.
Other engine coolants may affect
warranty coverage, cause an internal
build up of rust and scale and / or
shorten engine life.
• Prevent dirt and debris from
contaminating engine coolant.
Carefully clean the radiator cap and
the surrounding area before you
remove the cap.
• NEVER mix different types of engine
coolants. This may adversely affect the
properties of the engine coolant.
0000006en

SM 709 COOLING SYSTEM • 00-5-7

 Group 00(D-4TNE98) DIESEL ENGINE

Section 6

LUBRICATION SYSTEM

OIL PUMP SERVICE INFORMATION

Engine Oil Pressure
Model Number at Rated Engine rpm at Low Idle Speed
42.06 - 56.57 psi
4TNE98 (0.29 - 0.39 MPa) 8.5 psi (0.06 MPa, 0.6 kfg/cm2) or greater
(3.0 - 4.0 kgf/cm2)

Outer Rotor Outside Clearance

Model Standard Limit Reference Page
Check Outer Rotor
0.0039 to 0.0061 in 0.0098 in
4TNE98 Outside Clearance on
(0.100 to 0.155 mm) (0.25 mm)
page 00-6-4

Outer Rotor Side Clearance

Model Standard Limit Reference Page
Check Outer Rotor
0.0020 to 0.0039 in 0.0059 in
4TNE98 Side Clearance on
(0.05 to 0.10 mm) (0.15 mm)
page 00-6-4

Outer Rotor to Inner Rotor Tip Clearance

Model Standard Limit Reference Page
Outer Rotor to Inner Rotor
0.0059 in
4TNE98 ෍ Tip Clearance on
(0.15 mm)
page 00-6-4

Rotor Shaft Clearance

Model Inspection Item Standard Limit Reference Page
0.5110 to 0.5126 in 0.5138 in
Gear Case Bearing I.D. Check Outer
(12.980 to 13.020 mm) (13.05 mm)
Rotor
0.5089 to 0.5106 in 0.5085 in
4TNE98 Rotor Shaft O.D. Shaft Clearance
(12.925 to 12.970 mm) (12.915 mm)
on page
0.0004 to 0.0026 in 0.0041 in 00-6-4
Rotor Clearance
(0.010 to 0.065 mm) (0.105 mm)

SM 709 LUBRICATION SYSTEM • 00-6-1

Group 00(D-4TNE98) DIESEL ENGINE

LUBRICATION SYSTEM DIAGRAM

Oil Filter

Bypass Valve

Fuel
Injection Pump

Oil Pressure
Switch

Cylinder Body - Main Gallery

Pressure
Regulator Valve
Idle Gear Camshaft Crank
Oil Pump Shaft Bearing Journal

Rocker Arm Crank Pin

Oil Suction Pipe Bearing
Strainer

Rocker Arm

Tappet
Cam Face

Oil Pan
0001624

FIgure 6-1

00-6-2 • LUBRICATION SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

CHECKING ENGINE OIL PRESSURE Disassembly of Oil Pump

Perform an engine oil pressure check if there is any indi-
cation of low oil pressure such as the oil pressure indicator CAUTION
is on or the oil pressure gauge indicates low oil pressure. If the oil pump must be replaced, replace
See Engine Oil Pressure specifications on page 00-6-1 for it as an assembly only. Do not replace
the engine oil pressure. individual components
0000030en
1. Disconnect the connector from the oil pressure switch
(Figure 6-2, (1)).
1. Remove the engine coolant fan guard (if equipped),
engine coolant fan (Figure 6-4, (3)), spacer (Figure 6-
4, (2)), engine coolant pump V-pulley (Figure 6-4, (1))
and V-belt.

(1)

0000028B

FIgure 6-2
2. Remove the oil pressure switch.
3. Install a mechanical oil pressure gauge in the oil pres-
sure switch port.
FIgure 6-4
4. Start the engine:
• If the mechanical oil pressure gauge indicates 2. Remove the front crankshaft pulley.
good oil pressure, replace the faulty oil pressure 3. Remove the gear case cover (Figure 6-5, (1)) assembly.
switch or faulty machine oil pressure gauge.
4. Remove the oil pump assembly bolts. Remove the oil
• If the mechanical oil pressure gauge indicates low pump assembly (Figure 6-5, (2)) from the gear case
oil pressure, troubleshoot the lubrication system to housing (Figure 6-5, (3)).
locate the cause of the low oil pressure. See Quick
Reference Table For Troubleshooting 00-9-4.

Oil Pump Components

(1)
(1)
(2)
(2)
(5)

(3) (3)
(4) 0000043A

1. Gear Case Housing 2. Outer Rotor 0000049A

3. Inner Rotor 4. Cover Plate 5. Drive Gear
FIgure 6-5
FIgure 6-3

SM 709 LUBRICATION SYSTEM • 00-6-3

Group 00(D-4TNE98) DIESEL ENGINE

Cleaning and Inspection Check Outer Rotor Side Clearance

Wash the oil pump, oil pressure regulator and oil pump Determine the side clearance of the outer rotor across the
cavity. Inspect for wear or damage. Replace as necessary. pump cavity. Measure the depression using a depth
micrometer (FIgure 6-8, (1)).
CAUTION
If any oil pump component clearance (1)
exceeds its limit, the oil pump must be
replaced as an assembly.

Check Outer Rotor Outside Clearance

Determine the outside clearance of the outer rotor. Insert a
feeler gauge between the outer rotor (FIgure 6-6, (1)) and
gear case oil pump cavity (FIgure 6-6, (2)).

(1)
(2)

0001615A

FIgure 6-8

See Outer Rotor Side Clearance specifications on page

00-6-1 for the service limit.
0000045A

FIgure 6-6
Check Rotor Shaft Clearance
Determine the rotor shaft clearance. Measure the outside
See Outer Rotor Outside Clearance specifications on diameter of the rotor shaft (FIgure 6-9, (1)) and the bore
page 00-6-1 for the service limit. diameter in the gear case housing (FIgure 6-9, (2)).
Calculate the difference between the two measurements to
determine the clearance.
Outer Rotor to Inner Rotor Tip Clearance
Determine the outer rotor to inner rotor tip clearance. (1)
Insert a feeler gauge between the top of an inner rotor
tooth (Figure 6-7, (1)) and the top of an outer rotor tooth
(Figure 6-7, (2)) and measure the clearance.
See Outer Rotor to Inner Rotor Tip Clearance specifica-
tions on page 00-6-1 for the service limit.

(1)
(2) (2)
0000047A

FIgure 6-9

See Rotor Shaft Clearance specifications on page 00-6-1

for the service limits.
0001153A

FIgure 6-7

00-6-4 • LUBRICATION SYSTEM SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Assembly of Oil Pump 5. Install the crankshaft pulley.

1. Lubricate the outer rotor and pump bore in the gear 6. Install the engine coolant pump V-pulley (Figure 6-12,
case. (1)), spacer (Figure 6-12, (2)), engine coolant fan (Fig-
ure 6-12, (3)) and engine coolant fan guard (if
2. Install the outer rotor in the gear case housing. Punch equipped).
mark (Figure 6-10, (1)) on end of the outer rotor must
face away from the gear case housing (Figure 6-10,
(2)).

FIgure 6-10
3. Install the oil pump assembly (Figure 6-11, (1)) into
the gear case housing (Figure 6-11, 2). Tighten the
bolts to specified torque.
FIgure 6-12
7. Install the V-belt. Tighten the V-belt to the proper ten-
sion. See Check and Adjust Cooling Fan V-belt on page
00-2-6.

FIgure 6-11

4. Thoroughly clean all old sealant from the gear case

cover (Figure 6-11, (3)) and gear case housing (Figure
6-11, (2)). Apply ThreeBond Liquid Gasket or equiva-
lent sealant to the gear case cover. Install the gear case
cover housing. Tighten the cover bolts to the specified
torque.

SM 709 LUBRICATION SYSTEM • 00-6-5

 Group 00(D-4TNE98) DIESEL ENGINE

Section 7

STARTER MOTOR

STARTER MOTOR SERVICE INFORMATION

Hitachi Model Number S13-204
Yanmar Part Number 129900-77010
Nominal Output 3.0 HP (2.3 kW)
Weight 12.1 lbs (5.5 kg)
Revolution Direction (As Viewed From Pinion) Clockwise
Engagement System Magnetic Shift
Terminal Voltage / Current 11 V / 140 A max
No-load
Revolution 4100 rpm min
Terminal Voltage / Current 2.5 V / 1050 A max
Loaded 18.1 ft lbs
Torque
(24.5 N·m, 2.5 kgf·m) min
Clutch System Overrunning
Pinion Projection Voltage at 212°F (100°C) 8.6 V max
Pinion DP or Module / Number of Teeth M3 / 9
Difference (O-ring, Oil Seal) Dry (none)
Application Standard
Spring Force 7.868 lbf (35 N, 3.6 kgf)
Brush Standard 1.437 in (36.5 mm)
Height
Limit 1.398 in (35 mm)
Series Coil Resistance 0.27 at 68F (20C)
Magnetic Switch
Shunt Coil Resistance 0.60 at 68F (20C)
Standard 1.437 in (36.5 mm)
Outside Diameter
Limit 1.398 in (35 mm)
Standard 0.001 in (0.03 mm)
Commutator Run-Out
Limit 0.008 in (0.2 mm)
Standard 0.020 - 0.031 in (0.5 - 0.8 mm)
Insulation Depth
Limit 0.008 in (0.2 mm)
Standard 0.001 in (0.03 mm)
Armature Run-Out
Limit 0.008 in (0.02 mm)
Armature Front 6903DDU
Armature Rear 608DDU
Bearing Type Nominal Number
Pinion Front 60004DDU
Pinion Rear 6904DDU
Pinion Projection Length (Length L) 0.012 - 0.059 in (0.3 - 1.5 mm)

SM 709 STARTER MOTOR • 00-7-1

 Is the shift lever at NO Move shift lever to Is battery fully charged NO • Charge or replace battery.
NEUTRAL position? NEUTRAL position. and terminals clean? • Clean terminals.

YES
Engine does not start? Inspect wiring up to magnetic switch
Is starter motor magnetic and repair if necessary.
NO • Key switch
switch actuating sound
YES heard? • Safety relay
• Magnetic switch assembly
NO NO • Electrical connections
Does engine crank? Is starter motor operating? YES

00-7-2 • STARTER MOTOR

YES
Pinion and ring gear
meshing normal?
YES
YES
Pinion roller clutch or
reduction gear damaged.
Inspect and replace.
NO
Connect M terminal of starter
motor directly to battery.
Does starter motor operate?
• Adjust / pinion projection length.
• Inspect shift lever for deformation,
return spring for fatigue and pinion
for sliding.
• Repair meshing between pinion and
ring gear or replace as needed..
NO • Inspect brush and replace if worn.
• If brushes are not worn, replace armature
assembly.

YES
Group 00(D-4TNE98) DIESEL ENGINE

Magnetic switch assembly If starter motor becomes wet,replace magnetic switch

STARTER MOTOR TROUBLESHOOTING

contact defective. Repair assembly even if function is normal.

NO or replace.
(slow revolution) NO
Is revolution normal? Is battery fully charged • Charge or replace battery. If a problem occurs:
and terminals clean? • Clean terminals. Immediately disconnect battery negative terminal.

YES YES

Inspect fuel system. Is the engine oil NO Engine does not stop
Replace engine oil.
viscosity correct? even when key switch is
turned OFF.
YES

Does engine turn when YES Repair or replace Repair or replace key switch, starting
starter motor is replaced? starter motor. motor relay or magnetic switch assembly.

Slow Revolution

Inspect condition of engine.

0000102

SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

STARTER MOTOR PRECAUTIONS

Failure to follow these precautions may result in a loss of
warranty coverage on a related item. Make sure that all
users read and understand these precautions.

CAUTION
Make sure that the combined total
resistance of the battery cable in both
directions between the starter motor
and the battery is within the value
indicated on the wiring diagram. The
starter motor will malfunction or break
down if the resistance is higher than the
specified value.
0000054en

CAUTION
The starter motor is water-proofed
according to JIS D 0203, R2 which
protects the motor from rain or general
cleaning. Do not use high-pressure
wash or submerse the starter motor in
water.
0000055en

CAUTION
Use a specialized battery charger to
recharge a battery with a voltage of 8
Volts or less. Booster starting a battery
with a voltage of 8 Volts or less, will
generate an abnormally high voltage
and destroy electrical equipment.
0000056en

SM 709 STARTER MOTOR • 00-7-3

Group 00(D-4TNE98) DIESEL ENGINE

STARTER MOTOR SERVICING

Starter Motor Components

FIgure 7-1

1. Pinion Shaft 13. Magnetic Switch Assembly

2. M4 Bolts (3) 14. Cover
3. Bearing Retainer 15. M6 Bolts (2)
4. Pinion Clutch Assembly 16. Armature Assembly
5. Return Spring 17. Field Coil Assembly
6. Pinion Stop 18. Positive (+) Brushes
7. Retaining Ring 19. Negative (-) Brushes
8. Gear Housing 20. Brush Holder Assembly
9. Shift Lever 21. Rear Cover
10. Torsion Spring 22. M5 Through Bolts (2)
11. Plunger 23. M4 Bolts (2)
12. Dust Covers (Shims)

00-7-4 • STARTER MOTOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Starter Motor Removal

1. Disconnect the battery cables at the battery.
2. Remove the electrical wires from the magnetic switch
assembly
3. Remove the two M12 bolts (Figure 7-2, (1)) retaining
the starter motor to the gear case. Remove the starter
motor from the gear case.

Figure 7-4

3. Remove the two M5 through bolts (Figure 7-4, (4)).

Figure 7-2
4. Pull the brush springs up using a brush spring puller.
Starter Motor Disassembly
1. Loosen the M8 nut from the magnetic switch assembly.
Disconnect the wire from the magnetic switch.
Separate the rear cover (Figure 7-4, (2)), field coil
assembly (Figure 7-4, (5)) with the armature assembly
(Figure 7-4, (6)) from the gear housing (Figure 7-4,
(7)).
On the negative (-) side, bring the brush spring into
contact with the side of the brush for lifting from the
commutator surface. On the positive (+) side, remove
the brush from the brush holder assembly (Figure 7-5,
(1)).

Figure 7-3 Figure 7-5

2. Remove the two M4 bolts (Figure 7-4, (1)) securing the 5. Remove the brush holder assembly (Figure 7-6, (1))
rear cover (Figure 7-4, (2)) to the brush holder assem- from the armature assembly (Figure 7-6, (3)).
bly (Figure 7-4, (3)).

SM 709 STARTER MOTOR • 00-7-5

Group 00(D-4TNE98) DIESEL ENGINE

Figure 7-6
Figure 7-9
6. Pull the armature assembly (Figure 7-6, (3)) out from
the field coil assembly (Figure 7-6, (2)). 10. Remove the pinion clutch assembly (Figure 7-9, (3))
7. Remove the two M6 bolts (Figure 7-7, (1)) retaining from the bearing retainer assembly.
the magnetic switch assembly (Figure 7-7, (2)) to the 11. Using a flat-blade screwdriver, remove the retaining
gear housing. Remove the magnetic switch assembly, ring (Figure 7-10, (1)) from the shaft of the pinion.
dust cover(s) (Figure 7-7, (3)) and torsion spring (Fig-
ure 7-7, (4)) from the gear housing.

Figure 7-7
8. Disassemble the dust cover (Figure 7-8, (3)) and shift
lever (Figure 7-8, (4)) from the gear housing.
Figure 7-10
12. Disassemble the pinion stop (Figure 7-11, (3)), return
spring (Figure 7-11, (4)), pinion clutch assembly (Fig-
ure 7-11, (1)), and pinion shaft (Figure 7-11, (5)).

Figure 7-11
Figure 7-8

9. Remove the three M4 bolts (Figure 7-9, (1)) securing

the bearing retainer assembly (Figure 7-9, (2)) to the
gear housing. Remove the bearing retainer assembly
from the gear housing.

00-7-6 • STARTER MOTOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Inspection
Armature
Commutator Surface Inspection
If the commutator surface is rough, polish the surface with
#500 to #600 emery cloth.

Figure 7-14

Figure 7-12 Standard Limit

0.020 - 0.031 in 0.008 in
Measure Commutator Outside Diameter (0.5 - 0.8 mm) (0.2 mm)
Measure the commutator outside diameter. Replace the
armature if the measurement is less than the limit. Armature Coil Continuity Test
Check for continuity between the commutator segments
using a multimeter. The multimeter should indicate conti-
nuity.
If the multimeter does not indicate continuity, replace the
armature.

Figure 7-13

Standard Limit
1.437 in 1.378 in
(36.5 mm) (35 mm)
Figure 7-15
Measure Commutator Insulation Depth
Measure the depth of the insulating material (Figure 7-14,
(1)) between commutator segments (Figure 7-14, (2)). If
the depth measures less than the limit, use a hacksaw
blade (Figure 7-14, (3)) to remove the insulating material
until the depth is within the limit.
A normal commutator condition is indicated in (Figure 7-
14, (4)). An abnormal commutator condition is indicated
in (Figure 7-14, (5)).

SM 709 STARTER MOTOR • 00-7-7

Group 00(D-4TNE98) DIESEL ENGINE

Armature Coil Insulation Test Field Coil

Check for continuity between a commutator segment and
the shaft or armature using a multimeter. The multimeter
should not indicate continuity.
If the multimeter indicates continuity, replace the arma-
ture.
Field Coil Continuity Test
Check for continuity between the field coil terminals
using a multimeter. The multimeter should indicate conti-
nuity.
If the multimeter does not indicate continuity, replace the
field coil assembly.

Figure 7-16

Measure Armature and Commutator Run-Outs

Measure the armature core run-out and the commutator
run-out using a dial indicator. Replace the armature if Figure 7-18
either of the measurements is less than the limit.
Field Coil Insulation Test
Check for continuity between field coil terminal and yoke
using a multimeter. The multimeter should not indicate
continuity.
If the multimeter indicates continuity, replace the field
coil assembly.

Figure 7-17

Standard Limit

Armature 0.001 in 0.008 in

(0.03 mm) (0.2 mm)

Commutator 0.001 in 0.008 in

(0.03 mm) (0.2 mm) Figure 7-19

00-7-8 • STARTER MOTOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Measure Brush Length

Measure the length of the brush. Replace the brush if the
length is less than the limit.

Figure 7-22

Standard
6.969 - 8.758 lbf
Figure 7-20 (31 - 39 N, 3.1 - 3.9 kgf)

Standard Limit
Magnetic Switch
0.591 in 0.354 in
If the starter motor becomes wet, replace the magnetic
(15 mm) (9 mm)
switch even if the magnetic switch assembly function is
normal.
Brush Holder Shunt Coil Continuity Test
Brush Holder Insulation Test Check for continuity between the “S” terminal and the
Check for continuity between each brush holder and the switch body using a multimeter. The multimeter should
base using a multimeter. The multimeter should not indi- indicate continuity. If the multimeter does not indicate
cate continuity. If the multimeter indicates continuity, continuity, replace the magnetic switch.
replace the brush holder.

Figure 7-23
Figure 7-21

Brush Spring Test

Test the spring force for each brush spring. Replace the
brush spring if the force is not within the range.

SM 709 STARTER MOTOR • 00-7-9

Group 00(D-4TNE98) DIESEL ENGINE

Series Coil Continuity Test Pinion Clutch Assembly

Check for continuity between the “S” and “M” terminals
using a multimeter. The multimeter should indicate conti-
nuity.
If the multimeter does not indicate continuity, replace the
magnetic switch.
Pinion Clutch Assembly Inspection
Manually rotate the pinion clutch assembly in theG drive
direction. It should rotate freely in the driveGdirection and
locked in the opposite direction.GReplace the pinion clutch
assembly if the resultsGare different.

Figure 7-26
Figure 7-24
Slide the pinion clutch assembly on the shaft. It should
Coil Resistance Test slide smoothly on the shaft. Rust, too much grease or
Test Resistance at 68°F (20°C) damage could prevent the pinion clutch from sliding
smoothly. If the pinion clutch assembly does not slide
Series Coil 0.27G˟
smoothly, clean the shaft and pinion clutch assembly or
Shunt Coil 0.6G˟ replace the damaged component.

Contact Continuity Test

Depress the plunger at the bottom of the magneticGswitch.
Check for continuity between the “B” andG“M” terminals
using a multimeter. The multimeterGshould indicate conti-
nuity.
If the multimeter does not indicate continuity,Greplace the
magnetic switch.

Figure 7-27

Ball Bearing Inspection

Rotate each ball bearing while holding the pinion clutch
assembly. Replace the ball bearing if it does not rotate
smoothly or has excessive play.

Figure 7-25

00-7-10 • STARTER MOTOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Figure 7-28

Starter Motor Assembly Figure 7-30

1. Apply NPC-FC6A grease to the pinion shaft. Assemble 5. Assemble the magnetic switch assembly to the gear
the pinion shaft (FIgure 7-29, (5)), pinion clutch housing. Pry the pinion away from the gear housing to
assembly (FIgure 7-29, (1)), return spring (FIgure 7- allow installation of the magnetic switch assembly.
29, (4)) and pinion stop (FIgure 7-29, (3)). Install the
retaining ring (FIgure 7-29, (2)) in groove in the pinion
shaft. Slide the piston stop over the retaining ring.

Figure 7-31
Figure 7-29
6. Secure the magnetic switch assembly to the gear hous-
2. Install the pinion clutch assembly into the bearing ing using the two M6 bolts.
retainer assembly. 7. Carefully install the armature assembly (Figure 7-32,
3. Install the bearing retainer assembly and pinion assem- (1)) into the field coil assembly (Figure 7-32, (2)).
bly to the gear housing. Install and tighten the three M4
bolts.
4. Apply NFC-F6A grease to the sliding portions of the
shift lever (FIgure 7-30, (1)). Assemble the torsion
spring (FIgure 7-30, (2)), shift lever and dust cover(s)
(FIgure 7-30, (3)), plunger (FIgure 7-30, (4)) and
magnetic switch assembly (FIgure 7-30, (5)).

Figure 7-32

SM 709 STARTER MOTOR • 00-7-11

Group 00(D-4TNE98) DIESEL ENGINE
8. Position the brush springs in brush holders. Install the
brushes in the brush holders. Reversing the brushes in
will cause the starter motor to turn backwards.
Figure 7-33
9. Carefully install the brush holder assembly to the arma-
ture assembly.
10. Install the field coil assembly with the armature
assembly to the gear housing.
11. Install the rear cover to the brush holder assembly.
Securely tighten the two bolts.
12. Install the two M4 through bolts. Tighten the through
bolts to the specified torque.
13. Connect the wire to the magnetic switch assembly.
Tighten the M8 nut. Install the cover over the connec-
tion.
Figure 7-34
00-7-12 • STARTER MOTOR
Check Pinion Projection Length
1. Connect the positive (+) lead from a battery to the “S”
terminal.
2. Connect the negative (-) lead to the “M” terminal.
3. Lightly pull the pinion out away from the gear housing.
4. Turn the switch ON and measure the pinion moving
distance L in the thrust direction. Perform this test
within 10 seconds.
Figure 7-35
Standard
L 0.012 - 0.059 in (0.3 to 1.5 mm)
5. If the measured L dimension is outside the standard
range, adjust the dust covers to obtain the standard
range. Dust covers (Figure 7-36, (1)) are available in
0.020 in (0.5 mm) and 0.031 in (0.8 mm) thicknesses.
Figure 7-36
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

No Load Test Starter Motor Installation

Test the characteristics of the starter motor by performing 1. Install the starter motor to the gear case.
a no load test. 2. Install the two M12 bolts (FIgure 7-38, (1)). Tighten
the bolts to the specified torque.
CAUTION
The starter motor can be damaged if
operated continuously longer than 30
seconds while performing the no load
test.
0000034en

1. Secure the starting motor in a vise or other suitable fix-

ture.
2. Connect an ammeter (FIgure 7-37, (1)) in series with
the battery positive (+) terminal (FIgure 7-37, (2)) and
the “S” terminal (FIgure 7-37, (3)) of the starter motor
solenoid.
3. Connect a voltmeter (FIgure 7-37, (4)) between the
solenoid “M” terminal and the frame of the starter Figure 7-38
motor.
3. Reconnect the electrical wires to the magnetic switch
4. Attach a tachometer in the current or hold a vibration
assembly. Be sure to place the cover over the battery
tachometer against the starter motor.
positive (+) cable connection.
5. Attach a switch in the current.
4. Reconnect the battery cables at the battery.
6. Turn the switch to the ON position. Observe the starter
rpm, amperage draw and voltage readings. See no load
specifications in the chart below.

Figure 7-37

Terminal Voltage / Current 11 V / 140 A max

Revolution 4100 rpm min

SM 709 STARTER MOTOR • 00-7-13

 Group 00(D-4TNE98) DIESEL ENGINE

Section 8

ALTERNATOR

ALTERNATOR SERVICE INFORMATION

Yanmar Part Number 129423-77200
Rating Continuous
Battery Voltage 12 Volts
Nominal Output (12 Volts Heat) 40 Amps
No Load Test Maximum rpm 1350 rpm (min-¹)
Output Test Minimum Current (Cool) 13.5 V@ 5000 rpm (min-1)
Grounding Characteristics Negative (-) Side of Circuit
Direction of Revolution (Viewed from Pulley) Clockwise
Rotor Coil Resistance 2.9 Ohms
Outside Diameter of Pulley 2.7 in (69.2 mm)
Standard 0.41 in (10.5 mm)
Brush Length
Limit 0.33 in (8.4 mm)

SM 709 ALTERNATOR • 00-8-1

 Turn key switch ON. NO Disconnect harness L terminal Ground drive machine side NO Replace the battery indicator.
Does battery indicator and IG terminal at alternator L terminal. Does battery Battery indicator is available from
turn ON? indicator turn on? driven machine manufacturer.

YES YES Inspect rotor assembly and

brushes.

00-8-2 • ALTERNATOR
Start Engine.

Inspect or replace V-belt.

Battery indicator ON. Inspect alternator.

At idle, does battery Battery indicator flashes. Inspect diode positive (+) side.
indicator turn OFF?

Battery indicator
NO is dim.
Increase engine speed to
1500 rpm. Turn light switch ON.
ALTERNATOR TROUBLESHOOTING
Group 00(D-4TNE98) DIESEL ENGINE

Battery voltage minus

L terminal voltage is Excessive voltage drop between
greater than 0.5 volt. BAT and batt ( + side) terminal.
Does battery indicator Battery indicator With engine idling,
come ON? is dim. measure voltage at L
terminal and at battery.
Battery voltage minus Check condition of L terminal.
L terminal voltage is Inspect diode negative (-) side.
NO less than 0.5 volt.

With engine running at 1500

rpm, measure voltage at Battery voltage greater
than 15.5 volts. Replace regulator.
battery.

Battery voltage YES

is between 13 With engine idling, Does battery indicator Inspect auxiliary diode.
and 15 volts. turn light switch ON. come ON?

NO
Notes: Not abnormal.
1) Use a fully charged battery
2) DC voltmeter: 0 to 30 V, 0.5 class
3) The check method is also applicable to the bench test

SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

ALTERNATOR COMPONENTS

Figure 8-1

1. Nut 15. Bolt (2)

2. Pulley 16. Holder
3. Collar 17. IC Regulator Assembly
4. Front Frame Housing 18. Bolt (2)
5. Stator Assembly 19. Nut
6. Stud (2) 20. Insulation Bushing
7. Front Frame Housing Bearing 21. Bolt
8. Bearing Cover 22. Spring (2)
9. Bearing Cover Bolt (4) 23. Brush Holder
10. Rotor Assembly 24. Brush (2)
11. Rear Frame Housing Bearing 25. Bolt
12. Thrust Washer 26. Rear Cover
13. Nut (2) 27. Bolt (3)
14. Rear Frame Housing

SM 709 ALTERNATOR • 00-8-3

Group 00(D-4TNE98) DIESEL ENGINE

Removal of Alternator
1. Disconnect the electrical wires from the alternator.
2. Loosen the V-belt.

CAUTION

Figure 8-3

PINCH HAZARD! 2. Remove the three bolts (Figure 8-4, (1)) retaining the
Carefully rotate the alternator toward the rear cover (Figure 8-4, (2)) to the rear frame assembly
cylinder block while loosening the and the nut securing terminal B.
V-belt. Failure to comply may result in
minor or moderate injury.
0000014en

3. Remove the V-belt adjuster to alternator bolt (Figure 8-

2, (1)).
4. Remove the nut (Figure 8-2, (2)) and bolt (Figure 8-2,
(3)) from the gearcase. Remove the alternator.

Figure 8-4

3. Remove the brush holder (Figure 8-4, (3)). Remove the

brush springs (Figure 8-4, (4)) and brushes (Figure8-4,
(5)).
4. Remove the three bolts retaining the regulator assembly
(Figure 8-5, (1)) to the holder (Figure 8-5, (2)).

Figure 8-2

Disassembly of Alternator
1. Remove the nut (Figure 8-3, (1)) from the shaft of the
rotor assembly. Remove the pulley (Figure 8-3, (2)).

Figure 8-5

00-8-4 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Note: Retain the bolts for reassembly.

CAUTION
If bolts of incorrect length are used for
reassembly, the bolts may contact the
rear frame which will cause loss of
regulator control. An excessive amount
of voltage could be applied to the
battery, resulting in serious battery
malfunction.

5. Remove the bolts retaining the holder (Figure 8-5, (2))

to the rear frame housing. Remove the holder.
6. Remove the nuts (Figure 8-5, (3)) retaining the insula-
tion bushing (Figure 8-5, (4)). Remove the insulation Figure 8-7
bushing.
9. If replacing the front frame housing, scratch two posi-
CAUTION tioning lines (Figure 8-8, (1)) on the stator before dis-
Be careful not to stretch the stator wires assembly. Make sure that the positioning lines do not
when removing the bushing. Damage to deviate more than ± 0.04 in (± 1 mm). If positioning
deviates, the stator lead wire cannot be connected to the
the stator can result.
rectifier.
7. Remove the four bolts (Figure 8-6, (1)) and four nuts
(Figure 8-6, (2)) securing the rear frame housing to the
front frame housing.

Figure 8-8
10. Using a press, remove the rotor assembly (Figure 8-9,
(1)) from the front frame housing (Figure 8-9, (2)) and
Figure 8-6 rear frame housing (Figure 8-10, (1)).

8. Before disassembling the stator from the front frame

housing, scratch a positioning line (Figure8-7, (3)) on
the housing in alignment with the lead wire (Figure 8-
7, (1)) positioning. Make sure that the positioning line
does not deviate more than ± 0.02 in (± 0.5 mm).
If installing a new stator, align the new stator with the
old stator position mark (Figure 8-7, (3)). Make sure
that the new and old stator positioning lines do not
deviate more than ± 0.02 in (± 0.5 mm).

Figure 8-9

SM 709 ALTERNATOR • 00-8-5

Group 00(D-4TNE98) DIESEL ENGINE

Inspection
CAUTION Stator Coil
Be careful not to drop the rotor. Damage Stator Coil Continuity Test
to the slip rings or fan can result. Measure the resistance value at each of the coil terminals
using a multimeter (Figure 8-12, (1)).
11. Remove the stator assembly (Figure 8-10, (1)) from Standard Value 1˟ or less
the front frame housing.

Figure 8-10 Figure 8-12

Stator Coil Insulation Test

12. If necessary to replace the bearing (Figure 8-10, (2))
in the front frame housing, remove the four bolts (Fig- Check the insulation between the coil terminal and the
ure 8-10, (3)) securing the plate (Figure 8-10, (4)) to core using a 500 V Megger tester (Figure 8-13, (1)).
the front frame housing. Remove the plate. Use a Standard Value 1˟ or more
puller to remove the bearing. Discard the bearing.
13. If necessary to replace the bearing (Figure 8-11, (1))
in the rear frame housing, use a puller to remove. Dis-
card the bearing and thrust washer (Figure 8-11, (2)).

Figure 8-11
Figure 8-13

Rotor
Slip Ring Surface Inspection
If the slip ring surfaces are rough or dirty, polish the
surfaces with #300 to #500 emery cloth.

00-8-6 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Rectifier
Check for continuity using a multimeter set in the
K range (Figure 8-16, (3)).

CAUTION
NEVER use a 500 V Megger tester to test
the rectifiers. The rectifier will be
destroyed.

Continuity should only exist in one direction.

Figure 8-14

Slip Ring Resistance Test

Measure the resistance value at the slip rings using a mul-
timeter.
Standard Value 1˟ or less

Slip Ring Insulation Test

Check the insulation between the rotor core (Figure 8-15,
(1)) and the slip rings (Figure 8-15, (2)) using a 500 V
Megger tester (Figure 8-15, (3)).
Standard Value 1˟ or more

Figure 8-16

Item Description
1 Circuit
2 Inspection

CAUTION
Figure 8-15
The rectifier cannot be judged good or
bad based solely on the correct
Slip Ring Diameter Inspection
direction resistance value. Judgement is
Measure the outer diameter of the rotor slip rings. made according to the high and low
Standard Value 0.567 in (14.4 mm) resistance values.
Replacement Standard 0.551 in (14.0 mm)

SM 709 ALTERNATOR • 00-8-7

Group 00(D-4TNE98) DIESEL ENGINE

IC Regulator
The following instructions are for the M1 type IC regulator.
Wiring Diagram

L112V3.4V
(Charge Light
Substitute)

Terminal E

0001775
L312V3.4W (Electrothermal
(Reverse Side of the IC Regulator)
Choke Substitute)

Figure 8-17

Work Procedures and OK/NG Judgement Standards

No. Procedure Voltage Indicator Remarks
1 Connection
2 Set the variable DC power supply to 12 V. Set SW1 and SW2 to OFF and SW3 to ON.
Turn SW1 ON (key switch ON). L1: ON. Charge light ON.
3 12 V L2: ON dimly. Initial excitation.
L3: OFF.
Turn SW2 ON (during engine oper- L1: OFF. Charge light inspection.
4 ation). 12 V L2: ON. Power generation inspection.
L3: ON. Electrothermal choke actuation inspection.
Switch SW1 and SW2 ON, gradu- L1: OFF.
5 ally increase voltage from 12 V. 14.5 ± 0.6 V L2: OFF. Regulated voltage inspection.
L3: ON.
Return voltage to 12 V. L1: ON
6 12 V L2: ON
L3: ON
Additional Functions
Perform operation 5 and gradually L1: ON. Excessive Voltage Warning.
7 increase voltage with SW1 and 16.5 ± 1.0 V L2: OFF.
SW2 ON and SW3 OFF. L3: OFF.
With SW1 and SW2 ON, turn SW3 L1: ON. Low voltage warning.
8 on and gradually decrease voltage 10 V or less L2: ON.
from 12 V. L3: ON.
Return voltage to 12 V and L1: ON. Terminal S disconnection warning.
9 disconnect terminal S. 12 V L2: ON.
L3: OFF.
Test the diode (refer to Diode on
10
page 00(D-T3)-8-11).

00-8-8 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Diode Brush
Check for continuity between terminals B and F using a Measure the length of the brush protruding from the brush
multimeter (Figure 8-18, (1)). holder (Figure 8-19).
1. Disconnect the diode wiring between terminals B and
F.
2. Set the multimeter in the Xrange and measure continu-
ity between terminals B and F.
The multimeter should indicate continuity.
3. Switch the polarity between terminals B and F and
measure continuity again.
The multimeter should not indicate continuity.
Note: Measure in the diode measurement range on an ana-
log or digital multimeter.
If the multimeter does not indicate continuity or indicates
continuity in both directions, replace the diode. Figure 8-19

Standard Value 0.41in (10.5 mm)

Replacement Standard 0.33 in (8.4 mm)

Figure 8-18

Item Description
1 Multimeter
2 Diode Inspection

SM 709 ALTERNATOR • 00-8-9

Group 00(D-4TNE98) DIESEL ENGINE
Assembly of Brush Holder
Note: Some types of brush holders do not have a cover.
1. Insert the brush holder (Figure 8-20, (4)) tab (Figure 8-
20, (1)) into the groove (Figure 8-20, (2)) in the holder
cover (Figure 8-20, (3)).
Figure 8-20
Note: Figure 8-21 shows a brush holder installed incor-
rectly. The tab is detached from the groove (Figure
8-21, (1))
Figure 8-21
Note: The brush holder must be assembled before the IC
Regulator is assembled to the alternator.
2. Install the brush holder (Figure 8-22, (1)) to the IC
Regulator (Figure 8-22, (4)).
00-8-10 • ALTERNATOR
Figure 8-22
3. Maintain a gap of 0.047 in (1.2 mm) or more as shown
(Figure 8-22, (2)).
4. Tighten the interior bolt (Figure 8-22, (3)).
5. Make sure that the housing fits into the groove (Figure
8-23, (2)) on the reverse side of the brush holder cover
(Figure 8-23, (1)).
Figure 8-23
CAUTION
If the housing is incorrectly assembled
to the brush holder cover, the brush
holder cover can pinch the rotor shaft
which can result in an unsatisfactory
seal.
SM 709
 Group 00(D-4TNE98) DIESEL ENGINE

6. Make sure that the holder cover groove and the brush
holder tab are aligned (Figure 8-24, (1)).

Figure 8-24
Figure 8-26
7. Make sure that the inner part of the holder cover is not
pinched (Figure 8-24, (2)).
Note: Figure 8-25 shows a brush holder cover installed
incorrectly. The brush holder tab is detached from
the holder cover groove (Figure 8-25, (1)) and the
inner part of the holder cover is pinched (Figure 8-
25, (2)).

Figure 8-25

8. Make sure that the two brushes contact the slip rings on
the rotor shaft.
9. Press as shown (Figure 8-26, (2)) and secure with the
two bolts (Figure 8-26, (1)).

Tightening Torque
Target Minimum Maximum
Value Value Value
SI Unit 1.96 N•m 1.57 N•m 2.35 N•m
Display
Conventional 19.9 16.0 23.9
Unit Display kgf•cm kgf•cm kgf•cm

SM 709 ALTERNATOR • 00-8-11

Group 00(D-4TNE98) DIESEL ENGINE

Assembly of Alternator
1. If removed, install the thrust washer (Figure 8-27, (2))
in the rear frame housing. Lubricate the outside diame-
ter of a new bearing (Figure 8-27, (1)). Press the bear-
ing into the rear frame housing.

Figure 8-29

Figure 8-27 5. Align the front frame housing with the rear frame hous-
ing. Install the four bolts (Figure 8-30, (1)) and four
2. If removed, lubricate the outside diameter of a new nuts (Figure 8-30, (2)).
front frame housing bearing. Press the bearing (Figure
8-28, (2)) into the front frame housing. Install the plate
(Figure 8-28, (4)) to the front housing. Tighten the four
bolts (Figure 8-28, (3)).

Figure 8-30

6. Install the insulation bushing (FIgure 8-31, (4)) and

nuts (FIgure 8-31, (3)).

Figure 8-28

3. Position the stator assembly (Figure 8-28, (1)) on the

front frame housing studs.
4. Lubricate the shaft of the rotor assembly (FIgure 8-29,
(1)). Press the rotor assembly into the front frame hous-
ing (FIgure 8-29, (2)) and rear frame housing (FIgure
8-29, (3)).

CAUTION Figure 8-31

Be careful not to drop the rotor. Damage
to the slip rings or fan can result.

00-8-12 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

7. Install the rear cover (Figure 8-32, (2)) to the rear
frame housing with three bolts (Figure 8-32, (1)).
Installation of Alternator
1. Position the alternator on the gearcase. Loosely install
the nut (FIgure 8-34, (2)) on the gearcase stud and the
V-belt adjuster bolt (FIgure 8-34, (1)).

Figure 8-32

8. Assemble the pulley (Figure 8-33, (2)) and nut (Figure

8-33, (1)) to the shaft of the rotor assembly. Tighten the
nut. Figure 8-34

2. Connect the electrical wires to the alternator. Tighten

the nuts to 15 - 20 in lbs (1.7-2.3 N•m, 17-23 kgf•cm)
3. Install the V-belt. Tighten the V-belt to the proper ten-
sion. See Check and Adjust Cooling Fan V-belt on page
00-2-6.
4. Start the engine. Listen for any unusual soundsfrom the
alternator.

CAUTION
Figure 8-33
Do not use a high pressure wash
directly on the alternator. Water will
damage the alternator and result in
inadequate charging.
0000049en

5. Verify that the charge indicator is ON while the engine

is operating. If the charge indicator is not ON, repair the
problem before operating the engine.

SM 709 ALTERNATOR • 00-8-13

Group 00(D-4TNE98) DIESEL ENGINE

Bench Test
1. Check that the test bench is set up and that the charge
light is ON.
2. Position the alternator (Figure 8-35, (1)) in the test
bench.
3. Insert the main wiring harness (Figure 8-35, (6))
inspection connector into the alternator (Figure 8-35,
(1)).
4. Connect the main wiring harness (Figure 8-35, (6)) and
sub-wiring harness C (Figure 8-35, (7)).
5. Connect the voltmeter (Figure 8-35, (2) and (3)) and
the ammeter (Figure 8-35, (5)) as shown. Figure 8-35
6. Turn SW1 ON and check that the main wiring harness
light (the charge light) (Figure 8-35, (8)) turns ON. Item Description
Note: If terminal S is disconnected during inspection, the 1 Alternator
charge light (Figure 8-35, (8)) may remain ON con-
2 Voltmeter Positive Side (+)
tinuously. In this case, use sub-wiring harness B
instead of sub-wiring harness C. Connect terminal S 3 Voltmeter Negative Side (-)
of sub-wiring harness B to terminal S on the alterna- 4 To Battery Negative (-) Terminal
tor, turn SW1 ON, connect IG and L and check 5 To Ammeter Positive (+) Terminal
again.
6 Main Wiring Harness
7. Turn the test bench motor ON, increase speed and
7 Sub-wiring Harness C
check that the charge light turns OFF (Figure 8-35,
(8)). 8 Light
9 Terminal B

00-8-14 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Test Wiring
Wiring Diagram for Alternators with an M Type Regulator.

0001777

Wiring Diagram for Alternators with a GS Type Regulator.

0001778

Wiring Diagram for Alternators with a D or GA Type Regulator.

0001779

Wiring Diagram for Alternators with a GL Type Regulator.

0001780

SM 709 ALTERNATOR • 00-8-15

Group 00(D-4TNE98) DIESEL ENGINE

Regulated Voltage Check

1. Turn battery switch S1 ON.
2. Run the alternator. Turn the load switch S2 ON when
output current exceeds 0 (A).
3. Adjust the speed and the load to the standard values.
4. Check that the voltage is within the standard values.
Note: Regulated voltage has the temperature characteris-
tics shown in (Figure 8-36). Perform the measure-
ment quickly.

0001781

Figure 8-36

No Load Test
1. Turn battery switch S1 ON.
2. Run the alternator. Turn S1 OFF when output current
exceeds 0 (A).
3. Adjust the speed and the voltage to the standard values.
4. Check that the speed is within the standard values.

Output Test
1. Turn battery switch S1 ON and load switch S2 ON.
2. Run the alternator.
3. While adjusting the speed and load resistance, set the
speed and the voltage to the standard values.
4. Check that the current is within the standard values.

00-8-16 • ALTERNATOR SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Section 9

TROUBLESHOOTING

SM 709 TROUBLESHOOTING • 00-9-1

Group 00(D-4TNE98) DIESEL ENGINE

TROUBLESHOOTING BY MEA-
SURING COMPRESSION PRES- 3. Crank the engine with the stop handle at the stop posi-
tion (no injection state) before installing the compres-
SURE sion gauge (Figure 10-1, (1)) adapter.
Compression pressure drop is one of major causes of 4. Install a gasket at the tip end of the compression gauge
increasing blow-by gas (engine oil contamination or adapter. Install the compression gauge and the com-
increased engine oil consumption as a resultant phenome- pression gauge adapter at the cylinder to be measured.
non) or starting failure. The compression pressure is 5. Crank the engine until the compression gauge reading
affected by the following factors: is stabilized.
1. Degree of clearance between piston and cylinder
2. Degree of clearance at intake / exhaust valve seat
3. Gas leak from nozzle gasket or cylinder head gasket
The pressure will drop due to increased parts wear.
Pressure drop reduces the durability of the engine.
A pressure drop may also be caused by scratched cylinder
or piston by dust entrance from the dirty air cleaner ele-
ment or worn or broken piston ring.
Measure the compression pressure to determine the condi-
tion of the engine.

Compression Pressure Measurement

Method
1. Warm up the engine.
2. Stop the engine. Remove the high-pressure fuel injec-
tion lines as an assembly from the engine.
Remove the fuel injector from the cylinder to be mea-
sured. See Removal of the Fuel Injectors on page 00-4-
28.
CAUTION
Figure 10-1
6. After performing the compression check, remove the
compression gauge and compression gauge adapter
from the cylinder.
Install the fuel injector and high-pressure fuel injection
lines. See Installation of Fuel Injectors on page 00-4-
31.

Remove the high-pressure fuel injection

lines as an assembly whenever
possible. Disassembling the
high-pressure fuel injection lines from
the retainers or bending any of the fuel
lines will make it difficult to reinstall the
fuel lines.
0000047en

00-9-2 • TROUBLESHOOTING SM 709

 Group 00(D-4TNE98) DIESEL ENGINE

Standard Compression Pressure

Engine compression pressure list (reference value)

Compression Pressure
at 250 rpm (250 min ) Deviation Between
Engine Model -1

Cylinders
Standard Limit
29 to 43 psi
426 ± 15 psi 341 ± 15 psi
4TNE98 (0.2 to 0.3 MPa, 2 to 3
(2.94 ± 0.1 MPa, 30 ± 1 kgf/cm¸) (2.35 ± 0.1 MPa, 24 ± 1 kgf/cm¸)
kgf/cm¸)

Engine Speed and Compression Pressure (Use for Reference)

2
MPa Kgf/cm

3.43 35
Standard

Compression Pressure
Compression Pressure

2.94 30
Limit

2.45 25

1.96 20

200 250 300 350 400

Cranking rpm 0001622

Figure 10-2

SM 709 TROUBLESHOOTING • 00-9-3

Group 00(D-4TNE98) DIESEL ENGINE

Measured Value and Troubleshooting

When the measured compression pressure is below the limit value, inspect each part by referring to the table below.

No. Item Cause Corrective Action

1 Clogged element Clean the element.
Air Cleaner Element Broken element
Replace the element.
Defect at element seal portion
2 Valve Clearance Excessive or no clearance Adjust the valve clearance.
3 Valve Timing Incorrect valve clearance Adjust the valve clearance.
4 Replace the gasket.
Cylinder Head Gasket Gas leak from gasket Retighten the cylinder head bolts to the specified
torque.
5 Intake/Exhaust Valve Sticking valve Replace the intake/exhaust valve.
Gas leak due to worn valve seat Lap the valve seat.
Valve Seat
or foreign matter trapped in valve
6 Piston
Gas leak due to scratching or
Piston Ring Perform honing and use an oversized part.
wear
Cylinder

QUICK REFERENCE TABLE FOR TROUBLESHOOTING

The following table summarizes the general trouble symptoms and their causes. If any trouble symptom occurs, take cor-
rective action before it becomes a serious problem so as not to shorten the engine service life.

00-9-4 • TROUBLESHOOTING SM 709

 Trouble Symptom
Starting Problem
SM 709
Cause
Engine Does Not Start.
Excessive Radiator Cooling
Insufficient Radiator Cooling
Insufficient Engine Coolant Level
Cracked Water Jacket
Stretched Fan Belt
Defective Thermostat
Incorrect Engine Oil
Engine Coolant System
Engine Oil System Leakage
Insufficient Delivery Capacity of
Trochoid Pump
Clogged Engine Oil Filter
Defective Pressure Regulating
Valve
Insufficient Engine Oil Level
Too Early Timing of Fuel Injection
Pump
Engine Oil System
Too Late Timing of Fuel Injection
Pump
Incorrect Diesel Fuel
Water in Fuel System
Clogged Fuel Filter
Air in Fuel System
Clogged or Cra cked Fuel Line
Insufficient Fuel Supply to Fuel
Injection Pump
Uneven Injection Volume from Fuel
Fuel System
Injection Pump
Excessive Fuel Injection Volume
Poor Spray Pattern from Fuel
Injection Nozzle
Priming Failure
Clogged Strainer at Feed Pump
Inlet
TROUBLESHOOTING • 00-9-5
Insufficient Poor Engine Engine Air
Engine Exhaust Surging Engine Oil Coolant Intake
Output Color
Engine
Starts Exhaust During
but Stops Color Work
Soon.
Exhaust Corrective Action
Smoke
None
Little
Much
Ordinary
White
Black
White
Black
High Knocking Sound During Combustion
Abnormal Engine Sound
Uneven Combustion Sound
During Idling
During Work Operation
Excessive Engine Vibration
Difficulty in Returning to Low Speed
Excessive Fuel Consumption
Excessive Oil Consumption
Dilution by Diesel Fuel
Oil with Water
Low Oil Pressure
Excessive Blow-by Gas
Overheat
Low Water Temperature
Pressure Drop
Pressure Rise
Exhaust Temperature Rise
O O O Replace Thermostat.
O O
Replace Thermostat or Check
O for Loose Fan Belt.
O O
Check Water Leakage from
O Engine Coolant System.
O O O Repair or Replace.
O O O Adjust the Belt Tension.
O O O O Check or Replace.
O O O O O O Use Correct Engine Oil.
O O Repair.
O Check and Repair.
O O Clean or Replace.
O Clean, Adjust or Replace.
O O Add Correct Engine Oil.
O O O O Check and Adjust.
O O O O O O Check and Adjust.
O O O O O O Use Correct Fuel Oil.
O O O O O O O Draining the Fuel Filter.
O O O Clean or Replace.
O O O Bleed the Air.
O O O Clean or Replace.
Check the Fuel Tank Cock, Fuel
O O O Filter, Fuel Line, and Fuel Feed
Pump.
O O O O O O O O O Check and Adjust.
O O O O O O O Check and Adjust.
O O O O O O O O O Check and Adjust.
Foreign Matter Trapped in the
O Valve Inside the Priming Pump
(Disassemble and Clean).
O Clean the Strainer.
Group 00(D-4TNE98) DIESEL ENGINE
 Trouble Symptom
Starting Problem
Cause
Engine Does Not Start.
00-9-6 • TROUBLESHOOTING
Excessive Radiator Cooling
Insufficient Radiator Cooling
Insufficient Engine Coolant Level
Cracked Water Jacket
Stretched Fan Belt
Defective Thermostat
Incorrect Engine Oil
Engine Coolant System
Engine Oil System Leakage
Insufficient Delivery Capacity of
Trochoid Pump
Clogged Engine Oil Filter
Defective Pressure Regulating
Valve
Insufficient Engine Oil Level
Too Early Timing of Fuel Injection
Pump
Engine Oil System
Too Late Timing of Fuel Injection
Pump
Incorrect Diesel Fuel
Water in Fuel System
Clogged Fuel Filter
Air in Fuel System
Clogged or Cra cked Fuel Line
Insufficient Fuel Supply to Fuel
Injection Pump
Uneven Injection Volume from Fuel
Fuel System
Injection Pump
Excessive Fuel Injection Volume
Poor Spray Pattern from Fuel
Injection Nozzle
Priming Failure
Clogged Strainer at Feed Pump
Inlet
SM 709
Insufficient Poor Engine Engine Air
Engine Exhaust Surging Engine Oil Coolant Intake
Output Color
Engine
Starts Exhaust During
but Stops Color Work
Soon.
Exhaust Corrective Action
Smoke
None
Little
Much
Ordinary
White
Black
White
Black
High Knocking Sound During Combustion
Abnormal Engine Sound
Uneven Combustion Sound
During Idling
During Work Operation
Excessive Engine Vibration
Difficulty in Returning to Low Speed
Excessive Fuel Consumption
Excessive Oil Consumption
Dilution by Diesel Fuel
Oil with Water
Low Oil Pressure
Excessive Blow-by Gas
Overheat
Low Water Temperature
Pressure Drop
Pressure Rise
Exhaust Temperature Rise
O O O Replace Thermostat.
O O
Replace Thermostat or Check
O for Loose Fan Belt.
O O
Check Water Leakage from
O Engine Coolant System.
O O O Repair or Replace.
O O O Adjust the Belt Tension.
O O O O Check or Replace.
O O O O O O Use Correct Engine Oil.
O O Repair.
O Check and Repair.
Group 00(D-4TNE98) DIESEL ENGINE
O O Clean or Replace.
O Clean, Adjust or Replace.
O O Add Correct Engine Oil.
O O O O Check and Adjust.
O O O O O O Check and Adjust.
O O O O O O Use Correct Fuel Oil.
O O O O O O O Draining the Fuel Filter.
O O O Clean or Replace.
O O O Bleed the Air.
O O O Clean or Replace.
Check the Fuel Tank Cock, Fuel
O O O Filter, Fuel Line, and Fuel Feed
Pump.
O O O O O O O O O Check and Adjust.
O O O O O O O Check and Adjust.
O O O O O O O O O Check and Adjust.
Foreign Matter Trapped in the
O Valve Inside the Priming Pump
(Disassemble and Clean).
O Clean the Strainer.
 Trouble Symptom Poor
Insufficient Exhaust Engine Engine Air
Starting Problem Engine Output Color Surging Engine Oil Coolant Intake

SM 709
Engine Starts Exhaust During
but Stops Color Work
Soon.
Exhaust
Smoke Corrective Action

Cause

Engine Does Not Start.

None
Little
Much
Ordinary
White
Black
White
Black
High Knocking Sound During Combustion
Abnormal Engine Sound
Uneven Combustion Sound
During Idling
During Work Operation
Excessive Engine Vibration
Difficulty in Returning to Low Speed
Excessive Fuel Consumption
Excessive Oil Consumption
Dilution by Diesel Fuel
Oil with Water
Low Oil Pressure
Excessive Blow-by Gas
Overheat
Low Water Temperature
Pressure Drop
Pressure Rise
Clogged Air Filter O O O O O Exhaust Temperature Rise Clean Air Filter.
Engine Used at High Study Output Drop
{Œ”—Œ™ˆ›œ™ŒšG–™Gˆ›GoŽG O O O O O and Load Matching.
Altitude
Clogged Exhaust Pipe O O O O Clean Exhaust Pipe.

Air/Exhaust Gas System

Starting Motor Defect O
Repair or Replace
Stater Motor.
Alternator Defect O
Repair or Replace
Alternator.
Open-Circuit in Wiring O Repair Open Circuit.
Battery Voltage Drop O
Inspect and Change
the Battery.

Electrical System

TROUBLESHOOTING • 00-9-7
Group 00(D-4TNE98) DIESEL ENGINE
 GROUP 00(L-MMC)

GROUP 00(L-MMC)

ENGINE

(4G63/4G64 GAS/LPG)

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

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

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

Tune-Up ......................................................Section 4

RPM, Vacuum, and Stall Checks .............Section 5

Compression Checks .................................Section 6

Removal and Replacement .......................Section 7

Overhaul .....................................................Section 8

NOTICE
DETAILED FUEL SYSTEM INFORMATION is
given is Group 02, “Fuel System.”

DETAILED IGNITION SYSTEM INFORMA-

TION is given in Group 12, “Ignition System.”

SM 709 Group 00(L-MMC), Engine

 Group 00(L-MMC), Engine

Section 1

Engine Specifications
(4G63 Gas/LPG Engine)
General Specifications
Engine model
Item
4G63-33SG 4G63-33SL 4G63-34SL
Water-cooled, 4-
Type cycle, Gasoline- Water-cooled, 4-cycle, L.P.G.-powered
powered
No. of cylinders and arrangement 4, in-line
Combustion chamber type Semi-spherical
Valve mechanism OHC
Total displacement, cm3(cc)[cu in.] 1997(1997)[121.9]
Bore X stroke, mm(in.) 86.5X88(3.41X3.46)
Dry weight, kg(lb) 141
Compression ratio 8.5
Compression pressure, kPa(kgf/cm2)[psi] 1128(11.5)[163.5]
Open 12° BTDC
Intake valve
Close 40° ABDC
Valve timing
Open 54° BBDC
Exhaust valve
Close 6° ATDC
Firing order 1-3-4-2
Ignition timing, BTDC/rpm 4° /740 9° /740 10° /700
Carburetor Down-draft type
Governor 33SG, 33SL, 34SL Air flow type
Lubrication system Pressure feed, full-flow filtration type
Oil Pump Gear, driven by timing belt
Oil filter Filter paper, cartridge type
Cooling system Water-cooled, forced circulation
Water pump Centrifugal, driven by V-belt
Thermostat Wax type
Electrical system 12V DC, negative ground
Alternator, (12V-50A) Alternator current, built-in fan and regulator
Distributor Equipped with automatic timing controller, breaker less type
Spark plug(NGK) BPR4ES BPR5ES
Quantity of lubricating oil, cm3(liter)[U.S.gal] 4000(4.0)[1.06](including 300 cm3(0.3 liter)[0.08 US.gal] in oil filter
Quantity of coolant, cm3(liter)[U.S.gal] 3100(3.1)[0.82](in engine proper)

SM 709 Engine Specifications • 00(L-MMC)-1-1

Group 00(L-MMC), Engine

Engine Specifications
(4G64 Gas/LPG Engine)

General Specifications
Engine model
4G64-33SL,
Item 4G64-33SG, 4G64- 4G64-33SLA
4G64-36SL
33SGA 4G64-34SL,
4G64-34SLA
Water-cooled, 4-cycle,
Type Water-cooled, 4-cycle, L.P.G.-powered
Gasoline-powered
No. of cylinders and arrangement 4, in-line
Combustion chamber type Semi-spherical
Valve mechanism OHC
Total displacement, cm3(cc)[cu in.] 2350(2350)[143]
Bore X stroke, mm(in.) 86.5X100(3.41X3.94)
Dry weight, kg(lb) 146(332)
Compression ratio 8.6
Compression pressure, kPa(kgf/cm2)[psi] 1128(11.5)[163.5]
Open 12° BTDC
Intake valve
Close 40° ABDC
Valve timing
Open 54° BBDC
Exhaust valve
Close 6° ATDC
Firing order 1-3-4-2
Ignition timing, BTDC/rpm 4° /740 9° /740 10° /700
Carburetor Down-draft type
33SG, 33SL, 34SL, 36SL Air flow type
Governor
33SGA, 33SLA, 34SLA Electrical control type
Lubrication system Pressure feed, full-flow filtration type
Oil Pump Gear, driven by timing belt
Oil filter Filter paper, cartridge type
Cooling system Water-cooled, forced circulation
Water pump Centrifugal, driven by V-belt
Thermostat Wax type
Electrical system 12V DC, negative ground
Alternator, (12V-50A) Alternator current, built-in fan and regulator
Distributor Equipped with automatic timing controller, breaker less type
Spark plug(NGK) BPR4ES BPR5ES
Quantity of lubricating oil, cm3(liter)[U.S.gal] 4000(4.0)[1.06](including 300 cm3(0.3 liter)[0.08 US.gal] in oil filter
Quantity of coolant, cm3(liter)[U.S.gal] 3100(3.1)[0.82](in engine proper)

00(L-MMC)-1-2 • Engine Specifications SM 709

 Group 00(L-MMC), Engine

Section 2

Engine Troublshooting
(4G63/4G64 Gas/LPG Engine)
Also use the rpm, vacuum, and stall tests in Section 5 to analyze engine performance
The following troubleshooting guide lists typical complaints or troubles encountered in rou-
tine operation of the 4G63/4G64 engine, and suggests possible remedies.

Troubleshooting
Abnormal Ignition system Loose connection in ignition system wiring Check connections and retighten.
combustion
Defective spark plug Replace spark plug
Incorrect ignition timing Adjust ignition timing.
Carburetion related Repair or replace carburetor.
components Defective carburetor
Contaminated or clogged fuel filter Clean fuel filter element and pipe.
element and pipe

Entry of air from carburetor or intake manifold Retighten set bolts or replace heat
insulator and/or intake manifold gasket.
Valves and related
components Defective valves and related components Adjust or repair valves and related
components.
Cylinder head Carbon deposited in combustion chamber Disassemble and clean.
Clogged cylinder head water tube Clean or replace water tube.
Cylinder gasket blow-by Replace gasket.
Insufficient Ignition system out Incorrect ignition timing Ajust ignition timing.
output of adjustment
Defective spark plug Replace spark plug.
Insufficient fuel Defective carburetor Repair or replace carburetor.
Damaged cylinder head gasket, etc. Replace gasket.
Clogged fuel pipe Clean pipe.
Clogged fuel filter Clean or replace.
Air in fuel system Check connections and retighten.
Damaged fuel pipe Replace pipe.
Fuel pump not functioning properly Repair or replace.
Damaged diaphragm Replace.
Defective valve Replace.
Insufficient intake Clogged air cleaner element Clean or replace element.
air in carburetor
Carburetor choke always in operation Repair or replace carburetor.
Air governor malfunction Repair or replace air governor.
Overheating Insufficient coolant Add coolant and check for leaky points.
Leaks from radiator Repair or replace radiator.
Loosened or damaged radiator Retighten clamp or replace hose.
hose connection
Leaks from water pump Replace.
Coolant leaks from cylinder head gasket Retighten cylinder head bolts or replace ga
Cracks in cylinder head or block Replace.
Loose fan belt tension Adjust or replace.
Worm or damaged fan belt Replace.
Oil on fan belt Clean.

SM 709 Engine Troublshooting • 00(L-MMC)-2-1

Group 00(L-MMC), Engine

Thermostat not functioning properly Replace.

Water pump not functioning properly Replace.
Clogged radiator Clean radiator and coolant passages.
Incorrect ignition timing Adjust ignition timing
Improper engine oil Refer to lubrication table and replace
oil with a recommended one.
Too lean mixture Repair or replace carburetor.
Incorrect valve clearance adjustment Make measurements on or replace
auto-lash adjuster.
Insufficient com- Engine out of order Refer to next pages and make repairs.
pression pressure
Overcooling
(Coolant Defective thermostat Replace thermostat.
temperature does
not rise.) Extremely low atmospheric temperature Place cover or anything proper on the
front of radiator.

Poor Engine Engine out of order Refer to next pages and make repairs.
acceleration
Carburetor Carburetor out of order Replace or repair carburetor.

Ignition system Defective distributor Repair or replace distributor.

Defective spark plug Replace spark plug.
Excessive Engine Engine out of order Ajust of repair valves.
fuel
consumption Carburetor Defective carburetor Repair or replace carburetor.
Clogged air bleeder Clean or replace.
Damaged gaskets Replace.
Improper idling speed Adjust idling speed.

Ignition system Incorrect ignition timing Adjust ignition timing.

Excessive Excessive engine Engine out of order Refer to next pages and make repairs.
engine oil oil consumption
consumption
Oil leaks Engine out of order Refer to next pages and make repairs.
Engine, Carburetor and Electrical Components Troubleshooting
Engine
Valves and Poor idling Incorrect valve clearance Cleaned or replace auto-lash adjuster.
related
components Valve not in close contact with valve seat Reface seat surface.
Excessive clearance between valve stem Replace valve and valve guide.
and valve guide

Abnormal combustion Incorrect valve clearance Cleaned or replace auto-lash adjuster.

Valve binding Disassemble, correct or replace.
Deteriorated valve spring Replace spring.
Insufficient output Incorrect valve clearance Cleaned or replace auto-lash adjuster.
Pressure leaks from valve seal Reface.
Excessive fuel Valve stem seizure Repair or replace.
consumption Replace spring.
Deteriorated or broken valve spring

00(L-MMC)-2-2 • Engine Troublshooting SM 709

 Group 00(L-MMC), Engine

Engine Poor start ability Valve damaged by heat Reface or replace valve.
Intake manifold gasket not tight enough Retighten set bolts or replace gasket.
Cylinder head gasket blow-by Replace gasket.
Poor acceleration Valve damaged by heat or not properly serviced Adjust or replace.
Insufficient compression pressure Disassemble and repair engine.
Cylinder head gasket blow-by Replace gasket.
Excessive fuel Pressure leaks from cylinder head gasket Retighten cylinder head bolts
consumption
and replace gasket.
Piston ring binding or worn Replace ring.
Insufficient output
Piston ring or ring worn Disassemble and repair engine.

Excessive oil Oil leaks

consumption
Loose oil drain plug Retighten plug.
Loose oil pan set bolts Retighten set bolts.
Damaged oil pan gasket Replace gasket.
Loose timing gear cover or damaged gasket Retighten set bolts or replace gasket.
Defective crankshaft front oil seal Replace oil seal.
Defective crankshaft rear oil seal Replace oil seal.
Damaged cylinder head gasket Replace gasket.
Loose oil filter set bolt Retighten set bolts or replace oil
filter gasket.
Oil working its way up
Piston ring gaps in improper positions Adjust ring gap positions.
Piston rings or ring grooves worn or rings Replace piston or rings.
seized in grooves
Carbon deposit in oil return hole of oil ring Replace rings.
Worn piston and cylinder Rebore and hone cylinder and install
oversize piston.
Excessive quantity of oil in oil pan Oil quantity: 4.0 liter(1.1 US.gal).
Worn valve stem and valve guide Replace valve and guide.
Defective valve stem oil seal Replace oil seal.
Excessive engine Excessive oil clearance due to worn Replace bearing.
noise
crankshaft bearing
Fusion in crankshaft bearing Replace bearing and check lubrication
system
Worn connecting rod bearing Replace bearing.
Bent connecting rod Repair bent connecting rod or replace.
Fusion in connecting rod bearing Replace bearing and check lubrication
system.
Excessive clearance due to worn cylinder Rebore and hone cylinder and install
oversize piston.
Worn piston or piston pin Replace piston and piston pin.
Piston seizure Replace piston.
Broken piston ring Replace piston ring.
Excessive camshaft end play Replace camshaft thrust plate.
Worn crankshaft thrust bearing Replace bearing.
Worn timing gears Replace.
Excessive valve clearance Cleaned or replace auto-lash adjuster.

SM 709 Engine Troublshooting • 00(L-MMC)-2-3

Group 00(L-MMC), Engine

Carburetor Poor engine Needle valve and valve seat not seating properly Clean or replace
startability
Incorrect float level Adjust
Worn float lip Replace
Worn float level pin and related components Replace level pin and its related parts
Malfunction choke valve Repair
Poor idle Idle rpm set out of adjustment Adjust idling speed
Damaged idle adjust screw Replace adjust screw
Clogged idle passage or idle port Clean
Clogged bypass screw Clean jet
Worn throttle shaft Replace shaft
Loose vacuum pipe union Retighten union
Idling circuit not airtight Clean
Incorrect float level Replace
Abnormal Too lean mixture Clean or replace
combustion
Inner dirty carburetor Clean carburetor
Defective float level Adjust float
Poor acceleration Defective accelerating pump plunger Disassemble or replace
Clogged pump jet Clean or replace
Defective accelerating linkage Replace linkage
Malfunction power piston Replace power piston
Malfunction power valve Replace
Clogged power jet Clean or replace
Float level too low Adjust float
Throttle valve not opening completely Adjust valve

Insufficient output Clogged main jet Clean

Incorrect float level Adjust float
Malfunction power piston Replace power piston
Malfunction power valve Replace power valve
Worn throttle shaft Replace shaft
Throttle valve not opening completely Adjust valve
Choke valve stuck close Repair or replace
Excessive fuel Float level too high Adjust float
consumption
Defective power valve Replace valve
Choke valve not opening completely Check linkage, replace
Improper idling speed Adjust idling speed

Electrical components

00(L-MMC)-2-4 • Engine Troublshooting SM 709

 Group 00(L-MMC), Engine

Spark plug Poor engine Improper spark plug gap Adjust or replace.
starting
Carbon deposit in spark plug Clean or replace.
Abnormal Improper heat range of spark plug Replace spark plug with proper one.
combustion Loose or defective plug cord Repair or replace.

Poor engine
acceleration

Insufficient
engine output

Ignition coil Poor engine Defective ignition coil Replace ignition coil.
starting

Poor engine
acceleration

Starter Starter does not Improperly connected terminals Repair.

rotate
Switch contacts in loose contact Replace switch.
Magnet switch contact plate burnt or in Grind or replace contact plate.
loose contact
Magnet switch pull-in coil open-circuited Replace.
Magnet switch holding coil open-circuited Replace.
Brush in loose contact with commutator
as a result of wear Reface.
Commutator burnt with consequent Exchange or replace commutators.
poor conduction of electricity
High mica of commutator Perform under-cutting.
Field coil not properly grounded or Replace.
short-circuited
Field coil not properly soldered Repair.
Armature not properly grouded Replace.
Armature short-circuited Rewind or replace.
Brush spring broken or with inadequate Replace spring.

Carburetor Poor engine Needle valve and valve seat not seating properly Clean or replace
startability
Incorrect float level Adjust
Worn float lip Replace
Worn float level pin and related components Replace level pin and its related parts
Malfunction choke valve Repair
Poor idle Idle rpm set out of adjustment Adjust idling speed
Damaged idle adjust screw Replace adjust screw
Clogged idle passage or idle port Clean
Clogged bypass screw Clean jet
Worn throttle shaft Replace shaft
Loose vacuum pipe union Retighten union
Idling circuit not airtight Clean
Incorrect float level Replace
Abnormal Too lean mixture Clean or replace
combustion
Inner dirty carburetor Clean carburetor
Defective float level Adjust float

SM 709 Engine Troublshooting • 00(L-MMC)-2-4-1

 Group 00(L-MMC), Engine

Poor acceleration Defective accelerating pump plunger Disassemble or replace

Clogged pump jet Clean or replace
Defective accelerating linkage Replace linkage
Malfunction power piston Replace power piston
Malfunction power valve Replace
Clogged power jet Clean or replace
Float level too low Adjust float
Throttle valve not opening completely Adjust valve

Insufficient output Clogged main jet Clean

Incorrect float level Adjust float
Malfunction power piston Replace power piston
Malfunction power valve Replace power valve
Worn throttle shaft Replace shaft
Throttle valve not opening completely Adjust valve
Choke valve stuck close Repair or replace
Excessive fuel Float level too high Adjust float
consumption
Defective power valve Replace valve
Choke valve not opening completely Check linkage, replace
Improper idling speed Adjust idling speed

Battery Run-down battery Drive belt slipping Adjust belt

Alternator
Stator coil grounded or open-circuited Replace or repair.
Rotor coil open-circuited Replace.
Brush and slip ring not properly connected Replace brush if worn. (Clean
(Brush does not properly come down.) holder.) Polish slip ring.
Diode short-or open-circuited Replace rectifier assembly.
Battery
Short or improper electrolyte Add electrolyte and adjust specific
gravity.
Defective plates(internal short circuit) Replace.
Terminals in loose contact Clean and then retighten.
Wiring
Open circuit or loose contact between key Repair.
switch and alternator terminals L and R
Burnt fuse of above-mentioned circuits or Replace fuse and repair contacting
holder in loose contact section of holder.
Open circuit or loose contact between Repair.
battery and alternator terminal B
Burnt fuse of above-mentioned circuits or Replace fuse and repair contacting
holder in loose contact section of holder.

Overcharged Defective IC regulator Replace.

battery

SM 709 Engine Troublshooting • 00(L-MMC)-2-4-2

 Group 00(L-MMC), Engine

Section 3

Engine Oil and Filter

(4G63/4G64 Gas/LPG Engine)

Engine Oil Requirements
Engine oil does not “wear out.” However, the lubricating
oil in internal combustion engines becomes contaminated
from the by-products of combustion: dirt, water, unburned
fuel entering the crankcase, and the detergents holding the
carbon particles in suspension in the crankcase.
Motor oils used for internal combustion engine lubrication
perform many useful functions including:
To help achieve proper engine performance and durabil-
ity, use only engine lubricating oils of the proper quality.
These oils also help promote engine efficiency, which
results in improved fuel economy. A symbol has been
developed by the API (American Petroleum Institute),
SAE, and ASTM to help you select the proper engine oil.
It should be included on the oil container you purchase.
RVICE abov
SE

e
I
AP

SJ
SAE
• Dissipating heat 10W-30

EN

II
• Sealing piston rings

G
R

N
GY VI
CONSER
• Preventing metal-to-metal contact wear
• Reducing power loss through friction.
IMPORTANT
Lubricating oil recommendations are based upon engine
Use 10W30, API more than a class SJ grade.
design, type of service, and the ambient temperature in
which the engine is operating. High-quality oils are
required to assure maximum performance, long engine Engine Oil Level Check
life, and minimum cost of operation.
The engine oil level should be checked every 8 hours.
The schedule for changing oil is directly dependent upon
the operational environment. An extremely clean opera- 1. Check the oil level with engine stopped. Allow 5
tion could go 150-250 hours while a dirty operation minutes for the oil level to stabilize. Pull the dipstick
(foundry or cement factory) could be 50 hours or less. out, wipe it with a clean wiper, and reinsert it fully
into the dipstick tube. Remove the dipstick and check
NOTE the oil level.
Oil changes should be scheduled every 50-
2. Oil level should be at the FULL level marking on the
250 hours, monthly, or more frequently if
dipstick. Add recommended oil as needed. Wait 5
necessary. The time interval for changing
minutes after adding oil and check the oil level again.
engine oil depends upon your application and
Do not overfill.
operating conditions. To determine the cor-
rect schedule for your truck, it is suggested FULL
that you periodically submit engine oil sam-
ples to a commercial laboratory for analysis
ADD
of the condition of the oil.

NOTE
It is normal to add some oil between oil
changes. Keep the oil level above the ADD
mark on the dipstick . Do not overfill. Use the
correct oil as specified above.

SM 709 Engine Oil and Filter • 00(L-MMC)-3-1

Group 00(L-MMC), Engine
3. Check the periodic service schedule (operating
hours), or the condition of the oil to determine if it
needs to be changed.
IMPORTANT
Use 10W30, more than a class SJ grade.
Sump capacity is 4.8 L (5.1 qt.).
Engine Oil and Filter Change
Recommended service intervals and procedures:
• Drain and replace the engine crankcase oil every
50 to 250 operating hours, or sooner as explained
on the previous page.
• Replace engine oil filter at every other oil change.
• Drain and replace engine oil in a new or rebuilt
engine after the first 50 hours of operation.
• Drain oil after engine is at operating temperature.
To change the engine oil and oil filter:
1. Safely park the truck and place an oil drain pan under
it
2. Remove drain plug at bottom of engine oil pan and
drain the oil completely.
NOTE
Raise and block up the truck under the
frame to give easier access to the engine
drain plug. Refer to “Lifting, Jacking, and
Blocking” in Group SA.
Dipstick
Drain plug
00(L-MMC)-3-2 • Engine Oil and Filter
3. Remove the engine oil filter.
4. Make sure sealing surface on engine is clean.
5. Install new oil filter. Follow installation instructions
printed on the outside surface of the filter. Check that
the oil seal is lubricated and correctly in place.
IMPORTANT
Always use genuine CLARK parts.
6. Clean and inspect the oil drain plug and seal. Replace
the drain plug and/or seal if damaged.
7. Install drain plug. Remove oil drain pan.
8. Remove and inspect the condition of the engine oil
filler cap located on top of the engine valve cover.
Replace cap if it is damaged or the seal is broken.
9. Refill the crankcase with fresh engine oil through the
rocker cover oil filler opening. Sump capacity is 4.8
L (5.1 qt.).
10. Wait several minutes after adding oil to check the oil
level. Add oil if necessary.
11. Start the engine and allow it to run at idle for several
minutes. Check the oil filter and drain plug for leak-
age.
12. Check the engine oil level with the engine stopped
for 5 minutes. Add oil as necessary.
IMPORTANT
Discard oil in an environmentally responsible
manner.
Oil Filter
SM 709

Section 4
Engine Tune-Up
(4G63/4G64 Gas/LPG Engine)
Tune-Up Specifications
Spark Plug Type:
Gas Engine: NGK BP4ES, Champion NY16
LPG Engine: NGK BP5ES, Champion NY12
Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in)
Spark Plug Tightening Torque: 25 N˜m (18.4 in-lb)
Ignitor Air Gap: 0.8 mm (.031 in)
Ignition Timing: Gasoline 4q BTDC @ 680 rpm; LPG9q
BTDC @ 680 rpm
Centrifugal Advance: Beginning: 0q at 1000 rpm (engine).
End: 6.5q at 2600 rpm (engine)
Vacuum Advance: Beginning: 0q at 80 mmHg (3.14
inHg.) End: 11.5q at 280 mmHg (11.0 inHg.)
Engine Speed (rpm):
• Idle: 650-700
• Maximum No-Load Governed: 2600-2700
• Converter Stall—LPG: 1790-1890
• Converter Stall—Gas: 1850-1950
Engine Vacuum kPa (psi):
• Idle: 406-457 mmHg (16-18 inHg)
• Maximum No-Load Governed: 330-381 mmHg
(13-15 inHg)
• Converter Stall: 38-64 mmHg (1.5-2.5 inHg)
Procedures
It is recommended that you perform the entire set of basic
planned maintenance procedures described in Section 2 of
Group PS when tuning up the engine. As a minimum, you
should perform the following procedures.
1. Check oil level. Fill as necessary.
2. Check coolant level using safe procedure given in
Group 01.
SM 709
Group 00(L-MMC), Engine
3. Inspect engine for loose or damaged hoses, belts,
electrical connections, and choke and throttle link-
ages.
4. Start the engine, and let it warm up. While doing this,
look for excessive exhaust smoke and listen for
unusual engine noise that indicates a need for engine
repair.
NOTE
Black exhaust smoke indicates excessive fuel
consumption caused by carburetor or choke
mis-adjustment or malfunction (gasoline
engines only). Blue exhaust smoke indicates
excessive oil consumption caused by faulty
seating of piston rings, dirt, or worn engine
components such as rings, cylinders, pistons,
or valve guides.
5. Make sure all instrument panel lights indicate normal
conditions. Perform service indicated by lights as
explained in Group 13, “Instrument Pod.”
6. Listen to the engine idle, then accelerate the truck
with the tilt lever fully forward or back. If idle or
acceleration is erratic, consult fuel system trouble-
shooting in Group 02, “Fuel System.”
7. Perform the engine rpm, vacuum, and stall tests in
Section 5 of this Group (00 G). If these tests indicate
poor engine performance, perform the fuel system
checks and adjustments given in Group 02 and the
ignition system checks and adjustments given in
Group 12. (Transaxle repair may also be indicated.)
8. Verify engine performance after making adjustments
by repeating the stall tests in Section 5 of this Group
(00 G). If adjustments cannot connect engine perfor-
mance, consult engine, fuel system and ignition sys-
tem troubleshooting charts in Groups 00, 02, and 12,
respectively.
Engine Tune-Up • 00(L-MMC)-4-1
 Group 00(L-MMC), Engine

Section 5

RPM, Vacuum, and Stall Tests

(4G63/4G64 Gas/LPG Engine)

SM 709 RPM, Vacuum, and Stall Tests • 00(L-MMC)-5-1

Group 00(L-MMC), Engine

Introduction Test Procedures

The tests in this Section should be part of all engine tune- Perform the tests in the order given here.
ups and planned maintenance inspections.
These tests check : Preliminary Procedures
• Engine speed settings.
1. Safely park the truck on a level surface. Apply park-
• Overall engine performance ing brake and place controls in neutral.
• Whether major components or systems other than
2. Connect a tachometer, or a combination test instru-
the engine have problems or are causing problems.
ment such as the Clark Dynamic Engine Analyzer
Tests include: (part number 1802047).
• Engine idle speed and vacuum. 3. Install a vacuum gauge between the breather hose
• Engine maximum no-load governed speed and (PCV line) leading from the rocker cover to the
vacuum. intake manifold. Use a tee, short hose, and adapter to
• Engine speed and vacuum at hydraulic tilt bypass connect the gauge.
(relief pressure).
• Engine stall speed and vacuum.
Minimum tools required are:
• Tachometer
• Vacuum gauge.
Intake manifold vacuum is determined by how far the
throttle plate is opened and how much rpm the engine can
produce at a given throttle position. The wider the throttle
plate is opened, the less vacuum (pressure drop) can
develop across the throttle bore. The extent to which the
throttle has to be opened in order to achieve a certain rpm
or power level, is affected by how well the engine is run-
ning and how much the fluid coupling (the torque con-
verter) in the transaxle resists engine rotation. Therefore, a
lower than normal vacuum reading indicates a wider
throttle opening and lower performance.
Similarly, when the throttle is held wide open, the vacuum
and rpm levels can vary from normal according to how
well the engine and torque converter are performing.
Other loads, such as the hydraulic pump, can also affect
performance. Engine Top View

Whenever the engine is running, its drive shaft drives the
torque converter, which is in the transaxle. The torque
converter is a fluid coupling that slips to a varying extent,
depending on the condition of the torque converter com-
ponents and the clutches that the torque converter drives.
The resistance offered by the torque converter is reflected
in the engine rpm and vacuum readings when a stall test is
performed.
4. Check all throttle control linkage for complete and
free movement.
5. Start the engine and let it warm up until it runs
evenly and accelerates smoothly when you push on
the accelerator pedal.
Allow the engine to warm up to operating temperature
before putting it under any load conditions.

00(L-MMC)-5-2 • RPM, Vacuum, and Stall Tests SM 709


Engine RPM and Vacuum at Idle
1. Check the engine idle speed. If idle speed is not 650-
700 rpm, adjust the carburetor idle screw setting as
explained in Group 02, “Fuel System.”
2. Check the engine intake manifold vacuum with the
engine idling at the 650-700 rpm, then increase
engine speed.
The typical intake manifold vacuum reading at idle should
be 406-457 mmHg (16-18 inHg) at 650-700 rpm. Refer to
the chart below to analyze the reading you obtain.
Vacuum
Gauge Readings Engine Condition
High and Steady: Good
Low and Steady: Loss of power in all cylinders caused
by:
• Late ignition or valve timing.
• Loss of compression due to
leakage around piston rings.
Very Low: Manifold, carburetor or cylinder head
gasket leak.
Needle Pulses Steadily as Speed Increases:
A partial or complete loss of power in
one or more cylinders caused by:
• Leaking intake valve
• Cylinder head or intake mani-
fold gasket leak
• Fault in the ignition system
• Weak valve spring.
Gradual Drop at Engine Idle; Intermittent Fluctuation:
Excessive back pressure in the
exhaust system.
An occasional loss of power possibly
caused by a defect in the ignition sys-
tem or a sticking valve.
Slow Fluctuation or Drift of the Needle:
Improper idle mixture adjustment, or
carburetor, spacer or intake manifold
gasket leak.
If vacuum is OK, check the no-load governed speed.
SM 709
Group 00(L-MMC), Engine
Engine RPM at Maximum No-Load Governed
Speed
Check the speed to which the governor limits the engine:
1. Push the accelerator pedal slowly to the floor. When
the governor begins taking control of the throttle,
slight variation (hunting) in engine speed may occur.
This is normal.
2. When the engine speed stabilizes, read the maximum
no-load governed speed on the tachometer.
If the no-load governed speed is not 2600-2700 rpm, refer
to Group 02, “Fuel System,” for governor adjustment pro-
cedures.
If rpm is OK and if overheating is observed at long runs at
high speed, check the vacuum at maximum no-load gov-
erned speed.
Engine Vacuum at Maximum No-Load Gov-
erned Speed
Check the engine intake manifold vacuum with the engine
running at the maximum speed allowed by the governor
(only if overheating is observed at long runs at high
speed):
1. Run the engine to the maximum no-load governed
speed, as above.
2. When the engine speed stabilizes, read the vacuum
gauge.
The vacuum at no-load governed speed should be 330-
381 mmHg (13-15 inHg).
If vacuum is low, such as 229-279 mmHg (9-11 inHg),
this is an indication that the transaxle has a fault, such as a
locked stator, in the torque converter.
Perform stall test.
RPM, Vacuum, and Stall Tests • 00(L-MMC)-5-3
Group 00(L-MMC), Engine
Engine RPM and Vacuum at Stall
Be sure that transaxle fluid level has been checked and is
correct (see Group 06) and that braking and inching ped-
als are adjusted correctly (see Group 23) before you run a
stall test.
! CAUTION
Stall tests must be performed with the park-
ing brake off and with the truck placed
against a solid barrier (such as a wall or
another lift truck) to prevent movement.
Make sure that the truck cannot move and
that the solid barrier is capable of withstand-
ing the force before you begin.
1. Add load on forks to increase weight and prevent
inadvertent drive wheel spin.
2. Place truck against an immovable barrier (such as a
wall or another lift truck).
3. Put the directional control lever in forward (or
reverse, depending upon truck position to barrier).
NOTE
Use of the power service brakes or steering
handwheel can affect engine rpm. Do not
touch either during the test.
4. Release the parking brake.
5. Slowly push the accelerator pedal fully down and
hold it there while you read the tachometer and vac-
uum gauge.
IMPORTANT
Do not run engine and converter at stall
longer than necessary to take the rpm and
vacuum readings, or longer than 30 seconds
at one time. Then, shift transmission into
neutral for 15 seconds and run the engine at
one-half speed for one to two minutes to cool
torque converter oil. Excessive temperature,
120q C (250q F) maximum, will overheat the
converter and cause damage to converter,
seals, and fluid.
00(L-MMC)-5-4 • RPM, Vacuum, and Stall Tests
Engine vacuum at stall should be 38-64 mmHg (1.5-2.5
inHg). Engine rpm at stall should be 1790-1890 rpm for
the LPG engine and 1850-1950 for the gasoline engine.
See analysis chart on next page.
To test both clutch packs in the transmission, check stall
speed and vacuum with transaxle in forward and reverse.
Analysis of Stall Test
Normal Stall Speed
LPG:1790-1890 rpm
Gas:1850-1950 rpm
 Engine performance is good.
 Torque converter is operating correctly.
 Transmission clutch packs are operating cor-
rectly (not slipping).
Below Normal Stall Speed
LPG:1600-1700 rpm
Gas:1650-1750 rpm
 Engine performance is poor (needs tune-up or
repair).
 Transmission and torque converter are OK.
Very Low Stall Speed
LPG:1100-1200 rpm
Gas:1150-1250 rpm
 Torque converter stator is slipping. Repair of
torque converter is required. See Group 06,
“Transaxle,” troubleshooting.
High Stall Speed
LPG:Above 1890 rpm
Gas:Above 1950 rpm
 Transaxle clutch or converter problems, See
Group 06, “Transaxle,” troubleshooting.
Use the engine compression checks Section of this Group
to further check engine condition.
SM 709
 Group 00(L-MMC), Engine

Section 6

Compression Checks
(4G63/4G64 Gas/LPG Engine)

Test Preparation 5. Ground the ignition system. Disconnect the high ten-
sion coil wire from the distributor cap and connect it
Engine compression test procedures consist of removing to a jumper wire that is connected to ground on the
the spark plugs, installing a compression test pressure engine. This will prevent the engine from acciden-
gauge to the cylinder being tested, and cranking the tally being started and also prevent damage to electri-
engine while the pressure is being measured. cal components.
1. Be sure the oil in the crankcase is the correct viscos- NOTE
ity and filled to the proper level. Disconnect or Check to be sure battery is fully charged.
remove all auxiliary engine loads.
2. If truck has not been operating, start the engine and 6. Push the accelerator pedal fully down (to open the
warm it up to normal operating temperature. Coolant throttle and admit a full charge of air).
temperature should be 80-90° C (176-194° F). Turn 7. Turn the key switch to the Start position and crank
ignition key switch OFF. the engine until it turns through at least 5 compres-
sion strokes.
Compression Test Procedure
1. Disconnect the spark plug wires.
IMPORTANT
Do not allow dirt and contaminants to enter
spark plug openings when the plugs are
removed. Use an air nozzle or equivalent to
blow any dirt and contamination out of the
spark plug well before and after loosening
the plug.

2. Loosen the spark plug of the cylinder to be tested.

Repeat blowing the dirt out of the well. Remove the
spark plug.
3. Install a screw-in adapter in the spark plug opening,
if required by the compression pressure gauge.
4. Install a compression gauge to the spark plug opening.
8. Make a record of the highest pressure reading. Also
note the approximate number of compression strokes
needed to obtain the highest pressure reading.
Replace the spark plug.

SM 709 Compression Checks • 00(L-MMC)-6-1

Group 00(L-MMC), Engine

9. Repeat the above procedure and compression test on a. If the compression pressure increases, this is an
each of the other cylinders, using the same number of indication that the piston rings are worn.
compression strokes needed to obtain the highest
reading for #1 cylinder.
10. Remove the pressure gauge, and adapter if used, and
install the spark plugs. Tighten the spark plugs to 25
N•m (18.4 in-lb).
IMPORTANT
Lubricate threads on spark plugs with
ANTI-SEIZE grease, Clark part #1802307.

Analysis of Pressure Readings

Cylinder compression should be about 1880 kPa (163.5
psi) at 300 rpm (cranking speed). b. If compression pressure does not improve, this is
an indication that:
1. Evaluate the cylinder compression pressure readings
• The valves are not operating correctly
that you have recorded:
• The valve seats are worn
a. If the pressure readings are all within 10% of the
• The piston may be burned, have a hole, or have a
nominal pressure, the engine is in serviceable
broken ring.
condition.
• A valve is burned or sticking open:
b. If the pressure readings are all at or below the
 A valve that is stuck open causes low cylinder
minimum specified pressure (Service Limit), the
compression and is indicated by an irregular
engine piston rings and/or valves are worn exces-
clattering noise and power loss.
sively and require service or replacement.
 A valve that is burned causes very low com-
2. Compare the pressure difference between cylinders: pression pressure in one cylinder and is indi-
a. A pressure difference between cylinders less than cated by a constant miss of one cylinder.
103 kPa (15 psi), or approximately 10%, is nor-
5. If two adjacent cylinders have low compression read-
mal.
ing and putting oil in the cylinder does not improve
b. If the pressure difference is greater than 103 kPa
compression, the cause can be the cylinder head gas-
(15 psi), this is an indication of faulty or worn
ket leaking between the cylinders. Further diagnosis
valves or piston rings, or leaking head gasket.
and repair of the engine is required.
3. Retest the cylinder with the lowest pressure. Put
6. If the compression test indicates a valve problem, a
approximately 14.8 cc (0.50 oz) of engine oil into the
lifter may be locked up or a valve seat damaged.
spark plug opening and on top of the piston in the
Refer to the overhaul Section of this Group for repair
cylinder. (Use a squirt oil can, or equal.) This will
information.
form a seal around the rings on the piston.
4. Repeat the compression test in this cylinder.

00(L-MMC)-6-2 • Compression Checks SM 709

 Group 00(L-MMC), Engine

Section 7

Engine Removal and Replacement

(4G63/4G64 Gas/LPG Engine)

SM 709 Engine Removal and Replacement • 00(L-MMC)-7-1

Group 00(L-MMC), Engine

Engine Removal 5. Disconnect the battery and remove it from the engine
compartment. Disconnect negative cable first.
! CAUTION
Negative cable
SAFE PARKING. Before working on truck: grounded to engine
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks. Positive cable to starter solenoid
Battery clamp
• 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.

To remove the engine:

1. 1.Tilt the steering column fully forward.
2. Raise the seat deck.
3. Lift out the operator’s compartment floor plate and
remove the seat deck as explained in Group 38.
4. Remove the overhead guard from the operator’s cell.
6. Disconnect and remove the air cleaner and hoses as
described in Group 3, “Air Induction System.”
7. Disconnect and remove the exhaust pipe between the
engine exhaust manifold and the muffler pipe. See
Group 3, Section 4.

Overhead guard

Exhaust
Pipe

Exhaust
Manifold

8. Label and disconnect all wiring from the engine to

components that will remain in the truck frame. See
Group 14 for wiring configurations.

00(L-MMC)-7-2 • Engine Removal and Replacement SM 709


9. On the standard transaxle truck, disconnect the accel-
erator cable at the throttle lever. On the hydrostatic
transmission truck, disconnect the electrical connec-
tion and remove the linkage actuator and linkage
with the engine.
Accelerator
Cable Bracket
Throttle Lever
10. Disconnect and cap the fuel line at the fuel tank.
Band clamp
Fuel line
11. Drain the coolant from the engine and radiator, and
disconnect the radiator hoses from the engine ther-
mostat and water pump, as explained in Group 01.
12. Disconnect and remove the radiator upper shroud,
fan ring, and venturi (as explained in Group 01) to
allow for engine front-to-back movement.
13. Unbolt the engine mounting bolts.
Mounting bolt
SM 709
Group 00(L-MMC), Engine
14. Disconnect the engine from the transaxle (or hydro-
static transmission pump) as explained in Group 06.
15. Using a hoist and chains or engine stand of adequate
capacity, hook the chains to the engine lifting eyes
Remove slack from the chains.
! CAUTION
Do not attempt to move the engine with your
hands as it is being disconnected from the
transmission or hoisted from the truck.
Always use a prybar to gently clear the
engine from the transmission or the truck
frame.
16. Slowly hoist the engine out of the frame.
IMPORTANT
Do not allow the engine and fan to swing for-
ward to bump the radiator during removal.
Damage to the fan and/or radiator will result.
Slip a sturdy piece of cardboard in front of
the radiator core to protect the fins.
Engine Removal and Replacement • 00(L-MMC)-7-3
Group 00(L-MMC), Engine

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.

Mounting bolt

7. Connect the engine to the transaxle (or hydrostatic

transmission pump) as explained in Group 06.
8. Torque engine mounting bolts to 170-190 N˜m (125-
140 ft-lb).
9. Align and connect the exhaust pipe to the engine
3. Slowly lift the engine and move it into place over the exhaust manifold using a new gasket for reassembly.
truck frame. Torque bolts to 40-45 N˜m (30-33 ft-lb).
4. Make sure there are no wires, cables, hoses, or other
equipment in the way of lowering the engine into the
frame.
5. Slowly begin lowering the engine into the frame.
Exhaust
Pipe
! WARNING
Never use your hands to move the engine in
Exhaust
the frame. Always use a pry bar to gently
Manifold
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.

00(L-MMC)-7-4 • Engine Removal and Replacement SM 709


10. Replace the upper radiator shroud and venturi as
described in Group 01.
11. 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.
12. 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 N˜m (0.6-0.73 ft-lb).
Band clamp
Fuel line
13. 13.Reconnect the wiring. See Group 14 for drawings
that show the wiring harness and component connec-
tion points on the engine.
14. 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 709
Group 00(L-MMC), Engine
15. Replace the engine air cleaner and hoses. See Group
3 for complete details. Set the canister and hoses in
place and align before tightening clamps and mount-
ing nuts. Torque the base-mounting nuts to 20-25
N˜m (14.8-18.5 ft-lb); torque hose-to-engine clamp
to 1.9-2.9 N˜m (1.4-2.1 ft-lb).
16. Replace the battery and reconnect the cables to the
battery posts and to the starter and ground.
Positive cable to starter solenoid
Negative cable grounded to engine
Battery clamp
a. Torque the terminal nuts at the battery posts to
14-20 N˜m (10.3-14.8 ft-lb).
b. Torque the nut on the starter terminal to 10-12
N˜m (90-110 in-lb; 7.5-9.1 ft-lb).
c. Install covers over cable ends after assembly.
17. Replace the seat deck according to the procedures in
Group 38.
18. 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.
19. Restart the engine and check all truck electrical,
hydraulic, and mechanical components for proper
operation before returning the truck to service.
Engine Removal and Replacement • 00(L-MMC)-7-5
 Group 00(L-MMC), Engine

Section 8

Engine Overhaul
(4G63/4G64 Gas/LPG Engine)

NOTE
Fuel system and ignition system overhaul informa-
tion is given in Groups 02 and 12, respectively.

SM 709 Engine Overhaul • 00(L-MMC)-8-1

Group 00(L-MMC), Engine

GENERAL INFORMATION
Service Specifications
Unit : mm(in)
Item Standard valve Limit Remarks
Flatness of gasket surface 0.03(0.0012)
Total
resurfacing
depth of both
Grinding limit 0.2(0.008)
cylinder head
and cylinder
Cylinder head

block
Overall height 89.9 to 90.1(3.539 to 3.547)

Oversize rework 0.05(0.0020) 13.05 to 13.07(0.5138 to 0.5146)

dimensions of 0.25(0.0098) 13.25 to 13.27(0.5217 to 0.5224)
valve guide hole 0.50(0.0197) 13.50 to 13.57(0.5315 to 0.5343)
0.30(0.0118) 47.30 to 47.33(1.8622 to 1.8634)
Oversize rework Intake
dimensions of 0.60(0.0236) 47.60 to 47.63(1.8740 to 1.8752)
valve seat ring 0.30(0.0118) 40.30 to 40.33(1.5866 to 1.5878)
hole Exhaust
0.60(0.0236) 40.60 to 40.63(1.5984 to 1.5996)
Intake 41.62(1.6386) 41.12(1.6189)
Cam height
Camshaft

Exhaust 41.62(1.6386) 41.12(1.6189)

33.935 to 33.950
Journal diameter
(1.33602 to 1.33661)
Oil clearance 0.05 to 0.09(0.0020 to 0.0035)
Intake 41.62(1.6386) 41.12(1.6189)
Overall length
Exhaust 41.62(1.6386) 41.12(1.6189)
Valve stem projection 42.05(1.6555) 42.55(1.6752)
7.960 to 7.975
Intake
(0.31339 to 0.31398)
Stem diameter
7.930 to 7.950
Valve

Exhaust
(0.31220 to 0.31299)
Face angle 45° to 45.5°
Thickness of valve Intake 1.2(0.047)
head(margin) Exhaust 2.0(0.079)
Intake 0.025 to 0.058(0.00098 to 0.00228)
Stem-to-guide
Exhaust 0.050 to 0.088(0.00197 to 0.00346)
Valve guide Valve spring

Free height 48.0(1.89) 47.0(1.85)

Load/installed height 176.5N(18kgf)[39.7lbf]/40.4(1.591)

Out-of-squareness 2° or less 4°

Intake 47(1.85)
Overall length
Exhaust 52(2.05)
Inner diameter 8.000 to 8.018(0.31496 to 0.31567)

00(L-MMC)-8-2 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Unit : mm(in)
Item Standard valve Limit Remarks
Piston Valve seat

Valve contact width 0.9 to 1.3(0.035 to 0.051)

Sinkage 0.2(0.008)

Outside diameter 86.47 to 86.50(3.4043 to 3.4055)

Piston clerance 0.02 to 0.04(0.0008 to 0.0016)
No. 1 ring 0.25 to 0.40(0.0098 to 0.0157) 0.8(0.031)
Piston ring

End gap No. 2 ring 0.45 to 0.60(0.0177 to 0.0236) 0.8(0.031)

Oil ring 0.20 to 0.60(0.0079 to 0.0236) 1.0(0.039)
Ring-to-ring groove No. 1 0.03 to 0.07(0.0012 to 0.0028)
clearance No. 2 0.03 to 0.07(0.0012 to 0.0028)
Outside diameter 22.002 to 22.005(0.86622 to 0.86634)
Piston pin

Press-in load 7350 to 17160

(at room temperature), (750 to 1750)
N(kgf)[lbf] [1650 to 3860]
Big end center-to-small end center
Connecting rod

149.9 to 150.0(5.902 to 5.906)

length
Bend 0.05(0.0020)
Twist 0.10(0.0039)
Big end thrust clerance 0.10 to 0.25(0.0039 to 0.0098)
End play 0.05 to 0.18(0.0020 to 0.0071)
Journal outside diameter 56.982 to 57.000(2.24338 to 2.24409)
Pin Outside diameter 44.985 to 45.000(1.77106 to 1.77165)
Crankshaft

Out-of-roundness and taper of

journal and pin
Concentricity journal and pin
Oil clearance of journal
Oil clearance of pin
Cylinder inner diameter
Flatness of gasket surface
Cylinder block
0.005(0.00020)
0.03(0.0012)
0.02 to 0.04(0.0008 to 0.0016)
0.02 to 0.05(0.0008 to 0.0020)
86.50 to 86.53(3.4055 to 3.4067)
0.05(0.0020)

Total resurfacing
depth of both cylinder
Grinding limit 0.2(0.008)
head and cylinder
block
Overall height 289.9 to 290.1(11.413 to 11.421)
Drive Oil pump

Drive gear 0.08 to 0.14(0.031 to 0.0055)

Side clearance
Driven gear 0.06 to 0.12(0.0024 to 0.0047)

New belt 7.0 to 10.0(0.28 to 0.39)

belt

Deflection
Used belt 10(0.39)

SM 709 Engine Overhaul • 00(L-MMC)-8-3

Group 00(L-MMC), Engine

Unit : mm(in)
Item Standard valve Limit Remarks
Centrifugal advance Start 0° /1000
crank angle/engine
Distributor

speed, °/rpm End 20° /5000

Vacuum advance End 0° /80

crank angle/
vacuum, ° /mmHg Start 23° /280

Primary coil resistance, : 1.08 to 1.32

Thermostat Spark Ignitio
plug n coil

Secondary coil resistance, : 22.1 to 29.9

Plug gap 0.7 to 0.8(0.028 to 0.031)

Valve opening temperature, °C(°F) 82(180)

Fully opening temperature, °C(°F) 95(203)
Valve lift 8(0.31) or more

00(L-MMC)-8-4 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

MAJOR BOLTS AND NUTS

Torque Remarks
Item
kgf·m lbf·ft N·m
Water pump pulley bolt 0.9 6.5 9
Crankshaft pulley bolt 2.5 18.1 25
Spark plug 2.5 18.1 25
Distributor nut 1.2 8.7 12
Ignition System Alternator pivot nut 2.3 16.6 23
Alternator brace bolt
2.3 16.6 23
(Alternator side)
Alternator brace bolt
1.4 10.1 14
(Water pump side)
1.1 8.0 11
Timing belt cover bolt
0.9 6.5 9
Tensioner spring spacer 4.9 35.4 48
Tensioner bolt 4.9 35.4 48
Oil pump sprocket nut 5.5 39.8 54
Timing belt Crankshaft bolt 12.0 86.8 118
Tensioner B bolt 1.9 13.7 19
Counterbalance shaft 4.6 33.3 45
Engine support bracket bolt 3.6 26.0 35
Camshaft sprocket bolt 9.0 65.1 88
Timing belt rear bolt 1.4 10.1 14
Fuel system LPG carburetor nut 1.2 8.7 12
LPG carburetor Fuel pump cover 1.1 8.0 11
Water outlet bolt 1.4 10.1 14
Intake manifold
Intake manifold bolt/nut 1.8 13.0 18
Oil level gauge guide bolt 1.4 10.1 14
Heat protector bolt 0.9 6.5 9
Exhaust manifold Exhaust manifold nut 3.5 25.3 34
Water inlet pipe bolt 1.4 10.1 14
Water pump bolt 1.4 10.1 14
Rocker cover bolt 0.6 4.3 6
Rocker arm and
M8 X 25 2.4 17.4 24
camshaft Bearing cap bolt
M6 X 65 2.0 14.5 20
Tighten to 8.0 kgf·m(57.9
lbf·ft)[78N·m] and then
2.0 kgf·m(14.5 lbf·ft)[20 N·m]+
Cylinder head, valve Cylinder head bolt completely loosen before finally
1/4 turn(90q)+1/4 turn(90q)
tightening with above
procedure.
Oil filter inner plug 4.5 32.5 44
Drain plug 4.0 28.9 39
Oil pan bolt 0.7 5.1 7
Oil screen bolt/nut 1.9 13.7 19
Plug 2.4 17.4 24
Front case, oil pan Flange bolt 3.7 26.8 36
Relief plug 4.5 32.5 44
Oil filter bracket bolt 1.9 13.7 19
Oil pump cover bolt 1.7 12.3 17
Oil pump cover screw 1.0 7.2 10
Front case bolt 2.4 17.4 24

SM 709 Engine Overhaul • 00(L-MMC)-8-5

Group 00(L-MMC), Engine

Torque Remarks
Item
kgf·m lbf·ft N·m
Piston, 2.0 kgf·m(14.5 lbf·ft)[20 N·m]+
Connecting rod bearing nut
connecting rod 1/4 turn(90q)
Flywheel bolt 13.5 97.6 132
0.9 6.5 9
Rear plate bolt
6.0 43.4 59
Crankshaft,
cylinder block Rear plate cover 1.1 8.0 11
Oil seal case bolt 1.1 8.0 11
2.0 kgf·m(14.5 lbf·ft)[20 N·m]+1/4
Bearing cap bolt
turn(90q)

General Bolts and Nuts Tightening Torque

Standard Bolts and Nuts

Torque, kgf·m(lbf·ft)[N·m]
Norminal
Pitch Bolt, stud, nut(with spring washer) Flange bolt, flange nut
diameter
Head mark 4 Head mark 7 Head mark 10 Head mark 4 Head mark 7

M5 0.8 - 0.4(2.6)[3.6] - - 0.6(4.3)[5.9]

M6 1.0 - 0.9(6.5)[8.8] 1.2(8.7)[12] 1.0(7.2)[9.8]

M7 1.25 1.2(8.7)[12] 2.2(15.9)[22] 3.0(21.7)[29] 1.3(9.4)[13] 2.4(17.4)[24]

M8 1.25 2.5(18.1)[25] 4.5(32.5)[44] 6.0(43.4)[59] 2.6(18.8)[25] 5.0(36.2)[49]

M9 1.25 4.2(30.4)[41] 8.6(60.0)[81] 10.7(77.4)[105] 4.7(34.0)[46] 9.5(68.7)[93]

M10 1.5 7.3(52.8)[72] 14.0(101.3)[137] 14.5(104.9)[142] - -

Tapered Threads

Torque, kgf·m(lbf·ft)[N·m]
Size Material of internal threads: Material of internal threads:
Aluminum alloy Cast iron or steel

NPTF 1/16 0.5 to 0.8 (3.6 to 5.8)[5 to 8] 0.8 to 1.2(5.8 to 8.7)[8 to 11]

PT 1/8 0.8 to 1.2(5.8 to 8.7)[8 to 11] 1.5 to 2.2(10.8 to 15.9)[15 to 21]

PT 1/4 2.0 to 3.0(14.5 to 21.7)[20 to 29] 3.5 to 4.5(25.3 to 32.5)[34 to 44]

NPTF 1/4 2.0 to 3.0(14.5 to 21.7)[20 to 29] 3.5 to 4.5(25.3 to 32.5)[34 to 44]

PT 3/8 4.0 to 5.5(28.9 to 39.8)[39 to 59] 5.5 to 7.5(39.8 to 54.2)[54 to 73]

PT 1/2 7.0 to 10.0(50.6 to 72.3)[69 to 98] 12.0 to 16.0(86.8 to 115.7)[118 to 156]

00(L-MMC)-8-6 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Service Precautions Sealant Specifications

Match Marks
Mark parts with match marks before disassembly to guide
reassembly. However, be careful not to place match marks
where they could harm the function of a part.
Special Tools
Be sure to use special tools when their use is specified.
Using substitute tools will result in malfunction of or
damage to the part.
Use specified brand of sealant.
Use of sealant other than specified sealant may cause
water or oil leaks.
Specified sealant
Rocker cover 3M AAD Part No. 8672 or equivalent
Semicircular packing 3M AAD Part No. 8672 or equivalent
Engine support bracket 3M AAD Part No. 8672 or equivalent
bolt

Tightening Torque Oil pan gasket Mitsubishi Genuine Part MD970389

or equivalent
Tighten the part properly to specified torque.
Water outlet fitting Mitsubishi Genuine Part MD970389
or equivalent
Replacement Parts
Engine coolant 3M AAD Part No. 8672 or equivalent
When oil seal, O-ring, packing, or gasket have been temperature gauge unit
removed, be sure to replace them with new parts.
Engine coolant 3M Nut Locking Part No. 4171 or
However, rocker cover gasket may be reused if it is not temperature sensor equivalent
damaged.
Oil pressure switch 3M AAD Part No. 8672 or equivalent
Rubber Parts Oil pressure gauge unit3M AAD Part No. 8672 or equivalent
Do not stain timing belt and V-belt with oil or water.
Do not clean the pulley or sprocket with detergent.

Oil and Grease

Before reassembly, apply specified oil to the rotating and
sliding parts.

SM 709 Engine Overhaul • 00(L-MMC)-8-7

Group 00(L-MMC), Engine
Tightening Method for Permanently
Yielding Bolts
A new type of bolt is currently used in some parts of the
engine. The tightening method for these bolts differs from
the conventional one. Be sure to observe the method
described in the text when tightening the bolts.
Service limits are provided for the bolts. Make sure that
the service limits described in the text are strictly
observed.
Areas where these bolts are in use:
• Cylinder head bolts
• Main bearing cap bolts
• Connecting rod cap bolts
After tightening the bolts to the specified torque, tighten
them another 90° or 180°. The tightening method varies
on different areas. Observe the tightening method
described in the text.
Form-In-Place Gasket (FIPG)
The engine has several areas where the form-in-place gas-
ket (FIPG) is in use. To ensure that the gasket fully serves
its purpose, it is necessary to observe some precautions
when applying the gasket. Bead size, continuity and loca-
tion are of paramount importance. Too thin a bead could
cause leaks. Too thick a bead, on the other hand, could be
squeezed out of location, causing blocking or narrowing
of the fluid feed line. To eliminate the possibility of leaks
from a joint, therefore, it is absolutely necessary to apply
the gasket evenly without a break, while observing the
correct bead size.
00(L-MMC)-8-8 • Engine Overhaul
Disassembly
The parts assembled with the FIPG can be disassembled
without use of a special method. In some cases, however,
the sealant between the joined surfaces may have to be
broken by lightly striking with a mallet or similar tool. A
flat, thin gasket scraper may be lightly hammered between
the joined surfaces. In this case, however, care must be
taken to prevent damage to the joined surfaces. For
removal of the oil pan, the special tool “Oil Pan Remover”
(MD998727) is available. Be sure to use the special tool
to remove the oil pan.
Surface Preparation
Thoroughly remove all substances deposited on the gasket
application surfaces, using a gasket scraper or wire brush.
Check to ensure that the surfaces to which the FIPG is to
be applied is flat. Make sure that there are no oils, greases
and foreign substances deposited on the application sur-
faces. Do not forget to remove the old sealant remaining
in the bolt holes.
Form-ln-Place Gasket Application
When assembling parts with the FIPG, you must observe
some precautions, but the procedure is very simple as in
the case of a conventional precut gasket.
Applied FIPG bead should be of the specified size and
without breaks. Also be sure to encircle the bolt hole cir-
cumference with a completely continuous bead. The FIPG
can be wiped away unless it is hardened. While the FIPG
is still moist (in less than 15 minutes), mount the parts in
position. When the parts are mounted, make sure that the
gasket is applied to the required area only.
The FIPG application procedure may vary on different
areas. Observe the procedure described in the text when
applying the FIPG.
SM 709
 Group 00(L-MMC), Engine

Special Tools
Tool Numer Name Use

MD998781 Flywheel stopper Holding flywheel

MD998785 Sprocket stopper Holding counterbalance shaft sprocket

MD998778 Crankshaft spocket puller Removal of crankshaft sprocket

MB990767 End yoke holder Holding camshaft sprocket

(Use with MD998719)

MD998719 Pulley holding pins Holding camshaft sprocket when loosening or

torquing bolt(Use with MB990767)

MD998443 Lash adjuster holder Retainer for holding lash adjuster in rocker
arm at timer of removal and installation of
rocker arm and rocker shaft assembly

MD998442 Air bleed wire Air bleeding of lash adjuster

MD998713 Camshaft oil seal installer Installation of oil seal

MB991654 Cylinder head bolt Removal and installation of cylinder head bolt
wrench(12)

SM 709 Engine Overhaul • 00(L-MMC)-8-9

Group 00(L-MMC), Engine

Tool Numer Name Use

MD998772 Valve spring compressor Compression of valve spring

MD998729 Valve stem seal installer Installation of valve stem seal

MD998727 Oil pan remover Removal of the oil pan

MD998162 Plug wrench Removal and installation of front case cap

plug

MD998783 Plug wrench retainer Removal and installation of front case cap
plug
(Use with MD998162)

MD998375 Crankshaft front oil seal Installation of crankshaft front oil seal
installer

MS998285 Crankshaft front oil seal Guide for installation of crankshaft front oil
guide seal

MD998705 Silent shaft bearing Installation of counterblance shaft front and

installer rear bearing

MD998371 Silent shaft bearing puller Removal of counterblance shaft front bearing

00(L-MMC)-8-10 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Tool Numer Name Use

MD998372 Silent shaft bearing puller Removal of counterblance shaft rear bearing

MD998780 Piston pin setting tool Removal and installation of piston pin

MD998776 Crankshaft rear oil seal Installation of crankshaft rear oil seal
installer

MB990938 Handle Installation of crankshaft rear oil sea1

(Use with MD998776)

OVERHAUL PROCEDURES

Key to Notations In Overhaul Proce-

dures

A Denotes removal or disassembly procedure. N Denotes non-reusable parts.

Letter on main drawing corresponds to ser-
vice point in text that follows main drawing.

X Denotes installation or assembly procedure. XX X.X XX Denotes torque value for fastener.
Letter on main drawing corresponds to ser-
vice point in text that follows main drawing. ft-lb
kg•m
N•m

SM 709 Engine Overhaul • 00(L-MMC)-8-11

Group 00(L-MMC), Engine

Timing Belt

Removal steps

1. Ignition timing indicator 12. Flange

2. Timing belt front cover upper 13. Tensioner B
3. Timing belt front cover lower E D 14. Timing belt B
A H 4. Timing belt F C 15. Counterbalance shaft sprocket
G 5. Tensioner spacer 16. Spacer
G 6. Tensioner spring G 17. Crankshaft sprocket B
G 7. Tensioner pulley 18. Crankshaft key

B F 8. Oil pump sprocket B 19. Fan bracket

C E 9. Crankshaft bolt 20. Camshaft sprocket bolt

D 10. Crankshaft washer H A 21. Camshaft sprocket

D 11. Crankshaft sprocket 22. Timing belt rear cover

00(L-MMC)-8-12 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Removal Service Points

A Timing Belt Removal

1. When the timing belt is to be re-used, make an arrow

make on the back surface on the belt to indicate the
rotating direction with a chalk or the like so that the
belt can be installed in the same direction.
2. Move the timing belt tensioner upward and tempo-
rarily tighten the tensioner lock bolt.
3. Remove the timing belt.

B Oil pump sprocket removal

1. Remove the plug on the left side of cylinder block.

2. Insert a screwdriver(shank diameter 8 mm[0.31 in.])
to block the counterbalance shaft.
3. Remove the nut.
4. Remove the oil pump sprocket.

C Crankshaft bolt removal

1. Hold the flywheel with the special tool as shown.

2. Remove the crankshaft bolt.

D Crankshaft sprocket removal

1. If it is difficult to remove the sprocket, use the spe-

cial tool.

SM 709 Engine Overhaul • 00(L-MMC)-8-13

Group 00(L-MMC), Engine

E Timing belt “B” removal H Crankshaft sprocket removal

1. Make a mark on the back of the timing belt indicat- 1. Using the special tools show in the illustration, lock
ing the direction of rotation so it may be reassembled the camshaft sprocket in position.
in the same direction if it is to be reused.
2. Loosen the camshaft sprocket bolt.
Notes:
1. Water or oil on the belt shortens its life
drastically, so the removed timing belt,
sprocket, and tensioner must be free from
oil and water. These parts should not be
washed. Replace part if seriously contami-
nated.
2. If there is oil or water on each part check
front case oil seals, camshaft oil seal and
water pump for leaks.

Inspection

1. Timing Belt
Replace belt if any of the following conditions exist.
1. Hardening of back rubber.
Back side is glossy without resilience and leaves no
indent when pressed with fingernail.
F Counterbalance shaft sprocket removal

1. Set the special tool as shown to prevent the counter-

balance shaft sprocket from turning together.
2. Loosen the bolt and remove the sprocket.

2. Cracks on rubber back.

3. Cracks or peeling of canvas.

G Crankshaft sprocket “B” romoval 4. Cracks on tooth bottom.

1. If it is difficult to remove the sprocket, use the spe- 5. Cracks on belt sides.
cial tool.

00(L-MMC)-8-14 • Engine Overhaul SM 709


6. Abnormal wear of belt sides.
Notes:
The sides are normal if they are sharp as if cut by a
knife.
7. Abnormal wear on teeth.
Earlier stage:
Canvas worn (canvas fibers napped, rubber lost, dis-
colored whitish, and unclear canvas texture)
Latter stage:
Canvas lost, rubber exposed (tooth width thinner)
8. Missing tooth
Installation service points
A Camshaft sprocket installation
1. Using the special tools show in the illustration, lock
the camshaft sprocket in position.
2. Tighten the camshaft sprocket bolt to the specified
torque.
SM 709
Group 00(L-MMC), Engine
Fan bracket installation
B
1. Coat the bolts illustrated with sealant before tighten-
ing.
Specified sealant: 3MTM AAD Part No. 8762 or
equivalent.
C Counterbalance shaft sprocket installation
1. Install the counterbalance shaft sprocket and screw
the bolt.
2. Install special tool as shown in the illustration to lock
the counter balance shaft.
3. Tighten the bolt, and then remove the special tool.
D Timing belt “B” installation
1. Align timing mark on the crankshaft sprocket “B”
and counterbalance shaft sprocket with the marks on
the front case respectively.
2. Install the timing belt “B” on the crankshaft sprocket
“B” and counterbalance shaft sprocket. There should
be no slack on the tension side.
Engine Overhaul • 00(L-MMC)-8-15
Group 00(L-MMC), Engine

3. Make sure that the relationship between the tensioner

pulley center and the bolt center is as shown in the
illustration.

F Oil pump sprocket installation

4. Move the tensioner “B” in the direction of arrow
while lifting with a finger to give a sufficient tension
to the tension side of timing belt. In this condition,
tighten bolt to secure tensioner “B”. When the bolt is
tightened, use care to prevent shaft from turning
together. If shaft is turned together, belt will be over
tensioned.
1. Insert a phillips screwdriver (shank diameter 8 mm
[0.31 in.] shaft) through the plug hole on the left side
of the cylinder block to the left counterbalance shaft.
2. Install the oil pump sprocket.
3. Apply a proper amount of engine oil to the bearing
surfaces of the nuts.
4. Tighten the nuts to the specified torque.

5. Check to ensure that timing marks on sprockets and

front case are in alignment.
6. Press with index finger the center of span on the ten-
sion side of timing belt “B”. The bolt must deflect 5
to 7 mm.[0.196 to 0.276 in.]
G Crankshaft bolt installation
1. Hook the tensioner spring end to the water pump
body projection and tensioner bracket.
2. Move the tensioner fully toward the water pump and
tighten the bolt and tensioner spacer.

E Crankshaft bolt installation

1. Using the special tool, hold the flywheel.

2. Install the crankshaft pulley in position.

00(L-MMC)-8-16 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Timing belt installation be inserted 60 mm (2.4 in.) or more. Keep the screw-
G
driver inserted until installation of the timing belt is
1. Align the timing mark on the camshaft sprocket with finished.
that on the cylinder head.

5. Install the timing belt on the crankshaft sprocket, oil

2. Align the timing mark on the crankshaft sprocket pump sprocket and camshaft sprocket in that order.
with that on the front case. There should be no slack on the tension side.
6. Apply a reverse direction (counterclockwise) force to
the camshaft sprocket to make the tension side of the
belt “tight”. In that state, recheck that all the timing
marks are in alignment.
7. Loosen a turn or two the tensioner bolt and nut that
were temporarily tightened to hold the tensioner on
the water pump side. This gives tension on the belt
by the action of the tensioner spring.

3. Align the timing mark on the oil pump sprocket with

its mating mark.

4. Remove the plug on cylinder block and insert a Phil-

lips screwdriver [shank diameter 8 mm (0.31 in.)]
through the hole (Engine with balance shaft).
If it can be inserted as deep as 60 mm (2.4 in.) or
more, the timing marks are correctly aligned. If the
inserted depth is only 20-25 mm (0.8-1.0 in.), turn
the oil pump sprocket one turn and realign the timing
marks. Then check to ensure that the screwdriver can

SM 709 Engine Overhaul • 00(L-MMC)-8-17

Group 00(L-MMC), Engine

8. Rotate the crankshaft by the amount equivalent to (at the bottom of the tensioner) first and then
two camshaft sprocket teeth in the forward (clock- tighten the nut (at the top of the tensioner.)
wise) direction. Since this step is intended for giving
the timing belt proper tension, do not attempt rotate
the crankshaft in the reverse (counterclockwise)
direction or press the belt to check the tension.

12. Hold the center of the tension side span of the timing
belt (between the camshaft and oil pump sprockets)
between your thumb and index finger as shown.
Then, make sure that the clearance between the belt
9. Apply force to the tensioner in the direction shown back surface and cover meets the standard valve.
by arrow to make the belt engage completely with Standard valve: 14 mm(0.55 in.)
each sprocket.

10. Tighten the tensioner attaching bolt to the specified

torque.
11. Tighten the tensioner spacer to the specified torque.
Note:
If the nut is tightened first, the tensioner may
also turn together with the nut and loose tension
of the belt may result. Always tighten the bolt

00(L-MMC)-8-18 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Intake Manifold and Thermostat

Removal steps
1. Water outlet fitting 5. Engine hanger
2. Gasket 6. Intake manifold
3. Thermostat 7. Gasket
4. Water temperature gauge unit
Installation: Use Threebond 1104 or
equivalent on threads.

SM 709 Engine Overhaul • 00(L-MMC)-8-19

Group 00(L-MMC), Engine

Exhaust Manifold and Water Pump

Removal Steps 10. O-ring. Installation: Wet the O-ring (with water) to
facilitate assembly. Keep the O-ring free of oil or
1. Oil level gauge grease.
2. Oil level gauge guide
3. O-ring
4. Heat protector A
5. Heat protector B
6. Engine hanger
7. Exhaust manifold
8. Gasket 11. Water hose
9. Water inlet pipe 12. Water pump
13. Gasket

00(L-MMC)-8-20 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Rocker Arms and Camshaft

Removal steps

1. Breather hose D 12. Bearing cap No. 4

2. P.C.V. hose 13. Rocker arm C
3. P.C.V. valve D 14. Bearing cap No. 3
4. Oil filler cap D 15. Bearing cap No. 2
5. Rocker cover C 16. Wave washer
6. Gasket B 17. Right rocker shaft
G 7. Semi-circular packing B 18. Left rocker shaft

A 8. Rocker arms and rocker shafts 19. Front bearing cap

9. Rear bearing cap E 20. Lash adjuster
10. Rear arm D F 21. Oil seal
11. Spring A 22. Camshaft

SM 709 Engine Overhaul • 00(L-MMC)-8-21

Group 00(L-MMC), Engine

Removal Service Points

A Rocker Arm and Rocker Shaft Removal

Caution:
If the lash adjuster is re-used, clean the lash adjuster.
1. Fit the lash adjuster onto the rocker arm without
allowing diesel fuel to spill out. Fit. Special tool
MD998443 to prevent the lash adjuster coming free
and falling to the floor.

2. Place the lash adjuster in container A and clean its

outside surface.
NOTE:
Use a nylon brush if deposits are hard to remove.

Inspection
1. Camshaft
Measure the cam height and if the limit is exceeded,
replace the camshaft.
Standard value:41.62mm(1.6386 in.)
Limit:41.12mm(1.6189 in.)
3. While gently pushing down the internal steel ball
using special tool MD998442, move the plunger
through five to ten strokes until it slides smoothly. In
addition to eliminating stiffness in the plunger, this
operation will remove dirty oil.
Caution:
The steel ball spring is extremely weak, so the lash
adjuster’s functionality may be lost if the air bleed
wire is pushed in hard.
2. Lash Adjuster NOTE:
Caution: If the plunger remains stiff or the mechanism appears
otherwise abnormal, replace the lash adjuster.
1. The lash adjusters are precision-engineered
mechanisma.
Do not allow them to become contaminated
by dirt or other foreign substances.
2. Do not attempt to disassemble the lash
adjusters.
3. Use only fresh diesel fuel to clean the lash
adjusters
1. Prepare three containers and approximately 5 liters
(5.3 qt) of diesel fuel. Into each container, pour
enough diesel fuel to completely cover a lash
adjuster when it is standing upright. Then, perform
the fllowing steps with each lash adjuster.

00(L-MMC)-8-22 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

4. Remove the lash adjuster from the container. Then, ter could enter the pressure chamber when
push down the steel ball gently and push the plunger the camber is filled with diesel fuel.
to eliminate diesel fuel from the pressure chamber.

8. Stand the lash adjuster with its plunger at the top,

5. Place the lash adjuster in container B. Then, gently
then push the plunger downward firmly until it
push down the internal steel ball using special tool
moves through its greatest possible stroke. Return the
MD998442 and move the plunger through five to ten
plunger slowly, then release the steel ball and allow
strokes until it slides smoothly. This operation will
the pressure chamber to fill with diesel fuel.
clean the lash adjuster’s pressure chamber.
Caution:
The steel ball spring is extremely weak, so the lash
adjuster’s functionality may be lost if the air bleed
wire is pushed in hard.

9. Remove the lash adjuster from the container, then

stand the lash adjuster with its plunger at the top.
Push the plunger firmly and check that it does not
move.
NOTE:
6. Remove the lash adjuster from the container. Then,
If lash adjuster contracts, perform the operations(7)
push down the steel ball gently and push the plunger
through(9) again to fill it with diesel fuel completely.
to eliminate diesel fuel from the pressure chamber.
Replace the lash adjuster if it still contracts after per-
forming these steps.
10. Stand the lash adjuster upright to prevent diesel fuel
spilling out. Do not allow the lash adjuster to become
contaminated by dirt or other foreign matter. Fit the
lash adjuster onto the engine as soon as possible.

7. Place the lash adjuster in container C. Then, gently

push down the internal steel ball using special tool
MD998442.

! CAUTION
Do not use container C for cleaning. If clean-
ing is performed in container C, foreign mat-

SM 709 Engine Overhaul • 00(L-MMC)-8-23

Group 00(L-MMC), Engine

Installation Service Points E Lash adjuster installation

A Camshaft installation Caution:

If the lash adjuster is re-used, clean the lash adjuster.
Apply engine oil to the journals and cams of the cam-
shafts. Install the camshaft on the cylinder head. 1. Set special tool MD998443 to prevent the lash
adjuster coming free and falling to the floor.
B Rocker shaft installation

Insert the rocker shafts into the front bearing cap so that
the notches on the shafts face up, and insert the installa-
tion bolts without tightening them.

F Camshaft oil seal installation

1. Apply engine oil to the lip area of the oil seal and the
camshaft front end outer diameter.
2. Using special tool, install the camshaft oil seal.
C Wave Washer Installation
Install the wave washer in correct direction as shown.

G Semi-circular packing installation

1. Apply sealant to the location shown in the illustra-
D Bearing cap tion.
1. No. 3 bearing cap looks very similar to No. 2 and No. Specified sealant: 3MTM AAD Part No. 8672 or
4 bearing caps. equivalent.
NOTE:
No. 2 bearing cap is the same as No. 4 bearing cap.
2. Install the bearing caps with their front marks point-
ing to the camshaft sprocket side.

00(L-MMC)-8-24 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Cylinder Head and Valves

Removal steps
A D 1. Cylinder head bolt
2. Cylinder head assembly
3. Gasket
B C 4. Retainer lock
5. Valve spring retainer
B 6. Valve spring
7. Intake valve

B C 8. Retainer lock
9. Valve spring retainer
B 10. Valve spring
11. Exhaust valve

C A 12. Valve stem seal

13. Valve spring seat
C A 14. Valve stem seal
15. Valve spring seat
16. Intake valve guide
17. Exhaust valve guide
18. Intake valve seat
19. Exhaust valve seat
20. Cylinder head

SM 709 Engine Overhaul • 00(L-MMC)-8-25

Group 00(L-MMC), Engine
Removal Service Points
Precaution for Removed Parts
Keep removed parts in order according to the cylinder
number and intake/exhaust.
A Cylinder Head Bolt Removal
Using a 12 mm - 12 point socket wrench, loosen the cylin-
der head bolts. Loosen evenly, little by little.
B Retainer Lock Removal
Store removed valves, springs and other parts, tagged to
indicate their cylinder No. and location for reassembly.
C Valve Stem Seal Removal
Do not reuse removed valve stem seal.
00(L-MMC)-8-26 • Engine Overhaul
Inspection
Cylinder Head
1. Check the cylinder head for water leaks, gas leaks,
damage or cracks before cleaning.
2. Thoroughly remove oil, water scale, sealant, carbon
deposits, etc. After the oil passages have been
cleaned, blow air to make sure they are clear.
3. Check the cylinder head gasket surface for flatness
by using a straightedge and thickness gauge.
Standard value: 0.03 mm (0.0020 in.)
Limit: 0.2 mm (0.008 in.)
Grinding limit: 0.2 mm (0.008 in.)
Cylinder head height (when new):
89.9 - 90.1 mm (3.539 in. - 3.547 in.)
4. If the service limit is exceeded, correct to meet the
specifications.
SM 709
 Group 00(L-MMC), Engine

Valve Limit:
Intake0.10 mm (0.004 in.)
Check the valve face for correct contact. If incorrect,
Exhaust0.15 mm (0.006 in.)
reface. Valve seat contact should be maintained uniform
at the center of the valve face.
If the margin is less than the limit, replace the valve.
Standard Value:
Intake1.2 mm (0.047 in.)
Exhaust2.0 mm (0.079 in.)
Limit:
Intake0.7 mm (0.028 in.)
Exhaust1.5 mm (0.059 in.)

Valve Seats
Assemble the valve, than measure the valve stem projec-
tion between the end of the valve stem and the spring seat-
ing surface. If the measurement exceeds the specified
limit, replace the valve seat.
Standard value:42.05mm(1.6555 in.)
Limit:42.55mm(1.6752 in.)

Valve Spring
1. Measure the free height of spring and, if it is smaller
than the limit, replace it.
Standard value: 49.8 mm (1.961 in.)
Limit: 48.6 mm (1.921 in.)
2. 2.Measure the squareness of the spring and, if the
limit is exceeded, replace it.
Standard value: 2° or less
Limit: Max. 4° Valve Seat Reconditioning Procedure
1. Before correcting the valve seat, check for clearance
between the valve guide and valve and, if necessary,
replace the valve guide.
2. Correct to obtain the specified seat width and angle.
3. After correction, valve and valve seat should be
lapped with a lapping compound.

Valve Guide
Measure the clearance between the valve guide and valve
stem. If the limit is exceeded, replace the valve guide,
valve, or both.
Standard Value:
Intake0.02 - 0.06 mm (0.0008 - 0.0024 in.)
Exhaust0.05 - 0.09 mm (0.0020 - 0.0035 in.)

SM 709 Engine Overhaul • 00(L-MMC)-8-27

Group 00(L-MMC), Engine

Valve Seat Replacement Procedure

1. Cut the valve seat to be replaced from the inside to
thin the wall thickness. Then, remove the valve seat.

2. Rebore the valve seat hole in the cylinder head to a
selected oversize valve seat diameter.
3. Press in the valve guide to the position shown in the
3. Before fitting the valve seat, either heat the cylinder
head up to approximately 250°C (482°F) or cool the
valve seat in liquid nitrogen, to prevent the cylinder
head bore from galling.
4. Using a valve seat cutter, correct the valve seat to the
specified width and angle. See "Valve Seat Recondi-
tioning Procedure".
NOTE
Do not install a valve guide of the same size
again.
illustration.
Standard value: 11.5 mm (0.45 in.)
• Press-fit the valve guide, working from the cyl-
inder head top surface.
• Note that the intake and exhaust side valve
guides are different in length.
• After installing valve guides, insert new valves
in them to check for sliding condition.

Valve Guide Replacement Procedure

1. Using the special tool and a press, remove the valve
guide toward the cylinder head gasket surface.
2. Rebore the valve guide hole to the new oversize
valve guide outside diameter.
0.0513.05 - 13.07 mm (0.5138 - 0.5146 in.)
0.25 13.25 - 13.27 mm (0.5217 - 0.5224 in.)
0.5013.50 - 13.52 mm (0.5315 - 0.5323 in.)

00(L-MMC)-8-28 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Installation Service Points D Cylinder Head Bolt Installation

1. When installing the cylinder head bolts, check that
A Valve Stem Seal Installation the shank length of each bolt meets the limit. If the
1. Install the valve spring seat. limit is exceeded, replace the bolt.

2. The special tool must be used to install the valve

stem seal. Improper installation could result in oil
leaking past the valve guide.

Limit: Max. 120.4 mm (4.74 in.)

! CAUTION
Do not reuse removed valve stem seal.
B Valve Spring Installation
Direct the valve spring end with identification color
toward the spring retainer.
2. Apply engine oil to the bolt threads and washers.
3. According to the tightening sequence, tighten the
bolts to 75 Nm (7.5 kgm, 54 ft. lbs.) using a 12mm -
12 point socket wrench.
4. Loosen the bolts completely.
5. Torque the bolts to 20 Nm (2.0 kgm, 14.5 ft.lbs.)
6. Tighten the bolts 1/4 turns (90°) more.
7. Tighten the bolts 1/4 turns (90°) additionally.

C Retainer Lock Installation

The valve spring, if excessively compressed, causes the

bottom end of the retainer to be in contact with, and dam-
age, the stem seal.

SM 709 Engine Overhaul • 00(L-MMC)-8-29

Group 00(L-MMC), Engine

Front Case And Oil Pan Removal And Installation

Removal steps
N 1. Oil filter H 17. Oil pump case assembly
M 2. Oil pressure switch 18. Front case gasket
3. Drain plug G 19. Oil pump cover
L 4. Drain plug gasket G 20. Oil pump drive gear
A K 5. Oil Pan G 21. Oil pump driven gear
6. Oil screen F 22. Crankshaft front oil seal
7. Oil screen gasket E 23. Oil pump oil seal
B J 8. Plug D 24. Counterbalance shaft oil seal
9. O-ring 25. Front case
C I 10. Flange bolt 26. Counterbalance shaft, left
11. Relief plug 27. Counterbalance shaft, right
12. Gasket D C 28. Counterbalance shaft, front bearing
13. Relief spring E B 29. Counterbalance shaft, rear bearing, left
14. Relief plunger E A 30. Counterbalance shaft, rear bearing, right
15. Oil filter bracket
16. Oil filter bracket gasket

00(L-MMC)-8-30 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Removal Service Points 3. Loosen the flange bolt.

A Oil Pan Removal

1. Remove the all oil pan bolts.
2. Drive in the special tool between the cylinder block
and oil pan.
3. Side the tool by striking the edge of the special tool
to separate the oil pan from the cylinder block.

D Counterbalance shaft front bearing re-

moval
1. Using the special tool, remove the counterbalance
shaft front bearing from the cylinder block.
NOTE:
Be sure to remove the front bearing first. If it has not
been removed, the rear bearing puller cannot be used.
B Plug Removal

1. Fit special tool MD998162 on the plug, then hold it

in position with special tool MD998783
2. Loose the plug.

E Counterbalance shaft rear bearing re-

moval
1. Using the special tool, remove the counterbalance
shaft rear bearing from the cylinder block.
C Oil pump oil seal installation NOTE:
When removing the left counterbalance shaft bear-
1. Remove the plug on the side of cylinder block. ing, install the special tool (MB991603) in front of
2. Insert a Phillips screwdriver (shank diameter 8 mm the cylinder block.
[0.31 in.]) into the plug hole to lock the counterbal-
ance shaft.

SM 709 Engine Overhaul • 00(L-MMC)-8-31

Group 00(L-MMC), Engine

Inspection 3. Check the side clearance

Standard value:
1. Front Case 0.08 to 0.14mm(0.0031 to 0.0055 in.)
Drive gear
1. Check oil holes for clogging and clean if necessary. 0.06 to 0.12mm(0.0024 to 0.0047 in.)
2. Check the left counterbalance shaft front bearing sec- Driven gear
tion for wear, damage and seizure. If there is any-
thing wrong with the section, replace the front case.
3. Check the front case for cracks for and other damage.
Replace cracked or damaged front case.

2. Oil seal
1. Check the oil seal lip for wear and Replace oil seal if
necessary.
2. Check the oil seal lip for deterioration. Replace oil
seal if necessary.

3. Counterbalance Shaft Installation Service Points

1. Check oil hole for clogging.
2. Check journals for seizure, damage and contact with
bearing. If there is anything wrong with the journal
assembly.
A Right counterbalance shaft rear bearing
installation
1. Apply engine oil to the outer surface of bearing.
2. Using special tools, install right rear bearing. Make
sure that oil hole of bearing is aligned with oil hole of
cylinder block.

4. Oil Pump
1. Assembly the oil pump to the front case and rotate it
to ensure smooth rotation with no looseness.
2. Check the side clearance using a thickness gauge.

00(L-MMC)-8-32 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

B Left counterbalance shaft rear bearing in- C Counterbalance shaft front bearing in-
stallation
stallation
1. Using the special tool, install the rear bearing.
1. Install the special tool (Guide Plate) to the cylinder
block.
2. Apply engine oil to the rear bearing outer circumfer-
ence and bearing hole in the cylinder block.

3. Using the special tools, install the rear bearing.

NOTE:
The left rear bearing has no oil holes.

SM 709 Engine Overhaul • 00(L-MMC)-8-33

Group 00(L-MMC), Engine
D Counterbalance shaft oil seal installation
1. Using a suitable socket wrench, install the counter-
balance shaft oil seal into the front case.
E Oil Pump Oil Seal Installation
1. Using a suitable socket wrench, install the oil pump
oil seal into the front case.
00(L-MMC)-8-34 • Engine Overhaul
F Crankshaft Front Oil Seal Installation
1. Using the special tool, install the crankshaft front oil
seal into the front case.
G Oil Pump Driven Gear / Oil Pump Drive
Gear Installation
1. Apply engine oil amply to the gears and line u[ the
alignment marks.
H Front case installation
1. Set the special tool on the front end of the crankshaft
and apply a thin coat of engine oil to the outer cir-
cumference of the special tool to install the front
case.
SM 709

2. Install the front case assembly through a new front
case gasket and temporarily tighten the flange
bolts(other than those for tightening the filter
bracket.)
I Flange bolt installation
1. Insert a Phillips screwdriver into a hole in the left
side of the cylinder block to lock the counterbalance
shaft.
2. Secure the oil pump driven gear onto the left counter-
balance shaft by tightening the flange bolt to speci-
fied torque.
SM 709
Group 00(L-MMC), Engine
J Plug installation
1. Install a new o-ring to the groove of the front case.
2. Install a plug to the front case.
3. Fit the special tool MD998162 on the plug, and then
hold in position with special tool MD998783.
4. Tighten the plug to the specified torque.
K Oil pan installation
1. Clean both mating surface of the oil pan and cylinder
block.
2. Apply a 4mm(0.16 in.) wide bead of FIPG to the
entire circumference of the oil pan flange. The oil
pan should be installed in 15 minutes after the appli-
cation of FIPG
Specified FIPG: 3MTM AAD Part NO. 8672 or
equivalent
Engine Overhaul • 00(L-MMC)-8-35
Group 00(L-MMC), Engine

3. Note the difference in bolt lengths at the location M Oil pressure switch installation
shown.
Specified sealant:3MTM AAD Part No. 8672 or equiva-
lent.
Caution
1. Keep the end of threaded portion clear of
sealant.
2. Avoid an over tightening.

L Drain plug gasket installation

1. Install the drain plug gasket in the direction shown.

Caution:
Fitting the gasket in a wrong way will result in oil
leakage.
N Oil filter installation
1. Clean the installation surfaces of the filter bracket.
2. Apply engine oil to the o-ring of oil filter.
3. Screw the oil filter in until the o-ring contacts the
bracket.

00(L-MMC)-8-36 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Piston and Connecting Rod

Removal steps

G 1. Nut
A F 2. Connecting rod cap
E 3. Connecting rod bearing
D 4. Piston and connecting rod assembly
E 5. Connecting rod bearing
C 6. Piston ring No. 1
C 7. Piston ring No. 2
B 8. Oil ring
B A 9. Piston pin
10. Piston
11. Connecting rod
12. Bolt

SM 709 Engine Overhaul • 00(L-MMC)-8-37

Group 00(L-MMC), Engine

Removal Service Points

A Connecting Rod Cap Removal

1. Mark the cylinder number on the side of the connect-

ing rod big end for correct reassembly.
2. Keep the removed connecting rods, caps, and bear-
ings in order according to the cylinder number.

B Piston Pin Removal

1. Insert the special tool, Push Rod, into the piston from
the side on which the front mark is stamped in the
piston head, and attach the guide C to the push rod
end. 3. Using a press, remove the piston pin.
Piston pin setting tool MD998780
NOTE
Keep the disassembled pistons, piston pins
and connecting rods in order according to
the cylinder number.

Inspection

Piston
Replace the piston if it is cracked or damaged.

Piston Pin
1. Insert the piston pin into the piston pin hole, without
the connecting rod, with your thumb. You should
feel a slight resistance. Replace the piston pin if it
can be easily inserted or there is excessive play.
2. The piston and piston pin must be replaced as an
assembly.

2. Place the piston and connecting rod assembly on the

special tool, Piston Pin Setting Base, with the front
mark facing upward.

00(L-MMC)-8-38 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

Piston Ring Crankshaft Pin Oil Clearance (Plastic Gauge

Method)
1. Check the piston ring for damage, excessive wear,
and breakage and replace if defects are evident. If the 1. Remove oil from the crankshaft pin and the connect-
piston has been replaced with a new one, the piston ing rod bearing.
rings must also be replaced with new ones. (Or,
2. Cut the plastic gauge to the same length as the width
replace piston and rings as an assembly.)
of the bearing and place it on the crankshaft pin in
2. Check for the clearance between the piston ring and parallel with its axis.
ring groove. If the limit is exceeded, replace the ring
or piston, or replace piston and rings as an assembly.

3. Install the connecting rod cap carefully and tighten

the bolts to the specified torque
Standard value:0.03 - 0.07 mm (0.0012- 0.0028 in.)
Limit: 0.1 mm (0.004 in.) 4. Carefully remove the connecting rod cap.
3. Install the piston ring into the cylinder bore. Force it 5. Measure the width of the plastic gauge at its widest
down with a piston, its crown being in contact with part by using the scale printed on the plastic gauge
the ring, to correctly position it at right angles to the package.
cylinder wall. Then, measure the end gap with a
feeler gauge. If the ring gap is excessive, replace the
piston ring.

Standard value:0.02 - 0.05 mm (0.0008 - 0.0020 in.)

Limit: 0.1 mm (0.004 in.)

Standard value:
No. 1: 0.25 - 0.40 mm (0.0098 - 0.0157 in.)
No. 2: 0.45 - 0.60 mm (0.0177 - 0.0236 in.)
Oil Ring: 0.10 - 0.40 mm (0.0039 - 0.0157 in.)
Limit:
No. 1, No. 2: 0.8 mm (0.031 in.)
Oil Ring: 1.0 mm (0.039 in.)

SM 709 Engine Overhaul • 00(L-MMC)-8-39

Group 00(L-MMC), Engine

Installation Service Points 7. Screw the guide B into the guide A until the gap
between both guides amounts to the value L obtained
A Piston Pin Installation in step 2 plus 3 mm (0.12 in).

1. Measure the following dimensions of the piston, pis-

ton pin and connecting rod.
A: Piston pin insertion hole length
B: Distance between piston bosses
C: Piston pin length
D: Connecting rod small end width

8. Place the piston and connecting rod assembly onto

the piston setting base with the front marks directed
upward.

2. Obtain dimension L (to be used later) from the above

measurements by using by following formula:

L = (A - C) - (B - D)
2

3. Insert the special tool, Push Rod, into the piston pin
and attach the guide A to the push rod end.
4. Assemble the connecting rod in the piston with their
front marks facing the same direction.
5. Apply engine oil to the entire periphery of the piston
pin.
6. Insert the piston pin, push rod and guide A assembly
having assembled in step 3 from the guide A side
into the piston pin hole on the front marked side.
9. Press-fit the piston pin using a press. If the press-fit-
ting force required is less than the standard value,
replace the piston and piston pin set or/and the con-
necting rod.
Standard value:
7,350 -17,150 N (750 -1,750 kg, 1,653 - 3,858 Ibs.)

00(L-MMC)-8-40 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

10. Check that the piston moves smoothly.

! CAUTION
Do not use any piston ring expander when
installing side rails.

B Oil Ring Installation
1. Fit the oil ring spacer into the piston ring groove.
3. Install the lower side rail in the same procedure as
described in step 2.
4. Make sure that the side rails move smoothly in either
direction.

C Piston Ring No. 2 / Piston Ring No. 1

Installation
Using a piston ring expander, fit No. 2 and then No. 1 pis-
ton ring into position.

NOTE
The side rails and spacer may be installed in
either direction.

The new spacers and side rails are painted in the following
colors to identify their sizes:

Size Identification Color

NOTE
STD None
1. Note the difference in shape between No. 1 and No. 2
0.25 mm O.S. White
piston rings.
0.50 mm O.S. Blue
0.75 mm O.S. Black
1.00 mm O.S. Yellow

2. Install the upper side rail. To install the side rail, first
fit one end of the rail into the piston groove, then
press the remaining portion into position by finger.
See illustration.

2. Install piston rings No. 1 and No. 2 with their side

having marks facing up (on the piston crown side).

SM 709 Engine Overhaul • 00(L-MMC)-8-41

Group 00(L-MMC), Engine

D Piston and Connecting Rod Installation E Connecting Rod Bearing Installation

1. Liberally coat engine oil on the circumference of the When the bearings are replaced, select and install them
piston, piston ring, and oil ring. according to the identification colors on the crankshaft
and identification marks stamped on the connecting rod
2. Arrange the piston ring and oil ring gaps (side rail
bearing.
and spacer) as shown in the illustration.
Crankshaft Identification Color Pin OD—mm
Yellow 44.995-45.000
None 44.985-44.995
White 44.980-44.985

Connecting Rod Bearing

Identification Mark Thickness—mm
1 1.487-1.491
2 1.491-1.495
3 1.495-1.499
3. Rotate the crankshaft so that the crank pin is on the
center of the cylinder bore. Connecting rod inside diameter: 48.000-48.015 mm
4. Use suitable thread protectors on the connecting rod
bolts before inserting the piston and connecting rod
assembly into the cylinder block. Care must be taken
not to nick the crank pin.
5. Insert the piston and connecting rod assembly from
above the cylinder in such a way that the front mark
(arrow) on the top of the piston will be directed
toward the camshaft sprocket.
6. Using a suitable piston ring compressor tool, install
the piston and connecting rod assembly into the cyl-
inder block.

F Connecting Rod Cap Installation

1. Verifying the mark made during disassembly, install

the bearing cap to the connecting rod. If the connect-
ing rod is new with no index mark, make sure that
the bearing locking notches come on the same side as
shown.

00(L-MMC)-8-42 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

2. Make sure that connecting rod big end side clearance

meets the specification.
Standard value: 0.10 - 0.25 mm (0.0039 - 0.0098 in.)
Unit: 0.4 mm (0.016 in.)

G Connecting Rod Cap Nut Installation

1. Since the connecting rod bolts and nuts are torqued

using a new procedure, they should be examined
BEFORE reuse. If the bolt threads are "necked
down," the bolts should be replaced. Necking can be
checked by running a nut with fingers to the full
length of the bolt's thread. If the nut does not run
down smoothly, the bolt should be replaced.
2. Before installing the nuts, the threads should be oiled
with engine oil.
3. Install both nuts on the bolts finger tight, then alter-
nately torque each nut to assemble the cap properly.
4. Tighten the nuts to 20 Nm (2 kgm, 14.5 ft.lbs.) plus
1/4 (90°) turn.

SM 709 Engine Overhaul • 00(L-MMC)-8-43

Group 00(L-MMC), Engine

Crankshaft And Cylinder Block

Removal And Installation

Removal steps

1. Flywheel bolt C 8. Crankshaft bearing cap

2. Flywheel B 9. Crankshaft bearing lower
F 3. Rear plate 10. Crankshaft
4. Rear plate cover B 11. Crankshaft bearing upper
E 5. Oil seal case A 12. Thrust bearing
D 6. Oil seal 13. Cylinder block
C 7. Crankshaft bearing cap bolt

00(L-MMC)-8-44 • Engine Overhaul SM 709


Inspection
1. Crankshaft Oil Clearance (Plastic Gauge Meth-
od)
Use of the plastic gauge can facilitate the oil clearance
measurement work.
To use the plastic gauge, proceed as follows:
1. Remove oil from the crankshaft journal and crank-
shaft bearing .
2. Install the crankshaft.
3. Cut the plastic gauge to the same length as the width
of the bearing and place it on the journal in parallel
with its axis.
4. Install the crankshaft bearing cap carefully and
tighten the bolts to specified torque.
5. Remove the bolt and carefully remove the crankshaft
bearing cap.
6. Measure the width of the plastic gauge at its widest
part by using a scale printed on the plastic gauge
package.
Standard value: 0.02 to 0.04 mm
(0.0008 to 0.0016 in.)
Limit: 0.1 mm (0.004 in.)
SM 709
Group 00(L-MMC), Engine
2. Cylinder Block
1. Visually check for scratches, rust, and corrosion.
Use also a flaw detecting agent for the check. If
defects are evident, correct or replace.
2. Using a straightedge and feeler gauge, check the
block top surface for warpage. Make sure that the
surface is free from gasket chips and other foreign
matter.
Standard value: 0.05 mm (0.0020 in.)
Limit: 0.1 mm (0.004 in.)
3. Check the cylinder walls for scratches and seizure. If
defects are evident, correct (bore to oversize) or
replace.
4. Using a cylinder gauge, measure the cylinder bore
and cylindricity. If worn badly, rebore all cylinders
to an oversize and replace piston rings. Measure at
the points shown in the illustration.
Standard value:
Cylinder I.D.: 86.50 to 86.53 mm
(3.4055 to 3.4067 in.)
Cylindricity: 0.1 mm (0.004 in.)
Engine Overhaul • 00(L-MMC)-8-45
Group 00(L-MMC), Engine

Cylinder Boring Installation Service Points

1. Oversize pistons to be used should be determined on
the basis of the largest bore cylinder A Crankshaft Bearing Installation

Piston size identification
Size
0.25 mm (0.01 in.) O.S.
0.50 mm (0.02 in.) O.S.
0.75 mm (0.03 in.) O.S.
1.00 mm (0.04 in.) O.S.
1. When the bearings are replaced, select and install
Identification mark them according to the identification colors on the
crankshaft and the identification marks stamped on
0.25
the cylinder block.
0.50
0.75
1.00

NOTE
Size mark is stamped on the piston top.

2. Measure the outside diameter of a piston to be used.

Measure it in the thrust direction as shown.

3. Based on the measured piston O.D. calculate the bor-

ing finish dimension.
Boring finish dimension = Piston O.D. + (clearance
between piston O.D. and cylinder) - 0.02 mm
(0.0008 in.) (honing margin)
4. 4.Bore all cylinders to the calculated boring finish
dimension.

! CAUTION
To prevent distortion that may result from
temperature rise during boring, bore cylin-
ders, working from No. 2 to No. 4 to No. 1 to
No. 3.

5. Hone to the final finish dimension (piston O.D. +

clearance between piston O.D. and cylinder).
6. Check the clearance between the piston and cylinder.
Clearance between piston and cylinder: 0.02 - 0.04
mm (0.0008 - 0.0016 in.)
NOTE
When boring cylinders, finish all of four cyl-
inders to the same oversize. Do not bore only
one cylinder to an oversize.

00(L-MMC)-8-46 • Engine Overhaul SM 709

 Group 00(L-MMC), Engine

2. Install the bearings having an oil groove to the cylin-
der block.
3. Install the bearings having no oil groove to the bear-
ing caps.
4. After installing the bearing caps, make sure that the
crankshaft end play is correct. If the end play exceeds
the limit replace the crankshaft bearings.
Standard value: 0.05 - 0.25 mm (0.0020 - 0.0098 in.)
Limit: 0.4 mm (0.016 in.)

B Bearing Cap/Bearing Cap Bolt Installation

C Oil Seal Installation
1. Install the bearing caps so that their arrows are posi-
tioned on the timing belt side.

D Sealant Application To Oil Seal Case

2. When installing the bearing cap bolts, check that the
shank length of each bolt meets the limit. If the limit Install the oil seal case with the bolts coated with sealant.
is exceeded, replace the bolt. Specified sealant: Threebond 1207F.
Limit: Max. 71.1 mm (2.79 in.)
3. Torque the bearing cap bolts to 25 Nm (2.5 kgm, 18
ft.lbs.) and, from that position, retighten them 1/4
(90°) turns more.

SM 709 Engine Overhaul • 00(L-MMC)-8-47

 GROUP 00(L-HMC)

GROUP 00(L-HMC)

ENGINE

(HMC THETA 2.4 LPG)

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

Specification and Troubleshooting ..........Section 2

Disassembly and Reassembly ...................Section 3

- Timing System
- Cylinder Head Assembly
- Cylinder Block Assembly
- Cooling System
- Intake Manifold
- Exhaust Manifold

Lubrication System ....................................Section 4

Electrical System .......................................Section 5

Emission Control System ...........................Section 6

SM 709 Group 00(L-HMC), Engine

 Group 00(L-HMC), Engine

Section 1

General Information
(HMC THETA 2.4 LPG)

Engine Lay-out

jˆ”G—–š›–•G
šŒ•š–™ i“–žT‰ G–œ›“Œ›

~ˆ›Œ™G
›Œ”—G
j––“ˆ•›G–œ›“Œ›
šŒ•š–™

~ˆ›Œ™G
{TthwGšŒ•š–™ –œ›“Œ›

~ˆ›Œ™G
•“Œ›

j™ˆ•’GšŒ•š–™

vYGšŒ•š–™

j––“ˆ•›G•“Œ›
O›Œ™”–š›ˆ›P

v“G—™Œššœ™ŒGšž›Š

SM 709 General Information • 00(L-HMC)-1-1

Group 00(L-HMC), Engine

Location of Engine Identification

1. Engine fuel : L - LPG

2. Engine range : KB - 2.4L Theta engine
3. 4. Engine development order : KB - 2.4L Theta engine Adjustment
5. Production year : 9 - 2009 Use gauges and testers to adjust correclty the parts to stan-
6. Engine production sequence number : 000001 ~ 999999 dard values correctly.

Replacement Electrical System

Standard values, such as torques and certain adjustments, 1. Be sure to disconnect the battery cable from the neg-
must be strictly observed in the reassembly of all parts If ative (-) terminal of the battery.
removed, the following parts should always be replaced
2. Never pull on the wires when disconnecting connec-
with new ones.
tors.
1. Oil seals
3. Locking connectors will click when the connector is
2. Gaskets secure.
3. O-rings
4. Handle sensors and relays carefully. Be careful not to
4. Lock washers drop them against other parts.
5. Cotter pins (split pins)
6. Plastic nuts
Ruber Parts And Tubes
Always prevent gasoline from touching rubber parts or
tubing.

7. Sealant should be applied to gaskets.

8. Oil should be applied to the moving components of
parts.
9. Specified oil or grease should be applied to the pre-
scribed locations (oil seals, etc) before assembly.

00(L-HMC)-1-2 • General Information SM 709

 Group 00(L-HMC), Engine

Checking Cables And Wires

1. Check the terminal for tightness.
2. Check terminals and wires for corrosion from battery
electrolyte, etc
3. Check terminals and wires for open circuits.
4. Check wire insulation and coating for damage,
cracks and degrading.
5. Check the conductive parts of terminals for contact
other metallic parts(vehicle body and other parts).
6. Check grounded parts to verify that there is complete
continuity between thier attaching bolt(s) and the Serivicing The Electrical System
vehicle's body.
1. Prior to servicing the electrical system, be sure to
7. Check for incorrect wiring. turn off the ignition switch and disconnect the battery
8. Check that the wiring is so clamped to prevent con- ground cable.
tact with sharp corners of the vehicle body, etc. or
NOTE
hot parts (exhaust manifold, etc.)
In the course of MFI or ELC system diagno-
9. Check that the wiring is clamped firmy to provide sis, when the battery cable is removed, any
enough clearance from the fan pulley, fan belt and diagnostic trouble code retained by the com-
other rotating or moving parts. puter will be cleared. Therefore, if necessary,
10. Check that the wiring has a little space so that it can read the diagnostic before removing the bat-
vibrate between fixed and moving parts such as the tery cable.
vehicle body and the engine.

2. Attach the wiring harnesses with clamps so that there

is no slack. However, for any harness which passes
Check Fuses the engine or other vibrating parts of the vehicle,
allow some slack within a range that does not allow
A blade type fuse test taps provided to allow checking
the engine vibrations to cause the harness to come
fuse is good if the test lamp lights up when one lead is
into contact with any of the surrounding parts and
connected to the test taps (one at a time) and the other lead
then secure the harness by using a clamp.
is grounded. (Turn the ignition switch so that the fuse cir-
cuit becomes operative)

SM 709 General Information • 00(L-HMC)-1-3

Group 00(L-HMC), Engine

3. If any section of a wiring harness interferes with the 7. Loose connectors cause problems. Make sure that the
edge of a parts, or a corner, wrap the section of the connectors are always securely fastened.
harness with tape or something similar in order to
protect it from damage.

4. When installing any parts, be careful not to pinch or 8. When disconnecting a connector, be sure to grip only
damage any of the wiring harness. the connector, not the wires.

9. Disconnect connector which have catches by press-

5. Never throw relays, sensors or electrical parts, or
ing in the direction of the arrows shown the illustra-
expose them to strong shock.
tion.

6. The electronlic parts used in the computer, relays, 10. Connect connectors which have catches by inserting
etc. are readily damaged by heat. If there is a need for the connectors until they make a clicking sound.
service operations that may cause the temperature to
exceed 80°C (176°F), remove the electronic parts
before hand.

00(L-HMC)-1-4 • General Information SM 709

 Group 00(L-HMC), Engine

11. When using a circuit tester to check continuity or

voltage on connector terminals, insert the test probe
into the harness side. If the connector is a sealed con-
nector, insert the test probe through the hole in the
rubber cap until contacts the terminal, being careful
not to damage the insulation of the wires.

12. To avoid overloading the wiring, take the electrical current load of the optional equipment into consideration, and
determine the appropriate wire size.

Permissible current
Nominal size SAE gauge No.
In engine compartment Other areas

0.3mm ς AWG 22 5A

0.5mm ς AWG 20 7A 13 A

0.85mm ς AWG 18 9A 17 A

1.25mm ς AWG 16 12 A 22 A

2.0mm ς AWG 14 16 A 30 A

3.0mm ς AWG 12 21 A 40 A

5.0mm ς AWG 10 31 A 54 A

SM 709 General Information • 00(L-HMC)-1-5

Group 00(L-HMC), Engine

Tightening Torque Table Of Standard Parts

Torque Nm (kg.cm, lb.ft)
Bolt minimal diameter Pitch (mm)
Head Mark 4 Head Mark 7

3~4 5~6
M5 0.8
(30 ~ 40, 2.2 ~ 2.9) (50 ~ 60, 3.6 ~ 4.3)
5~6 9 ~ 11
M6 1.0
(50 ~ 50, 3.6 ~ 4.3) (90 ~ 110, 6.5 ~ 8.0)
12 ~ 15 20 ~ 25
M8 1.25
(120 ~ 150, 9 ~ 11) (200 ~ 250, 14.5 ~ 18.0)
25 ~ 30 30 ~ 50
M10 1.25
(250 ~ 300, 18 ~ 22) (300 ~ 500, 22 ~ 36)
35 ~ 45 60 ~ 80
M12 1.25
(350 ~ 450, 25 ~ 33) (600 ~ 800, 43 ~ 58)
75 ~ 85 120 ~ 140
M14 1.5
(750 ~ 850, 54 ~ 61) (1,200 ~ 1,400, 85 ~ 100)
11 ~ 13 180 ~ 210
M16 1.5
(1,100 ~ 1,300, 80 ~ 94) (1,800 ~ 2,100, 130 ~ 150)
160 ~ 180 260 ~ 300
M18 1.5
(1,600 ~ 1,800, 116 ~ 130) (2,600 ~ 3,000, 190 ~ 215)
220 ~ 250 360 ~ 420
M20 1.5
(2,200 ~ 2,500, 160 ~ 180) (3,600 ~ 4,200, 260 ~ 300)
290 ~ 303 480 ~ 550
M22 1.5
(2,900 ~ 3,300, 210 ~ 240) (4,800 ~ 5,500, 350 ~ 400)
370 ~ 420 610 ~ 700
M24 1.5
(3,600 ~ 4,200, 260 ~ 300) (6,100 ~ 7,000, 440 ~ 505)

NOTE
- The torques shown in the table are standard values under the following conditions :
• Nuts and bolts are made of galvanized steel bar.
• Galvanized plain steel washers are inserted.
• All nuts, bolts and plain washers are dry.
- The torques shown in the table are not applicable :
• When spring washers, toothed washers and the like are inserted.
• If plastic parts are fastened.
• If self-tapping screws or self-locking nuts are used.
• If threads and surfaces are coated with oil.
- If you reduce the torques in the table to the percentage indicated below, under the following conditions, it will
be the standard value.
• If spring washers are used : 85%
• If threads and bearing sufaces are stained with oil : 85%

00(L-HMC)-1-6 • General Information SM 709

 Group 00(L-HMC), Engine

Lubricants

Recommended Lubricants
Description OIL Q`TY(LITERS) Oil & Grease standard
TOTAL ENG OIL Q`TY 5.7 L API SM or ABOVE / SAE 5W -20 *1, *2
OIL PAN Q`TY 4.8 L 1. SAE 5W-20 engine oil is preferred regardless of
regional
ENG OIL DRAIN AND REF OIL 2. If 5W-20 engine oil is not available, secondary
5.2 L recommended engine oil can be used for
LPG 2.4L(L4KB) Q`TY
corresponding temperature range.

CHANGE INTERVAL NORMAL DRIVE 15000km(9300 mile) or 375 hour

OF OIL & OIL FILTER SEVERE DRIVE 17500 km(4600 mile) or 188 hour

Selection Of Engine Oil

Recommended ILSAC classification : GF4 OR ABOVE
Recommended API classification : SM OR ABOVE
Recommended SAE viscosity grades :

NOTE
For best performance and maximum protection of all types of operation, select only those lubricants which :
1) Satisfy the requirement of the API classification.
2) Have proper SAE grade number for expected ambient temperature range.
3) Lubricants that do not have both an SAE grade number and API service classification on the container
should not be used.

SM 709 General Information • 00(L-HMC)-1-7

 Group 00(L-HMC), Engine

Section 2

Specification and Troubleshooting

(HMC THETA 2.4 LPG)

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-1

Group 00(L-HMC), Engine

Specifications
Description Specification Limit
General
Type In-line, Double Overhead Camshaft
Number of cylinder 4
Bore 88mm
Stroke 97mm
Total displacement 2,359cc
Compression ratio 10.5 : 1
Firing order 1-3-4-2
Valve timing

Opens (BTDC) 5¶
Intake valve
Closes (ABDC) 39 ¶
Opens (BBDC) 42 ¶
Exhaust
Closes (ATDC) 6¶
Cylinder head
Flatness of gasket surface 0.05mm or less (0.02mm or less / 100 X 100)
Flatness of manifold mounting surface
Intake manifold surface 0.1mm or less
Exhaust manifold surface 0.1mm or less
Camshaft
Intake 42.70mm
Cam height
Exhaust 45.40mm

NO.1 Intake : Ժ 30mm, Exhaust : Ժ ’40mm

Journal O.D
NO.2 ~ 5 Intake, Exhaust : Ժ 24mm
NO.1 Intake : 0.020 ~ 0.057mm 0.09mm
Bearing oil clearance NO.1 Exhaust : 0.045 ~ 0.082mm 0.12mm
NO.2 ~ 5 Intake, Exhaust : 0.045 ~ 0.082mm 0.12mm
End play 0.04 ~ 0.16mm 0.24mm
Valve
Intake 113.18mm 112.93mm min
Valve length
Exhaust 105.79mm 105.74mm min
Intake 5.465 ~ 5.480mm
Stem O.D.
Exhaust 5.458 ~ 5.470mm

Face angle 45.25 ¶ ~ 45.75 ¶

00(L-HMC)-2-2 • Specification and Troubleshooting SM 709

 Group 00(L-HMC), Engine

Description Specification Limit

Intake 1.02mm
Valve head Margin
Exhaust 1.09mm

Valve stem to valve Intake 0.020 ~ 0.047mm 0.07mm max

guide clearance Exhaust 0.030 ~ 0.054mm 0.09mm max
MLA out dia 31.964 ~ 31.980mm
Tappet bore inner dia 32.000 ~ 32.025mm
MLA & Tappet bore claearance 0.020 ~ 0.061mm 0.07mm max
Valve seat
Intake 1.16 ~ 1.46mm
Width of seat contact
Exhaust 1.35 ~ 1.65mm

Intake 44.75 ¶ ~ 45.10 ¶

Seat angle
Exhaust 44.75 ¶ ~ 45.10 ¶
Length(In /
43.8 ~ 44.2mm
Valve Guide Exhaust)
In Dia 5.500 ~ 5.512mm
Valve spring
Free length 47.44mm

19.0G·G0.6kg/35.0mm
Load
39.8G· 1.2kg/26.0mm
Squareness max 1.5 ¶

Valve clearance Intake 0.17 ~ 0.23mm 0.10 ~ 0.30mm

Cold (20°C[68°F]) Exhaust 0.27 ~ 0.33mm 0.20 ~ 0.40mm
Cylinder block
Cylinder bore 88.000 ~ 88.03mm
Out-of-round and taper of cylinder bore 0.05mm or less (0.02mm or less / 100 X 100)
Piston
O.D (To set limits to new parts) 87.975~ 88.005mm
Clearance with cylinder bore 0.015 ~ 0.035mm
No.1 1.235 ~ 1.25mm 1.26mm
Ring groove width No.2 1.23 ~ 1.25mm 1.26mm
No.3(oil ring) 2.01 ~ 2.03mm 2.05mm
Piston ring
No.1 0.03 ~ 0.08mm 0.1mm
Side clearance No.2 0.05 ~ 0.08mm 0.1mm
Oil Ring 0.06 ~ 0.15mm 0.2mm

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-3

Group 00(L-HMC), Engine

Description Specification Limit

No.1 Ring 0.15 ~ 0.30mm 0.6mm
End gap No.2 Ring 0.37 ~ 0.52mm 0.7mm
Oil Ring 0.20 ~ 0.70mm 0.8mm
Piston Pin
O.D Dia 21.001 ~ 21.006mm
Piston Pin Hole Dia 21.016 ~ 21.024mm
Piston Pin Hole Clearance 0.013 ~ 0.023mm
Piston Pin Press Load 250 ~ 1250kg
Connecting Rod
Small end Dia 20.974 ~ 20.985mm
Big end Dia 51.000 ~ 51.018mm
Bending 0.05mm or less
Twist 0.1mm or less
Con rod big end to crankshaft side
0.10 ~ 0.25mm 0.35mm
clearance
Connecting Rod Bearing Oil Clearance 0.028 ~ 0.045mm 0.05mm
Crankshaft
Journal O.D. 51.942 ~ 51.960mm
Pin O.D. 47.954 ~ 47.972mm
Main Bearing Oil clearance 0.02~ 0.038mm 0.1mm
End play 0.07 ~ 0.25mm
Cooling System
Water cooled, pressurized,forced circulation
Cooling method
with mechanical fan
Thermostat
Type Wax pellet type with jiggle valve

Valve opening temperature 82G·G1.5 ¶ C

Valve Closing temperature 77 ¶ C

Full-opening temperature 95 ¶ C
Engine coolant temperature sensor
Type Heat-sensitive thermister type

20 ¶ j 2.45G·G0.14k˟
Resistance
80 ¶ j 0.3222k˟

00(L-HMC)-2-4 • Specification and Troubleshooting SM 709

 Group 00(L-HMC), Engine

Tightening Torque
Item Q`TY N.m kgf.m lb-ft
Upper oil pan bolt 9 23.5 ~ 27.4 2.4 ~ 2.8 17.4 ~ 20.2
Oil pump bolt 4 23.5 ~ 27.4 2.4 ~ 2.8 17.4 ~ 20.2
Timing chain cover bolt(M8) 9 18.6 ~ 22.5 1.9 ~ 2.3 13.7 ~ 16.6
Timing chain cover bolt(M6) 9 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2
Oil pan bolt 16 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Camshaft bearing cap bolt (M6) 16 10.8 ~ 12.7 1.1 ~ 1.3 7.9 ~ 9.4
Camshaft bearing cap bolt (M8) 4 27.4 ~ 31.4 2.8 ~ 3.2 20.3 ~ 23.1
Cylinder Head bolt 10 34.3 + 90° + 90° 3.5 + 90 ¶ + 90 ¶ 25.3 + 90 ¶ + 90 ¶
Cylinder head cover bolt 18 7.8 ~ 9.8 0.8 ~ 1.0 5.8 ~ 7.2
Crankshaft pulley bolt 1 166.6 ~ 176.4 17.0 ~ 18.0 122.9 ~ 130.1
Flywheel bolt 7 117.6 ~ 127.4 12.0 ~ 13.0 86.8 ~ 93.9
Drive plate bolt 7 117.6 ~ 127.4 12.0 ~ 13.0 86.8 ~ 93.9
Timing chain tensioner bolt 2 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Timing chain tensioner arm bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Timing chain guide bolt 3 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Camshaft sprocket bolt 2 53.9 ~ 63.7 5.5 ~ 6.5 39.7 ~ 47.0
Oil pump chain guide bolt 2 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oil pump chain tensioner arm bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Water pump bolt (8°x95) 3 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Water pump bolt (8°x70) 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Tensioner & idler bolt (10°x75) 2 39.2 ~ 44.1 4.0 ~ 4.5 28.9 ~ 32.5
Tensioner & idler bolt (10°x90) 3 39.2 ~ 44.1 4.0 ~ 4.5 28.9 ~ 32.5
Water temp control bolt 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Water temp control nut 2 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Oil level gauge assembly bolt 1 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Ignition coil bolt 4 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Intake manifold bolt 3 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Intake manifold nut 2 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Intake manifold stay bolt (front/rear) 8 18.6 ~ 27.5 1.9 ~ 2.8 13.7 ~ 20.3
Exhaust manifold heater protector bolt 3 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Exhaust manifold nut 7 49.0 ~ 53.9 5.0 ~ 5.5 36.2 ~ 39.8
Crankshaft position sensor & cover bolt 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oxygen sensor 1 39.2 ~ 49.0 4.0 ~ 5.0 28.9 ~ 36.1
Knock sensor bolt 1 18.6 ~ 23.5 1.9 ~ 2.4 13.7 ~ 17.4
Oil temperature sensor 1 19.6~ 44.1 2.0 ~ 4.0 14.5 ~ 28.9
Cam position sensor 1 9.8 ~ 11.8 1.0 ~ 1.2 7.2 ~ 8.7
Oil pressure switch 1 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7
Main bearing cap bolt 10 29.4 + 120 ¶ 3.0 + 120 ¶ 21.7 + 120 ¶
Oil filter 1 11.8 ~ 15.7 1.2 ~ 1.6 8.7 ~ 11.6
Connecting rod bearing cap bolt 8 19.6 + 90 ¶ 2.0 + 90 ¶ 14.5 + 90 ¶

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-4-1


Compression Pressure Inspection
NOTE
If there is lack of power, excessive oil con-
sumption or poor fuel economy, measure the
compression pressure
1. Warm up and stop engine. Allow the engine to warm
up to normal operating temperature(water temp
80~90°C)
2. Disconnect the injector connectors (A)
3. Remove ignition coils(B). Remove spark plugs.
Using a 16mm plug wrench, remove the 4 s/plugs.
4. Check cylinder compression pressure.
1) Insert a compression gauge into the spark plug
hole.
SM 709
Group 00(L-HMC), Engine
2) Fully open the throttle.
3) While cranking the engine, measure the
compression pressure.
NOTE
Always use a fully charged battery to obtain
engine speed of 250 rpm or more.
4) Repeat steps (1) through (3) for each cylin-
der.
NOTE
This measurement must be done in a short
time as possible.
Compression pressure :
1,283kPa (13.0kgf/່, 185psi)
Minimum pressure :G
1,135kPa (11.5kgf/່, 164psi)
Difference between each cylinder :
100kPa (1.0kgf/່˜, 15psi) or less
5) If the cylinder compression in 1 or more
cylinders is low, pour a small amount of
engine oil into the cylinder through the
spark plug hole and repeat steps (1) through
(3) for cylinders with low compression.
• If adding oil helps the compression, it is likely
that the piston rings and/or cylinder bore are
worn or damaged.
• If pressure stays low, a valve may be sticking or
seating is improper, or there may be leakage past
the gasket.
5. Reinstall spark plugs.
6. Install ignition coils.
7. Connect the injector connectors and ignition coil
connectors.
Specification and Troubleshooting • 00(L-HMC)-2-4-2
 Group 00(L-HMC), Engine

Valve Clearance and Adjustment c. Disconnect the breather hose (A).

NOTE
Inspect and adjust the valve clearance when
the engine is cold (Engine coolant tempera-
ture : 20°C (68°F)) and cylinder head is
installed on the cylinder block.

1. Remove the engine cover(A).

d. Loosen the cylinder head cover bolts and then

remove the cover(A) and gasket.

2. Remove the cylinder head cover.

a. Disconnect the ignition coil connectors(A) and
remove the ignition coils.

3. Set No.1 cylinder to TDC/compression.

a. Turn the crankshaft pulley and align its groove
with the timing mark "T" of the lower timing
chain cover.
b. Disconnect the P.C.V hose(A).

b. Check that the mark(A) of the camshaft timing

sprockets are in straight line on the cylinder head
surface as shown in the illustration. If not, turn
the crankshaft one revolution (360°)

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-7

Group 00(L-HMC), Engine

4. Inspect the valve clearance.
a. Check only the valve indicated as shown.
[No. 1 cylinder : TDC/Compression] measure the
valve clearance.
At this stage measure intake valve clearences on
no.1 & no.2 cylinder and exhaust valve cleaences
on no.1 & no.3 cylinder.
5. Adjust the intake and exhaust valve clearance.
a. Set the No.1 cylinder to the TDC/compression.
b. Marks on the timing chain and camshaft timing
sprockets
c. Remove the service hole bolt(A) of the timing
chain cover.

• Using a thickness gauge, measure the clearance

between the tappet and the base circle of cam- ! CAUTION
shaft. The bolt must not be reused once it has been
• Record the out-of-specification valve clearance assembled.
measurements. They will be used later to deter-
mine the required replacement adjusting tappet. d. Insert the SST(A) (09240-2G000) in the service
Valve clearance hole of the timing chain cover and release the
Specification ratchet.
Engine coolant temperature : 20°C [68°F]
Limit
Intake : 0.10 ~ 0.30mm (0.0039 ~ 0.0118in.)
Exhaust : 0.20 ~ 0.40mm (0.0079 ~ 0.0157in.)

b. Turn the crankshaft pulley one revolution (360°)

and align the groove with timing mark "T" of the
lower chain cover.
c. Check only valves indicated as shown. [NO. 4
cylinder : TDC/compression]. Measure the valve
clearence.

00(L-HMC)-2-8 • Specification and Troubleshooting SM 709


e. Remove the front camshaft bearing cap(A).
f. Remove the exhaust camshaft bearing cap and
exhaust camshaft
g. Remove the intake camshaft bearing cap and
intake camshaft.
! CAUTION
When disconnect the timing chain from the
camshaft timing sprocket, hold the timing
chain.
h. Tie down timing chain so that it dosen't move.
! CAUTION
Be careful not to drop anything inside timing
chain cover
i. Measure the thickness of the removed tappet
using a micrometer.
j. Calculate the thickness of a new tappet so that the
valve clearance comes within the specified value.
Valve clearance (Engine coolant temperature
: 20°C)
T. Thickness of removed tappet
A. Measured valve clearance
N. Thickness of new tappet
Intake : N = T + [A - 0.20mm(0.0079in.)]
Exhaust : N = T + [A-0.30mm (0.0118in.)]
SM 709
Group 00(L-HMC), Engine
k. Select a new tappet with a thickness as close as
possible to the calculated value.
! CAUTION
Shims are available in 47 size increments of
0.015mm (0.0006in.) from 3.00mm (0.118in.)
to 3.690mm (0.1452in.)
l. Place a new tappet on the cylinder head.
m. Hold the timing chain, and install the intake cam-
shaft and timing sprocket assembly.
n. Align the matchmarks on the timing chain and
camshaft timing sprocket.
o. Install the intake and exhaust camshaft.
p. Install the front bearing cap.
q. Install the sevice hole bolt.
Tightening torque :
11.8 ~ 14.7N.m (1.2 ~ 1.5kgf.m, 8.7 ~ 10.8lb-ft)
r. Turn the crankshaft two turns in the operating
direction (clockwise) and realign crankshaft
sprocket and camshaft sprocket timing marks(A).
s. Recheck the valve clearance.
Valve clearance (Engine coolant temperature
: 20°C)
[Specification]
Intake : 0.17 ~ 0.23mm (0.0067 ~ 0.0090in.)
Exhaust : 0.32~0.38mm(0.0126~0.0149in.)
Specification and Troubleshooting • 00(L-HMC)-2-9
Group 00(L-HMC), Engine

Troubleshooting
Symption Suspect area Remedy
Worn crankshaft bearings Replace the crankshaft and bearings as required

Engine misfire Loose or improperly engine filwheel Repair or replace the flywheel as required
with abnormal Worn piston rings
internal lower Inspect the cylinder for a loss of compression.
(Oil consumption may or may not cause the
engine noises. Repair or replace as required.
engine to misfire.)
Worn crankshaft thrust bearings Replace the crankshaft and bearings as required
Stuck valves.
Repair or replace as required
Engine misfire (Carbon buidup on the valve stem)
with abnormal
Replace the timing chain and sprocket as
valve train Excessive worn or mis-aligned timing chain
required.
noise.
Worn camshaft lobes. Replace the camshaft and valve lifters.
• Faulty or crank of cylinder head gasket or • Inspect the cylinder head and engine block for
Engine misfire other damage to the cylinder head and engine damage to the coolant passages and/or a
with coolant block cooling system. faulty head gasket.
consumption. • Coolant consumption may or may not cause • Repair or replace as required.
the engine to overheat.

Engine noise • Drain the oil.

Incorrect oil viscosity
on start-up, but • Install the correct viscosity oil.
only lasting a • Inspect the thrust bearing and crankshaft.
few seconds. Worn crankshaft thrust bearing.
• Repair or replace as required.
Low oil pressure Repair or replace as required.
Broken valve spring. Replace the valve spring.
Worn or dirty valve lifters. Replace the valve lifters.
Stetched or broken timing chain and/or damaged
Replace the timing chain and sprockets.
sprocket teeth.
Upper engine Worn timing chain tensioner, if applicable. Replace the timing chain tensioner as required
noise, Inspect the camshaft lobes.
regardless of Worn camshaft lobes. Replace the timing camshaft and valve lifters as
engine speed. required.
Inspect the valves and valve guides, then repair
Worn valve guides or valve stems.
or replace as required.
Stuck valves. (Carbon on the valve stem or valve Inspect the valves and valve guides, then repair
seat may cause the valve to stay open. or replace as required.
Worn drive belt, idler, tensioner and bearing. Replace as required

00(L-HMC)-2-10 • Specification and Troubleshooting SM 709

 Group 00(L-HMC), Engine

Symption Suspect area Remedy

Low oil pressure Repair or required
Loose or damaged flywheel. Repair or replace the flywheel.
• Inspect the oil pan.
Damaged oil pan, contacting the oil pump
• Inspect the oil pump screen.
screen.
• Repair or replace as required.
• Inspect the oil pump screen.
Oil pump screen loose, damaged or restricted.
• Repair or replace as required.
• Inspect the piston, piston pin and cylinder
Excessive piston-to-cylinder bore clearance. bore.
• Repair or replace as required.
• Inspect the piston, piston pin and the con-rod.
Lower engine Excessive piston pin-to-piston clearance
noise, • Repair or replace as required.
regardless of Inspect the following components and repair or
engine speed replace as required.
Excessive connecting rod bearing clearance • The connecting rod bearings.
• The connecting rods.
• The crankshaft pin journals.
Inspect the following components, and repair or
replace as required.
Excessive crankshaft bearing clearance • The crankshaft bearings.
• The crankshaft main journals.
• The cylinder block
• Verify the piston pins and connecting rods are
Incorrect piston, piston pin and connecting rod
installed correctly.
installation
• Repair as required.
Low oil pressure Repair or replace as required.
Inspect the following components and repair or
replace as required.
Excessive connecting rod bearing clearance • The connecting rod bearings.
• The connecting rods.
Engine noise
• The crankshaft
under load
• Inspect the following components and repair or
replace as required.
Excessive crankshaft bearing clearance • The crankshaft bearings.
• The crankshaft main journals.
• The cylinder block.

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-11

Group 00(L-HMC), Engine

Symption Suspect area Remedy

• Remove spark plugs and check for fluid.
Hydraulically locked cylinder • Inspect for broken head gasket.
• Coolant/antifreeze in cylinder. • Inspect for cracked engine block or cylinder
• Oil in cylinder. head.
• Fuel in cylinder • Inspect for a sticking fuel injector and/or leak-
ing fuel regulator.
• Inspect timing chain and gears.
Broken timing chain and/or timing chain gears.
• Repair as required.
Engine will not
Material in cylinder
crank-
crankshaft will • Broken valve Inspect cylinder for damaged components and/or
not rotate • Piston material foreign materials.
• Fuel in cylinder
• Inspect crankshaft and connecting rod bearing.
Seized crankshaft or connecting rod bearings.
• Repair as required.
• Inspect connecing rods.
Bent or broken connecting rod.
• Repair as required.
• Inspect crankshaft.
Broken crankshaft
• Repair as required.

00(L-HMC)-2-12 • Specification and Troubleshooting SM 709

 Group 00(L-HMC), Engine

Special service tools

Tool (Number and name) Illustration Use

Crankshaft front oil seal installer Installation of the front oil seal
(09214-3K000) A : 09214-3K000
(09231-H1100) B : 09231-H1100

Valve stem oil seal installer

Installation of the valve stem oil seal
(09222-4A000)

Valve spring compressor & holder Removal and installation of the intake
(09222-3K000) or exhaust valve
(09222=3K100) (09231-3K100)

Installation of the crankshaft rear oil

Crankshaft rear oil seal installer
seal
(09214-3K100)
A : 09214-3K100
(09231-H1100)
B : 09231-H1100

Flywheel stopper Holds flywheel so that engine dosen't

(09231-3K000) turn/move.

Torque angle adapter Installtion of bolts & nuts needing an

(09221-4A000) angular method of adjustment.

Oil pan remover

Oil pan separation/ removal
(09215-3C000)

SM 709 Specification and Troubleshooting • 00(L-HMC)-2-13

 Group 00(L-HMC), Engine

Section 3

Disassembly and Reassembly

(HMC THETA 2.4 LPG)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-1

Group 00(L-HMC), Engine

TIMING SYSTEM

Component

1. Cylinder head cover 7. Crankshaft sprocket

2. Exhaust camshaft sprocket 8. Oil jet
3. Intake camshaft sprocket 9. Timing chain tensioner
4. Timing chain 10. Timing chain cover
5. Timing chain tensioner arm 11. Oil pan
6. Timing chain guide

00(L-HMC)-3-2 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

1. Oil pump module 4. Oil pump sproket

2. Cylinder block 5. Oil pump chain guide
3. Oil pump chain 6. Mechanical tensioner assy-o/p chain

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-3

Group 00(L-HMC), Engine

Removal ! CAUTION
1. Disconnect the battery nagative cable. Place wooden block between the jack and
engine oil pan
2. Remove the engine cover (A).

3. Set No.1 cylinder to TDC/compression

5. Remove the alternator & water pump pulley belt

(A).

6. Remove the water pump pulley(B) & fan pulley(C).

7. Remove the bracket(D) fan pulley & fan pulley ten-

sioner(E).

8. Remove the crank pulley(F) & alternator(G).

4. Drain the engine oil, and then set a jack to the oil
9. Remove the PCV hose (A).
pan.

00(L-HMC)-3-4 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

10. Disconnect the ignition coil connectors (A). 13. Remove the oil pan (A).

! CAUTION
11. Remove the ignition coils (A). Be careful not to damage the contact surfaces
of cylinder block and oil pan

14. Remove the timing chain cover (A) by gently prying

the portions between the cylinder head and cylinder
block.

12. Remove the cylinder head cover (A).

! CAUTION
Be careful not to damage the contact surfaces
of cylinder block, cylinder head and timing
chain cover.

15. The key of crankshaft should be aligned with the

mating face of main bearing cap. As a result of this,
the piston of No.1 cylinder is placed at the top dead
center on compression stroke.

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-5

Group 00(L-HMC), Engine

16. Install a set pin after compressing the timing chain 20. Remove the timing chain oil jet (A).
tensioner.
21. Remove the crankshaft chain sprocket (B).

17. Remove the timing chain tensioner (A) and timing

chain tensioner arm (B).
22. Remove the oil pump chain
(Refer to Lubrication system in this group)

Inspection
Sprockets, Hydraulic Tensioner, Chain Guide,
Tensioner Arm
1. Check the cam sprocket, crankshaft sprocket teeth
for abnormal wear, cracks or damage. Replace if nec-
essary.

2. Check a contact surface of the chain tensioner arm

and guide for abnormal wear, cracks or damage.
18. Remove the timing chain.
Replace if necessary.
19. Remove the timing chain guide (A).
3. Check the hydraulic tensioner for its piston stroke
and ratchet operation. Replace if necessary.

Belt, Idler, Pulley

1. Check the idler for excessive oil leakage, abnormal
rotation or vibration. Replace if necessary.

2. Check belt for maintenance and abnormal wear of V-

ribbed part. Replace if necessary.

3. Check the pulleys for vibration in rotation, oil or dust

deposit of V-ribbed part. Replace if necessary.

00(L-HMC)-3-6 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Installation assembly (D).

The timing mark of each sprockets should be
1. Install the crankshaft chain sprocket (B). matched with timing mark (color link) of timing
chain at installing timing chain.
2. Install the timing chain oil jet (A).
Tightening torque :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)

6. Install the timing chain tensioner arm (B).

Tightening torque :
3. Set crankshaft that the key of crankshaft should be 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)
aligned with the mating surface of main bearing cap.
Put the intake, exhaust camshaft assembly that the 7. Install the timing chain auto tensioner (A) and
TDC mark of intake sprocket and exhaust sprocket remove the set pin.
should be aligned with the top surface of cylinder
Tightening torque :
head. As a result of this, place the piston on No.1
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)
cylinder at the top dead center on compression
stroke.

4. Install the timing chain guide (A).

Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

5. Install the timing chain.

To install the timing chain with no slack between
each shaft (cam, crank), follow the below procedure.
Crankshaft sprocket (A) ˧ Timing chain guide (B)
˧ Intake Camsprocket(C) ˧ Exhaust cam sprocket

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-7

Group 00(L-HMC), Engine
8. After rotating crankshaft 2 revolutions in regular
direction (clockwise viewed from front), confirm the
timing mark.
9. Install timing chain cover.
a) Using a gasket scraper, remove all the old pack-
ing material from the gasket surfaces.
b) The sealant locations on chain cover and on
counter parts (cylinder head, cylinder block, and
ladder frame) must be free of engine oil and ETC.
c) Before assembling the timing chain cover, the
liquid sealant Loctite 5900H or THREEBOND
1217H should be applied on the gap between cyl-
inder head and cylinder block.
The part must be assembled within 5 minutes
after sealant was applied.
Bead width : 3.0mm(0.12in.)
d) After applying liquid sealant Loctite 5900H on
timing chain cover. The part must be assembled
within 5 minutes after sealant was applied. Seal-
ant should be applied without discontinuity.
Bead width : 3.0mm(0.12in.)
e) The dowel pins on the cylinder block and holes
on the timing chain cover should be used as a ref-
erence in order to assemble the timing chain
cover to be in exact position.
Tightening torque :
M6 : 7.8 ~9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~7.2lb-ft)
M8 : 18.6~22.5N.m(1.9~2.3kgf.m, 13.7~16.6lb-ft)
00(L-HMC)-3-8 • Disassembly and Reassembly
f) The firing and/or blow out test should not be per-
formed within 30 minutes after the timing chain
cover was assembled.
10. Install the oil pan
a) Using a gasket scraper, remove all the old pack-
ing material from the gasket surfaces.
b) Before assembling the oil pan, the liquid sealant
Loctite 5900H or THREEBOND 1217H should
be applied on oil pan. The part must be assembled
within 5 minutes after the sealant was applied.
! CAUTION
When applying sealant gasket, sealant must
not be protruded into the inside of oil pan.
To prevent leakage of oil, apply sealant gas-
ket to the inner threads of the bolt holes
c) Install the oil pan (A). Uniformly tighten the
bolts.
Tightening torque :
M8 (B) : 26.5~30.4N.m( 2.7~3.1kgf.m, 19.5~22.4lb-ft)
M6 (C) : 9.8~1.8N.m (1.0~1.2kgf.m, 7.2 ~8.7lb-ft)
SM 709
 Group 00(L-HMC), Engine

! CAUTION
Do not reuse cylinder head cover gasket.
d) After assembly, wait at least 30 minutes before
filling the engine with oil. 12. Install the ignition coils (A).
11. Install the cylinder head cover. Tightening torque :
a) The hardened sealant located on the upper area 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft
between timing chain cover and cylinder head
should be removed before assembling cylinder
head cover.
b) After applying sealant (Loctite 5900H), it should
be assembled within 5 minutes.
Bead width : 2.5mm(0.1in.)

13. Connect the ignition coil connectors (A).

c) The firing and/or blow out test should not be per-

formedassembled. within 30 minutes after the
cylinder head cover was assembled.
d) Install the cylinder head cover bolts as following
method
Tightening torque :
Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft)
Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-9

Group 00(L-HMC), Engine

14. Install the PCV hose (A). 18. Install the fan pulley bracket (D).
Tightening torque :
42.14~53.9N.m (4.3~5.5kgf.m, 30.96~39.60lb-ft)

19. Install the fan pulley (E).

Tightening torque :
18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)

20. Install the fan pulley tensioner (F).

Tightening torque :
18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)

21. Install the alternator (G).

22. Install the alternator & water pump pulley belt (H).
Belt tension gauge method :
Attach the belt tension gauge to the belt and measure
the tension. Follow the gauge manufacturer's instruc-
tions.
Tension
Used Belt : 340~490 N (35~50 kgf, 77~110 lbf)
New Belt : 690~880 N (70~90 kgf, 150~200 lbf)

23. Install the engine cover (A).

15. Install the crankshaft pulley (A).

Tightening torque :
166.6~176.4N.m (17.0~18.0kgf.m, 122.9~130.1lb-ft)

! CAUTION
Use the SST(flywheel stopper, 09231-3K000)
to install the crankshaft pulley bolt, after
remove the starter.

16. Install the water pump pulley (B).

Tightening torque :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)

17. Install the idler (C).

Tightening torque :
53.9~63.7N.m (5.5~6.5kgf.m, 39.7~47.0lb-ft)

00(L-HMC)-3-10 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

CYLINDER HEAD ASSEMBLY

Components

1. Camshaft bearing cap
2. Camshaft front bearing cap
3. Exhaust camshaft
4. Intake camshaft
5. Exhaust camshaft sprocket
6. Intake camshaft sprocket
7. MLA
8. Retainer lock
9. Retainer
10. Valve spring
11. Valve stem seal
12. Valve
13. Cylinder head
14. Cylinder head gasket

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-11

Group 00(L-HMC), Engine

Removal
Engine removal is not required for this procedure

! CAUTION
• To avoid damaging the cylinder head, wait
until the engine coolant temperature drops
below normal temperature before remov-
ing it.
• When handling a metal gasket, take care
not to fold the gasket or damage the con-
tact surface of the gasket.
• To avoid damage, unplug the wiring con-
nectors carefully while holding the connec- 4. Disconnect the ignition coil connectors (A).
tor portion.

NOTE
• Mark all wiring and hoses to avoid miscon-
nection.
• Turn the crankshaft pulley so that the No1
piston is at top dead center(See page tim-
ing)
1. Remove the engine cover (A).

5. Remove the ignition coil 4ea (A)

2. Remove the water temp control assembly (A).

6. Remove the cylinder head cover (A).

3. Remove the intake manifold(A), Exhaust mani-

fold(B)

00(L-HMC)-3-12 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

7. Remove the timing chain. 3) Remove the cam shaft (A).

(Refer to Timing system in this group)

8. Remove the intake & exhaust camsprocket.

10. Remove the cylinder head bolts, then remove the cyl-
inder head.
1) Using triple square wrench, uniformly loosen
and remove the 10 cylinder head bolts, in several
passes, in the sequence shown.Remove the 10
9. Remove the cam shaft. cylinder head bolt and plat washers
1) Remove the front cam shaft bearing cap (A).

! CAUTION
2) Remove camshaft bearing cap (A), in the
Head warpage or crack could result from
sequence shown.
removing bolts in an incorrect order.

2) Lift the cylinder head from the dowels on the

cylinder block and place the cylinder head on
wooden blocks on a bench.

! CAUTION
Be careful not to damage the contact surfaces
of the cylinder head and cylinder block

11. Remove the cylinder head gasket

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-13

Group 00(L-HMC), Engine

Disassembly Inspection
NOTE Cylinder Head
Identify MLA(Mechanical Lash Adjuster),
valves, valve springs as they are removed so 1. Inspect for flatness.
that each item can be reinstalled in its origi- Using a precision straight edge and feeler gauge,
nal position. measure the surface the contacting the cylinder block
and the manifolds for warpage.
1. Remove MLAs(A).
Flatness of cylinder head gasket surface
Standard : Less than 0.05mm(0.002in.)
Flatness of manifold gasket surface
Standard : Less than 0.10mm(0.004in.)

2. Remove valves.
1) Using SST(09222-3K000, 09222-3K100), com-
press the valve spring and remove retainer lock.

2. Inspect for cracks.

Check the combustion chamber, intake ports, exhaust
2) Remove the spring retainer. ports and cylinder block surface for cracks. If
3) Remove the valve spring. cracked, replace the cylinder head.

4) Remove the valve.

5) Using needle-nose pliers, remove the valve stem Valve And Valve Spring
seal. 1. Inspect valve stems and valve guides.
1) Using a caliper gauge, measure the inside diame-
ter of the valve guide.
Valve guid I.D.
Intake / Exhaust : 5.500 ~ 5.512mm
(0.216 ~ 0.217in.)

00(L-HMC)-3-14 • Disassembly and Reassembly SM 709


2) Using a micrometer, measure the diameter of the
valve stem.
Valve guid I.D.
Intake : 5.465 ~ 5.480mm (0.2151 ~ 0.2157in.)
Exhaust : 5.458 ~ 5.470mm (0.2149 ~ 0.2153in)
3) Subtract the valve stem diameter measurement
from the valve guide inside diameter measure-
ment
Valve stem-to-guide clearance
[Standard]
Intake : 0.020 ~ 0.047mm (0.0008 ~ 0.0018in.)
Exhaust : 0.030 ~ 0.054mm (0.0012 ~ 0.0021in.)
[Limit]
Intake : 0.07mm (0.0027in.)
Exhaust : 0.09mm (0.0035in.)
If the clearance is greater than maximum,
replace the valve and valve guide.
2. Inspect valves.
1) Check the valve is ground to the correct valve
face angle.
2) Check that the surface of the valve for wear.
SM 709
Group 00(L-HMC), Engine
3) Check the valve head margin thickness. If the
margin thickness is less than minimum, replace
the valve.
Margin
[Standard]
Intake : 1.02mm(0.0401in.)
Exhaust : 1.09mm(0.0429in.)
4) Check the valve length.
Valve stem-to-guide clearance
[Standard]
Intake : 113.18mm (4.456in.)
Exhaust : 105.79mm (4.165in.)
[Limit]
Intake : 112.93mm (4.446in.)
Exhaust : 105.64mm (4.159in.)
5) Check the surface of the valve stem tip for wear.
If the valve stem tip is worn, replace the valve.
3. Inspect valve seats
Check the valve seat for evidence of overheating and
improper contact with the valve face.
Replace the seat if necessary.
Before reconditioning the seat, check the valve guide
for wear. If the valve guide is worn, replace it, then
recondition the seat. Recondition the valve seat with
a valve seat grinder or cutter. The valve seat contact
width should be within specifications and centered
on the valve face.
4. Inspect valve springs
1) Using a steel square, measure the out- of-square
of the valve spring
2) Using a vernier calipers, measure the free length
of the valve spring.
Valve spring
[Standard]
Free height : 47.44mm (1.8677in.)
Out-of-square : 1.5°
Disassembly and Reassembly • 00(L-HMC)-3-15
Group 00(L-HMC), Engine

If the free length is not as specified, replace the If the cam lobe height is less than standard, replace
valve spring. the camshaft.

2. Inspect camshaft journal clearance.

MLA 1) Clean the bearing caps and camshaft journals.
1. Inspect MLA. 2) Place the camshafts on the cylinder head.
Using a micrometer, measure the MLA outside diam-
eter. 3) Lay a strip of plastigage across each of the cam-
shaft journal.
MLA O.D.
Intake/Exhaust : 31.964 ~ 31.980mm
(1.2584 ~ 1.2590in.)

2. Using a caliper gauge, measure MLA tappet bore

inner diameter of cylinder head.
Tappet bore I.D.of cylinder head
Intake/Exhaust : 32.000 ~ 32.025mm
(1.2598 ~ 1.2608in.)

3. Subtract MLA outside diameter measurement from

tappet bore inside diameter measurement.
4) Install the bearing caps.
MLA to tappet bore clearance
[Standard] ! CAUTION
Intake/Exhaust : 0.020 ~ 0.061mm
Do not turn the camshaft.
(0.0008 ~ 0.0024in.)
[Limit]
5) Remove the bearing caps.
Intake/Exhaust : 0.07mm(0.0027in.)
6) Measure the plastigage at its widest point.

Camshaft <Bearing oil clearance>

[Standard value]
1. Inspect cam lobes. Intake
Using a micrometer, measure the cam lobe height. No.1.2,3,4,5, journal : 0.045 ~ 0.082mm
MLA to tappet bore clearance (0.0018 ~ 0.0032in.)
[Standard value] Exhaust
Intake : 42.6~42.8mm (1.6771 ~ 1.1.6850in.) No.1. 2,3,4,5, journal : 0.045 ~ 0.082mm
Exhaust : 45.3~45.5mm (1.7834 ~ 1.7913in.) (0.0017 ~ 0.0032in.)
[Limit]
Intake / Exhaust
No.1.2,3,4,5 journal : 0.12mm (0.0047in.)

00(L-HMC)-3-16 • Disassembly and Reassembly SM 709


If the oil clearance is greater than maximum,
replace the camshaft. If necessary, replace cylin-
der head.
7) Completely remove the plastigage.
8) Remove the camshafts.
3. Inspect camshaft end play.
1) Install the camshafts.
2) Using a dial indicator, measure the end play
while moving the camshaft back and forth.
Camshaft end play
[Standard value] : 0.04~0.16mm
(0.0016 ~ 0.0063)
[Limit] : 0.18mm (0.007087in.)
If the end play is greater than maximum, replace
the camshaft. If necessary, replace cylinder head
3) Remove the camshafts.
SM 709
Group 00(L-HMC), Engine
Reassembly
NOTE
• Thoroughly clean all parts to be assembled.
• Before installing the parts, apply fresh
engine oil to all sliding and rotating sur-
faces.
• Replace oil seals with new ones.
1. Install valves.
1) Using SST(09222-4A000), push in a new oil
seal.
! CAUTION
• Do not reuse old valve stem seals.
• Incorrect installation of the seal could
result in oil leakage past the valve guides.
2) Install the valve, valve spring and spring
retainer.
! CAUTION
Place valve springs so that the side coated
with enamel the spring and install the
retainer locks. After installing the valves,
ensure that the retainer locks are correctly in
place before releasing the valve spring com-
pressor.
3) Using the SST(09222-3K000, 09222-3K100),
compress the spring and install the retainer
locks. After installing the valves, ensure that the
Disassembly and Reassembly • 00(L-HMC)-3-17
Group 00(L-HMC), Engine
retainer locks are correctly in place before
releasing the valve spring compressor.
4) Lightly tap the end of each valve stem two or
three times with the wooden handle of a hammer
to ensure proper seating of the valve and retainer
lock.
2. Install MLAs.
Check that the MLA rotates smoothly by hand.
! CAUTION
MLA can be reinstalled in its original posi-
tion.
! CAUTION
• Thoroughly clean all parts to be assembled.
• Always use a new head and manifold gas-
ket.
• The cylinder head gasket is a metal gasket.
Take care not to bend it.
• Rotate the crankshaft, set the No.1 piston
at TDC.
00(L-HMC)-3-18 • Disassembly and Reassembly
3. Install OCV filter
! CAUTION
Keep the OCV filter clean.
4. Install the cylinder head gasket(A) on the cylinder
block.
! CAUTION
• Be careful of the installation direction.
• Apply liquid gasket (Loctite 5900H) on the
mark (B).
• After applying sealant, assemble the cylin-
der head in five minutes.
5. Place the cylinder head carefully in order not to dam-
age the gasket with the bottom part of the end.
6. Install cylinder head bolts.
a) Apply a light coat if engine oil on the threads and
under the heads of the cylinder head bolts.
SM 709
 Group 00(L-HMC), Engine

b) Using hexagon wrench, install and tighten the 10

cylinder head bolts and plate washers, in several
passes, in the sequence shown.
Tightening torque :
34.3N.m (3.5kgf.m, 25.3lb-ft) + 90°+ 90°

9. Install the timing chain.(see ˧ timing system)

10. Check and adjust valve clearance

(see ˧ general adjustment).

11. Install the spark plug 4ea

! CAUTION
Always use new cylinder head bolt.
7. Install the camshafts (A)
Tightening torque :
19.6 ~ 29.4N.m (2.0 ~ 3.0 kgf.m,14.46 ~ 21.7 lb-ft)
12. Install the cylinder head cover bolts as following
method.
Tightening torque :
Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft)
Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)

! CAUTION
Apply a light coat of engine oil on camshaft
journals 13. Install the intake manifold(A)
Tightening torque :
8. Install camshaft bearing caps in their proper loca-
Bolt : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)
tions, Tightening order: Group (A)->Group(B)-
Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)
>Group(C)
Tightening torque : 14. Install the exhaust manifold(B)
Step 1 : M6 : 5.9N.m( 0.6kgf.m, 4.3lb-ft)
Tightening torque :
M8 : 14.7N.m( 1.5kgf.m, 10.8lb-ft)
Nut : 49~ 53.9Nm(5.0~ 5.5kgf.m.36.2 ~ 39.8lbf.ft)
Step 2 : M6 : 10.8~12.7N.m(1.1~1.3kgf.m, 7.9~9.4lb-ft)
M8 : 27.5~31.4N.m(2.8~3.2kgf.m, 20.3~23.1lb-ft)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-19

Group 00(L-HMC), Engine

17. Connect the ignition coil connectors (A).

18. Install the engine cover (A).

15. Install the water temp control assembly (A).
Tightening torque :
Bolt : 14.7~21.56Nm(1.5~2.2kgf.m.10.84~15.9lbf.ft)
Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)

Tightening torque :
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

16. Install the ignition coils (A).

Tightening torque :
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

00(L-HMC)-3-20 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

CYLINDER BLOCK ASSEMBLY

Components

1. Piston ring 5. Piston pin

2. Piston 6. Connecting rod lower bearing
3. Connecting rod 7. Connecting rod bearing cap
4. Connecting rod upper bearing 8. Ladder frame

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-21

Group 00(L-HMC), Engine

1. Crankshaft upper bearing 4. Crankshaft lower bearing

2. Thrust bearing 5. Main bearing cap
3. Crankshaft

00(L-HMC)-3-22 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Disassembley 7. Remove the alternator bracket (A).

1. Remove the start motor (A).

8. Remove oil level gauge assembly(A).

2. Remove the flywheel (A).

3. Remove the flywheel housing (B).

9. Remove knock sensor(A).

4. Remove the timing systems(see : timing system)

5. Remove the cylinder head(see : cylinder head assem-

bly)

6. Remove the alternator(A).

10. Remove oil pressure sensor(A).

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-23

Group 00(L-HMC), Engine

11. Remove CKP sensor(A). 2) Push the piston, connecting rod assembly and
upper bearing through the top of the cylinder
block
NOTE
• Keep the bearings, connecting rod and cap
together.
• rrange the piston and connecting rod
assemblies in the correct order.

17. Remove crankshaft bearing cap and check oil clear-

ance.

18. Check the crankshaft end play.

12. Remove the water pump(A)
19. Lift the crankshaft(A) out of the engine, being care-
ful not to damage journals.

13. Remove the oil pump(A) and ladder frame(B).

NOTE
Arrange the main bearings and thrust bear-
ings in the correct order.

20. Check fit between piston and piston pin. Try to move
the piston back and forth on the piston pin. If any
movement is felt, replace the piston and pin as a set.

21. Remove piston rings.

1) Using a piston ring expander, remove the 2 com-
pression rings.
2) Remove 2 side rails and the spacer by hand.
14. Check the connecting rod end play.
NOTE
15. Remove the connecting rod caps and check oil clear- Arrange the piston rings in the correct order
ance. only.

16. Remove piston and connecting rod assemblies. 22. Disconnect connecting rod from piston.
1) Using a ridge reamer, remove all the carbon
from the top of the cylinder.

00(L-HMC)-3-24 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Inspection

Connecting Rod And Crankshaft

1. Check the connecting rod end play.
Using a feeler gauge, measure the end play while
moving the connecting rod back and forth.
Standard end play : 0.1~0.25mm(0.004~0.010in.)
Maximum end play : 0.35mm(0.0138in.)

9) If the plastigage measures too wide or too nar-

row, remove the upper half of the bearing, install
a new, complete bearing with the same color
mark (select the color as shown in the next col-
umn), and recheck the clearance.

! CAUTION
Do not file, shim, or scrape the bearings or
the caps to adjust clearance.

10) If the plastigage shows the clearance is still

1) If out-of-tolerance, install a new connecting rod.
2) If still out-of-tolerance, replace the crankshaft.
2. Check the connecting road bearing oil clearance.
1) Check the matchmarks on the connecting rod
and cap are aligned to ensure correct reassembly.
2) Remove 2 connecting rod cap bolts.
3) Remove the connecting rod cap and bearing half.
4) Clean the crank pin and bearing.
5) Place plastigage across the crank pin.
6) Reinstall the bearing half and cap, and torque the
bolts.
7) Remove 2 bolts, connecting rod cap and bearing
<Connecting Rod Mark Location>
half.
Tightening torque :
19.6N.m (2.0kgf.m, 14.46lb-ft) + 90°
incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
NOTE
If the proper clearance cannot be obtained
by using the appropriate larger or smaller
bearings, replace the crankshaft and start
over.
! CAUTION
If the marks are indecipherable because of
an accumulationof dirt and dust, do not
scrub them with a wire brush or scraper.
Clean them only with solvent or detergent.

NOTE
Do not turn the crankshaft.

8) Measure the plastigage at its widest point.

Standard oil clearance
0.028 ~ 0.046mm(0.0011 ~ 0.0018in.)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-25

Group 00(L-HMC), Engine

<Discrimination Of Connecting Rod> <Discrimination Of Connecting Rod Bearing>

Class Mark Inside Diameter Class
51.000 ~ 51.006 mm
a A
(2.0079 ~ 2.0081 in.)
51.006 ~ 51.012 mm
b B
(2.0081 ~ 2.0083 in.)
51.012 ~ 51.018 mm
c C
(2.0083 ~ 2.0085 in.)
<Crankshaft Pin Mark Location>
Mark Thickness Of Bearing
1.517 ~ 1.520 mm
AA BLUE
(0.0597 ~0.0598 in.)
1.514 ~ 1.517 mm
A BLACK
(0.0596 ~ 0.0597 in.)
1.511 ~ 1.514 mm
B NONE
(0.0595 ~ 0.0596 in.)
1.508 ~ 1.511 mm
C GREEN
(0.0594 ~ 0.0595 in.)
1.505 ~ 1.508 mm
D YELLOW
(0.0593 ~ 0.0594 in.)

11) Selection
Connecting
Crankshaft Assembing
Rod
Indentification Classification Of
Indentification
Mark Bearing
Mark
a (A) D (YELLOW)
I (1) b (B) C (GREEN)
<Discrimination Of Crankshaft>
c (C) B (NONE)
Class Mark Outside Diameter Of Pin
a (A) C (GREEN)
47.966 ~ 47.972 mm
I 1 II (2) b (B) B (NONE)
(1.884 ~ 1.8886 in.)
c (C) A (BLACK)
47.960 ~ 47.966 mm
II 2
(1.8881 ~ 1.8884 in.) a (A) B (NONE)
47.954 ~ 47.960 mm III (3) b (B) A (BLACK)
III 3
(1.8879 ~ 1.8881 in.) c (C) AA (BLUE)

<Place Of Identification Mark (Connecting Rod
Bearing) >
3. Check the crankshaft bearing oil clearance.
1) To check main bearing-to-journal oil clearance,
remove the main caps and bearing halves.
2) Clean each main journal and bearing half with a
clean shop tower.
3) Place one strip of plastigage across each main
journal.
4) Reinstall the bearings and caps, then torque the
bolts.
Tightening torque
29.4N.m(3.0kgf.m,21.7)+120°

NOTE
Do not turn the crankshaft.

00(L-HMC)-3-26 • Disassembly and Reassembly SM 709


5) Remove the cap and bearing again, and measure
the widest part of the plastigage.
Standard oil clearance
0.02~0.048mm(0.0008 ~ 0.0015in.)
6) If the plastigage measures too wide or too nar-
row, remove the upper half of the bearing, install
a new, complete bearing with the same color
mark (select the color as shown in the next col-
umn), and recheck the clearance.
! CAUTION
Do not file, shim, or scrape the bearings or
the caps to adjust clearance.
7) If the plastigage shows the clearance is still
incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
NOTE
If the proper clearance cannot be obtained
by using the appropriate larger or smaller
bearings, replace the crankshaft and start
over.
! CAUTION
If the marks are indecipherable because of
an accumulation of dirt and dust, do not
scrub them with a wire brush or scraper.
Clean them only with solvent or detergent.
<Connecting Rods>
• When reinstalling, make sure that cylinder num-
bers put on the connecting rod and cap at disassem-
bly match. When a new connecting rod is installed,
make sure that side.the notches for holding the
bearing in place are on the same
SM 709
Group 00(L-HMC), Engine
• Replace the connecting rod if it is damaged on the
thrust faces at either end. Also if step wear or a
severely rough surface of the inside diameter of the
small end is apparent, the rod must be replaced as
well.
• Using a connecting rod aligning tool, check the rod
for bend and twist. If the measured value is close to
the repair limit, correct the rod by a press. Any
connecting rod that has been severely bent or dis-
torted should be replaced.
Allowable bend of connecting rod :
0.05mm / 100mm (0.0020 in./3.94 in.) or less
Allowable twist of connecting rod :
0.1mm / 100mm (0.0039 in./3.94 in.) or less
<Crankshaft bore mark location>
• Letters have been stamped on the block as a mark
for the size of each of the 5 main journal bores.
• Use them, and the numbers or bar stamped on the
crank (marks for main journal size), to choose the
correct bearings
<Discrimination Of Cylinder Block>
Class Mark Inside Diameter
56.000 ~ 56.006 mm
a A
(2.2047 ~ 2.2049 in.)
56.006 ~ 56.012 mm
b B
(2.2049 ~ 2.2052 in.)
56.012 ~ 56.018 mm
c C
(2.2052 ~ 2.2054 in.)
Disassembly and Reassembly • 00(L-HMC)-3-27
Group 00(L-HMC), Engine

<Crankshaft Journal Mark Location> <Selection>

Crankshaft
Crankshaft Assembing
Bore
Indentificati Classification
Indentification
on Mark Of Bearing
Mark
a (A) D (YELLOW)
I (1) b (B) C (GREEN)
c (C) B (NONE)
a (A) C (GREEN)

NOTE II (2) b (B) B (NONE)

Conform to read stamping order as shown c (C) A (BLACK)
arrow direction from #1. a (A) B (NONE)
III (3) b (B) A (BLACK)
<Discrimination Of Crankshaft>
c (C) AA (BLUE)
Class Mark Outside Diameter Of Journal
51.954 ~ 251.960 mm 4. Check crankshaft end play.
I 1
(2.0454 ~ 2.0456 in.)
Using a dial indicator, measure the thrust clearance
51.948 ~ 51.954 mm while prying the crankshaft back and forth with a
II 2
(2.0452 ~ 2.0454 in.) screwdriver.
51.942 ~ 51.948 mm Standard end play
III 3
(2.0449 ~ 2.0452 in.) 0.07 ~ 0.25mm (0.0027 ~ 0.0098in.)
Limit : 0.30mm (0.0118in.)
<Place Of Identification Mark (Crankshaft Bearing)>

<Discrimination Of Crankshaft Bearing>

If the end play is greater than maximum, replace the
Class Mark Thickness Of Bearing
thrust bearings as a set.
2.026 ~ 2.029 mm
AA BLUE
(0.0797 ~0.0798 in.) Thrust bearing thickness
1.925 ~ 1.965mm(0.0758 ~ 0.07736in.)
2.023 ~ 2.026 mm
A BLACK
(0.0796 ~ 0.0797 in.)
5. Inspect main journals and crank pins Using a
2.020 ~ 2.023 mm micrometer, measure the diameter of each main jour-
B NONE
(0.0795 ~ 0.0796 in.) nal and crank pin.
2.017 ~ 2.020 mm Main journal diameter :
C GREEN
(0.0794 ~ 0.0795 in.) 51.942 ~ 51.960mm (2.0449 ~ 2.0456in.)
2.014 ~ 2.017 mm Crank pin diameter :
D YELLOW
(0.0793 ~ 0.0794 in.)
47.954 ~ 47.972mm (1.8879 ~ 1.8886in.)

00(L-HMC)-3-28 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

If deep scratches are present, replace the cylinder

block. Inspect cylinder bore diameter

5. Using a cylinder bore gauge, measure the cylinder

bore diameter at position in the thrust and axial direc-
tions
Standard diameter
88.00 ~ 88.03mm (3.4645 ~ 3.4657in.)

Cylinder Block
NOTE
1. Remove gasket material. Measure position (from the bottom of the cyl-
Using a gasket scraper, remove all the gasket mate- inder block) : 110.7mm(4.3582in.) /
rial from the top surface of the cylinder block. 160mm(6.2992in.) / 210mm(8.2677in.)
2. Clean cylinder block 6. Check the cylinder bore size code on the cylinder
Using a soft brush and solvent, thoroughly clean the block.
cylinder block.

3. Inspect top surface of cylinder block for flatness.

Using a precision straight edge and feeler gauge,
measure the surface contacting the cylinder head gas-
ket for warpage.
Flatness of cylinder block gasket surface
Standard : Less than 0.05mm
(max 0.02mm /100 x100mm)
(max 0.000787in/ 3.937 x 3.937in)

Cylinder bore inner

Class Size code
diameter
88.00 ~ 88.01 mm
A
(3.4645 ~ 3.4649 in.)
88.01 ~ 88.02 mm
B
(3.4649~ 3.4653 in.)
88.02 ~ 88.03 mm
C
(3.4653 ~ 3.4657 in.)
4. Inspect cylinder bore diameter
Visually check the cylinder for vertical scratchs.

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-29

Group 00(L-HMC), Engine

7. Check the piston size code on the piston top face.
2. The standard measurement of the piston outside
diameter is taken 14 mm (0.55 in.) from the top land
of the piston
Standard diameter
87.975 ~ 88.005mm (3.4635 ~ 3.4647in.)

NOTE
Stamp the grade mark of basic diameter with
rubber stamp.

<Piston Outer Diameter>
Cylinder bore inner
Class Size code
diameter
87.97 ~ 87.98 mm
A A
(3.4633 ~ 3.4637 in.)
87.98 ~ 87.99 mm
B None
(3.4637~ 3.4664 in.)
87.99 ~ 88.00mm
C C
(3.4641 ~ 3.4645 in.)
8. Select the piston related to cylinder bore class.
Clearance :
0.015 ~ 0.035mm (0.00059 ~ 0.00137in.)
3. Calculate the difference between the cylinder bore
diameter and the piston diameter.
Piston-to-cylinder clearance
0.015 ~ 0.035mm(0.00059 ~ 0.00137in.)
4. Inspect the piston ring side clearance.
Using a feeler gauge, measure the clearance between
new piston ring and the wall of the ring groove.
Piston ring side clearance
Standard
No.1 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.)
No.2 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.)
Oil ring : 0.06 ~ 0.15mm (0.0023 ~ 0.0059in.)
Limit
No.1 : 0.1mm (0.004in.)
No.2 : 0.1mm (0.004in.)
Oil ring : 0.2mm (0.008in.)

Piston And Rings

1. Clean piston
1) Using a gasket scraper, remove the carbon from
the piston top.
2) Using a groove cleaning tool or broken ring,
clean the piston ring grooves.
3) Using solvent and a brush, thoroughly clean the
piston.
NOTE
Do not use a wire brush If the clearance is greater than maximum, replace the
piston.

00(L-HMC)-3-30 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

5. Inspect piston ring end gap. Piston Pins

To measure the piston ring end gap, insert a piston
ring into the cylinder bore. 1. Measure the diameter of the piston pin.
Position the ring at right angles to the cylinder wall Piston pin diameter
by gently pressing it down with a piston. 21.001 ~ 21.006mm (0.8268 ~ 0.8270in.)
Measure the gap with a feeler gauge. If the gap
exceeds the service limit, replace the piston ring.
If the gap is too large, recheck the cylinder bore
diameter the wear limits, If the bore is over the ser-
vice limit, the cylinder block must be rebored.
Piston ring end gap
Standard
No.1 : 0.15 ~ 0.30mm (0.0059 ~ 0.0118in.)
No.2 : 0.37 ~ 0.52m (0.0145 ~ 0.0204in.)
Oil ring : 0.20 ~ 0.70mm (0.0079 ~ 0.0275in.)
Limit
No.1 : 0.6mm (0.0236in.)
No.2 : 0.7mm (0.0275in.) 2. Measure the piston pin-to-piston clearance.
Oil ring : 0.8mm (0.0315in.) Piston pin-to-piston clearance
0.01 ~ 0.02mm (0.0004 ~ 0.0008in.)

3. Check the difference between the piston pin diameter

and the connecting rod small end diameter.
Piston pin-to-connecting rod interference
0.016 ~ 0.032mm (0.00063 ~ 0.00126in.)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-31

Group 00(L-HMC), Engine

Reassembly 3. Install connecting rod bearings.

1) Align the bearing claw with the groove of the
NOTE connecting rod or connecting rod cap
• Thoroughly clean all parts to assembled.
2) Install the bearings(A) in the connecting rod and
• Before installing the parts, apply fresh connecting rod cap(B).
engine oil to all sliding and rotating sur-
faces.
• Replace all gaskets, O-rings and oil seals
with new parts.
1. Assemble piston and connecting rod.
1) Use a hydraulic press for installation.
2) The piston front mark and the connecting rod
front mark must face the timing belt side of the
engine.

4. Install main bearings.

NOTE
Upper bearings have an oil groove of oil
holes, Lower bearings do not.

1) Align the bearing claw with the claw groove of

the cylinder block, push in the 5 upper bear-
ings(A).
2. Install piston rings.
1) Install the oil ring spacer and 2 side rails by
hand.
2) Using a piston ring expander, install the 2 com-
pression rings with the code mark facing
upward.
3) Position the piston rings so that the ring ends are
as shown.

2) Align the bearing claw with the claw groove of

the main bearing cap, and push in the 5 lower
bearings.

00(L-HMC)-3-32 • Disassembly and Reassembly SM 709


5. Install thrust bearings.
Install the 2 thrust bearings(A) under the No.3 jour-
nal position of the cylinder block with the oil grooves
facing outward.
6. Place crankshaft(A) on the cylinder block.
9. Check crankshaft end play.
10. Install piston and connecting rod assemblies.
7. Place main bearing caps on cylinder block.
8. Install main bearing cap bolts.
Tightening torque
Main bearing cap bolt
29.4N.m (3.0kgf.m, 21.7lb-ft) + 120°
NOTE
• The main bearing cap bolts are tightened
in 2 progressive steps.
• If any of the bearing cap bolts in broken or
deformed, replace it.
1) Apply a light coat of engine oil on the threads
and under the bearing cap bolts.
2) Install and uniformly tighten the 10 bearing cap
bolts(A), in several passes, in the sequence
shown.
SM 709
Group 00(L-HMC), Engine
3) Retighten the bearing cap bolts by 120° in the
numerical order shown.
4) Check that the crankshaft turns smoothly
NOTE
Before installing the pistons, apply a coat of
engine oil to the ring grooves and cylinder
bores.
1) Remove the connecting rod caps, and slip short
sections of rubber hose over the threaded ends of
the connecting rod bolts.
2) Install the ring compressor, check that the bear-
ing is securely in place, then position the piston
in the cylinder, and tap it in using the wooden
handle of a hammer.
3) Stop after the ring compressor pops free, and
check the connecting rod-to-check journal align-
ment before pushing the piston into place.
4) Apply engine oil to the bolt threads. Install the
rod caps with bearings, and torque the bolts.
Tightening torque
19.6N.m (2.0kgf.m, 14.46lb-ft) + 90°
NOTE
Maintain downward force on the ring com-
pressor to prevent the rings from expanding
before entering the cylinder bore.
Disassembly and Reassembly • 00(L-HMC)-3-33
Group 00(L-HMC), Engine

11. Apply liquid gasket to the mating surface of cylinder

block and ladder frame
NOTE
• Be assembling ladder frame, the liquid
sealant Loctite 5900 or THREEBOND
1217H should be applied ladder frame.
• The part must be assembled within 5 min-
utes after sealant was applied.
• Apply sealant to the inner threads of the
bolt holes.
13. Install rear oil seal.
1) Apply engine oil to a new oil seal lip
2) Using SST(09231-H1100, 09214-3K100) and a
hammer, tap in the oil seal until its surface is
flush with the rear oil seal retainer edge.
14. Install oil pump.
15. Install CKP sensor(A) and sensor cover.
Tightening torque
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

12. Install ladder frame(A) with 10 bolts in several

passes in sequence shown 16. Install oil pressure sensor(A).
Tightening torque 1) Apply adhesive to 2 or 3 threads.
Step 1 : 7.8 ~ 8.8N.m Adhesive : MS 721-39(B) or equivalent.
(0.8 ~ 0.9kgf.m, 5.8 ~ 6.5lb-ft)
2) Install the oil pressure sensor (A).
Step 2 : 15.7 ~18.6N.m
Tightening torque
(1.6 ~ 1.9kgf.m, 11.6 ~ 13.7lb-ft)
3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)
Step 3 : 23.5 ~ 27.5N.m
(2.4 ~ 2.8kgf.m, 17.4 ~ 20.3lb-ft)

00(L-HMC)-3-34 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

19. Install the alternator bracket (A).

Tightening torque
39.2~ 44.1N.m (4.0 ~ 4.5kgf.m, 28.9 ~ 32.5lb-ft)

17. Install knock sensor(A).

Tightening torque
16.7 ~ 25.5N.m (1.7 ~ 2.6kgf.m, 12.3 ~ 18.8lb-ft)

20. Install the alternator.

Tightening torque
19.6 ~ 24.6N.m (2.0 ~ 2.5kgf.m, 14.5 ~18.lb-ft)

18. Install oil level gauge assembly.

1) Install a new O-ring on the oil level gauge.
2) Apply engine oil on the O-ring.
3) Install the oil level gauge assembly(A) with the
bolt.
Tightening torque
7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft) 21. Install the cylinder head (see : cylinder head assem-
bly).

22. Install the timing chain (see : timing system).

23. Install the oil pan.

1) Using a razor blade and gasket scraper, remove
all the old gasket material from the gasket sur-
faces.
NOTE
Check that the mating surfaces are clean and
dry before applying liquid gasket.

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-35

Group 00(L-HMC), Engine

2) Apply liquid gasket as an even bead, centered

between the edges of the mating surface.
Use liquid gasket LOCTITE5900H or THREEB-
OND 1217H or equivalent(MS721-40).

NOTE
• To prevent leakage of oil, apply liquid gas-
ket to the inner threads of the bolt holes.
• Do not install the parts if five minutes or
more have elapsed since applying the liquid
gasket. Instead, reapply liquid gasket after
removing the residue.
• After assembly, wait at least 30 minutes
before filling the engine with oil.

3) Install the oil pan(A).

Uniformly tighten the bolts in several passes.
Tightening torque
M8(B): 26.5 ~ 30.4N.m
(2.7 ~3.1kgf.m, 19.5 ~22.4lb-ft)
M6(C): 9.8 ~ 11.8N.m
(1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

00(L-HMC)-3-36 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

COOLING SYSTEM

Components

1. Water pump 3. Water outlet fitting

2. Water outlet gasket 4. Water outlet gasket

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-37

Group 00(L-HMC), Engine

Removal Inspection

Water pump Water pump

1. Remove the water inlet pipe nut.
2. Remove the water pump (A). and watwer pump gas-
ket.
1. Check each part for cracks, damage or wear, and
replacethe coolant pump assembly if necessary.
2. Check the bearing for damage, abnormal noise and
sluggish rotation, and replace the coolant pump
assembly if necessary.

3. Check for coolant leakage. If coolant leaks from

hole, the seal is defective.Replace the coolant pump
assembly
NOTE
A small amount of 'weeping' from the bleed
hole is normal.

Thermostat
1. Immerse the thermostat in water and gradually heat
the water.
Thermostat
1. Remove the water inlet fittingt(A)

2. Check the valve opening temperature.

Valve opening temperature : 82°C (177°F)
Full opening temperature : 95°C (205°F)
If the valve opening temperature is not as specified,
replace the thermostat.

3. Check the valve lift.

Valve lift : 8mm (0.3in.) or more at 95°C (205°F)
If the valve lift is not as specified, replace the ther-
mostat.

00(L-HMC)-3-38 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Installation

Water pump
1. Install the water pump (A) with a new gasket.
Tightening torque :
18.6~ 23.5N.m (1.9 ~ 2.4kgf.m, 13.7 ~ 17.4lb-ft)

Thermostat
1. Install the thermostat housing

2. Install the water inlet fitting (A).

Tightening torque :
7.8 ~ 11.08 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-39

Group 00(L-HMC), Engine

Troubleshooting

Water pump

00(L-HMC)-3-40 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Thermostat

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-41

Group 00(L-HMC), Engine

Intake manifold

Components

1. Intake manilod gasket 5. Intake manilod stay

2. Intake manilod 6. Delivery pipe & injector assy
3. Mapsensor 7. P.C.V hose assy
4. Condensor

00(L-HMC)-3-42 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Removal 4. Remove the sensor connectors (A) from the bracket

and then remove the intake manifold stay (B).
1. Remove the engine cover (A).

5. Remove the oil level gauge.

2. Disconnect the injector connectors (A). 6. Remove the intake manifold (A).

3. Remove the PCV hose (A).

Installation
1. Install the intake manifold (A).
Tightening torque :
18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

2. Install the oil level gauge.

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-43

Group 00(L-HMC), Engine

3. Install the intake manifold stay (B) and then install

the sensor connectors (A).
Tightening torque :
18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

4. Install the PCV hose (A).

5. Install the engine cover (A).

00(L-HMC)-3-44 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Exaust manifold

Components

1. Exaust manilod gasket 3. Heater protector

2. Exaust manilod

SM 709 Disassembly and Reassembly • 00(L-HMC)-3-45

Group 00(L-HMC), Engine

Removal Installation
1. Remove the heat protector (A). 1. Remove the heat protector (A).

2. Install the heat protector (A).

Tightening torque :
7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)
2. Remove the exhaust manifold (A) and gasket.

00(L-HMC)-3-46 • Disassembly and Reassembly SM 709

 Group 00(L-HMC), Engine

Section 4

Lubrication System
(HMC THETA 2.4 LPG)

Component

1. Oil pump module 4. Oil pump chain sprocket

2. Cylinder block 5. Oil pump chain guide
3. Oil pump chain 6. Oil pump chain tensioner arm

SM 709 Lubrication System • 00(L-HMC)-4-1

Group 00(L-HMC), Engine

Oil Pump the piston of No.1 cylinder is placed at the top dead
center on compression stroke.

Removal 2. Assemble the crankshaft sprocket on the crankshaft

as the front mark on the crankshaft sprocket to be
1. Remove the timing chain. outward
(Refer to timing system in this group)
3. Tighten the oil pump tensioner bolt(A) after placing
2. Remove the oil pump mechanical tensioner (B). the tensioner spring on the dowel pin located in lad-
der frame, and then insert stopper pin to fix the ten-
3. Remove the oil pump chain guide (D). sioner(B).
Tightening torque :
9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)

4. Assemble the oil pump chain on the crankshaft

sprocket.

5. Assemble the oil pump assembly (C) on the ladder

frame as placing oil pump sprocket in to oil pump.
Tightening torque :
8.8(1'st) -> 16.7(2'nd) -> 25.5(3'rd)N.m
(0.9 + 1.7 + 2.6kgf.m, 6.5 + 12.3 + 18.8lb-ft)

4. Remove the oil pump (A) and oil pump chain.

6. Bolting order
Installation
a) Assemble the bolts in order number as shown
with seating torque 25.5 N.m (2.6kgf.m, 18.8 lb-
ft)
b) Unfasten the bolts as reverse bolting order. (3-2-
1)
c) Assemble the bolts as specified bolting order in
same increments as follows.

7. Install the oil pump chain guide (D) then remove the
stopper pin.
Tightening torque :
1. The key of crankshaft should be aligned with the 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)
mating face of main bearing cap. As a result of this,

00(L-HMC)-4-2 • Lubrication System SM 709

 Group 00(G), Engine

Engine Oil 2) Fill with fresh engine oil.

Replace of the engine oil and filter
NOTE
• Prolonged and repeated contact with min-
eral oil will result in the removal of natural
fats from the skin, leading to dryness, irri-
tation and dermatitis. In addition, used
engine oil contains potentially harmful
contaminants which may cause skin cancer
• Exercise caution in order to minimize the
length and frequency of contact of your
skin to used oil. Wear protective clothing
and gloves. Wash your skin thoroughly
with soap and water, or use water-less
hand cleaner,to remove any used engine
oil. Do not use gasoline, thinners, or sol-
vents.
Capacity :
Total : 5.7 L
Oil pan : 4.8 L
Drain and refill including oil filter : 5.2L
3) Install the oil filler cap.
4. Start engine and check for oil leaks and check the oil
gauge or light for an indication of oil pressure.
5. Recheck the engine oil level.
Inspection
1. Check the engine oil quality.
Check the oil deterioration, entry of water, discolor-
ing of thinning. If the quality is visibly poor, replace
the oil.

1. Drain the engine oil. 2. Check the engine oil level.

After engine warm up stop the engine wait 5 minutes
1) Remove the oil filler cap. then check the oil level.
2) Remove the oil drain plug, and drain the oil into Oil level should be befween the "L" and "F" marks
a container. on the dipstick.
If low check for leakage and add oil up to the "F"
2. Replace the oil filter. mark.
1) Remove the oil filter.
2) Check and clean the oil filter installation surface.
3) Check the part number of the new oil filter is as
same as old one.
4) Apply clean engine oil to the gasket of a new oil
filter.
5) Lightly screw the oil filter into place, and tighten
it until the gasket contacts the seat.
6) Tighten it with the torque below.
Tightening torque : NOTE
11.8 ~ 15.7N.m (1.2 ~ 1.6kgf.m, 8.7 ~ 11.6lb-ft) Do not fill with engine oil above the "F"
mark.
3. Refill with engine oil.
1) Clean and install the oil drain plug with a new
gasket.
Tightening torque :
39.2~ 49.0N.m (4.0 ~ 5.0kgf.m, 28.9 ~ 36.2lb-ft)

SM 709 Lubrication System • 00(L-HMC)-4-3

Group 00(L-HMC), Engine

Oil Pressure Switch

1. Remove the oil pressure switch from the oilfilter
bracket

2. Connect a tester (ohm range) between the terminal

and the body of the switch to check for continuity.
The switch is normal if there is continuity. If they is
no continuity, replace the switch.

3. Insert a thin rod in the oil hole of the switch and push
it in lightly. The switch is normal of no continuity as
detected (infinite resistance on the tester). If there is
continuity, replace the switch.

00(L-HMC)-4-4 • Lubrication System SM 709

 Group 00(G), Engine

Selection Of Engine Oil

Recommended ILSAC classification : GF4 OR ABOVE
Recommended API classification : SM OR ABOVE
Recommended SAE viscosity grades : 5W-20

NOTE
For best performance and maximum protection of all types of operation, select only those lubricants which :
1. Satisfy the requirement of the API classification.
2. Have proper SAE grade number for expected ambient temperature range.
3. Lubricants that do not have both an SAE grade number and API service classification on the
container should not be used.

SM 709 Lubrication System • 00(L-HMC)-4-5

 Group 00(L-HMC), Engine

Section 5

Electrical System
(HMC THETA 2.4 LPG)

Specification

Ignition System
ITEM SPECIFICATION
Primary resistance 0.62 · 10%(˟ )
Ignition coil
Secondrry resistance 7.0 · 15%(k˟ )
NGK LFR6A
Spark plug Leaded
Gap 0.8 ~ 0.9 mm(0.0315 ~ 0.0354 in)

Starting System
ITEM SPECIFICATION
Rated voltage 12V, 1.4kw
No. of pinion teeth 11
Starter Voltage 11.5V
No-load
Ampere 90A, MAX
carateristics
Speed 2,600 rpm, MIN

Charging System
ITEM SPECIFICATION
Type Battery voltage senksing
Rate voltage 13.5v, 90A
Speed in use 10,000rpm ~ 18,000rpm
Alternator
Voltage requlator IC regulator built - in type
Regulator setting voltage 14.4 ·G0.3v / 20 ¶ C
Temperature compensation -10 ·G0.3mv / ¶ C

SM 709 Electrical System • 00(L-HMC)-5-1

Group 00(L-HMC), Engine

Trouble Shooting

Ignition System
Symptom Suspect area Remedy
Ignition lock switch Inspect ignition lock switch, or replace as required
Engine will not start Ignition coil Inspect ignition coil, or replace as required
or hard to start
(Cranks OK) Spark plugs Inspect spark plugs, or replace as required
Ignition wiring disconnected or broken Repair wiring, or replace as required
Ignition wiring Repair wiring, or replace as required
Rough idle or stalls
Ignition coil Inspect ignition coil, or replace as required

Engine hesitates/poor Spark plugs and spark plug cables Inspect spark plugs/cable, or replace as required
acceleration Ignition wiring Repair wiring, or replace as required
Poor mileage Spark plugs and spark plug cables Inspect spark plugs/cable, or replace as required

Starting System
Symptom Suspect area Remedy
Battery charge low Charge or replace battery
Battery cables loose, corroded or worn out Repair or replace cables
Transaxle range switch (Vehicle with automatic
Refer to AT group-automatic trnsaxle
Engine will not crank transaxle only)
Fuse blown Replace fuse
Starter faulty Replace
Ignition switch faulty Replace
Battery charge low Charge or replace battery
Engine cranks slowly Battery cables loose, corroded or worn out Repair or replace cables
Starter faulty Replace
Starter Replace
Starter keeps running
Ignition switch Replace
Short in wiring Repair wiring
Starter spins but
Pinion gear teeth broken or Starter Replace
engine will not crank
Ring gear teeth broken Replace fly wheel or torque converter

00(L-HMC)-5-2 • Electrical System SM 709

 Group 00(L-HMC), Engine

Charging System
Drive belt or worn Adjust belt tension or replace belt

Charging warning indicator does Battery cable loose, corroded or Inspect cable connection, repair or
not go out with engine worn replace cable
running.(Battery requires frequent Electronic voltage regulator or Replace voltage regulator or
recharging) alternator alternator
Wiring Repair or replace wiring
Electronic voltage regulator Replace voltage regulator
Overcharge
Voltage sensing wire Repair or replace wiring
Drive belt loose or worn Adjust belt tention or replace belt
Wiring connection loose or short Inspect wiring connection, repair or
circuit replace wiring
Discharge Electronic voltage regulator or Replace voltage regulator or
alternator alternator
Poor grounding Inspect ground or repair
Worn battery Replace battery

Special Service Tool

Tool (Number and
Illustration Use
name)

Alternator pulley Removal and installation of alternator

remover wrench pulley

SM 709 Electrical System • 00(L-HMC)-5-3

Group 00(L-HMC), Engine

Ignision system 5. Ground the spark plug to the engine.

Description
Ignition timing is controlled by the electronic control igni-
tion timing system. The standard reference ignition timing
data for the engine operating conditions are prepro-
grammed in the memory of the ECM (Engine Control
Module).
The engine operating conditions (speed, load, warm-up
condition, etc.) are detected by the various sensors. Based
on these sensor signals and the ignition timing data, sig-
nals to interrupt the primary current are sent to the ECM.
The ignition coil is activated, and timing is controlled. 6. Check if spark occurs while engine is being cranked.
NOTE
Repair procedures To prevent fuel being injected from injectors
while the engine is being cranked, remove the
fuel pump relay from the fuse box.
Spark Test
Crank the engine for no more than 5 ~ 10 sec-
1. Remove the ignition coil connector(A). onds.

7. Inspect all the spark plugs

8. Using a spark plug socket, install the spark plug

9. Install the ignition coil.

10. Reconnect the ignition coil connector.

2. Remove the ignition coil(A).

3. Using a spark plug socket, remove the spark plug.

4. Install the spark plug to the ignition coil.

00(L-HMC)-5-4 • Electrical System SM 709

 Group 00(L-HMC), Engine

΄ΡΒΣΜ͑ΥΖΤΥ

΀ͼ

ͳͲ͵
ʹΙΖΔΜ͑ΔΠΟΟΖΔΥΚΠΟ͑ΠΗ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ͑ΔΠΟΟΖΔΥΠΣ ʹΠΟΟΖΔΥ͑ΤΖΔΦΣΖΝΪ

΀ͼ

ͳͲ͵
ʹΙΖΔΜ͑ΥΙΖ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ ΃ΖΡΝΒΔΖ͑ΥΙΖ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ

΀ͼ

ͳͲ͵
ʹΙΖΔΜ͑ΡΠΨΖΣ͑ΤΦΡΡΝΪ͑ΥΠ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ ʹΙΖΔΜ͑ΨΚΣΚΟΘ͑ΓΖΥΨΖΖΟ͑ΚΘΟΚΥΚΠΟ͑ΤΨΚΥΔΙ͑ΒΟΕ͑
͑͢͟΅ΦΣΟ͑ΚΘΟΚΥΚΠΟ͑ΤΨΚΥΔΙ͑ΥΠ͑΀Ϳ ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ
ͣ͑͟ʹΙΖΔΜ͑ΥΙΒΥ͑ΥΙΖΣΖ͑ΚΤ͑ΓΒΥΥΖΣΪ͑ΧΠΝΥΒΘΖ͑
ΒΥ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ͑ΡΠΤΚΥΚΧΖ͙͚͜ΥΖΣΞΚΟΒΝ

΀ͼ

ͳͲ͵
ʹΙΖΔΜ͑ΥΙΖ͑ΔΒΞΤΙΒΗΥ͑ΡΠΤΚΥΚΠΟ͑ΤΖΟΖΠΣ ΃ΖΡΝΒΔΖ͑ΥΙΖ͑ΔΒΞΤΙΒΗΥ͑ΡΠΤΚΥΚΠΟ͑ΤΖΟΤΠΣ

΀ͼ

ͳͲ͵ ΃ΖΡΝΒΔΖ͑ΥΙΖ͑ΔΣΒΟΜΤΙΒΗΥ͑ΡΠΤΚΥΚΠΟ͑ΤΖΟΤΠΣ
ʹΙΖΔΜ͑ΥΙΖ͑ΔΣΒΟΜΤΙΒΗΥ͑ΡΠΤΚΥΚΠΟ͑ΤΖΟΖΠΣ

΀ͼ

ͳͲ͵ ʹΙΖΔΜ͑ΨΚΣΚΟΘ͑ΓΖΥΨΖΖΟ͑Ͷʹ;͑ΒΟΕ͑ΚΘΟΚΥΚΠΟ͑
ʹΙΖΔΜ͑ΚΘΟΚΥΚΠΟ͑ΤΚΘΟΒΝ͑ΗΣΠΞ͑Ͷʹ;
ΔΠΚΝ͝ΒΟΕ͑ΥΙΖΟ͑ΥΣΪ͑ΒΟΠΥΙΖΣ͑͑Ͷʹ;

΀ͼ

΅ΣΪ͑ΒΟΠΥΙΖΣ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ

SM 709 Electrical System • 00(L-HMC)-5-5

Group 00(L-HMC), Engine

On-vehicle Inspection 5. Check the electrode gap (A).

Standard value
Inspect Spark Plug Leaded : 0.8 ~ 0.9 mm (0.0275 ~ 0.0315 in.)

1. Remove the ignition coil connector(A).

2. Remove the ignition coil(A). Inspect Ignition Coil

1. Measure the primary coil resistance between termi-
nals (+) and (-).

3. Using a spark plug socket, remove the spark plug.

! CAUTION
Standard value: 0.62˟ G· 11%
Be careful that no contaminates enter
through the spark plug holes.

4. Inspect the electrodes (A) and ceramic insulator (B).

Condition Dark deposits White deposits

• Fuel mixture too lean
• Fuel mixture
• Advanced ignition timing
Description too rich
• Low air intake • Insufficient plug tighten-
ing torque

00(L-HMC)-5-6 • Electrical System SM 709


Charging system
Description
The charging system includes a battery, an alternator with
a built-in regulator, and the charging indicator light and
wire. The Alternator has built-in diodes, each rectifying
AC current to DC current. Therefore, DC current appears
at alternator "B" terminal. In addition, the charging volt-
age of this alternator is regulated by the battery voltage
detection system. The main components of the alternator
are the rotor, stator, rectifier, capacitor brushes, bearings
and V-ribbed belt pulley. The brush holder contains a
built-in electronic voltage regulator.
1. Brush
2. Rectifier
3. Stator
4. Rotor
5. Drive belt pulley
On-vehicle Inspection
! Check Discharge Warning Light Circuit
CAUTION
• Check that the battery cables are con-
nected to the correct terminals
• Disconnect the battery cables when the bat-
tery is given a quick charge.
• Never disconnect the battery while the
engine is running.
SM 709
Group 00(L-HMC), Engine
Check The Battery Terminals And
Fuses
1. Check that the battery terminals are not loose or cor-
roded.
2. Check the fuses for continuity
Inspect Drive Belt
Visually check the belt for excessive wear, frayed cords
etc. If any defect has been found, replace the drive belt.
NOTE
Cracks on the rib side of a belt are consid-
ered acceptable. If the belt has chunks miss-
ing from the ribs, it should be replaced.
Visually Check Alternator Wiring And Listen
For Abnormal Noises
1. Check that the wiring is in good condition.
2. Check that there is no abnormal noise from the alter-
nator while the engine is running
1. Warm up the engine and then turn it off.
2. urn off all accessories.
3. Turn the ignition switch "ON". Check that the dis-
charge warning light is lit.
4. Start the engine and check that the light goes off. If
the light does not go off as specified, troubleshoot
the discharge light circuit.
Electrical System • 00(L-HMC)-5-7
Group 00(L-HMC), Engine
Inspect Charging System
Voltage Drop Test Of Alternator Output Wire
This test determines whether or not the wiring between
the alternator "B" terminal and the battery (+) terminal is
good by the voltage drop method.
Preparation
1. Turn the ignition switch to "OFF".
2. Disconnect the output wire from the alternator "B"
terminal. Connect the (+) lead wire of ammeter to the
"B" terminal of alternator and the (-) lead wire of
ammeter to the "B" terminal of alternator and the (-)
lead wire of voltmeter to the (+) terminal of battery.
Test
1. Start the engine.
2. Turn on the headlamps and blower motor, and set the
engine speed until the ammeter indicates 20A.And
then, read the voltmeter at this time.
Result
1. The voltmeter may indicate the standard value.
Standard value: 0.2V max
2. If the value of the voltmeter is higher than expected
(above 0.2V max.), poor wiring is suspected. In this
case check the wiring from the alternator "B" termi-
nal to the battery (+) terminal. Check for loose con-
nections, color change due to an over-heated harness,
etc. Correct them before testing again.
00(L-HMC)-5-8 • Electrical System
3. Upon completion of the test, set the engine speed at
idle. Turn off the headlamps, blower motor and the
ignition switch.
Output Current Test
This test determines whether or not the alternator gives an
output current that is equivalent to the normal output.
Preparation
1. Prior to the test, check the following items and cor-
rect as necessary.
1) Check the battery installed in the vehicle to
ensure that it is in good condition.
2) The battery checking method is described in
the section "Battery".
3) The battery that is used to test the output
current should be one that has been partially
discharged.
4) With a fully charged battery, the test may
not be conducted correctly due to an insuffi-
cient load.
5) Check the tension of the alternator drive
belt.
6) The belt tension check method is described
in the section "Inspect drive belt".
2. Turn off the ignition switch.
3. Disconnect the battery ground cable.
4. Disconnect the alternator output wire from the alter-
nator "B" terminal.
5. Connect a DC ammeter (0 to 150A) in series between
the "B" terminal and the disconnected output wire.
Be sure to connect the (-) lead wire of the ammeter to
the disconnected output wire.
NOTE
Tighten each connection securely, as a heavy
current will flow. Do not rely on clips.
6. Connect a voltmeter (0 to 20V) between the "B" ter-
minal and ground. Connect the (+) lead wire to the
alternator B terminal and (-) lead wire to a good
ground.
SM 709

7. Attach an engine tachometer and connect the battery
ground cable.
8. Leave the engine hood open.
Test
1. The maximum reading must be higher than the limit
value.If it is lower but the alternator output wire is in
good condition, remove the alternator from the vehi-
cle and test it.
2. Start the engine and turn on the headlamps.
3. Set the headlamps to high beam and the heater
blower switch to HIGH, quickly increase the engine
speed to 2,500 rpm and read the maximum output
current value indicated by the ammeter.
NOTE
After the engine start up, the charging cur-
rent quickly drops. Therefore, the above
operation must be done quickly to read the
maximum current value correctly.
Result
1. The maximum reading must be higher than the limit
value. If it is lower but the alternator output wire is in
good condition, remove the alternator from the vehi-
cle and test it.
Standard value: 70% of the rate voltage
NOTE
• The nominal output current value is shown
on the nameplate affixed to the alternator
body.
SM 709
Group 00(L-HMC), Engine
• The output current value changes with the
electrical load and the temperature of the
alternator itself. Therefore, the nominal
output current may not be obtained. If
such is the case, keep the headlamps on the
cause discharge of the battery, or use the
lights of another vehicle to increase the
electrical load.
2. Upon completion of the output current test, lower the
engine speed to idle and turn off the ignition switch.
3. Disconnect the battery ground cable
4. Remove the ammeter and voltmeter and the engine
tachometer.
5. Connect the alternator output wire to the alternator
"B" terminal.
6. Connect the battery ground cable.
Regulated Voltage Test
The purpose of this test is to check that the electronic volt-
age regulator controls voltage correctly.
Preparation
1. Prior to the test, check the following items and cor-
rect if necessary.
1) Check that the battery installed on the vehi-
cle is fully charged.
2) The battery checking method is described in
the section "Battery".
3) Check the alternator drive belt tension. The
belt tension check method is described in
the section "Inspect drive belt".
2. Turn ignition switch to "OFF".
3. Disconnect the battery ground cable.
4. Connect a digital voltmeter between the "B" terminal
of the alternator and ground. Connect the (+) lead of
the voltmeter to the "B" terminal of the alternator.
Connect the (-) lead to good ground or the battery (-)
terminal.
5. Disconnect the alternator output wire from the alter-
nator "B" terminal.
Electrical System • 00(L-HMC)-5-9
Group 00(L-HMC), Engine

6. Connect a DC ammeter (0 to 150A) in series between 2. Upon completion of the test, reduce the engine speed
the "B" terminal and the disconnected output wire. to idle, and turn off the ignition switch.
Connect the (-) lead wire of the ammeter to the dis-
connected output wire. 3. Disconnect the battery ground cable

7. Attach the engine tachometer and connect the battery 4. Remove the voltmeter and ammeter and the engine
ground cable. tachometer.

5. Connect the alternator output wire to the alternator B

terminal

6. Connect the battery ground cable.

Test
1. Turn on the ignition switch and check to see that the
voltmeter indicates the following value.
Voltage: Battery voltage
If it reads 0V, there is an open circuit in the wire
between the alternator "B" terminal and the battery
and the battery (-) terminal.

2. Start the engine. Keep all lights and accessories off.

3. Run the engine at a speed of about 2,500 rpm and

read the voltmeter when the alternator output current
drops to 10A or less

Result
1. If the voltmeter reading agrees with the value listed
in the regulating voltage table below, the voltage reg-
ulator is functioning correctly. If the reading is other
than the standard value, the voltage regulator or the
alternator is faulty.
Voltage regulator ambient
Regulating voltage (v)
temperature ଇO൓P
-30 (-22) 14.2 ~ 15.3
25 (77) 14.2 ~ 14.8
135 (275) 13.3 ~ 14.8

00(L-HMC)-5-10 • Electrical System SM 709

 Group 00(L-HMC), Engine

Alternator

Component

1. Nut 8. Rear bearing

2. Pulley 9. Rear bracket
3. Front bracket 10. Through bolt
4. Front bearing 11. Brush holder assembly
5. Bearing cover 12. Brush holder bolt
6. Bearing cover bolt 13. Rear cover
7. Rotor coil

SM 709 Electrical System • 00(L-HMC)-5-11

Group 00(L-HMC), Engine

Replacement 3. Remove the slip ring guide(A).

1. Disconnect the battery negative terminal first, then

the positive terminal.

2. Disconnect the alternator connector, and remove the

cable from alternator "B" terminal.

3. Remove the drive belt.

4. Pull out the through bolt and then remove the alterna-
tor(A).

4. Remove the nut, pulley(A) and spacer.

5. Installation is the reverse order of removal.

5. Loosen the 4 through bolts(A).
Disassembly
1. Remove the alternator cover(A) using a screw
driver(B).

6. Disconnect the rotor(A) and cover(B).

2. Loosen the mounting bolts(A) and disconnect the

brush holder assembly(B).

7. Reassembly is the reverse order of disassembly.

00(L-HMC)-5-12 • Electrical System SM 709

 Group 00(L-HMC), Engine

Starting system Description

The starting system includes the battery, starter, solenoid
Inspection switch, ignition switch, inhibitor switch (A/T), ignition
lock switch, connection wires and the battery cable. When
the ignition key is turned to the start position, current
Inspect Rotor flows and energizes the starter motor's solenoid coil. The
solenoid plunger and clutch shift lever are activated, and
1. Check that there is continuity between the slip rings
the clutch pinion engages the ring gear. The contacts close
(A).
and the starter motor cranks. In order to prevent damage
caused by excessive rotation of the starter armature when
the engine starts, the clutch pinion gear overruns.

2. Check that there is no continuity between the slip

rings and the rotor (B) or rotor shaft (C).

3. If the rotor fails either continuity check, replace the

alternator.
1. Solenoid
2. Brush assembly
Inspect Stator
3. Armature
1. Check that there is continuity between each pair of 4. Overrun clutch
leads (A).
Starter Circuit Troubleshooting
NOTE
The battery must be in good condition and
fully charged

1. Remove the fuel pump relay

2. With the shift lever in N or P (A/T) or clutch pedal

2. Check that there is no continuity between each lead
and the coil core
3. If the coil fails either continuity check, replace the
alternator.
pressed (M/T), turn the ignition switch to "START"
If the starter normally cranks the engine, starting sys-
tem is OK. If the starter will not crank the engine at
all, go to next step. If it won't disengage from the ring
gear when you release key, check for the following
until you find the cause.
• Solenoid plunger and switch malfunction.
• Dirty pinion gear or damaged overrunning clutch.

3. Check the battery condition. Check electrical con-

nections at the battery, battery negative cable con-
nected to the body, engine ground cables, and the
starter for looseness and corrosion. Then try starting

SM 709 Electrical System • 00(L-HMC)-5-13

Group 00(L-HMC), Engine

the engine again. If the starter cranks normally the properly. To avoid damaging the starter, do not leave
engine, repairing the loose connection repaired the the battery connected for more than 10 seconds.
problem. The starting system is now OK. If the
starter still does not crank the engine, go to next step.

4. Disconnect the connector from the S-terminal of

solenoid. Connect a jumper wire from the B-terminal
of solenoid to the S-terminal of solenoid. If the
starter cranks the engine, go to next step. If the starter
still does not crank the engine, remove the starter,
and repair or replace as necessary.

5. Check the following items in the order listed until

you find the open circuit.
• Check the wire and connectors between the driver's 4. Disconnect the battery also from the body. If the pin-
under-dash fuse/relay box and the ignition switch, ion retracts immediately, it is working properly. To
and between the driver's under-dash fuse/relay box avoid damaging the starter, do not leave the battery
and the starter. connected for more than 10 seconds.
• Check the ignition switch (Refer to BE group -
ignition system
• Check the transaxle range switch connector or
ignition lock switch connector.
• Inspect the starter relay.

Starter Solenoid Test

1. Disconnect the field coil wire from the M-terminal of
solenoid switch.

2. Connect the battery as shown. If the starter pinion

pops out, it is working properly. To avoid damaging
the starter, do not leave the battery connected for
Free Running Test
more than 10 seconds.
1. Place the starter motor in a vise equipped with soft
jaws and connect a fully-charged 12-volt battery to
starter motor as follows.

2. Connect a test ammeter (100-ampere scale) and car-

bon pile rheostats as shown in the illustration.

3. Connect a voltmeter (15-volt scale) across starter

motor.

3. Disconnect the battery from the M terminal. If the

pinion does not retract, the hold-in coil is working

00(L-HMC)-5-14 • Electrical System SM 709

 Group 00(L-HMC), Engine

4. Rotate carbon pile to the off position

5. Connect the battery cable from battery's negative

post to the starter motor body.

6. Adjust until battery voltage shown on the voltmeter

reads 11volts.

7. Confirm that the maximum amperage is within the

pecifications and that the starter motor turns
smoothly and freely
Current : 90Amax
Speed : 2,600 rpm

SM 709 Electrical System • 00(L-HMC)-5-15

Group 00(L-HMC), Engine

Starter

1. Front bracket 9. Planet shaft assembly

2. Stop ring 10. Planetary gear assembly
3. Stopper 11. Packing
4. Overrun clutch assembly 12. Shield
5. Internal gear assembly 13. Armature assembly
6 .Lever 14. Yoke assembly
7. Lever packing 15. Brush holder assembly
8. Magnet switch assembly 16. Through bolt

00(L-HMC)-5-16 • Electrical System SM 709

 Group 00(L-HMC), Engine

Removal 3. Loosen the through bolts (A).

1. Disconnect the battery negative cable.

2. Disconnect the starter cable (A) from the B terminal

(B) on the solenoid (C), then disconnect the connec-
tor (D) from the S terminal (E).

4. Remove the brush holder assembly (A), yoke (b) and

armature (C).

3. Remove the 2 bolts holding the starter, then remove

the starter.

4. Installation is the reverse of removal.

5. Connect the battery negative cable to the battery.

Disassembly
1. Disconnect the M-terminal (A) on the magnet switch
assembly (B). 5. Remove the shield (A) and packing (B).

2. After loosening the 3 screws (A), detach the magnet

switch assembly (B). 6. Remove the lever plate (A) and lever packing (B).

SM 709 Electrical System • 00(L-HMC)-5-17

Group 00(L-HMC), Engine

7. Disconnect the planet gear (A). 11. Disconnect the stop ring (A), overrunning clutch (B),
internal gear (C) and planet shaft (D).

8. Disconnect the planet shaft assembly (A) and lever 12. Reassembly is the reverse of disassembly.
(B). NOTE
Using a suitable pulling tool (A), pull the
overrunning clutch stop ring (B) over the
stopper (C).

9. Press the stop ring (A) using a socket (B).

10. After removing the stopper (A) using stopper pliers

(B).

00(L-HMC)-5-18 • Electrical System SM 709

 Group 00(L-HMC), Engine

Inspection

Armature Inspection And Test

1. Remove the starter.

2. Disassemble the starter as shown at the beginning of

this procedure.

3. Inspect the armature for wear or damage from con-

tact with the permanent magnet. If there is wear or
damage, replace the armature
6. Check the mica depth (A). If the mica is too high (B),
undercut the mica with a hacksaw blade to the proper
depth. Cut away all the mica (C) between the com-
mutator segments. The undercut should not be too
shallow, too narrow, or v-shaped (D).
Commutator mica depth
Standard (New) : 0.5 mm (0.0197 in.)
Limit : 0.2mm (0.0079 in.)

4. Check the commutator (A) surface. If the surface is

dirty or burnt, resurface with emery cloth or a lathe
within the following specifications, or recondition
with #500 or #600 sandpaper (B).

7. Check for continuity between the segments of the

commutator. If an open circuit exists between any
segments, replace the armature.

5. Measure the commutator (A) runout.

• If the commutator runout is within the service
limit, check the commutator for carbon dust or
brass chips between the segments.
• If the commutator run out is not within the service
limit, replace the armature.
Commutator runout
Standard (New): 0.02mm (0.0008in.) max
Service limit: 0.05mm (0.0020in.)

SM 709 Electrical System • 00(L-HMC)-5-19

Group 00(L-HMC), Engine

8. Check with an ohmmeter that no continuity exists

between the commutator (A) and armature coil core
(B), and between the commutator and armature shaft
(C). If continuity exists, replace the armature.

3. Install the armature in the housing, and install the

brush holder. Next, pry back each brush spring again,
and push the brush down until it seats against the
commutator, then release the spring against the end
of the brush.
NOTE
Inspect Starter Brush To seat new brushes, slip a strip of #500 or
#600 sandpaper, with the grit side up,
between the commutator and each brush,
and smoothly rotate the armature. The con-
tact surface of the brushes will be sanded to
the same contour as the commutator.

Starter Brush Holder Test

1. Check that there is no continuity between the (+)
brush holder (A) and (-) brush holder (B). If there is
no continuity, replace the brush holder assembly.

Inspect Overrunning Clutch

1. Slide the overrunning clutch along the shaft.
Replace it if does not slide smoothly.

2. Rotate the overrunning clutch both ways.

Does it lock in one direction and rotate smoothly in
reverse? If it does not lock in either direction or it
locks in both directions, replace it.

2. Pry back each brush spring (A) with a screwdriver,

then position the brush (B) about halfway out of its
holder, and release the spring to hold it there.

00(L-HMC)-5-20 • Electrical System SM 709

 Group 00(L-HMC), Engine

3. If the starter drive gear is worn or damaged, replace

the overrunning clutch assembly. (the gear is not
available separately) Check the condition of the fly-
wheel or torque converter ring gear if the starter
drive gear teeth are damaged.

Cleaning
1. Do not immerse parts in cleaning solvent. Immersing
the yoke assembly and/or armature will damage the
insulation. Wipe these parts with a cloth only.

2. Do not immerse the drive unit in cleaning solvent.

The overrun clutch is pre-lubricated at the factory
and solvent will wash lubrication from the clutch.

3. The drive unit may be cleaned with a brush moist-

ened with cleaning solvent and wiped dry with a
cloth.

Starter relay
1. Remove the starter relay

2. Using an ohmmeter, check that there is continuity

between each terminal.
Terminal Continuity
30 - 87 NO
85 - 86 YES

3. Apply 12V to terminal 85 and ground to terminal 86.

Check for continuity between terminals 30 and 87.

4. If there is no continuity, replace the starter relay.

SM 709 Electrical System • 00(L-HMC)-5-21

 Group 00(L-HMC), Engine

Section 6

Emission Control System

(HMC THETA 2.4 LPG)

SM 709 Emission Control System • 00(L-HMC)-6-1

Group 00(L-HMC), Engine

PCV(positive crankcase ventilation) valve from the rocker cover and reconnect it to the
ventilation hose.
VALVE

Inspection
NOTE
1. Disconnect the ventilation hose from the positive The plunger inside the PCV valve will move
crankcase ventilation (PCV) valve. Remove the PCV back and forth.

Operation

00(L-HMC)-6-2 • Emission Control System SM 709

 Group 00(L-HMC), Engine

Removal FUEL SYSTEM

1. Disconnect the vacuum hose and remove the PCV
valve(A) Specifications

Sensor
MAPS (Manifold Absolute Pressure Sensor)
 Type: Piezo-resistive pressure sensor type
 Specification
Pressure (kPa) Output voltage (V)
20 0.79
46.7 1.84
101.32 4

Inspection
IATS (Intake Air Temperature Sensor)
1. Remove the PCV valve.
 Type: Thermistor type
2. Insert a thin stick(A) into the PCV valve(B) from the  Specification
threaded side to check that the plunger moves. Temperature [ଇ(൓)] Resistance (໰)

3. If the plunger does not move, the PCV valve is -40 (-40) 40.93 ~ 48.35
clogged. Clean it or replace. -30 (-22) 23-43 ~ 27.34
-20 (-4) 13.89 ~ 16.03
-10 (14) 8.50 ~ 9-71
0 (32) 5.38 ~ 6.09
10 (50) 3-48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21

Installation 60 (140) 0.54 ~ 0.62

80 (176) 0.29 ~ 0.34
Install the PCV valve and tighten to the specified torque.
PCV valve installation :
7.8 ~ 11.8 N°m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7lb-ft)

SM 709 Emission Control System • 00(L-HMC)-6-3

Group 00(L-HMC), Engine

ECTS (Engine Coolant Temperature Sensor) Ignition Coil

 Type: Thermistor type  Type: Stick type
 Specification  Specification

Temperature [ଇ(൓)] Resistance (໰) Items Specification

-40 (-40) 48.14 Primary Coil Resistance (˟ ) 0.62 · 10% [20ଇ(68൓)]
-20 (-4) 14.13 ~ 16.83 Secondary Coil Resistance
7.0 · 15% [20ଇ(68൓)]
0 (32) 5.79 (໰)

20 (68) 2.31 ~ 2.59

40 (104) 1.15
60 (140) 0.59
80 (176) 0.32 Tightening torques
Engine control system
General information
Item Kgf.m N.m Ib.ft
HO2S (Heated Oxygen Sensor)
Manifold absolute
 Type: Zirconia (ZrO2) type pressure sensor 1.0~1.2 9.8 ~11.8 7.2 ~ 8.7
 Specification installation bolt
A/F Ratio Out Voltage (V) Engine coolant
Rich 0.6 ~ 1.0 temperature sensor 3.0 ~ 4.0 29.4~39.2 21.7~28.9
installation
Lean 0 ~ 0.4
Crankshaft position
sensor installation 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Items Specification bolt
Heater Resistance (˟ ) 3.1 ~ 4.1 [20ଇ(68൓)] Camshaft position
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
sensor
CMPS (Camshaft Position Sensor) Knock sensor
1.9 ~ 2.4 18.6~23.5 13.7~17.4
CKPS (Crankshaft Position Sensor ) installation bolt
Heated oxygen
KS (Knock Sensor ) 3.5 ~ 4.5 34.3~44.1 25.3~32.6
sensor installation
Items Specification Ignition coil
Capacitance (pF) 1,480 ~ 2,200 assembly 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3
installation bolts
Resistance 1

Actuators
Injector ( Gasoline fuel system only)
 Number: 4
 Specification
Items Specification
Coil Resistance (˟ ) 14.0 ~ 15.4 [20ଇ(68൓)]

00(L-HMC)-6-4 • Emission Control System SM 709

 Group 00(L-HMC), Engine

Troubleshooting 3. Slightly shake the connector and wiring harness ver-

tically and horizontally.

Basic inspection procedure 4. Repair or replace the component that has a problem.

5. Verify that the problem has disappeared with the

Measuring condition of electronic parts' road test.
resistance
The measured resistance at high temperature after vehicle <Simulating vibration>
running may be high or low. So all resistance must be
measured at ambient temperature (20°C, 68°F), unless 1) Sensors and Actuators
stated otherwise. Slightly vibrate sensors, actuators or relays with
finger.
NOTE
The measured resistance in except for ambi- ! WARNING
ent temperature (20°C, 68°F) is reference
value. Strong vibration may break sensors, actua-
tors or relays

Intermittent problem inspection procedure 2) Connectors and Harness

Sometimes the most difficult case in troubleshooting is
when a problem symptom occurs but does not occur again
during testing. An example would be if a problem appears
only when the vehicle is cold but has not appeared when
warm. In this case, the technician should thoroughly make
out a "CUSTOMER PROBLEM ANALYSIS SHEET"
and recreate (simulate) the environment and condition
which occurred when the vehicle was having the issue.
1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for
poor connections, loose wires, bent, broken or cor-
roded pins, and then verify that the connectors are
always securely fastened.
Lightly shake the connector and wiring harness
vertically and then horizontally
<Simulating heat>
1) Heat components suspected of causing the mal-
function with a hair dryer or other heat source.
! WARNING
DO NOT heat components to the point where
they may be damaged.
DO NOT heat the ECM directly.
<Simulating water sprinkling>
1) Sprinkle water onto vehicle to simulate a rainy
day or a high humidity condition.

! WARNING
DO NOT sprinkle water directly into the
engine compartment or electronic compo-
nents.

<Simulating electrical load>

1) Turn on all electrical systems to simulate exces-
sive electrical loads (Radios, fans, lights, rear
window defogger, etc.).

SM 709 Emission Control System • 00(L-HMC)-6-5

Group 00(L-HMC), Engine
Connector inspection procedure
1. Handling of Connector
1) Never pull on the wiring harness when discon-
necting connectors.
2) When removing the connector with a lock, press
or pull locking lever.
3) Listen for a click when locking connectors. This
sound indicates that they are securely locked
4) When a tester is used to check for continuity, or
to measure voltage, always insert tester probe
from wire harness side.
00(L-HMC)-6-6 • Emission Control System
5) Check waterproof connector terminals from the
connector side. Waterproof connectors cannot be
accessed from harness side.
NOTE
Use a fine wire to prevent damage to the ter-
minal. Do not damage the terminal when
inserting the tester lead.
2. Checking Point for Connector
1) While the connector is connected:
Hold the connector, check connecting condition
and locking efficiency.
2) When the connector is disconnected:
Check missed terminal, crimped terminal or bro-
ken core wire by slightly pulling the wire har-
ness.Visually check for rust, contamination,
deformation and bend.
3) Check terminal tightening condition:
Insert a spare male terminal into a female termi-
nal, and then check terminal tightening condi-
tions
4) Pull lightly on individual wires to ensure that
each wire is secured in the terminal.
3. Repair Method of Connector Terminal
1) Clean the contact points using air gun and/or
shop rag.
NOTE
Never use sand paper when polishing the
contact points, otherwise the contact point
may be damaged.
2) In case of abnormal contact pressure, replace the
female terminal.
SM 709
 Group 00(L-HMC), Engine

Wire harness inspection procedure
1. Before removing the wire harness, check the wire
harness position and crimping in order to restore it
correctly.
2. Check whether the wire harness is twisted, pulled or
loosened.
3. Check whether the temperature of the wire harness is
abnormally high.
1) Disconnect connectors (A), (C) and measure
resistance between connector (A) and (C) as
shown in [FIG. 2]. In [FIG.2.] the measured
resistance of line 1 and 2 is higher than 1M˟
and below 1˟ respectively Specifically the open
circuit is line 1 (Line 2 is normal). To find exact
break point, check sub line of line 1 as described
in next step.

4. Check whether the wire harness is rotating, moving

or vibrating against the sharp edge of a part.

5. Check the connection between the wire harness and

any installed part.

6. If the covering of wire harness is damaged; secure,

repair or replace the harness.

Electrical circuit inspection procedure 2) Disconnect connector (B), and measure for resis-
tance between connector (C) and (B1) and
<CHECK OPEN CIRCUIT>
between (B2) and (A) as shown in [FIG. 3].
1. Procedures for Open Circuit In this case the measured resistance between
1) Continuity Check connector (C) and (B1) is higher than 1M˟ and
the open circuit is between terminal 1 of connec-
2) Voltage Check tor (C) and terminal 1 of connector (B1).
If an open circuit occurs (as seen in [FIG. 1]), it
can be found by performing Step 2 (Continuity
Check Method) or Step 3 (Voltage Check
Method) as shown below.

3. Voltage Check Method

2. Continuity Check Method 1) With each connector still connected, measure the
voltage between the chassis ground and terminal
NOTE
1 of each connectors (A), (B) and (C) as shown
When measuring for resistance, lightly shake in [FIG. 4]. The measured voltage of each con-
the wire harness above and below or from nector is 5V, 5V and 0V respectively. So the
side to side open circuit is between connector (C) and (B).

Specification (Resistance)
1˟ or less ˧ Normal Circuit
1M˟ or Higher ˧ Open Circuit

SM 709 Emission Control System • 00(L-HMC)-6-7

Group 00(L-HMC), Engine

<CHECK SHORT CIRCUIT>

1. Test Method for Short to Ground Circuit
1) Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in
[FIG. 5], the broken point can be found by per-
forming Step 2 (Continuity Check Method with
Chassis Ground) as shown below.
2) Disconnect connector (B), and measure the resis-
tance between connector (A) and chassis ground,
and between (B1) and chassis ground as shown
in [FIG. 7]. The measured resistance between
connector (B1) and chassis ground is 1˟ or less.
The short to ground circuit is between terminal 1
of connector (C) and terminal 1 of connector
(B1).

2. Continuity Check Method (with Chassis Ground)

NOTE
Lightly shake the wire harness above and
below, or from side to side when measuring
the resistance

Specification (Resistance)
1˟ or less ˧ Short to Ground Circuit
1M˟ or Higher ˧ Open Circuit

1) Disconnect connectors (A), (C) and measure for

resistance between connector (A) and Chassis
Ground as shown in [FIG. 6].
The measured resistance of line 1 and 2 in this
example is below 1˟ and higher than 1M˟
respectively.

00(L-HMC)-6-8 • Emission Control System SM 709

 Group 00(L-HMC), Engine

SM 709 Emission Control System • 00(L-HMC)-6-9

Group 00(L-HMC), Engine

Engine control system

MAPS Circuit diagram

(Manifold Absolute Pressure Sensor)

Haness Connector

Connection Information
Terminal Connected Function
1 MAPS signal
2 each pin no Sensor power (+5v)
of
Manifold Absolute Pressure Sensor (MAPS) is speed-den- 3 Sensor ground
ecu(ecm)
sity type sensor and is installed on the surge tank. This
MAPS senses absolute pressure in surge tank and trans- 4 IATS signal
fers this analog signal proportional to the pressure to the
PCM. The PCM calculates the intake air quantity and
engine speed based on this signal. This MAPS consists of Component inspection
piezo-electric element and hybrid IC that amplifies the
1. Connect a scantool on Diagnisis Link Connector
element output signal. The element is silicon diaphragm
(DLC).
type and adapts sensitive variable resistor effect of semi-
conductor. 100% vacuum and the manifold pressure 2. Check MAPS output voltage at idle and IG ON.
applies to both sides of it respectively. That is, this sensor
outputs the silicon variation proportional to pressure Condition Out Voltage (V)
change by voltage. Idle 0.8V ~ 1.6V
IG ON 3.9V ~ 4.1V
Specification
Pressure (kPa) Out Voltage (V)
20 0.79
46.66 1.84
101.32 4

00(L-HMC)-6-10 • Emission Control System SM 709

 Group 00(L-HMC), Engine

IATS (Intake Air Temperature Sensor) Circuit diagram

Connection Information
Terminal Connected Function
1 MAPS signal
2 each pin no Sensor power (+5v)
of
3 ecu(ecm) Sensor ground
4 IATS signal

Harness Connector

Intake Air Temperature Sensor (IATS) is installed inside

the Manifold Absolute Pressure Sensor (MAPS) and
detects the intake air temperature. To calculate precise air
quantity, correction of the air temperature is needed
because air density varies according to the temperature.
So the PCM uses not only MAPS signal but also IATS
signal. This sensor has a Negative Temperature Coeffi-
cient (NTC) and its resistance is in inverse proportion to
the temperature. Component inspection
Temperature [ଇ(൓)] Resistance (໰) 1. Turn ignition switch OFF.
-40 (-40) 40.93 ~ 48.35 2. Disconnect IATS connector.
-30 (-22) 23-43 ~ 27.34 3. Measure resistance between IATS terminals 3 and 4.
-20 (-4) 13.89 ~ 16.03 4. Check that the resistance is within the specification
-10 (14) 8.50 ~ 9-71
Specification: Refer to SPECIFICATION
0 (32) 5.38 ~ 6.09
10 (50) 3-48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21
60 (140) 0.54 ~ 0.62
80 (176) 0.29 ~ 0.34

SM 709 Emission Control System • 00(L-HMC)-6-11

Group 00(L-HMC), Engine

ECTS Circuit diagram

(Engine Coolant Temperature Sensor)

Function and operation priciple

Engine Coolant Temperature Sensor (ECTS) is located in
the engine coolant passage of the cylinder head for detect-
ing the engine coolant temperature. The ECTS uses a ther-
Connection Information
mistor whose resistance changes with the temperature.
The electrical resistance of the ECTS decreases as the Terminal Connected Function
temperature increases, and increases as the temperature
1 each pin no ECTS signal
decreases. The reference 5 V in the ECM is supplied to
the ECTS via a resistor in the ECM.That is, the resistor in 2 of ecu(ecm) Sensor ground
the ECM and the thermistor in the ECTS are connected in 3 Cluster -
series. When the resistance value of the thermistor in the
ECTS changes according to the engine coolant tempera-
ture, the output voltage also changes. During cold engine Harness Connector
operation the ECM increases the fuel injection duration
and controls the ignition timing using the information of
engine coolant temperature to avoid engine stalling and
improve drivability.

Component inspection
1. Turn ignition switch OFF.
2. Disconnect ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into
engine coolant, measure resistance between ECTS
terminals 3 and 4.
5. Check that the resistance is within the specification.
Specification: Refer to Specification.

Specification
Temperature [ଇ(൓)] Resistance (໰)
-40 (-40) 48.14
-20 (-4) 14.13 ~ 16.83
0 (32) 5.79
20 (68) 2.31 ~ 2.59
40 (104) 1.15
60 (140) 0.59
80 (176) 0.32

00(L-HMC)-6-12 • Emission Control System SM 709

 Group 00(L-HMC), Engine

CMPS (Camshaft Position Sensor)

Camshaft Position Sensor (CMPS) is a hall sensor and
detects the camshaft position by using a hall element. It is
related with Crankshaft Position Sensor (CKPS) and
detects the piston position of each cylinder which the
CKPS can't detect. The CMPS are installed on engine
head cover and uses a target wheel installed on the cam-
shaft. This sensor has a hall-effect IC which output volt-
age changes when magnetic field is made on the IC with
current flow.

Troubleshooting
<Waveform>

Circuit diagram Haness Connector

Component inspection
Connection Information Check signal waveform of CMPS and CKPS using a
Terminal Connected Function scantool
1 Main relay Power (b+) Specification : Refer to "WAVE FORM"
2 each pin no Sensor ground
3 of ecu(ecm) CMPS bank1/in signal

SM 709 Emission Control System • 00(L-HMC)-6-13

Group 00(L-HMC), Engine

CKPS (Crankshaft Position Sensor) Circuit diagram

Crankshaft Position Sensor (CKPS) detects the crankshaft
position and is one of the most important sensors of the
engine control system. If there is no CKPS signal input,
fuel is not supplied. That is, vehicle can't run without
CKPS signal. This sensor is installed on transaxle housing
and generates alternating current by magnetic flux field
which is made by the sensor and the target wheel when
engine runs. The target wheel consists of 58 slots and 2
missing slots on 360 degrees CA (Crank Angle). Connection Information
Terminal Connected Function
1 Main relay Power (b+)
2 each pin no CKP Signal
3 of ecu(ecm) Sensor ground

Harness Connector

Troubleshooting
Component inspection
Check signal waveform of CKPS and CMPS using a
scantool.
Specification : Refer to "WAVE FORM"

Fig.1) The square wave signal should be smooth and with-

out any distortion.
Fig.2,3) The CMPS falling(rising) edge is coincided with
3~5 tooth of the CKP from one longer sig-
nal(missing tooth)

00(L-HMC)-6-14 • Emission Control System SM 709

 Group 00(L-HMC), Engine

HO2S (Heated Oxygen Sensor) Circuit diagram

Heated Oxygen Sensor (HO2S) consists of zirconium and
alumina and is installed on downstream of the Exhaust
Manifold After it compares oxygen consistency of the
atmosphere with the exhaust gas, it transfers the oxygen
consistency of the exhaust gas to the ECM. When A/F
ratio is rich or lean, it generates approximately 1V or 0V
respectively. In order that this sensor normally operates,
the temperature of the sensor tip is higher than 370°ăC
(698°ăF). So it has a heater which is controlled by the Connection Information
ECM duty signal. When the exhaust gas temperature is
lower than the sensor tip. specified value, the heater <HO2S>
warms the heats the temperature of sensor tip part
Terminal Connected Function
1 each pin no HO2S signal
2 of ecu(ecm) Sensor ground
3 Main relay Battery (b+)
each pin no
4 Heater control
of ecu(ecm)

Harness Connector

Specification
A/E Ratio Output Voltage (V)
RICH 0.6 ~ 1.0
LEAN 0.1 ~ 0.4 Component inspection
1. Disconnet the HO2S connector.
Temperature [ଇ(൓)] Resistance (໰)
2. Measure resistance between HO2S heater terminals 3
Heater Resistance(˟ ) 3.1 ~ 4.1 ˟ at 20ଇ(68൓) and 4.
3. Check that the resistance is within the specification.
Specification : Refer to Specification.

SM 709 Emission Control System • 00(L-HMC)-6-15

Group 00(L-HMC), Engine

KS (Knock Sensor) Troubleshooting

The knock sensor is installed at cylinder block to detect
Function and operation priciple the vibration effectively during engine running.
The above waveform shows the signal waveform of knock
Knocking is a phenomenon characterized by undesirable sensor when knock dosen't happen. Generally, knock sig-
vibration and noise and can cause engine damage. Knock nal has more noise than other sensor.
Sensor (KS) senses engine knocking and the cylinder
block. When knocking occurs, the vibration from the cyl-
inder block is applied as pressure to the piezoelectric ele-
ment. At this time, this sensor transfers the voltage signal
higher than the specified value to the ECM and the knock-
ing ECM retards the ignition timing. If the disappears
after retarding the ignition timing, the ECM will advance
the ignition timing. This sequential control can improve
engine power, torque and fuel economy.

Circuit diagram

Specification
Connection Information
Items Specification
Terminal Connected Function
Capacitance (pF) 1,480 ~ 2,200
1 each pin no Sensor ground
Resistance (໱) 1 of ecu(ecm)
2 Knock Sensor Signal

Harness Connector

00(L-HMC)-6-16 • Emission Control System SM 709

 Group 00(L-HMC), Engine

Injector Connection Information

<Injector #1>
Function and operation principle Terminal Connected to Function

Based on information from various sensors, the ECM 1 Main relay Power Supply (B+)
measures the fuel injection amount. The fuel injector is a each pin no of
solenoid-operated valve and the fuel injection amount is 2 Injector Control
ecu(ecm)
controlled by length of time that the fuel injector is held
open. The ECM controls each injector by grounding the <Injector #2>
control circuit. When the ECM energizes the injector by
grounding the control circuit, the circuit voltage should be Terminal Connected to Function
low (theoretically 0V) and the fuel is injected. When the 1 Main relay Power Supply (B+)
ECM de-energizes the injector by opening control circuit,
each pin no of
the fuel injector is closed and circuit voltage should 2 Injector Control
ecu(ecm)
momentarily peak.
<Injector #3>
Terminal Connected to Function
1 Main relay Power Supply (B+)
each pin no of
2 Injector Control
ecu(ecm)

<Injector #4>
Terminal Connected to Function
1 Main relay Power Supply (B+)
each pin no of
2 Injector Control
ecu(ecm)

Specification Harness Connector

Items Specification
CoilResistance 14 ~15.4 at 20ଇ(68൓)

Circuit diagram

Component inspection
1. Turn ignition switch OFF.
2. Disconnect injector connector.
3. Measure resistance between injector terminals 1 and
2.
4. Check that the resistance is within the specification.
Specification : Refer to Specification.

SM 709 Emission Control System • 00(L-HMC)-6-17

 GROUP 00(L-GM)

GROUP 00(L-GM)

ENGINE

(GM 3.0 LPG)

SM 709 Group 00(L-GM), Engine

 Group 00(L-GM), Engine

Section 1

Specifications and Information

(GM 3.0 LPG)

SM 709 00(L-GM)-1-1
 Group 00(L-GM), Engine

Application N•m Lb Ft Lb In
Camshaft Retainer Bolts 9 80
Coolant Temperature Sensor 20 15
Connecting Rod Cap Nuts 61 45
Crankshaft Main Bearing Cap Bolts 85 63
Crankshaft Position Sensor Retaining Bolt 10 89
Crankshaft Rear Oil Seal Retainer Bolts 15 133
Cylinder Head Bolts 135 100
Distributor Hold Down Bolt 33 24
Flywheel Bolts 100 74
Front Cover Bolts 9 80
Fuel Pump Cover Bolts 19 14
Fuel Rail to Fuel Rail Bracket Bolts 12 106
Ignition Coil Bracket Attaching Bolts 25 18
Ignition Coil Module to Bracket Bolts 2 18
Intake to Exhaust Manifold Attaching Nuts and Bolt 47 35
Intake/Exhaust Manifold to Head (2 center) 50 37
Intake/Exhaust Manifold to Head (outer) 50 37
Lift Bracket Bolts 34 25
Oil Level Bracket Nut 9 80
Oil Pan Nuts (rear) 19 168
Oil Pan Bolts (to crankcase) 11 97
Oil Pan Bolts (to front cover) 5 44
Oil Pan Studs to Oil Seal Retainer or Crankcase 2 18
Oil Pump Cover 8 71
Oil Pump to Block 13 115
Oil Pump Pickup 7 62
Pushrod Cover Bolts 9 80
Rocker Arm Cover Bolts 7 62
Spark Plugs 20 15
Thermostat Housing Bolt 38 28
Water Outlet Housing Bolts 28 21
Water Pump Bolts 20 15

GM Part Number Type of Material Application

1052080 Sealant Rear camshaft bearing hole plug
1052080 Sealant Cylinder head bolt threads
1052914 Sealant Oil pan sealing surfaces
1052365 Lubricant Valve train component prelube
1052080 Sealant Valve rocker arm stud threads
1052080 Sealant Oil level indicator tube

SM 709 00(L-GM)-1-2
 Group 00(L-GM), Engine

Application Metric English

General Data
Engine Type L4
Displacement 3.0L 181 CID
Bore 101.60 mm 4.000 in
Stroke 91.44 mm 3.60 in
Compression Ratio 9.25:1
Firing Order 1-3-4-2
Spark Plug Gap 0.9 mm 0.035 in
Spark Plug Platinum Gap 1.28 mm 0.050 in
Lubrication System
Oil Pressure (Minimum - Hot) 41.4 kPa at 6.0 psig at
1,000 engine rpm 1,000 engine rpm
124.1 kPa at 18.0 psig at
2,000 engine rpm 2,000 engine rpm
165.5 kPa at 24.0 psig at
4,000 engine rpm 4,000 engine rpm
Oil Capacity (With Oil Filter Change) 3.81 4.00 qts
Oil Pump Type Gear Driven
Cylinder Block
Bore Diameter 101.5746-101.6508 mm 3.9990-4.0020 in
Bore Out-of-Round Production 0.0254 mm (Maximum) 0.001 in (Maximum)
Bore Out-of-Round Service Limit 0.0508 mm (Maximum) 0.002 in (Maximum)
Bore Taper Thrust Side Production 0.0127 mm (Maximum) 0.0005 in (Maximum)
Bore Taper Thrust Side Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Bore Taper Relief Side Production 0.0127 mm (Maximum) 0.0005 in (Maximum)
Bore Taper Relief Side Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Runout - Rear Face of Block to Crankshaft Center Line 0.05 mm (Maximum) 0.002 in (Maximum)
Piston
Piston-To-Bore Clearance Production 0.0635-0.0889 mm 0.0025-0.0035 in
Piston-To-Bore Clearance Service Limit 0.0889 mm 0.0035 in (Maximum)
Piston Rings
Piston Compression Ring Groove Clearance Production Top 0.03048-0.07366 mm 0.0012-0.0029 in
Piston Compression Ring Groove Clearance Production 2nd 0.03048-0.07366 mm 0.0012-0.0029 in
Piston Compression Ring Groove Clearance Service Limit 0.09906 mm (Maximum) 0.0039 in (Maximum)
Piston Compression Ring Gap Top Production * 0.254-0.508 mm 0.01-0.02 in
Piston Compression Ring Gap 2nd Production * 0.4318-0.635 mm 0.017-0.025 in
Piston Compression Ring Gap Top Service Limit * 0.88 mm (Maximum) 0.035 In (Maximum)
Piston Compression Ring Gap 2nd Service Limit * 0.88 mm (Maximum) 0.035 in (Maximum)
Piston Oil Ring Groove Clearance Production 0.0254-0.1524 mm 0.001-0.006 in
Piston Oil Ring Groove Clearance Service Limit 0.1778 mm (Maximum) 0.007 in (Maximum)
Piston Oil Ring Gap Production * 0.25-0.76 mm 0.01-0.03 in
Piston Oil Ring Gap Service Limit * 1.016 mm (Maximum) 0.04 in (Maximum)
Piston Pin
Diameter 23.545-23.548 mm 0.9270-0.927 in
Clearance in Piston Production 0.00762-0.01651 mm 0.0003-0.00065 in
Clearance in Piston Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Fit in Connecting Rod 0.02032-0.050292 mm 0.0008-0.00198 in
(Interference) (Interference)

* Measured in cylinder bore

SM 709 00(L-GM)-1-3
 Group 00(L-GM), Engine

Crankshaft
Crankshaft Journal Diameter (All) 58.3666-58.4047 mm 2.2979-2.2994 in
Crankshaft Journal Taper Production 0.005 mm (Maximum) 0.0002 in (Maximum)
Crankshaft Journal Taper Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Crankshaft Journal Out-of-Round Production 0.005 mm (Maximum) 0.0002 in (Maximum)
Crankshaft Journal Out-of-Round Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Crankshaft Bearing Clearance Production #1 - #4 0.0254-0.06096 mm 0.001-0.0024 in
Crankshaft Bearing Clearance Production #5 0.0406-0.0889 mm 0.0016-0.0035 in
Crankshaft Bearing Clearance Service Limit #1 - #4 0.0254-0.0635 mm 0.001-0.0025 in
Crankshaft Bearing Clearance Service Limit #5 0.0381-0.0889 mm 0.0015-0.0035 in
Crankshaft End Play 0.05-0.1524 mm 0.002-0.006 in
Crankshaft Sprocket Runout 0.07 mm (Maximum) 0.003 in (Maximum)
Connecting Rod
Connecting Rod Journal Diameter 53.2892-53.3273 mm 2.0980-2.0995 in
Connecting Rod Journal Taper Production 0.00762 mm (Maximum) 0.0003 in (Maximum)
Connecting Rod Journal Taper Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Connecting Rod Journal Out-of-Round Production 0.005 mm (Maximum) 0.0002 in (Maximum)
Connecting Rod Journal Out-of-Round Service Limit 0.0254 mm (Maximum) 0.001 in (Maximum)
Rod Bearing Clearance Production 0.04318-0.06858 mm 0.0017-0.0027 in
Rod Bearing Clearance Service Limit 0.0762 mm (Maximum) 0.003 in (Maximum)
Rod Side Clearance 0.1524-0.4318 mm 0.006-0.017 in
Camshaft
Journal Diameter (Industrial) 47.452-47.478 mm 1.8682-1.8692 in
Journal Diameter (Marine) 47.440-47.490 mm 1.8677-1.8697 in
End Play 0.0762-0.2032 mm 0.003-0.008 in
Camshaft Sprocket Runout 0.1 mm (Maximum) 0.004 in (Maximum)
Timing Sprocket Teeth Backlash 0.10-0.15 mm 0.004-0.006 in
Lobe Lift Intake (Industrial) 5.516-5.791 mm 0.2172-0.2280
Lobe Lift Exhaust (Industrial) 5.516-5.791 mm 0.2172-0.2280
Lobe Lift Intake (Marine) 6.400-6.45 mm 0.2520-0.2539
Lobe Lift Exhaust (Marine) 6.400-6.45 mm 0.2520-0.2539
Lobe Lift Service Limit ±0.0254 mm ±0.001 in
Valve System
Valve Lifter Hydraulic
Valve Rocker Arm Ratio 1.75:1
Valve Lash Half to One Turn Down From Zero Lash
Face Angle 45 Degrees
Seat Angle 46 Degrees
Seat Runout 0.05 mm (Maximum) 0.002 in (Maximum)
Seat Width Intake 1.27-1.778 mm 0.050-0.070 in
Seat Width Exhaust 1.524-2.032 mm 0.060-0.080 in
Stem Clearance Intake Production 0.0254-0.06858 mm 0.001-0.0027 in
Stem Clearance Exhaust Production 0.01778-0.06858 mm 0.0007-0.0027 in
Stem Clearance Intake Service Limit 0.09398 mm (Maximum) 0.0037 in (Maximum)
Stem Clearance Exhaust Service Limit 0.1193 mm (Maximum) 0.0047 in (Maximum)
Valve Spring Free Length 52.299 mm 2.059 in
Valve Spring Pressure Closed 444-490 N at 40.89 mm 100-110 lb at 1.61 in
Valve Spring Pressure Open 925-987 N at 30.99 mm 208-222 lb at 1.22 in
Valve Spring Installed Height Intake 41.91 mm 1.65 in

SM 709 00(L-GM)-1-4
 Group 00(L-GM), Engine

Valve Spring Installed Height Exhaust 41.91 mm 1.65 in

Valve Lift Intake 11.25 mm 0.443 in
Valve Lift Exhaust 11.25 mm 0.443 in
Cylinder Head Warpage
Cylinder Head Deck (measured within a 152.4 mm (6.0 in) area) 0.0762 mm 0.003 in
Cylinder Head Deck (measuring the overall length of the cylinder head) 0.1778 mm 0.007 in

SM 709 00(L-GM)-1-5
 Group 00(L-GM), Engine

Section 2

Diagnostic Information and Procedures

Engine Noise Diagnosis

Step Action Value Yes No

1. With the engine running, try to determine if the noise is
timed to the crankshaft speed or the camshaft speed.
1 2.

Is the noise timed to the crankshaft speed? — Go to Step 2 Go to Step 3

1. Remove the rod bearings and inspect the bearings and

the journals for wear.
2. If the parts are OK, remove the crankshaft and inspect
2 the main bearings and journals for wear.
3. Replace the parts as necessary.
Does the engine continue to knock? — Go to Step 3 System OK

Check to see if the noise is timed to the camshaft speed.

3
Is the noise timed to the camshaft speed? — Go to Step 5 Go to Step 4

1.
4 2. Tighten or adjust as necessary.
Does the engine continue to knock? — Go to Step 5 System OK

1. Remove the pushrod cover.

• Refer to Pushrod Cover Removal.
2. Rotate the engine and measure the lifter movement in
5 the bore.
3.
Engine Mechanical
— Go to Step 7 Go to Step 6

Replace the camshaft. Refer to Camshaft Removal and

6 Installation.
Does the engine continue to knock? — Go to Step 7 System OK

1. Remove the rocker arms, the pushrods and the lifters.

2. Inspect the parts for excessive wear or damage.
7
3. Replace the parts as necessary.
Are the repairs complete? — System OK —

SM 709 00(L-GM)-2-1

Engine Compression Test
Perform the following steps in order to conduct a compression
test:
1. Conduct the following steps in order to check cylinder
compression:
1.1. Engine should be at room temperature.
1.2. Disconnect the two electrical connectors from
the distributor.
1.3. Remove the spark plugs.
1.4. Throttle plates should be wide open.
1.5. Battery should be at or near full charge.
2. For each cylinder, crank engine through four
compression strokes.
3. The lowest cylinder reading should not be less than
70% of the highest.
4. No cylinder reading should be less than 689 kPa
(100 psi).
Important: The results of a compression test will fall into the
following categories:
1. Normal — Compression builds up quickly and evenly to
2.
to build up on the following strokes but does not reach
normal. Improves considerably with addition of oil.
3.
tend to build up on the following strokes. Does not
improve much with addition of oil. Use approximately
three squirts from a plunger-type oiler.
Engine Noise Diagnosis
There are four steps to diagnosing engine noise. You must
determine the following conditions:
• Type of noise.
• The exact operating condition under which the noise
exists.
• Determine the rate and location of the noise.
• Compare the sounds in other engines to make sure
you are not trying to correct a normal condition.
Identify the type of noise. For example, a light rattle or low
rumble.
Remember, engine noises are generally synchronized to either
engine speed (caused by the crankshaft, pistons or connecting
rods) or one-half engine speed (valve train noise). Try to
determine the rate at which the noise is occurring.
Knocks Cold and Continues for 2 to 3 Minutes
• Oil Consumption Diagnosis
Reposition the splash shield.
• Loose or broken crankshaft balancer or drive
pulleys. Tighten or replace as necessary.
• Excessive piston to bore clearance. Replace the
piston.
SM 709
Group 00(L-GM), Engine
• Cold engine knock usually disappears when
grounded out. Cold engine piston knock which
disappears in 1.5 minutes should be considered
acceptable.
Knocks on Start-Up but Only Lasts a Few Seconds
• Improper oil viscosity. Install recommended oil
viscosity for expected temperatures.
• Excessive piston to bore clearance.
• Excessive piston pin to piston clearance.
• Excessive crankshaft end clearance.
• Excessive crankshaft bearing clearance.
Knocks at Idle Hot
• Detonation or spark knock. Check operation of ignition
controls or knock sensor circuit.
•
• Exhaust leak at manifold. Tighten the exhaust
manifold bolts and/or replace the gasket.
• Excessive connecting rod bearing clearance. Replace
the bearings as necessary.
• Excessive piston pin clearance.
• Excessive crankshaft thrust bearing clearance.
• Bent connecting rod.
Valve Train Diagnosis
A light tapping at one-half engine speed or any varying
frequency, can indicate a valve train problem. These tapping
noises increase with engine speed.
Before attempting to judge the valve train noises, thoroughly
warm up the engine. By doing this you will bring all engine
components to a normal state of expansion. Also, run the engine
at various speeds and listen for engine noise. The causes of the
valve train noise include the following conditions:
• Incorrectly adjusted valve lash.
• Low oil pressure.
• Loose valve rocker arm attachments.
• Worn valve rocker arm and/or pushrod.
• Broken valve spring.
• Sticking valves.
• Lifters worn, dirty or faulty.
• Camshaft lobes worn.
• Worn valve guides.
• Worn or damaged valve keys.
• Bent pushrods.
Excessive oil consumption (not due to leaks) is the use of 1.9L
(2 qts.) or more of engine oil within 50 hours of use. The causes
of excessive oil consumption include the following conditions:
• External oil leaks. Tighten bolts and/or replace gaskets
and oil seals as necessary.
00(L-GM)-2-2
 Group 00(L-GM), Engine

• Incorrect oil level or improper reading of oil level 4. If the leak still cannot be found, it may be necessary to
indicator. With the engine at a level surface, allow clean the suspected area with a degreaser, steam or
adequate drain down time and check for the correct oil spray solvent. Clean the area well, then dry the area.
level. Run the engine for several minutes at normal operating
• Improper oil viscosity. Use a recommended SAE temperature and varying speeds. After running the
viscosity for the prevailing temperatures. engine, visually check the suspected area. If you still
cannot locate the leak, try using the powder or black
• Continuous high speed operation and/or severe
light and dye method.
usage.
Perform the following steps in order to perform the powder
• Crankcase ventilation system restrictions or
method:
malfunctioning components. Possible improper PCV
valve. 1. Clean the suspected area.
• Valve guides and/or valve stem oil seals worn, or 2. Apply an aerosol-type powder (such as foot powder) to
the seal omitted. Ream guides and install oversize the suspected area.
service valves and/or new valve stem oil seals. 3. Run the engine under normal operating conditions.
• Piston rings broken, improperly installed, worn or 4. Visually inspect the suspected area. You should be able
not seated properly. Allow adequate time for rings to to trace the leak path over the white powder surface to
seat. Replace broken or worn rings as necessary. the source.
• Perform the following steps in order to use the black light and
Low or No Oil Pressure Diagnosis and Testing dye method:
• Low oil level. Fill to full mark on oil level indicator. Tools Required
• Incorrect or malfunctioning oil pressure switch. J 39400 Leak Detector
• Incorrect or malfunctioning oil pressure gauge. 1.
component.
• Improper oil viscosity for the expected temperature.
2. Run the engine under normal operating conditions as
• Oil pump worn or dirty.
directed by the J 39400.
• Malfunctioning oil pump pressure regulator valve.
3. Direct the light toward the suspected area. The dyed
•
• Oil pump screen loose, plugged or damaged. Repairing the Leak
• Excessive bearing clearance. Replace as Once the origin of the leak has been pinpointed and traced
necessary. back to its source, the cause of the leak must be determined in
• Cracked, porous or restricted oil galleys. Repair or order for it to be repaired properly. If a gasket is replaced, but
replace the engine block. the sealing surface is damaged, the new gasket will not repair
• Oil galley plugs missing or incorrectly installed. the leak. Before attempting to repair a leak, be sure that the
Install the plugs or repair as necessary. gasket and sealing surfaces are correct.
• Oil diluted by moisture or unburned fuel mixtures. Perform the following steps in order to check for gasket leaks:
Oil Leak Diagnosis 1.
2. Check the crankcase ventilation system for restrictions
or malfunctioning components.
3. Inspect for improperly tightened fasteners or dirty/
repair. damaged threads.
4.
1. 5. Check for scratches, burrs or other damage to the
sealing surface.
2. 6. Look for a damaged or worn gasket.
engine at normal operating temperature, place a large 7. Check for cracking or porosity of the component.
sheet of paper under the engine. After a few minutes,
8. Check for use of an improper sealant used (where
applicable).
the leak by the drippings on the paper.
3. Visually check around the suspected component.
Check around the gasket mating surfaces for leaks. A

reach.

SM 709 00(L-GM)-2-3
 Group 00(L-GM), Engine

Section 3

Engine Removal and Installation

SM 709 00(L-GM)-3-1
 Group 00(L-GM), Engine

Block Explode

SM 709 00(L-GM)-3-2
 Group 00(L-GM), Engine

Disassembled View

1 VALVE ROCKER ARM COVER BOLT 43 FUEL PUMP COVER BOLT

2 VALVE ROCKER ARM COVER REINFORCEMENT 44 FUEL PUMP COVER
3 VALVE ROCKER ARM COVER 45 FUEL PUMP COVER GASKET
4 OIL FILLER CAP 46 CRANKSHAFT POSITION SENSOR O-RING
5 VALVE ROCKER ARM COVER GASKET 47 CRANKSHAFT POSITION SENSOR
6 EFE VALVE THERMOSTAT 48 CRANKSHAFT POSITION SENSOR RETAINING BOLT
7 INTAKE MANIFOLD 49 ENGINE BLOCK COOLANT PLUG
8 INTAKE MANIFOLD NUT 50 DISTRIBUTOR/HIGH VOLTAGE SWITCH (HVS)
9 INTAKE/EXHAUST MANIFOLD CLAMP 51 DISTRIBUTOR (EST)
10 INTAKE/EXHAUST MANIFOLD WASHER 52 DISTRIBUTOR GASKET
11 INTAKE/EXHAUST MANIFOLD BOLT 53 DISTRIBUTOR HOLD DOWN
12 INTAKE/EXHAUST MANIFOLD GASKET 54 DISTRIBUTOR HOLD DOWN BOLT
13 EFE VALVE SPRING 55 OIL LEVEL INDICATOR TUBE BRACKET RETAINING NUT
14 EFE VALVE WEIGHT 56 OIL LEVEL INDICATOR TUBE BRACKET WASHER
15 EXHAUST MANIFOLD 57 OIL LEVEL INDICATOR TUBE
16 INTAKE/EXHAUST MANIFOLD BOLT 58 OIL LEVEL INDICATOR
17 EXHAUST MANIFOLD STUD 59 IGNITION COIL BRACKET BOLT
18 INTAKE/EXHAUST MANIFOLD GASKET 60 IGNITION COIL
19 CYLINDER HEAD BOLT 61 IGNITION CONTROL MODULE HEAT SINK
20 CYLINDER HEAD 62 IGNITION CONTROL MODULE
21 CYLINDER HEAD GASKET 63 IGNITION CONTROL MODULE BOLTS
22 LIFT BRACKET 64 IGNITION COIL WASHER (EST)
23 LIFT BRACKET BOLT 65 IGNITION COIL BOLT (EST)
24 WATER OUTLET HOUSING BOLTS 66 PRIMARY IGNITION COIL HARNESS (EST)
25 WATER OUTLET HOUSING 67 IGNITION COIL (EST)
26 WATER OUTLET HOUSING GASKET 68 IGNITION COIL WIRE
27 COOLANT THERMOSTAT 69 SPARK PLUG WIRE RETAINER
28 THERMOSTAT HOUSING 70 SPARK PLUG WIRE HARNESS
29 THERMOSTAT HOUSING BOLTS 71 SPARK PLUG
30 THERMOSTAT HOUSING GASKET 72 VALVE PUSHROD
31 COOLANT TEMPERATURE SENSOR 73 VALVE ROCKER ARM
32 ENGINE BLOCK 74 VALVE ROCKER ARM BALL
33 WATER PUMP GASKET 75 VALVE ROCKER ARM NUT
34 WATER PUMP 76 FUEL RAIL BRACKET
35 WATER PUMP BOLT 77 FUEL RAIL BRACKET WASHER
36 WATER PUMP BOLT 78 FUEL INJECTOR TO CYLINDER HEAD O-RING
37 PUSHROD COVER GASKET 79 FUEL INJECTOR
38 PUSHROD COVER 80 FUEL INJECTOR RETAINING CLIP
39 PUSHROD COVER BOLT 81 FUEL INJECTOR TO RAIL O-RING
40 VALVE LIFTER 82 FUEL RAIL
41 ENGINE BLOCK COOLANT PLUG 83 FUEL RAIL TO BRACKET BOLTS
42 PUSHROD COVER STUD

SM 709 00(L-GM)-3-3
 Group 00(L-GM), Engine

Block Explode

SM 709 00(L-GM)-3-4
 Group 00(L-GM), Engine

1 ENGINE BLOCK
2 PISTON PIN
3 PISTON RING KIT
4 PISTON
5 CONNECTING ROD
6 CONNECTING ROD BOLT
7 CONNECTING ROD BEARING KIT
8 CONNECTING ROD CAP
9 CONNECTING ROD NUT
10 OIL NOZZLE
11 CAMSHAFT BEARINGS
12 CAMSHAFT
13 CAMSHAFT RETAINER
14 CAMSHAFT SPROCKET
15 CAMSHAFT RETAINER BOLT
16 CAMSHAFT WOODRUFF KEY
17 CRANKSHAFT PULLEY
18 ENGINE FRONT COVER SEAL
19 ENGINE FRONT COVER BOLT
20 ENGINE FRONT COVER
21 ENGINE FRONT COVER GASKET
22 CRANKSHAFT SPROCKET
23 CRANKSHAFT KEYWAY
24 OIL PUMP
25 OIL PUMP BOLT
26 CRANKSHAFT BEARING KIT
27 CRANKSHAFT
28 CRANKSHAFT BEARING CAP
29 CRANKSHAFT BEARING CAP BOLT
30 OIL PAN GASKET
31 OIL PAN
32 OIL PAN WASHER
33 OIL PAN BOLT
34 OIL DRAIN PLUG WASHER
35 OIL DRAIN PLUG
36 CRANKSHAFT REAR OIL SEAL HOUSING PIN
37 CRANKSHAFT REAR OIL SEAL HOUSING
38 CRANKSHAFT REAR OIL SEAL HOUSING STUD
39 CRANKSHAFT REAR OIL SEAL HOUSING BOLT
40 CLUTCH PILOT BEARING
41 ENGINE FLYWHEEL BOLT
42 ENGINE FLYWHEEL
43 CRANKSHAFT REAR OIL SEAL
44 CRANKSHAFT REAR OIL SEAL HOUSING BOLT
45 CRANKSHAFT REAR OIL SEAL HOUSING GASKET
46 CAMSHAFT REAR BEARING HOLE PLUG
47 ENGINE BLOCK CORE PLUG

SM 709 00(L-GM)-3-5
 Group 00(L-GM), Engine

Head Explode

1 CYLINDER HEAD
2 VALVE ROCKER ARM STUD
3 VALVE STEM KEY
4 VALVE SPRING CAP (MPFI)
5 VALVE SPRING (MPFI)
6 VALVE STEM OIL SEAL (MPFI)
7 EXHAUST VALVE
8 INTAKE VALVE
9 VALVE STEM KEY
10 VALVE SPRING CAP
11 VALVE STEM OIL SHIELD
12 VALVE SPRING
13 VALVE STEM OIL SEAL
14 VALVE ROTATOR CAP EXHAUST

SM 709 00(L-GM)-3-6
 Group 00(L-GM), Engine

Oil Pump Explode

1 DRIVE GEAR
2 DRIVEN GEAR
3 OIL PRESSURE RELIEF VALVE
4 OIL PRESSURE RELIEF VALVE SPRING
5 OIL PUMP SCREEN
6 OIL PUMP
7 OIL PUMP COVER GASKET
8 OIL PUMP COVER
9 OIL PUMP COVER WASHER
10 OIL PUMP COVER BOLT

SM 709 00(L-GM)-3-7
 Group 00(L-GM), Engine

Draining Fluids, Oil Filter and Fuel Pump Cover

Removal
1. Remove the oil pan drain plug and allow the oil to drain.

2.

3. Remove the fuel pump cover bolts (1), cover (2), and
gasket (3).

SM 709 00(L-GM)-3-8
 Group 00(L-GM), Engine

4. Remove the left rear engine block coolant plug (4) and
allow the coolant to drain.
5. Remove the crankshaft position sensor retaining bolt (3).
6. Remove the crankshaft position sensor (2), (MPFI engine
only).

Engine Flywheel Removal

Important: Note the position and direction of the engine

reinstalled to the original position and direction.

1.
2.

Fuel Rail Removal

1. Remove the fuel rail mounting bolts (1).
2. Remove the fuel rail and injector assembly (2).

SM 709 00(L-GM)-3-9
 Group 00(L-GM), Engine

Distributor/High Voltage Switch (HVS) Removal

1. Disconnect the secondary ignition wires (1) from the
spark plugs and the ignition coil.
2. Remove the distributor hold down bolt (5).
3. Remove the distributor/high voltage switch (HVS) (2), and
gasket (3).
4. distributor (6) and primary ignition harness for EST

Ignition Coil Module Assembly Removal

1. Remove the ignition coil bracket attaching bolts (1).
2. Remove the ignition coil and module assembly (2).
3. Remove the ignition coil bolt (8), washer (7) and ignition
coil (6) for EST models.

SM 709 00(L-GM)-3-10
 Group 00(L-GM), Engine

Oil Level Indicator and Tube Removal

1. Remove the oil level indicator from the tube.
2. Remove the oil level indicator tube retaining nut and
washer.
3. Remove the oil level indicator from the block, and the
washer from the stud.

Lift Bracket Removal

1. Remove the lift bracket bolts.
2. Remove the lift bracket.

Spark Plug Removal

1. Remove the spark plugs.

SM 709 00(L-GM)-3-11
 Group 00(L-GM), Engine

Intake/Exhaust Manifold Removal (Industrial)

1. Remove the intake/exhaust manifold bolts.
2. Remove the intake/exhaust manifold.
3. Remove the intake/exhaust manifold gaskets.

Intake/Exhaust Manifold Disassemble and

Assemble (Industrial)
If necessary to replace either the intake or exhaust manifold,
separate them as follows:
1. Remove the one attaching bolt and the two nuts at the
center of the assembly.
2. Reassemble manifolds using a new gasket.

Tighten
Tighten the bolts to 27-34 N•m (20-25 lb ft).

Intake/Exhaust Manifold Clean and Inspect

(Industrial)
Clean and inspect the following areas:
• The manifold bolts and studs.
• All manifold sealing surfaces.
• Any old RTV from the manifold.

SM 709 00(L-GM)-3-12
 Group 00(L-GM), Engine

Water Outlet and Thermostat Removal (Industrial)

1. Remove the two water outlet housing bolts (1).
2. Remove the water outlet housing (2).
3. Remove the thermostat (4) and gasket (3).
4. Discard the water outlet housing gasket.
5. Remove the coolant temperature sensor (7) (MPFI engine
only).
6. Remove the thermostat housing bolts (6).
7. Remove the thermostat housing (5) and gasket (8).
8. Discard the thermostat housing gasket.

Water Pump Removal

Make sure the coolant is drained.
1. Remove the water pump bolts.
2. Remove the water pump and gasket.
3. Discard the water pump gasket.
4. Inspect the water pump for the following:
• Gasket sealing surfaces for excessive scratches or
gouges.
• Excessive side-to-side play in the hub shaft.
• Leakage at the water inlet housing or rear cover
gaskets areas.
• Leakage at the water pump vent hole.
A stain around the vent hole is acceptable. If leakage
occurs at the vent hole with the engine running and the
cooling system pressurized, replace the pump.

Crankshaft Pulley Removal

Tools Required
• J 24420-C Universal Crankshaft Pulley Remover
1. Use the J 24420-C in order to remove the crankshaft
pulley.

SM 709 00(L-GM)-3-13
 Group 00(L-GM), Engine

Valve Rocker Arm Cover Removal

1. Remove the valve rocker arm cover bolts.
2. Remove the valve rocker arm cover.
3. Remove the gasket/sealer.

Fuel Rail Bracket Removal

1. Remove two cylinder head bolts and washers retaining
the fuel rail bracket.
2.. Remove the fuel rail bracket.

Pushrod Cover Removal

1. Remove the pushrod cover bolts.
2. Remove the pushrod cover.
3. Remove the gasket/sealer.

SM 709 00(L-GM)-3-14
 Group 00(L-GM), Engine

Valve Rocker Arm and Pushrod Removal

1. Remove the following components from the cylinder
head:
1.1. The valve rocker arm nuts (1).
1.2. The valve rocker arm balls (2).

Measuring Camshaft Lobe Lift

Tools Required
• J 8520 Camshaft Lobe Lift Indicator
1. Position the J 8520 with the ball socket adapter on the
valve pushrod. Be sure that the valve pushrod is in the
valve lifter socket.
2. Slowly rotate the crankshaft until the valve lifter roller is
on the heel of the cam lobe. The valve pushrod will be in
its lowest position.
3. Set the J 8520 on zero.
4. Slowly rotate the crankshaft until the valve pushrod is
raised fully.
5. Compare the total lift shown on the J 8520 with the

6. Remove the J 8520.

7. Remove the valve pushrods.

8. Place the following parts in a rack so that they can be
reinstalled in their original locations:
• The valve rocker arms.
• The valve rocker arm balls.
• The valve pushrods.

SM 709 00(L-GM)-3-15
 Group 00(L-GM), Engine

Valve Train Components Inspect (Cylinder Head)

Inspect the following areas:
• The valve rocker arms and ball at the mating surfaces.
These surfaces should be smooth and free of scoring
or other damage.
• The valve pushrod sockets and valve stem mating
surfaces. These surfaces should be smooth with no
scoring or exceptional wear.
• The valve pushrods for bends or scored ends.

Valve Lifter Removal

Tools Required
• J 3049 Valve Lifter Remover (Plier Type)
• J 9290-01 Valve Lifter Remover (Slide Hammer Type)
1. Use the J 3049 in order to remove the valve lifters.

2. If the valve lifters cannot be removed with the J 3049 use

the J 9290-01 in order to remove the valve lifters.

SM 709 00(L-GM)-3-16
 Group 00(L-GM), Engine

Cylinder Head Removal

1. Remove the cylinder head bolts.
Notice: After removal, place the cylinder head on two wood
blocks to prevent damage.
2. Remove the cylinder head.
3. Remove the gasket.
4. Discard the gasket

Oil Pan Removal

1. Remove the oil pan bolts.
2. Remove the oil pan.
3. Remove the gasket.
4. Discard the gasket.

Oil Pump Removal

1. Remove the bolts that attach the oil pump to the engine
block.
2. Remove the oil pump and gasket.
3. Discard the gasket.

SM 709 00(L-GM)-3-17
 Group 00(L-GM), Engine

Engine Front Cover Removal

1. Remove the engine front cover bolts.
2. Remove the engine front cover.
3. Remove the gasket.
4. Discard the gasket.

5. Remove the oil seal from the front cover.

6. Clean the engine front cover in solvent.
7. Inspect the engine front cover for damage to the gasket
surface or the oil seal surface.

Measuring Crankshaft and Camshaft Sprocket

Runout
Tools Required
• J 8001 Dial Indicator
1. Use the J 8001 in order to measure the crankshaft and
camshaft sprocket runout. Refer to Engine Mechanical

2.
remove any burrs from the shaft or replace the sprocket.

SM 709 00(L-GM)-3-18
 Group 00(L-GM), Engine

Measuring Timing Sprocket Teeth Backlash

Tools Required
• J 8001 Dial Indicator
1. Use the J 8001 in order to measure the backlash
between the timing sprocket teeth.
2.

Crankshaft Sprocket Removal

Tools Required
• J 6978-E Crankshaft Sprocket Puller
1. Use the J 6978-E in order to remove the crankshaft
sprocket.
2. If necessary, remove the crankshaft keys.

Camshaft Removal
1. Remove the two camshaft retainer bolts, working through
the holes in the camshaft sprocket.

SM 709 00(L-GM)-3-19
 Group 00(L-GM), Engine

Important: All camshaft journals are the same diameter, so

care must be used in removing the camshaft to avoid damage
to the bearings.
2. Carefully rotate and pull the camshaft out of the bearings.

Crankshaft and Camshaft Sprocket Inspect

• The camshaft and crankshaft sprockets for wear.
• One edge of worn teeth or that are no longer
concentric.
• The valley between worn teeth.

Timing Gear Oil Nozzle Removal

1. Remove the oil nozzle with pliers.

SM 709 00(L-GM)-3-20
 Group 00(L-GM), Engine

Piston, Connecting Rod and Bearing Removal

Tools Required
• J 5239 Connecting Rod Guide Tool
• J 24270 Ridge Reamer
1. Remove the ring ridge as follows:
1.1. Turn the crankshaft until the piston is at the bottom
of the stroke.
1.2. Place a cloth on top of the piston.
1.3. Use the J 24270 to remove the cylinder ring ridge.
1.4. Turn the crankshaft so the piston is at the top of the
stroke.
1.5. Remove the cloth.
1.6. Remove the cutting debris.

Important: Place matchmarks or numbers on the connecting

rods and the connecting rod caps. Upon removal of the piston
and connecting rod assembly, install the connecting rod caps to
the matching connecting rods.
2. Remove the connecting rod nuts.
3. Remove the connecting rod cap.
4. Remove the connecting rod bearings.
• Keep bearings with the original connecting rod and
connecting rod cap.
• Wipe the oil from the bearings.
• Wipe the oil from the crankpins.

5. Use the J 5239 in order to remove the connecting rod

and the piston out of the engine block.
6. Use a hammer and tap lightly on the end of the
connecting rod guide tool to remove the piston and
connecting rod assembly from the cylinder bore.

SM 709 00(L-GM)-3-21
 Group 00(L-GM), Engine

Crankshaft and Bearings Clean and Inspect

(Connecting Rod Bearing Clearance)
Important: Connecting rod bearings are a precision insert type.
Connecting rods are of a powdered metal design and cannot

excessive, a new bearing and/or connecting rod are required.

Do not rotate the crankshaft while gauging plastic is between
the crankshaft journal and the bearing surface.
1. Remove the connecting rod nuts.
2. Remove the connecting rod cap and bearing.

3. Inspect the crankshaft bearings for craters or pockets.

Flattened sections on the bearing halves also indicate
fatigue.

4. Inspect the crankshaft bearings for excessive scoring or

discoloration.
5. Inspect the crankshaft bearings for dirt or debris
imbedded into the bearing material.

SM 709 00(L-GM)-3-22
 Group 00(L-GM), Engine

6. Install the gauging plastic (1) onto the connecting rod

bearing journal. Install the gauging plastic the full width of
the journal.

7. Install the connecting rod cap and bearing.

Tighten
Tighten the nuts evenly to 61 N•m (45 lb ft).

8. Remove the connecting rod nuts.

9. Remove the connecting rod cap and bearing.

SM 709 00(L-GM)-3-23
 Group 00(L-GM), Engine

10. Measure the gauging plastic at its widest area using the
scale supplied with the plastic gauging kit.
11. Compare the measurements to Engine Mechanical

Crankshaft Rear Oil Seal and Housing Removal

1. Remove the crankshaft rear oil seal housing bolts.
2. Remove the crankshaft rear oil seal housing, seal and
gasket.

3. Remove the crankshaft rear oil seal from the crankshaft

rear oil seal housing.

SM 709 00(L-GM)-3-24
 Group 00(L-GM), Engine

Crankshaft , Bearings and Bearing Cap Removal

1. Remove the crankshaft bearing cap bolts.
2. Remove the crankshaft bearing caps.

3. Remove the crankshaft.

4. Remove the crankshaft bearings from the bearing caps
(lower bearings) and from the engine block (upper
bearings).

Crankshaft and Bearings Clean and Inspect

Tools Required
• J 7872 Magnetic Base Indicator Set
Caution: Wear safety glasses in order to avoid eye damage.
1. Clean the crankshaft in solvent.
2. Inspect the crankshaft oil passages for restrictions.
3. Dry the crankshaft with compressed air.
4. Inspect the crankpins for scoring or wear.
5. Inspect the reluctor wheel teeth for damage or warpage.

SM 709 00(L-GM)-3-25
 Group 00(L-GM), Engine

5. Inspect the crankshaft bearings for craters or pockets.

Flattened sections on the bearing halves also indicate
fatigue.

6. Inspect the crankshaft bearings for excessive scoring or

discoloration.
7. Inspect the crankshaft bearings for dirt or debris imbedded
into the bearing material.

8. Inspect the crankshaft bearings for improper seating

indicated by bright, polished sections of the bearing.
• If the lower half of the bearing is worn or damaged,
both the upper and lower halves must be replaced.

SM 709 00(L-GM)-3-26
 Group 00(L-GM), Engine

9. Measure the crankpins for out-of-round, taper or

undersize with a micrometer. Refer to Engine Mechanical

10. Support the crankshaft front and rear journals on V-

blocks.
11. Measure the crankshaft run-out at front and rear
intermediate journals with J 7872. Refer to Engine

12. Replace or recondition crankshaft if measurements are

Crankshaft and Bearings Clean and Inspect (Main

Bearing Clearance)
Important: Crankshaft main bearings are a precision insert
type. Main bearing caps are machined with the engine block for

Crankshaft bearing clearances are critical. If the clearances are

found to be excessive, new bearings and/or engine block and
cap repair may be required.
Do not rotate the crankshaft while gauging plastic is between
the crankshaft journal and the bearing surface.
1. Remove the crankshaft bearing cap bolts.
2. Remove the crankshaft bearing caps.

SM 709 00(L-GM)-3-27
 Group 00(L-GM), Engine

3. Install gauging plastic (1) onto the crankshaft journal.

Install the gauging plastic the full width of the crankshaft
bearing journal.

4. Install the bearing, bearing cap and bolts.

Tighten
Tighten the crankshaft bearing cap bolts to 85 N•m (63 lb ft).

5. Remove the crankshaft bearing cap bolts.

6. Remove the crankshaft bearing caps.

SM 709 00(L-GM)-3-28
 Group 00(L-GM), Engine

7. Measure the gauging plastic at its widest area using the

scale supplied with the plastic gauging kit.
8. Compare the measurements to Engine Mechanical

• If the gauging plastic shows irregularity in the journal

exceeding 0.025 mm (0.001 in), remove the crankshaft
and measure the journal with a micrometer.
• If the clearance is greater than Engine Mechanical

set. Measure the clearance with gauging plastic.

•
grind the crankshaft for use with the next undersized

9. Use a dial indicator or feeler gauge in order to measure

end play between the front of the rear of the crankshaft
bearing cap and the crankshaft thrust surface in order to
determine the crankshaft end play.
10. If you use a feeler gauge, measure between the
thrust surface of the crankshaft bearing and the

SM 709 00(L-GM)-3-29
 Group 00(L-GM), Engine

Camshaft Bearing Removal

Tools Required
• J 6098-01 Camshaft Bearing Remover/Installer
1. Remove the camshaft rear bearing hole plug.
2. Use the J 6098-01 in order to remove the inner camshaft
bearings. Repeat the following procedure for each of the
inner camshaft bearings:
2.1. With the nut (4) and the thrust washer (3) installed
to the end of the puller screw threads, index the
pilot (2) in the camshaft front bearing and install the
puller screw through the pilot (2) and the bearing to
be removed.
2.2. Install the bearing tool (1) with the shoulder toward
the bearing.
2.3. Using two wrenches, hold puller screw (5) while you
turn the nut (4) in order to draw the bearing out of
the bore.
2.4. When the bearing has been pulled from the bore,
remove the bearing tool and the bearing from the
puller screw.
2.5. Index the pilot in the rear camshaft bearing in order
to remove the rear inner camshaft bearing.

3. Use the J 6098-01 in order to remove the front and rear

camshaft bearings.
3.1. Assemble the bearing tool to the driver.
3.2. Drive the front and rear camshaft bearings out of
the block bore. Drive inward toward the center of
the engine block.

SM 709 00(L-GM)-3-30
 Group 00(L-GM), Engine

Distributor Lower Bushing and Thrust Washer

Removal
Tools Required
• J 9534 Distributor Lower Bushing Remover
• J 6585 Slide Hammer
1. Install the J 9534 into the distributor lower bushing.
2. Use the J 6585 in order to remove the bushing.

3. Use a drift punch up through the bushing bore in order to

drive the thrust washer (if installed) out of the bore.
4. Clean the bushing bore in the cylinder block and inspect
for burrs or damage.

Oil Filter Bypass Valve Removal and Installation

1.
2. Inspect for a cracked or broken valve.
3. Use a screwdriver in order to pry the valve out.
4. Use a 9/16 in thin-wall deep socket in order to tap the
new bypass valve in place.

SM 709 00(L-GM)-3-31
 Group 00(L-GM), Engine

Cylinder Block Clean and Inspect

1. Clean the following areas:
• The engine block in solvent, removing all sludge, dirt
or debris
Caution: Wear safety glasses in order to avoid eye damage.
• Dry the block with compressed air.
• The gasket surfaces.
• The coolant passages.
• The oil passages.
• The main bearing caps.
• All threaded bolt holes.
2. Inspect the following areas:
• The cylinder walls for excessive scratches, gouging or
ring ridge.
• The coolant jackets for cracks.
• The valve lifter bores for excessive scoring or wear.
• The crankshaft bearing webs for cracks.
• The gasket sealing surfaces for excessive scratches or
gouging.
• The oil passages for restrictions.
• All threaded bolt holes for thread damage.

Cylinder Bore Measurements

Tools Required
• J 8087 Cylinder Bore Gauge
1. Use the J 8087 in order to check cylinder bore taper and
out-of-round as follows:
1.1. Set the gauge so that the thrust pin must be forced
in about 1/4 in to enter the gauge in the cylinder
bore.
1.2. Center the gauge in the cylinder and turn the dial to
“0.”
1.3. Work the gauge up and down to determine the
taper.
1.4. Turn the gauge to different point around the cylinder

SM 709 00(L-GM)-3-32
 Group 00(L-GM), Engine

Cylinder Boring and Honing 4.

Boring Procedure
1. Before you start the honing or reboring process,
marks in a cross hatch pattern at 45-65 degrees.
measure all new pistons with the micrometer,
5.
contacting at points exactly 90° from the piston
pin centerline. Refer to Piston Selection. Select
particles and torn or folded metal.
varied pistons in a set may provide correction, in 6. By measuring the piston to be installed at the

2.
of the cylinder block in order to remove any dirt
or burrs. If you do not check the cylinder block,
the boring bar may be tilted, this could result in block and the piston at normal room temperature.
the rebored cylinder wall being at incorrect right 7.
angles from the crankshaft.
3. Carefully follow the instructions furnished by the
manufacturer regarding the use of the equipment. or cutter marks and in order to provide a smooth
surface.
4. When you rebore cylinders, make sure all
8.
crankshaft bearing caps are in place. Tighten
the bearing caps to the proper torque in order to
9.
The crankshaft must be clear of the boring cutter
when you bore each cylinder. Cover or tape the detergent. Scrub the bores with a stiff bristle brush
crankshaft bearings and other internal parts to and rinse the bores thoroughly with hot water. Do
protect during the boring or honing process. not allow any abrasive material to remain in the
cylinder bores. This abrasive material will wear
the new rings, the cylinder bores and the bearings
Honing Procedure
lubricated by the contaminated oil. After you wash
1. When honing the cylinders, follow the the bore, brush the dry bore clean with a power-
manufacturer’s recommendations for use,
cleaning and lubrication. Use only clean, sharp 10. Permanently mark the piston for the cylinder to
stones of the proper grade for the amount of
material you remove. Dull, dirty stones cut
11. Apply clean engine oil to each bore in order to
unevenly and generate excessive heat. When
using coarse or medium-grade stones, leave

in order to provide for proper clearance.

2. During the honing process, thoroughly clean the

you select for the individual cylinder.

3. When honing to eliminate taper in the cylinder,
make full strokes of the hone in the cylinder.
Repeatedly check the measurement at the top,
the middle and the bottom of the bore.
Notice: Handle the pistons with care. Do not force the
pistons through the cylinder until you hone the cylinder
to the correct size. The piston can be distorted through
careless handling.

SM 709 00(L-GM)-3-33
 Group 00(L-GM), Engine

Distributor Lower Bushing and Thrust Washer

Installation
Tools Required
• J 9535 Distributor Lower Bushing Installer
1. Use the J 9535 in order to drive the thrust washer (if
removed) into the cylinder block.
2. Use the J 9535 with the driver-bolt in the driver handle.

3. Install the driver into the new bushing from the large
inside diameter.
4. Drive the new bushing into the cylinder block until the
J 9535 bottoms against the cylinder block.

Piston and Connecting Rod Disassemble

Tools Required
• J 24086-C Piston Pin Removal Set
1. Remove the piston rings from the pistons.

SM 709 00(L-GM)-3-34
 Group 00(L-GM), Engine

2. Remove the pin from the piston.

Notice: After the J 24086-C Installer bottoms on the support
assembly, do not exceed 34,475 kPa (5000 psi) or the tool may
be damaged.

Piston and Connecting Rod Clean and Inspect

1. Clean the piston ring grooves with a groove cleaner.

Caution: Wear safety glasses in order to avoid eye damage.

2. Clean the connecting rod in cleaning solvent.
3. Clean the varnish from the piston skirts and the pins with
cleaning solvent
4. Dry the components with compressed air.
5. Do not use a wire brush in order to clean any part of the
piston.
6. Clean the piston oil ring holes and the slots.
7. Inspect the connecting rod for twisting, nicks and cracks.
Replace any damaged connecting rods.
8. Inspect the pistons for the following conditions:
• Cracked ring lands, skirts or pin bosses.
• Nicks or spurs in the grooves that may cause binding.
• Warped or worn ring lands.
• Scuffed or damaged skirts.
• Eroded areas at the top of the piston.
• Worn piston bores and piston pins.
9. Replace pistons that are damaged or show signs of
excessive wear.

SM 709 00(L-GM)-3-35
 Group 00(L-GM), Engine

10. Measure the pin bore-to-piston clearance.

10.1. The piston pin bores and the piston pins must be

10.2. Use a micrometer in order to measure the piston

10.3. Use an inside micrometer in order to measure the

piston pin bore. Replace the piston and piston pin if
the clearance is in excess of 0.0254 mm (0.001 in).
10.4. Match the piston and piston pin. Do not service
separately.

11. Measure the piston compression ring end gap.

Important: Fit each compression ring to the cylinder in which it
will be used.
11.1. Place the compression ring into the cylinder bore.
11.2. Push the compression ring into the cylinder bore
approximately 6.5 mm (0.25 in) above the ring
travel. The ring must be square to the cylinder wall.
11.3. Use a feeler gauge in order to measure the end
gap.
11.4. Select another size ring set if the end gap exceeds

SM 709 00(L-GM)-3-36
 Group 00(L-GM), Engine

12. Measure the piston ring side clearance.

12.1. Roll the piston ring entirely around its ring groove
on the piston.
12.2.
groove causes binding.
12.3. Replace the piston ring if a distorted piston ring
causes binding.

12.4. Use a feeler gauge in order to measure the side

clearance of the piston ring and groove.
12.5. Try another piston ring if the side clearance is too
small.

Piston Selection
Important: Measurements of all components should be taken
with the components at normal room temperature.

have excessive wear or taper.

A used piston and pin set may be reinstalled if, after cleaning

1. Inspect the engine block cylinder bore. Refer to Cylinder

Block Clean and Inspect.
2. Inspect the piston and piston pin. Refer to Piston and
Connecting Rod Clean and Inspect.
3. Use a boring gauge in order to measure the cylinder bore
diameter at a point of 66 mm (2.5 in) from the top of the
cylinder bore.

SM 709 00(L-GM)-3-37
 Group 00(L-GM), Engine

4. Measure the bore gauge with a micrometer and record

the reading.

5. With a micrometer or caliper at a right angle to the piston,

measure the piston 11 mm (0.433 in) from the bottom of
the skirt.
6. Subtract the piston diameter from the cylinder bore
diameter in order to determine piston-to-bore clearance.
7. For proper piston-to-bore clearance, Refer to Engine

8. If the proper clearance cannot be obtained, select another

cannot be obtained, the cylinder bore may require boring

or honing. Refer to Cylinder Boring and Honing.
9. When the piston-to-cylinder bore clearance is within

installation to the proper cylinder.

Piston and Connecting Rod Assemble

Tools Required
• J 24086-C Piston Pin Removal Set
Important: When assembling the piston and connecting rod,

toward the front of the piston (stamped arrow in top of the piston
head).
1. Install the piston pin and connecting rod assembly.
1.1. Lubricate the piston pin holes in both the piston and
the connecting rod assembly.
1.2. Press the piston pin into the piston and connecting
rod assembly using the J 24086-C.
1.3. Inspect for freedom of movement of the piston on

SM 709 00(L-GM)-3-38
 Group 00(L-GM), Engine

2. Install the piston rings onto the piston.

The marked side of the piston rings must face toward the top of
the piston.

3. Use the following procedure in order to locate the piston

ring gaps:
3.1. Install the oil ring spacer in groove and insert anti-
rotation tang in oil hole.
3.2. Hold the spacer ends together and install lower oil
ring rail with the gap properly located.
3.3. Install the upper oil ring rail with the gap properly
located.
3.4. Flex the oil ring assembly to make sure the rings
are free.
3.5. Install the lower compression ring.
3.6. Install the upper compression ring.

Camshaft and Bearings Clean and Inspect

Tools Required
• J 7872 Magnetic Base Indicator Set
Caution: Wear safety glasses in order to avoid eye damage.
1. Clean the camshaft in solvent.
2. Dry the camshaft with compressed air.
3. Inspect the camshaft bearing journals for scoring or
excessive wear.
4. Inspect the camshaft valve lifter lobes for scoring or
excessive wear.
5. Inspect the camshaft retainer plate for wear.

SM 709 00(L-GM)-3-39
 Group 00(L-GM), Engine

6.

engine block and should not be loose in their engine

block bearing bores.
7. Inspect the camshaft bearings for excessive wear or
scoring. Bearings with excessive wear or scoring must be
replaced.

8. Measure the camshaft for out-of-round, taper or

undersize with a micrometer. Refer to Engine Mechanical

9. Support the camshaft front and rear journals on V-blocks.

10. Measure the camshaft run-out at the intermediate journal

11. Replace camshaft if measurements are not within

SM 709 00(L-GM)-3-40
 Group 00(L-GM), Engine

Camshaft Sprocket and Retainer Removal and

Installation
Removal
Tools Required
• J 791 Camshaft Sprocket Remover
1. If the inspection indicated that the camshaft, gear and
retainer were in good condition, the camshaft end
play should be checked. Refer to Engine Mechanical

2. If the inspection indicated that the camshaft, gear or

retainer should be replaced, the gear must be removed
from the camshaft as follows:
2.1. Place the camshaft through the J 791.
2.2. Place the end of the remover on the table of a
press and press the camshaft out of the gear.
Important:
The retainer must be positioned so that the woodruff key in the
camshaft does not damage it when the camshaft is pressed out
of the gear. Also, support the hub of the gear or the gear will be
seriously damaged.

Installation
1. Install the camshaft sprocket, retainer and gear spacer
ring to the camshaft as follows:
1.1. Firmly support the camshaft at the back of the front
journal in an arbor press.
1.2. Place the gear spacer ring and retainer over the
end of the camshaft and install the woodruff key in
the camshaft keyway.
1.3. Align the sprocket keyway with the woodruff key
in the camshaft and press it onto the shaft until it
bottoms against the gear spacer ring.

SM 709 00(L-GM)-3-41
 Group 00(L-GM), Engine

Camshaft Bearing Installation

Tools Required
• J 6098-01 Camshaft Bearing Installer
Important:
• A loose camshaft bearing may be caused by an
enlarged, out of round or damaged engine block
bearing bore.
• The outer front and rear camshaft bearings must be

tool pilot and help center the inner bearings during the
installation process.
• The camshaft bearing oil holes must align with the
oil galleys in the engine block. An improperly aligned

the bearing and camshaft journal.

1. Use the J 6098-01 in order to install the front and rear
camshaft bearings:
1.1. Assemble the bearing tool to the driver handle.
1.2. Align the oil holes.
1.3. Drive the front and the rear camshaft bearings
inward toward the center of the engine block.

2. Use the J 6098-01 in order to install the inner camshaft

bearings. Repeat the following steps for each of the inner
camshaft bearings:
2.1. With the nut (4) and the thrust washer (3) installed
to the end of the puller screw threads, index the
pilot in the camshaft front bearing and install the
puller screw through the pilot (2).
2.2. Index the camshaft bearing in the bore. Make sure
you align the oil galley holes.
2.3. Install the puller screw through the bearing bore
and bearing to be installed and assemble bearing
tool (1) to the puller screw with the shoulder toward
the bearing. Make sure that enough threads are
engaged.
2.4. Using two wrenches, hold the puller screw (5) while
you turn the nut in order to draw the bearing into
the bore. When the bearing has been pulled into
the bore, remove the bearing tool and the puller
screw and check the alignment of the bearing oil
hole to the bore oil hole.
3. Install a new camshaft rear bearing hole plug. Coat the
plug outside diameter with GM P/N 1052080 sealant, or
the equivalent.

SM 709 00(L-GM)-3-42
 Group 00(L-GM), Engine

Oil Pump Disassemble

1. If necessary, remove the oil pump screen.
•
cover.
• Do not remove the screen from the pipe. The pipe and

2. Remove the cover bolts.

3. Remove the pump cover.

4. Remove the drive gear (2) and the driven gear (1).
Matchmark the gear teeth for assembly.

SM 709 00(L-GM)-3-43
 Group 00(L-GM), Engine

5. Remove the following items:

• The retaining pin (1).
• The pressure relief valve spring (3).
• The pressure relief valve (2).

Oil Pump Clean and Inspect

Important: The internal parts of the oil pump are not serviced
separately. If the oil pump components are worn or damaged,
replace the oil pump as an assembly.
The oil pump pipe and screen are to be serviced as an
assembly. Do not attempt to repair the wire mesh portion of the
pipe and screen assembly.
1. Clean all of the parts in cleaning solvent.
Caution: Wear safety glasses in order to avoid eye damage.
2. Dry the parts with compressed air.
3. Inspect the following areas:
• The oil pump housing and cover for cracks, scoring,
casting imperfections and damaged threads.
• The drive gear shaft (If the shaft is loose in the oil
pump housing, replace the oil pump).
• The pressure relief valve for scoring and sticking

• The pressure relief valve spring for loss of tension.

• The oil pump screen for broken wire mesh or
looseness (If the pipe is loose or has been removed
from the screen, the oil pump screen must be
replaced).
• The gears for chipping, galling and wear.
Important: If the drive gear and driveshaft are worn,
replace the entire oil pump.

SM 709 00(L-GM)-3-44
 Group 00(L-GM), Engine

Oil Pump Assemble

Tools Required
• J 21882 Oil Suction Pipe Installer
Important: Replace the pressure relief valve spring when you
reuse the oil pump.
1. Install the following items:
• The pressure relief valve (2).
• The pressure relief valve spring (3).
• The retaining pin (1).

2. Coat the drive gear, the driven gear and the housing gear
surfaces with clean engine oil.
3. Install the drive gear (2) and the driven gear (1) into the
pump body. Align the matchmarks on the gears. Install the
smooth side of the gear toward the pump cover.

4. Install the pump cover.

5. Install the cover bolts.
Tighten
Tighten the bolts to 8 N•m (71 lb in).

SM 709 00(L-GM)-3-45
 Group 00(L-GM), Engine

6. Inspect the pump for smoothness of operation by turning

the oil pump driveshaft by hand.
7. Install the oil pump screen.
7.1. If removed, replace the oil pump screen. The oil

pump body.
7.2. Mount the oil pump in a soft jawed vise.
7.3. Apply sealer to the end of the pipe.
7.4. Use the J 21882 and a soft-faced hammer in order
to tap the oil pump screen into the pump body. The
screen must align parallel with the bottom of the oil
pan when it is installed.

Cylinder Head Disassemble

Tools Required
• J 8062 Valve Spring Compressor
Important: Mark, organize or sort the cylinder head
components for assembly. Return the components to their
original location during assembly.
1. Measure the valve spring installed height using a ruler.
Measure from the machined surface of the cylinder
head to the top of the valve spring cap. Refer to Engine

2. Use the J 8062 in order to compress the valve springs.

SM 709 00(L-GM)-3-46
 Group 00(L-GM), Engine

3. Remove the valve stem keys (1).

4. Remove the cap from the valve spring ( 2&6).
5. Remove the valve stem oil shield (3).
6. Remove the valve spring (4).
7. Remove the valve stem oil seal (5).
8. Remove the valve (7&8).
Important: Place the valves in a rack in the proper sequence
so that you can install them in the same order.

Cylinder Head Clean and Inspect

Tools Required
• J 8089 Carbon Remover Brush
• J 9666 Valve Spring Tester
• J 8001 Dial Indicator
Caution: Wear safety glasses in order to avoid eye damage.
1. Use the J 8089 in order to clean the carbon from the
combustion chambers and the valve ports. Be careful not
to scuff the chamber.
2. Clean the following areas:
2.1. The carbon and the sludge from the valve pushrods
and the valve rocker arms.
2.2.
2.3. The cylinder head and engine block gasket
surfaces.
2.4. The bolt holes and threads in the cylinder head and

3. Inspect the following areas:

3.1. The cylinder head for cracks in the exhaust ports
and the combustion chambers.
3.2. The cylinder head for external cracks in the water
chamber.
3.3. The valves for burned heads, cracked faces or
damaged stems.

SM 709 00(L-GM)-3-47
 Group 00(L-GM), Engine

4.
measure the valve spring pressure.
• Replace the valve spring if the spring pressure is less
than 444 N (100 lb.) at 40.9 mm (1.61 in). Refer to

5. Excessive valve stem-to-bore clearance will cause

excessive oil consumption and may cause a valve to

sticky functioning of the valve and will disturb the engine

assembly smoothness.
5.1. Install the valve into the guide.
5.2. Install the J 8520 onto the cylinder head.
5.3. Locate the indicator so that the movement of the
valve stem from side to side (crosswise to the
cylinder head) will cause a direct movement of the
indicator stem.
5.4. The indicator stem must contact the side of the
valve stem just above the valve guide.
5.5. Drop the valve head about 1.6 mm (0.0064 in) off
the valve seat.
5.6. Use light pressure and move the valve stem from
side to side in order to obtain a clearance reading.
5.7. If the valve stem to guide clearance is excessive,
the valve must be replaced and/or the guide must
be repaired to obtain the proper clearances. Refer

SM 709 00(L-GM)-3-48
 Group 00(L-GM), Engine

6. Inspect the valve springs for squareness.

7. Measure the valve seat runout.

• Use the J 8001 in order to check the valve seat
runout.
• The valve seats should be concentric to within 0.0508

8. Measure the cylinder head for warpage with a straight

edge and a feeler gauge. A cylinder head with excessive
warpage must be repaired or replaced. Refer to Engine

SM 709 00(L-GM)-3-49
 Group 00(L-GM), Engine

Valve Guide Reaming/Valve and Seat Grinding

1. Ream the valve guides for oversize valves if the

2. Service valves are available in the standard and 0.038

mm (0.015 in).
3. Ream the valve guide bores for the service valves as
necessary.

4. Reconditioning the valve seats is very important.

5. Recondition the valve seat after reaming the valve guide
bores or installing the new valve guides.
• The valves must seat perfectly for the engine to deliver
optimum power and performance.
• Cooling the valve heads is another important factor.
Good contact between each valve and its seat in the
cylinder head is necessary to ensure that the heat in
the valve head is properly carried away.
• Regardless of what type of equipment is used, it is
essential that the valve guide bores are free from
carbon or dirt to ensure the proper centering of the
pilot in the guide.
• The valve seats should be concentric to within 0.0508
mm (0.002 in) total indicator reading.

6. Reface pitted valves on a valve refacing machine in order

to ensure the correct relationship between the head and
the stem.
• Replace the valves that show excessive wear or are
warped.
• Replace the valve if the edge of the head is less than
0.8 mm (0.031 in) thick after grinding.
• Several different types of equipment are available
for reconditioning valves and valve seats. Use the
manufacturers recommendations of equipment to
obtain the proper results.

SM 709 00(L-GM)-3-50
 Group 00(L-GM), Engine

Rocker Arm Stud Removal and Installation

Tools Required
• J 5802-01 Rocker Arm Stud Remover
• J 6880 Rocker Arm Stud Installer

cylinder head should be replaced with new, oversize studs.

1. Remove the old stud by placing J 5802-01 over the stud,

turning out.

2. Ream the hole for the oversize stud.

Important: Do not attempt to install an oversize stud without
reaming the stud hole.

SM 709 00(L-GM)-3-51
 Group 00(L-GM), Engine

3.
4. Install the new stud, using J 6880 as a guide.

Cylinder Head Assemble

Tools Required
• J 8062 Valve Spring Compressor
• J 42073 Valve Stem Oil Seal Installer
1. Install the valve (7&8) into the proper port.
2. Lubricate oil seal (5) with clean engine oil.
3. Install the oil seal onto the valve stem. MPFI models
require the use of J 42073 to install the valve stem seals.
4. Install the valve spring (4).
5. Install the valve stem oil shield (3), some models.
6. Install the cap on the valve spring (2&6).

SM 709 00(L-GM)-3-52
 Group 00(L-GM), Engine

Caution: Wear safety glasses in order to avoid eye damage.

7. Use the J 8062 in order to compress the valve spring.
8. Install the valve stem keys.
8.1. Use grease to hold the keys in place while
disconnecting the J 8062.
8.2. Make sure that the keys seat properly in the upper
groove of the valve stem.
8.3. Tap the end of the valve stem with a plastic-faced
hammer in order to seat the keys if necessary.

Service Prior to Assembly

• Dirt or debris will cause premature wear of the rebuilt
engine. Clean all components. Refer to Cleanliness
and Care.
• Use the proper tools to measure components when
checking for excessive wear. Components that are

repaired or replaced.
• When components are reinstalled into an engine,
return the components to their original location,
position and direction. Refer to Separating Parts.
• During assembly, lubricate all moving parts with
clean engine oil or engine assembly lubricant (unless

Adhesives and Lubricants.

Crankshaft, Bearings and Bearing Cap

Installation
Important
• Crankshaft bearing caps must be installed to the
proper location and direction.
• When installing the crankshaft bearings, align the
locating tabs on the bearings with the locating notches
in the engine block journal bore and the bearing cap.
• Always install crankshaft bearings with their machined

1. Install the crankshaft bearings into the engine block and

the crankshaft bearing caps.
2. Coat the crankshaft bearings with clean engine oil.
3. Install the crankshaft.

SM 709 00(L-GM)-3-53
 Group 00(L-GM), Engine

4. Install the crankshaft bearing caps with the crankshaft

bearings.
5. Be sure that the cap directional arrows point toward the
front of the engine block and the cap is in its original
position.
6. Install the crankshaft bearing cap bolts.
7. Thrust the crankshaft rearward in order to set and align
the thrust bearings and the bearing caps.
8. Thrust the crankshaft forward in order to align the rear
faces of the rear crankshaft bearings.
Tighten
Tighten all of the bolts to 85 N•m (63 lb ft).

Crankshaft Rear Oil Seal and Housing Installation

Tools Required
• J 35621 Crankshaft Rear Oil Seal Installer
Important: Always use a new crankshaft rear oil seal and new
crankshaft rear oil seal housing gasket when you install the
crankshaft rear oil seal housing.
1. Install the new gasket and the crankshaft rear oil seal
housing on to the studs.
2. Install the rear oil seal housing nuts and bolts.
Tighten
Tighten the crankshaft rear oil seal housing bolts to 15 N•m
(133 lb in).

3. Coat the new oil seal entirely with clean engine oil.
4. Install the seal onto the J 35621.
5. Install the J 35621 onto the rear of the crankshaft.
Tighten the screws snugly in order to ensure that the seal
will be installed squarely over the crankshaft.
6. Install the crankshaft rear oil seal onto the crankshaft and
into the crankshaft rear oil seal housing. Tighten the wing
nut on the J 35621 until the oil seal bottoms.
7. Remove the J 35621 from the crankshaft rear oil seal
housing.

SM 709 00(L-GM)-3-54
 Group 00(L-GM), Engine

Piston, Connecting Rod and Bearing Installation

Tools Required
• J 5239 Guide Set
• J 8037 Piston Ring Compressor
Important
• The piston and cylinder bore have been measured
and the bore has been sized for the proper clearance.
Install the piston and connecting rod assembly into the
proper cylinder bore.
• The piston alignment mark MUST face the front of the
engine block.
1. Lubricate the following components with clean engine oil:
• The piston.
• The piston rings.
• The cylinder bore.
• The bearing surfaces.
2. Install the connecting rod bearing into the connecting rod
and bearing cap.
3. Install the J 5239 onto the connecting rod.
4. Install the J 8037 or equivalent onto the piston and
compress the piston rings.

5. Install the piston assembly into its matched bore with the
stamped arrow facing forward.
6. Use the J 8037 and the J 5239 and lightly tap the top of
the piston with a wooden hammer handle.
•
all of the piston rings enter the cylinder bore.
• Use the J 5239 in order to guide the connecting rod
onto the crankshaft journal.

SM 709 00(L-GM)-3-55
 Group 00(L-GM), Engine

7. Remove the J 5239.

8. Install the connecting rod cap and nuts.

Tighten
Tighten the nuts evenly to 61 N•m (45 lb ft).

9. When all of the connecting rod bearings are installed,

tap each connecting rod assembly lightly parallel to the
crankpin in order to make sure that they have clearance.
10. Use a feeler gauge or a dial indicator in order to measure
the side clearance between the connecting rod caps.

SM 709 00(L-GM)-3-56
 Group 00(L-GM), Engine

Timing Gear Oil Nozzle Installation

1. Drive the new nozzle in place (oil hole facing up) with a
suitable light plastic or rubber hammer.

Crankshaft Sprocket Installation

Tools Required
• J 5590 Crankshaft Sprocket Installer
1. Install the keys into the crankshaft keyways.
2. Use the J 5590 in order to install the crankshaft sprocket.

Camshaft Installation
Important: If camshaft replacement is required, the valve lifters
must also be replaced.
1. Carefully rotate and install the camshaft into the engine.
2. Install the two camshaft retainer bolts working through
the holes in the camshaft sprocket. Be sure to align the
camshaft and the crankshaft sprocket alignment marks.
Tighten
Tighten the camshaft retainer bolts to 9 N•m (80 lb in).

SM 709 00(L-GM)-3-57
 Group 00(L-GM), Engine

Engine Front Cover and Oil Seal Installation

Tools Required
• J 35468 Engine Front Cover Aligner and Oil Seal
Installer
1. Use the J 35468 in order to install the engine front cover
oil seal.

2. Install the engine front cover gasket.

3. Install the engine front cover and bolts.
Tighten
Tighten engine front cover bolts to 9 N•m (80 lb in).

SM 709 00(L-GM)-3-58
 Group 00(L-GM), Engine

Oil Pump Installation

Important: Inspect the oil pump and engine block oil galley
passages. These surfaces must be clear and free of debris or
restrictions.
1. Install the oil pump.
2. Install the bolts that attach the oil pump to the engine
block.
Tighten

Oil Pan Installation

Important: Apply the sealer 25 mm (1.0 in) in either direction
of the radius cavity of the junctions.
1. Apply a small amount of sealer, GM P/N 1052914 or
equivalent, 10 mm (0.393 in) wide and 20 mm (0.787 in)
long at the engine front cover to engine block junction.
2. Apply a small amount of sealer, GM P/N 1052914 or
equivalent, 25 mm (1.0 in) long at the crankshaft rear oil
seal housing to engine block junction.
3. Install the new oil pan gasket.
4. Install the oil pan.
5. Install the nuts and bolts to the oil pan.
Tighten
Tighten the rear oil pan nuts to 19 N•m (168 lb in).
Tighten the oil pan bolts to the crankcase to 11 N•m (97 lb in).
Tighten the oil pan bolts to the front cover to 5 N•m (44 lb in).
Tighten the oil pan studs to the oil seal retainer to 2 N•m

SM 709 00(L-GM)-3-59
 Group 00(L-GM), Engine

Crankshaft Pulley Installation

Tools Required
• J 8792 Crankshaft Pulley Installer
1. Coat the front cover oil seal contact area of the crankshaft
pulley with clean engine oil.
2. Assemble the J 8792 as shown.

3. Install the J 8792 onto the crankshaft pulley.

4. Position the pulley on the crankshaft and drive into
position until it bottoms against the crankshaft sprocket.

Cylinder Head Installation

1. Install the new cylinder head gasket over the locating
pins.
2. Install the cylinder head over the locating pins and the
gasket.
3. Install the fuel rail bracket with two cylinder bolts and

SM 709 00(L-GM)-3-60
 Group 00(L-GM), Engine

Fuel Rail Inspection and Installation

1. Remove the fuel injector retaining clip (6), and remove
the fuel injectors (4).
2. Inspect the fuel injectors (4) and the fuel injector O-rings
(3, 5), replace if necessary.
3. Install the fuel injectors (4) into the fuel rail (2).
4. Install the fuel injector retaining clips (6).
5. Install the fuel rail assembly (2) and secure to the fuel rail
bracket with the fuel rail bracket bolts (1).
Tighten
Tighten the fuel rail to fuel rail bracket bolts to 12 N•m (106 lb

Cylinder Head Torque Sequence

1. With the fuel rail bracket and fuel rail installed, tighten all
cylinder head bolts.
Tighten
Tighten the cylinder head bolts in sequence to 135 N•m
(100 lb ft).

Valve Lifter Installation

1. Coat the bottom of the valve lifters with prelube, GM P/N
03755008 or equivalent.
2. If reusing the valve lifters, install in their original location.
3. Install the valve lifters.

SM 709 00(L-GM)-3-61
 Group 00(L-GM), Engine

Valve Rocker Arm and Pushrod Installation

Important: Be sure to keep parts in order. Parts must be
installed from where they were removed.
1. Install the valve pushrods. Be sure that the valve
pushrods seat in the valve lifter sockets.

2. Install the following components:

2.1. The valve rocker arms (3).
2.2. The valve rocker arm balls (2). Lubricate the rocker
arm balls with clean engine oil.
2.3. The valve rocker arm nuts (1).

3. Adjust the valve rocker arm nuts as follows:

3.1. Turn the crankshaft until the mark on the crankshaft
pulley lines up with “0” on the timing tab and
number 1 cylinder is at top dead center.
3.2.
mark approaches “0.” If the valves move as the
mark approaches “0,” the engine is on number 4
top dead center and should be rotated one more
revolution in order to reach number 1 top dead
center.
3.3. With the engine at number 1 top dead center, adjust
the following valves:
– The exhaust valves 1, 3
– The intake valves 1, 2
3.4. Adjust the correct valves as follows:
3.4.1. Back off the valve rocker arm nut until the
lash is felt in the valve pushrod.
SM 709 00(L-GM)-3-62
 Group 00(L-GM), Engine

3.4.2. Tighten the valve rocker arm nut until all

the lash is removed.
3.4.3. Zero lash can be felt by moving the valve
pushrod up and down between your

movement.
3.4.4. When all the free play is gone, tighten the
valve rocker arm nut 1 additional turn (360
degrees).
3.5. Turn the crankshaft 1 revolution until the mark on
the crankshaft pulley lines up with “0” on the timing
tab. This is number 4 top dead center.
3.6. With the engine at number 4 top dead center, adjust
the following valves:
– The exhaust valves 2, 4
– The intake valves 3, 4
3.6.1. Back off the valve rocker arm nut until the
lash is felt in the valve pushrod.
3.6.2. Tighten the valve rocker arm nut until all
the lash is removed.
3.6.3. Zero lash can be felt by moving the valve
pushrod up and down between your

movement.
3.6.4. When all the free play is gone, tighten the
valve rocker arm nut 1 additional turn (360
degrees).

Pushrod Cover Installation

1. Install the pushrod cover gasket/sealer.
2. Install the pushrod cover.
3. Install the pushrod cover bolts.
Tighten
Tighten the pushrod bolts to 9 N•m (80 lb in).

SM 709 00(L-GM)-3-63
 Group 00(L-GM), Engine

Valve Rocker Arm Cover Installation

1. Install the valve rocker arm cover gasket/sealer.
2. Install the valve rocker arm cover.
3. Install the valve rocker arm bolts.
Tighten
Tighten the valve rocker arm cover bolts to 7 N•m (62 lb in).

Oil Level Indicator and Tube Installation

1. Install one washer on the oil level tube stud.
2. Apply sealer to oil level indicator tube.
3. Install the oil level indicator tube into the engine block.
4. Use a light plastic or rubber hammer in order to tap the
tube until it seats in the engine block.
5. Install the washer and oil level tube retaining nut.
Tighten
Tighten the retaining nut to 9 N•m (80 lb in).
6. Install the oil level indicator into the tube.

Water Pump Installation

1. Position the water pump and NEW gasket to the engine
block.
2. Install the water pump bolts.
Tighten
Tighten the water pump bolts to 20 N•m (15 lb ft).

SM 709 00(L-GM)-3-64
 Group 00(L-GM), Engine

Water Outlet and Thermostat Installation

1. Position the thermostat housing (5) and NEW gasket (8)
to the engine block.
2. Install the thermostat housing bolts (6).
Tighten
Tighten the thermostat housing bolts to 38 N•m (28 lb ft).
3. Install the thermostat (4) and NEW gasket (3) on the
thermostat housing (5).
4. Install the water outlet housing (2).
5. Install the water outlet housing bolts (1).
Tighten
Tighten the water outlet housing bolts to 28 N•m (21 lb ft).
6. Apply thread sealer then install the engine coolant
temperature sensor (7).
Tighten
Tighten the coolant temperature sensor to 20 N•m (15 lb ft).

Intake/Exhaust Manifold Installation

1. Install the intake/exhaust manifold gasket over the
locating pins on the cylinder head.
2. Install the bolts and clamps while holding the manifold in
place.
Tighten
Tighten the four center bolts to 50 N•m (37 lb ft).
Tighten the end bolts to 50 N•m (37 lb ft).

Spark Plug Installation

1. Check spark plug gap.
Platinum plug: 1.28 mm (.050 in)
Standard plug: 0.90 mm (.035 in)
2. Install the spark plugs.
Tighten
Tighten the spark plugs to 20 N•m (15 lb ft).

SM 709 00(L-GM)-3-65
 Group 00(L-GM), Engine

Lift Bracket Installation

1. Install the lift bracket.
2. Install the lift bracket bolts.
Tighten
Tighten the lift bracket bolts to 34 N•m (25 lb ft).

Ignition Coil Module Assembly Installation

1. Install the ignition coil and module assembly.
2. Some models use EST ignition coil (6) only.
3. Install the ignition coil bracket bolts (1).
Tighten
Tighten the attaching bolts to 25 N•m (18 lb ft).

SM 709 00(L-GM)-3-66
 Group 00(L-GM), Engine

Distributor/High Voltage Switch (HVS) Installation

Important: To ensure correct ignition timing, the distributor
must be installed in the correct position. Position the engine at
top dead center on number one cylinder. The distributor cap
must be removed in order to position the rotor when installing
the distributor.
1. Install the distributor (2) and new gasket (3), making sure
the distributor rotor is pointing to number one tower on
the distributor cap.
2. Some models use the EST distributor (6) and primary
ignition harness (7).
3. Install the distributor hold down (4) and bolt (5).
Tighten
Tighten the hold down bolt to 33 N•m (24 lb ft).

4. Connect the secondary ignition wires (1) to the spark

SM 709 00(L-GM)-3-67
 Group 00(L-GM), Engine

Engine Flywheel Installation

Important: Note the position and direction of the engine

reinstalled to the original position and direction. The engine

1.
2.
Tighten

Engine Block Coolant Plug/Oil Filter/Crankshaft

Position Sensor and Fuel Pump Cover Installation
1. Apply thread sealer and install the left rear engine block
coolant plug (4).
2. Inspect the crankshaft position sensor O-ring (1) for
damage, replace if necessary. Lubricate the O-ring with
clean oil.
3. Install the crankshaft position sensor (2).
4. Install the crankshaft position sensor retaining bolt (3).
Tighten
Tighten the crankshaft position sensor retaining bolt to 10 N•m
(89 lb in).

5.

SM 709 00(L-GM)-3-68
 Group 00(L-GM), Engine

6. Install the fuel pump cover gasket/sealer (3).

7. Install the fuel pump cover (2).
8. Install the fuel pump cover bolts (1).
Tighten
Tighten the fuel pump cover bolts to 19 N•m (14 lb ft).

9. Install the oil pan drain plug.

SM 709 00(L-GM)-3-69
 Group 00(L-GM), Engine

Section 4

Description and Operation

Engine Component Description

Engine Block
The engine block has four cylinders arranged in an “in-line” construction. Starting at the front of the engine, the

jackets.

Cylinder Head
The cylinder head has one intake and one exhaust valve per cylinder. A spark plug is located between the valves
in the side of the cylinder head. The valve guides are integral and the valve rocker arms are retained on individual
threaded studs.

Crankshaft
The bearings are retained by
crankshaft bearing caps that are machined with the engine block for proper alignment and clearances.

Camshaft
A billet steel one piece camshaft is supported by four full round, sleeve-type bearings. These bearings are a press

crankshaft sprocket.

Pistons and Connecting Rods

The pistons are made of cast-aluminum alloy using two compression rings and one oil control ring assembly. The

Valve Train
The valve train is a ball-pivot type. Motion is transmitted from the camshaft through the valve lifter and valve pushrod
to the valve rocker arm. The valve rocker arm pivots on its ball and transmits the camshaft motion to the valve.
The valve lifters keep all parts of the valve train in constant contact. Each lifter acts as an automatic adjuster and
maintains zero lash in the valve train. This eliminates the need for periodic valve adjustment.

SM 709 00(L-GM)-4-1
 Group 00(L-GM), Engine

Lubrication Caution: Wear safety glasses in order to avoid eye

The oil pump is gear driven from the camshaft. Oil is damage.
drawn from the oil pan through a pickup screen and 1. Determine the size, pitch and depth of the
tube. The gear type oil pump has a pressure regulator damaged thread. If necessary, adjust the stop
valve which controls the lubrication system pressure by collars on the cutting tool and tap to the required
bypassing excess oil back to the oil pan sump. depth.
2. Drill out the damaged thread. Clean out any chips.
3. Avoid any buildup of chips. Back out the tap every
few turns and remove the chips.
oil passage that runs along the right side of the block
and intersects the lifter bosses. Oil from this passage
is routed to the crankshaft main bearings and camshaft
bearings through smaller drilled passages. Oil is
supplied to the connecting rod bearings by holes drilled
in the crankshaft. Oil is supplied to the rocker arms
through holes in the hydraulic lifters which feed oil up
the pushrods to the rocker arms. The oil is metered by
discs under the pushrod seat.
Many internal engine parts have no direct oil feed and
are supplied by either gravity or splash from other
direct feed components. Timing gears are lubricated
by oil supplied through a passage from the front of the
camshaft to a calibrated nozzle above the crankshaft
gear.

Thread Repair
Tools Required
General purpose thread repair kits. These kits are 4. Tap the hole. Lubricate the tap with light engine
available commercially oil. Clean the thread.
5. Thread the insert onto the mandrel of the installer.
Engage the tang of the insert onto the end of the
mandrel.
Important:
the surface.
6. Lubricate the insert with light engine oil (except
when installing in aluminum) and install the insert.
7. If the tang of the insert does not break off when
backing out the installer, break the tang off with a
drift.

SM 709 00(L-GM)-4-2

Cleanliness and Care
• Throughout this section, it should be
understood that proper cleaning and protection
of machined surfaces and friction areas is part
of the repair procedure. This is considered
stated.
• When any internal engine parts are serviced,
care and cleanliness is important.
• When components are removed for service,
they should be marked, organized or retained
Separating Parts.
• At the time of installation, components should
be installed in the same location and with the
same mating surface as when removed.
• An engine is a combination of many machined,
honed, polished and lapped surfaces with
tolerances that are measured in millimeters or
thousandths of an inch. These surfaces should
be covered or protected to avoid component
damage.
• A liberal coating of clean engine oil should be
applied to friction areas during assembly.
• Proper lubrication will protect and lubricate
friction surfaces during initial operation.
Replacing Engine Gaskets
1. Gasket reuse and applying sealants:
• from clamping properly or cause component
•
the service procedure.
• Do not apply sealant to any gasket or sealing
procedure.
2. Separating components:
• Use a rubber mallet to separate components.
• Bump the part sideways to loosen the
components.
• Bumping should be done at bends or
reinforced areas to prevent distortion of the
parts.
3. Cleaning gasket surfaces:
• Remove all gasket and sealing material from
the part using a plastic or wood scraper (if
required).
• Care must taken to avoid gouging or scraping
the aluminum sealing surfaces.
SM 709
Group 00(L-GM), Engine
• Do not use any other method or technique to
remove sealant or gasket material from a part.
• Do not use abrasive pads, sand paper or
power tools to clean gasket surfaces.
– These methods of cleaning can cause
damage to the component sealing
surfaces.
–
oil.
– This grit is abrasive and has been
known to cause internal
engine damage.
4. Assembling components:
• When assembling components, use only the
procedure.
• Sealing surfaces should be clean and free of
debris or oil.
•
seals or valve stem oil seals may require
lubrication during assembly.
• Components requiring lubrication will be
• When applying sealant to a component, apply
• Do not allow the sealant to enter into any blind
threaded holes, as it may prevent the bolt
damage when tightened.
•
overtighten.
Use of RTV and Anaerobic Sealer
Important: Three types of sealer are commonly used
in engines. These are RTV sealer, anaerobic gasket
eliminator sealer and pipe joint compound. The correct
sealer and amount must be used in the proper location
to prevent oil leaks. DO NOT interchange the three
equivalent as recommended in the service procedure.
Pipe Joint Compound
• Pipe joint compound is a pliable sealer that
does not completely harden. This type sealer
is used where two nonrigid parts (such as the
oil pan and the engine block) are assembled
together.
• Do not use pipe joint compound in areas where
extreme temperatures are expected. These
00(L-GM)-4-3

areas include: exhaust manifolds, head gasket
or other surfaces where gasket eliminator is
• Follow all safety recommendations and
directions that are on the container.
• To remove the sealant or the gasket material,
Refer to Replacing Engine Gaskets.
• Apply a continuous bead of pipe joint
compound to one sealing surface. Sealing
surfaces to be resealed must be clean and dry.
•
overtighten.
RTV Sealer
• Room Temperature Vulcanizing (RTV) sealant
hardens when exposed to air. This type sealer
is used where two nonrigid parts (such as the
oil pan and the engine block) are assembled
together.
• Do not use RTV sealant in areas where
extreme temperatures are expected. These
areas include: exhaust manifolds, head gasket
or other surfaces where gasket eliminator is
• Follow all safety recommendations and
directions that are on the container.
• To remove the sealant or the gasket material,
Refer to Replacing Engine Gaskets.
• Apply RTV to a clean surface. Use a bead size
bead to the inside of any bolt holes. Do not
allow the sealer to enter any blind threaded
holes, as it may prevent the bolt from clamping
properly or cause damage when the bolt is
tightened.
• Assemble components while RTV is still wet
(within three minutes). Do not wait for RTV to
skin over.
• direction.
overtighten.
Anaerobic Sealer
• Anaerobic gasket eliminator hardens in
the absence of air. This type sealer is used
where two rigid parts (such as castings) are
assembled and no sealer or gasket is readily
noticeable, the parts were probably assembled
using a gasket eliminator.
• Follow all safety recommendations and
directions that are on the container.
SM 709
Group 00(L-GM), Engine
• To remove the sealant or the gasket material,
Refer to Replacing Engine Gaskets.
• Apply a continuous bead of gasket eliminator
clean and dry.
•
a uniform coating on the sealing surface. Do
not allow the sealer to enter any blind threaded
holes, as it may prevent the bolt from clamping
properly or cause damage when the bolt is
tightened.
•
overtighten.
• After properly tightening the fasteners, remove
the excess sealer from the outside of the joint.
Separating Parts
Important: Many internal engine components will
When assembling the engine, internal components
MUST be separated, marked or organized in a way to
ensure reinstallation to original location and position.
Mark or identify the following components:
• Piston and the piston pin.
•
•
and cylinder bore.
• Connecting rod to the crankshaft journal.
• Connecting rod to bearing cap.
• Crankshaft main and connecting rod bearings.
• Camshaft and valve lifters.
• Valve lifters, guides, pushrods, pivot supports
and rocker arms.
• Valve to the valve guide.
• Valve spring and shim .
• Engine block main bearing cap location and
• Oil pump drive and driven gears.
Tools and Equipment
Special tools are listed and illustrated throughout this
section 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 inspection of certain critical components.
00(L-GM)-4-4
 Group 00(L-GM), Engine

Torque wrenches and a torque angle meter are

necessary for the proper tightening of various fasteners.
To properly service the engine assembly, the following
items should be readily available:
• Approved eye protection and safety gloves.
• A clean, well-lit work area.
• A suitable parts cleaning tank.
• A compressed air supply.

SM 709 00(L-GM)-4-5
 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

Cooling System and Alternator Belt Service ... Section 4

Radiator Removal and Replacement ............... Section 5

NOTE
Removal and replacement procedures for the water pump and
thermostat are covered in the Overhaul section of Group 00,
“Engines”.

SM 709, Jun ’04 Group 01, Engine Cooling System

 Group 01, Engine Cooling System

Section 1

Engine Cooling System

Specifications and Description

Specifications Radiator Core Air Cleaning: Every 50-250 hours or

monthly.
Radiator Type: Crossflow radiator with coolant recovery
system. Radiator Cap Inspection and Test: Every year or 2000
hours of operation.
System Pressure (Radiator cap): 83-109 kPa (12-16 psi).
Thermostat Test/Replacement: Every 2000 hours or each
Thermostat: PM.
Gas/LPG/Diesel Fan Belt Tension Wear Inspection: After the first 50 hours
of operation, then every 50-250 hours or each PM.
• Open (cracking) at 82°C±1.5°(180°F±2.7°).
Fan Inspection for Loose or Damaged Blades: Every 50-
• Fully open at 95°C(203°F). 250 hours or each PM.
Coolant Mixture: 50% water and 50% low-silicate, ethyl-
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
Fastener Torques
Cooling System Coolant Capacity: Cooling System Brace(C20-35): 20-25 N⋅m (14.8-18.5 ft-
lb)
• Cushion-tire truck with 4-row radiator capacity is
Shroud Mounting Bolts(C15-35): 8-10 N⋅m (5.9-7.4 ft-lb)
10.5 L (11.0 qt )
• Pneumatic-tire truck with 4-row radiator capacity Oil Cooler to Radiator Brackets(C20-35): 20-25 N⋅m
(14.8-18.5 ft-lb)
is 8.5 L (9.0 qt)
Fan to Pulley Assembly Bolts(C15-35): 20-25 N⋅m (14.8-
• Diesel truck with 4-row radiator capacity is 9.6 L
(10.1 qt). 18.5 ft-lb)
Pulley to Flywheel Bolts (LPG)(C15-35): 20-25 N⋅m
Fan Type: Pusher type (14.8-18.5 ft-lb)
Fan Drive Belt: V-type belt Venturi to Engine Bolts(C20-35): 20-25 N⋅m (14.8-18.5
ft-lb)
Water Pump Type: Centrifugal
Venturi to Fan Ring(C20-35): 8-10 N⋅m (5.9-7.4 ft-lb)
Hose Clamp Sizes:
Oil Cooler Hose Clips(C15-35): 5-6 N⋅m (3.7-4.4 ft-lb)
• Gas/LPG: 47 mm (1.8 in) @ radiator end; 44 mm Water Bottle Mounting Bracket(C15-35): 3.5-4.3 N⋅m
(1.7 in) @ engine (water pump or thermostat) end (2.6-3.2 ft-lb)
• Diesel: 51mm (2 in). Overflow Line Clips(C15-35): 8-10 N⋅m (5.9-7.4 ft-lb)

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.

SM 709, Jun ’04 Engine Cooling System Specifications and Description • 01-1-1
Group 01, Engine Cooling System
Description
The engine cooling system is a conventional setup and
consists of the radiator, the fan and drive belt, the thermo-
stat, the water pump, and associated hoses. The radiator is
filled through the overflow bottle, a reservoir for extra
coolant that allows for fluid expansion as the fluid gets
warmed in the engine. The transmission oil cooler is sepa-
rate from the engine cooling system, but is mounted
directly below the radiator.
Cooling System-Pneumatic-Tire Truck
01-1-2 • Engine Cooling System Specifications and Description
The radiators of the different models of the truck are not
the same, but the procedures for general service are the
same. Radiator repair is not covered in this manual. Radi-
ator service shops should be consulted if the radiator is
clogged, cracked, or otherwise unserviceable. The compo-
nents that can be serviced include the belts (gas and LPG
engines have two belts), the thermostat, the water pump,
and hoses.
SM 709, Jun ’04 ➀
 JunGroup 01, Engine Cooling System

Section 2

Engine Cooling System Troubleshooting

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

SM 709, Jun ’04 Engine Cooling System Troubleshooting • 01-2-1

 JunGroup 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 709, Jun ’04 Engine Cooling System • 01-3-1

Group 01, Engine Cooling System
! CAUTION
SAFE PARKING. Before working on truck:
• Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
• Put upright in 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:
01-3-2 • Testing and Maintenance
1. Park the truck as described in “Safe Parking.”
2. Open the engine cover and check the coolant level in
the reservoir:
• When at operating temperature, the coolant level
must be within the hot range mark.
• When cold, the coolant level must be within the
cold range mark.
Hot range mark
Cold range mark
3. Remove the radiator cover. See Group 38 for instruc-
tions.
4. Use a rag to cover the radiator cap and turn to the
first stop to release any steam. Let all pressure and
steam run out of the radiator before removing the
cap.
5. Check the coolant level in the radiator; coolant level
should be to the bottom of the filler neck opening.
6. Fill the reservoir and radiator to the correct level of
coolant and close tightly.
IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
The cooling system should be filled at all times with a
50% water and 50% ethylene glycol, permanent-type anti-
freeze solution containing rust and corrosion inhibitors.
Plain water may be used in an emergency, but should be
replaced with specified coolant as soon as possible to
avoid damage to the system or engine. When only water is
used in the system, do not let the engine run hot.
NOTE
Do not use alcohol or methanol antifreeze.
Add coolant as required. If frequent refilling or as much
as a quart is required at one time, inspect cooling system
for leaks.
SM 709, Jun ’04

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 709, Jun ’04
Group 01, Engine Cooling System
4. Check the planned maintenance time interval (oper-
ating hours), or the condition of the coolant to deter-
mine if it needs to be changed (drained and replaced).
5. Inspect the radiator cap. Check condition of the
upper and lower seals. Check the seal holder and
spring for correct movement and operation. The rub-
ber seal face should be clean and undamaged. Look
for nicks or cracks in the seals. Replace the cap if the
seal is defective. Cap should have a pressure rating of
90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi)
limits. See “Cooling System Tests” in this Section for
procedures to test the radiator cap.
6. Inspect the radiator cap sealing surfaces located in
the radiator filler neck. Look for nicks, deep
scratches, or damage which may cause radiator cap
leakage.
7. Inspect the overflow pipe and tubing for clogging,
damage, or wear. Clean the overflow pipe. Remove
any contaminants that can cause restriction. Replace
the tubing if it is faulty.
8. Inspect and clean the overflow bottle (reservoir) as
needed.
9. Inspect the inlet and outlet hoses for damage, cracks,
wear, or evidence of collapsing. Inspect hose clamps
to determine if they need to be replaced.
10. Use a coolant tester to test the low temperature pro-
tection level (the proportion of ethylene glycol to
water) of the coolant solution. Add coolant solution
(antifreeze or water) to provide maximum protection
(50/50 mixture).
NOTE
A coolant solution containing 50% ethylene
glycol provides freezing protection to -37° C
(-34° F). Refer to Service Information Bulle-
tin, SI-01-207-78 for more information on the
use of antifreeze.
Testing and Maintenance • 01-3-3
Group 01, Engine Cooling System
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.
01-3-4 • Testing and Maintenance
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/LPG
Diesel
• Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
• Fully open at 95°C (203°F).
SM 709, Jun ’04
 Group 01, Engine Cooling System

2. Fully immerse the thermostat in a pan of water. Heat 3. Place a hose on the drain valve nipple and run to the
the pan slowly while stirring the water to produce an drain pan. Open the coolant drain valve on the engine
even temperature. Use a thermometer to measure the block.
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.

Gas/LPG Engine Coolant Drain Valve

Drain
3. Replace the thermostat even if a slight opening of the valve
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.
Hose

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.
Diesel Engine Coolant Drain Valve
IMPORTANT
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.

! 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, 20-liter (5-gallon) drain pan under the

engine.

SM 709, Jun ’04 Testing and Maintenance • 01-3-5

Group 01, Engine Cooling System

Cleaning and Flushing Cooling System 4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
Hot range mark
oil in the system, determine the cause of the
contamination and make sure to clean and
flush the cooling system with a commercial Cold range mark
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.

1. Close coolant drain valve in the engine block.

2. Fill cooling system and perform the cleaning and
flushing operation according to the manufacturer’s
instructions.
3. Drain the system completely again using the steps
from “Draining Radiator and Cooling System.”
5. Start and run the engine until the radiator upper hose
4. Remove the drain pan. is warm, indicating the thermostat is open and cool-
ant is circulating through the system. Check for leaks
IMPORTANT at hose connections and engine drain valve.
Dispose of the fluid in accordance with the
6. Turn engine off and check coolant level in radiator
manufacturer’s and state and local regula-
again. Add coolant as required to fill to bottom of
tions.
filler neck.

Filling Cooling System ! CAUTION

With the cooling system drained, the following procedure
should be used to insure complete fill:
1. Close coolant drain valve in engine block.
2. Fill the radiator to the bottom of the filler neck with
new coolant (50% water and 50% ethylene glycol,
permanent-type antifreeze solution containing rust
and corrosion inhibitors).
3. Install radiator cap securely.
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 • Testing and Maintenance SM 709, Jun ’04

 Group 01, Engine Cooling System

Section 4

Engine Cooling System and

Alternator Belt Service

Gas/LPG Engine Cooling System Belts

SM 709, Jun ’04 ➀ Engine Cooling System and Alternator Belt Service • 01-4-1
Group 01, Engine Cooling System

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

Belt Checks
To check the belts:
• Check belt tension by pushing and pulling on the
span; belt should move only about 4 mm (0.16 in).
• Inspect belt and pulleys for damage.
• Belt must not have any cracks or ride in the bottom
of the pulley grooves.
• Be sure there is no oil on the belt.
• A belt which has been slipping will be glazed and
cracked, and should be replaced. 4. When you create enough slack in the fan bearing
Belt tensioning procedures follow belt removal and support, slip the belt off the fan and engine pul-
replacement steps. leys.(C20-35)
5. When the bolt is sufficiently loose, remove the belt
Gas/LPG Truck Belt Removal from the fan and engine pulley.(C15-20s)
6. Move a blade of the fan into place below the indenta-
Fan Drive Belt Removal tion molded in the fan ring. Slip the belt over the fan
blade.
1. Tilt steer column forward, open the operator’s seat
deck, and remove the battery cables. Slip belt over fan blade
at indentation in ring
2. Back off the jam nut and the set screw from the top
of the fan bearing support. Loosen the mounting
bolts holding the fan bearing support and bracket in
position on the engine-mounted brackets.(C20-35)
3. Loosen the bolt adjusting the fan belt tention.(C15-
20s)
7. Rotate the fan so the next blade is under the indenta-
tion and slip the fan over the blade. Continue around
all the fan blades. Pull belt out of venturi.(C20-35)

IMPORTANT
Use the fan pulley to turn the blades into
position. Too much force can bend or break
the fan blades.

01-4-2 • Engine Cooling System and Alternator Belt Service SM 709, Jun ’04 ¿

Alternator/Water Pump Belt Removal
1. Remove fan drive belt.
2. Loosen the lock nut and back off the adjustment bolt
on the alternator mounting bracket to create slack in
the belt.
Lock Nut
Adjustment Bolt
3. Slip the belt off the alternator and engine pulleys.
4. Remove the belt over the fan as described above and
remove from venturi.(C20-35)
Gas/LPG Truck Belt Replacement
Alternator/Water Pump Belt Replacement (C20-35)
1. Slip the belt into the venturi.
2. With a fan blade positioned at the fan ring indenta-
tion, slip the belt over the blade.
Use fan ring indentation to
slip belt over fan blades.
3. Continue to position the fan blades at the indentation
and work the belt over blades one at a time.
SM 709, Jun ’04 ➀ Engine Cooling System and Alternator Belt Service • 01-4-3
Group 01, Engine Cooling System
IMPORTANT
Use the fan pulley to turn the blades into
position. Too much force can bend or break
the fan blades.
4. Remount the belt over engine and alternator/water
pump pulleys.
5. Tighten belt using adjustment bolt. Belt should
deflect only 4 mm (0.16 in) when resetting with the
adjustment bolt. Tighten lock nut when correct belt
deflection is measured.
Lock Nut
Adjustment Bolt
Fan Drive Belt Replacement
To replace the fan drive belt, the alternator/water pump
belt must be installed first as shown above. Then:
1. Slip the fan drive belt into the venturi.
2. With a fan blade positioned at the fan ring indenta-
tion, slip the belt over the blade.
3. Continue to position the fan blades at the indentation
and work the belt over blades one at a time.
Group 01, Engine Cooling System

4. Seat the belt onto the fan and engine pulley and
tighten the fan bearing support mounting bolts to Water Pump
hold the belt and bearing support in position. Pulley

Set Screw
Support Bracket

Jam Nut

Alternator
Pulley
Fan Bearing
Support Measuring belt deflection with a gage.
2. Tighten the lock nut.
3. Tighten the pivot bolt at the base of the alternator.
5. Use the set screw to adjust the tension on the fan belt
and tighten the jam nut. Belt should deflect 4 mm
(0.16 in) when adjusted correctly.
Fan Drive Belt Tension
(Gas/LPG Engines)
6. Torque the fan bearing support mounting bolts to 40-
45 N•m (29.5-33.3 ft-lb). With the engine off:
1. Loosen set screw and jam nut on fan bearing support.
Alternator/Water Pump Belt Tension
2. Loosen fan bearing support mounting bolts. Leave
(Gas/LPG Engines) enough torque on the bolts to hold the bearing sup-
port in position.
With the engine off:
3. Use the set screw to set the static belt tension by
1. Adjust the belt deflection to 4 mm (0.16 in). Turn the
deflecting span 4 mm (0.16 in).
adjusting bolt clockwise the increase the belt tension
and the adjusting bolt counterclockwise to decrease 4. Tighten the bearing support mounting bolts to 40-45
the belt tension. N•m (29.5-33.3 ft-lb).
5. Set the jam nut on the set screw to prevent the screw
Water Pump from moving.
Ruler Pully

Alternator
Pulley Crankshaft
Pulley
Measuring belt deflection with a ruler.

01-4-4 • Engine Cooling System and Alternator Belt Service SM 709, Jun ’04 ➀
 Group 01, Engine Cooling System

Diesel truck fan drive belt replacement 4. Loosen 2 bolts to lessen the belt tension.

1. Loosen the bolts to take out the radiator cover.

2. Loosen 4 Bolts to take out the upper shroud.

3. Loosen 4 Bolt for the fan mount.

SM 709, Jun ’04 ➀ Engine Cooling System and Alternator Belt Service • 01-4-5
 Group 01, Engine Cooling System

Section 5

Radiator Removal and Replacemant

SM 709, Jun ’04 Radiator Removal and Replacemant • 01-5-1

Group 01, Engine Cooling System

5. Disconnect the overflow bottle hose from the filler

! CAUTION neck of the radiator. Remove the lock nuts holding
SAFE PARKING. Before working on truck: the clamps and hose to the cooling system brace.
• Park truck on a hard, level, and solid sur- Secure overflow hose out of the way.(C20-35)
face, such as a concrete floor with no gaps 6. Remove the auxliary sump hose loosen the tighten-
or breaks. ing bolts (4EA) of shroud.(C15-20s)
• Put upright in the vertical position and fully
Brace
lower the forks or attachment.
• Put all controls in neutral. Turn key switch Lock nuts Remove Here.
OFF and remove key.
• Apply the parking brake and block the
wheels.

Radiator Removal
The radiators on the cushion, pneumatic, diesel, and gas/
LPG trucks are different from each other. However, pro-
cedures for removing the radiator for service are basically
7. Remove the two flange capscrews and washers
the same. Any differences in the service procedures will
securing the upper fan shroud to the radiator.(C20-
be noted in the instructions. The radiator and oil cooler are
35)
separate. See Group 6 for transaxle oil-cooler removal.
8. Remove the flange capscrews (2EA) from the frame.
NOTE
Pay attention not to miss the rubber.(C15-20s)
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- 9. Remove the two flange capscrews at the base of the
tor cap, use a rag over the cap. Turn cap to upper fan shroud securing it to the lower fan shroud.
the first stop and allow all pressure and Lift out the upper shroud and attached fan seal.(C20-
steam to be released. 35)
10. Remove the radiator cover. Take out the radiator
2. Park the truck and block the wheels. Tilt the steering upwards.(C15-20s)
column forward and raise the operator’s seat deck.
3. Remove the radiator cover and operator’s seat deck.
See Group 38 for procedures.
4. Drain the radiator/engine coolant as described in
Section 3.

01-5-2 • Radiator Removal and Replacemant SM 709, Jun ’04

 Group 01, Engine Cooling System

11. Remove the fan ring and venturi.(C20-35) 13. Remove the two carriage bolts and nuts securing the
• For Gas/LPG engines, remove the fan bearing sup- cooling system brace to the frame-mounted pylons.
port assembly and lift out entire assembly. Retain the rubber grommet used between the brace
and the radiator.

Carrige
Bolt and Nut
Cooling System Brace

Pylon

Pylon

Grommet

Fan Bearing
Support
Assembly

14. Lift the radiator and radiator cushion brackets out

Gas/LPG engine fan, venturi, fan ring assembly.
from the pylons.
• For diesel engines, unbolt the venturi from its
mounts and lift out venturi and attached fan ring.

Venturi

Fan Ring
Diesel engine venturi and fan ring assembly.(C20-35)
12. Loosen and remove water pump and thermostat
clamps and hoses from the ports of the radiator. Hose
connection locations differ in cushion and pneu-
matic, gas and diesel trucks.

SM 709, Jun ’04 Radiator Removal and Replacemant • 01-5-3

Group 01, Engine Cooling System

Radiator Replacement
The radiators for the various truck models have their hose
ports located at different positions. However, replacement
procedures are the same for each of the radiators.
1. Fit the radiator cushion brackets onto the lower cor-
ners of the radiator.(C20-35)
2. Install the ruber under the radiator.(C15-20s)
7. Reposition the upper radiator shroud and fan seal.
Make sure the fan seal is clipped securely to the fan
shroud and does not interfere with the shroud, fan, or
fan ring.(C20-35)
Shroud
Fan Seal

3. Slip the radiator between the mounting pylons. Make

sure the radiator is completely seated.(C20-35)
4. Set the radiator into the rubber on frame, and mount-
ing it into the mounting bracket of frame with
bolt.(C15-20s)

8. Replace the fan ring and venturi:

• For gas/LPG engines, set the assembly into place
and tighten the fan bearing support bracket bolts to
35 40-45 N˜m (29.5-33.3 ft-lb). See Section 4 to set
tension on belt.(C20-35)

Fan Ring
5. Set the cooling system brace into place with the rub-
ber grommet positioned between the post of the radi-
ator and the hole in the brace. Insert carriage bolts
between braces and pylons. Tighten the two carriage Venturi
bolt nuts to 20-25 N˜m (14.8-18.5 ft-lb).(C20-35)
6. Fasten the bolt with a tightening torque of 20-25
N˜m)14.8-18.5 ft-lb). (C15-20s)

Cooling System Brace

Fan Bearing
Support
Assembly

Gas/LPG Fan, Venturi, and Fan Ring Assembly

Place grommet between brace

and top of radiator.

01-5-4 • Radiator Removal and Replacemant SM 709, Jun ’04


• For diesel engines, set the venturi and attached fan
ring into place on the engine and tighten the bolts
to 15-20 N˜m (11.1-14.8 ft-lb).
Venturi
Fan Ring
Diesel Venturi and Fan Ring Assembly.
9. Replace the flange capscrews mounting the shroud to
the radiator. Tighten the capscrews to 5-6 N˜m (3.7-
4.4 ft-lb). (C20-35)
IMPORTANT
Fan ring-to-shroud clearance should be 14
mm (0.56 in). If belt is wrong size, clearance
will not be correct because fan drive assem-
bly will be too high or low when belt is
adjusted tight.
10. Remount the water pump and thermostat hoses
between the engine and radiator. Tighten the hose
clamps sufficiently to prevent leaks.(C20-35)
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.
SM 709, Jun ’04
Group 01, Engine Cooling System
11. Reset the hose from the overflow bottle across the
cooling system brace. Refit the hose to the overflow
outlet on the radiator. Tighten the lock nuts for the
clamps to 8-10 N˜m (6-7.5 ft-lb).(C20-35)
Cooling System Brace
Overflow
Hose
Coolant
Reservoir
12. Close engine drain cock and refill the radiator with a
mixture of 50% ethylene glycol (antifreeze) and 50%
water as described in Section 3.(C20-35)
13. Remount the radiator cover and operator’s seat deck.
See Group 38 for instructions.(C20-35)
14. Check the operator’s seat deck for correct operation
once you have completed reassembly. Make sure the
engine cover latch works correctly and
securely.(C20-35)
15. 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.(C20-35)
Radiator Removal and Replacemant • 01-5-5
 GROUP 02(L-MMC,TIER3)

GROUP 02(L-MMC,TIER3)

MI-07 LP SYSTEM
(4G63/4G64)

Regulatory Compliance ............................................... Section 0

LPG System Overview................................................. Section 1

Gasoline Engines ......................................................... Section 2

Specifications ................................................................ Section 3

Recommended Maintenance ....................................... Section 4

Installation Procedures................................................ Section 5

Tests And Adjustments ............................................... Section 6

Basic Troubleshooting ................................................. Section 7

Advanced Diagnostics................................................. Section 8

Parts Description.......................................................... Section 9

SM 709 Group 02(L-MMC,Tier3), MI-07 LP System (4G63/4G64)

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

! WARNING
Read this entire manual and all other publications pertaining to the work to be performed
before installing, operating, or servicing this equipment. Practice all plant and safety instruc-
tions and precautions. Failure to follow instructions can cause personal injury and/or prop-
erty damage.

The engine or other type of prime mover should be equipped with an over speed (over temper-
ature, or overpressure, where applicable) shutdown device(s), that operates totally indepen-
dently of the prime mover control device(s) to protect against runaway or damage to the
engine or other type of prime mover with possible personal injury or loss of life should the
mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.

! CAUTION
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.
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 maintain contact while handling the control).
• Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit
boards.
• Do not touch the components or conductors on a printed circuit board with your hands or
with conductive devices.

IMPORTANT DEFINITIONS

! WARNING-indicates a potentially hazardous situation, which, if not avoided, could result in

death or serious injury.

! CAUTION-indicates a potentially hazardous situation, which, if not avoided, could result in

damage to equipment.

NOTE-provides other helpful information that does not fall under the warning or caution cat-

egories.

Woodward Governor Company reserves the right to update any portion of this publication at any time.
Information provided by Woodward Governor Company is believed to be correct and reliable.
However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.
© 2001 by Woodward Governor Company
All Rights Reserved

Group 02(L-MMC) MI-07 LP SYSTEM SM 709

 Group 02(L-MMC,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
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 over-
pressure shutdown device may also be
needed for safety, as appropriate.
SM 709
! 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.
CAUTION.POSSIBLE DAMAGE TO
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.
REGULATORY COMPLIANCE • 02(L-MMC)-0-1
Group 02(L-MMC,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
02(L-MMC)-0-2 • REGULATORY COMPLIANCE
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
electric shock, do not use inputs to make measurements
within measurement categories II, III, or IV. See Wood-
ward publication 26377, SECM-48 Manual, Chapter 2 for
additional information on transient over-voltage input rat-
ings.
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
Manual.
SM 709
 Group 02(L-MMC,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 709 REGULATORY COMPLIANCE • 02(L-MMC)-0-3

 Group 02(L-MMC,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
provides 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 and/or gaso-
line 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 Bi-Fuel System for 2.4L GM Engine in Certified Systems

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 709 LPG SYSTEM OVERVIEW • 02(L-MMC)-1-1

Group 02(L-MMC,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
02(L-MMC)-1-2 • LPG SYSTEM OVERVIEW
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
• Gasoline injectors and fuel pressure regulator (bi-
fuel systems only)
(*) 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 control with fuel specific controls
for LPG, and gasoline (MPI) fuels
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
• Speed-load spark control with tables for dwell,
timing, and fuel type
• Speed-load throttle control with table for maxi-
mum throttle 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 sensor drift and cata-
lyst aging. The pre-catalyst oxygen sensor function
includes parameters for transport delay, Lambda
setpoint, 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 709
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.
Bi-Fuel System
A bi-fuel system operates on either LPG or gasoline. The
engine will run on only one fuel at a time. The fuel type
can be switched while the engine is stopped or running at
low speeds and low loads. The fuel selection switch is a
three-position type where the center position is fuel off.
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.
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-3
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
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.
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.
02(L-MMC)-1-4 • LPG SYSTEM OVERVIEW
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
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
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
heavy end solids and paraffins that build up in LPG fuel
systems as a result of vaporization.
Figure 3. Inline LP Fuel Filter
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
SM 709
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-
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 main-
tain 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-
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-5
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

matically stop when both the secondary (2nd stage) valve valve is opened. To open the secondary valve, a negative
pressure signal must be received from the air/fuel mixer.
and the primary (1st stage) valve closes. Unlike most other
When the engine is cranking or running a negative pres-
regulator/converters, the N-2007 primary valve closes
sure signal (vacuum) travels through the vapor fuel outlet
with fuel pressure rather than against pressure, extending
connection of the regulator, which is the regulator second-
primary seat life and adding additional safety.
ary chamber, and the vapor fuel inlet of the mixer. The
Liquid propane must be converted into a gaseous form in negative pressure in the secondary chamber causes a pres-
order to be used as a fuel for the engine. When the regula- sure/force imbalance on the secondary diaphragm, which
tor receives the desired vacuum signal it allows propane to overcomes the secondary spring force, opening the sec-
flow to the mixer. As the propane flows through the regu- ondary valve and allowing vapor propane to flow out of
lator the pressure is reduced in two stages from tank pres- the expansion chamber, through the secondary chamber to
sure to slightly less than atmospheric pressure. As the the mixer.
pressure of the propane is reduced, the liquid propane
vaporizes and refrigeration occurs inside the regulator due
to the vaporization of liquid propane. To replace heat lost
to vaporization, engine coolant is supplied by the engine
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).
Figure 6. Parts View of N-2007 Regulator
The primary valve located at the inlet of the expansion
chamber (3), is controlled by the primary diaphragm (4), Because vapor propane has now left the expansion cham-
which reacts to vapor pressure inside the expansion cham- ber, the pressure in the chamber will drop, causing the pri-
ber. Two springs are used to apply force on the primary mary diaphragm spring force to re-open the primary valve
diaphragm in the primary diaphragm chamber (5), keep- allowing liquid propane to enter the regulator, and the
ing the primary valve open when no fuel pressure is entire process starts again. This creates a balanced condi-
present. tion between the primary and secondary chambers allow-
ing for a constant flow of fuel to the mixer as long as the
A small port connects the expansion chamber to the pri-
demand from the engine is present. The fuel flow is main-
mary diaphragm chamber. At the outlet of the expansion
tained at a constant output pressure, due to the calibrated
chamber is the secondary valve (6). The secondary valve
secondary spring. The amount of fuel flowing will vary
is held closed by the secondary spring on the secondary
depending on how far the secondary valve opens in
valve lever (7). The secondary diaphragm controls the
response to the negative pressure signal generated by the
secondary lever. When the pressure in the expansion
air/fuel mixer. The strength of that negative pressure sig-
chamber reaches 1.5 psig (10.342 kPa) it causes a pres-
nal developed by the mixer is directly related to the
sure/force imbalance across the primary diaphragm (8).
amount of air flowing through the mixer into the engine.
This force is greater than the primary diaphragm spring
With this process, the larger the quantity of air flowing
pressure and will cause the diaphragm to close the pri-
into the engine, the larger the amount of fuel flowing to
mary valve.
the mixer.
Since the fuel pressure has been reduced from tank pres-
sure to 1.5 psig (10.342 kPa) the liquid propane vaporizes.
As the propane vaporizes it takes on heat from the expan-
CA55-500 Mixer
sion chamber. This heat is replaced by engine coolant, Vapor propane fuel is supplied to the CA55-500 mixer by
which is pumped through the coolant passage of the regu- the N-2007 pressure regulator/converter. The mixer uses a
lator. At this point vapor propane will not flow past the piston type air valve assembly to operate a gas-metering
expansion chamber of the regulator until the secondary

02(L-MMC)-1-6 • LPG SYSTEM OVERVIEW SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
valve inside the mixer. The gas-metering valve is nor-
mally closed, requiring a negative pressure (vacuum) sig-
nal from a cranking or running engine to open. This is the
third of the three safety locks in the MI-04 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 7. CA55-500 Mixer
Figure 8. CA55-500 Mixer Installed
With Electronic Throttle
SM 709
CA55-500 Mixer Operation
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 piston air valve (3), the gas-metering valve (4), and
air valve sealing ring (5), air valve spring (6) and the
check valve plate (7). The gasmetering valve is perma-
nently mounted to the piston air valve with a face seal
mounted between the two parts.
Figure 9. Parts View of CA55 Mixer
When the engine is not running this face seal creates a seal
against the gas discharge jet, preventing fuel flow with the
aid (upward force) of the air valve spring. The outer sur-
face of the piston air valve forms the venturi section of the
mixer while the inner portion of the piston is hollow and
forms the air valve vacuum chamber. The check valve
plate seals off the bottom of the air valve vacuum (AVV)
chamber and the air valve sealing ring seals the top por-
tion of the AVV chamber as the piston moves against 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 a port in the check valve
plate to the AVV chamber. A pressure/force imbalance
begins to build across the air valve piston between the
AVV chamber (below the piston) and atmospheric pres-
sure above the piston. Approximately 6 inH20 (14.945
mbar) of negative pressure is required to overcome the air
valve spring force and push the air valve assembly (pis-
ton) downward off the valve seat. Approximately 24
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-7
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

inH20 (59.781 mbar) pushes the valve assembly to the Idle Mixture Adjustment
bottom of its travel in the full open position.
A main mixture adjustment valve on the fuel inlet of the
The amount of negative pressure generated is a direct CA55-500 is not used in the MI-07 system, however an
result of throttle position and the amount of air flowing idle mixture adjustment is incorporated into the mixer
through the mixer to the engine. At low engine speeds, (Figure 11). The idle mixture adjustment is an air bypass
low AVV causes the piston air valve to move downward a port, adjusting the screw all the way in, blocks off the port
small amount, creating a small venturi. At high engine and enriches the idle mixture. Backing out the idle adjust-
speeds, high AVV causes the air valve piston to move ment screw opens the port and leans the idle mixture.
much farther creating a large venturi. The variable venturi
air/fuel mixer constantly matches venturi size to engine
demand. To prevent engine reversion pulses, commonly
encountered in small displacement engines, from having
an effect on the piston AVV chamber, a check valve is
incorporated on the check valve plate control port to the
AVV chamber. The check valve is held open with gravity
and remains open with any negative pressure signal from
the engine. If a reverse pressure pulse, caused by engine
reversion, travels up the intake manifold toward the mixer
it will close the check valve for the duration of the pulse,
preventing the pulse from entering the AVV chamber.

Figure 11. Idle Mixture Adjustment

The idle mixture screw is locked in position with a second
jam screw and the access is sealed with a tamper resistant
cap, installed after adjustment.
Figure 10. View of Venturi Air Valve Piston
Accurate adjustment of the idle mixture can only be
accomplished by adjusting for a specific fuel trim valve
(FTV) duty cycle with the service tool software, and
should be only be adjusted by trained service technicians.
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

02(L-MMC)-1-8 • LPG SYSTEM OVERVIEW SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
feedback voltage from the O2 sensor to determine the
amount of bias needed to the regulator/converter.
In normal operation the N-2007 maintains fuel flow at a
constant output pressure, due to the calibrated secondary
spring. The amount of fuel flowing from the N-2007 will
vary depending on how far the secondary diaphragm
opens the secondary valve in response to the negative
pressure signal generated by the air/fuel mixer. One side
of the N-2007 secondary diaphragm is referenced to FTV
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.
SM 709
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.
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-9
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Figure 12. Fuel Trim Valves Vacuum Connections in an MI-07 System (CA-100
Carburetor Shown)
Electronic Throttle System
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
throttle is available in a variety of bore sizes to meet spe-
cific engine needs: 32mm, 40mm, and 54mm are readily
available 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-
minum housing. In the event of an electrical disconnec-
tion or other related failure, the throttle plate returns to a
limp-home idle position at a no-load engine speed above
curb idle speed.
This provides sufficient airflow for the engine to move the
vehicle on level ground. Any throttle bodies used for MI-
07 meet or exceed the specification for the Bosch throttle
bodies.
02(L-MMC)-1-10 • LPG SYSTEM OVERVIEW
In terms of response, the throttle is capable of fully open-
ing and closing in less than 50 msec. Position resolution
and steady state control should be 0.25% of full travel or
better.
MI-07 Electronic Throttle
Conventional throttle systems rely on a mechanical link-
age to control the throttle valve. To meet fluctuating
engine demands a conventional system will typically
include a throttle valve actuator designed to readjust the
throttle opening in response to engine demand, together
with an idle control actuator or idle air bypass valve.
In contrast, the MI-07 system uses electronic throttle con-
trol (ETC). The SECM controls the throttle valve based
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 13). 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
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

driver’s demand, makes any adjustments needed for adap-
tation to the engine’s current operating conditions and
then generates a corresponding electrical (driver) signal to
the throttle-valve actuator.
Figure 13. Bosch Electronic Throttle Body
The MI-07 uses a dual TPS design (TPS1 and TPS2). The
SECM continuously checks and monitors all sensors and
calculations that effect throttle valve position whenever
the engine is running. If any malfunctions are encoun-
tered, the SECM’s initial response is to revert to redun-
dant sensors and calculated data. If no redundant signal is
available or calculated data cannot solve the malfunction,
the SECM will drive the system into one of its limp-home
modes or shut the engine down, storing the appropriate
fault information in the SECM.
There are multiple limp-home modes available with elec-
tronic throttle control:
1. If the throttle itself is suspected of being inoperable,
the SECM will remove the power to the throttle
motor. When the power is removed, the throttle blade
returns to its “default” position, approximately 7%
open.
2. If the SECM can still control the throttle but some
other part of the system is suspected of failure, the
SECM will enter a “Reduced Power” mode. In this
mode, the power output of the engine is limited by
reducing the maximum throttle position allowed.
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

SM 709 LPG SYSTEM OVERVIEW • 02(L-MMC)-1-11

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Ignition System
Spark-ignited engines require accurate control of spark
timing and spark energy for efficient combustion. The
MI-07 ignition system provides this control. The system
consists of the following components:
• SECM
• Ignition coil drivers *
• Ignition coil(s) *
• Crankshaft position sensor *
• Crankshaft timing (target) wheel *
• Camshaft position sensor *
(for sequential ignition or fuel injection only)
• Camshaft timing wheel (target)*
(for sequential ignition or fuel injection only)
• 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
engine speed calculation, coil energy information, and tar-
get spark timing. The SECM provides a TTL compatible
signal for spark control. The coil must contain the driver
circuitry necessary to energize the primary spark coil oth-
erwise an intermediary coil driver device must be pro-
vided. The SECM controls spark energy (dwell time) and
spark discharge timing.
MI-07 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, idle speed control.
02(L-MMC)-1-12 • LPG SYSTEM OVERVIEW
VR Sensor
A Variable Reluctance sensor (Figure 15) is an electro-
magnetic device consisting of a permanent magnet sur-
rounded by a winding of wire. The sensor is used in
conjunction with a ferrous timing wheel located on the
crankshaft pulley. The timing wheel is referred to as 30-5
ignition because the wheel has 30 gear teeth with 5
removed at precise locations, giving the SECM a very
accurate speed reference signal. Rotation of the timing
wheel near the tip of the sensor changes the magnetic flux,
creating an analog voltage signal in the sensor coil.
Figure 15. VR Sensor
The MI-07 system is capable of operating with either a
distributor based ignition system or a distributor-less 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 VR (Variable Reluctance) sensor mounted near the
crankshaft pulley 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 calcu-
late the appropriate ignition timing settings for the “smart
coil”.
Smart Coil
The MI-07 system uses a single coil, which incorporates
the ignition driver circuitry inside the coil itself. The
SECM signals the “smart coil” when to begin its dwell
cycle then the coil waits for the trigger signal from the
SECM.
The “smart coil” eliminates the need for a driver circuit
inside the SECM or externally from the coil. Using a sin-
gle VR sensor and “smart coil” eliminates multiple sen-
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
sors and coil packs used in more complex ignition
systems.
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
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.
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
SM 709
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
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.
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-13
Group 02(L-MMC,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), gasoline injectors, gasoline fuel
pump, crank sensor, cam sensor, and the ignition coils.
The SECM supplies voltage to the electronic throttle actu-
ator, oil pressure switch, fuel temperature sensor, and the
coolant temperature sensor. Transducer or sensor power
(+ 5 Vdc) is regulated by the SECM and supplied to the
manifold temperature/air pressure (TMAP) sensor, throt-
tle position sensor (TPS), and the accelerator pedal posi-
tion sensors (APP1 & APP2). The SECM provides a
transducer ground for all the sensors, and a low side driver
02(L-MMC)-1-14 • LPG SYSTEM OVERVIEW
signal controlling the fuel lock-off, MIL, gasoline injec-
tors, gasoline fuel pump, and FTVs.
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
calculates 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-
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

fuel mixture. Control is achieved by modulating the fuel opening for any given situation, greatly improving idle
trim valves. quality and drivability.

Speed Management
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
body. Instead, the SECM is electronically connected both
to the foot pedal assembly and the throttle body. The
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.
Figure 17. Foot pedal
The use of electronic throttle control (ETC) ensures that
the engine receives only the correct amount of throttle 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.

NOTE
The DV-E5 throttle is not a serviceable
assembly. If a TPS sensor fails, the assembly
should be replaced.

SM 709 LPG SYSTEM OVERVIEW • 02(L-MMC)-1-15

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

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.
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 govern-
ing point the speed is controlled by closing the DBW
throttle. Using the DBW throttle as the primary engine
speed control allows for a smooth transition into and out
of the governor. If excessive over speed is detected, the
engine is shut down.

MMC 4G64 Performance Corrected Torque

Corrected Power
Torque [kgfm]

Power [HP]
20 60

19 55

18 50

17 45

16 40

15 35

14 30

13 25

12 20

11 15

10 10
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000
Speed [rpm]

Figure 19. Peak Torque and Power Available with MI-07 System

02(L-MMC)-1-16 • LPG SYSTEM OVERVIEW SM 709

 Group 02(L-MMC,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
DBW section. The foot pedal assembly uses two potenti-
ometers to detect pedal position. These two signals, accel-
erator pedal position 1 (APP1) and accelerator pedal
position 2 (APP2) are sent directly to the SECM. The
SECM uses a series of algorithms to self calibrate and
cross check the signals from the pedal assembly. A
demand position for the throttle will then be derived and
sent to the throttle as a throttle position sensor demand
(TPSd). This signal will be processed through a PID (Pro-
portional, Integral, Derivative) controller in the SECM to
achieve the appropriate motor-current response then
passed to the throttle. The throttle moves to the com-
manded position and provides a feedback signal from the
throttle position sensors (TPS1 and TPS2) to the SECM.

SM 709 LPG SYSTEM OVERVIEW • 02(L-MMC)-1-17

Group 02(L-MMC,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.
02(L-MMC)-1-18 • LPG SYSTEM OVERVIEW
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
SM 709
 Group 02(L-MMC,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
• . Fuel select switch
Three-position switch for bi-fuel applications to
detect gasoline mode, LPG mode, and fuel off
(center switch position)
• . Ground speed select switch
Permits selecting two different maximum engine
speeds
• . Vswitched
Switched battery voltage
SM 709
Outputs
• Saturated injector drivers (4)
10A peak, 45 V max, 1 injector per channel capa-
ble of continuous on-time
Driver circuit designed for minimum turn-on/turn-
off delay Minimum pulse width resolution of 1
usec
• 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
• Gasoline fuel pump drive
Low side switch, 10A, 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 incan-
descent lamp continuously
• CANBus
CAN 2.0b serial communication for J1939 com-
munications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.
LPG SYSTEM OVERVIEW • 02(L-MMC)-1-19
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

SECM-48 Wiring Diagram

! CAUTION
PROPER WIRING
To prevent system faults be sure to follow good wiring practices. Poor wiring may cause unex-
pected or intermittent failures not related to MI-07 components.

The schematics on the next pages are wiring diagrams for

NOTE both certified and non-certified systems.
Always refer to MOR-furnished wiring dia- Figure 21: LP certified system
grams for your specific application.

Figure 21. SECM Wiring Diagram for the LP Certified System

02(L-MMC)-1-20 • LPG SYSTEM OVERVIEW SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 2

GASOLINE ENGINES

Gasoline Fuel Systems

A gasoline fuel system includes the following compo-
nents:
• Gasoline fuel pump*
• Fuel filter*
• Fuel rail*
• Pressure regulator*
• Fuel injectors*
• Small engine control module (SECM) and related
sensors and equipment
(*) Supplied by customer
MPI (multi-point injection) is used for this system. Fuel
injection pressure and flow rate depend on engine-specific
fuel injection requirements. A variety of regulators and
injectors can be used to fit individual needs. The gasoline
fuel pressure regulator is a one-way, non-return configu-
ration. All gasoline specific components are automotive
production parts and validated to strict automotive stan-
dards. Four (4) sequential injection channels are sup-
ported.
Use of unleaded gasoline of 87 octane or higher is recom-
mended for optional performance of the MI-07 system.

SM 709 GASOLINE ENGINES • 02(L-MMC)-2-1

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 3

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
Long-term Storage 1723.69 kPa)
-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 18 Vdc for less than 5 minutes
Operation 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.

Fuel Trim Valve (FTV) Specifications

Actuator Type On/off two-position valve compatible
with LPG

Operating Voltage 8-16 Vdc

SM 709 SPECIFICATIONS • 02(LMMC)-3-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

CA55 Mixer Specifications Ignition System Specifications

Fuel LPG Coil Type Integrated driver

Fuel Inlet Fitting 3/8°± NPT Coil Supply Voltage 6-16 VDC
Fuel inlet fitted with Delphi tempera-
ture sensor Minimum Open > 27 kV
Circuit Voltage
Air Intake Flange 2.29” (58.17mm) ID inlet, four #10-24
screws in Total Coil Energy 63 +/- 18 mJ
1.94” (49.28mm) square pattern 25 Hz
Maximum EST Fre-
Mixer Mounting 2.5” (63.5mm) ID outlet, four #10-24 quency
Flange screws in a Operating -40 °F to 212°F [-40 °C to 100 °C]
2.06” (52.4mm) square pattern Temperature
Reference Pressure One 1/8-27 NPT, barb with calibrated Long-term Storage -40 °F to 140 °F [-40 °C to 60 °C]
Ports orifice is factory-installed Temperature

Air Valve Vacuum None - the port is located in the carbu- Short-term Storage ˺ 257 °F [125 °C]
(AVV) Port Size retor to throttle body adapter Temperature (Heat
Soak)
Fuel Inlet None
Adjustments

Idle Air Adjustment Factory sealed

System Control Performance Specifi-
Mounting Suitable for on-engine mounting in ver- cations Power /Torque
tical orientation
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
Electronic Throttle System Specifica- is dependent on many variables other than the fuel control sys-
tions tem, i.e., compression ratio, friction, valve timing, etc.

Minimum Electrical Resistance

1.5 ohms
of Throttle Actuator Exhaust Emissions
MI-07 is capable of meeting EPA 2007 LSI engine emission
standards when operating properly with an approved three-way
SECM Specifications catalyst. Emission standards must be met on both the LSI engine
off-highway transient emissions test cycle and the ISO 8178 type
Operating Tempera- C2 steady-state emissions test cycle.
-20 °F to 221°F [-29 °C to 105 °C]
ture
The fuel control logic, for both LPG and gasoline, employs a
Long-term Storage -40 °F to 140 °F [-40 °C to 60 °C] closed-loop exhaust gas oxygen control algorithm in order to
Temperature compensate for fuel system tolerances, aging, altitude, and fuel
composition. The algorithm utilizes dual heated exhaust gas
Short-term Storage ˺ 257 °F [125 °C] oxygen (HEGO) sensors with an output that switches high and
Temperature (Heat low at stoichiometry. When operated with LPG, the control logic
Soak) compensates for variations in fuel temperature as measured at
the mixer inlet.
Operating Voltage 8-16 Vdc
SECM microprocessor may reset at
voltages below 6.3 Vdc

Operating On-engine mounting, underhood auto-

Environment motive Capable of withstanding spray
from a pressure washer

02(L-MMC)-3-2 • SPECIFICATIONS SM 709

 Group 02(L-MMC,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 709 SPECIFICATIONS • 02(L-MMC)-3-3

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Section 4
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 709
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.
RECOMMENDED MAINTENANCE • 02(L-MMC)-4-1
Group 02(L-MMC,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

02(L-MMC)-4-2 • RECOMMENDED MAINTENANCE SM 709

 Group 02(L-MMC,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 2.4L Engine
SM 709
Pressure Regulator/Converter Inspection
• Visually inspect the pressure regulator/converter
(B) housing for coolant leaks.
• Refer to Chapter 5 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 5 for procedures on remov-
ing the mixer and inspecting the throttle
plate.
RECOMMENDED MAINTENANCE • 02(L-MMC)-4-3
Group 02(L-MMC,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.

02(L-MMC)-4-4 • RECOMMENDED MAINTENANCE SM 709

 Group 02(L-MMC,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 709 RECOMMENDED MAINTENANCE • 02(L-MMC)-4-5

Group 02(L-MMC,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
Gasoline Engines
Replace gasoline fuel filter element. X
Inspect gasoline fuel system for leaks. X
Confirm gasoline supply pressure is correct. Pressure should be 45-55 psig (310.26-379.21 kPa)

02(L-MMC)-4-6 • RECOMMENDED MAINTENANCE SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 5

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,
certified technicians should perform disas-
sembly, service or replacement of the regula-
tor/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 709 INSTALLATION PROCEDURES • 02(L-MMC)-5-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Certified System Connections

23.

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
Hose ཤ CA55-500 Mixer
Fuel outlet must be min 15° ཝ Valve (TEV Bosch Canister) ཥ 1/4” (6.35mm) hose barb to 1/8”
2 below horizontal position ཞ Plastic WYE Fitting (blue color) (3.2mm) male pipe, 125HBL,
Only one 90° fitting permissi- for 7/32” (5.56mm) ID Tube .062 flow ID
ble on vapor fuel line Hose ས 1/4-28 UNF x 1/4” (6.35mm) hose
3
between mixer and regulator ཟ Adapter (temperature sensor) barb
(As shown the temp sensor འ Sensor (coolant, temperature)
adaptor is considered the one ཡ Nipple (.625 hex 4mp, 2.5L steel)
90° fitting.)
Vapor fuel fittings (regulator
4 and mixer) must have mini-
mum ID of 0.46” (11.68mm)
Vapor hose length to be as
short as possible and have no
restrictions for best regulator
performance

02(L-MMC)-5-2 • INSTALLATION PROCEDURES SM 709

 Group 02(L-MMC,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.
24. -2007
SM 709
N-2007 Installation Steps
Refer to Figure 28.
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 CA55-500
Mixer
Follow the procedures below for removal and reinstalla-
tion of the CA55-500 mixer in certified systems.
CA55-500 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 and
throttle adapter for identification, as they must be
reinstalled correctly for 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 loca-
tion of connector.)
INSTALLATION PROCEDURES • 02(L-MMC)-5-3
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
9. Loosen the four bolts (6) that secure the mixer/
adapter/throttle body assembly to the intake mani-
fold.
10. Remove the mixer (9), the adapter (7), and the throt-
tle body (8) as an assembly by gently pulling
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-
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
throttle body adapter to the mixer (Figure 27).
13. Remove the fuel temperature sensor (10) from the tee
(4).
14. Remove the fuel temperature sensor fitting from the
mixer. Take note of the fitting’s orientation on the
mixer, as it must be reinstalled correctly for proper
fit.
25. 55-500
-
26. -
02(L-MMC)-5-4 • INSTALLATION PROCEDURES
(4)
-
27. &
CA55-500 Mixer Installation Steps
Refer to Figure 25.
1. Install the fuel temperature sensor fitting (4) onto the
mixer.
2. Install the fuel temperature sensor (10) into the fit-
ting.
3. Install the four mounting screws that attach the throt-
tle adapter (7) to the mixer. See Figure 27. Torque
bolts to 30-40 lbf-in (3.39-4.52 N-m).
4. Position the mixer/adapter assembly onto the throttle
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-
ring.
(See Figure 26.)
5. Attach the mixer/throttle body assembly to the intake
manifold, making sure gasket is in place. Tighten the
four mounting bolts.
6. Connect the wiring harness to the throttle body. (See
Figure 26 for location of connector.) Connect the
fuel temperature sensor connector (5) to the sensor.
7. Install the vapor fuel inlet line (3) to the fuel temper-
ature sensor fitting.
8. Install the two vacuum lines (2) to the mixer and the
throttle adapter using the previous marks for identifi-
cation. Vacuum lines must be installed correctly for
proper operation.
9. Install the air cleaner hose (1).
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Section 6
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,
certified technicians should perform disas-
sembly, service or replacement of the regula-
tor/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 709
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 fit-
ting (Figure 27). 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 27. Secondary Stage Test Connection
TESTS AND ADJUSTMENTS • 02(L-MMC)-6-1
Group 02(L-MMC,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 28).
2. Connect a compressed air line (shop air ~100 psi) to
the liquid propane fuel inlet of the N-2007 regulator
(Figure 28).
Figure 28. 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 29) 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
02(L-MMC)-6-2 • TESTS AND ADJUSTMENTS
water column on the Magnehelic gauge and maintain
a constant pressure for 60 seconds.
Figure 29. 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.
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

AVV (Air Valve Vacuum) Testing

Purpose of Test
Check for excessive or inadequate pressure drop across
CA55-500 mixer.

AVV Test Hardware

1. Union Tee fitting, 1/4” (6.35mm) NPT
with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) hose
barbs
2. Vacuum hose
3. 0-20” H2O differential pressure Magnehelic gauge

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
30).
2. Leave high pressure port of the Magnehelic gauge
exposed to ambient pressure (Figure 30).
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
vacuum.
4. If the measured pressure drop is excessively high,
check for sticking or binding of the diaphragm air
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.

Figure 30. Magnehelic Gauge Connection

SM 709 TESTS AND ADJUSTMENTS • 02(L-MMC)-6-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Ignition Timing Adjustment
With the MI-07 system, ignition-timing advance is con-
trolled by the SECM.
The initial ignition timing needs to be set by the MOR.
This setup requires a specific technique for each engine
installation.
Ignition Timing Adjustment
With the MI-07 system both mechanical and vacuum
advance are no longer inside the distributor. All ignition
timing advance is controlled by the SECM. The only tim-
ing adjustment that can be made by a technician is the
Figure 31 a.
View of Distributor Rotor Cap
#1 Cylinder
02(L-MMC)-6-4 • TESTS AND ADJUSTMENTS
mechanical alignment of the distributor. The SECM uses
a 40° timing window from .5° BTDC to 35° BTDC.
Because of this, an accurate adjustment cannot be made
with a standard timing light since the SECM will maintain
the correct timing even if the distributor is moved (as long
as the distributor setting remains within the 40° window).
Therefore the ignition timing setting of the distributor
becomes very important and is described in the following
steps.
1. Using the timing indicator on the crankshaft pulley,
set the engine on 0° Top Dead Center (TDC) of num-
ber 1 cylinder (Figure 31, a and b).
Fi g. 31b
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

2. Remove the distributor rotor cap and verify that the distributor rotor is lined up with number 1 cylinder on the dis-
tributor cap (Figure 32).
Distributor w ith Rotor Ca p Rem oved
Firing Order
1-3-4-2

Figure 32

3. Remove the distributor rotor and dust cover so that the internal VR sensor and signal rotor gear are visible (Figure
33). The internal VR sensor inside the distributor is not used by the SECM for a speed reference with the 2.0L/2.4L
engine and it’s wiring harness does not connect to the system. The distributors internal VR sensor is only used as an
alignment reference point for setting the correct distributor position.
Figure 33. Distributor View of Internal VR Sensor

Internal VR Sensor

Si gnal Rotor

SM 709 TESTS AND ADJUSTMENTS • 02(L-MMC)-6-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

4. Loosen the distributor hold down nut and rotate the distributor so that the signal rotor gear tooth of the #1 cylinder
(tooth opposite the flat side of the distributor shaft) lines up with the sensor pickup. (Figure 34).
Fi gure 34

#1 Tooth

Flat Side of
Shaft

5. To correctly set the distributor, align the center of the #1 cylinder tooth with the leading edge of the VR sensor
pickup (Figure 35). Keep in mind that the distributor rotates in a clockwise direction.
Correct
Alignment

Fi gure 35

Incorrect
Alignments

02(L-MMC)-6-6 • TESTS AND ADJUSTMENTS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

6. Once the proper alignment is obtained, lock the dis-
tributor in place by tightening the hold down nut to
the specified torque value and re-install the rotor,
dust cover and rotor cap.
! WARNING
Improper alignment of the distributor may
cause system ignition problems resulting in
ignition misfires or backfires.
10. Rotate the crankshaft pulley 180 degrees and align a
timing gear tooth in the center of the VR sensor
pickup as you did in step 8. Verify that the sensor
gap is still within 1.25mm to 1.5mm. This step is to
check timing gear run out and insures proper speed
signal amplitude.
Fi gure 38

7. After you have completed setting the distributor

alignment you will need to adjust the VR sensor used
by the SECM for speed reference. This sensor is
mounted near the crankshaft pulley wheel (Figure
36).
Figure 36

MI-07
VR
11. If the VR sensor gap is not within the specification
repeat steps 9 & 10 and continue adjusting the sensor
gap until you are within tolerance. This completes
setting ignition timing and sets the center of the
SECM ignition control range at 15 degrees BTDC.

8. Rotate the crankshaft pulley so that one of the gear

teeth on the timing wheel aligns in the center of the
VR sensor (Figure 37).
Figure 37

9. Loosen the sensor retaining bolts and, using a non-

magnetic feeler gauge (Figure 38), adjust the gap
between the sensor and the gear tooth from 1.25mm
to 1.5mm. Re-tighten the sensor retaining bolts when
complete.

SM 709 TESTS AND ADJUSTMENTS • 02(L-MMC)-6-7

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Connection of MI-07 Service Tool 5. Launch the MotoView program on your computer
and open the Service Tool display (Figure 41).
To use the Service Tool, a USB (Universal Serial Bus) to
CAN (Controller Area Network) communication adapter
by KVaser will be required along with a Crypt Token
(Figure 39). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary data from the
SECM.

41.

3 .

1. Install the Crypt Token in an available USB port in

the computer (Figure 40).

Crypt
Token

40.
2. With the ignition key in the OFF position, connect
the KVaser communication cable from a second
USB port on the computer to the CAN communica-
tions cable on the engine.
(*If your laptop computer does not have a second
USB port an appropriate USB hub will need to be
used).
3. Connect a timing light to the engine.
4. Turn the ignition key to the ON position (Do Not
Start the Engine).

02(L-MMC)-6-8 • TESTS AND ADJUSTMENTS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Idle Mixture Adjustment
NOTE
Be sure engine is fully warm (ECT>167°F
[75°C]) before performing the idle mixture
adjustment.
The CA55-500 mixer requires adjustment of the idle mix-
ture 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.
Attach the Mototune Service Tool to the wiring harness
and add parameter MAFPort to the display screen.
SM 709
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. Adjust the load until MAFPort equals 3.3 to 3.5 g/
sec.
3. Mototune display parameter LP Fuel Control must
display “Closed Loop”.
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 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 42). 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%.
%
42.
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 (35-55%). 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.
TESTS AND ADJUSTMENTS • 02(L-MMC)-6-9
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
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 (35-
55%) and engine rpm is stable. DO NOT adjust the
screw so far outward that the tamper proof cap can-
not be installed. A duty cycle measurement at Closed
Loop Idle of 25-60% is acceptable if the optimum
range of 35-55% cannot be reached through adjust-
ment. If the FTV duty cycle cannot be adjusted
below 60%, the mixer is faulty and should be
replaced.
Idle Mixture
Screw
Tamper
Proof Cap
43.
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
41.
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.
02(L-MMC)-6-10 • TESTS AND ADJUSTMENTS
NOTE
If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum
leaks, manifold leaks, or a faulty mixer.
9. Turn the ignition key to the OFF position to shut
down the engine.
10. Install and tighten the lock screw and install the
tamper proof cap on the idle mixture screw adjust-
ment port using a large pin punch, so that no further
adjustments can be made (Figure 43).
3. Mototune display parameter LP Fuel Control must
display “Closed Loop”.
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 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 42). 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 (35-55%). 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.
SM 709
 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

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 (35-
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 25-60% is
acceptable if the optimum range of 35-55% 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 42).

SM 709 TESTS AND ADJUSTMENTS • 02(L-MMC)-6-11

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 7

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 8, Advanced Diagnostics. However, items such • Exhaust system leaks
as 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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-1

Group 02(L-MMC,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.

02(L-MMC)-7-2 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-3

Group 02(L-MMC,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

Improper fuel selected
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
Verify “selected” fuel with Service Tool. Make sure fuel select switch is in proper
position.
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 4 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 4 Fuel Lock-off.
Test regulator/converter operation and pressure.
See Chapter 6 Tests and Adjustments.
See Chapter 8 Advanced Diagnostics.
Verify the crankshaft position signal is present
See Chapter 8 Advanced Diagnostics.

02(L-MMC)-7-4 • BASIC TROUBLESHOOTING SM 709


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
Injector faults / Oil pressure faults
SM 709
Group 02(L-MMC,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 (propane) or fuel pump relay gasoline operation: actuator
should turn “ON” for 2 seconds when ignition is turned “ON”.
Check fuel pressure.
Check for contaminated fuel.
Check both gasoline injector and 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:
• Bare or shorted wires
• Loose ignition coil ground
• Pickup coil resistance and connections
BASIC TROUBLESHOOTING • 02(L-MMC)-7-5
Group 02(L-MMC,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 4 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 6 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.

02(L-MMC)-7-6 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-7

Group 02(L-MMC,Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

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).

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction
Cooling system malfunction
Ignition system malfunction
Exhaust system malfunction
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.

Engine mechanical 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.

Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults

02(L-MMC)-7-8 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,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 or leaking injector.
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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-9

Group 02(L-MMC,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)

02(L-MMC)-7-10 • BASIC TROUBLESHOOTING SM 709


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 709
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Basic Troubleshooting (cont’d.)
CORRECTIVE ACTION
Reset excess flow valve.
• Close liquid valve.
• Wait for a °Ýclick°± sound. Slowly open liquid valve.
Repair/replace as required
See Chapter 4 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 4 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 6
Check for vacuum leaks . . .
• Between mixer and throttle body
• Between throttle body and intake manifold
• Between intake manifold and cylinder head
BASIC TROUBLESHOOTING • 02(L-MMC)-7-11
Group 02(L-MMC,Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

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.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE CORRECTIVE ACTION

Fuel system malfunction
Ignition system malfunction
Check fuel system specifically for plugged fuel filter, low pressure.
Check for contaminated fuel.
Check injector drivers. Disconnect all injector harness connectors. Use injector
test light or equivalent 6-volt test light between the harness terminals of each con-
nector and observe if light blinks while cranking. If test light fails to blink at any
connector, it is a faulty injector drive circuit harness, connector, or terminal.
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

Component malfunction
Engine mechanical
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.

Related MIL Faults:

EST faults
ETC Sticking fault

02(L-MMC)-7-12 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,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 6 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°Øs 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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-13

Group 02(L-MMC,Tier3), MI-07 SYSTEM

Basic Troubleshooting (cont’d.)

High Idle Speed

Engine idles above the range of 750-1000 rpm.

PRELIMINARY CHECKS

Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE CORRECTIVE ACTION

Incorrect idle speed control
Throttle sticking
Foot pedal sticking or
incorrect pedal signal
Engine mechanical
Check all hoses and gaskets for cracking, kinks, or leaks.
Verify that there are no vacuum leaks.
See Chapter 8 Advanced Diagnostics & Chapter 6 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 8 Advanced Diagnostics.
Check for vacuum hose leak.
Check for PCV malfunction.
Check for defective intake gasket.

Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value

02(L-MMC)-7-14 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,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 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-15

Group 02(L-MMC,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%
Fuel injector pulse width at idle * < 1.0 msec. > 8 msec.
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

(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is functioning prop-
erly. If the sensor is not operating properly the criteria may be reversed.

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

Gasoline (Injector Pulse Width<1.0 msec)

• Check gasoline fuel pressure
• Check injectors for sticking, replace 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

Gasoline (Injector Pulse Width>8 msec)

• Check system voltage
• Check fuel pressure
• Check injectors for sticking or obstructions

02(L-MMC)-7-16 • BASIC TROUBLESHOOTING SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Chart T-1 3. If the backpressure at either speed exceeds specifica-

tion, a restricted exhaust system is indicated.
Restricted Exhaust System Check
4. Inspect the entire exhaust system for a collapsed
Proper diagnosis for a restricted exhaust system is essen- pipe, heat distress, or possible internal damage, split
tial before replacement of any components. The following welds, or cracked pipe.
procedures may be used for diagnosis, depending upon
engine or tool used. 5. If there are no obvious reasons for the excessive
backpressure, the catalytic converter is restricted and
CHECK AT PRE-CATALYST OXYGEN (O2) SEN- should be replaced using current recommended pro-
SOR cedures.
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 illustra-
tion).
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize compound
prior to re-installation.

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).

SM 709 BASIC TROUBLESHOOTING • 02(L-MMC)-7-17

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Section 8
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 ten (10) times within five (5)
seconds to enable the display codes feature of the SECM.
SM 709
Simply 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.
ADVANCED DIAGNOSTICS • 02(L-MMC)-8-1
Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Soft Rev Limit / Medium Rev Limit / Hard Rev Limit: pedal position sensors, manifold pressure sensor, HEGO
System will follow various sequences to bring engine sensors, and intake air temperature sensor. Signals to
speed back to acceptable levels. these sensors are converted into digital counts by the
SECM. A low/high range sensor fault is normally set
Level4 Power Limit / Level3 Power Limit / Level2
when the converted digital counts reach the minimum of 0
Power Limit / Level1 Power Limit: The maximum
or the maximum of 1024 (1024 = 5.0 Vdc with ~ 204
engine power output will be limited to one of four possi-
counts per volt).
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.
Disable Liquid O2 Control: In Gasoline mode, closed
loop correction of air fuel ratio based on the Pre-catalyst
O2 sensor is disabled.
Additionally, the SECM includes software to learn the
actual range of the pedal position and throttle position
Fault List Definitions
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).

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)

02(L-MMC)-8-2 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,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 CAM signal when engine is known to be rotating, broken

Cam Ed ges Fault 191
CAM sensor leads or defective CAM sensor

Loss of synchronization on the CAM sensor, normally due to

Cam Sync Fault noise on the signal or an intermittent connection on the CAM 192
sensor

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 (42?)

EST1 output shorted high or low, EST1 signal shorted to

EST1_Short 431
ground or power or defective spark module

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

EST2 output open, possibly open EST2 signal or defective

EST2_Open 422
spark module

EST2 output shorted high or low, EST2 signal shorted to

EST2_Short 432
ground or power or defective spark module

EST3 output open, possibly open EST3 signal or defective

EST3_Open 423
spark module

EST3 output shorted high or low, EST3 signal shorted to

EST3_Short 433
ground or power or defective spark module

EST4 output open, possibly open EST4 signal or defective

EST4_Open 424
spark module

EST4 output shorted high or low, EST4 signal shorted to

EST4_Short 434
ground or power or defective spark module

EST5 output open, possibly open EST5 signal or defective

EST5_Open 425
spark module

EST5 output shorted high or low, EST5 signal shorted to

EST5_Short 435
ground or power or defective spark module

EST6 output open, possibly open EST6 signal or defective

EST6_Open 426
spark module

EST6 output shorted high or low, EST6 signal shorted to

EST6_Short 436
ground or power or defective spark module

EST7 output open, possibly open EST7 signal or defective

EST7_Open 427
spark module

EST7 output shorted high or low, EST7 signal shorted to

EST7_Short 437
ground or power or defective spark module

EST8 output open, possibly open EST8 signal or defective

EST8_Open 428
spark module

EST8 output shorted high or low, EST8 signal shorted to

EST8_Short 438
ground or power or defective spark module

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.

02(L-MMC)-8-4 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

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)

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.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

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

Gasoline Injector 1 open circuit, broken injector 1 wire or

Inj1 Open 131
defective injector

Gasoline Injector 2 open circuit, broken injector 2 wire or

Inj2 Open 132
defective injector

Gasoline Injector 3 open circuit, broken injector 3 wire or

Inj3 Open 133
defective injector

Gasoline Injector 4 open circuit, broken injector 4 wire or

Inj4 Open 134
defective injector

Gasoline Injector 5 open circuit, broken injector 5 wire or

Inj5 Open 135
defective injector

Gasoline Injector 6 open circuit, broken injector 6 wire or

Inj6 Open 136
defective injector

Gasoline Injector 7 open circuit, broken injector 7 wire or

Inj7 Open 137
defective injector

Gasoline Injector 8 open circuit, broken injector 8 wire or

Inj8 Open 138
defective injector

02(L-MMC)-8-6 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Cold Start Valve Fault, signal has opened or shorted to

LSD Fault_CS Valve 713
ground or power or defective cold start valve

Check Engine Lamp Fault, signal has opened or shorted to

LSD Fault_Check Engine 714
ground or power or defective check engine lamp

Crank Disable Fault, signal has opened or shorted to ground

LSD Fault_Crank Disable 715
or power or defective crank disable relay

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 Pump Fault, signal has opened or shorted to ground or

LSD Fault_FuelPump 716
power or defective fuel pump

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

In Gasoline mode, system had to adapt rich

Liq Fuel Adapt Range Hi 821
more than expected

In Gasoline mode, system had to adapt

Liq Fuel Adapt Range Low 831
lean more than expected

Pre-catalyst O2 sensor indicates extended

Liq O2 Failed Lean 851
lean operation on gasoline

Pre-catalyst O2 sensor indicates extended

Liq O2 Failed Rich 871
rich operation on gasoline

Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor

Liq O2 Not Active 841
signal or heater leads, defective O2 sensor

Post-catalyst O2 sensor control on gasoline has reached rich

limit and sensor still reads to lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
Liq Post O2 Failed Rich failure, or wiring/relay failure causing the sensor to not be 872
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 gasoline has reached lean

limit and sensor still reads to rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing
Liq Post O2 Failed Lean 852
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.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-7

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

Post-catalyst O2 sensor control on gasoline has sensed the

O2 sensor is not responding as expected. If any Pre-O2
sensor faults are set, diagnose these first and after correcting
Liq Post O2 In active these faults recheck if this fault sets. 842
Possible causes for this fault are sensor disconnected, sensor
heater failed, sensor element failed, heater relay, or SECM
control of heater relay is disconnected or failed.

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)

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)

02(L-MMC)-8-8 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

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

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

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-9

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 1. Fault List Definitions(cont’d)

FAULT DESCRIPTION CODE

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

02(L-MMC)-8-10 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,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

Inj1Open Check INJ1 wiring for an open circuit SECM

Gasoline Injector 1 open (Signal) A5 to Injector 1 Pin A Switched 12V
131 Turn On Mil
circuit, broken injector 1 wire to Injector 1 Pin B Check Injector 1
or defective injector Resistance, 12 to14 ohms (cold)

Inj2Open Check INJ2 wiring for an open circuit SECM

Gasoline Injector 2 open (Signal) A8 to Injector 2 Pin A Switched 12V
132 Turn On Mil
circuit, broken injector 2 wire to Injector 2 Pin B Check Injector 2
or defective injector Resistance, 12 to14 ohms (cold)

Inj3Open Check INJ3 wiring for an open circuit SECM

Gasoline Injector 3 open (Signal) A4 to Injector 3 Pin A Switched 12V
133 Turn On Mil
circuit, broken injector 3 wire to Injector 3 Pin B Check Injector 3
or defective injector Resistance, 12 to14 ohms (cold)

Inj4Open Check INJ4 wiring for an open circuit SECM

Gasoline Injector 4 open (Signal) A7 to Injector 4 Pin A Switched 12V
134 Turn On Mil
circuit, broken injector 4 wire to Injector 4 Pin B Check Injector 4
or defective injector Resistance, 12 to 14 ohms (cold)

135 Inj5Open
Not Gasoline Injector 5 open circuit, broken None N/A
Used injector 5 wire or defective injector

136 Inj6Open
Not Gasoline Injector 6 open circuit, broken None N/A
Used injector 6 wire or defective injector

137 Inj7Open
Not Gasoline Injector 7 open circuit, broken None N/A
Used injector 7 wire or defective injector

138
Inj8Open
Not
Gasoline Injector 8 open circuit, broken None N/A
Used
injector 8 wire or defective injector

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

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-11

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
Table 2. Diagnostic Fault Codes (Flash Codes) cont’d
DFC PROBABLE FAULT
ECTOverTempFault
Engine coolant temperature is high. The
161
sensor has measured an excessive
(16)
coolant temperature typically due to the
engine overheating.
ECT_IR_Fault
171 Engine coolant temperature not
changing as expected
FuelSelectConflict
Conflict in fuel select signals, normally
181
set if both of the fuel select signals are
shorted to ground
CamEdgesFault
No CAM signal when engine is known to
191 be rotating, broken crankshaft sensor
leads or defective CAM sensor
CamSyncFault
Loss of synchronization on the CAM
192 sensor, normally due to noise on the
signal or an intermittent connection on
the CAM sensor
CrankEdgesFault
No crankshaft signal when engine is
193
known to be rotating, broken crankshaft
sensor leads or defective crank sensor
CrankSyncFault
Loss of synchronization on the
194 crankshaft sensor, normally due to noise
on the signal or an intermittent
connection on the crankshaft sensor
(*) Fault actions shown are default values specified by the OEM.
02(L-MMC)-8-12 • ADVANCED DIAGNOSTICS
FAULT ACTION * CORRECTIVE ACTION
FIRST CHECK
Check coolant system for radiator blockage,
proper coolant level and for leaks in the
(1) Turn On Mil
system.
(2) Delayed Engine
Possible ECT short to GND, check ECT
Shutdown
signal wiring
(3) Check Engine
SECM (Signal) Pin B15 to ECT Pin 3
Light
SECM (Sensor GND) Pin B1 to ECT Pin 1
SECM (System GND) Pin A16, B17
Check regulator for coolant leaks
Check for coolant system problems, e.g.
None
defective or stuck thermostat
Check fuel select switch connection for a
short to GND
Turn On Mil SECM (SIGNAL) Pin A12
SECM (SIGNAL) Pin A15
SECM (Sensor GND) Pin B1
Check CAM sensor connections
SECM (SIGNAL) Pin B10 to CAM sensor
Pin 2
None SECM (Sensor GND) Pin B1 to CAM sensor
Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
Check CAM sensor connections
SECM (SIGNAL) Pin B10 to CAM sensor
Pin 2
None SECM (Sensor GND) Pin B1 to CAM sensor
Pin 3
Switched 12V to CAM sensor Pin 1
Check for defective CAM sensor
Check Crankshaft sensor connections
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
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
SM 709
 Group 02(L-MMC,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 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-13

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE 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 Perform checks for DFCs 241 & 242
NOTE: The TPS is not a serviceable item (2) Engine Shutdown
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 disconnect-ing
(2) Cut Throttle the 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.

02(L-MMC)-8-14 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,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 MAP signal

wiring for a shorted circuit
TMAP Pin 4 to SECM Pin B18 (signal)
MAPTimeRangeHigh TMAP Pin 1 to SECM Pin B1 (sensor GND)
Manifold Absolute Pressure TMAP Pin 3 to SECM Pin B24 (XDRP +5
Sensor Input is High, normally set if the Vdc)
341 Check the MAP sensor by disconnecting the
TMAP pressure signal wire has become None
(34) TMAP connector and measuring at the
shorted to power, shorted to the IAT
signal, the TMAP has failed or the SECM sensor:
has failed. 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 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-15

Group 02(L-MMC,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

open circuit
SECM Pin A10 (EST2) to OEM ignition
system. See application note.
EST2_Open
Verify GND on ignition module Pin A (of
422 EST2 output open, possibly open EST2 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

open circuit
SECM Pin A3 (EST3) to OEM ignition
system. See application note.
EST3_Open
Verify GND on ignition module Pin A (of
423 EST3 output open, possibly open EST3 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.

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-16 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check coil driver wiring and connector for

open circuit
SECM Pin A6 (EST4) to OEM ignition
EST4_Open system. See application manual.
EST4 output open, possibly open EST4 Verify GND on ignition module Pin A
424
signal or defective spark module (of both connectors)
TurnOnMil Verify +12 Vdc on ignition module Pin B
(of both connectors)
Refer to application manual for specific
engine details.

EST5_Open
425 EST5 output open, possibly open EST5 None N/A
signal or defective spark module

EST6_Open
426 EST6 output open, possibly open EST6 None N/A
signal or defective spark module

EST7_Open
427 EST7 output open, possibly open EST7 None N/A
signal or defective spark module

EST8_Open
428 EST8 output open, possibly open EST8 None N/A
signal or defective spark module

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 coil driver wiring and connector for

shorts
SECM Pin A10 (EST2) to ignition module
Pin D (4-pin connector)
EST2_Short
Verify GND on ignition module Pin A (of
432 EST2 output shorted high or low, EST2 Turn On Mil
both connectors)
signal shorted to ground or power or
Verify +12 Vdc on ignition module Pin B (of
defective spark module
both connectors)
Refer to application manual for specific
engine details.

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-17

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

Check coil driver wiring and connector for

shorts
EST3_Short SECM Pin A3 (EST3) to ignition module Pin
EST3 output shorted high D (4-pin connector)
or low, EST3 signal Verify GND on ignition module Pin A (of
433 Turn On Mil
shorted to ground or both connectors)
power or defective spark Verify +12 Vdc on ignition module Pin B (of
module both connectors)
Refer to application manual for specific
engine details.

Check coil driver wiring and connector for

shorts
SECM Pin A6 (EST4) to ignition module Pin
EST4_Short D (4-pin connector)
EST4 output shorted high or low, EST4 Verify GND on ignition module Pin A (of
434 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.

EST5_Short
EST5 output shorted high or low, EST5
435 None N/A
signal shorted to ground or power or
defective spark module

EST6_Short
436 EST6 output shorted high or low, EST6 None N/A
signal shorted to ground or power or
defective spark module

EST7_Short
EST7 output shorted high or low, EST7
437 None N/A
signal shorted to ground or power or
defective spark module

EST8_Short
438 EST8 output shorted high or low, EST8 None N/A
signal shorted to ground or power or
defective spark module

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-18 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

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 throttle disconnecting the throttle connector and
assembly. measuring the motor drive resistance at
the throttle
TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER)
~3.0-4.0 ȳ

Check the ETC driver wiring for an open

circuit
SECM Pin A17 to ETC + Pin 1
ETC_Open_Fault SECM Pin A18 to ETC - Pin 4
Electronic Throttle Control Check the ETC internal motor drive by
Driver has failed, normally set if either of None disconnecting the throttle connector and
471
the ETC driver signals have opened or measuring the motor drive resistance at
become disconnected, electronic throttle the
or SECM is defective. 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
engine Perform throttle spring test by cycling the
481 (1) Turn On Mil
shutdown. If this spring has become ignition key and recheck for fault
(28) (2) Engine Shutdown
weak the throttle will fail the 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.

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-19

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

DFC PROBABLE FAULT FAULT ACTION * CORRECTIVE ACTION

FIRST CHECK

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

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)

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-20 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,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
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.

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
SensVoltRangeHigh
multimeter SECM Pin B24 +5 Vdc to
561 Sensor reference voltage
(1) Turn On Mil SECM Pin B1 XDRG GND
XDRP
(56) (2) Engine Shutdown Verify transducer power at ETC with a
too high
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

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-21

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

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

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
691
(69)
APP position sensors do no not track
well, intermittent connections to APP or
defective pedal assembly
• Cycle the pedal several times and check
(1) Turn On Mil
(2) Level1 Power Limit
APP1 signal at SECM Pin B7
• Cycle the pedal several times and check
APP2 signal at SECM Pin B16

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-22 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
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 )

Check FTV1 for an open wire or FTV

LSDFault_Dither2
Dither Valve 2 Fault, signal has opened
712
or shorted to ground or power or
defective dither 2 valve
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 )

LSDFault_CheckEngine
Check Engine Lamp Fault, signal has Check “Check Engine Lamp” for an open
714 None
opened or shorted to ground or power or wire or shorted to GND
defective check engine lamp

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).

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-23

Group 02(L-MMC,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 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)

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).

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-24 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

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).

LiqFuelAdaptRangeHi Check for vacuum leaks.

In Gasoline mode, system had to adapt Low gasoline fuel pressure, perform
821 Turn On Mil
lean more than expected gasoline pressure test. Injector problems,
e.g. plugged, defective injector.

LiqFuelAdaptRangeLow
Low gasoline fuel pressure, perform
In Gasoline mode, system had to adapt
831 Turn On Mil gasoline pressure test Injector problems,
rich more than expected
e.g. leaking, defective injector.

Check that Pre-catalyst O2 sensor

LiqO2NotActive
Pre-catalyst O2 sensor inactive on
841
gasoline, open O2 sensor signal or
heater leads, defective O2 sensor
LiqPostO2NotActive
Post-catalyst O2 sensor inactive on
842
gasoline, open O2 sensor signal or
heater leads, defective O2 sensor.
connections are OK.
O2 (signal) Pin 3 to SECM Pin B13
O2 Pin 2 (HEATER GND) to SECM (DRVG
GNG) Pins A16, B17
(1) Turn On Mil O2 Pin 1 (HEATER PWR) to SECM (DRVP
(2) Disable Liquid O2 + 12V) PIN A23
Ctrl 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)
Check that Post-catalyst O2 sensor
connections are OK.
O2 (return) Pin 4 to SECM Pin B1
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 has calculated that
water condensation in exhaust has been
(1) Turn On Mil
removed by exhaust heat. Post O2 Heater
(2) Disable Liq Post
Relay has SECM (DRVP + 12V) applied
O2 Ctrl
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)

843 Reserved

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-25

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

Check for vacuum leaks.

LiqO2FailedLean
851 Pre-catalyst O2 sensor indicates
extended lean operation on gasoline
LiqPostO2FailedLean
852 Pre-catalyst O2 sensor indicates
extended lean operation on gasoline
(1) Turn On Mil Low gasoline fuel pressure, perform
(2) Disable Liquid O2 gasoline pressure test.
Ctrl Injector problems, e.g. plugged, defective
injector
Correct other faults that may contribute to
852 (e.g. faults pertaining to Injectors,
MAP, IAT, Pre-Cat O2, Post Cat O2
(1) Turn On Mil
sensor.
(2) Disable Liq Post
Look for leaks in exhaust, catalytic
O2 Ctrl
converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 842
corrective actions).

High gasoline fuel pressure, perform

LiqO2FailedRich (1) Turn On Mil
gasoline pressure test
871 Pre-catalyst O2 sensor indicates (2) Disable Liquid O2
Injector problems, e.g. leaking, defective
extended rich operation on gasoline Ctrl
injector

Correct other faults that may contribute to

872 (e.g. faults pertaining to Injectors,
MAP, IAT, Pre-Cat O2, Post Cat O2
(1) Turn On Mil
LiqPostO2FailedRich sensor.
872 (2) Disable Liq Post
Pre-catalyst O2 sensor indicates Look for leaks in exhaust, catalytic
O2 Ctrl
extended rich operation on gasoline converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault 842
corrective actions).
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) Disabl eLiquid 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 O2 Ctrl
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

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-26 • ADVANCED DIAGNOSTICS SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d

CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK

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
Check if fuel temp sensor connector is
Fuel Temperature Sensor Input is High
disconnected or for an open FTS circuit
932 normally set if the fuel temperature Turn On Mil
SECM (signal) Pin B14 to FTS Pin 1
sensor wire has been disconnected or
SECM (sensor GND) Pin B1 to FTS Pin 2
the circuit has opened to the SECM.

(1) Turn On Mil

TransOilTemp Refer to drivetrain manufacturer’s
933 (2) Delayed Engine
Excessive transmission oil temperature 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)
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 Turn On Mil
Replace Post-catlyst HEGO sensor
reached.replace HEGO sensors
ServiceFault5
995 Service Interval 5 has been Turn On Mil Replace engine timing belt
reached.replace timing belt

(*) Fault actions shown are default values specified by the OEM.

SM 709 ADVANCED DIAGNOSTICS • 02(L-MMC)-8-27

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 9

PARTS DESCRIPTION

LP Fuel System Components for

2.0L / 2.4L MMC Engines
The chart below lists the MI-07 components required for a 2.4L 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

Certified System

1751-6068 Engine Control Module (SECM 24-pin) 1

• Camshaft Position Sensor 1*

• Crankshaft Position
1
Sensor

• TMAP Sensor 1

1689-1081 Fuel Temperature Sensor 1

• Transmission Oil Temperature Switch 1

1680-6005• Oxygen Sensors 2

• Coolant Sensor 1

• Engine Oil Pressure

1
Switch

1309-6019 Fuel Trim Valve 2

• Ignition Coils 4

1311-1011 Fuel Lock Off Solenoid 1

5233-1018 Regulator 1

8062-1056 CA55-500 Mixer 1

6945-5002 Throttle-DV-E5 32mm 1

(*) Camshaft position sensor is used only in Bi-Fuel systems.

SM 709 PARTS DESCRIPTION • 02(L-MMC)-9-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

CA55-500 Mixer Exploded View CA55 Mixer

Refer to Figure 43 exploded view on facing page.
Parts List

REF
DESCRIPTION QTY
NO.
Screws, #10-24 x 5/8”,
1 4
SEMS with Lockwasher
2 Gasket, Air Horn to Mixer 1
3 Mixer Body Assembly 1
4 Fitting 1/4” 1
5 Set Screw, Socket Head, #3/8-24 x 5/8” 1
6 Set Screw, Socket Head, #3/8-24 x 1/4” 1
7 Cap Expansion Plug, 1/2” Dia x 0.060 Thick. 1

8 Fuel Cone 1

9 Air Valve Assembly 1

10 Air Valve Spring 1

11 Air Valve Plate, Orifice Bushing 1

12 Gasket 1
13 Washer 4
14 Screws, #10-24 x 5/8” 4

Figure 44. CA55 Mixer Exploded View

02(L-MMC)-9-2 • PARTS DESCRIPTION SM 709

 Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

N-2007 Regulator Exploded View N-2007 Regulator

Refer to Figure 45 exploded view on facing page.
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
19 4
1/4-20 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

45. -2007

SM 709 PARTS DESCRIPTION • 02(L-MMC)-9-3

Group 02(L-MMC,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 com-
pound of hydrogen and carbon, commonly called hydro-
carbons.
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.

02(L-MMC)-9-4 • PARTS DESCRIPTION SM 709

 Group 02(L-MMC,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
universal cylinders are used primarily for off-highway
vehicles and are constructed in accordance with the DOT-
,

150

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
1.

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

2.

NOTE
Vapor pressure inside an LPG tank depends
on the propane temperature, not the amount
of liquid inside the tank. A tank that is 3/4
full of liquid propane at 80° F (27° C) will
contain the same vapor pressure as a tank
that is only 1/4 full of liquid propane.
LPG’s relative ease of vaporization makes it an excellent
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
point (-44° F [-42° C]), and is a low carbon fuel, engine
life can be extended due to less cylinder wall wash down
and little, if any, carbon build up.
NOTE
A 375-psig relief valve is used on a DOT fork-
lift tank. The relief valve must be replaced
with a new valve after the first 12 years and
every 10 years thereafter.
The tank must be discarded if the collar is damaged to the
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
tank will not stand or is easily knocked over.
Installing LPG Fuel Tanks
When installing a tank on a lift truck, the tank must be
within the outline of the vehicle to prevent damage to the
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 709 PARTS DESCRIPTION • 02(L-MMC)-9-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM
tank is empty, when actually it is not. (2). The safety relief
valve may be immersed in liquid fuel. If for any reason
the valve has to vent, venting liquid can cause a serious
safety problem.
! 3. Pressure Relief Valve
CAUTION
Exchange empty tank with a pre-filled
replacement tank. Wear safety glasses and
gloves when exchanging a tank.
3 7
2
4
5
6
3.
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!
02(L-MMC)-9-6 • PARTS DESCRIPTION
LPG Fuel Tank Components
1. Fuel Gauge
2. 80% Stop Bleeder
4. Service Valve (Tank end male coupling)
5. Filler Valve
6. Alignment Pin
7. Vapor Withdrawal Tube (used only with vapor with-
drawal)
8. 80% Limiter Tube
9. Liquid Withdrawal Tube
8 9
! 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 709
 Group 02(L-MMC,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

4.

! CAUTION
The service valve should be completely open
when the tank is in use. If the valve is partly

SM 709 PARTS DESCRIPTION • 02(L-MMC)-9-7

Group 02(L-MMC,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 A5). 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.

5.

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 A6) 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. 6.
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

02(L-MMC)-9-8 • PARTS DESCRIPTION SM 709

 Group 02(L-MMC,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 709 PARTS DESCRIPTION • 02(L-MMC)-9-9

 GROUP 02(L-HMC THETA 2.4)

GROUP 02(L-HMC THETA 2.4)

LPG FUEL SYSTEM

LPG Fuel System ......................................................... Section 1

Fuel System Component Details ................................ Section 2

Component Maintenance ........................................... Section 3

Diagnostic Trouble Codes .......................................... Section 4

General Trouble Shooting........................................... Section 5

Trouble shooting by DTC ........................................... Section 6

Service Tool Overview................................................. Section 7

SM 709 Group 02(L-HMC Theta 2.4), LPG FUEL SYSTEM

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 1

LPG FUEL SYSTEM

System Overview
The fuel system, engine components and other design fea- • Intake and exhaust manifold design
tures that affect emissions are summarized as follows: • Air filter and intake piping
• LPG vaporizer and pressure regulator • Throttle body
• LPG fuel rail and injectors • Emissions catalytic converter
• Liquid LPG shutoff valve and filter • Engine Control Unit (ECU) software and calibra-
• Engine and fuel system sensors tion
• Intake and exhaust valve timing • COP ignition system

Inlet Air
Filter

Exhaust
Manifold
Electronic
Throttle

{
Coolant Out
Liquid w
š Muffler/
Fuel Filter Coolant In
TWC
vY vY
Shut-off Pressure Gaseous
Solenoid Regulator/ Fuel Filter
LPG Valve Vaporizer
Injector
Supply
Rail

{thw

Inlet jwz jrwz

Manifold
G

SM 709 LPG FUEL SYSTEM • 02(L-HMC)-1-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

System Features
The Juniper fuel system uses a speed-density control strat-
egy for controlling fuel flow, spark timing, and throttle
position. Key control features include the following:
• Closed-loop fuel control
• Speed-density spark control with tables for dwell
and timing
• Speed-alpha throttle control with table for maxi-
mum throttle 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 learning to compensate for fuel or compo-
nent drift. The post-catalyst oxygen sensor detects
the functional level of the catalyst and will set off
the MIL if the catalyst is no longer performing to
specification. The pre-catalyst oxygen sensor func-
tion includes parameters for rich/lean dithering
amplitude and rate based on engine speed and load.
Note: the non-certified engine does not have a
postcatalyst oxygen sensor.
• LPG fuel temperature & pressure compensation
• Min/max speed governing
• Transient fuel enrichment based on rate of change
of target throttle position
• Input sensor selection and calibration
• ECU auxiliary inputs available for MIL, vehicle
speed limiting, etc.
• CAN Bus service tool interface and data transfer
appropriate fault action. The action required by each fault
is set in the software and is programmable by Juniper to
provide a custom product to each OEM customer as
desired. 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 identifier.
These diagnostics are generated only when the engine is
not running and the operator initiates a diagnostic request
sequence.
Limp Home Mode - The system is capable of "limp-
home" mode in the event of particular faults or failures in
the system, as programmed into the OBD software. 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 system software and can be
customized to meet specific customer requirements. The
OBD summary with default settings can be found in the
OBD document.
Service Tool - A system service tool is available to moni-
tor system operation and assist in diagnosis of system
faults. This device monitors all sensor inputs, control out-
puts, and diagnostic functions in sufficient detail through
a single access point to the ECU to allow a qualified ser-
vice technician to maintain the system. The Service tool is
operated through a lap-top computer and is connected
through a USB port by use of an interface tool.

Additional Features:
Tamper-Resistance - The fuel system is essentially tam-
per proof, in that it would be difficult for an operator to
adjust the performance or emissions capability of the sys-
tem without access to ECU calibration codes and calibra-
tion tools. Access to the regulator diaphragm to install a
new diaphragm kit is necessary for maintenance purposes.
There are no settings or adjustments possible on the fuel
rail or injectors or on any other components that could
affect performance or emissions.
Diagnostics - The ECU OBD system is capable of moni-
toring and diagnosing problems and faults within the con-
trol 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 illuminating the MIL and activating the

02(L-HMC)-1-2 • LPG FUEL SYSTEM SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 2

Fuel System Component Details

LPG Pressure Regulator/Vaporizer

The LPG pressure regulator/vaporizer (“regulator”) is designed and manufactured by OMVL SpA in Italy.

Figure 4: LPG Regulator/Vaporizer

The pressure regulator receives liquid LPG from the vehicle tank, vaporizes it and feeds the gas to the injectors.

SM 709 Fuel System Component Details • 02(L-HMC)-2-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

The two-stage regulator has an inlet pressure allowable

range of 300 . 3000 kPa. The regulator has an adjustable
outlet pressure setting that is pre-set in the factory. The
nominal outlet pressure of the regulator is 120 kPa relative
to the reference manifold pressure and can be adjusted to
settings ranging from 110 kPa to 130 kPa. The ECU is
capable of compensating for outlet pressure within this
range and so the setting of regulator outlet pressure does
not critically affect air/fuel ratio or exhaust emissions.
Technical Specifications:

• Working temperature: -30 - 120 °C

• Input pressure: 300 - 3000 kPa
• Input Connection: 1/4” NPT
• Gas outlet pressure: 120 ± 10% kPa
• Output Connection : D14 mm
• Maximum flow rate (propane @ 300 KPa): 25 kg/h
• Pressure relief valve operating pressure: < 202 kPa
• Weight: 1.6 kg
• Durability: 2500 - 5000 hr (fuel quality dependant)
• Homologation: ECE67R-01 0099 Class 1/2A,
ECE10R-02 0268, UL1337

02(L-HMC)-2-2 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Description of Regulator/Vaporizer Operating States:

w™Œššœ™ŒGŒ˜œˆ“¡ˆ›–•G
thw ž›G•“Œ›G”ˆ•–“‹

swnGs˜œ‹Gp•

swnG
}ˆ—–œ™G
vœ›
~ˆ›Œ™Gj™Šœ›

State 1: LPG Liquid Shutoff Valve Closed

thw

swnGs˜œ‹ p•

oŽT—™Œššœ™ŒGzŒˆ›

swnG
}ˆ—–œ™G
vœ›
swnG}ˆ—–™¡Œ™G{œ‰Œ

State 2: LPG Shutoff Valve Open . Engine Not Running 1

When the shut off valve is opened liquid LPG passes through the vaporizer pipe and through the pressure diaphragm. The
reduction in pressure vaporizes the LPG. Circulating hot water provides the heat required to increase the maximum
vaporization rate and to prevent freezing of the vaporizer.

SM 709 Fuel System Component Details • 02(L-HMC)-2-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

thw

swnGs˜œ‹Gp•

swnG
}ˆ—–œ™G
vœ›

G
State 3: LPG Shutoff Valve Open . Engine Not Running 2

Once the liquid starts to flow and vaporize the gas the system immediately achieves equilibrium. The resultant gas output
pressure is a function of the manifold pressure and the spring setting.

thw

swnGs˜œ‹Gp•
s–žT—™Œššœ™Œ
zŒˆ›

swnG
}ˆ—–œ™G
vœ›

G
State 4: Shutoff Valve Open and Engine Running

Once the engine starts and is running there is a flow of gas through the injectors reducing the pressure after the second
stage reducer. Therefore the pressure on top of the membrane is lower and the membrane moves up. Gas will then flow
through the low pressure seat to maintain the intended pressure.

Figure 5: Description of Regulator/Vaporizer Operating States

02(L-HMC)-2-4 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Liquid-Phase Filter & Shutoff Valve

The LPG pressure regulator has an integrated liquid-phase
filtering unit, manufactured by Valtek that filters oil and
dirt, as well as an integrated shutoff solenoid valve, com-
pliant to ECE67R-01 “safety-car” feature. Alternatively,
your system may have a close-coupled shut-off valve and
filter, manufactured by AFC, which is connected to the
regulator inlet by a short pipe nipple.
Filter & Shutoff Valve - Option 1, Valtek:
• Manufactured by Valtek
• 12 VDC, 11 W

Filtering element: Figure 6: Disassembled Liquid-phase Filter

• Paper cartridge, Type 92, Buxusfilter 100/33 (ser-
viceable)
Filter & Shutoff Valve - Option 2, Advance Fuel Com-
• Design registration: ECE 67 Class 3 ponents (AFC):
• Minimum filtering size: 7ໃ
• Manufactured by AFC
• Efficiency: 90%
• 12Vdc, 12 Watts
• Filtering surface: 18,840 mm2
• Cartridge durability: 500 hrs Filtering element:
• Resin-impregnated cellulose element
• 40 micron nominal
• 98% filtering efficiency

Figure 7: Alternate Liquid-phase Filter & Shutoff Valve

SM 709 Fuel System Component Details • 02(L-HMC)-2-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Fuel Rail
The fuel rail is designed and manufactured by OMVL
SpA. The rail includes the fuel supply manifold, four fuel
injectors, four injector solenoids, fuel supply outlet noz-
zles and a pressure/temperature sensor. The fuel rail is
mounted on the top or beside the engine near the intake
manifold. Individual hoses from each nozzle connect the
rail to the inlet manifold, immediately upstream of the
inlet valve for each cylinder. Fuel rail characteristics are
as follows:
• Coil resistance (at 20°C): 2.9 - 3.4 Ohms
• Interface: IP54, Tyco SuperSeal 2-way connectors
• Opening time (driven at 13.5 Vdc, gas @ 200KPa,
20°C): 2.7 ms
• Speed-up current (for 3.24 ms at 13.5 Vdc, gas @
200 kPa, 20°C): 1.8A
Figure 8: MPI Fuel Rail
02(L-HMC)-2-6 • Fuel System Component Details
• Hold current (driven at 11 kHz, 13.5 Vdc, gas @
200 kPa, 20°C): 1A
• Static flow rate per injector (air at 200 kPa, 20°C,
2.5 mm nozzle): 2.47g/s ± 5%
• Max working pressure: 600 kPa
• .Burst pressure: 1000 kPa
• Working temperature: -40 - 120°C
• Sensor: integrated Sensata pressure & temperature
• Homologations: ECE110-00 0035 03, ECE67R-01
010100 03, ECE10R-02 400800, UL558
• Weight: 0.55 kg
• Durability: over 500 million cycles
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Gaseous Fuel Filter

The fuel filter is used to remove small particles and liq- • Temperature range: -40-120°C (compliant to
uids from the LPG vapor. The filter is installed between ECE110)
the vaporizer and the fuel rail. The filter specifications are • Material: zinc plated steel, FeP04 (UNI5866-66)
as follows:
• Filtering element:
• Paper cartridge (un-serviceable)
 Minimum filtering size: 7ໃ
 Filtering surface: 327cm2
 Particle filtration efficiency:
 Particles smaller than 3ໃ: 30-50%
 Particles bigger than 3ໃ, smaller than 30ໃ:
85-98%
 Particles bigger than 30ໃ: 98%
• Durability: dependant on fuel quality
• LPG/CNG gaseous phase filter, class #2
• Homologations: ECE110R-000041, ECE67R-
• Flow rate: 55Kg/hr (air) @ 160KPa
010105
• Max working pressure: 450 KPa (compliant to
ECE110, class #2)
• Burst pressure: > 7000KPa

Figure 9: Gaseous Fuel Filter

SM 709 Fuel System Component Details • 02(L-HMC)-2-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Engine Control Unit

The Juniper mono-fuel Engine Control Unit (ECU) is a • SAE J 1979: E/E Diagnostic test modes.
micro-controller based module that is capable of control- • ISO 14230-4 Keyword Protocol 2000, Part 4:
ling a spark-ignited internal combustion engine with up to Requirements for emissionrelated systems.
four cylinders. The Juniper UCU has control algorithms to
• Proprietary KWP2000 ISO14230 protocol over
achieve:
CAN-bus protocol.
• Maximum torque
• Desired drivability: ECU Key features:
 speed governing, within the whole range of
accepted load Micro-con- • Hitachi 32 bit, 80MHz
 no stalling at idle speed, within the whole range troller • MB flash memory
of accepted load • 48 kB SRAM
 transient management Inputs • Foot-pedal position sensors
• CARB 2010 compliant emissions • Throttle position sensors
• Key Word Protocol 2000 CAN-bus On-Board • Intake air temperature sensor
Diagnostics for off-road applications. • Manifold air pressure sensor
• Safety features compliant to R67, R110 and basic • CAM shaft position sensor
safety for Drive-By-Wire chain, such as: • Crank shaft angle sensor
 de-power all gas shut-off valves within 5 sec- • Engine coolant temperature sensor
onds from engine stall • Oil pressure switch
 Inhibit gas shut-off valves, in case of electric • Pre-cat and post-cat oxygen sensors
fault • Gas temperature sensor
 Inhibit outputs while the system is powered off
• Gas pressure sensor
 No uncontrolled driving of the throttle body in
• Vehicle speed sensor input
any condition
• 2 spare inputs (speed selection control)
Gas fuelling is controlled by a speed density model; the
Optional • Pressure reducer temperature sensor
ECU drives four ignition coils, the drive-by-wire chain
inputs • Level sensor in multi-valve or high
(foot pedal position sensors, electronic throttle body,
pressure sensor
throttleposition sensors), gas shut-off solenoid valves as
well as application-specific loads. • Knock sensor
Outputs • High-pressure solenoid valve
The ECU implements algorithms for cranking, warm-up,
• 4 gas injectors
closed-loop injection control, drivability in transients,
speed governing, rpm limiting and specified safety fea- • 4 ignition coils
tures. • Throttle body control
• 2 oxygen sensors heater PWM outputs
Those algorithms are controlled by a set of parameters, • Check-engine lamp output (MIL)
stored into ECU memory; the parameters can be modified
• Load relay output
using a dedicated calibration software (PC-based).
• 2 spare 5V analog PWM output (fuel
The Juniper mono-fuel ECU has on-board diagnostics that and temperature gauges...)
monitor and detect: • 2 spare 12V PWM outputs (relays,
• electric failures or malfunctions of all input sensors speed gauge)
• electric failures or malfunctions of all output actua- Optional • Oil pressure warning lamp output
tors outputs • Tank shutoff solenoid valve in multi-
valve
• electric failures of most wiring connections
• Low pressure solenoid valve
• most electric failures of ECU itself
• Instrumentation (hour counter)
• fault conditions that negatively impact emissions
Communi- • Diagnostic CAN line (KW2000)
The specified on-board diagnostics are compliant with: cation lines • Internal calibration CAN line

02(L-HMC)-2-8 • Fuel System Component Details SM 709

SM 709
\ [ Z Y X

pnup{pvuGohyulzz

X
Y
Z
[
\
]
Z
\
[

k k
Y

X
thpuGylsh€
}ŠŠ
jhwhjp{vy }–œ› Z
n•‹
zwllkGzluzvy

Y
W

X
X
Y Y Y Y Y
}ŠŠ }ŠŠ
Z }–œ› }–œ› Z
n•‹ n•‹

shtikhGX
shtikhGY
puqlj{vyGX
puqlj{vyGY
puqlj{vyGZ
puqlj{vyG[
jhtGzluzvy jyhurGzluzvy

Y
Y
X X X X X

swnGzo|{TvmmGzvsluvpk

rl€Gvu
iR

j iR j

ZGvj

pnuUGjvpsG[GnY
XGpi
v[ uZ vY w[ oX u[ tZ oY s[ qY tY t[ sX sY tX xX wX wY xY vX
}ih{ rl€ thpu }ih{ jht nuk nuk mylxU nuk jyhur vUGzluzU nuk vUGzluzU vUGzluzU v UGz l uz U puq†X puq†Y puq†Z puq†[ l}†X ZGvj YGn
wv~lyG{yG[

sv~ ylsh€ thpu zluzvy kpnp{hs zluz olh{lyGX GGGGGGGX GGGGGGGY olh{lyGY
j|yylu{ jvtthuk ylsh€ puw|{ pnuUGjvpsGZGmY
XGpi

ZGvj YGn
wv~lyG{yGZ

tps
qXGtps pnuUGjvpsGYGnX
XGpi

Z\
^^
^]
X]h
qœ•—Œ™G”–•–œŒ“Glj| ZGvj YGn
wv~lyG{yGY

thpuGYGjvuulj{vy
pnuUGjvpsGXGmX
lunpul vps pu{hrl XGpi
jvvshu{ wylzz hpy

WZY
X^h
`h
X_h
ruvjr }ylm yhps yhps }ylm }ylm wv~ly YGn
wv~lyG{yGX

{ltwU z~p{jo {ltwU

zluzUGX nuk nuk thw \} wylzzU {ltwU nu k {wzX \} {wzY ki~†h ki~ † i nuk mwwX \} mwwY jhuXGw jhuXGu nuk jhuYGu jhuYGw nuk
kY k[ sZ lY j[ jY jX jZ lX kX m[ nZ mZ n[ xZ x[ m[ oZ qZ o[ hX hY tZ h[ hZ wZ

i i
swnGm|lsGwylzzGz~p{jo
i
h
l

X
Y
[
k

Z
Y [ Z [ Z Y +

ruvjrGzluzvy

Figure 10: Juniper Engine Control Schematic

swnGwylzzUGz~p{jo
M

nuk
jvvshu{G{ltwUGzluzvy
Xh
Yh
Zh
Zh
Yh
Xh

X X -
{oyv{{slGivk€
thwGzluzvy {wGzluzvy

\
lVvpsGwylzzGz~p{jo
m

]
lunpluGjvvshu{G{ltw jhuX jhuY
mvv{GwlkhsGwvzp{pvuGzluzvy

W
zljvukhy€ vps
jvvshu{ wylzz
h {ltwU z~p{jo h
zluzvy

{›“Œ
qœ•—Œ™GŽˆšGlj|Gž™•ŽG‹ˆŽ™ˆ”GTGo œ•‹ˆG{Œ›ˆGYU[sGTGj“ˆ™’Gw™–›–GW

z¡Œ k–Šœ”Œ•›Guœ”‰Œ™ y Œ
hZ [XW^ZZjw WW

kˆ›Œa {œŒš‹ˆ SGqˆ•œˆ™ GY^SGYWW` z ŒŒ› X – X

\ [ Z Y X

Fuel System Component Details • 02(L-HMC)-2-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Figure 11: Juniper Engine Control Unit

Wire Harness
Juniper is providing a wire harness to connect the ECU to
the various sensors and control devices. The harness also
connects to customer supplied sensors, the dashboard dis-
play and the vehicle battery.
Two distinct harnesses will be supplied – one for the USA
market and one for trucks shipped outside of the USA.
The difference is due to the requirements for a postcata-
lyst oxygen sensor for the EPA certified engines. The wire
harness schematic is shown in Figure 12.

02(L-HMC)-2-10 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Figure 12: Juniper Engine Wire Harness

SM 709 Fuel System Component Details • 02(L-HMC)-2-11

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Emissions Catalyst lift trucks sold outside of North America will not have an
emissions catalyst installed.
In order to meet 2007 and 2010 emission requirements a
3-way catalyst must be installed in the engine exhaust to The specifications of the three-way emissions catalyst to
reduce emissions of NOx, HC and CO. The engine control be installed with the Juniper 2.4L industrial engine are as
system monitors the exhaust upstream of the catalyst and shown below:
uses this information to control the air-fuel mixture. By
Umicore, Inc
using the signal from the oxygen sensor the ECU can
Supplier Umicore Part No.: 47.6353.0000
increase or decrease the amount of oxygen in the exhaust
Juniper Part No. : 1000013
by modulating the fuel injection pulse width and thus
adjusting the air-fuel ratio. This control scheme allows the Emitec, Inc.
ECU to make sure that the engine is running at the correct Substrate Material: stainless steel
air to fuel ratio so that the catalyst can perform as required Cell density: 400 cpsi
to meet the emissions requirements. The emissions cata-
lyst is most commonly installed integral with the exhaust L = 170mm
muffler. Alternatively, the catalysts can be “canned” in a Size Dia = 118mm
separate enclosure and installed upstream of the muffler. Volume: 1640 ml
It is important that the catalyst be installed in accordance
with Juniper’s installation instructions to ensure adequate
performance and, thus, minimal tailpipe emissions. Fork-

Figure 13: Juniper Catalyst Substrate

02(L-HMC)-2-12 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Oxygen Sensors
The Juniper fuel system control utilizes two oxygen sen-
sors. One sensor is a precatalyst sensor that detects the
amount of oxygen in the exhaust stream and is considered
the primary control point. The control system uses feed-
back from the oxygen sensor to regulate the fuel delivery
and maintain a stoichiometric air-fuel ratio. The second
sensor is a post-catalyst sensor that detects the amount of
oxygen after the catalyst. This sensor is used in conjunc-
tion with an ECU algorithm to detect the level of catalyst
conversion efficiency. Once an oxygen 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 Figure 14: Pre-Catalyst Oxygen Sensor on Exhaust Mani-
rich, little oxygen will be present in the exhaust and volt- fold
age output will be relatively high. If the engine is running
lean more oxygen will be present and the voltage output Electronic Throttle Body
will be low.
The electronic throttle system controls engine output
In order for the sensors to activate and provide a signal
(speed and torque) through electronic control of mass air-
prior to reaching operating temperature a heated element
flow to the engine. In the event of an electrical disconnec-
is included in the sensor housing. The oxygen sensor stoi-
tion or other related failure the throttle plate returns to a
chiometric air-fuel ratio voltage target is approximately
limp-home position where a reduced speed and torque
450 mV and changes slightly as a function of speed and
output is available. This throttle position provides suffi-
load. When the pre-catalyst oxygen sensor sends a voltage
cient airflow for the engine to move the vehicle on level
signal less than 450 mV the ECU interprets the air-fuel
ground.
mixture as lean. The ECU then increases the PWM duty
cycle sent to the fuel injectors in order to increase the flow
of fuel to each cylinder. The opposite is true if the ECU
receives a voltage signal above 450 mV from the oxygen
sensor. The air-fuel mixture would then be interpreted as
being too rich and the ECU would decrease the PWM sig-
nal to the injectors to decrease the flow of fuel.
Various tables set up in the software of the ECU have
been calibrated to precisely control the way in which in
the injectors vary the lambda output above and below the
stoichiometric point. The table outputs are set according
to engine speed and load and control the leaning rate, the
lean-to-rich step size, the richening rate, the rich hold time
and the rich-to-lean step size. This control is required to
ensure that the lambda fluctuation rate and amplitude are
appropriate for the specific speed and load condition for
an optimized catalytic conversion efficiency.

SM 709 Fuel System Component Details • 02(L-HMC)-2-13

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Figure 15: Magneti Marelli 36mm Throttle Body

The ECU controls the throttle valve based on engine phome condition. A problem with the throttle actuator
rpm, engine load, and information received from the foot will lead to shutting down the engine completely..
pedal. Two potentiometers on the foot pedal assembly
monitor accelerator pedal travel. The electronic throttle
used in the Juniper fuel system is manufactured by Mag-
neti Marelli. This is a single unit assembly which includes
the throttle valve, throttle-valve actuator (DC motor) and
two throttle position sensors (TPS). The ECU calculates
the correct throttle valve opening that corresponds to the
vehicle’s demand, makes any adjustments needed for
adaptation to the engine’s current operating conditions
and then generates a corresponding electrical signal to the
throttle-valve actuator
The Juniper system uses a dual TPS design (TPS1 and
TPS2). The ECU continuously checks and monitors all
sensors and calculations that effect throttle valve position
whenever the engine is running. If any malfunctions are
encountered the ECU will initiate the appropriate OBD
action, which will result in the engine reverting to a lim-

02(L-HMC)-2-14 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Ignition Control System Power Transistors

Spark-ignited engines require accurate control of spark The ECU controls the engine ignition coils through the
timing and spark energy for efficient combustion. The power transistors; one for each cylinder. The power tran-
Juniper ignition system provides this control. The system sistors are provided by Hyundai and are designed specifi-
consists of the following components: cally to regulate the coil current in the 2.4L Hyundai
engine.
• ECU
• Power transistors Technical Specifications:
• Ignition coils • Rating voltage: 12 Vdc
• Spark plugs • Operating supply voltage: 5 - 16 Vdc
• Crankshaft position sensor • Operating Temperature: -30°C to 110°C
• Camshaft position sensor • Storage Temperature: -40°C to 120°C
The ECU, through use of embedded control algorithms • Operating Revolution: 40 to 8000 [rpm]
and calibration variables, determines the proper time to • Vibrating Endurance: 25 G, 100 to 300 Hz for 20
start energizing the coil and fire the spark plug. This hrs.
requires accurate crank/camshaft position information, an
engine speed calculation, coil energy information, and tar-
get spark timing. The ECU controls spark energy (dwell
time) and spark discharge timing.
Under normal operating conditions the ECU 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 ECU may need to vary the ignition tim-
ing, including low engine coolant temperature, high or
low ambient temperature, start-up conditions and for idle
speed control.

Figure 16: Ignition control Components

SM 709 Fuel System Component Details • 02(L-HMC)-2-15

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Locations of Major Sensors & Components

jˆ”Gw–š›–•GzŒ•š–™ yˆ“GwV{GzŒ•š–™
{™–››“ŒGi–‹ Gj–••ŒŠ›–™

pŽ•›–•Gj–“
j––“ˆ•›G
{Œ”—Œ™ˆ›œ™ŒG
zŒ•š–™

w™ŒGjˆ›GvY v“GwGzž›Š

p•‘ŒŠ›–™ yˆ“GwV{GzŒ•š–™

{thw

j™ˆ•’Gw–š›–•GzŒ•š–™GGGGGGGGGGGGGGGGG jˆ”Gw–š›–•GzŒ•š–™
O‹‹Œ•P

02(L-HMC)-2-16 • Fuel System Component Details SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

pŽ•›–•Gj–“
yˆ“GwV{GzŒ•š–™

j––“ˆ•›G{Œ”—GzŒ•š–™ w™ŒGjˆ›GvYGzŒ•š–™

SM 709 Fuel System Component Details • 02(L-HMC)-2-17

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 3

Recommended Maintenance

The following section lists general maintenance

which is required to keep your engine in fuel system
in proper operating condition. For more details refer to the
engine manual.
Note: The Juniper fuel system is designed for use with
LPG that meets the specifications of HD-5 (GPA Stan-
dard 2140) or HD-10 fuel. Use of lower quality fuel
may be harmful to the fuel system and/or engine and
could be cause for disallowing a warranty claim.

SM 709 Recommended Maintenance • 02(L-HMC)-3-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

General Maintenance Guideline

Hour Intervals
Category Item Action every 400 every 2000
Daily hours or 3 hours or 1
months year
General MIL Check MIL lamp at key-on. Repair any
faults as indicated
Fuel System Fuel Tank / Shutoff Verify proper mounting & valve function
Fuel Hose & Fittings Inspect for cracks, leaks, abrasion
Regulator / Injector rail Inspect for leaks
Fuel lock-off Verify functionality
Air Intake Air filter Inspect indicator, replace if neccesary
Air inlet system Inspect
Intake manifold gasket Inspect for leaks
& vacuum hoses
Electronic throttle body Inspect for oil deposits from flow reversion
Ignition Wiring to control mod- Inspect for cracks, abrasion
ules
Coil-over-plug units Inspect for cracks, abrasion
Spark plugs Change
Exhaust Exhaust manifold & Inspect for cracks, leaks, abrasion
piping
Pre-Catalyst Oxygen Check wire is not damaged / burnt
sensor
Post-Catalyst Oxygen Check wire is not damaged / burnt
sensor
PCV valve Check for leaks
PCV air feed Inspect for cracks, leaks, abrasion
Engine - General Coolant Check level, top-off if necessary Change
Additional engine main- Coolant hoses, fittings Check for cracks, looseness, swelling,
tenance listed in engine
manual deterioration
Engine oil Change
Vehicle Electrical Battery & main cables Inspect connections, check for corrosion
Starter & cables Inspect connections, check for corrosion
Foot pedal Check that travel is clear of interferences
ECU Inspect mounting bolts
Harnesses Check for looseness, proximity to exhaust

02(L-HMC)-3-2 • Recommended Maintenance SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Fuel System Leak Testing

• Prior to starting engine, listen and smell for fuel
leaks around the engine and LPG storage bottle.
• Using an approved leak check solution, spray lib-
erally on fuel system hose and components.
• Visually inspect for bubbles to form, thus indicat-
ing a leak. Repair any leaks prior to proceeding.
• Start the engine and continue the test, noting that
furl pressure should now be present over the entire
system.

General Fluid Leaks

• Inspect the engine and floor beneath for oil and/or
coolant leaks
• Start the engine and allow it to reach operating
temperature.
• Inspect the warm engine for leaks.
• Repair any leaks prior to operating vehicle.

Coolant System
• Visually inspect the coolant hoses and clamps,
including coolant hose to and from the engine and
radiator and to and from the regulator.
• Coolant must be drained prior to removing a hose
or replacing a clamp, and this should be done with
the engine cold.
• The coolant level in the radiator must be main-
tained within the prescribed range. Top up the
coolant when necessary.
• Take care when opening the radiator cap – turn the
cap slowly to relieve pressure prior to removing.

Electrical System & Harness

• Inspect the complete harness, battery, relays, etc.
for integrity and note any broken or chaffed wires,
connectors or components.
• All wires must be secured to avoid contact with hot
or moving parts.
• Repair any problem areas immediately.
• Refer to the following Sensor pin-out tables for
troubleshooting of the wiring harness:

SM 709 Recommended Maintenance • 02(L-HMC)-3-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Sensor Coolant Temp TMAP Camshaft Crankshaft

Sensor Pin-out
XGYGZG[
XGGYGGZ ZGGYGGX
YGGZGGX

Harness Pin-out
[GGZGGYGGX
XGGYGGZ
XGGZGGY ZGGGYGGGX
Key On Pin 1. Ground 1. 5 +/- 0.5 V 1. Battery V 1. Battery V
Voltage With 2. 5 +/- 0.5V 2. 5 +/- 0.5 V 2. Ground 2. Ground
Sensor Discon- 3. Not used 3. 5 +/- 0.5 V 3. 6.5 +/- 0.5 V 3. 6.5 +/- 0.5 V
nected 4. Ground

Sensor TPrail Injector Power Transistor Throttle Body

Sensor Pin-out
ZGGYGGX ]GG\GG[GGZGGXGGY
[GZGYGX
YGGGX

Harness Pin-out

YGXGZG[G\G]
XGGYGGZGG[ XGGGY XGGYGGZ
Key On Pin 1. Ground 1. Battery V 1. Ground 1/4. 3.75 +/- 0.5V
Voltage With 2. 5 +/- 0.5V 2. 1.3 +/- 0.3 V 2. Ground 2/3. 5 +/- 0.5V
Sensor Discon- 3. 5 +/- 0.5V 3. Battery V 5/6. Ground
nected 4. 5 +/- 0.5V

02(L-HMC)-3-4 • Recommended Maintenance SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Sensor O2 Sensor 1 O2 Sensor 2 Foot Pedal Fuel Solenoid

Sensor Pin-out

YGGZGG[GGX YGGZGG[GGX
YGGGGGGGGX

Harness Pin-out

]GZG\GYGXG[
XGGGY
XGG[GGZGGY XGG[GGZGGY
Key On Pin 1. Ground 1. Ground 1/2. 5 +/- 0.5V 1. 0 +/- 0.5 V
Voltage With 2. 2 +/- 1V 2. 2 +/- 1V 4/5. 5 +/- 0.5V 2. Battery V
Sensor Discon- 3. Ground 3. Ground 3/6. 0 +/- 0.5V
nected 4. Battery V 4. Battery V

Sensor ECU Connector Condenser Main Relay A & B Speed Sensor

Sensor Pin-out

X Y Z
XG _]GGGZWGGG_^GGG_\G

G G
G[GGGGGGGGGGGGX

Harness Pin-out
G

hGGGGGGGGGGpGGGGGGGGGGxG ZGGGGYGGGGXG
GG_\GGG_]GGGZWGGG_^G
XG
Key On Pin It is not suggested to 1. Battery V 30. Battery V 1. Battery V
Voltage With turn key on with ECU 85. Battery V 2. 6.5 +/- 0.5 V
Sensor Discon- disconnected 86. Ground 3. Ground
nected 87. Battery V

SM 709 Recommended Maintenance • 02(L-HMC)-3-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Ignition System While stopping the base nut with a 14mm Allen wrench,
use another 16mm Allen wrench to unscrew (20Nm) the
• Inspect the ignition assembly and note any wear or hex nut on top of filter (Fig.2). Once loose, pull out the fil-
abrasion on the coil assemblies or harness. ter: there’s no need to disconnect LPG copper pipe (II).
• Remove the coil assemblies from the spark plugs. Now the pressure regulator is free to be removed from the
• Remove the spark plugs from the engine. engine bay and placed on a flat surface. Note, Fig. 2
shows the Valtek valve and filter configuration. The AFC
• Inspect the plug gap and replace if necessary.
valve option is not attached directly to the regulator body.
• Gap the new spark plugs to the proper specifica-
tions.
• Apply anti-seize compound to the spark plug
threads and re-install.
• Re-install the four ignition coil assemblies.

LPG Regulator Service

Before servicing the LPG regulator, make certain that the
LPG tank main valve is closed. Run the engine until the
pressure drops low enough to stall the engine. This drains
the trace quantity of fuel in the line. As a secondary safety
measure, disconnect the LPG shutoff valve to ensure that
this vale remains closed.
The following procedure is used to access the regulators
first and second stage membranes and other internal com-
ponents for cleaning or replacement.
Disconnect the LPG rubber hose (V) (vent out the remain-
ing gas in an open environment). Remove then the water
hoses (III and IV) and the vacuum hose (VI).

Fig. 2

Fig. 1

02(L-HMC)-3-6 • Recommended Maintenance SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

FIRST STAGE
Use a 4mm Allen key to unscrew (5 Nm torque) the four
hex bolts of the first stage’s cover (Fig.3), taking care that
the internal springs will push away the cover. once the
cover is removed, take out the big spring, the aluminum
plate and the small spring that are standing inside.

Fig. 5

• Take note of the orientation of the membrane and the

Fig. 3
The safety spring assembly is now exposed (Fig.4) and
should be disassembled: hold the internal 3mm hex with
an Allen key while unscrewing the outside 14mm nut with
an Allen wrench.
centering plate.
• Remove the bottom protection plate: the first stage
leverage (E) is now exposed (Fig. 6).
• Use a PH1 Phillips screwdriver to unscrew (3Nm
torque) the two screws (D), then pull out the high pres-
sure shutter (C).
• Remove the small rubber disk (A) off the tip of the
shutter and replace with the new one from the repair kit
(part number 01599). Visually check (without disas-
sembling) that the high pressure brass seat (F) is free of
dents or defects which could affect the sealing.

Fig. 4

Now the assembly is loose (Fig. 5): remove the 14mm hex
nut and the safety spring, then pull out the plastic center-
ing plate and the rubber membrane (Part number 01815).
The membrane should be replaced with new one from the Fig.6
repair kit.

SM 709 Recommended Maintenance • 02(L-HMC)-3-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM
When reassembling the safety spring assembly pay atten-
tion to the centering plate (Fig.5), which has a centering
rib that needs to be aligned with the membrane. The
14mm hex nut that closes the safety spring assembly
should be tightened to 3.5Nm torque.
SECOND STAGE
Use a 4mm Allen key to unscrew (5Nm torque) the four
hex bolts of the second stage’s cover (Fig.7); then remove
the cover.
Fig.7
Remove the spring (B) that’s standing on top of the rubber
membrane (Fig.8), then replace the membrane (A) with
new one (part number X0039).
02(L-HMC)-3-8 • Recommended Maintenance
Fig.8
When reassembling, pay attention to the membrane,
which should be properly aligned with the centering rib
(E) and the small tube (C). When reassembling the cover,
make sure that the spring (B) properly slides into the
guide inside the cover.
LPG Shutoff Valve – Option 1, Valtek
The shutoff solenoid should be tested periodically to
endure it will close when power is removed from the
coils. To test, start the engine and then disconnect the
solenoid wire harness connector. The valve should close
and the engine should be quickly starved of fuel. If the
engine does not shut down then shut it manually immedi-
ately. Replace the shutoff valve prior to operating the
engine again.
LPG Liquid Filter – Option 1, Valtek
The following procedure should be used to access and fil-
ter element for inspection and replacement. Use the same
procedure to evacuate LPG from the system as described
in the previous section on regulator service.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Maintenance Kit for LPG Liquid Filter

h“œ”•œ”G
A) paper cartridge jœ—G
B) brown rubber o-ring Ø 34.52x3.53 m“›Œ™G
C) thin black rubber o-ring Ø 26.7x1.78 i–‹ G
D) metal/rubber washer Ø 17.4x24x1.5

k
s–•ŽGšŠ™ŒžG
j ž›GYY””G
oŒŸGuœ›GG

Now take the new paper cartridge (A) and fit the new
black rubber O-ring (C) on the plastic circular seat on the
h bottom of the cartridge.

G
i

With a 22 mm Allen wrench, loosen the hex nut on top of

the filter (1). When the screw is loose, pull away the alu-
minium cap (2) from the filter body. Now the brown rub-
ber Oring (3) at the base of the aluminium cup is exposed
and can be removed. Blow away any dust residue inside
the filter body.

YG [G Z
j™Šœ“ˆ™G wˆ—Œ™G
\G
zŒˆ›G–™G jˆ™›™‹ŽŒOhP
vT™•ŽOjPG
G

XG
YYG””Gh““Œ•G Next put the new paper cartridge (A) into the aluminium
ž™Œ•ŠSG]Gu”G cup, so that its black rubber Oring (C) will face the filter
›–™˜œŒ
body; then push the long screw into the aluminium cup
and thru the paper cartridge. Finally put in place the new
brown rubber O-ring (B) at the base of the aluminium cup.
G Then put the aluminum cup back in place, taking care to
align the long screw with its threaded hole on the filter
body. Use a 22 mm Allen wrench to tighten the hex nut to
Slip off the used paper cartridge (4) from the long screw
6 Nm torque.
and discard. Then slip off the long screw from the alumi-
num cup: the sealing metal/rubber washer (5) on the base
of the hex nut is now exposed and should be replaced with
new one (D).

SM 709 Recommended Maintenance • 02(L-HMC)-3-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

LPG Shutoff Valve – Option 2, AFC

AFC filter maintenance kit:

AFC filter maintenance instructions:

02(L-HMC)-3-10 • Recommended Maintenance SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
LPG Rail & Injectors
There is no maintenance required for the LPG rail and
injectors under normal operation, but the assembly should
be inspected periodically to endure the integrity of the
connecting hoses and clamps. Deterioration of injector
performance will eventually result in one or more of the
injectors providing to little or too much fuel. This will be
sensed by the diagnostic system, if it reaches a problem-
atic level, due to the extreme richness or leanness of the
resulting air/fuel ratio, and will be indicated with the
appropriate MIL code. When this occurs it is time to
either repair the rail using the rebuild kit or replace the
entire fuel rail. The fuel rail repair or replacement should
normally occur between 5000 and 10,000 hours, depend-
ing on engine operating conditions, duty cycle and fuel
quality.
Other than normal wear, as described above, there could
be conditions of low quality fuel that cause one or more
injectors to either stick open or closed. It could also be
possible for an injector solenoid to fail. There is a trouble-
shooting sequence that can be carried out through the ser-
vice tool to determine if a particular injector is receiving
an electric pulse and is able to open and close. With the
engine shut off but the key in the on position and the spe-
cific injector injection hose removed a signal can be sent
through the service tool to cycle that injector open and
closed. This should result in a detectable amount of LPG
passing through the hose. Although only a small amount
of fuel will be discharged, this test should still be done in
an open and well ventilated area. If no LPG is detected
then either the solenoid is not opening the injector or it is
stuck closed. If the fuel is passing through the hose con-
stantly without stroking the valve then the injector is stuck
open. Either scenario means that the complete fuel rail has
Picture 1 - shows the numbering of the plunger tubes and the rail seats with
respect to their reference points.
SM 709
to be repaired or replaced. When performing this test it
should be carried out in as short a time as necessary. Once
complete be sure to turn the key to the off position to close
the solenoid shutoff valve.
Fuel Rail Repair Instructions:
Before using the fuel rail repair kit, make certain that the
LPG tank main valve is closed. Run the engine until the
pressure drops low enough to stall the engine. This drains
the trace quantity of fuel in the line. As a secondary safety
measure, disconnect the LPG shutoff valve to ensure that
this vale remains closed.
1. Remove the fuel rail assembly which is to be rebuilt
from the engine compartment
2. Remove the four seeger rings using a suitable tool
and the four elastic washers from the top of the sole-
noid coils.
3. Remove the coils from the tubes.
4. Remove the 3 screws from the fuel rail body and the
retainer metal plate with the tubes and plungers.
5. Check the cleanliness of the inside cavity of the fuel
rail body and the (diameter 12.42mm x 1.78mm) O-
ring. If necessary remove the dirty using compressed
air or a suitable solvent, such as gasoline.
WARNING: The rubber O-Ring could be damaged if a
non-suitable solvent is used.
WARNING: Do not leave the aluminium body and the
rubber parts in contact with the solvent after
cleaning.
WARNING: Be careful not to damage the gas-tight seats.
6. Carefully place the clean O-rings in their proper
body seats.
Recommended Maintenance • 02(L-HMC)-3-11
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
7. Bring and match the maintenance kit with the alu-
minium fuel rail body (see pictures 1 and 2)
WARNING: the protrusion reference points of the plate
need to match the hole reference points on
the fuel rail body.
8. Tighten the 4 screws with 2 Nm torque and then
assemble the 4 coils, elastic washers and seeger
rings, using the proper tool.
9. Check the integrity of the gas seal of the fuel rail
assembly.
a) Internal gas tight: Supply the inlet connector with
0.5 bar compressed clean air and verify that there is
no leakage at each of the 4 outlet connectors.
b) External gas tight: Supply the inlet connector with
0.5 bar compressed clean air. Close the 4 outlet con-
nectors (diameter 5mm) using a proper cap or a tight
tube. Energise the 4 coils in parallel with 12 VDC.
Verify that there is no air leakage at all from any part
of the fuel rail assembly. The integrity o the gas seal
should be checked using instruments capable to
detect leakage of 15cc/hr.
10. Reinstall the fuel rail on the engine bracket and prop-
erly fit all hoses and electrical connections. Open the
manual valve of the gas cylinder and switch on the
engine key in order to supply the fuel rail inlet with
gas pressure. Carefully check that the entire system is
gas tight.
Picture 2 - Do not modify the tube positions. Be careful
when handling the replacement assembly, as the plungers
can easily fall out of the tubes. It is important to match the
correct plunger with its tube. Place the new assembly on
the base, fitting the plungers over the seats.
02(L-HMC)-3-12 • Recommended Maintenance
Throttle Body & Intake Tubing
Visually inspect the throttle body housing and motor
enclosure to ensure it is fully sealed. Repair and/or replace
if necessary. Failures of the electronic throttle will be
sensed by the diagnostic system and will be indicated by
the appropriate MIL code.
Periodically check the inlet air tubing to ensure the integ-
rity of the system. There should be no cracks or holes in
the inlet tubes and clamps should be securely in place.
The air inlet filter indicator should be checked periodi-
cally and the element replaced when necessary. The blow-
by connections and hose should be inspected as well.
TMAP Sensor
Verify that the TMAP sensor is mounted properly on the
manifold and there are no vacuum leaks around it. In case
of leaks the sensor should be reinstalled with lubricant on
the o-ring seal, otherwise replaced. A general failure of
the sensor will trigger a MIL signal in the OBD system.
Exhaust System & Catalyst
• Start the engine and allow it to reach operating temper-
atures.
• 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 entrain-
ing air upstream). Repair any/all leaks found. Ensure
the length from the post catalyst sensor to tailpipe is the
same as original factory.
• Ensure that wire routing for the oxygen sensors is still
keeping wires away from the exhaust system. Inspect
the oxygen sensors for signs of damage from the hot
exhaust.
• The catalyst is designed to maintain emissions compli-
ance for 7 years or 5000 hours. In practice the catalyst
should be effective for much longer than the minimum
requirements and does not require any maintenance.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Section 4
Diagnostic Trouble Codes (DTC)
Trouble codes are stored in ECU memory. Any diagnostic
trouble codes showing a malfunction that should illumi-
nate the MIL are recorded and stored in the memory. The
stored codes identify the malfunctioning system or com-
ponent as uniquely as possible. These codes are available
through the Juniper service tool data link connector and
through the Malfunction Indicator Lamp (MIL) system.
The ECU also stores codes for conditions that do not turn
on the MIL.
Fault Detection
A fault is detected when:
1) The detection conditions are met, so the relevant sig-
nals and values are valid and the specified detection
criteria are applicable;
2) The relevant signals and values meet the specified
detection criteria. Detection is triggered if criteria are
met for longer than the programmable period. Every
DTC has a unique programmable period.
Detection Criteria
Most of the DTC specified in this document fall into one
of the following two criteria:
 Circuit faults: sensors have a voltage output that
swings between 0V and the sensor’s reference
power voltage (5VDC). Within this voltage swing
most of the ratiometric sensors work into a narrower
operating range. When the output voltage goes out-
side the operating range the ECU detects a diagnos-
tic fault condition and triggers a specific CircuitLow
(output voltage lower than operating range) or Cir-
cuitHigh (output voltage higher than operating
range) DTC. This condition is usually caused by
electrical short-circuits or open wires.
 Range faults: within the operating range of a sensor
its reading is assumed correct, but there could be a
narrower expected range, bounded by the specific
application. If the reading of a sensor goes outside
its expected range the ECU triggers a specific
RangeLow (reading lower than expected range) or
SM 709
RangeHigh (reading higher than expected range)
DTC.
Example of voltage operating range and diagnostic range
of a sensor
Actions
Severe faults trigger specific actions to protect the engine:
• None: the fault code is stored in memory for future
service reference but does not trigger any specific
action. The engine continues to run normally.
• Turn on MIL: The MIL lights on. The MIL could
be turned on in any working condition (key on,
engine running, cranking, etc). The engine contin-
ues to run normally.
 Present DTCs: all faults turn on the MIL imme-
diately after detection or respawning (see next
paragraph for re-spawning rules), except:
• Engine over-rev (P0219) does not turn on the
MIL;
• Catalytic efficiency (P0420) does not turn on
the MIL;
• DTCs causing delayed engine shut-down
flash the MIL instead of turning it on.
 Stored DTCs: by EPA requirement, the MIL
stays on for 3 consecutive driving cycles after
the DTC status turns from Present to Stored.
Diagnostic Trouble Codes (DTC) • 02(L-HMC)-4-1
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
• Delayed Engine Shutdown: the MIL flashes for
30 seconds and then the engine is shut-down.
 Present DTC: delayed engine shut-down can be
triggered only if engine is running.
 If the shut-down sequence is triggered but the
fault condition disappears before its completion
the engine shuts-down anyway.
 Stored DTCs: fault conditions stored in previ-
ous driving cycles but not currently present do
not trigger any action.
• Engine Shutdown: the MIL light goes on and the
engine is immediately shutdown; stopping ignition
and injectors, closing throttle and de-powering the
fuel shutoff solenoid valve. This condition also
inhibits engine start if the error condition is present
during cranking.
 Present DTC: engine is shut-down immediately
after detection or respawning (see next para-
graph for re-spawning rules).
 Stored DTCs: fault conditions stored in previ-
ous driving cycles but not currently present do
not trigger any action.
 Priority: engine shut-down has priority over
delayed engine shut-down due to the fact that it
is executed immediately.
Recovery
Some non-critical fault conditions, those that do not
require engine shut-down, trigger a recovery strategy, pro-
tecting the engine against the fault but limiting perfor-
mance, and running with un-regulated emissions.
Example 1: in case of MAP circuit high or low DTCs, the
MAP reading would no longer be considered valid. The
ECU would then revert to “Speed-Density” engine con-
trol. What this means is that instead of using the faulty
MAP reading a recovery MAP reading is computed using
throttle position, engine RPM and barometric pressure.
The engine then keeps running with limited performance
and un-regulated emissions.
Example 2: Engine coolant temperature (ECT) is too low
for stable operation. Activates recovery (disables the foot
pedal input), but when the temperature rises again past the
threshold the recovery is cancelled and the engine returns
to normal operation.
Some implementation rules:
• Present DTCs: recovery is activated as soon as the rele-
vant fault is detected or respawned (see next paragraph
for re-spawning rules).
02(L-HMC)-4-2 • Diagnostic Trouble Codes (DTC)
• If a recovery is active but the relevant fault condition
disappears, the system returns to normal operation
(recovery is cancelled).
• Stored DTCs: fault conditions triggered in previous
driving cycles but no longer present do not activate a
recovery.
Supported Recovery Strategies:
• Open-loop: faults of sensors used in closed-loop
injection control (or a fault in the injectors them-
selves) force the ECU to disregard pre and post-cat
oxygen sensors feedback. Fuelling is then com-
puted in open-loop and the ECU targets to a default
air/fuel ration; the engine continues to run with
limited performance and un-regulated emissions.
• Recovery MAP: faults of MAP sensor (used in
speed-density injection model) are forced to use a
virtual recovery MAP reading. MAP is then com-
puted using throttle position, RPM and barometric
pressure readings; engine continues to run with
limited performance.
• Limp-home mode: faults in the Drive-By-Wire
chain of the Electronic Throttle Body will limit the
throttle plate to a known, almost closed position.
Air flow is minimized, resulting in limiting the
engine’s power output; engine will continue to run
with minimum performance.
 Default throttle position: DBW_A and
DBW_B outputs are not driven and the elec-
tronic throttle body is pushed back by its return
spring to the default position (11% TPS).
 Limit engine speed: engine speed is controlled
driving DBW_A and DBW_B outputs, that
move the Electronic Throttle Body to maintain
1000 RPM.
• Limit torque to 50%: engine output is scaled
down to 50% of torque. For each FPP angle, the
torque output is scaled down to 50% of nominal
value. Engine continues to run with limited output.
Note: RPM limiting is already implemented in the engine
control application.
Re-spawning
DTCs and their status are stored in the ECU’s memory
and re-spawned at each ECU start-up:
• DTC codes and status are re-stored from ECU mem-
ory;
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
• Detection is refreshed immediately after key-on condi-
tions and criteria for each Stored or Present DTC is
checked.
• Actions and recovery strategies can be triggered only
after the re-spawn process of the relevant DTC is com-
pleted, that is, after the detection is refreshed.
For example, if engine oil level is low and the oil pressure
switch engages, P0524 DTC is detected, set as Present and
the delayed engine shut-down sequence is triggered. Dur-
ing this 30 second sequence the ECU recovers to limited
engine speed to protect the engine. The DTC is saved as
Present in the ECU’s memory.
If the engine is serviced after shut-down, topping-up the
oil, at next key-on event P0524 would be restored as Pres-
ent (has been saved as such). The re-spawning process
then evaluates the detection criteria of this fault and finds
the engine oil switch in normal condition: P0524 then
changes from Present to Stored.
Because Stored DTCs do not trigger any action or recov-
ery the engine can crank and run normally.
Faults that can be detected at key-on are re-spawned with
a refreshed status, so they can be fixed (while the engine
is off) without the use of the Dealer’s service tool. The
engine then runs normally. At all times the relevant DTCs
are stored in the ECU’s memory and are available for ser-
vice reference with the diagnostic tool.
Some other critical faults, such as cam and crank position
sensors, injectors and ignition coil drivers, can be detected
only while the engine is running. Their DTCs are
respawned to the saved status at key-on: the servicing of
these faults does require the use of the Dealer’s service
tool. If the fault is fixed, the engine will start on the sec-
ond attempt.
Malfunction Indication Lamp (MIL)
The ECU drives the Malfunction Indicator lamp (MIL) in
the dash-board: most DTCs cause this lamp to light-up,
signaling the presence of a fault condition to the driver.
MIL management
a. Present DTCs: when detected, some fault conditions
require that the MIL is turned on. Some other minor
fault conditions instead do not energize the MIL.
Please refer to DTC specs.
b. EPA requirement: whenever the air-fuel ratio does
not cross stoichiometric fuelling conditions for one
minute of intended closed-loop operation, the MIL
SM 709
should go on. This requirement is fulfilled by P2195
and P2196 DTCs.
c. MIL test: when the engine's ignition is in the “key-
on” position before starting or cranking, the MIL
should be on for 1 second. The MIL should go out
after engine starting (or after 3 seconds) if the system
detects no fault conditions.
d. Stored DTCs: if the MIL goes on to show a malfunc-
tion it must remain on during all later engine opera-
tion until servicing corrects the malfunction. If the
engine is not serviced, but the malfunction does not
recur for three consecutive driving cycles during
which the malfunctioning system is evaluated and
found to be working properly, the MIL will stay off
during later engine operation.
Flash Codes
There is a special diagnostic mode that shows the fault
codes directly flashing the MIL:
• To enter code display mode you must 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,
cycle the foot pedal by depressing it to the floor and
then fully releasing it. You must fully cycle the foot
pedal three (3) times within five (5) seconds to enable
the code flashing feature of the ECU.
• MIL flashes for each digit of the fault code, with a
short pause (2 seconds) between digits and long pauses
between different codes (6 sec). Zeros are represented
by a single 3 second long flash.
• Starting code: 12
• Trailing code: 12
• Every DTC contains 4 digits
• The code list will continue to repeat until the key is
turned OFF.
• Simply turn the key OFF to exit display mode.
Clearing Codes
It is possible to clear all active and stored DTC codes on
the ECU using the foot pedal. This is not suggested since
the erasing of stored DTCs results in a loss of information
that might provide assistance in troubleshooting issues. It
is only possible to view stored DTCs using the Juniper
Service Tool and a lap-top computer.
• To clear the ECU memory of all DTCs (past and pres-
ent) you must 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, cycle the foot pedal by
Diagnostic Trouble Codes (DTC) • 02(L-HMC)-4-3
Group 02(L-HMC Theta 2.4), FUEL SYSTEM

depressing it to the floor and then fully releasing it.
You must fully cycle the foot pedal ten times within ten
seconds.
Driving Cycle Definition
SUPPORTED DTCS
This list summarizes the following:
• DTC: each fault condition triggers a different
J2012 compliant, 5-digit code.

The driving cycle is defined as the following sequence: • DTC naming: J2012 compliant name of fault con-
dition (shown in Service-tool software).
• key on
• Thresholds: programmable thresholds for detec-
• engine on (crank signal present)
tion criteria, if any.
• key off
• Possible causes: quick list of possible conditions
that trigger the fault code.
• Action: list of actions triggered by the DTC, if any.
• Recovery: list of recovery strategy activated by the
DTC, if any.

DTC DTC naming Thresholds Possible causes Action Recovery

Engine coolant temperature cir- Programmable
P0117 voltage Broken wirings or defective sensor Turn on MIL default to 80°C
cuit low
Engine coolant temperature cir- Programmable
P0118 voltage Broken wirings or defective sensor Turn on MIL default to 80°C
cuit high
Insufficient coolant temperature Programmable Engine working at out-of-spec
P0126 voltage Flash MIL Disable FPP
for stable operation temperature
Engine coolant over tempera- Programmable Engine over-heating and working Delayed engine Limit engine speed
P0217 voltage
ture condition outof- spec shut-down to 1000 RPM
No signal while engine rotating or
Camshaft position sensor “A” Engine shut down
P0341 cranking.
circuit range / performance (inhibits cranking)
Broken wirings or defective sensor.
No signal while engine rotating or
Crankshaft position sensor “A” Engine shut down
P0336 cranking.
circuit range / performance (inhibits cranking)
Broken wirings or defective sensor.
Throttle Position Sensor 1 failure,
Throttle position sensor “A” cir- Programmable Limp home at default
P0122 voltage shorted to ground or open circuit; Turn on MIL
cuit low throttle position
Broken wirings or defective sensor
Throttle Position Sensor 1 failure
Throttle position sensor “A” cir- Programmable Limp home at default
P0123 voltage or shorted to power; Broken wir- Turn on MIL
cuit high throttle position
ings or defective sensor
Throttle Position Sensor 2 failure,
Throttle position sensor “B” cir- Programmable Limp home at default
P0222 voltage shorted to ground or open circuit ; Turn on MIL
cuit low throttle position
Broken wirings or defective sensor
Throttle Position Sensor 2 failure
Throttle position sensor “B” cir- Programmable Limp home at default
P0223 voltage or shorted to power ; Broken wir- Turn on MIL
cuit high throttle position
ings or defective sensor
Throttle position sensor “A” Learned closed TPS1 lower than learned closed Limp home at default
P2109 position Turn on MIL
minimum stop performance position throttle position
Throttle position sensor “B” Learned closed TPS2 lower than learned closed Limp home at default
P2113 position Turn on MIL
minimum stop performance position throttle position
Throttle position sensor “A” Learned WOT TPS1 higher than learned closed Limp home at default
P2163 position Turn on MIL
maximum stop performance position throttle position
Throttle position sensor “B” Learned WOT TPS2 higher than learned closed Limp home at default
P2164 position Turn on MIL
maximum stop performance position throttle position

02(L-HMC)-4-4 • Diagnostic Trouble Codes (DTC) SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC DTC naming Thresholds Possible causes Action Recovery

Defective electronic throttle body.
Throttle pedal position sensors Limp home at default
P2135 “A” / “B” voltage correlation TPS sensors voltages differ more Turn on MIL
throttle position
than expected.
Throttle plate (butterfly valve) is
Throttle actuator control range/
P0638 sticking inside the throttle bore or
performance
return spring is weak
Throttle actuator control motor DBW_A or DBW_B open load.
P2100
open Broken wirings or defective ECU.
DBW_A or DBW_B outputs are
Throttle actuator control motor
P2103 shorted to battery voltage. Broken
circuit high
wirings or defective ECU.
DBW_A or DBW_B outputs are
Throttle actuator control motor
P2102 shorted to ground. Broken wirings
circuit low
or defective ECU.
Manifold absolute pressure sensor
Manifold absolute pressure cir- Programmable disconnected, shorted to GND or
P0107 voltage Turn on MIL Recovery MAP
cuit low input open circuit; Broken wirings or
defective sensor
Manifold absolute pressure sensor
Manifold absolute pressure cir- Programmable
P0108 voltage failure or short to power; Broken Turn on MIL Recovery MAP
cuit high input
wirings or defective sensor
Manifold absolute pressure too % of atmo- Manifold absolute pressure lower
P1101 spheric pres- Turn on MIL
low sure than expected

Manifold absolute pressure too % of atmo- Manifold absolute pressure higher

P1102 spheric pres- Turn on MIL
high sure than expected
Barometric pressure sensor discon-
Programmable nected, shorted to GND or open
P2228 Barometric pressure circuit low voltage Turn on MIL
circuit; Broken wirings or defec-
tive sensor
Barometric pressure sensor failure
P2229 Barometric pressure circuit high Programmable
voltage or short to power; Broken wirings Turn on MIL
or defective sensor
Programmable
P1103 Barometric pressure too high pressure Higher than expected Turn on MIL
(1100mbar)
Programmable
P0129 Barometric pressure too low pressure Lower than expected Turn on MIL
(500mbar)
Intake Air Temperature Sensor
Intake air temperature sensor 1 Programmable
P0112 voltage failure or shorted to GND; Broken Turn on MIL Set to default 30°C
circuit low
wirings or defective sensor
Intake Air Temperature Sensor dis-
Intake air temperature sensor 1 Programmable connected, short to power or open
P0113 voltage Turn on MIL Set to default 30°C
circuit high circuit; Broken wirings or defec-
tive sensor
IAT reading out of expected range;
P1104 Intake air temperature too low Turn on MIL
engine working out of spec
IAT reading out of expected range;
P0127 Intake air temperature too high Turn on MIL
engine working out of spec
Delayed Engine
Engine oil pressure switch is on, Limit engine speed
P0524 Engine oil pressure too low shutdown & flash
because of low level. to 1000RPM
optional oil lamp

SM 709 Diagnostic Trouble Codes (DTC) • 02(L-HMC)-4-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC DTC naming Thresholds Possible causes Action Recovery

Programmable Battery voltage too low for defined
P0562 System voltage low voltage (10V) period Turn on MIL

Programmable Battery voltage too high for

P0563 System voltage high voltage (16V) defined period, defective alternator Turn on MIL
Sensor reference voltage “A” Programmable Sensors reference voltage too low;
P0642 voltage Engine shutdown
circuit low Defective ECU or over-load
Sensor reference voltage “A” Programmable Sensors reference voltage too high;
P0643 voltage Engine shutdown
circuit high Defective ECU
Sensor reference voltage “B” Programmable Sensors reference voltage too low;
P0652 voltage Engine shutdown
circuit low Defective ECU or over-load
Sensor reference voltage “B” Programmable Sensors reference voltage too high;
P0653 voltage Engine shutdown
circuit high Defective ECU
Sensor reference voltage “C” Programmable Sensors reference voltage too low;
P0698 voltage Engine shutdown
circuit low Defective ECU or over-load
Sensor reference voltage “C” Programmable Sensors reference voltage too high;
P0699 voltage Engine shutdown
circuit high Defective ECU
Programmable
P0219 Engine over-speed RPM Engine over-revving No action
Foot-pedal position sensor 1 dis-
Pedal position sensor “D” circuit Programmable connected, shorted to GND or open Limp home at default
P2122 voltage Turn on MIL
low input circuit ; Broken wirings or defec- throttle position
tive pedal assy.
Foot-pedal position sensor 2 dis-
Pedal position sensor “E” circuit Programmable connected, shorted to GND or open Limp home at default
P2127 voltage Turn on MIL
low input circuit ; Broken wirings or defec- throttle position
tive pedal assy.
Foot-pedal position sensor 1 failure
Pedal position sensor “D” circuit Programmable Limp home at default
P2123 voltage or shorted to power ; Broken wir- Turn on MIL
high input throttle position
ings or defective pedal assy.
Foot-pedal position sensor 2 failure
Pedal position sensor “E” circuit Programmable Limp home at default
P2128 voltage or shorted to power ; Broken wir- Turn on MIL
high input throttle position
ings or defective pedal assy.
Foot-pedal position sensors out of
Pedal position sensor “D” / “E” Limp home at default
P2138 track ; Intermittent connections or Turn on MIL
voltage correlation throttle position
defective pedal assy.
Programmable Fuel shutoff valve 1 failure, dis-
Fuel shutoff valve “A” control currents (open- connected or shorted to ground;
P0005
circuit / open circuit and Broken wirings, defective solenoid Turn on MIL
short-circuit) or defective ECU.

Programmable Fuel shutoff valve 2 failure, dis-

Fuel shutoff valve “B” control currents (open- connected or shorted to ground;
P1001 circuit and Broken wirings, defective solenoid Turn on MIL
circuit / open
short-circuit) or defective ECU.

Programmable Fuel shutoff valve 3 failure, dis-

Fuel shutoff valve “C” control currents (open- connected or shorted to ground;
P1002 circuit and Broken wirings, defective solenoid Turn on MIL
circuit / open
short-circuit) or defective ECU.
KFLamAd lower than expected
Programmable Open-loop Limit
P0171 System too lean % (0,75): Engine, injectors or pres- Turn on MIL
torque 50%
sure reducer out of spec.
KFLamAd lower than expected
Programmable Open-loop Limit
P0172 System too lean % (1.25): Engine, injectors or pres- Turn on MIL
torque 50%
sure reducer out of spec.

02(L-HMC)-4-6 • Diagnostic Trouble Codes (DTC) SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC DTC naming Thresholds Possible causes Action Recovery

O2 sensor signal stuck lean bank Programmable Pre-cat O2 sensor too lean for too Open-loop Limit
P2195 duration and Turn on MIL
1 sensor 1 voltage long time (60 secs as per EPA). torque 50%

O2 sensor signal stuck rich bank Programmable Pre-cat O2 sensor too rich for too Open-loop Limit
P2196 duration and Turn on MIL
1 sensor 1 voltage long time (60 secs as per EPA). torque 50%
O2 sensor circuit low voltage Programmable Pre-cat O2 sensor failure or shorted Open-loop Limit
P0131 voltage Turn on MIL
bank 1 sensor 1 to ground torque 50%
O2 sensor circuit high voltage Programmable Pre-cat O2 sensor failure or shorted Open-loop Limit
P0132 voltage Turn on MIL
bank 1 sensor 1 to power torque 50%
O2 sensor circuit low voltage Programmable Post-cat O2 sensor disconnected or
P0137 voltage Turn on MIL
bank 1 sensor 2 shorted to ground
O2 sensor circuit high voltage Programmable Post-cat O2 sensor failure or
P0138 voltage Turn on MIL
bank 1 sensor 2 shorted to power
O2 Sensor Heater circuit bank 1
P0135 Short circuit to battery or open load Turn on MIL
sensor 1
O2 Sensor Heater circuit bank 1
P0141 Short circuit to battery or open load Turn on MIL
sensor 2
Fuel rail pressure sensor circuit Programmable Default to PresIn-
P0192 voltage Broken wirings or defective sensor Turn on MIL
low take + 1700 mbar
Fuel rail pressure sensor circuit Programmable Default to PresIn-
P0193 voltage Broken wirings or defective sensor Turn on MIL
high take + 1700 mbar
Fuel rail / system pressure too Fuel absolute pressure higher than Shutoff solenoid
P0088 3000mbar
high expected valve
Fuel rail / system pressure too Fuel absolute pressure lower than
P0087 1700mbar Turn on MIL
low expected
Fuel Temperature Sensor failure or
Fuel temperature sensor “A” cir- Programmable
P0182 voltage shorted to GND; Broken wirings or Turn on MIL Default to 40°C
cuit low
defective sensor
Fuel Temperature Sensor discon-
Fuel temperature sensor “A” cir- Programmable nected, short to power or open cir-
P0183 voltage Turn on MIL Default to 40°C
cuit high cuit; Broken wirings or defective
sensor
Programmable FRT reading out of expected range;
P1105 Fuel temperature too low voltage Turn on MIL
engine working out of spec
Programmable FRT reading out of expected range;
P0168 Fuel temperature too high voltage Turn on MIL
engine working out of spec
Programmable Short circuit to ground or open Delayed Engine Open loop Limit
P0261 Cylinder 1 injector circuit low current load shutdown torque to 50%
Programmable Delayed Engine Open loop Limit
P0262 Cylinder 1 injector circuit high current Short circuit to battery
shutdown torque to 50%
Programmable Short circuit to ground or open Delayed Engine Open loop Limit
P0263 Cylinder 2 injector circuit low current load shutdown torque to 50%
Programmable Delayed Engine Open loop Limit
P0264 Cylinder 2 injector circuit high current Short circuit to battery
shutdown torque to 50%
Programmable Short circuit to ground or open Delayed Engine Open loop Limit
P0265 Cylinder 3 injector circuit low current load shutdown torque to 50%
Programmable Delayed Engine Open loop Limit
P0266 Cylinder 3 injector circuit high current Short circuit to battery
shutdown torque to 50%
Programmable Short circuit to ground or open Delayed Engine Open loop Limit
P0267 Cylinder 4 injector circuit low current load shutdown torque to 50%

SM 709 Diagnostic Trouble Codes (DTC) • 02(L-HMC)-4-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC DTC naming Thresholds Possible causes Action Recovery

Programmable Delayed Engine Open loop Limit
P0268 Cylinder 4 injector circuit high current Short circuit to battery
shutdown torque to 50%
Programmable Broken wirings, defective heater or
P0380 Glow plug / heater circuit “A” current Turn on MIL
defective ECU
Catalyst system efficiency below Programmable Pre and post-cat lambdas failed the None (just store
P0420 threshold
threshold checking algorithm (5228335) the code)
Manifold absolute pressure / Programmable MapSignal <> RecoveryMap;
P0069 percentage defective or clogged sensor Turn on MIL Recovery MAP
Barometric pressure correlation
Leakage detected in low-pressure
Programmable circuit.
Fuel system leak detected – time, min and
P0094 max pressure ECU performs leakage test after Turn on MIL
Small leak
drop engine shutdown (long time win-
dow, 60 sec).
Leakage detected in low-pressure
circuit.
Fuel system leak detected – Programmable Engine shut-down
P0093 time and min ECU performs large leakage test
Large leak pressure drop after engine shut-down (short time (inhibits cranking)
window, 10sec).
Engine coolant level switch Delayed Engine Limit engine speed
P2560 Engine coolant level low
engaged shutdown to 1000 RPM

02(L-HMC)-4-8 • Diagnostic Trouble Codes (DTC) SM 709


General Trouble Shooting
General checks to perform prior to initiating any of the trouble shooting actions listed in this section:
Fuel level
Fuses
Oil level
Harness
Electrical connections
Fluid Leaks
Filters (air and fuel)
Engine cranks but will not start
Probable Cause
Tank valve is closed
Tank excess flow valve is closed
LPG tank is empty
Fuel shutoff valve is closed
Diagnostic Trouble Code
Ignition system malfunction
General fuel system malfunction
Fuel line is plugged or disconnected Inspect and connect/replace if necessary.
Crankshaft position is not detected
Camshaft position is not detected
No oil pressure
SM 709
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Section 5
Check that the LPG tank is connected, contains fuel, and the tank valve is open.
Check the continuity of all fuses in the main vehicle fuse box.
Check that sufficient oil is in the engine, and that engine oil is in good condition.
Check that harness is connected to ECU, and inspect for any damage including
tears, melted wires, and abrasion.
Check that all sensors are connected, and that connectors are free of corrosion.
General inspection of engine components and surrounding area for leaks of fluids.
Check that all air and fuel filters are in good condition. Replace dirty or clogged
filters.
Recommended Action
Rotate tank valve counter clockwise and retry starting.
Reset excess flow valve in LPG tank.
Close the liquid shut-off valve, wait for a “click” sound, and then slowly reopen
the liquid valve.
Replace with full tank and retry starting.
Check connector for 12 V drop across terminals at key on, replace valve if voltage
drop present and valve not opening.
If MIL is on, record the codes being displayed and attend to any errors reported.
Check for spark at coil output.
If good spark: Inspect and replace spark plugs if needed.
If poor/no spark: Check resistance across coil terminals is within specification.
Check pin 5 of spark harness connector for battery voltage at key on.
Inspect and replace ignition power transistors if necessary.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Inspect and replace any plugged or damaged fuel and injection hoses/nozzles.
Check rail fuel pressure is greater than 1800 mBar absolute at key on.
Inspect and replace Liquid LPG filter if necessary
Inspect and replace Gaseous LPG filter if necessary
Check continuity of harness, replace sensor if harness passes check.
Check continuity of harness, replace sensor if harness passes check.
If engine starts and stalls after about 5 seconds:
Check oil level.
Check oil pressure sensor connection.
Check oil pressure sensor.
General Trouble Shooting • 02(L-HMC)-5-1
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
TMAP Sensor failure
General ECU malfunction
Engine does not provide expected power output, slow to accelerate, stalls when lifting load
Probable Cause
Fuel Level Low
Diagnostic Trouble Code
General Fuel system malfunction
Oxygen sensor malfunction
Ignition system malfunction
Injector rail failure
Regulator failure
Inlet or Exhaust System Restriction
Base engine issue
ECU software issue
TMAP Sensor failure
Throttle Body Failure
Transmission Malfunction
02(L-HMC)-5-2 • General Trouble Shooting
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure ± 15 mBar at key on, replace sen-
sor if not.
Check intake temperature > ambient air temperature, replace sensor if not.
Check battery voltage is greater than 8V.
Check relay power source at key on.
Check power source at ECU connector and that harness is connected.
Re-download firmware and calibration to ECU using dealer service tool.
Confirm MIL comes on at key on, replace ECU if it does not.
Recommended Action
Inspect tank fuel level, replace tank if necessary.
If MIL is on, run diagnostic procedure outlined in Section 4. Attend to any errors
reported.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check rail fuel pressure is greater than 1800 mBar at key on using service tool
Check 0.8< KFLamAd <1.2 with service tool at all engine conditions.
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool, replace sensor if not.
Inspect and replace spark plugs if needed.
Check base ignition timing.
Check that 0.8 < KFLamAd < 1.2 at idle and full throttle, replace rail if not and
recheck.
Inspect rail for damage and blockages, replace if necessary.
Check that intake pressure reference is connected without leaks or damage.
Check that rail fuel pressure is > 1300 mBar at Idle.
Check that rail fuel pressure is > 1600 mBar at Full throttle in neutral.
Inspect intake air filter and replace if clogged/dirty.
Check exhaust backpressure pre catalyst is within specification.
Inspect exhaust catalyst and replaced if clogged or damaged.
Refer to engine troubleshooting guide.
Upload newest firmware and calibration using service tool.
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Check that throttle fully opens and closes immediately after turning engine off
Check that TAobj = Throttle angle using service tool
Refer to transmission troubleshooting guide.
SM 709

Engine speed hunting at idle and other speed and load conditions
Probable Cause
Fuel Level Low
Incorrect coolant temperature
Diagnostic Trouble Code
Fuel system malfunction
Oxygen sensor malfunction
TMAP Sensor failure
Throttle Body Failure
Engine backfires
Probable Cause
Diagnostic Trouble Code
Fuel system malfunction
Oxygen sensor malfunction
Ignition system malfunction
SM 709
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Recommended Action
Inspect tank fuel level, replace tank if necessary.
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through radiator.
Bleed air from coolant system at regulator.
Replace thermostat.
If MIL is on, run diagnostic procedure outlined in Section 4. Attend to any errors
reported.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAD <1.2 at all engine conditions.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Inspect and replace spark plugs if needed.
Check base ignition timing.
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Check if throttle fully opens and closes immediately after engine shutdown.
If not, replace with new throttle body and test performance.
Recommended Action
If MIL is on, run diagnostic procedure outlined in Section 4. Attend to any errors
reported.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAd <1.2 at all engine conditions.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool.
Inspect and replace spark plugs if needed.
Check base timing.
Check resistance across coil terminals is within specification.
General Trouble Shooting • 02(L-HMC)-5-3
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
TMAP Sensor failure
Exhaust system malfunction
Base engine malfunction
Engine knocking
Probable Cause
Diagnostic Trouble Code
Incorrect coolant temperature
Engine Oil condition
Poor fuel quality
Carbon deposits in combustion
Treat engine with combustion chamber cleaner.
chamber
Fuel system malfunction
Oxygen sensor malfunction
Ignition system malfunction
TMAP Sensor failure
Base engine issue
02(L-HMC)-5-4 • General Trouble Shooting
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Check for exhaust leaks.
Check for blown out/damaged muffler.
Check cylinder compression, look for valve leakage.
Recommended Action
If MIL is on, run diagnostic procedure outlined in Section 4. Attend to any errors
reported.
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through
radiator.
Bleed air from coolant system at regulator.
Replace thermostat.
Check oil level and refill if low or in poor condition
Replace tank with another source and recheck.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAd <1.2 at all engine conditions.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool.
Check base timing.
Spark plugs heat range too low, replace with higher heat range.
Check sensor is connected to harness.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Check cylinder compression is within specification
Refer to engine troubleshooting guide.
SM 709

Engine run-on after shut down
Probable Cause
Leaky injectors
Combustion Hot spots
Ignition Switching
Engine misfires
Probable Cause
Fuel system malfunction
Oxygen sensor malfunction
Ignition system malfunction
TMAP Sensor failure
Poor fuel economy
Probable Cause
Oxygen sensor malfunction
Fuel system malfunction
Ignition system malfunction
Incorrect coolant temperature
SM 709
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Recommended Action
Investigate injectors as per injector maintenance instructions.
Run injector leakage active diagnostic using dealer service tool
Refer to base engine trouble shooting guide.
Check that power to ECU is shut off at key off.
Recommended Action
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Check rail fuel pressure is > 1800 Bar at key on.
Check 0.8< KFLamAd <1.2 at all engine conditions.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool.
Inspect and replace spark plugs if needed.
Check resistance across coil terminals is within specification.
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using dealer
service tool, replace sensor if not.
Check intake temperature > ambient air temperature using dealer service tool,
replace sensor if not.
Recommended Action
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAd <1.2 at all engine conditions.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect and replace spark plugs if needed.
Check resistance across coil terminals is within specification.
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through
radiator.
Bleed air from coolant system at regulator.
Replace thermostat.
General Trouble Shooting • 02(L-HMC)-5-5
Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Check sensor is connected.

TMAP Sensor failure
Base engine issue
Inlet or exhaust system restriction
Check harness continuity.
Check manifold pressure = barometric pressure +-10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Refer to engine troubleshooting guide for possible problem resulting in poor com-
pression.
Inspect intake air filter and replace if clogged/dirty.
Check exhaust backpressure pre catalyst is within specification.
Inspect exhaust catalyst and replaced if clogged or damaged.

High idle speed (above the set point of 750 rpm)

Probable Cause
Incorrect coolant temperature
Throttle Body Failure
Recommended Action
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through
radiator.
Bleed air from coolant system at regulator.
Replace thermostat.
Check that throttle opens fully and closes immediately following engine shut-
down.
If not, replace with new throttle body and retest.

02(L-HMC)-5-6 • General Trouble Shooting SM 709


Engine knocking
Probable Cause
Incorrect coolant temperature
Fuel system malfunction
Oxygen sensor malfunction
Ignition system malfunction
TMAP Sensor failure
Exhaust system malfunction
SM 709
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Recommended Action
Check 80 < Water temp < 105 after engine is warmed.
If not then:
Check coolant level.
Check for loose or damaged water pump belt.
Check for restricted air or water flow through
radiator.
Bleed air from coolant system at regulator.
Replace thermostat.
Inspect and replace any plugged or damaged injection hoses/nozzles.
Inspect fuel rail for leaks and/or blockages, replace if necessary.
Check rail fuel pressure is > 1800 mBar at key on.
Check 0.8< KFLamAd <1.2 at all engine conditions.
Check liquid and gaseous fuel filters, replace if clogged or dirty.
Check harness connection and continuity.
Check pre and post catalyst O2 sensor voltage averages 300 to 600 mV using
dealer service tool.
Inspect and replace spark plugs if needed.
Check resistance across coil terminals is within specification.
Check sensor is connected.
Check harness continuity.
Check manifold pressure = barometric pressure +- 10 mBar at key on using ser-
vice tool, replace sensor if not.
Check intake temperature > ambient air temperature using service tool, replace
sensor if not.
Check for exhaust leaks.
Check pre catalyst exhaust pressure is within specification.
Check for damaged catalyst.
General Trouble Shooting • 02(L-HMC)-5-7
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Section 6
TROUBLE SHOOTING BY DTC
To use this section you must first obtain a trouble code,
either by use of the MIL or the service tool. Once you
have a trouble code, find the corresponding code from this
section and follow the written instructions. Once the prob-
lem is detected and fixed, the code can be cleared as per
the instructions in Section 4.
DTC 5: Fuel shutoff valve “A” control circuit / open
Possible Causes
A. Fuel shutoff valve disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Fuel shutoff valve defective
E. ECU defective
1. Is the fuel shutoff valve connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Disconnect EV RP connector (shutoff valve on reducer)
and test for continuity between connector terminals and
chassis ground.
 No Continuity on Pin 2, or Pin 1 with Key Off: Go
to 3.
 Continuity on Pin 1 or Pin 2: Locate and rectify
short to ground.
3. Test for continuity between EV RP connector Pin 1 and
ECU Pin O1, and EV RP connector Pin 2 with ECU Pin
P4 and Main Relay Receptacle A Pin 87.
 Continuity: Go to 4.
 No Continuity: Locate and rectify break in harness
wiring
4. Test resistance between terminal A and B on fuel shut-
off valve.
 13 +/- 3 ohm: Go to 5.
 Resistance out of specification: Replace fuel shutoff
valve
5. Test fuel shutoff valve connector Pin 2 voltage output at
within 5 seconds of Key On.
 EV RP connector Pin 2 is battery voltage: Go to 6.
 EV RP connector Pin 2 is not battery voltage:
• Check ECU pin P4 has battery voltage with key-
on.
SM 709
• If P4 has battery voltage: Check wire harness
for damage between ECU pin P4 and EV RP
connector Pin 2.
• If P4 does not have battery voltage: Inspect and
replace main engine relay A that sources VBAT
and feeds current to ECU Pin
6. Test fuel shutoff valve connector Pin1 voltage at Key
On.
 Pin 1 is not continuous with Chassis ground:
• Check ECU main ground connections
• Replace ECU diagnosed as faulty
DTC 69: Manifold absolute pressure / Barometric
pressure correlation
Possible Causes
A. Manifold pressure sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken damaged
D. MAP Sensor is defective
E. ECU pressure equalization port is plugged/clogged
F. Barometric pressure sensor is defective
G. ECU defective
1. Is the T-MAP sensor connected to harness?
 Yes: Go to 2.
 No: Reconnect and test again
2. Is the pressure equalization port on the ECU housing
clear of obstruction/debris?
 Yes: Go to 3.
 No: Clean pressure equalization port and retest
3. Test for continuity between harness connector Pins and
Chassis Ground with ECU in key-off mode.
 Only Pin 4 is continuous: Go to 4.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
4. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4: Go to 5.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-1
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 Anything other than above: Locate and Rectify har-
ness damage. Look for cuts, nicks and pinched or
melted wires.
5. Test manifold pressure sensor output with engine key-
on but not rotating (0 RPM).
 Manifold pressure is reported in Juniper service tool
and should equal actual atmospheric* pressure +/-
50 mBar at Key On: Go to 6.
 If the manifold pressure is not equal to atmospheric
pressure at Key On: Replace MAP sensor
 *For reference, check local weather report
6. Test ECU voltage outputs at Key On.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Nominal
 Voltage outputs out of specification: Replace ECU
DTC 87: Fuel rail / system pressure too low
Possible Causes
A. Fuel level very low or fuel is extremely cold
B. Fuel rail pressure sensor (PRAIL) disconnected
C. Harness shorted or damaged
D. Liquid or gaseous fuel filters are dirty
E. Fuel regulator out of specification (causing abnormally
low pressure)
F. PRAIL sensor defective
G. ECU defective
1. Check fuel supply pressure.
 Fuel tank shut-off valve must be open.
 The LPG tank temperature must be sufficient to cre-
ate adequate vapor pressure(typically above -10 °C
or + 14 °F for good quality propane).
 Fuel tank is not empty: Go to 2.
 Fuel tank empty: Replace with a full tank and retest
2. Is the PRAIL sensor connected?
 Yes: Go to 3.
 No: Reconnect and test
3. Test PRAIL harness for short to ground with Key Off
for at least 25 seconds.
 Only TP Rail Pin 1 is continuous with chassis
ground: Go to 4.
 Pins other than 1 are continuous with ground:
Locate and rectify harness short
4. Test Continuity of harness in Key off mode after at least
25 seconds.
 Continuities are
TP Rail connector Pin 1 --- ECU C4
02(L-HMC)-6-2 • TROUBLE SHOOTING BY DTC
TP Rail connector Pin 2 --- ECU E1
TP Rail connector Pin 3 --- ECU D1
TP Rail connector Pin 4 --- ECU C3: Go to 5.
 Anything other than above: Locate and rectify dam-
age in harness
5. Test voltage outputs from ECU at PRAIL connector
while disconnected at Key On
 Voltages are
TP Rail connector Pin 1 --- Chassis ground
TP Rail connector Pin 2 --- 5 +/- 0.5V
TP Rail connector Pin 3 --- 5 +/- 0.5V
TP Rail connector Pin 4 --- 5 +/- 0.5V: Go to 6.
 Voltages are out of specification: Replace ECU
6. Test Fuel pressure using Juniper service tool with regu-
lator shutoff valve disconnected, and fuel line discon-
nected from fuel rail.
 Reported absolute fuel pressure is equal to local
atmospheric pressure +/- 100mBar: Go to 7.
 Reported absolute fuel pressure is not equal to atmo-
spheric pressure +/- 100mBar: Replace PRAIL sensor
7. Test Fuel pressure at Idle using Juniper Service tool.
 Reported fuel pressure relative to manifold absolute
pressure is less than 1100 mBar: Replace gaseous
fuel filter, if problem persists replace regulator.
DTC 88: Fuel rail / system pressure too high
This diagnostic checks for excessive fuel rail pressure.
Possible Causes
A. Fuel rail pressure sensor (PRAIL) disconnected
B. Harness shorted or damaged
C. PRAIL sensor defective
D. Fuel regulator defective
D. ECU defective
1. Is the PRAIL sensor connected?
 Yes: Go to 2.
 No: Reconnect and test
2. Test harness for short to ground with Key Off for at
least 25 seconds.
 Only Pin 1 is continuous with chassis ground: Go to 3.
 Pins other than 1 are continuous with ground:
Locate and rectify harness short
3. Test Continuity of harness in Key Off mode after at
least 25 seconds.
 Continuities are
TP Rail connector Pin 1 --- ECU C4
TP Rail connector Pin 2 --- ECU E1
TP Rail connector Pin 3 --- ECU D1
TP Rail connector Pin 4 --- ECU C3: Go to 4.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 Anything other than above: Locate and rectify dam-
age in harness
4. Test voltage outputs from ECU at PRAIL connector
while disconnected and Key On
 Voltages are
TP Rail connector Pin 1 --- Chassis ground
TP Rail connector Pin 2 --- 5 +/- 0.5V
TP Rail connector Pin 3 --- 5 +/- 0.5V
TP Rail connector Pin 4 --- 5 +/- 0.5V: Go to 5.
 Voltages are out of specification: Replace ECU
5. Test Fuel pressure using Juniper service tool with regu-
lator shutoff valve disconnected, and fuel line discon-
nected from fuel rail.
 Reported absolute fuel pressure is equal to local
atmospheric +/- 100 mBar: Go to 6.
 Reported absolute fuel pressure is not equal to local
atmospheric +/- 100 mBar: Replace PRAIL sensor
6. Test Fuel pressure at Key ON using Juniper service tool
with regulator shutoff valve and all fuel lines connected.
 Reported fuel pressure is higher than 3000 mBar
(absolute): Replace regulator
DTC 93: Fuel system leak detected – Large leak
This diagnostic looks for leaks between the regulator and
the injector fuel rail. It can detect gross leaks in various
connections / hoses and even minute seat leaks in the
injectors as they age and wear.
Possible Causes
A. Disconnected / loose fuel line or fittings
B. Damaged/leaking fuel line
C. Damaged/leaking fuel filter
D. Damaged/leaking fuel rail and injectors
E. Damaged/leaking regulator
1. Check that all fuel lines are connected.
 Yes: Go to 2.
 No: Reconnect and retest
2. Check fuel lines between regulator and fuel rail, includ-
ing fuel filter, for gas leaks using a soap/water solution
with Key On.
 No visible leaks or bubbles: Go to 3.
 Visible leaks/bubbles: Replace damaged fuel hose
components, seals, or clean and tighten loose con-
nections. .
3. Check fuel rail for external leaks using soap/water solu-
tion with Key On.
 No obvious leaks: Go to 4.
 Visible leaks/bubbles: Clean and tighten loose com-
ponents, replace fuel rail if necessary
SM 709
4. Check fuel rail for internal leaks by disconnecting fuel
injection hoses (to the intake ports) from fuel rail and
checking for significant fuel flow at fuel rail outlets
with Key On.
 No fuel exiting fuel rail outlets: Go to 5.
 Fuel exiting any injection outlets: Replace fuel rail
5. Check regulator joints and fittings for leaks using soap/
water solution at Key On.
 Leaks/bubbles present: Tighten component(s) to
specification or replace regulator if necessary. It
may be possible to use a regulator rebuild kit if a
trained technician understands the factor guidelines
for regulator (reducer) rebuilding.
DTC 107: Manifold absolute pressure circuit low input
This diagnostic checks to see if the MAP sensor voltage is
within the expected range. It issues a code if the apparent
voltage is too low.
Possible Causes
A. Manifold pressure sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. MAP Sensor is defective
E. ECU defective
1. Is the MAP sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between MAP connector Pins and
Chassis Ground with Key off.
 Only Pin 4 is continuous: Go to 3.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
3. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On and connector dis-
connected from the MAP sensor.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Replace ECU
to see if problem can be eliminated.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-3
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
5. Test manifold pressure sensor output.
 If the manifold pressure not equal to atmospheric* +/-
50 mbar pressure at Key On: Replace MAP sensor
 *For reference, check barometric pressure sensor
value with service tool.
DTC 108: Manifold absolute pressure circuit high input
This diagnostic checks to see if the MAP sensor voltage is
within the expected range. It issues a code if the apparent
voltage is too high.
Possible Causes
A. Manifold pressure sensor disconnected
B. Harness is shorted to power
C. Harness wires are broken / damaged
D. MAP Sensor is defective
E. ECU defective
1. Is the MAP sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for battery voltage at TMAP connector Pins with
Key off
 No voltage at connector: Go to 3.
 Voltage at connector: Locate and rectify short to
power in harness
3. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On and connector dis-
connected from the MAP sensor.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Test manifold pressure sensor output.
 If the manifold pressure not equal to atmospheric +/-
50 mbar pressure at Key On: Replace MAP sensor
 *For reference, check barometric pressure sensor
value with service tool.
02(L-HMC)-6-4 • TROUBLE SHOOTING BY DTC
DTC 112: Intake air temperature sensor 1 circuit low
This diagnostic senses an out of range error (low voltage)
for the intake temperature sensor found in the T-MAP sen-
sor mounted on the intake manifold.
Possible Causes
A. Manifold temperature/pressure sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Temperature circuit in T-MAP sensor is defective
E. ECU defective
1. Is the Manifold Temperature/pressure sensor con-
nected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key off.
 Only Pin 4 is continuous: Go to 3.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
3. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Replace ECU
5. Test manifold intake temperature sensor output with
Juniper service tool.
 With a warm or cold engine, the reported intake
temperature should typically be between that ambi-
ent air temperature and the coolant temperature at
Key On. If possible, let the engine cool down and
the intake temperature should approach ambient
temperature as will the coolant temperature sensor.
If there is a large discrepancy (more than +/- 5°C (9
°F) variance), then replace the T-MAP sensor as it
may be out of calibration.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 113: Intake air temperature sensor 1 circuit
high
This diagnostic senses an out of range error (high voltage)
for the intake temperature sensor found in the T-MAP sen-
sor mounted on the intake manifold.
Possible Causes
A. Manifold temperature/pressure sensor disconnected
B. Harness is shorted to power
C. Harness wires are broken / damaged
D. Temperature circuit in T-MAP Sensor is defective
E. ECU defective
1. Is the Manifold Temperature/pressure sensor con-
nected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for battery voltage at connector Pins with Key off
 No battery voltage at connector: Go to 3.
 Battery voltage at connector: Locate and rectify
short to power in harness
3. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Test manifold intake temperature sensor output with
Juniper service tool.
 With a warm or cold engine, the reported intake
temperature should typically be between that ambi-
ent air temperature or less than coolant temperature
at Key On. If possible, let the engine cool down and
the intake temperature should approach ambient
temperature as will the coolant temperature sensor.
If there is a large discrepancy (more than +/- 5°C (9
°F) variance), then replace the T-MAP sensor as it
may be out of calibration.
SM 709
DTC 117: Engine coolant temperature circuit low
This diagnostic senses an out of range error (low voltage)
for the engine coolant temperature (ECT) sensor found.
Possible Causes
A. Coolant temperature sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Temperature Sensor is defective
E. ECU defective
1. Is the coolant temperature sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key off.
 Only Pin 1 is continuous: Go to 3.
 Pin 2 is continuous: Locate and rectify short in har-
ness
3. Disconnect ECT connector and test harness continuity.
 Continuities are
ECT connector Pin 1 --- ECU L3
ECT connector Pin 2 --- ECU D2: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
ECT connector Pin 1 is 0 +/- 0.5V
ECT connector Pin 2 is 5 +/- 0.5V: Go to 5.
 Voltage values out of specification: Check for shorts
to battery voltage, replace ECU if none
5. Test coolant temperature sensor output with Juniper ser-
vice tool.
 If reported coolant temperature is less that ambient
or greater than 125 degrees C at Key On: Replace
Coolant temperature sensor
DTC 118: Engine coolant temperature circuit high
This diagnostic senses an out of range error (high voltage)
for the engine coolant temperature (ECT) sensor found.
Possible Causes
A. Coolant temperature sensor disconnected
B. Harness is shorted to power
C. Harness wires are broken / damaged
D. Temperature Sensor is defective
E. ECU defective
1. Is the coolant temperature sensor connected?
 Yes: Go to 2.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-5
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 No: Reconnect and test again
2. Test for voltage at connector with Key Off.
 No voltage present: Go to 3.
 Voltage present: Locate and rectify short to power in
harness
3. Test harness continuity.
 Continuities are
ECT connector Pin 1 --- ECU L3
ECT connector Pin 2 --- ECU D2: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
ECT connector Pin 1 is 0 +/- 0.5V
ECT connector Pin 2 is 5 +/- 0.5V: Go to 5.
 Voltage values out of specification: Check for shorts
to battery voltage, replace ECU if none
5. Test coolant temperature sensor output with Juniper ser-
vice tool.
 If reported coolant temperature is less that ambient
or greater than 125 degrees C at Key On: Replace
Coolant temperature sensor
DTC 122: Throttle position sensor “A” circuit low
Possible Causes
A. Electronic throttle body disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Electronic throttle body is defective
E. ECU defective
1. Is the electronic throttle body connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only Pin 6 is continuous: Go to 3.
 Other Pins are continuous to ground: Locate and
rectify short in harness
3. Test harness continuity.
 Continuities are
Throttle body connector Pin 1 --- ECU G3
Throttle body connector Pin 2 --- ECU F3
Throttle body connector Pin 3 --- ECU Q3
Throttle body connector Pin 4 --- ECU G4
Throttle body connector Pin 5 --- ECU Q4
Throttle body connector Pin 6 --- ECU F4: Go to 4.
02(L-HMC)-6-6 • TROUBLE SHOOTING BY DTC
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
Throttle body connector Pin 1 is 3.75 +/- 0.5V
Throttle body connector Pin 2 is 5 +/- 0.5V
Throttle body connector Pin 3 is 5 +/- 0.5V
Throttle body connector Pin 4 is 3.75 +/- 0.5V
Throttle body connector Pin 5 is 0 +/- 0.5V
Throttle body connector Pin 6 is 0 +/- 0.5V: Go to 5.
 If voltage outputs are out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Test TPS 1 output with Juniper service tool at Key On.
 if TPS 1 output is not 1.5 +/- 0.5 V: Replace throttle
body
DTC 123: Throttle position sensor “A” circuit high
Possible Causes
A. Electronic throttle body disconnected
B. Harness is shorted to power
C. Harness wires are broken / damaged
D. Electronic throttle body is defective
E. ECU defective
1. Is the electronic throttle body connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for voltage between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 No voltage present: Go to 3.
 voltage present: Locate and rectify short to power in
harness
3. Test harness continuity.
 Continuities are
Throttle body connector Pin 1 --- ECU G3
Throttle body connector Pin 2 --- ECU F3
Throttle body connector Pin 3 --- ECU Q3
Throttle body connector Pin 4 --- ECU G4
Throttle body connector Pin 5 --- ECU Q4
Throttle body connector Pin 6 --- ECU F4: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
Throttle body connector Pin 1 is 3.75 +/- 0.5V
Throttle body connector Pin 2 is 5 +/- 0.5V
Throttle body connector Pin 3 is 5 +/- 0.5V
Throttle body connector Pin 4 is 3.75 +/- 0.5V
Throttle body connector Pin 5 is 0 +/- 0.5V
Throttle body connector Pin 6 is 0 +/- 0.5V: Go to 5.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 If voltage outputs are out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Test TPS 1 output with Juniper service tool at Key On.
 TPS 1 output not 1.5 V +/- 0.5 V: Replace throttle
body
DTC 126: Insufficient coolant temperature for sta-
ble operation
Possible Causes
A. Extremely low ambient temperature, engine not
warmed
B. Coolant temperature sensor disconnected
C. Coolant level low
D. Coolant thermostat defective
E. Harness is shorted to ground
F. Harness wires are broken / damaged
G. Temperature Sensor is defective
H. ECU defective
1. Let the engine idle for 5 minutes and test foot pedal
response.
 No response: Go to 2.
2. Is the coolant temperature sensor connected?
 Yes: Go to 3.
 No: Reconnect and test again
3. Check coolant level.
 Fluid level nominal: Go to 4.
 Fluid level low: Fill according to coolant filling / air
bleeding procedure and test again
4. Test for continuity between ECT connector Pins and
Chassis Ground
 If Only Pin 1 is continuous: Go to 5.
 If Pin 2 is continuous: Locate and rectify short in
harness
5. Test harness continuity.
 Continuities are
ECT connector Pin 1 --- ECU L3
ECT connector Pin 2 --- ECU D2: Go to 6.
 If there is anything other than above: Locate and
Rectify harness damage
6. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector ECT connector Pin 1 is 0 +/- 0.5V ECT
connector Pin 2 is 5 +/- 0.5V: Go to 7.
 If voltage outputs are out of specification: Check for
shorts to battery voltage, replace ECU if there are
none
7. Test coolant temperature sensor output with Juniper ser-
vice tool.
SM 709
 If reported coolant temperature is between ambient
temperature and 125 degrees C at Key On: Go to 8.
 If reported coolant temperature is less that ambient
or greater than 125 degrees C at Key On: Replace
Coolant temperature sensor
8. Drain coolant and remove thermostat to test thermostat
functionality in boiling water with thermometer as a
reference (if possible).
 If thermostat does not open fully by 92 degrees C
(198 degrees F): Replace thermostat
DTC 127: Intake air temperature too high
This diagnostic detects excessively warm intake air tem-
perature.
Possible Causes
A. Manifold temperature/pressure sensor disconnected
B. Engine is overheating
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. TMAP Sensor is defective
E. ECU defective
1. Is the Manifold Temperature/pressure sensor con-
nected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Check coolant level.
 Fluid level nominal: Go to 3.
 Fluid level low: Fill coolant according to procedure
and retest
3. Test for continuity between connector Pins and Chassis
Ground with Key off.
 Only Pin 4 is continuous: Go to 4.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
4. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4: Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
5. Test ECU voltage outputs at Key On with sensor dis-
connected
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-7
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 6.
 Voltage outputs out of specification: Replace ECU
6. Check coolant temperature with Juniper service tool.
 if coolant is greater than ambient temperature and
less that 120 degrees C: Go to 7.
 Coolant is greater than 120 degrees C: Drain coolant
and test thermostat functionality
7. Test manifold intake temperature sensor output with
Juniper service tool.
 Reported intake temperature is significantly less that
ambient or greater than coolant temperature at Key
On: Replace T-MAP sensor (as temperature sub-cir-
cuit may have failed.)
DTC 129: Barometric pressure too low
This diagnostic detects the barometric absolute pressure
sensor (BAP) failure. Because the BAP is internal to the
ECU (mounted directly on the motherboard) it cannot be
accessed for replacement. An out of range value will auto-
matically cause software to default to a fixed value and
issue the DTC 129.
Possible Causes
A. Plugged ECU vent hole
B. Defective ECU circuitry or sensor
1. Check that the vent hole on the ECU (black button-
sized plastic insert in center of diecast cover) is not
obstructed by oily deposits, sealant or paint that pre-
vents air from moving in/out (note: this type of failure
is highly unlikely. However, if the vent was in fact
sealed, and air in ECU was trapped, significant BAP
errors inside ECU would be driven by large altitude
changes (at least 500 m or 1500 feet), significant
weather changes and normal under hood temperature
changes (cold starting / hot running/ hot re-start).
2. Check barometric pressure using Juniper service tool at
key-on / 0 rpm.
 If the reported barometric pressure is more than +/-
100 mBar of the actual atmospheric pressure and the
MAP signal, then the code will be issued. Note that
small errors (such as 50 mbar) do not significantly
affect control system accuracy due to closed loop
correction.
 If the vent is clear then replace the ECU
02(L-HMC)-6-8 • TROUBLE SHOOTING BY DTC
DTC 131: O2 sensor circuit low voltage bank 1 sensor 1,
DTC 132: O2 sensor circuit high voltage bank 1 sensor 1,
DTC 135: O2 Sensor Heater circuit bank 1 sensor 1
Possible Causes
A. Pre Catalyst oxygen sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged/shorted to power -
Vref wire (i.e. 3.3 V or 5.0 V) or Vbat wire (12 V to 14 V).
D. Pre catalyst oxygen sensor or internal heater is defective
E. ECU defective
1. Is the pre catalyst oxygen sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off.
 Only Pin 1 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Lambda 1 connector Pin 1 --- ECU M4
Lambda 1 connector Pin 2 --- ECU L1
Lambda 1 connector Pin 3 --- ECU M2
Lambda 1 connector Pin 4 --- Engine Main
Relay Receptacle B Pin 87 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
Lambda 1 connector Pin 1 is 0 +/- 0.5V
Lambda 1 connector Pin 2 is 2 +/- 1V
Lambda 1 connector Pin 3 is 0 +/- 0.5V
Lambda 1 connector Pin 4 is a complex duty
cycle modulated battery voltage. It is best to
check with a fast acting multimeter when sen-
sor is cold. Look for a peak voltage near the
battery voltage and also determine averaged
voltage (which changes with time as sensor
warms up). If there is activity go to 5.
 If voltage outputs are out of specification: Check for
shorts to battery voltage or other reference voltages
in harness, replace ECU if no harness faults found.
5. Test oxygen sensor 1 output with Juniper service tool at
warm idle.
 If oxygen sensor does not cycle between low (less
than 250 mV) and high (greater than 650 mV):
Replace pre catalyst oxygen sensor.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 137: O2 sensor circuit low voltage bank 1 sensor 2,
DTC 138: O2 sensor circuit high voltage bank 1 sensor 2,
DTC 141: O2 Sensor Heater circuit bank 1 sensor 2
Possible Causes
A. Post Catalyst oxygen sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Post catalyst oxygen sensor or internal heater is defective
E. ECU defective
1. Is the post catalyst oxygen sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off.
 Only Pin 1 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Lambda 2 connector Pin 1 --- ECU M4
Lambda 2 connector Pin 2 --- ECU L2
Lambda 2 connector Pin 3 --- ECU M1
Lambda 2 connector Pin 4 --- Engine Main
Relay Receptacle B Pin 87 : Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On.
 Connector
Lambda 2 connector Pin 1 is 0 +/- 0.5V
Lambda 2 connector Pin 2 is 2 +/- 1V
Lambda 2 connector Pin 3 is 0 +/- 0.5V
Lambda 2 connector Pin 4 is a complex duty
cycle modulated battery voltage. It is best to
check with a fast acting multimeter when sen-
sor is cold. Look for a peak voltage near the
battery voltage and also determine averaged
voltage (which changes with time as sensor
warms up). If there is activity go to 5.
 If voltage outputs are out of specification: Check for
shorts to battery voltage or other reference voltages
in harness, replace ECU if no harness faults found.
5. Test oxygen sensor 2 output with Juniper service tool at
warm idle in closed loop mode with no other DTCs.
 Oxygen sensor should average between 200 mV and
700 mV: If not replace post catalyst oxygen sensor.
SM 709
DTC 168: Fuel temperature too high
Possible Causes
A. Fuel rail temperature/pressure sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Fuel rail temperature/pressure sensor is defective
E. Engine operating above normal coolant temperature
F. ECU defective
1. Is the Fuel rail temperature/pressure sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between TP Rail connector Pins and
Chassis Ground with Key Off for at least 25 seconds.
 Only Pin 1 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
TP Fuel Rail Connector Pin 1 --- ECU C4
TP Fuel Rail Connector Pin 2 --- ECU E1
TP Fuel Rail Connector Pin 3 --- ECU D1
TP Fuel Rail Connector Pin 4 --- ECU C3: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with TP fuel rail
sensor disconnected:
 Connector
TP Fuel Rail Connector Pin 1 is 0 +/- 0.5V
TP Fuel Rail Connector Pin 2 is 5 +/- 0.5V
TP Fuel Rail Connector Pin 3 is 5 +/- 0.5V
TP Fuel Rail Connector Pin 4 is 5 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Is the engine coolant temperature greater than 105
degrees C as reported by Juniper service tool?
 No: Go to 6.
 Yes: Determine and rectify reason for engine coolant
over temperature
6. Check fuel temperature as reported by Juniper service
tool after allowing engine to cool to ambient tempera-
ture. Touch fuel rail to assess that it is near ambient
temperature.
 Rail temperature differs from ambient by more than
20 degrees C: Fuel rail temperature/pressure sensor
is defective, replace with new sensor.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-9
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 171: System too lean
DTC 172: System too rich
Possible Causes
A. Fuel pressure out of specification
B. Pre Catalyst oxygen sensor disconnected
C. Exhaust leak
D. Harness is shorted to ground
E. Harness wires are broken / damaged
F. Pre Catalyst oxygen sensor is defective
G. Fuel rail/ injection hoses damaged/plugged
H. Base engine out of specification
I. ECU defective
1. Is the fuel level or pressure too low?
 No: Go to 2.
 Yes: Replace fuel tank
2. Is the pre catalyst oxygen sensor connected?
 Yes: Go to 3.
 No: Connect and retest
3. Is the Pre Catalyst O2 sensor loose or are there any
exhaust leaks between cylinder head and tail pipe?
 No: Go to 4.
 Yes: Tighten O2 sensor with O2 sensor socket,
replace any leaking exhaust gaskets and retest.
4. Is the absolute fuel rail pressure greater than 2000 mBar
and less than 3000 mBar at Key on?
 Yes: Go to 5.
 No: Ensure fuel shutoff valve is operating, if prob-
lem persists, replace regulator or service shutoff
valve itself (trained personnel only).
5. Is the absolute fuel rail pressure greater than 1200 mBar
and less than 2200 mBar at idle?
 Yes: Go to 6.
 No: Ensure manifold vacuum reference is connected
to regulator, then replace gaseous fuel filter if prob-
lem persists
6. Test for continuity between pre-catalyst O2 sensor con-
nector Pins and Chassis Ground with Key Off.
 Only Lambda 1 connector Pin 1 is continuous: Go to
7.
 Other Pins are continuous: Locate and rectify short
in harness
7. Test pre-catalyst O2 sensor harness continuity.
 Continuities are
Lambda 1 connector Pin 1 --- ECU M4
Lambda 1 connector Pin 2 --- ECU L1
Lambda 1 connector Pin 3 --- ECU M2
Lambda 1 connector Pin 4 --- Engine Main
Relay Receptacle B Pin 87 : Go to 8.
02(L-HMC)-6-10 • TROUBLE SHOOTING BY DTC
 Anything other than above: Locate and Rectify har-
ness damage
8. Test ECU voltage outputs at Key On.
 Connector
Lambda 1 connector Pin 1 is 0 +/- 0.5V
Lambda 1 connector Pin 2 is 2 +/- 1V
Lambda 1 connector Pin 3 is 0 +/- 0.5V
Lambda 1 connector Pin 4 is battery V : Go to 9.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
9. Compare oxygen sensors 1 and 2 outputs using Juniper
service tool at warm idle.
 Both sensors are reading continuously rich (greater
than 450 mV) or continuously lean (less than 450
mV) or are cycling through 450 mV: Go to 10.
 One sensor reads lean (less than 450 mV) while the
other reads rich (greater than 450 mV): Replace pre
catalyst oxygen sensor
10. Check for fuel injector leakages using active diagnos-
tic procedure in Juniper service tool.
 Leakage is less than 10 mBar: Go to 11.
 Leakage is greater than 10 mBar: Inspect injectors
and gaseous fuel lines for leaks, replace fuel injector
rail.
11. Compare short term fuel trim using Juniper service
tool at idle with another fuel rail.
 short term fuel trims differ by less than 0.25: Go to
12.
 Short term fuel trims differ by more than 0.25:
Replace fuel rail
12. Inspect whether base engine is within specification,
including cylinder compression, valve clearances,
intake and exhaust leaks.
 Especially look for leakage through the intake valve
as this can reduce volumetric efficiency.
 On older engines or those with poor oil maintenance
assess the combustion blow (past piston rings) by at
idle by pulling the PCV valve out of the valve cover
(allowing fresh air to enter PCV valve and flow to
intake manifold) and determine if the short term fuel
trim changes by at least 15% indicating significantly
increased airflow and better volumetric efficiency. If
the blow-by is high at idle, piston rings and the cyl-
inder walls may dictate an engine rebuild.
 Repair any issues found
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 182: Fuel temperature sensor “A” circuit low
DTC 183: Fuel temperature sensor “A” circuit high
DTC 192: Fuel rail pressure sensor circuit low
DTC 193: Fuel rail pressure sensor circuit high
Possible Causes
A. Fuel rail temperature/pressure sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Fuel rail temperature/pressure sensor is defective
E. ECU defective
1. Is the Fuel rail temperature/pressure sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between TP Rail connector Pins and
Chassis Ground with Key Off for at least 25 seconds.
 Only Pin 1 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
TP Fuel Rail Connector Pin 1 --- ECU C4
TP Fuel Rail Connector Pin 2 --- ECU E1
TP Fuel Rail Connector Pin 3 --- ECU D1
TP Fuel Rail Connector Pin 4 --- ECU C3: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
TP Fuel Rail Connector Pin 1 is 0 +/- 0.5V
TP Fuel Rail Connector Pin 2 is 5 +/- 0.5V
TP Fuel Rail Connector Pin 3 is 5 +/- 0.5V
TP Fuel Rail Connector Pin 4 is 5 +/- 0.5V : Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Check temperature and pressure values with Juniper
service tool at idle.
 The temperature of the fuel should between room
temperature and coolant temperature.
 The absolute fuel rail pressure should be greater
than 1200 mBar and less than 2500 mbar.
6. Check for similar DTC and operational values using
another TP Fuel rail sensor or complete rail.
 Cleared DTC does not return with new sensor/ fuel
rail, but does when returning to original parts:
Replace T-MAP sensor and verify codes when away.
SM 709
DTC 217: Engine coolant over temperature condi-
tion
Possible Causes
A. Coolant level low
B. Low airflow: Radiator air flow blocked/restricted
C. Low water flow: water pump belt broken, slipping or
air lock in coolant flow
D. Thermostat defective
E. Coolant temperature sensor disconnected
F. Harness is shorted to power
G. Harness wires are broken / damaged
H. Engine coolant temperature (ECT) sensor is defective
I. ECU defective
1. Is the coolant level full?
 Yes: Go to 2.
 No: Fill coolant and follow coolant bleed procedure
2. Is the vaporizer/regulator at coolant temperature?
 Yes: Go to 3.
 No: Perform coolant bleed procedure
3. Is the coolant temperature sensor connected?
 Yes: Go to 4.
 No: Reconnect and test again
4. Test for voltage at coolant sensor connector with Key
Off.
 No voltage present: Go to 5.
 Voltage present: Locate and rectify short to power in
harness
5. Test harness continuity.
 Continuities are
ECT sensor connector Pin 1 --- ECU L3
ECT sensor connector Pin 2 --- ECU D2: Go to 6.
 Anything other than above: Locate and Rectify har-
ness damage
6. Test ECU voltage outputs at Key On.
 Connector ECT sensor connector Pin 1 is 0 +/- 0.5V
 ECT sensor connector Pin 2 is 5 +/- 0.5V: Go to 7.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
7. Test coolant temperature sensor output with Juniper ser-
vice tool at Key On.
 Reported coolant temperature is between ambient
and 125 degrees C: Go to 8.
 Reported coolant temperature is significantly less
than ambient or greater than 125 degrees C at Key
On: Replace Coolant temperature sensor
8. Drain coolant, remove thermostat and test operation in
boiling water.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-11
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 Thermostat does not open before boiling water:
Replace thermostat, refill coolant, and perform cool-
ant bleed procedure
9. Check for obvious mechanical faults in cooling system
and repair:
 air locks in coolant system
 air restrictions or debris in radiator
 water pump belt tension or belt failed
DTC 219: Engine over-speed
Possible Causes
A. Forklift was accelerated down a steep grade and engine
braking/governing was insufficient to limit speed.
B. Intake manifold vacuum leak
C. Throttle body defective
1. Clear active DTC. Start the engine and depress foot
pedal to full throttle in neutral.
 DTC does not return: Likely a false positive due to
driving on a steep grade
 DTC returns: Go to 2.
2. Inspect intake manifold, fuel hoses, throttle body, PCV,
and vaporizer map reference for source of a vacuum
leak.
 No obvious vacuum leaks: Go to 3.
 Vacuum leak found: correct and clear DTC
3. Remove air intake hose and inspect throttle valve at
Key on.
 Throttle is approximately 20 % open: Go to 4.
 Throttle is not 20% open: Replace electronic throttle
body
4. Inspect throttle valve after keying off (with Key On for
20 seconds minimum)
 Throttle valve does not sweep fully open and closed
(programmed for once every 10 key-on cycles):
Replace electronic throttle body
DTC 222: Throttle position sensor “B” circuit low
DTC 223: Throttle position sensor “B” circuit high
Possible Causes
A. Electronic throttle body disconnected
B. Harness is shorted to ground or power
C. Harness wires are broken / damaged
D. Electronic throttle body is defective
E. ECU defective
1. Is the electronic throttle body connected?
 Yes: Go to 2.
 No: Reconnect and test again
02(L-HMC)-6-12 • TROUBLE SHOOTING BY DTC
2. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only Pin 6 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 5 --- ECU Q4
Electronic throttle body connector Pin 6 --- ECU F4
: Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
Electronic throttle body connector Pin 3 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 5 is 0 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/- 0.5V:
Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Test TPS 2 output with Juniper service tool at Key On.
 TPS 2 output not 3.6 +/- 0.5 V: Replace throttle
body
DTC 261: Cylinder 1 injector circuit low
DTC 262: Cylinder 1 injector circuit high
DTC 263: Cylinder 2 injector circuit low
DTC 264: Cylinder 2 injector circuit high
DTC 265: Cylinder 3 injector circuit low
DTC 266: Cylinder 3 injector circuit high
DTC 267: Cylinder 4 injector circuit low
DTC 268: Cylinder 4 injector circuit high
Possible Causes
A. Fuel injector is disconnected
B. Harness is shorted to ground or power
C. Harness wires are broken / damaged
D. Injector solenoid is defective
E. ECU defective
1. Are all injectors connected?
 Yes: Go to 2.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key On.
 No pins are continuous with ground: Go to 3.
 A Pin is continuous: Locate and rectify short to
ground in harness
3. Test for battery voltage between connector Pins and
Chassis Ground with Key Off.
 No pins are powered: Go to 4.
 Voltage present: Locate and rectify short to power in
harness
4. Test for battery voltage between connector Pins and
Chassis Ground with Key On.
 Only Pin 1 is powered: Go to 5.
 Voltage present on Pin 2: Locate and rectify short to
power in harness
5. Test harness continuity.
 Continuities are (for connectors Inj Gas1, Inj Gas2,
Inj Gas3, Inj Gas4)
Pin 1 --- Engine Main Relay Receptacle B Pin 87
Pin 2 --- ECU Q1, P1, P2, Q2 respectively: Go to 6.
 Anything other than above: Locate and Rectify har-
ness damage
6. Test ECU voltage outputs at Key On (for connectors Inj
Gas1, Inj Gas2, Inj Gas3, Inj Gas4) with injector dis-
connected
 Connector
Pin 1 is battery voltage +/- 0.5V
Pin 2 is 1 +/- 1V: Go to 7.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
7. Carefully test resistance of injector solenoids across 2
pins with a quality multimeter:
 Resistance should typically be 3.1+/- 0.5 Ohms:
Other wise replace solenoid
DTC 336: Crankshaft position sensor “A” circuit
range / performance
Possible Causes
A. Crankshaft position sensor (CKPS) is disconnected
B. Harness is shorted to ground or power
C. Harness wires are broken / damaged
D. CKPS is not mounted flush with housing
E. CKPS is defective
F. ECU defective
1. Is the CKPS connected?
 Yes: Go to 2.
 No: Reconnect and test again
SM 709
2. Is the CKPS mounted flush with the bell housing?
 Yes: Go to 3.
 No: Remount sensor flush, removing o-ring if neces-
sary
 Also verify CKPS clearance to flywheel markings.
This should be to Hyundai specifications.
3. Test for continuity between connector Pins and Chassis
Ground with Key On.
 Only Crank sensor connector Pin 2 is continuous
with ground: Go to 4.
 Pin 1 or 3 is continuous to ground: Locate and rec-
tify short to ground in harness
4. Test for battery voltage between connector Pins and
Chassis Ground with Key Off for at least 25 seconds.
 No pins are powered: Go to 5.
 Voltage present: Locate and rectify short to power in
harness
5. Test harness continuity.
 Continuities are
CKPS connector Pin 1 --- ECU P4 and Main
Relay Receptacle A Pin 87
CKPS connector Pin 2 --- ECU L4
CKPS connector Pin 3 --- ECU J2: Go to 6.
 Anything other than above: Locate and Rectify har-
ness damage
6. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
CKPS connector Pin 1 is battery voltage
CKPS connector Pin 2 is 0 +/- 0.5V
CKPS connector Pin 3 is 6.5 +/- 0.5V: Go to 7.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
7. Replace CKPS with a new sensor and retest
 If the problem returns only after switching back to
original CKPS, replace sensor
DTC 380: Glow plug / heater circuit “A”
The glow plug circuit is designed to drive a relay but is not
used in this application. No codes associated with the
glow plug circuit should appear.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-13
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 420: Catalyst system efficiency below threshold
This diagnostic feature detects catalyst function. If the
catalyst is damaged or severely aged, this code could be
observed.
Possible Causes
A. Exhaust leak causing significant control errors
B. Catalysts can be damaged by
• Misfire
• Severe mechanical loading / shaking – causing
cracking/leak through
• Oil additive contamination / masking of cata-
lytic surface
• Excess sulfur in fuel – also causing deactiva-
tion/masking
• Natural aging (sintering) in very old catalysts
1. Search entire exhaust system for exhaust leaks, or
sources of fresh air getting into exhaust stream.
 No obvious leaks: Go to 2.
 Exhaust leak present: Repair exhaust
2. Check pre and post catalyst oxygen sensor voltages
using Juniper service tool during warm idle.
 Oxygen sensor 2 voltage ranges high to low nearly
as often as oxygen sensor 1
This indicates that the oxygen storage capacity is
diminished.
 First drive the engine at high load if possible for 10
minutes to warm catalyst up and remove sulfur
 Also check the engine mechanical health (compres-
sion, leak-down tests and blow-by tests).
 If the code reappears within a few working days then
replace the catalytic converter
DTC 524: Engine oil pressure too low
Possible Causes
A. Oil level low
B. Oil pressure switch disconnected
C. Short or damaged harness
D. Oil pressure switch defective
E. ECU defective
F. Base engine out of specification
1. Check the oil level.
 Oil level full: Go to 2.
 Oil level low: Fill oil using factory specified weight
and grade
2. Is the oil pressure switch connected?
 Yes: go to 3.
 No: Connect and test again
02(L-HMC)-6-14 • TROUBLE SHOOTING BY DTC
3. Test for continuity between oil pressure switch connec-
tor Pin and Chassis Ground with Key off for at least 25
seconds.
 Pin is not continuous with ground: Go to 4.
 Pin is continuous: Locate and rectify short to ground
in harness
4. Test harness continuity.
 Continuities are Oil Pressure Switch Pin 1 --- ECU
E2: Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
5. Test ECU voltage output at Key On.
 Connector Pin 1 is 12 +/- 2V: Go to 6.
 Voltage outputs out of specification: Replace ECU
6. Replace oil pressure switch and retest
 Low pressure warning persists: Go to 7.
7. Troubleshoot base engine for low oil pressure accord-
ing to Engine service manual
 This is a serious mechanical fault that can lead to
rapid engine failure.
DTC 562: System voltage low
Possible Causes
A. Main ECU fuse is broken
A. Charging fuse is broken
B. Alternator belt is slipping/damaged/missing
C. Alternator connection is loose / disconnected
D. Forklift battery is damaged/defective
E. Alternator is defective
1. Measure battery voltage with engine idling, jump start
engine if it will not crank.
 Voltage is less than 13 V: Go to 2.
 Voltage is greater than 13V: Charge battery and
retest, replace or service battery if DTC returns
2. Check ECU and alternator charging fuses for continu-
ity.
 Fuses are continuous: Go to 3.
 Fuses are broken: Replace fuse
3. Check that alternator belt is tight/functioning
 Belt is tight with no signs of wear: Go to 4.
 Belt is loose / damaged / missing: Tighten or replace
belt as necessary
4. Inspect alternator charge, ground, and ignition connec-
tions
 All connections are tight and free of corrosion: Go
to 5.
 Connections are loose or corroded: Clean and
retighten connections
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

5. Check continuity between alternator output and forklift
battery positive terminal (Clean any deposits)
 Continuous: Go to 6.
 No continuity: Locate short or break in charging
harness between alternator and battery positive ter-
minal
6. Measure alternator signal wire voltage at Key On.
 Voltage is not battery voltage: Locate short or dam-
age in alternator harness
 Voltage is battery voltage: Replace alternator
DTC 563: System voltage high
Foot Pedal Pin 1 --- ECU J3 T-MAP Pin 1 --- ECU C1
Foot Pedal Pin 2 --- ECU H3 T-MAP Pin 2 --- ECU C3
Foot Pedal Pin 3 --- ECU J4 T-MAP Pin 3 --- ECU C2
Foot Pedal Pin 4 --- ECU J3 T-MAP Pin 4 --- ECU C4
Foot Pedal Pin 5 --- ECU H4
Foot Pedal Pin 6 --- ECU J4: Go to 3.
 Continuities are other than above: Locate break/
short in harness and rectify
3. Test the sensor connector pins for continuity with
ground with Key Off for at least 25 seconds.
 The only grounded Pins are:
Throttle Body Pin 6 TPRail Pin 1

Possible Causes Foot Pedal Pin 3 TMAP Pin 4

A. Voltage regulator in alternator is damaged / defective Foot Pedal Pin 6
: Go to 4.
1. Measure battery voltage with Key Off.  Other Pins are grounded: locate short to ground and
 Voltage is less than 13.5 V: Go to 2. rectify
 Voltage is greater than 13.5 V: Allow battery to rest
to return to less than 13.5 V 4. Measure sensor connector pin voltages with Key On
with sensor disconnected.
2. Measure battery voltage with engine running at full  Voltages are:
throttle. Throttle Body Pin 1 is 3.75 +/- 0.5V TP Fuel Rail Pin 1 --- 0 +/- 0.5V
 Voltage is greater than 14.5 V: Replace or service Throttle Body Pin 2 is 5 +/- 0.5V TP Fuel Rail Pin 2 --- 5 +/- 0.5V
alternator Throttle Body Pin 3 is 5 +/- 0.5V TP Fuel Rail Pin 3 --- 5 +/- 0.5V
Throttle Body Pin 4 is 3.75 +/- 0.5V TP Fuel Rail Pin 4 --- 5 +/- 0.5V
Throttle Body Pin 5 is 0 +/- 0.5V
DTC 642: Sensor reference voltage “A” circuit low Throttle Body Pin 6 is 0 +/- 0.5V
DTC 643: Sensor reference voltage “A” circuit high
Foot Pedal Pin 1 --- 5 +/- 0.5V T-MAP Pin 1 --- 5 +/- 0.5V
DTC 652: Sensor reference voltage “B” circuit low
Foot Pedal Pin 2 --- 5 +/- 0.5V T-MAP Pin 2 --- 5 +/- 0.5V
DTC 653: Sensor reference voltage “B” circuit high Foot Pedal Pin 3 --- 0 +/- 0.5V T-MAP Pin 3 --- 5 +/- 0.5V
DTC 698: Sensor reference voltage “C” circuit low Foot Pedal Pin 4 --- 5 +/- 0.5V T-MAP Pin 4 --- 0 +/- 0.5V
DTC 699: Sensor reference voltage “C” circuit high Foot Pedal Pin 5 --- 5 +/- 0.5V
Foot Pedal Pin 6 --- 0 +/- 0.5V : Go to 5.
Possible Causes
A. Engine sensors are disconnected / damaged  If voltages are other than above, look for shorts to
B. Shorted or damaged engine harness power, replace ECU if none
C. ECU defective 5. Systematically replace sensors which are powered by
1. Are the throttle body, rail pressure/temperature, foot the offending reference channel
pedal, and TMAP sensors connected?  Retain the sensor change which results in the DTC
 Yes: Go to 2. not reappearing
 No: Connect and retest
2. Test Harness continuity at connectors with them discon- DTC 1001: Fuel shut-off valve “B” control circuit / open
nected from sensors. DTC 1002: Fuel shut-off valve “C” control circuit / open
 Continuities are
Throttle Body Pin 1 --- ECU G3 TP Fuel Rail Pin 1 --- ECU C4 These extra valves and associated DTCs are not in use on
Throttle Body Pin 2 --- ECU F3 TP Fuel Rail Pin 2 --- ECU E1 Clark forklifts
Throttle Body Pin 3 --- ECU Q3 TP Fuel Rail Pin 3 --- ECU D1
Throttle Body Pin 4 --- ECU G4 TP Fuel Rail Pin 4 --- ECU C3
Throttle Body Pin 5 --- ECU Q4
Throttle Body Pin 6 --- ECU F4

SM 709 TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-15

Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 1101: Manifold absolute pressure too high
DTC 1102: Manifold absolute pressure too low
This diagnostic detects MAP signals that are out of nor-
mal range and may indicate electronic or mechanical
faults.
Possible Causes
A. Manifold pressure sensor disconnected
B. Intake air filter clogged/dirty
C. Intake air plumbing is obstructed / restricted
D. Harness is shorted to ground
E. Harness wires are broken / damaged
F. MAP Sensor is defective
G. ECU defective
1. Is the MAP sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Is the air intake filter clean and free flowing?
 Yes: Go to 3.
 No: Replace filter and retest
3. Is the air intake plumbing clear of obstruction and free
flowing?
 Yes: Go to 4.
 No: Remove any obstruction and retest
4. Test for continuity between connector Pins and Chassis
Ground
 Only Pin 4 is continuous to ground: Go to 5.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
5. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4 : Go to 6.
 Anything other than above: Locate and Rectify har-
ness damage
6. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
Pin 1 is 5 +/- 0.5V
Pin 2 is 5 +/- 0.5V
Pin 3 is 5 +/- 0.5V
Pin 4 is 0 +/- 0.5V: Go to7.
 Voltage outputs out of specification: Replace ECU
7. Test manifold pressure sensor output at Key On.
 Manifold pressure not within 50 mBar of atmo-
spheric pressure: Replace MAP sensor
02(L-HMC)-6-16 • TROUBLE SHOOTING BY DTC
DTC 1103: Barometric pressure too high
Possible Causes
A. Plugged ECU vent hole
B. Defective ECU circuitry or sensor
1. Check that the vent hole on the ECU (black button-
sized plastic insert in center of diecast cover) is not
obstructed by oily deposits, sealant or paint that pre-
vents air from moving in/out (note: this type of failure
is highly unlikely. However, if the vent was in fact
sealed, and air in ECU was trapped, significant BAP
errors inside ECU would be driven by large altitude
changes (at least 500 m or 1500 feet), significant
weather changes and normal under hood temperature
changes (cold starting / hot running/ hot re-start).
2. Check barometric pressure using Juniper service tool at
key-on / 0 rpm.
 If the reported barometric pressure is more than +/-
100 mBar of that actual atmospheric pressure and
the MAP signal, then the code will be issued. Note
that small errors (such as 50 mbar) do not signifi-
cantly affect control system accuracy due to closed
loop correction.
 If the vent is clear then replace the ECU
DTC 1104: Intake air temperature too low
This diagnostic senses excessively low intake air tempera-
ture sensor with the T-MAP sensor mounted on the intake
manifold.
Possible Causes
A. Manifold temperature sensor disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. TMAP Sensor is defective
E. ECU defective
1. Is the TMAP sensor connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground
 Only Pin 4 is continuous: Go to 3.
 Pins 1, 2 or 3 are continuous: Locate and rectify
short in harness
3. Test harness continuity.
 Continuities are
T-MAP Connector Pin 1 --- ECU C1
T-MAP Connector Pin 2 --- ECU C3
T-MAP Connector Pin 3 --- ECU C2
T-MAP Connector Pin 4 --- ECU C4: Go to 4.
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
T-MAP Connector Pin 1 is 5 +/- 0.5V
T-MAP Connector Pin 2 is 5 +/- 0.5V
T-MAP Connector Pin 3 is 5 +/- 0.5V
T-MAP Connector Pin 4 is 0 +/- 0.5V: Go to 5.
 Voltage outputs out of specification: Replace ECU
5. Test manifold temperature sensor output at Key On.
 With a warm or cold engine, the reported intake
temperature should typically be between that ambi-
ent air temperature or less than coolant temperature
at Key On. If possible, let the engine cool down and
the intake temperature should approach ambient
temperature as does the coolant temperature sensor.
If there is a large discrepancy (more than +/- 5°C (9
°F) variance), then replace the T-MAP sensor as it
may be out of calibration: Replace TMAP sensor
DTC 1105: Fuel temperature too low
Possible Causes
A. Fuel rail temperature/pressure sensor disconnected
B. Vaporizer/Regulator is freezing
C. Harness is shorted to ground
D. Harness wires are broken / damaged
E. Fuel rail temperature/pressure sensor is defective
F. ECU defective
1. Is the vaporizer/regulator operating at engine coolant
temperature?
 Yes: Go to 2.
 No: Perform the engine coolant air bleed procedure
2. Is the Fuel rail temperature/pressure sensor connected?
 Yes: Go to 3.
 No: Reconnect and test again
3. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only TP rail sensor Pin 1 is continuous: Go to 4.
 Other Pins are continuous: Locate and rectify short
in harness
4. Test harness continuity.
 Continuities are
TP rail sensor Pin 1 --- ECU C4
TP rail sensor Pin 2 --- ECU E1
TP rail sensor Pin 3 --- ECU D1
TP rail sensor Pin 4 --- ECU C3: Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
SM 709
5. Test ECU voltage outputs at Key On.
 Connector
TP rail sensor Pin 1 is 0 +/- 0.5V
TP rail sensor Pin 2 is 5 +/- 0.5V
TP rail sensor Pin 3 is 5 +/- 0.5V
TP rail sensor Pin 4 is 5 +/- 0.5V: Go to 6.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
6. Check for similar DTC using another sensor
 Cleared DTC does not return with new sensor, but
does when returning to original: Replace sensor.

DTC 1106: Engine oil pressure sensor open
circuit
Possible Causes
Oil pressure switch disconnected
Short or damaged harness
Oil pressure switch defective
ECU defective
Is the oil pressure switch connected?
Yes: go to 2.
No: Connect and test again
Test for continuity between oil pressure switch connector
Pin and Chassis Ground with Key off for at least 25 sec-
onds.
Pin is not continuous with ground: Replace oil pressure
switch and retest.
Pin is continuous: Go to 3.
Test harness continuity.
Continuities are:
Oil Pressure Switch Pin 1 --- ECU E2: Go to 4.
Anything other than above: Locate and Rectify harness
damage
Test ECU voltage output at Key On.
Connector:
Pin 1 is 12 +/- 2V: Every should be fine, retest.
Voltage outputs out of specification: Replace ECU and
retest.
DTC 2100: Throttle actuator control motor
open
DTC 2102: Throttle actuator control motor cir-
cuit low
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-17
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
DTC 2103: Throttle actuator control motor cir-
cuit high
Possible Causes
A. Electronic throttle body disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Electronic throttle body sensor is defective
E. ECU defective
1. Is the Electronic throttle body connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only Pin 6 is continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 5 --- ECU Q4
Electronic throttle body connector Pin 6 --- ECU F4:
Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
Electronic throttle body connector Pin 3 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 5 is 0 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/- 0.5V:
Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Connect a new throttle body and test for DTCs.
 Cleared DTC does not return with new throttle, but
does when returning to original: Replace electronic
throttle body
02(L-HMC)-6-18 • TROUBLE SHOOTING BY DTC
DTC 2109: Throttle position sensor “A” minimum
stop performance
DTC 2113: Throttle position sensor “B” minimum
stop performance
Possible Causes
A. Electronic throttle body is physically obstructed
B. Electronic throttle body output has varied due to exces-
sive wear
C. Harness is shorted to ground
D. Harness wires are broken / damaged
E. Electronic throttle body sensor is defective
F. ECU defective
1. Conduct a “Learn TPS min max stop positions” diag-
nostic using Juniper service tool, and clear DTCs.
 DTC persists: Go to 2.
2. Remove air inlet hose and inspect throttle actuation
 Throttle valve is clear of obstruction, and fully
opens/closes when the “learn TPS min max posi-
tions” diagnostic is performed: Go to 3.
 Throttle valve operation is restricted: Remove
restriction
3. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only Pin 6 is continuous: Go to 4.
 Other Pins are continuous: Locate and rectify short
in harness
4. Test harness continuity.
 Continuities are
Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 5 --- ECU Q4
Electronic throttle body connector Pin 6 --- ECU F4:
Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
5. Test ECU voltage outputs at throttle connector with Key
On with sensor disconnected.
 Connector
Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
Electronic throttle body connector Pin 3 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 5 is 0 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/- 0.5V:
Go to 6.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
6. Connect a new throttle body and test for DTCs.
 Cleared DTC does not return with new throttle, but
does when returning to original: Replace electronic
throttle body
DTC 2122: Pedal position sensor “D” circuit low input
DTC 2123: Pedal position sensor “D” circuit high input
DTC 2127: Pedal position sensor “E” circuit low input
DTC 2128: Pedal position sensor “E” circuit high input
Possible Causes
A. Foot pedal position sensor (FPP) disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Foot pedal position sensor is defective
E. ECU defective
1. Is the FPP connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off.
 Only Pins 3 and 6 are continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Foot Pedal position sensor connector Pin A --- ECU J3
Foot Pedal position sensor connector Pin B --- ECU H3
Foot Pedal position sensor connector Pin C --- ECU J4
Foot Pedal position sensor connector Pin D --- ECU J3
Foot Pedal position sensor connector Pin E --- ECU H4
Foot Pedal position sensor connector Pin F --- ECU J4:
Go to 4.
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
Foot Pedal position sensor connector Pin A is 5 +/- 0.5V
Foot Pedal position sensor connector Pin B is 5 +/- 0.5V
Foot Pedal position sensor connector Pin C is 0 +/- 0.5V
Foot Pedal position sensor connector Pin D is 5 +/- 0.5V
Foot Pedal position sensor connector Pin E is 5 +/- 0.5V
Foot Pedal position sensor connector Pin F is 0 +/- 0.5V:
Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Check FPP voltage outputs using Juniper service tool
with 0% throttle command.
SM 709
 FPP1 is greater than 4950 mV or FPP2 is less than
50 mV: Replace FPP
6. Check FPP voltage outputs using Juniper service tool
with 100% throttle command.
 FPP1 is less than 50 mV or FPP2 is greater than
4950 mV: Replace FPP
DTC 2135: Throttle pedal position sensors “A” /
“B” voltage correlation
Possible Causes
A. Electronic throttle body disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Electronic throttle body sensor is defective
E. ECU defective
1. Is the Electronic throttle body connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Conduct a “Learn TPS min max stop positions” diag-
nostic using Juniper service tool, and clear DTCs.
 DTC persists: Go to 3.
3. Test for continuity between connector Pins and Chassis
Ground with Key Off.
 Only Pin 6 is continuous: Go to 4.
 Other Pins are continuous: Locate and rectify short
in harness
4. Test harness continuity.
 Continuities are
Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 5 --- ECU Q4
Electronic throttle body connector Pin 6 --- ECU F4:
Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
5. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector
Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
Electronic throttle body connector Pin 3 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 5 is 0 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/-
0.5V: Go to 6.
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-19
Group 02(L-HMC Theta 2.4), FUEL SYSTEM
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
6. Connect a new throttle body and test for DTCs.
 Cleared DTC does not return with new throttle, but
does when returning to original: Replace electronic
throttle body
DTC 2138: Pedal position sensor “D” / “E” voltage
correlation
Possible Causes
A. Foot pedal position sensor (FPP) disconnected
B. Harness is shorted to ground
C. Harness wires are broken / damaged
D. Foot pedal position sensor is defective
E. ECU defective
1. Is the FPP connected?
 Yes: Go to 2.
 No: Reconnect and test again
2. Test for continuity between connector Pins and Chassis
Ground with Key Off.
 Only Pins 3 and 6 are continuous: Go to 3.
 Other Pins are continuous: Locate and rectify short
in harness
3. Test harness continuity.
 Continuities are
Foot Pedal position sensor connector Pin A --- ECU J3
Foot Pedal position sensor connector Pin B --- ECU H3
Foot Pedal position sensor connector Pin C --- ECU J4
Foot Pedal position sensor connector Pin D --- ECU J3
Foot Pedal position sensor connector Pin E --- ECU H4
Foot Pedal position sensor connector Pin F --- ECU J4:
Go to 4
 Anything other than above: Locate and Rectify har-
ness damage
4. Test ECU voltage outputs at Key On with sensor dis-
connected.
 Connector Foot Pedal position sensor connector Pin
A is 5 +/- 0.5V
Foot Pedal position sensor connector Pin B is 5 +/- 0.5V
Foot Pedal position sensor connector Pin C is 0 +/- 0.5V
Foot Pedal position sensor connector Pin D is 5 +/- 0.5V
Foot Pedal position sensor connector Pin E is 5 +/- 0.5V
Foot Pedal position sensor connector Pin F is 0 +/- 0.5V:
Go to 5.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
5. Check FPP voltage outputs using Juniper service tool
with 0% throttle command.
02(L-HMC)-6-20 • TROUBLE SHOOTING BY DTC
 FPP1 is greater than 4950 mV or FPP2 is less than
50 mV: Replace FPP
6. Check FPP voltage outputs using Juniper service tool
with 100% throttle command.
 FPP1 is less than 50 mV or FPP2 is greater than
4950 mV: Replace FPP
DTC 2163: Throttle position sensor “A” maximum
stop performance
DTC 2164: Throttle position sensor “B” maximum
stop performance
Possible Causes
A. Electronic throttle body output has varied due to exces-
sive wear
B. Electronic throttle body is physically obstructed
C. Harness is shorted to ground
D. Harness wires are broken / damaged
E. Electronic throttle body sensor is defective
F. ECU defective
1. Conduct a “Learn TPS min max stop positions” diag-
nostic using Juniper service tool, and clear DTCs.
 DTC persists: Go to 2.
2. Remove air inlet hose and inspect throttle actuation
 Throttle valve is clear of obstruction, and fully
opens/closes when the “learn TPS min max posi-
tions” diagnostic is performed: Go to 3.
 Throttle valve operation is restricted: Remove
restriction
3. Test for continuity between connector Pins and Chassis
Ground with Key Off for at least 25 seconds.
 Only Pin 6 is continuous: Go to 4.
 Other Pins are continuous: Locate and rectify short
in harness
4. Test harness continuity.
 Continuities are
Electronic throttle body connector Pin 1 --- ECU G3
Electronic throttle body connector Pin 2 --- ECU F3
Electronic throttle body connector Pin 3 --- ECU Q3
Electronic throttle body connector Pin 4 --- ECU G4
Electronic throttle body connector Pin 5 --- ECU Q4
Electronic throttle body connector Pin 6 --- ECU F4:
Go to 5.
 Anything other than above: Locate and Rectify har-
ness damage
5. Test ECU voltage outputs at throttle connector with Key
On with sensor disconnected.
 Connector
Electronic throttle body connector Pin 1 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 2 is 5 +/- 0.5V
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Electronic throttle body connector Pin 3 is 5 +/- 0.5V
Electronic throttle body connector Pin 4 is 3.75 +/- 0.5V
Electronic throttle body connector Pin 5 is 0 +/- 0.5V
Electronic throttle body connector Pin 6 is 0 +/- 0.5V:
Go to 6.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
6. Connect a new throttle body and test for DTCs.
 Cleared DTC does not return with new throttle, but
does when returning to original: Replace electronic
throttle body
DTC 2195: O2 sensor signal stuck lean bank 1 sensor 1
DTC 2196: O2 sensor signal stuck rich bank 1 sensor 1
Possible Causes
A. Fuel pressure out of specification
B. Pre Catalyst oxygen sensor disconnected
C. Harness is shorted to ground
D. Harness wires are broken / damaged
E. Pre Catalyst oxygen sensor is defective
F. Fuel rail/ injection hoses damaged/plugged
G. Base engine out of specification
H. ECU defective
1. Is the fuel level low?
 No: Go to 2.
 Yes: Replace fuel tank
2. Is the pre catalyst oxygen sensor connected?
 Yes: Go to 3.
 No: Connect and retest
3. Is the absolute fuel rail pressure greater than 2000 mBar
and less than 3000 mBar at Key on?
 Yes: Go to 4.
 No: Ensure fuel shutoff valve is operating, if prob-
lem persists, replace regulator
4. Is the absolute fuel rail pressure greater than 1200 mBar
and less than 2200 mBar at idle?
 Yes: Go to 5.
 No: Ensure manifold vacuum reference is connected
to regulator, then replace gaseous fuel filter if prob-
lem persists
5. Test for continuity between O2 sensor connector Pins
and Chassis Ground with Key Off.
 Only Pin 1 is continuous: Go to 6.
 Other Pins are continuous: Locate and rectify short
in harness
6. Test harness continuity.
 Continuities are
Lambda 1 connector Pin 1 --- ECU M4
SM 709
Lambda 1 connector Pin 2 --- ECU L1
Lambda 1 connector Pin 3 --- ECU M2
Lambda 1 connector Pin 4 --- Engine Main
Relay Receptacle B Pin 87 : Go to 7.
 Anything other than above: Locate and Rectify har-
ness damage
7. Test ECU voltage outputs at oxygen sensor 1 connector
at Key On with sensor disconnected.
 Connector
Lambda 1 connector Pin 1 is 0 +/- 0.5V
Lambda 1 connector Pin 2 is 2 +/- 1V
Lambda 1 connector Pin 3 is 0 +/- 0.5V
Lambda 1 connector Pin 4 is battery V +/-
0.5V: Go to 8.
 Voltage outputs out of specification: Check for
shorts to battery voltage, replace ECU if none
8. Compare oxygen sensors 1 and 2 outputs using Juniper
service tool at warm idle.
 Both sensors are reading rich (greater than 450 mV)
or lean (less than 450 mV) or are cycling through
450 mV: Go to 9.
 One sensor is stuck lean (less than 450 mV) while
the other is stuck rich (greater than 450 mV):
Replace pre catalyst oxygen sensor
9. Check for fuel injector leakages using active diagnostic
procedure in Juniper service tool.
 Leakage is less than 10 mBar: Go to 10.
 Leakage is greater than 10 mBar: Inspect gaseous
fuel lines for leaks, replace fuel injector rail.
10. Compare short term fuel trim using Juniper service
tool at idle with another fuel rail.
 short term fuel trims differ by less than 0.20: Go to
11.
 Short term fuel trims differ by more than 0.20:
Replace fuel rail
11. Inspect whether base engine is within specification,
including cylinder compression, intake/exhaust valve
clearances, intake and exhaust leaks. Also verify PCV
system.
 On older engines or those with poor oil maintenance
assess the combustion blow (past piston rings) by at
idle by pulling the PCV valve out of the valve cover
(allowing fresh air to enter PCV valve and flow to
intake manifold) and determine if the short term fuel
trim changes by at least 15% indicating significantly
increased airflow and better volumetric efficiency. If
the blow-by is high at idle, piston rings and the cyl-
inder walls may dictate an engine rebuild.
 Repair any issues found
TROUBLE SHOOTING BY DTC • 02(L-HMC)-6-21
Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC 2228: Barometric pressure circuit low  Determine if the switch does not function properly:
DTC 2229: Barometric pressure circuit high If necessary, replace it.

Possible Causes
A. Defective ECU
1. Check barometric pressure using Juniper service tool.
 Reported barometric pressure differs from atmo-
spheric pressure by more than 100 mBar: Replace
ECU

DTC 2560: Engine coolant level low

May not be present on every Clark forklift
Possible Causes
A. Engine coolant level low
B. Coolant level sensor disconnected
C. Harness is shorted/damaged
D. Coolant level sensor damaged / defective
E. Defective ECU
1. Is the engine coolant level full?
 Yes: Go to 2.
 No: Fill coolant, perform air bleed procedure and
test for DTC
2. Is the coolant level sensor connected?
 Yes: Go to 3.
 No: Reconnect and retest
3. Test the harness for continuity, shorts to ground or
power, and continuity with ECU connector.
 Test harness continuity.
 Continuities are
Auxiliary Coolant Sensor Pin 1 --- ECU 17A (Vref)
Auxiliary Coolant Sensor Pin 2 --- ECU L1
 No shorts present, continuity between connector and
ECU: Go to 4.
 Shorts present, or break in harness continuity:
Repair and test again
4. Test sensor connecter voltages at Key on with sensor
disconnected.
 ECU voltage outputs
Auxiliary Coolant Sensor Pin 1 is 0V +/- 0.5 V
Auxiliary Coolant Sensor Pin 2 is equal to volt-
age feed to sensor / dash light (i.e. 12 V
approx.)
 Both voltages are within specification: Go to 5.
 Voltage at pin 1 is out of specification: Replace ECU
5. Disconnect and remove coolant level switch and test
functionality in external water/coolant mixture with a
multimeter.

02(L-HMC)-6-22 • TROUBLE SHOOTING BY DTC SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 7

DIAGNOSTIC SERVICE TOOL

Communication between the Engine Control Unit (ECU) Tool Functions

and a computer can be established by using the Juniper
Tool.
The tool allows for a wide range of diagnostic functions
and for easier identification of engine problems
Simple to use and easy to read screens
• Check real-time parameters
• Log real-time data at high speed (5Hz)
• Read Diagnostic Trouble Codes (DTC)
 Engine snapshot information available
 Clear DTC command available
• Perform active diagnostic routines
 Recalibrate throttle position sensors
 Check for fuel leakages
• Download calibrations and new software (Advanced
version)
• Check engine information (hours, injections, average
data, serial number, etc.)

Tool Features
• Four languages currently available
 English
 Spanish
 French
 Portugese
• Two access levels:
 Basic level, for common servicing
 Advanced level, for dealers for calibration upload-
ing: accessed with a password
• Compatibility
 Windows Vista
 Windows XP
 Windows 2000
• Units are Metric

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM
Components Required
• Minimum Software Requirements
 PC with Windows Vista, XP or 2000
 Minimum of 800x600 screen resolution
 CD-ROM or DVD-ROM drive required
• Juniper tool
• Standard USB A-B cable
• RS-232 to CAN cable
02(L-HMC)-7-2 • DIAGNOSTIC SERVICE TOOL
Installing the Software and Driver
• You must install the 1) Juniper Software, and 2) USB
Connect Driver in order to connect the computer to
the ECU
• Juniper Software Installation Instructions
1. Insert CD into computer
2. Click on “Start”, then “My Computer”
3. Double-click on “DVD/CD-RW Drive” or “CD
Drive” (usually the D: Drive)
4. Double-click on “Juniper 1.0.0.1 INSTALL”
directory
5. Double-click on “setup.exe”
6. Follow the instructions until software is success-
fully installed. The “Juniper” icon displayed here
should appear on the desktop.
• USB Connect Driver Installation Instructions
1. Make sure the CD is still inserted in the com-
puter
2. Plug one end of the USB cable into the Juniper
Tool and the other end in a free USB port on
your computer
3. The window below should appear. Select “Install
from a list or specific location (Advanced)”, then
click on “Next >”
SM 709
 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

4. Select “Don’t search. I will choose the driver to 7. Click on “Browse”

install”, then click on “Next >”

8. Select the CD drive (usually D:) in “Look In”,

double-click on the “USBConnect Driver 1.02”
directory, and select the first file. If you are
using Windows 98, use the second file. If you
are using Windows XP 64-bit edition, use the
third file.

5. In the list, scroll down, select “Universal Serial

Bus controllers” and then click on “Next >”

9. Select the second “USBConnect – MTA inter-

face” option, then click on “Next >”

6. Click on the “Have Disk” button

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

10. The PC will start installing the driver. When the
window below appears, click on “Finish” and the
driver installation will be complete
Connecting to the ECU
• To connect to the ECU, connect the Juniper Tool to
the computer using the USB cable, then use the RS-
232 to CAN cable to connect the other end to the har-
ness
• The program will be connected as soon as the ignition
is turned on, and up to one minute after the ignition is
turned off

***Note that if you want to use other USB ports on

your computer in the future, you may need to repeat
the process for each port

Starting the Program and Logging In

• You can start the program two ways:
1. Using the Start Menu: Start ˧ All Programs ˧
Juniper ˧ Juniper
2. Using the desktop shortcut icon
labeled “Juniper”

• The logo screen (shown below) will prompt you for a

language, login level, and password (if needed)
 There are three access levels:
• Basic (no password): General access to read
data, clear DTCs, perform diagnostic routines
• Advanced (password required): All of the
above, plus the ability to edit ECU parameters,
and load new software/calibrations.
• EOL (password required): End-of-line access
for Juniper factory use only.

02(L-HMC)-7-4 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Gauges Tab: Main Screen (Not Connected)

Gauges Tab: Connecting to Engine

Tool and ECU connection status

Tool not connected and ECU not

linked to computer

Tool connected with computer

but ECU not linked with tool

Tool connected and ECU linked

to computer

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Gauges Tab: Main Screen (Connected)

Gauges Tab: Logging ECU Data

Logging Controls

Pause Screen Start

Updating Recording

When logging commences, “REC” button changes from a blue

Stop
button with a triangle to a red button with a square. Recording
To stop logging, click on the red button. A prompt will ask for
confirmation to end the acquisition.

02(L-HMC)-7-6 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Gauges Tab: Logging ECU Data

• The user will then be prompted for a save location.
• Save the file in a location that is easy to remember, such as the Desktop or My Documents so that it can be accessed
later.

Gauges Tab: Logging ECU Data (2)

• The log file is in Comma Separated Value format, or CSV
• This format is easily opened by Microsoft Excel, Open Office Calc or any other spreadsheet program

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Nominal Values Tab

• This page familiarizes the user with typical values that should be seen when the engine is on

Parameters Tab
• The “Parameters” tab allows the user to see various real-time engine parameters
• You can pause the automatic refreshing of the screen by using the pause button.
• The logging function is exactly like the “Gauges” tab
• A print function is also available to print a snapshot of the values of the current page directly to an attached printer

02(L-HMC)-7-8 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Parameters Tab: Engine 1

• Basic real-time parameters from the ECU and engine sensors

Parameters Tab: Engine 2

• Basic real-time parameters from the ECU and engine sensors

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Parameters Tab: Calculated and Learned Values

• These values are calculated or estimated by the ECU based on look-up data or previous operation

Parameters Tab: Diagnostic Values

• These are values that are relevant to the On-Board Diagnostic (OBD) system of the forklift

02(L-HMC)-7-10 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Parameters Tab: Calibrated Parameters

• These are parameters that are determined by manual calibration or by ECU calibration routines

ECU ID Tab: ECU Identification and Information

• These are parameters that provide identification information of the ECU and vehicle

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-11

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC Tab: Diagnostic Trouble Codes

• Allows for viewing of the current DTCs that are present and stored on the ECU.

DTC Tab: DTC Snapshots

Double Click to
show snapshot

DTC Snapshot

02(L-HMC)-7-12 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC Tab: Function Buttons

• There are buttons at the top of the DTC page that allow you to save the current DTCs to a text file, and to print the
DTCs directly to an attached printer

DTC Tab: DTC Function Buttons (2)

• There are buttons at the bottom of the DTC page that allow you to clear, refresh, pause automatic refresh, and pull up
the DTC manual

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-13

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC Tab: DTC Function Buttons (3)

• CLEAR
 Can only be activated when during key-on and when the engine is off
 Clears all PRESENT and STORED DTCs permanently from memory of the ECU
 Allows user to more easily determine whether a fault has been fixed
• REFRESH DTCs
 Clicking on this when the ECU is connected will ensure ALL present and stored DTCs are shown on the screen
 Keep in mind that this page automatically refreshes every 5 seconds anyway
• DTC MANUAL
 This button brings up the document that describes all DTCs in detail
• PAUSE REFRESH
 If the DTC buffer is full, it will automatically and repeatedly scroll to the top to show the most current DTC
 Using this button will allow you to pause the automatic refresh so you can scroll freely

Diagnostics Tab: Diagnostic Values

• Diagnostic values can only be accessed with key-on and when the engine is not running
• Voltage Inputs show detailed voltage inputs that are relevant to the OBD system

02(L-HMC)-7-14 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Diagnostics Tab: Active Diagnostics

• These allow for manual setting of various actuators for easier troubleshooting

Diagnostics Tab: Diagnostic Routines

• These routines allow for throttle self-calibration, and fuel leakage checking

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-15

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Diagnostics Tab: Diagnostic Routines (2)

• To activate diagnostic routine, double-click on circle, and program will indicate when the test is in progress, and
when the test is complete

1. Double-click

2. Test in progress

3. Test complete

Diagnostics Tab: Diagnostic Routines (3)

• The bottom of the page will also show whether or not a test is in progress

02(L-HMC)-7-16 • DIAGNOSTIC SERVICE TOOL SM 709

 Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Edit Parameters Tab (Advanced)

• This page allows for editing of ECU and vehicle identification parameters

Download Tab: Calibrations and Software (Advanced)

• This page allows for updating of software and calibration
• Software files have the filename extension “.mot” and calibration files have the filename extension “.cal”
• Calibration update MUST be performed immediately after software update. Calibration version must match software
version
• Key-off for at least 20 seconds after calibration update to allow for proper software updating (or key-off until pro-
gram loses connection to ECU)

SM 709 DIAGNOSTIC SERVICE TOOL • 02(L-HMC)-7-17

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Calibration Naming Conventions

02(L-HMC)-7-18 • DIAGNOSTIC SERVICE TOOL SM 709

 GROUP 02 (GM-TIER4)

GROUP 02 (GM-TIER4)

PSI FUEL SYSTEM

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 709 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 709
! 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 709 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 709
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 709
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 709 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 709
• 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 709
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 709 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 and federal regulations may require equipment opeatos to conduct
compreshensive engine/equipment inspections at more periodic intervals than thost specified above.

SM 709 02(GM-T4)-2-7
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 3

LPG Fuel System

MOBILE ENGINE FUEL SYSTEM SCHEMATIC

SM 709 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 709
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 709 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 709 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 709
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 709 02(GM-T4)-3-6
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 4

GASOLINE Fuel System

MOBILE ENGINE GASOLINE FUEL SYSTEM SCHEMATIC

SM 709 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 709
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 709 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 709 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 709
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 709 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. Verify HEGO switching
Fuel System Check
between lean and rich. IMPORTANT! Normal HEGO switching indicates the fuel sys-
tem is in closed loop and operating correctly at that time.
5. Take a data snapshot using the DST under the condition that the symptom occurs 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 sealing surfaces.
• Check for proper installation of the mixer assembly.
• Check for air leaks at the mixer assembly.

Visual and Physical 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 or cuts.
• The following symptom tables contain groups of possible causes for each symptom. The
order of these procedures is not important. If the DST readings do not indicate a problem,
then proceed in a logical order, easiest to check or most likely to cause the problem.

SM 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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.

SM 709 02(GM-T4)-5-13
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-5-14
 Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 6

Electrical Section

SM 709 02(GM-T4)-6-1
 Group 02(GM-Tier4), PSI FUEL SYSTEM

1.6L LPG 1.6L Duel Fuel

SM 709 02(GM-T4)-6-2
 Group 02(GM-Tier4), PSI FUEL SYSTEM

1.6L Gasoline

SM 709 02(GM-T4)-6-3
 Group 02(GM-Tier4), PSI FUEL SYSTEM

3.0L Duel Fuel 3.0L LPG

SM 709 02(GM-T4)-6-4
 Group 02(GM-Tier4), PSI FUEL SYSTEM

3.0L Gasoline

SM 709 02(GM-T4)-6-5
 Group 02(GM-Tier4), PSI FUEL SYSTEM

4.3L Duel Fuel 4.3L LPG

SM 709 02(GM-T4)-6-6
 Group 02(GM-Tier4), PSI FUEL SYSTEM

4.3L Gasoline

SM 709 02(GM-T4)-6-7
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-8
 Group 02(GM-Tier4), PSI FUEL SYSTEM

• Insert the CD into your computer and select LATEST_GCP_DISPLAY

• Open the ECOM_Driver Folder

SM 709 02(GM-T4)-6-9
 Group 02(GM-Tier4), PSI FUEL SYSTEM

• 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

SM 709 02(GM-T4)-6-10
 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

SM 709 02(GM-T4)-6-11
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-12
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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

SM 709 02(GM-T4)-6-13
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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 Display → 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.”

SM 709 02(GM-T4)-6-14
 Group 02(GM-Tier4), PSI FUEL SYSTEM

• 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.

SM 709 02(GM-T4)-6-15
 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.

SM 709 02(GM-T4)-6-16
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-17
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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

SM 709 02(GM-T4)-6-18
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-19
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.”

SM 709 02(GM-T4)-6-20
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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

SM 709 02(GM-T4)-6-21
 Group 02(GM-Tier4), PSI FUEL SYSTEM

• 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.

SM 709 02(GM-T4)-6-22
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-23
 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

SM 709 02(GM-T4)-6-24
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-25
 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.

SM 709 02(GM-T4)-6-26
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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.

SM 709 02(GM-T4)-6-27
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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

SM 709 02(GM-T4)-6-28
 Group 02(GM-Tier4), PSI FUEL SYSTEM

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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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.
10 • Start the engine and operate the vehicle to full
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 709 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 709 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 709 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 709 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.

SM 709 02(GM-T4)-6-53
 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 709 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 709 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 709 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 709 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 709 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 709 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
3 • Jump the 5 volt reference pin 3 and MAP signal
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 709 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 709 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 709 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 709 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?

SM 709 02(GM-T4)-6-64
 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.

SM 709 02(GM-T4)-6-65
 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 709 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 709 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 709 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.

SM 709 02(GM-T4)-6-69
 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 709 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 709 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)

SM 709 02(GM-T4)-6-72
 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 709 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 709 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 709 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 709 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 709 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 709 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
3 • Key ON
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
3 • Key ON
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
connector C015 Repair the circuit
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 709 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 709 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 709 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
connector C015 Repair the circuit
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
• tank Intermittent prob-
lem. See intermit-
3 • Start the engine and let it idle until the engine
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
• Using a DVOM check the resistance value
3 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
4 • Key ON
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 709 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 709 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
• Using a DVOM check for continuity through the
3 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 709 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 709 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 709 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 709 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
4 • Key ON
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 709 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 709 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 709 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 709 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
• Using a DVOM check the resistance value
3 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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-
5 • C001
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 709 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 709 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 709 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
2 • The EGO sensor installed securely and the wire
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 709 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 709 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 709 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 709 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 709 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
2 • The EGO sensor is installed securely and the wire
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 709 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 709 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-
5 • C001
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 709 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 709 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 709 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
2 • The EGO sensor is installed securely and the wire
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
• Disconnect the EPR connector C018 Repair the open
ground circuit as
8 • Disconnect the ECM connector C001
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 709 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.
15 • Start the engine and operate the vehicle to full
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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.
6 • Start the engine and operate the vehicle to full
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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
• Using a DVOM check for voltage between the
7 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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 709 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
• Disconnect ECM connector C001 Repair the open 5
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 709 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 709 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 709 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
• Using a DVOM check for voltage between the
7 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 709 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 709 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
3 • Key ON
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 709 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 709 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 709 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 709 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 709
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 709 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 709
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 709
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 709 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 709, Jun ’04 Group 03, Intake And Exhaust System

 Group 03, Intake and Exhaust System
Section 1
Intake and Exhaust Systems
Specifications and Description
Specifications
Air Cleaner Type: Canister style with replaceable paper
element and air-restriction indicator.
Fastener Torques
Canister Hose Clamp Torques: 1.5-2.5 N˜m (1.09-1.8 ft-lb)
Gas/LPG Air Horn Intake Hose Clamp Torques: 1.9-2.9
N˜m (1.3-2.1 ft-lb)
Diesel Air Horn Intake Hose Clamp Torques: 1.5-2.5 N˜m
(1.1-1.8 ft-lb)
Canister Bracket Mounting Nut Torques: 20-25 N˜m
(14.5-18.5 ft-lb)
Service Intervals
Air Cleaner (Filter) Replacement:
• Gas/LPG trucks, replace every 2000 hours
• Diesel trucks, replace every 1000 hours.
IMPORTANT
Filter replacement intervals also depend on
operating conditions. The filter canister and
element should be check visually at regular
intervals to check for leaks, holes, or other
conditions that will affect the air restriction
indicator. Air cleaner should be serviced
when the air restriction indicator shows ser-
vice is required.
An optional safety element is also available
which fits inside the standard element. If the
optional element becomes dirty, the standard
element is also bad and both inner (optional
element) and outer (standard element)
should be changed.
Air Hoses and Clamps Inspection: Every 50-250 hours or
each PM.
Exhaust Pipe and Muffler Inspection: Every 50-250 hours
or each PM.
SM 709, Jun ’04 Intake and Exhaust Systems Specifications and Description • 03-1-1
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.
The air cleaner used on the truck is a canister style filter
with a large centrifugal air pre-filter and a larger filter ele-
ment to increase service intervals. A dirt ejector port of
the bottom of the canister allows particles to be expelled
from, rather than trapped in, the filter. Some trucks are
equipped with an “air restriction indicator” that warns the
driver of dirty and restricted air intake. The air cleaner
should only be serviced when the air restriction indicator
shows service is required or every 2000 hours. However,
the system components should be visually checked regu-
larly for leaks, holes, or other damage that could affect the
readings of the air restriction indicator. The air restriction
indicator light is in the driver’s instrument pod.
The air filter assembly includes intake and outflow hoses,
the filter cannister, the filter element, the air restriction
indicator, the dirt ejector, and a mounting clamp. The air
intake opening is located in a leg of the operator’s cell,
high enough above the ground to prevent excessive dust
and dirt from entering the system. The outflow hose is
connected to the gas or LPG carburetor or the diesel
intake manifold. The mounting bracket for the canister is
under the seat deck to the driver’s left and is easy to reach
for service.
Group 03, Intake and Exhaust System

Intake Manifold

Removal and Installation

Removal steps
1. Water outlet 4. Engine hanger
2. Gasket 5. Intake manifold
3. Thermostat 6. Gasket

03-1-2 • Intake and Exhaust Systems Specifications and Description SM 709, Jun ’04
 Group 03, Intake and Exhaust System

Section 2

Intake System Troubleshooting

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

SM 709, Jun ’04 Intake System Troubleshooting • 03-2-1

 Group 03, Intake and Exhaust System

Section 3

Intake System Service

Use the illustrations on the following pages to service the NOTE

intake system, including changing the air filter element. Do not try to air clean and blow out the filter.
Illustrations for the gas-, diesel-, and LPG-engine trucks Filter is further clogged by air cleaning.
are included. Always replace with a new filter element.
NOTE
6. Reseat the canister cover, making sure that it fits
The air restriction indicator gauges vacuum
tightly around the canister.
present in the system. For gas/LPG engines,
the filter should be replaced every 2000 7. Close and latch the canister cover clamps.
hours. For diesel engines, the filter should be
8. Close and latch the seat deck.
replaced every 900-1000 hours. Regularly
check the system components, however, to
check for leaks, holes, or other damage that Air Cleaner Removal
could affect the air restriction indicator.
1. Remove the two bolts that mount the canister to the
frame.
! CAUTION 2. Loosen the clamp and remove the hose from the
SAFE PARKING. Before working on truck: engine air horn. On LPG engines, hose is connected
directly to the carburetor.
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no 3. Remove the hose from the leg of the overhead guard
gaps or breaks. cell.
2. Put upright in vertical position and fully 4. Remove the air cleaner canister and hosing from the
lower the forks or attachment. truck.
3. Put all controls in neutral. Turn key
switch OFF and remove key. Air Cleaner Replacement
4. Apply the parking brake and block the Installation is the reverse order of removal.
wheels.
• Torque the hose clamp bolts to 1.9-2.9 N•m (1.3-
2.1 ft-lb).
Air Filter Replacement • Torque canister bracket mounting bolts to 20-25
1. Tilt the steering column forward and raise the seat N•m (14.8-18.5 ft-lb).
deck. The air filter canister is located to the left of the
driver’s seat.
2. Inspect the components and look for fan-shaped dust
accumulation at all hose connections. Clean compo-
nents of dust, dirt, and other contaminants that might
enter the system on disassembly.
3. Remove the canister cover clamps and remove the
filter element.
4. Clean the inside of the air filter canister.
5. Install the new filter element. Be sure that the filter
element is fully seated in the canister.

SM 709, Jun ’04 Intake System Service • 03-3-1

Group 03, Intake and Exhaust System

Air Filter - Gas Engine

Torque 2.9~3.9 N.m

(2.1~2.9 lb.ft)

Air filter element canister

Outflow hose

Air horn

Torque 20~25 N.m

(14.8~18.5 lb.ft)

Operator's cell leg Torque 20~25 N.m

(14.8~18.5 lb.ft)

Intake hose

03-3-2 • Intake System Service SM 709, Jun ’04

 Group 03, Intake and Exhaust System

Air Filter - Diesel Engine

Operator's cell leg

Torque 2.9~3.9 N.m

(2.1~2.9 lb.ft)

Air filter element canister

Outflow hose

Torque 20~25 N.m

(14.8~18.5 lb.ft)

Torque 20~25 N.m

Intake hose (14.8~18.5 lb.ft)

SM 709, Jun ’04 Intake System Service • 03-3-3

Group 03, Intake and Exhaust System

Air Filter - LPG Engine

Operator's cell leg

Torque 2.9~3.9 N.m Air filter element canister

(2.1~2.9 lb.ft)

Outflow hose

Connector to vent hose

from velocity governor

Torque 2.9~3.9 N.m

Torque 20~25 N.m
(2.1~2.9 lb.ft)
(14.8~18.5 lb.ft)

Intake hose

Torque 20~25 N.m

(14.8~18.5 lb.ft)

(C15-35)

Operator's cell leg

Torque 2.9~3.9 N.m Air filter element canister

(2.1~2.9 lb.ft)

Outflow hose

Torque 2.9~3.9 N.m

(2.1~2.9 lb.ft)

Torque 20~25 N.m

(14.8~18.5 lb.ft)

Intake hose
Torque 20~25 N.m
(14.8~18.5 lb.ft)
(C15-32C)

03-3-4 • Intake System Service SM 709, Jun ’04

 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 709, Jun ’04 Exhaust Systems • 03-4-1

Group 03, Intake and Exhaust System

Exhaust System - Cushion Tire Truck

03-4-2 • Exhaust Systems SM 709, Jun ’04 ¿

 Group 03, Intake and Exhaust System

Exhaust System - Pneumatic Tire Truck

(C20-35)

SM 709, Jun ’04 ¿ Exhaust Systems • 03-4-3

Group 03, Intake and Exhaust System

Exhaust System - Vertical System

Torque 20~25 N.m

(14.8~18.5 lb.ft)

Torque 70~80 N.m

(51.8~59.2 lb.ft)

Torque 20~25 N.m

(14.8~18.5 lb.ft)

(C15-20s Diesel)

Torque 70~80 N.m Torque 40~45 N.m

(51.8~59.2 lb.ft) (30~33 lb.ft)

Torque 20~25 N.m

(14.8~18.5 lb.ft)
Torque 20~25 N.m
(14.8~18.5 lb.ft)

(C20-35 LPG)
(C20-35 LPG)

Torque 20~25 N.m

(14.8~18.5 lb.ft)

(C20-35 Diesel)

(C20-35 Diesel)
Torque 40~45 N.m
(30~33 lb.ft)

03-4-4 • Exhaust Systems SM 709, Jun ’04 ¿

 Group 03, Intake and Exhaust System

Exhaust Manifold and Water Pump

Removal and Installation

Removal steps

1. Oil level gauge 8. Exhaust manifold

2. Oil level gauge guide 9. Gasket
3. O-ring A 10. Water inlet pipe
4. Heat protector A A 11. O-ring
5. Heat protector B 12. Water hose
6. Oxygen sensor(34SLA, 34SLP only) 13. Water pump
7. Engine hanger 14. Gasket

SM 709, Jun ’04 ¿ Exhaust Systems • 03-4-5

Group 03, Intake and Exhaust System

A O-ring and water pipe installation

Replace the water inlet pipe O-ring with a new one.

Apply water to the outer circumference of the O-ring for
easier insertion into the water pump and thermostat hous-
ing.
Caution:
1. Never apply engine oil any other oil or grease to the
O-ring.
2. Fasten the water pipe after the thermostat housing
has been installed.

03-4-6 • Exhaust Systems SM 709, Jun ’04

 GROUP 06

GROUP 06

TRANSAXLE

(TA12A1 TRANSAXLE)

Transaxle Specifications and Description ... Section 1

Transaxle Disassembly ...................................Section 2

Transaxle Reassemly ......................................Section 3

SM 709, Jun ’04 Group 06, Transaxle


Section 1
Transaxle Specifications and Description
Construction
TA12A1 Transaxle assembly includes:
• torque converter
• single - speed forward and reverse powershift
transmission with integral differential and drive
axle
• full - floating straight drive axle
• automotive - type drum and shoe brakes
• gear - driven pump drive
• electric shift control, hydraulic inching control
Power flow is from torque converter turbine, to turbine
(clutch) shaft and gears, then through either forward gear
or reverse idler shaft, to the output gear mounted on final
drive pinion shaft.
Transmission and differential are housed in a one - piece
transmission case.
Torque converter housing joined to transmission case
through an adaptor (or spacer) plate holds the converter
stator support and reverse idler outer bearing.
SM 709, Jun ’04
Group 06, Transaxle
Pump drive is from converter impeller hub gear, through
an idler gear to the pump gear mounted on charging pump
shaft.
Final drive pinion gear shaft, mounted in tapered roller
bearings at both ends in transmission case, is adjusted for
mounting distance, and ring and pinion gear contact, by a
shim pack installed behind the pinion gear inner tapered
roller bearing cup in the transmisson case. Pinion shaft
bearing preload is adjusted with shims behind outer bear-
ing cone on the pinion shaft.
Final drive ring gear is bolted to differential carrier. Dif-
ferential support is by opposed tapered roller bearings
mounted on inner end of wheel end housings, which are
bolted to openings in transmission case at the sides of the
differential. Differential bearing preload and ring gear
clearance (backlash) is maintained by shims placed
behind differential bearing cups on wheel end housings.
Adjustment of differential bearing preload or ring gear
backlash requires trial assembly, checking, and disassem-
bly of wheel end housings until correct adjustment is
obtained.
Transaxle Specifications and Description • 06-1-1
Group 06, Transaxle
Drive axle wheel hubs/brake drums are supported by dou-
ble tapered roller bearings on outer end of wheel end
housings. Drive axle shaft flange bolted to wheel hubs are
full - floating in differential. Service brake backing plates
are bolted to mounting flange on wheel end housings.
Wheel bearings are lubricated from the transaxle sump.
hydraulic circuit
06-1-2 • Transaxle Specifications and Description
Control valve is mounted on pad at top of transmission
case. Oil from charging pump flows via filter and pressure
regulator to control valve through an external oil supply
line. Oil from control valve is delivered to clutches
through passages in housing and oil distributor sleeve and
seal rings at forward - clutch end of turbine/clutch shaft.
Excess pump oil volume and converter - out oil, flows to
oil cooler and returns to transmission housing at base of
control valve, then through center of turbine/clutch shaft
back to converter.
SM 709, Jun ’04 ➀

SERVICE MAINTENANCE
SERVICE
The transaxle has two service openings:
1. Drain plug, in bottom of transmission case.
FLUID LEVEL CHECK
Check the transaxle fluid level with:
• Fork lift on a level surface
• Engine idling with transmission in NEUTRAL
• Oil at operating temperature 82~93qC(180~200qF)
1. Check the oil level on the dipstick.
2. Add oil as needed to bring the level to the
full mark on the dipstick.
IMPORTANT
Transaxle oil specification, use only clark
transmission fluid part #2776236.
FLUID AND FILTER CHANGE
It is recommended to:
• Drain and replace the transaxle fluid every 1000
operating hours.
SM 709, Jun ’04
Group 06, Transaxle
• The oil should be drained when warmed to operat-
ing temperature, 82 ~ 93ଇ (180~200൓)
• Replace the transaxle oil filter every 500 operating
hours. See notice below.
IMPORTANT
When the transaxle is new or rebuilt, it is rec-
ommended to change the oil filter after the
first 50 hours and again after 500 operating
hours.
a. Remove drain plug from bottom of transmis-
sion case. Drain old oil into suitable drain pan.
b. Remove old oil filter. The oil filter is mounted
near the top of converter housing above trans-
mission.
! WARNING
Take special care when removing the filter to
avoid oil remaining in filter from draining
onto floor. Loosen the filter using a filter
wrench. Remove filter while holding a pad of
cloth or other absorbent material under the
open end to absorb any excess oil that may
drain out of filter.
c. Install a new oil filter. Follow the installation
instructions printed on filter.
! WARNING
Always use genuine CLARK parts
Refilling the transaxle
After drive axle and transmission housing has drained
completely,
• Install drain plug.
• Loosen the oil level plug and fill the oil upto the
plug hole.
• Start the engine and run at idle speed
(500~700rpm) in neutral for 2~3minutes to prime
the converter and cooler lines.
• Recheck oil level with engine running at idle
speed. [82~93qC (180~200qF)]
• Check for leaks at drain plug and oil filter.
Specification
General Specifications
Transaxle Specifications and Description • 06-1-3
Group 06, Transaxle

<C15-20s>
• Model : Clark TA12A1 Transaxle.
• No. Ratios : 1-speed, forward and reverse.
• Transaxle Ratio Forward : 15.38(C15-20s)
• Transaxle Ratio Reverse : 15.67(C15-20s)
• Transaxle Ratio Forward : 13.07(C15-20s C)
• Transaxle Ratio Reverse : 12.93(C15-20s C)
• Ring & Pinion Gear Type : Spiral Bevel.
• Ring & Pinion Backlash : 0.153-0.254 mm (0.006-
0.010 in).
• Differential Type : 2-pinion.
• Differential bearing preload : 0.8-1.6 N˜m (7-15
in˜lb)
• Service Brake Size : 230 × 50 mm (9×2 in).
• Torque Converter Size : 280 mm (11 in).
• Torque Converter Stall Ratio : 3.3
• Hydraulic Pump Drive ratio : 1.029 × engine rpm.
• Dry Weight : 242 kg (534 lb).
• Oil Capacity : 15 L (15.8 qt).
• Transaxle Fluid : Clark # 2776236.

Pressure specification
• Regulator valve pressure : 1127~1378kPa
(163U8~200 psi) @ 1800 rpm
Check Point : Oil supply line at converter
• Converter In / Lube Pressure : 110~207kPa (16~30
psi ) @ 1800 rpm
Check Point : Return line from cooler
• Converter safety valve pressure : 729~827kPa
(105~120 psi) @ (Trans in neutral) 1800 rpm
(refefence only)with line to cooler blocked
Check Point : None
• Clutch pressure(forward, reverse applied) : 965kPa
(140 psi) @800 rpm idle, normally 103kpa (15 psi)
less than regulator pressure.
Check Point : At control valve (1/8 NPTF)
• Clutch Pressure(in neutral) : Same as regulator
valve pressure

06-1-4 • Transaxle Specifications and Description SM 709, Jun ’04

 Group 06, Transaxle

! WARNING
All rpm’s noted are engine speed.
All clutch pressures are at engine idle speed with
clutch engaged, unless otherwise noted.
Oil at operating temperature 82~93qC(180~200qF)
Refer to following illustrations for check point
locations.

Pressure check points

SM 709, Jun ’04 Transaxle Specifications and Description • 06-1-5

Group 06, Transaxle

Service brake adjustment

PREPARATION Adjustment at Backing Plate

1. The service brakes on the transaxle may be adjusted
from the inner side through the backing plate (all
models).
2. Brake clearance is measured between brake shoe and
drum, with brakes fully released.
Brake clearance : 0.255~0.304mm (.010~.012 in)
! CAUTION
Be sure transmission directional control is in
NEUTRAL and fork lift prevented from
moving when parking brake is released.
3. Release parking brake.
1. Remove the 4 dust plugs in brake backing plate.
2. Use a feeler (thickness) gauge to check the clearance
between each shoe and drum. Use a brake adjuster
tool to rotate the adjuster ratchet wheel in the brake.
3. Use a screwdriver to push on and release the ratchet
pawl when it is necessary to back off adjustment
(increase clearance) of the brake.
4. Carefully adjust clearance between brake shoes and
drum to 0.255~0.304mm (.010~.012 in) measured at
dust plug openings at outer sides of backing plate.
5. Replace the dust plugs in brake backing plate when
adjustment is completed.

IMPORTANT
Do not overtighten brakes.
It is very difficult to release the ratchet wheel
pawl and back off adjustment of the brake.

06-1-6 • Transaxle Specifications and Description SM 709, Jun ’04

 Group 06, Transaxle

Section 2

Transaxle Disassembly

Precaution
• Before attempting any repairs or overhaul of this
assembly, please read through the entire disassem-
bly and assembly procedures first.

! WARNING
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
The exterior surface of the unit MUST be
thoroughly cleaned of all dirt and foreign
substances to prevent contamination of the
parts during disassembly and overhaul. Per-
form all disassembly and assembly work in a
clean area. Protect all components from dust
and dirt while repairs are being made.
Keep all parts in order as disassembly
progresses. Take care to properly identify
each part and its order of removal. If neces-
sary, keep notes and put marking on parts
using a nondestructive marker such as a felt
TGtipped pen.

SM 709, Jun ’04 Transaxle Disassembly • 06-2-1

Group 06, Transaxle

Remove Auxiliary Subassemblies

6 5

2
1
4

1. Remove torque converter assembly by carefully slid-

ing it off the turbine (clutch) shaft and stator support.
2. Disassemble converter drive plate and adaptor, as
needed.
Remove the :
3. Oil filter
4. Charging pump
5. Oil supply line assembly
6. Transmission control valve assembly

06-2-2 • Transaxle Disassembly SM 709, Jun ’04

 Group 06, Transaxle

Wheel End

1. Loosen and remove the axle shaft fasteners.

2. Remove axle shaft.
3. Unbend (straighten) the lockplate abs from the bolt heads of the wheel bearing retainer plate fasteners.
4. Remove the bearing retainer plate fasteners.
5. Remove the lockplate, bearing retainer plate and wheel bearing shims.
6. Pull wheel hub out to loosen bearing (you may have to tap on hub or pry at brake backing plate), remove outer wheel
bearing, then remove the wheel hub/brake drum assembly with inner wheel bearing and oil seal.
IMPORTANT
This oil seal is a type that seals internally, and is lined with sealing compound on the inner diameter that
G
sticks and seals to the spindle. Removing the wheel hub from the spindle breaks that seal. Replace with
new seal each time that the wheel the hub is removed from wheel end housing.

SM 709, Jun ’04 Transaxle Disassembly • 06-2-3

Group 06, Transaxle

9. If the differential bearing on the inner end of the

7. Before removal of wheel end housing, mark the
housing and the transmission case for same - location
matching at reassembly. Loosen and remove the
housing bolts and washers.
8. Remove wheel end housing from transmission case.
wheel end housing is to be removed and replaced,
use a bearing puller, if necessary. Wire bearing shims
to wheel end housing for storage until reassembly.
10. Repeat procedures of Steps 1 through 9 for opposite
wheel end disassembly.

11. Remove the differential assembly from transmission 6. Remove backing plate and parking brake cable
case. assembly from wheel end housing.

Brake Assembly Removal

Brake removal is optional for brake overhaul as necessary.
1. Remove the upper brake shoe return springs.
2. Remove lower return spring.

3. Remove brake shoe hold - down (guide) springs.

4. Disconnect parking brake cable.

Remove the brake shoes.

5. Remove brake backing plate fasteners and washers.

06-2-4 • Transaxle Disassembly SM 709, Jun ’04

 Group 06, Transaxle

Separation of Converter Housing and Adaptor Plate

1. Remove the fasteners and washers which mount the

converter housing to transmission case through the
adaptor plate.
2. From other side, remove the bolts and washers which
mount adaptor (spacer) plate to converter housing.
3. Remove the clutch pressure-regulating valve assem-
bly (also oil filter mounting base).
IMPORTANT
Pry only at the dowel pins to remove adaptor
plate. Dowel pins must be removed before
reassembly. See later instructions.

4. Separate converter housing from adaptor plate.

5. Remove impeller hub gear from stator support.
6. Remove pump drive idler gear and bearing, outer and
inner thrust washers, and idler shaft.
7. Remove adaptor plate from transmission case.

SM 709, Jun ’04 Transaxle Disassembly • 06-2-5

Group 06, Transaxle

Stator Support Removal From Adaptor
Plate
1. The stator support is held in place by two retaining
rings, one on each side of the adaptor plate.
Clutch Assembly, idler Gear & Pinion
Shaft Removal
1. Move the reverse idler gear and clutch assembly
apart far enough to allow the idler shaft to be pulled
out of the inner bearing.

2. To remove stator support :

 Remove front (converter end) retaining ring 2. Remove the clutch assembly and reverse idler shaft
from ring groove and move ring and impeller together.
gear thrust washer toward stator support seal
surface.
 Push stator support to the rear (towards trans-
mission side) far enough to expose rear retainer
ring.
 Remove rear retaining ring.
 From the front, pull stator support from adaptor
plate.

3. Remove the turbine (clutch) shaft rear bearing.

4. Remove the clutch shaft oil distributor retaining set
screw (internal hex) from valve mounting base.
5. Remove the oil distributor. Note the recess in distrib-
utor for retaining set screw.

06-2-6 • Transaxle Disassembly SM 709, Jun ’04


6. Loosen and remove the pinion shaft nut. Hold or
block the pinion shaft with a brass bar or similar soft
material to prevent turning.
7. Remove the pinion shaft outer bearing and shims.
Keep the shims with the bearing and pinion shaft.
8. Remove output gear retaining ring from pinion shaft
(inside transmission case).
9. Remove output gear (move pinion shaft away).
10. Remove pinion shaft and inner bearing through dif-
ferential housing.
11. If pinion bearings are to be replaced, drive the cups
from the housing inside transmisson case.
12. Remove inner pinion bearing cup and shims from
differential side.
! WARNING
Wire shims to transmission housing for stor-
age until reassembly.
13. As required, remove oil suction tube assembly from
transmission case.
SM 709, Jun ’04
Group 06, Transaxle
Clutch Disassembly
(Forward & Reverse Clutch Procedure Are The Same)
• Reverse Clutch Disassembly Illustrated
1. Remove outer clutch hub gear thrust bearing and
thrust washers, clutch hub gear, and inner clutch hub
thrust bearing and thrust washers.
2. Disassemble the two clutch gear bearings and spacer
from internal bore of clutch gear hub.
3. Remove clutch disc end plate retainer ring and clutch
disc end plate.
4. Remove inner and outer clutch discs.
5. Remove clutch return spring retainer ring.
6. Remove clutch return (release) springs (Belleville
washers). Note assembly arrangement.
7. Remove clutch piston wear plate.
8. Remove clutch piston by turning clutch upside down
and tapping the shaft on a block of wood.
9. Remove and discard clutch piston sealing rings.
10. Repeat procedures, steps 1 through 9, for forward
clutch disassembly.
Transaxle Disassembly • 06-2-7
Group 06, Transaxle

Differential Disassembly
1. Use a small drift pin or rod to remove the differential
pinion pin, lock pin.
2. Remove the pinion pin.

3. Rotate the pinion gears and washers to remove them

from the differential housing.

06-2-8 • Transaxle Disassembly SM 709, Jun ’04

 Group 06, Transaxle

Section 3

Transaxle Reassembly

1. Use Permatex and Loctite only where specified. Oil suction Tube
2. All leadñin chamfers for oil seals, piston ring
1. As required, install oil suction tube assembly in
grooves and Oñrings must be smooth and free from
transmission case. Insert tube end through housing
burrs. Inspect at assembly.
opening, install seal on tube, then pull tube with seal
3. Lubricate all piston ring grooves, clutch plates and back into place. See enlarged view (N) Install and
Oñrings with oil before assembly. tighten mounting bolt.
4. Apply a thin coating of grease between seal lips of
lipñtype oil seals prior to assembly.
5. Apply a very light coating of Permatex No.2 to O.D.
of all seals and hole plugs before assembly.
6. Apply a light coating of Loctite # 592 to all uncoated
pipe plugs.
7. After assembly of parts using Permatex or Loctite,
there must not be any free or excess material that
could enter the oil system.
8. Brush light coating of CLARK #2776236 or equiva-
lent oil, on tapered bearings and bushing bores.

SM 709, Jun ’04 Transaxle Reassembly • 06-3-1

Group 06, Transaxle

DIFFERENTIAL
Before reassembly, clean, inspect and lubricate all parts.

2
1

Loctite #277

1. Position the side gears and washers in the differential
assembly.
2. Locate both pinion gears and washers on the side
gears.
! WARNING
The pinion gears must be located across
from each other and then rotated into posi-
tion to align the holes in the pinions with the
hole in the housing.
3. Insert pinion pin (1) in the housing aligning the hole
in the pin with the hole in the housing.
4. Install the pinion pin, lock pin (2).
5. Install bearing cone in ends of differential carrier
case.
6. If ring gear was removed or replaced, install the ring
gear on differential. Apply Loctite # 277 to the ring gear
capscrews torque to. : 108~129N•m (87~95lbf•ft)
backlash and tooth contact are used to determine the indi-
vidual shim pack thickness to be installed under each
bearing cup.
• No New Parts Installed
 If all original parts are reused, use original shim
pack thickness and proceed to : Step 4 Pinion
Gear Installation
• New Parts Installed
 If differential carrier, carrier bearings, or wheel
end housings have been replaced (new), use the
following procedure :
1. Install the differential bearing shims and
tapered bearing cups on the wheel end
housing. Start with original shim pack
thickness.

DIFFERENTIAL BEARING PRELOAD CHECK

(PINION GEAR NOT INSTALLED)
The purpose of this trial assembly is to determine the total
combined shim pack thickness to be installed under the
differential carrier bearings when replacement (new) parts
have been installed. Later procedures for checking gear

06-3-2 • Transaxle Reassembly SM 709, Jun ’04 ➀


! WARNING
Force a small shop cloth or rag into the dif-
ferential side gears and pinions to prevent
them from turning.
2. Position the differential in the transmission
case.
3. Mount wheel end housings to the transmission case
in position as marked at disassembly. Be sure differ-
ential and bearing cone are aligned with bearings on
wheel end housing. Install attaching bolts and wash-
ers and tighten fully.
4. Temporarily install axle shaft into side gear of the
differential (with side gear blocked to prevent turn-
ing)
5. Measure the differential bearing rolling-torque pre-
load with a torque wrench.
Correct preload
Torque to: 0.78~1.57N•m (7~14 lbf•in)
SM 709, Jun ’04
Group 06, Transaxle
! WARNING
Remove wheel end housings, remove bearing
and add or remove differential bearing shims
behind bearing come to obtain the proper
preload torque.
Repeat above procedure.
6. After correct bearing preload is set, remove the axle
shaft and wheel end housings.
7. Remove differential assembly.
Remove shop cloth that was used to block gears from
turning.
Pinion Gear Shimming
PINION GEAR SHIMMING
No Replacement of Gears or Housings
If the ring and pinion gear or the transmission case was
not replaced, use original shim pack thickness and pro-
ceed to pinion Gear Installation
Transmission Housing Replaced
If the transmission case was replaced, the following pro-
cedure must be used to set the correct ring gear and pinion
contact :
On the new transmission case, a dimension for the case
bore depth will be stamped on the location shown in the
illustration.
• Shim Pack Thickness Calculations:
The following conditions are used to calculate the
shim pack thickness to be installed.
A = nominal pinion mounting distance 122mm
(4.803 in).
B = typical pinion mounting distance (which is
Transaxle Reassembly • 06-3-3
Group 06, Transaxle

etched on the outer diameter of the ring gear).

C = case bore depth (stamped on the case).
D = nominal shim pack of 0.86mm (0.034 in)
E = final shim pack to be installed under the inner
pinion bearing cup to position the pinion shaft.
! WARNING
If original shim pack is lost or must be
replaced, use D = Nominal shim pack thick-
ness of 0.86mm (0.034 in). Check new shim
pack dimension by measuring thickness.
Substitute new thickness for original (old)
thickness where shown.

The following examples show calculations for determin-

ing the shim pack thickness to be installed under the pin-
ion inner bearing :

Example 1

D .034 B 4.809

C +.007 A – 4.803

E = ( .041 – .006) = ( .035)

Example 2

D .034 B 4.808

C – .003 A – 4.803

E = ( .032 – .005) = ( .027)

Example 3

D .034 A 4.803

C + .003 B – 4.798

E = ( .037 + .005) = ( .042)

Example 4

D .034 A 4.803

C – .002 B – 4.798

E =( .032 + .005) = ( .037)

06-3-4 • Transaxle Reassembly SM 709, Jun ’04

 Group 06, Transaxle

a. If the case bore depth (stamped on case) has a “+” b. If the new pinion mounting distance is smaller
(plus) sign, add (C) to the nominal shim pack (D). than the pinion mounting distance on the original
b. If the case bore depth (stamped on case) has a “-” ring gear, you must add the difference (see fol-
(minus) sign, subtract (C) from the nominal shim lowing example)
pack (D). 4.813 etched on new ring gear
c. If the nomial mounting distance 122mm(4.803
– 4.809 etched on original ring gear
in) is smaller than the mounting distance etched
on the ring gear, subtract (A) 122 mm (4.803 in) . 0.004 in. difference
from (B) the etched mounting distance.
Subtract this answer from the answer of “D” and 0.031 original shim pack
“C”. See examples 1 and 2. + 0.004 difference
d. If the mounting distance etched on the ring gear
0.035 in. FINAL SHIM PACK (E)
is smaller than the nominal mounting dimension
122mm(4.803 in), this difference is added to the
answer of “D” and “C”. See examples 3 and 4.

Ring and Pinion Gear Replaced

If only the ring and pinion were changed, the following
procedure is used :
• Shim Pack Thickness Calculations
Use a micrometer to measure the original shim
pack thickness.
a. If the new pinion mounting distance (etched on
ring gear) is larger than the pinion mounting dis-
tance (etched on original ring gear), you must
subtract the difference (see following example) :
4.813 etched on new ring gear
– 4.810 etched on original ring gear
0.003 in. difference

0.031 original shim pack

– 0.003 difference
0.028 in. FINAL SHIM PACK (E)

SM 709, Jun ’04 Transaxle Reassembly • 06-3-5

Group 06, Transaxle

PINION GEAR INSTALLATION

1. Install the pinion inner bearing cup shim pack and

bearing cup in the transmission case. ! WARNING
2. If outer bearing is removed or replaced, install outer Remove pinion shaft nut and bearing and
pinion bearing cup in transmission case. add or remove shims behind pinion shaft
outer bearing come to set correct bearing
3. Assemble the inner pinion bearing on the pinion preload torque.
shaft.
4. Position the output gear in the case with the long hub
of the gear outward as shown.
5. Position the pinion shaft and inner bearing into the
case and through the output gear.
6. Install the output gear retainer ring on the pinion
shaft. Be sure the retainer ring is fully seated into the
ring groove.
7. Assemble the outer bearing shims and outer pinion
bearing on the pinion shaft. If a new pinion shaft is
used, a nominal shim pack of 1.575mm (0.062 in).
can be used initially.
8. Install the pinion shaft nut torque to : 260~325N•m
(192~240lbf•ft). Hold or block the pinion shaft with
a brass bar or similar soft material to prevent the
shaft from turning.
9. With pinion shaft free to turn, use a torque wrench to
measure the pinion shaft bearing rolling-torque
wrench to measure the pinion shaft bearing rolling-
torque preload.
Correct preload:Torque to 0.8~1.6N•m (7~15lbf•ft).

06-3-6 • Transaxle Reassembly SM 709, Jun ’04

 Group 06, Transaxle

Trial wheel end assembly for ring & pinion

gear contact and backLash check (pinion
Gear & Differential Installed)

1. Position the differential assembly in the transmission

case.
2. Assemble the wheel end housings on the transmis-
sion case as marked at disassembly. Align with dif-
ferential bearings.
3. Install the wheel end housing bolts and washers.
Torque bolts to :76~84N•m (56~62 lbf•ft)

Check ring and pinion gear backlash.

Open the inspection cover on the top of the differential
case. Set up and position a dial indicator on a ring gear
tooth to check the ring gear to pinion backlash. Hold pin-
ion, move ring gear within backlash freeplay range several
times. Backlash should be measured at 3 places minimum
around the ring gear (rotate ring gear).
The backlash must be between 0.153~0.254mm
(0.006~0.01in).
To set the correct backlash, shims behind the tapered bear-
ings on the wheel end housings are removed from one side
and added to the other.
Remove the wheel end housings, remove bearings and
move shims.
Repeat above assembly and checking procedure.
Check ring and pinion gear tooth bearing contact
pattern.
To check the ring gear and pinion for proper tooth contact
pattern (correct position), apply a coating of gear check-
ing compound, e.g., red lead, to the ring gear teeth. Rotate
the ring and pinion gears through a minimum of one revo-
lution. Apply a load (hold by hand) to the gears as they are
turned. When the ring gear is turned, the compound is
squeezed away by the contact action of the teeth, leaving
bare areas that are the exact shape, size and area of the
tooth contact pattern.

SM 709, Jun ’04 Transaxle Reassembly • 06-3-7

Group 06, Transaxle

Check the tooth contact area on the drive (convex) side of
the ring gear teeth. See figure above for typical correct
tooth contact pattern. If the tooth contact is not as shown,
recheck the pinion mounting procedure and also the ring
and pinion backlash reading.
IMPORTANT
Each time the ring gear or pinion is moved,
the backlash and the bearing preloads must
be checked and reset as needed.

Wheel End Final Assembly

Before final assembly, clean and lubricate all parts thor- • Remove excess compound from mating parts after
oughly. fastener installation.
After the correct ring gear and pinion backlash and tooth
4. Install the wheel end housings to transmission case.
contact is set :
Install washers and mounting bolts.
1. Remove both wheel end housings and apply a film of Torque bolts to : 76~84N•m (56~62 lbf•ft)
Loctite #515 to the flange on housing.
Spread the material evenly on the flange around the
bolt holes.
2. Position the wheel ends on transmission case.
Be sure differential bearings are aligned and fitted
correctly.
3. Apply a thread locking compound, e.g., Loctite #277
as follows :
• On bolts, capscrews and studs (anchor end), apply
compound on the female threaded component part.
• On nuts, apply compound to the male thread of
mating fastener.
• Apply compound to coat the full length and cir-
cumference of thread engagement.

06-3-8 • Transaxle Reassembly SM 709, Jun ’04


Install brake assemblies (As required)
1. Insert parking brake cable (through the opening
noted at disassemly) in the brake backing plate.
2. Install backing plate. Install capscrews and washers
per brake, located closest to parking brake cable con-
nection.
3. Torque to fasteners in the sequence shown to spec :
100~111N•m (74~82 lbf•ft)
4. Connect parking brake cable to the notch in the brake
cam.
5. Assemble the brake shoes and hold-down springs on
backing plate.
6. Install lower return spring.
7. Install upper return springs.
! WARNING
For brake adjustment, refer to brake adjust-
ment procedure.
SM 709, Jun ’04
Group 06, Transaxle
Wheel hub assembly
1. Install the retainers and retaining ring.
2. Install the outer and inner bearing cups.
3. Position inner tapered bearing in bearing cup.
4. Apply a very light coating of Loctite #609 to outer
diameter of a new wheel hub oil seal and install seal
in wheel hub.
IMPORTANT
It is mandatory to replace the wheel hub oil
seal whenever the hub is removed from spin-
dle. This oil seal is a type that seals internally,
and is lined with sealing compound on the
inner diameter that sticks and seals to the
spindle. Removing the wheel hub from the
spindle breaks that seal.
The seal cannot be reused.
5. Position wheel hub assembly on the wheel end spin-
dle. Be careful when sliding oil seal onto wheel end
housing. Support the wheel hub to avoid seal drag-
ging over spindle.
Transaxle Reassembly • 06-3-9
Group 06, Transaxle

6. Install wheel hub outer tapered bearing.

7. Install wheel bearing shims, retainer plate, retainer
lockplate and capscrews.

Bend lock tabs

at assembly

8. Bearing retainer torque capscrews to: 16~22 N•m

(12~16 lbf•ft)
9. Use a dial indicator to check bearing endplay.
Correct endplay = 0.013~0.076mm (0.0005~0.003
in)
Add or subtract shims under bearing retainer plate to
obtain the correct end play.
10. When end play is correct, bend the tabs of the lock
plate against the capscrew heads to lock them.
11. Apply a film of Loctite #515 to the axle shaft flange.
Spread evenly around the bolt holes.
12. Apply Loctite #277 to threaded holes in the wheel
hub.
13. Install axle shaft in wheel end. Rotate shaft to align
axle shaft splines with side gears in differential.
14. Install axle shaft mounting screws.
Torque to : 44~48 N•m (33~35 lbf•ft)

06-3-10 • Transaxle Reassembly SM 709, Jun ’04


CLUTCH ASSEMBLY
Forward clutch reassembly is the same as reverse clutch
(shown).
! WARNING
Before reassembly, clean, inspect and lubri-
cate all parts with a light layer of transmis-
sion fluid #2776236.
1. Install new clutch piston inner and outer oil seal rings
in piston grooves.
See figure above.
! WARNING
The rings must be sized before piston instal-
lation onto shaft and into the clutch drum :
• Sizing is best accomplished by rotating the piston
while holding a round object against the new seal
rings.
• Rotate the piston until the seal rings are sized flush
with the inner and outer diameters of the piston.
2. Install clutch piston over turbine (clutch) shaft and
into clutch drum.
3. Install clutch piston wear plate (flange towards pis-
ton).
4. Install piston return springs (Belleville washers).
Install first washer with large diameter of bevel toward
wear plate.
Alternate five (5) washers.
5. Position return spring retainer ring on clutch shaft.
Start ring on shaft with snap ring pliers.
SM 709, Jun ’04
Group 06, Transaxle
6. Install retainer ring using 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 seated
fully in position in ring groove.
7. Install the first outer (steel) clutch disc against clutch
piston. Next, install first inner (friction) clutch disc.
Alternate outer and inner discs to install a total of 6
outer steel plates and 6 inner friction plates.
8. Install clutch disc end plate.
9. Install end plate retainer ring.
10. Check clutch disc clearance.
! WARNING
Both clutch packs (Forward and Reverse)
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 piston and
the first steel disc by inserting a feeler gauge
through the slots in the clutch drum.
Transaxle Reassembly • 06-3-11
Group 06, Transaxle

• Required clearance is 1.22~2.66 mm (.048~.105 Stator support

in)
• If clearance is greater than 2.66 mm (.105 in), add
one steel disc under the end plate.
11. Install inner clutch gear thrust bearing set (thrust
bearing between 2 thrust washers).
12. Assemble clutch gear bearing (spacer between bear-
ings) into clutch gear hub.
13. Install clutch gear into clutch assembly by aligning
the clutch hub teeth with the clutch inner discs. Be 1. Install the turbine shaft bushing and clutch outer pilot
sure the clutch hub is fully in position in the clutch bearing into stator support. Press the bushing to the
assembly. Do not force this operation. specified depth.
14. Install outer clutch gear thrust bearing set, with thurst 2. Install stator support assembly in adaptor plate
bearing between thrust washers, against clutch gear. (Reverse of disassembly procedure) :
15. Repeat assembly procedures, steps 1 through 14, for • Assemble front retainer ring on stator support but
forward clutch. do not install in front ring groove ; temporarily
position it beyond the groove to the forward end of
16. After forward clutch is assembled, install new oil dis-
the rear spline. Position the impeller hub gear
tributor seal rings on clutch shaft. Apply grease to
thurst washer on stator support and against retainer
rings to facilitate assembly into oil distributor.
ring.

• From the front, assemble stator support into spacer

plate. Push stator support through plate until rear
retainer ring groove is exposed. Install rear retainer
ring.
• Push stator support toward the front until rear ring
shoulders against spacer plate.
• Push thrust washer back against plate and install
front retainer ring in groove.

06-3-12 • Transaxle Reassembly SM 709, Jun ’04


Transmission assembly
1. Install the clutch shaft oil distributor in transmission
case with the recess in the distributor lined up with
retaining set screw hole in valve housing pad.
2. Install the oil distributor retaining set screw.
3. Install turbine (clutch) shaft inner (rear) bearing.
4. Install reverse idler shaft inner (rear) bearing.
5. Install clutch and idler gear shafts. The forward and
7. Turn the pinion shaft (using the nut) and the turbine
reverse clutch assembly and the reverse idler gear
must be assembled in the transmission case together.
Carefully move and align the clutch shaft oil seal
rings through the rear bearing and into the oil distrib-
utor. Be sure the reverse idler is fully installed in the
inner bearing.
6. Install adaptor plate on transmission case.
SM 709, Jun ’04
Group 06, Transaxle
• Install (position) a new adaptor plate gasket on the
transmission case.
• Carefully align the adaptor plate over the turbine
(clutch) shaft and on the transmission case.
• Tap adaptor plate into position tight against the
transmission case. Install the dowel pins to hold
plate in position.
! WARNING
Dowel pins should project 1/4I out of adap-
tor plate for installation into converter hous-
ing.
shaft to check if the unit is binding.
If both shafts turn freely with spacer plate tight
against transmission case, proper assembly is com-
pleted.
If binding is detected, the unit must be disassembled
and reassembled.
Transaxle Reassembly • 06-3-13
Group 06, Transaxle

8. Install impeller hub gear on stator support. 14. Install adaptor plate to converter housing and con-
verter housing to transmission housing attaching
screws and lock-washers.
Torque to :30~33N•m (22~25lbf•ft)

9. Install pump idler shaft in spacer plate. Install idler

gear inner thrust washer.
15. Install oil pressure regulator valve sleeve assembly
10. Install pump drive idler gear and bearing on idler
through the spacer plate and into converter housing.
shaft. Install idler gear outer thrust washer.
Torque regulator sleeve to : 20~26N•m(15~20 lbf•ft)
16. Install oil filter on regulator sleeve as per instructions
on filter.

11. Install the converter bearing and impeller hub oil seal
in converter housing, as illustrated. Apply a thin coat
of grease between seal lips prior to further assembly.

17. Install charging pump with attaching bolts and wash-

ers and torque to : 16~22N•m (12~16 lbf•ft)

12. Install (position) a new converter housing gasket on

the spacer plate.
13. Install converter housing on adaptor plate (fit over
dowels) and to transmission case. Be careful not to
damage converter housing oil seal when moving over
the stator support.

06-3-14 • Transaxle Reassembly SM 709, Jun ’04

 Group 06, Transaxle

18. Install control valve assembly to transmission case

with attaching bolts and washers and torque to :
16~22N•m (12~16 lbf•ft)
19. Install oil supply tube assembly.

20. Install torque converter assembly by sliding onto sta-

tor support.

SM 709, Jun ’04 Transaxle Reassembly • 06-3-15

 GROUP 06(S)

GROUP 06(S)

TRANSAXLE

(TA-30 TRANSAXLE)

Transaxle Specifications and Description ... Section 1

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

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

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

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

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

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

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

SM 709, Jun ’04 Group 06(S), Transaxle

 Group 06(S), Transaxle

Section 1

Transaxle Specifications and Description

SM 709, Jun ’04 Transaxle Specifications and Description • 06(S)-1-1

Group 06(S), Transaxle
Specifications
General Specifications
• Model: Clark TA-30 Transaxle
• No. Ratios: 1-speed, forward and reverse
• Transaxle Ratio Forward: 15.78
• Transaxle Ratio Reverse: 16.06
• Ring & Pinion Gear Type: Spiral Bevel
• Ring Gear Backlash: 0.20-0.28 mm
(0.008-0.011 in).
• Differential Type: 2-pinion
• Differential bearing preload: 0.075 mm
(0.003 in) deflection of each carrier ear
• Service Brake Size: 310 x 60 mm (12.2 x 2.36 in)
• Torque Converter Size: 310 mm (12.20 in)/
280 mm(11 in)
• Torque Converter Stall Ratio: 3.9/3.3
• Hydraulic Pump Drive Ratio: 1.029 x engine rpm
• Dry Weight: 390 kg (858 lb)
• Fluid Capacity 18.5 L (19.5 quarts)
• Transaxle Fluid (Oil): Clark # 2776236
Pressure Specifications*
• Charge Pump Flow: 10 gpm (37.8 L/min) @
1800 rpm
• Regulator Valve Pressure: 190-245 psi @
1800 rpm
• Clutch Pressure (Forward/Reverse): 180 psi
(1240 kPa) @idle rpm
• Cooler Return Pressure: 50-125 psi (345-862 kPa)
@ 1800 rpm
NOTE
1. All rpm’s noted are engine speed.
2. All clutch pressures are at engine idle
speed with clutch engaged.
3. Oil at operating temperature (82-93 °C)
180-200 °F
! CAUTION
Before checking clutch pressures, park
safely, chock the steer wheels, raise the front
of the truck, block the truck by the frame,
06(S)-1-2 • Transaxle Specifications and Description
return all controls to neutral, and disengage
the parking brake.
Fastener Torques
• Axle Shaft-to-Axle Assembly Mounting Bolts:
90-110 N⋅m (66-81 lbf-ft)
• Axle-to-Frame Mounting Bolts:
450-500 N⋅m (332-369 lbf-ft)
• Breather: 34-40 N⋅m (25-30 lbf-ft)
• Clutch Lube Tube Fittings: 73-90 N⋅m
(54-66 lbf-ft).
• Clutch Pressure Tube Fittings: Tube end:
33-42 N⋅m (24-31 lbf-ft) ;
Boss end: 42-53 N⋅m (31-39 lbf-ft)
• Control Valve Mounting Bolts: 22-27 N⋅m
(16-20 lbf-ft)
• Differential Pinion Shaft Nut: 270-340 N⋅m
(200-250 lbf-ft)
• Drain Plug: 171-209 N⋅m (126-154 lbf-ft)
• Drive Plate Mounting Bolts: 37-45 N⋅m
(27-33 lbf-ft)
• Engine-to-Transaxle Housing Mounting Bolts:
40-45 N⋅m (30-33 lbf-ft)
• Solenoid Valves: Valve body: 30.5-37 N⋅m
(22.5-27.5 lbf-ft) ; Coil nut: 5.5-7 N⋅m (4-5 lbf-ft)
• Stator Support Capscrews: 54-64 N⋅m
(40-48 lbf-ft).
• Transaxle Oil Cooling Lines: Tighten fittings
hand-tight and turn with a wrench 1.5 to 3 full
turns
• Transaxle Temperature Sensor: 45-55 N⋅m
(33-40 lbf-ft)
• Transmission Case-to-Axle & -Convertor Hous-
ings Mounting Bolts: 68-79 N⋅m (50-58 lbf-ft)
Service Intervals
• Replace transaxle oil every 2000 operating hours.
• Remove and clean the transaxle sump oil strainer
screen each time the transaxle fluid is changed.
• Replace the transaxle oil filter every 3 months or
500 operating hours, whichever comes first.
IMPORTANT
When the transaxle is new or rebuilt, change
the oil filter after the first 50 hours and again
after 500 operating hours.
SM 709, Jun ’04
 Group 06(S), Transaxle

Locations

Control valve

Hydraulic pump
Oil filter

Solenoid valve

Pressure tube Inching rod

Lube tube

To/from oil cooler

Oil dipstick tube

Temperature sensor
Oil drain plug and screen

Figure 1. Locations

SM 709, Jun ’04 ➀ Transaxle Specifications and Description • 06(S)-1-3

Group 06(S), Transaxle

Axle housing

Transmission housing

Converter housing

Torque converter

Figure 2. Transaxle Housings

Description

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

Figure 3. Torque Converter

06(S)-1-4 • Transaxle Specifications and Description SM 709, Jun ’04


Charging Pump
The transaxle charging pump (Figure 4) is mounted on the
converter housing and is driven by the impeller hub gear
via the pump idler gear. The pump provides pressure for
operating the clutch packs, supplies cooled oil to the
torque converter, pressurizes the oil in the torque con-
verter to prevent cavitation, and circulates oil for cooling
and lubricating the transaxle. The truck’s hydraulic sys-
tem pump is in the same housing with the charging pump.
(See Group 29 for pump details.)
Transmission
The transmission case (Figure 5) contains the clutch
assembly, forward/reverse drive gears, a reverse idler
gear, and a power output gear (Figure 7) that drives the
differential drive pinion.
The differential pinion gear shaft (Figure 7) is mounted in
tapered roller bearings at both ends in the transmission
case and can be adjusted for mounting distance, as well as
ring and pinion gear contact.
Forward/Reverse Clutch Packs
The clutch assembly contains two clutch packs. Each
clutch pack (Figure 6) contains alternating outer and inner
discs and a piston to press the discs together. The outer
discs have tangs on their outer diameters that mesh with
the (forward or reverse) clutch drum. The inner discs have
splines on their inner diameters that mesh with the (for-
ward or reverse) drive gear. The outer discs and entire
Converter
housing
Transaxle control
valve
Figure 4. Components on Converter Housing
SM 709, Jun ’04
Group 06(S), Transaxle
clutch assembly, driven by the torque converter turbine,
can rotate over the hubs of the forward and reverse drive
gears without engaging them. However, when the inner
and outer discs are pressed together, the outer discs drive
the inner discs, which in turn drive either the forward or
reverse drive gear. The forward drive gear directly drives
the power output gear (Figure 7) mounted on the differen-
tial pinion shaft. The reverse drive gear drives the power
output gear via the reverse idler shaft gears.
Solenoid Valves
Solenoid-operated direction control valves (Figure 5) are
mounted on the transmission case. They switch flow to
the forward or reverse clutch pack, or neither, in response
to an electrical signal from the operator’s direction control
lever.
Transaxle Control Valve
The transaxle control valve (Figure 4) is mounted on the
converter housing. The valve directs flow for lubrication
and clutch pack actuation. The assembly contains an inch-
ing valve that controls the amount of pressure delivered to
the clutch pack discs and, thus, the extent of slippage
through the clutch. All components within the valve
assembly are described under “Operation” later in this
Section. The transaxle oil filter mounts to the transaxle
control valve.
Pump drive gear
Transaxle
charging pump
Main
Pump hydraulic
idler gear system
pump
Stator
support
Impeller
hub gear
Transaxle Specifications and Description • 06(S)-1-5
Group 06(S), Transaxle

Forward clutch
Reverse clutch Solenoid valves

Clutch assembly

Inner disc
Outer disc

Drive gear, reverse

Reverse idle shaft

Figure 5. Transmission Components

Piston
Figure 6. Clutch Components, Reverse Gear

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

Pinion
Power output
gear
Differential

Adjustment nut
Ring gear

Figure 7. Differential Components

06(S)-1-6 • Transaxle Specifications and Description SM 709, Jun ’04

 Group 06(S), Transaxle

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

Axle housing
Brake shoe assembly

Hub Bearing

Axle shaft

Bearing

Brake drum

Figure 8. Drive Axle Components

Differential
case

Side
gear

Axle shaft

Pinion

Figure 9. Axle Shaft and Differential

SM 709, Jun ’04 Transaxle Specifications and Description • 06(S)-1-7

Group 06(S), Transaxle

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

Inching spool Inching balance Inching rod

spring

Inching return springs

Modulator spool
Cooler bypass
spool

Lube relief spool

Accumulator
spool

Oil filter Filter bypass spool Regulator

spool

Figure 10. Transaxle Control Valve

06(S)-1-8 • Transaxle Specifications and Description SM 709, Jun ’04

 Group 06(S), Transaxle

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

SM 709, Jun ’04 Transaxle Specifications and Description • 06(S)-1-9

 COOLER RELIEF
VALVE
CLUTCH COOLER
CONVERTER
LUBE

INCHING
PADAL
CONTROL
VALVE BLOCK

LUBE RELIEF

Figure 11
Group 06(S), Transaxle

ACUMMULATOR

PRESSURE INCHING VALVE

REGULATING VALVE

FILTER ASSEMBLY

MODULATING
VALVE

06(S)-1-10 • Transaxle Specifications and Description

SUCTION
SCREEN

FULL FLOW FULL FLOW

SOLENOIDS SOLENOIDS
REV FND
Transaxle Hydraulic Schematic

CLUTCH PACK ASSEMBLY

SM 709, Jun ’04

 Group 06(S), Transaxle

Sectional View Along Turbine Shaft

Figure 12

SM 709, Jun ’04 Transaxle Specifications and Description • 06(S)-1-11

Group 06(S), Transaxle

Sectional View Along Drive Axle

Figure 13

06(S)-1-12 • Transaxle Specifications and Description SM 709, Jun ’04

 Group 06(S), Transaxle

Section 2

Transaxle Troubleshooting

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

SM 709, Jun ’04 Transaxle Troubleshooting • 06(S)-2-1

Group 06(S), Transaxle
Symptoms and Causes
The following lists typical transaxle troubles and possible
causes.
Truck Won’t Move in Either Direction
• Low or no clutch pressure. (See below.)
• Parking brake on.
• Pressure regulating valve stuck open.
• Inching valve stuck.
• Modulating valve stuck or plugged.
• No current to solenoid valves.
• Solenoid valves stuck.
• Broken inching return springs.
• Broken inching balance spring.
• Clutch disc faces severely worn or glazed.
Truck Moves only in Forward or only in Reverse
• No current to solenoid valve.
• Solenoid valve stuck closed.
Truck Moves in Forward or Reverse while in
Neutral
• Solenoid switched on due to electrical fault.
• Solenoid valve stuck open.
• Clutch disc burned and engaged.
Clutch Slips When Not Inching
• Low clutch pressure. See “Low or No Clutch Pres-
sure.”
• Brake/inching pedal overlap misadjusted
• Inching linkage or rod damaged or misadjusted.
• Clutch disc faces worn or glazed.
Truck Will Not Inch
• Inching valve sticking.
• Inching return springs damaged or incorrect (oppo-
site coiling).
• Inching balance spring damaged or incorrect
(opposite coiling).
• Excessive leakage between inching spool and
valve housing.
• Inching linkage damaged.
06(S)-2-2 • Transaxle Troubleshooting
Low or No Clutch Pressure
• Parking brake on.
• Low transaxle fluid level.
• Pressure regulating valve stuck.
• Inching valve stuck.
• Modulating valve stuck or plugged.
• Inching/brake pedal not returned to full up posi-
tion.
• Defective or worn charging pump.
• Broken or worn clutch shaft or piston sealing rings.
• No current to solenoid valves.
• Solenoid valves stuck.
High Clutch Pressure
• Faulty pressure regulating valve.
Low Cooler Return Pressure - Low Charging
Pump Output
• Low fluid level.
• Suction screen has restriction.
• Defective or worn charging pump.
Overheating
• Low fluid level.
• Worn charging pump.
• Worn oil sealing rings.
• Dirty oil cooler.
• Restriction in cooler line.
• Cooler bypass valve stuck open.
Noise In Converter
• Defective converter. Perform stall check.
Loss of Power
• Low engine rpm @ converter stall. Tune engine.
• Overheating - See “Overheating” above.
• Faulty converter. Perform stall check.
High Oil Level on Dipstick
• Plugged breather.
• Hydraulic pump seal failure.
Clutch Noise or Premature Failure
• Incorrect oil in transaxle.
SM 709, Jun ’04
 Group 06(S), Transaxle

Checks Solenoid Valve Electrical Checks

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

IMPORTANT
This transaxle uses only Clark # 2776236
transaxle fluid.

General Mechanical/Electrical Checks

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

SM 709, Jun ’04 Transaxle Troubleshooting • 06(S)-2-3

Group 06(S), Transaxle

Stall RPM Test Transaxle Pressure Checks

IMPORTANT Transaxle problems can be isolated by the use of pressure
Perform the stall rpm test before you make tests.
transaxle pressure checks. When the stall test indicates slipping clutches, measure
clutch pack pressure to determine if the slippage is due to
Stall tests are described in Group 00. Refer to the stall low pressure or to clutch disc material failure.
tests Section in Group 00 and follow the procedure given
there. Measure regulator pressure to help determine if low clutch
pressure is caused by a faulty pressure regulator, inching
Stall rpm is the rpm at which the engine runs with full valve, or charging pump.
power applied, the transaxle engaged, and truck move-
ment stopped by an immovable object or by the service Also refer to ”Symptoms and Causes” on page 2 of this
brakes (right foot pedal). Section for other suggested causes of low clutch pack
pressure.
Stall test indications are as follows:
Measure cooler return pressure to determine if pressure in
• Normal engine stall rpm: the clutch lubrication circuit is sufficient and whether a
LPG 1790-1890 suspect converter is sufficiently charged (filled and pres-
surized). Cooler return pressure will also be low if regula-
Gas 1850-1950 tor pressure is low.
Diesel 2150-2250
If clutch discs are glazed or otherwise failing, clutch over-
• Low engine stall rpm: haul is needed to correct performance problem.

LPG 1600-1700 If the converter is damaged, converter replacement is

required to correct performance problem
Gasoline 1650-1750
Diesel 1900-2000 Minimum Tools Required

A loss of engine power is indicated and an engine tune-up • Hydraulic transmission test manifold, or conven-
or repair is required. tional pressure gauge with 0-300 psi (0-2070 kPa)
pressure range, with hose and fittings.
• Very low engine stall rpm: • Tachometer
LPG 1100-1200
Test Preparation
Gasoline 1150-1250
Preliminary checks and stall rpm test must be completed
Diesel 1300-1400
prior to pressure checks.
Faulty stator support shaft or a convertor malfunction is
indicated and replacement of converter or stator support IMPORTANT
shaft is indicated. Be sure that transaxle fluid level is correct
and oil warmed to operating temperature
• High engine stall rpm: and that all mechanical checks have been
LPG Above 1890 completed.
Gasoline Above 1950
Diesel Above 2250

Either slippage of the clutch pack or converter fin damage

is indicated. Pressure checks (see next subsection) will
show whether the clutch pack must be repaired or if the
converter must be replaced.

06(S)-2-4 • Transaxle Troubleshooting SM 709, Jun ’04

 Group 06(S), Transaxle

Pressure Test Procedures
1. Raise the front of the truck and block the steer
wheels as described in Group 22.
2. Return all controls to neutral and release the parking
brake.
3. Connect tachometer.
4. Remove plug or disconnect fitting, then connect
pressure gauge, or tee and pressure gauge, as indi-
cated in illustration below.
5. Operate engine at the specified rpm while taking the
pressure readings indicated in illustration below.
Make a record of each pressure reading for your ref-
erence.
6. When each pressure check is completed, stop the
engine, remove pressure gauge, and reinstall plug or
fitting(s).
IMPORTANT
Do not apply the inching pedal while making
clutch pressure checks. Apply the inching
pedal only when making inching control
pressure test .
Do not apply parking brake when making
pressure checks. The parking brake turns off
the solenoid valves.

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

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

P
Regulator pressure

P P

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

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

SM 709, Jun ’04 ➀ Transaxle Troubleshooting • 06(S)-2-5

 Group 06(S), Transaxle

Section 3

Transaxle Oil and Filter

Oil Level Check

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

Dipstick

SM 709, Jun ’04 Transaxle Oil and Filter • 06(S)-3-1

Group 06(S), Transaxle
Oil and Filter Replacement
Check transaxle oil every 50-250 hours or monthly. Drain
and refill transaxle oil and replace the external filter every
2000 hours or every year, whichever comes first.
NOTE
Transaxle should be drained with truck at
normal operating temperature.
1. If necessary in order to obtain sufficient clearance
under the truck, safely elevate and block the entire
truck as described in Group SA.
2. Remove drain plug and allow oil to drain completely
into a pan of at least 20-liter (5-gallon) capacity.
Clean plug of all debris. Clean sump screen.
External transmission
oil filter
06(S)-3-2 • Transaxle Oil and Filter
• Check O-rings for damage and scratches; replace if
damaged.
• Use a Standard-type cleaning solvent to clean the
screen.
• Allow screen to dry before reinstalling it. Do not
dry screen with rag—loose fibers could block
screen.
3. Remove the external transmission oil filter.
4. Install:
• A new external transmission oil filter
• A clean sump screen
• A clean drain plug.
5. Fill the transaxle through the dipstick opening with
transmission fluid, Clark part # 2776236. Use 18.5
liters (19.6 quarts).
6. With the directional control lever in the neutral posi-
tion and the parking brake on, run the engine at fast
idle to allow the transaxle to reach normal operating
temperature.
7. With the directional control lever in the neutral, run
the engine at normal idle and check the oil level on
the dipstick. Add oil as needed to bring the level to
the full mark on the dipstick.
Drain plug
SM 709, Jun ’04 ➀
 Group 06(S), Transaxle

Section 4

Transaxle Oil Cooler

Oil Cooling System Blockage Check

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

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

P
Return from cooler

Supply to cooler
(C15-20s)
Supply to cooler
P

P
Supply to cooler

Return from cooler

Return from cooler

P
(C20-32C) P (C20-35)

SM 709, Jun ’04 Transaxle Oil Cooler • 06(S)-4-1

Group 06(S), Transaxle

Oil Cooler Removal Oil Cooler Installation

The oil cooler is a separate unit located under the engine- Oil cooler installation is the reverse of removal.
cooling radiator. To remove the oil cooler.
Tighten mounting nuts and bolts to 40-45 N˜m (30-33 lbf-
1. Drain the transaxle fluid as described in Section 3 of ft). Reconnect fittings and tighten according to the
this Group. hydraulic fitting tightening procedure in Group 40.
2. Remove counterweight as described in Group 38. Fill transaxle as described in Section 3 of this Group (06).
3. Disconnect oil line fittings at cooler. Cap lines.
4. Remove the mounting nuts: The cooler is secured by
a carriage bolt at each end. The nuts for these bolts
are accessible through a hole in each wheel well.
5. Hold down the rear lip of the lower shroud and pull
the cooler from the back of the truck. (If necessary
unbolt the lower shroud and drop it down for clear-
ance.)

Torque 20~25 N.m

Cooler (14.8~18.5 lb.ft)

Lower shroud
A
Torque 40~45 N.m
Cooler line
(30~33 lbf.ft)

Heat shield
Torque 40~45 N.m
(30~33 lbf.ft)
DETAIL A

Transaxle Oil Cooler and Lines(C20-35)

06(S)-4-2 • Transaxle Oil Cooler SM 709, Jun ’04

 Group 06(S), Transaxle

Section 5

Transaxle Removal and Replacement

SM 709, Jun ’04 Transaxle Removal and Replacement • 06(S)-5-1

Group 06(S), Transaxle
Transaxle Removal
1. Remove the upright as described in Group 34. Place
a block under the counterweight to prevent tip-back.
2. Remove the drive wheels as described in Group 22.
Leave front of truck elevated on blocks.
3. Tilt back steer column. Raise the seat deck. Discon-
nect the battery positive cable. Remove the floor
plate as described in Group 38.
4. Remove the drain plug and drain the transmission as
described in Section 3 of this Group (06).
! WARNING
Hydraulic fluid is toxic to the skin, eyes, and
respiratory tract. Avoid skin and eye contact.
Good general ventilation is normally ade-
quate.
5. Disconnect parking brake cables at cowl, as shown in
Group 23.
6. Disconnect the four lines at the hydraulic pump (Fig-
ure 1) as shown in Group 29.
7. Also disconnect/remove (Figure 1):
• Inching cable from inching rod
• Brake line at union of flexible line and metal line
• Transaxle temperature sensor wire
• Transaxle oil cooling lines
• Electrical connectors for solenoid valves
• Cables, wires, or hoses anchored to the transaxle.
06(S)-5-2 • Transaxle Removal and Replacement
! WARNING
Place a block under the counterweight to pre-
vent tip-back when the transaxle is removed.
Also, make sure any lifting gear you use,
including sling, chain, hoist, or eyebolt, is of
sufficient capacity and is safety-inspected
and approved.
8. Support the flywheel-end of the engine by some reli-
able means, such as a floor jack or block under the
flywheel housing.
9. Remove the access plate from the transmission and
remove the bolts that hold the transmission drive
plate to the engine flywheel (Figure 2).
10. Remove the bolts that mount the transmission hous-
ing to the engine flywheel housing (Figure 2). Slide
the torque converter away from the engine.
11. Slide the converter away from the flywheel.
12. Remove the bolts from the suspension mounts for the
operator’s cell, as shown in Group 38.
13. Slightly hoist the front of the cell until the transaxle
can clear the cowl (Figure 3). Do not over-extend any
of the flexible lines connected to the cowl-mounted
components.
Figure 1. Items to Disconnect from
Transaxle. Also disconnect connec-
tor from temperature sensor (on
side not shown), and cables, wires,
and hose anchored on transaxle.
SM 709, Jun ’04

Figure 2. Transaxle-to-Engine Mounting
14. Check that all wiring, hoses, and cables are out of the
way. Then, pull the transmission from the front of the
truck using either a jack or lift truck as follows:
Using a jack (Figure 3):
a. Place a rolling jack under the transmission hous-
ing and raise the jack until it contacts the housing.
b. Remove the four mounting bolts from each trans-
mission-to-frame mounting bracket.
! CAUTION
Make sure the torque converter stays with
the transaxle when you separate the tran-
Figure 3. Truck and engine are
properly blocked. Operator’s
cell is raised. Transaxle is rest-
ing on jack.
Frame cross member
SM 709, Jun ’04
Group 06(S), Transaxle
saxle from the engin. Do not drop the torque
converter.
c. Pull the transaxle forward so that the housing
flanges separate and clear the dowels. Use a pry-
bar if necessary.
d. Raise the jack so that the flange on the converter
housing can clear the frame cross-member.
e. Bring the transaxle slowly forward with the jack,
until the flange on the converter housing clears
the cross-member. Then lower the jack slightly
and pull the transaxle from the truck. Make sure
the torque converter stays with the transaxle.
Using a lift truck:
a. Spread the forks so that the transmission case and
the axle housing can both rest stably on the forks.
b. Place the forks under the transaxle so that the tips
nearly touch the frame cross-member. Raise the
forks until they touch the transaxle.
c. Remove the four bolts from each transmission-to-
frame mounting bracket.
d. Pull the transaxle forward so that the housing
flanges separate and clear the dowels. Use a pry-
bar if necessary.
e. Tilt the upright back to enable the mounting
flange on the converter housing to clear the cross-
member. Pull the transaxle forward, adjusting
upright tilt as necessary, until the transaxle is
clear of the truck. Make sure the torque converter
stays with the transaxle.
Axle to frame
mounting bolts
Transaxle Removal and Replacement • 06(S)-5-3
Group 06(S), Transaxle

Transaxle Replacement 6. Bring the transaxle to the engine so that converter

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

Axle to frame
mounting bolts

Figure 4. Truck and engine properly

blocked. Operator’s cell is raised. Tran-
saxle is resting on jack.
Frame cross member

06(S)-5-4 • Transaxle Removal and Replacement SM 709, Jun ’04


8. Install the axle-to-frame mounting bolts (Figure 4).
Torque the mounting bolts to 450-500 N•m (332-
367 lbf-ft)
9. Rotate the transmission drive plate until a vacant fly-
wheel hole and a drive plate mounting hole are
within the access port (Figure 5). Screw in, but do
not tighten the drive plate mounting bolt. Repeat at
each flywheel/drive plate mounting hole, removing
the alignment stud.
Figure 6. Fastening the Drive Plate to the Flywheel
SM 709, Jun ’04
Group 06(S), Transaxle
10. Torque all the drive plate mounting bolts 20-25 N⋅m
(15-18 lbf-ft).
11. Reinstall/reconnect the following items (Figure 6):
• Inching cable at control cover.
• Brake line at union of flexible line and metal line.
Torque 16 N⋅m (12 lbf-ft).
• Transaxle temperature sensor connectors.
• Transaxle oil cooling lines. Tighten fittings per
hydraulic fitting tightening procedure in Group 40.
• Solenoid valve connectors.
12. Install/connect all other items removed or discon-
nected in steps 1 through 6 of” Transaxle Removal,”
using the referenced Sections for specific procedures.
! CAUTION
Do not use old transmission fluid. Use only
Clark Transmission Fluid part number
2776236. See the transmission drain and fill
Section in this Group (06) for details.
13. Fill the transaxle. Run truck until warm. Recheck
fluid level.
Figure 7. Items to Reconnect
to Transaxle. Also reconnect
connectors to temperature sen-
sor (on side not shown).
Transaxle Removal and Replacement • 06(S)-5-5
 Group 06(S), Transaxle

Section 6

Transaxle Overhaul

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-1

Group 06(S), Transaxle
General Practices to Follow
The following procedures should be applied throughout
the process of disassembling, inspecting, cleaning, repair-
ing, replacing, and reassembling the transaxle compo-
nents.
Specific disassembly and reassembly procedures are
given later in this Section. Follow those procedures
closely.
Disassembling Components
Before disassembling the transaxle, you must drain the
transaxle fluid, disconnect the necessary controls, link-
ages, and hydraulic lines, and remove the transaxle from
the truck as described in Section 5. Observe the following
practices during disassembly:
• Cleanliness - Work in a clean place. It is important
that no dirt or foreign material enters the unit dur-
ing repairs. Dirt is an abrasive and can damage
bearings. It is always good practice to clean the
outside of the unit before starting the planned dis-
assembly.
• Assemblies - When disassembling the various
assemblies, such as the clutches, idler shaft, and
wheel ends, lay all parts on a clean bench in the
same sequence as removed. This procedure will
simplify reassembly and reduce the possibility of
losing parts.
• Using Tools to Move Parts - Always apply force
to shafts, bearings, housings, etc., with restraint.
Movement of some parts is restricted. Never apply
force to the part being driven after it stops solidly.
The use of soft hammers, bars and mauls for all
disassembly work is recommended.
• Bearings - Remove bearings that will be reused
with pullers designed for this purpose. Lubricate
bearings with clean oil and wrap them in a lint-free
cloth or clean paper to protect them while not in
use.
• Snap Rings - Remove snap rings with pliers
designed for this purpose. Snap rings removed in
this manner can be reused, if they are not sprung or
loose in the groove.
06(S)-6-2 • Transaxle Overhaul
Cleaning Parts
! WARNING
Gasoline is not an acceptable cleaning solvent
because of its extreme combustibility. It is
unsafe in the workshop environment.
• Proper cleaning requires complete disassembly.
• Wash steel parts with machined surfaces in a com-
mercial solvent.
• Clean the inside and outside of bearing caps, hous-
ings, etc. Cast parts which do not have machined or
polished surfaces may be cleaned in hot solution.
• Wash castings or other rough parts in solvent or
clean in hot solution tanks using mild alkali solu-
tions, heating parts thoroughly before rinsing.
• Rinse all parts thoroughly. Dry immediately with
clean rags, except for parts with rough surfaces.
Lightly oil parts and wrap them in corrosion-resis-
tant paper if they will not be used immediately.
Store parts in a clean, dry place.
NOTE
Do not use rags to dry parts with rough sur-
faces, such as castings. Fibers left by rags can
restrict flow through the suction screen.
• Clean bearings thoroughly in clean, approved sol-
vent until completely cleaned. Dry bearings using
moisture-free compressed air. Be careful to direct
air stream across bearing to avoid spinning. Lubri-
cate bearings with clean oil and wrap them in a
lint-free cloth or clean paper to protect them until
installation
• Do not spin bearings when drying them. Bearings
may be rotated slowly by hand to facilitate drying.
Inspecting Parts
Closely inspect all transaxle components after cleaning
and before reassembly to determine whether they require
replacement.
Careful and complete inspection of all parts is very impor-
tant. Replacement of all parts showing indication of wear,
over-stressing, or damage will save time and money at a
later date.
SM 709, Jun ’04

Inspect:
• Steel parts for notches, visible steps or grooves.
Look for scuffing, deformation, or discoloration
related to improper lubrication.
• Bearing balls, cages or retainers, rollers, and race-
ways for pitting, discoloration, and spalled areas.
• Gear teeth for signs of excessive wear, pitting, or
cracking along contact lines. Check tooth contact
pattern.
• Machined surfaces of cast or malleable parts for
cracks, scoring, and wear. Look for elongation of
drilled holes, wear on machined surfaces and nicks
or burrs in mating surfaces.
• Fasteners for rounded heads, bends, cracks or dam-
aged threads.
• All housings for cracks or leaks, loose studs, or
cross-threaded holes.
IMPORTANT
Any damage that affects the alignment or
structural integrity of the housing requires
replacement. Repair by welding or straight-
ening should not be attempted. Such pro-
cesses can affect the housing metallurgy and
cause it to fail completely when under load.
Repairing and Replacing Parts
Replace lower-cost parts such as thrust washers, seals,
etc., that protect the transaxle from premature wear and do
not add greatly to the cost of rebuild.
Replace heavily worn but unbroken parts.
Steel parts such as shafts or gears are not repairable. If
worn or damaged, replace them, along with mating parts
as necessary.
Seals and washers should be routinely replaced. Fasteners
with self-locking patches may be reused if secured with
several drops of 277 (Clark part # 1802302).
Transaxle housing repairs are limited to removal of nicks
or burrs on machined surfaces or replacement of damaged
studs.
Since the cost of a new part is generally a small fraction of
the total cost of downtime and labor, avoid reusing a ques-
tionable part which could lead to additional repairs and
expense soon after initial reassembly. To aid in determin-
ing the reuse or replacement of any transaxle part, also
consider the unit’s history, hours of use, application, etc.
SM 709, Jun ’04
Group 06(S), Transaxle
When replacement is necessary, use only genuine Clark
parts to assure continued performance and extended life
from your unit.
Recommended inspection procedures for various types of
parts are as follows:
Bearings
• Replace bearings that are pitted, discolored, or
spalled. Always replace bearing cups and cones as
a set. Do not replace a bearing or race separately.
• Replace bearings with excessive clearances.
• Check bearing fits. Bearing inner races should fit
tight to the shaft; outer races slightly tight to
slightly loose in housing bore. If bearing spins
freely in bore, however, housing should be
replaced.
Gears and Shafts
• Check gear teeth for frosting and pitting. Frosting
of gear tooth faces presents no threat of transmis-
sion failure. Often in continued operation of the
unit, frosted gears will “heal” and not progress to
the pitting stage. And in most cases, gears with
light to moderate pitted teeth have considerable
gear life remaining and can be reused. But gears
with advanced-stage pitting should be replaced.
• If the Magnaflux process is available, use it to
check parts for damage.
• If gear teeth show areas where the case-hardening
is worn through or cracked, the gear must be
replaced.
• Inspect all shafts to be sure they are not bent or
cracked and that splines are not damaged.
Splines
• Check splines on all shafts and gears for abnormal
wear. If splines are severely worn or pitted, replace
the specific part affected.
Clutch Discs
• All damaged discs must be replaced with new
ones.
• Inspect clutch plates for excessive wear (shown by
worn dimples or friction surfaces), excessive heat-
ing (blue color indicates excessive heating), and
warp.
• Examine clutch plate internal and external teeth for
evidence of excessive wear.
Transaxle Overhaul • 06(S)-6-3
Group 06(S), Transaxle
O-Rings and Gaskets
• Replace all O-rings at overhaul.
• Replace all gaskets at overhaul.
• O-rings and seals should be lubricated with trans-
mission fluid (Clark part # 2776236) before assem-
bly.
Oil Seals
• Replace all oil seals at overhaul.
• Use extra care when installing seals. Seal lips and
sealing surfaces can be easily nicked and damaged,
thereby destroying the sealing ability.
Housings
• Check all housings for damage, cracks and wear.
Replace damaged housings, as needed.
• Gasket sealing surfaces should clean and free of
nicks and burrs.
Threaded Fasteners and Snap Rings
• Inspect all fasteners for damage and wear. Replace
all damaged fasteners.
• Snap rings are to be installed with flat side away
from load. Replace any damaged or suspect snap
rings.
Reassembling Components
These practices should be followed during reassembly:
• Cleanliness - Be sure that interiors of all housings
are clean. It is important that dirt and other foreign
materials be kept out of the transaxle during reas-
sembly. Dirt is an abrasive and can damage pol-
ished surfaces of bearings and washers.
• Removing Burrs - Make sure all lead-in chamfers
for oil seals, piston ring grooves, and O-rings are
smooth and free from burrs. Inspect at assembly.
• Initial Lubrication of Parts - Brush light coating
of transmission fluid, Clark part # 2776236, on
bearings and bushing bores.
Lubricate all piston ring grooves, clutch plates and
O-rings with transmission fluid # 2776236 before
assembly.
• Use of Sealing Compounds and Thread Lockers
- Use only where specified.
Make sure there is no excess or free sealing com-
pound or thread locker that could enter the oil sys-
tem.
06(S)-6-4 • Transaxle Overhaul
Threads should be clean and dry before application
of thread compound.
• Gaskets - Be sure all gaskets are installed. An
omission of any gasket can result in oil leakage.
• Capscrews and Threaded Fasteners - Use only
threaded fasteners of the correct part number and
material specification. Replace all fasteners that
have a questionable condition. Threads should be
clean and dry before application of thread com-
pound. Apply lubricant or thread compound only
as specified. Be sure all fasteners are installed
(none omitted) and torqued to the correct specifica-
tion.
• Bearings - Use of the proper bearing installation
tool is recommended for the installation of bear-
ings. The proper tool applies equal force to both
bearing races, preventing damage to balls/rollers
and races while maintaining correct bearing align-
ment with bore and shaft. Avoid using a tubular or
sleeve-type driver, whenever possible.
• Torque Recommendations - Correct torque appli-
cation is extremely important to assure long tran-
saxle life and dependable performance. Over-
tightening or under-tightening can result in a loose
installation and, in many instances, eventually
cause damage to transaxle gears, shafts, and/or
bearings. Use a torque wrench whenever possible
to attain recommended torque ratings. Torque rec-
ommendations are given in this Section with the
specific assembly procedures.
• Tool Reference - Some repair procedures in this
manual may show the use of specialized tools.
Their actual use is recommended as they make
transaxle repair easier, faster, and prevent costly
damage to critical parts.
But for the most part, ordinary mechanic’s tools
such as socket wrenches, screwdrivers, etc., and
other standard shop items such as a press, mauls,
and soft bars are all that is needed to successfully
disassemble and reassemble the transaxle.
IMPORTANT
Refer to the appropriate Customer Service
Parts Book for the correct service replace-
ment parts to be used during reassembly of
the transaxle.
SM 709, Jun ’04
 Group 06(S), Transaxle

Overhaul Procedures Removing Transaxle Peripherals

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

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

Figure 3. Brake Lines and Fittings

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-5

Group 06(S), Transaxle

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

Figure 7. Transaxle Oil Filter

8. Remove transaxle control valve assembly. Remove

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

5. Remove torque converter assembly by carefully slid-

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

Figure 8. Transaxle Control Valve

See the “Transaxle Control Valve Overhaul” Section

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

Figure 5. Torque Converter

6. Remove main hydraulic pump and gasket. The trans-

mission charging pump is in the same housing. Also
remove three O-rings from ports and pilot.

Figure 9. Solenoid Valves and Temperature Sensor

10. Remove the breather.

Figure 6. Hydraulic Pump and Transaxle Charging Pump

Figure 10. Breather

06(S)-6-6 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

11. If you intend to overhaul the axle end and/or brake

assemblies, disassemble those components as
described in the “Axle End Overhaul” Section in this
Group (06), and the “Service Brake Inspection and
Overhaul” Section in Group 23.

Figure 11. Axle End Assembly

Torque converter (In housing)

Transaxle control valve

Transaxle oil filter

Main hydraulic pump/

Temp. sensor Transaxle charging pump

Drain plug and strainer

Brake line fitting

Axle end assembly

Brake line fitting

Solenoid valves Breather
Clutch test port

Figure 12. Transaxle Peripherals

SM 709, Jun ’04 ➀ Transaxle Overhaul • 06(S)-6-7

Group 06(S), Transaxle

Separating Converter, Transmission, Transmission Case to Axle Housing

and Axle Housings
Refer to Figure 13.
Before you separate the housings, the transaxle must be
1. If the axle shaft is not already removed, remove 10
removed from the truck (as described in Section 5) and
axle-to-hub mounting bolts (G) from each axle end,
peripherals must be removed from the transaxle (as
and pull axle shafts (H) out of differential.
described above). Then, proceed as follows.
2. Remove 17 transmission-to-axle mounting bolts (E
Converter Housing to Transmission Case
& J) from mounting flanges.
Refer to Figure 13.
3. Separate axle housing (F) from transmission case
1. Block under the converter housing (B) or hoist it so (D), tapping with rubber mallet if necessary.
that it is supported as you unbolt it from the transmis-
4. Remove and discard gasket (I) between housings.
sion case (D).
2. Access transmission-to-converter mounting bolts (A)
and washers from inside of converter housing (B).
Remove 11 bolts.
3. Separate converter housing from transmission case
(D), tapping with rubber mallet if necessary.
4. Remove and discard gasket (C) between housings.

D
C

I
H
G
A J

Figure 13. Separation of Transaxle Housing

06(S)-6-8 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Removing the Stator Support, Impeller Hub Gear 3. Remove hook ring seal (J).
and Bearing, Stator Oil Seal, and Pump Idler Gear
4. Lift out the impeller hub gear ( K).
Refer to Figure 14.
5. Remove the impeller hub bearing (L) by tapping
Before you remove these items, the transmission case lightly.
must be separated from the converter housing as described
6. Push the oil seal (A) out of the housing.
previously. Then:
7. To remove the pump idler gear, install an M8-1.25
1. Remove 4 stator support mounting capscrews (G)
bolt into the threaded hole in the shaft (B) of the
and washers.
pump idler gear. Pull the shaft from its bore with a
2. Using a soft-faced hammer, tap stator support (E) slide hammer or other suitable device, gripping the
from converter housing. Bearing (F) and bushing (H) installed screw. Do not pry on machined surface.
are pressed onto stator support and should be
replaced if worn or damaged, although it is advisable
to replace the entire assembly.

Figure 14. Converter Housing Contnts (Torque Converter Removed Perviously)

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-9

Group 06(S), Transaxle

Removing Clutch Assembly and Reverse Idler
Shaft
Before you remove these components, the transmission
case must be separated from the converter housing as
described previously.
1. 1.Remove reverse clutch outer thrust bearing set
(Figure 15, A).
2. Remove the clutch assembly (Figure 15, B) and
reverse idler shaft (H) together: Use a gear puller to
loosen the idler shaft from its rear bearing (G). Grasp
both shafts and pull from case.
3. Locate and remove forward clutch outer thrust bear-
ing (Figure 15, C) from transmission case or clutch
shaft (turbine shaft).
4. If the inner bearing (Figure 15, I) needs replacing,
pull it from the idler shaft.
Removing the Differential and Pinion Shaft As-
sembly
Before you remove these components, the torque con-
verter and axle housing must be separated from the trans-
mission case and the transmission case should be
anchored to the bench. Then:
1. Support the differential assembly (Figure 16, I) for
removal.
2. Pull the lock pins (Figure 16, L) from the differential
carrier adjusting nuts.
3. Remove the adjusting nuts (Figure 16, M).
4. Remove the differential casing (Figure 16, I) and
cone bearings (Figure 16, G and K).

E
D
C
B

G
H

I
Figure 15. Clutch Assembly and Idler Shaft Removal

Figure 16. Differential and Pinion Removal

06(S)-6-10 • Transaxle Overhaul SM 709, Jun ’04


5. Remove output gear retaining ring (Figure 16, A)
from pinion shaft (inside transmission case).
6. Hold or block the pinion shaft (Figure 16, F) or out-
put gear with a brass bar or similar soft material to
prevent turning. Loosen and remove the pinion shaft
nut (Figure 16, N).
7. Use a brass bar to drive the pinion shaft (Figure 16,
F) from its bearings. Support pinion so that shaft
does not fall as it exits the case.
8. Remove the pinion shaft outer bearing (Figure 16, O)
and shims (Figure 16, Q).
NOTE
Wire shims to transmission case for storage
until reassembly.
9. Remove output gear (Figure 16, B).
Removing the Suction Tube
To remove the oil suction tube assembly from transmis-
sion case:
1. Remove the keeper from the bore with pliers (A).
Discard keeper.
2. Push the tube toward the converter end of case (B) to
free it from axle end of case
3. Rotate the tube (C) to provide clearance.
4. Pull the tube back toward the axle case (D) and
remove the tube.
5. Remove and discard O-ring.
Figure 17. Oil Suction Tube Removal
SM 709, Jun ’04
Group 06(S), Transaxle
Removing Bearings, Cups, Shims, and Oil
Distributor from Transmission and Differential
Housing
With all other components cleared from transmission
case:
1. Pull the reverse idler shaft rear bearing. (Figure 15,
G).
2. Pull the turbine (clutch) shaft rear bearing (Figure 15,
D).
3. Inspect the clutch shaft oil distributor sleeve (Figure
15, E). If it appears worn or damaged, remove the
retaining set screw (F). Then, pull the oil distributor
sleeve from the transmission case with a slide ham-
mer or gear puller.
4. If pinion bearings are to be replaced, drive out the
cups (Figure 16, D and P) from inside transmission
case. Remove shims (Figure 16, C) from differential
side.
NOTE
Wire shims to transmission case for storage
until reassembly.
Transaxle Overhaul • 06(S)-6-11
Group 06(S), Transaxle

Differential Overhaul
Refer to Figure 18.

Differential Disassembly
1. Unbolt the ring gear (A) from the differential casing.
2. Using a small drift pin or rod, drive the differential
pinion pin lock pin (B) from the casing (E).
3. Remove pinion pin (C).
4. Remove items G-K from differential casing.
5. If bearings or cups (D, F) need replacement, drive
cups from casing.

Differential Reassembly
Before reassembly, clean, inspect and lubricate all parts.
IMPORTANT
Replace both the pinion and ring gear as
matched set only.

1. Press bearing (D, F) cups to bottom of bores if they

are being replaced. Cups must be replaced if bearings
are being replaced.
2. Insert the side gears (H) and washers (I) into the dif-
ferential assembly. Figure 18. Differential Casing Assembly/Disassembly

3. Insert washers (K) into grooves in casing.

! CAUTION
4. Insert both pinion gears (G, J) into position on the
side gears. RING GEAR BOLTS. Use only new ring
gear bolts. Used bolts can failed prematurely.
5. Rotate the side gears and pinions until the bores in
the pinions (G, J) align with the pin (C) hole in the
casing.
6. Insert the pinion pin (C) into the casing. Rotate the
pinion pin so that one of its slots can receive the lock
pin (B).
7. Drive lock pin (B) into the casing so that the lock pin
engages the pinion pin (C).
8. Mount the ring gear (A) to the casing (E):
a. Use a vice with soft jaws to hold the casing.
b. Clean and dry all bolts and ring gear threads.
c. Apply Loctite Primer T (Clark part #1803836)
and Loctite 271 (Clark part #1802302) to all
threads.
d. Use alignment studs to position the ring gear.
e. Install 12 mounting bolts with washers, and
torque to 190-240 N•m (140-177 lbf-ft).

06(S)-6-12 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Clutch Overhaul
Disassembling the Clutch
Figure 19 shows the contents of the reverse drum (R). The
contents of the forward clutch drum (S) are the same as
the reverse clutch drum except that the forward clutch’s
drive gear is smaller and the outer thrust bearings differ
(as shown in Figures 15 and 38).
1. Slide off clutch drive gear (B), and inner thrust bear-
ing and washers (C).
2. Press the clutch gear bearings and spacer (A) from
the internal bore of clutch gear hub, if they need
replacement.
3. Pry retainer ring (D) out of the groove in the clutch
drum (P) and remove clutch disc end plate (E).
4. Withdraw the five inner clutch discs (F) and five
outer clutch discs (G).
5. Remove clutch return spring retainer clip (H) with
snap ring pliers. (To remove the clip you, must first
compress the spring as illustrated in Figure 23.)
! CAUTION
SPRING UNDER HEAVY COMPRESSION.
Carefully remove with press and special tool
shown in figure 23.
6. Slide off, piston return spring (H).
7. Remove clutch piston (O) by turning clutch upside
down and tapping the shaft on a block of wood or by
applying compressed air to bore between distributor
seal rings (R). (Outermost bore is for reverse piston;
innermost for forward piston.)
8. Remove from piston, and discard, clutch piston seals
(L and M).
9. Repeat above procedures for forward clutch drum
(Q) disassembly.
10. Remove three oil distributor seal rings (R) at end of
shaft by squeezing and unlatching them.
11. Inspect turbine shaft. Check widths of seal ring
grooves by installing new seal rings (R) from kit. If
side clearance exceeds 0.203 mm (0.008 in), shaft is
worn and must be replaced.

G
F
E
D
C

B
A R

O
M
K

J
I
H

Figure 19. Reverse Clutch Pack Contents

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-13

Group 06(S), Transaxle

Reassembling the Clutch 5. Install retainer.

Forward and reverse clutch reassembly are the same. The
reverse clutch is shown below.
Retainer disc
NOTE
Retainer cup
Before reassembly, clean, inspect and lubri-
Spring
cate all parts with a light layer of Clark-
Transmission Fluid, part # 2776236.

Clutch Piston and Return Spring Reassembly

Retainer

1. Install new clutch piston inner and outer oil seal rings
in piston grooves. Make sure that outer O-ring is not Piston
twisted.

Groove for retainer clip

Inner seal Figure 21. Clutch Pack Assembly

Clutch piston
Filter Outer seal
Figure 20. Clutch Piston Assembly 6. Install piston return spring (Figure 21) over retainer.
7. Install retainer cup (Figure 21) against spring.
IMPORTANT
8. With a press (Figure 22), compress the return spring
Clutch PISTON Rings Must Be SEATED
and install retainer clip into groove in turbine shaft.
before you install the piston on the shaft and
Make sure sharp edge of clip faces up.
into the clutch drum.
Hold a cylindrical object, such as a screw- 9. Repeat assembly procedures for forward clutch.
driver shaft, against the new seal rings and
rotate the piston to seat the rings.
Make sure the seal rings are seated flush with
the inner and outer diameters of the piston.

2. Position the clutch assembly so that the open end of

the clutch drum faces up. (Refer to Figure 21.)
3. Apply transmission fluid, Clark part # 2776236, to
piston seal and inside of drum.
4. Install clutch piston, with oil seals, over turbine shaft
and into bottom of the drum. Rotate piston to check
whether seals are installed properly. The piston will
bind if either seal is out of position.

Figure 22. Press and Fixture. Fixture must be at least 25

cm (10 in) long with an inner diameter of 3.5 cm (1.4 in),
an outer diameter of 6.4 cm (2.5 in), and an opening to
allow installation of a snap ring.

06(S)-6-14 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Clutch Discs Reassembly

Refer to Figure 23.
1. Soak friction discs in transmission fluid, Clark part # Retainer ring
2776236.
2. Install the first outer clutch disc (steel disc) against End plate
clutch piston. Next, install first inner clutch disc
(friction disc). Alternate outer and inner discs to
install a total of six standard thickness outer steel
discs and five inner friction discs.
3. Install clutch disc end plate.
4. Install end plate retainer ring into groove in drum.
Pull up forcefully at two points on end plate to verify
that retainer ring is properly seated.
5. Check clutch disc clearance
a. Stand the clutch assembly on end with drum
opening upward. The stack of clutch discs and Inner disc
end plate will rest against the piston. (Friction disc)
b. Set up a dial indicator as shown in Figure 24.
Raise end plate against retainer ring. Measure the
distance end plate travels. (Flexible feeler gauge Outer disc
may be used.) (Steel disc)
c. If clearance is more than 3.38 mm (0.133 in), add
an outer (steel) clutch disk.
Groove for retainer ring
6. Repeat assembly procedures for forward clutch.

Figure 23. Clutch Discs Installation

Figure 24. Clearance between End Plate and Retainer Ring

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-15

Group 06(S), Transaxle

Clutch Gear Reassembly 2. Check that gear assembly is inserted correctly.

1. Install inner thrust bearing set (thrust bearing
between two thrust washers) onto clutch shaft (tur-
bine shaft).
2. If removed, press clutch gear bearing set into clutch
gear. Top surface of upper bearing should be just
below top surface of gear. Letters on bearing edges
should be visible after installation.
Clutch gear bearing set
3. Repeat clutch gear assembly and installation proce-
dures for forward clutch.
Oil Distributor Rings Installation
1. After forward clutch is assembled, install three new
oil distributor seal rings on clutch shaft. Gently
spread each ring and slide it into its groove. Squeeze
and latch each ring.
2. Apply transmission fluid Clark part # 2776236 to
rings to facilitate assembly into oil distributor.

Inner thrust bearing set

Figure 25. Clutch Gear, Seal Ring, and Bearings

Clutch Gear Installation

1. Lower the gear assembly into the clutch pack and
rotate it as necessary to clear the teeth of each fric-
tion disk. Do not force the hub into the clutch pack. Figure 27. Oil Distributor Rings
Be sure the clutch hub is fully through the entire
clutch pack.
Transaxle Control Valve Overhaul
The entire control valve should be disassembled, cleaned,
and inspected at transaxle overhaul. However, the valve—
or its various subsections—may be disassembled sepa-
rately whenever troubleshooting indicates a problem.
Procedures are given in the transaxle control valve over-
haul Section of this Group (Group 06).

Figure 26. Installing Clutch Gear by Rotating into Clutch

Pack

06(S)-6-16 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Transaxle Reassembly
IMPORTANT Setscrew
Before proceeding, read the general practices
for inspecting, cleaning, replacing, and reas-
sembling components given at the beginning
Sleeve
of this Section.

Notes : Turbine shaft

rear bearing
• Use sealing compounds and thread lockers only
where specified.
• All lead-in chamfers for oil seals, piston ring Reverse idler shaft rear
bearing
grooves and O-rings must be smooth and free from
burrs. Inspect at assembly.
• Lubricate all piston ring grooves, clutch plates and Figure 28. Installation of Transmission Case Rear Com-
O-rings with transmission fluid, Clark part # ponents
2776236, before assembly. The Clark-specified
fluid has additives that are especially important for Installing the Suction Tube
conditioning new friction disks. If the suction tube has been removed, install it as follows.
• Brush a light coating of transmission fluid, Clark
1. Check cleanliness of O-ring groove in suction tube
part # 2776236 on bearings and bushing bores.
bore. Lubricate O- ring and tube end with transaxle
• After applying sealing compounds and thread lock- fluid. Install O-ring in groove.
ers, make sure there is no free or excess material
that could enter the oil system. 2. Push the tube end (A) into and through the bore in
the converter end of the transmission case.
3. Rotate the tube to align (B); then push the tube into
Installing Oil Distributor Sleeve, Reverse Idler the axle end of the case (B) until the tube end is
Shaft Bearing, and Clutch Shaft Bearing into firmly seated.
Transmission Case
4. With a socket, press the keeper into the bore (C) until
NOTE it seats against the tube. The tab ends of the keeper
Carefully align the oil distributor sleeve should point toward you.
before insertion. Use scribe marks on face of
sleeve to align with setscrew hole.
Suction
1. Install the oil distributor sleeve (Figure 28): Align tube
the setscrew hole in the sleeve with the hole in the
case and drive the sleeve in until the holes coincide. O-ring
2. Apply Loctite #242 (Clark part # 1802300) and
install the setscrew through the valve mounting base
and into sleeve. Torque setscrew to 16-20 N•m (142-
177 lbf-in).
3. Drive the turbine shaft rear bearing (Figure 28)
Keeper
fully into the transmission case.
4. Drive the reverse idler shaft rear bearing fully into
the transmission case.

Figure 29. Oil Suction Tube Installation

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-17

Group 06(S), Transaxle

Installing the Pinion Bearings, Pinion Shaft, and
Output Gear
IMPORTANT
REPLACE RING AND PINION AS A SET.
Pinion and ring gear must be replaced as a
new set if either is to be replaced.
Determining Shim Pack Thickness
The position of the pinion along the radius of the ring gear
is called the “pinion mounting distance.” This distance
must be kept within a specified range for the ring gear and
pinion to mesh properly. Because manufacturing toler-
ances vary among ring and pinion sets, the actual pinion
mounting distance may require shimming in order to
match the specified pinion mounting distance.
The shim pack is shown in Figure 30A.
To determine the shim pack thickness required for the ring
gear and pinion set you are installing:
1. Note the number on the end of the pinion shaft.
2. Locate the number on the chart below.
3. Select the shim pack thickness next to the number
you located.
4. Check the shim pack height with a micrometer
before installation.
IMPORTANT
You must determine the thickness of and
install the required shim pack whenever you
replace the ring gear and pinion set, or the
old shim pack.

Shim Pack Thickness Chart

Mark on Shim pack Thickness Mark on Shim pack Thickness

Pinion (mm) (inch) Pinion (mm) (inch)
50 0.26 0.010 0 0.76 0.030
48 0.28 0.011 -2 0.78 0.031
46 0.30 0.012 -4 0.80 0.031
44 0.32 0.012 -6 0.82 0.032
42 0.34 0.013 -8 0.84 0.033
40 0.36 0.014 -10 0.86 0.034
38 0.38 0.015 -12 0.88 0.035
36 0.40 0.016 -14 0.90 0.035
34 0.42 0.016 -16 0.92 0.036
32 0.44 0.017 -18 0.94 0.037
30 0.46 0.018 -20 0.96 0.038
28 0.48 0.019 -22 0.98 0.038
26 0.50 0.020 -24 1.00 0.039
24 0.52 0.020 -26 1.02 0.040
22 0.54 0.021 -28 1.04 0.041
20 0.56 0.022 -30 1.06 0.042
18 0.58 0.023 -32 1.08 0.042
16 0.60 0.024 -34 1.10 0.043
14 0.62 0.024 -36 1.12 0.044
12 0.64 0.025 -38 1.14 0.045
10 0.66 0.026 -40 1.16 0.046
8 0.68 0.027 -42 1.18 0.046
6 0.70 0.027 -44 1.20 0.047
4 0.72 0.028 -46 1.22 0.048
2 0.74 0.029 -48 1.24 0.049
0 0.76 0.030 -50 1.26 0.049

06(S)-6-18 • Transaxle Overhaul SM 709, Jun ’04


Installing Pinion Shaft and Setting Preload
Refer to Figure 30A.
1. Drive outer bearing cup, if removed, fully into bore.
2. Install the inner bearing shim pack, as selected
above.
3. Drive the inner bearing cup into the bore firmly
against the shim pack.
4. Press (or expand with induction bearing heater) the
inner pinion bearing onto the pinion shaft until it
butts against the shoulder of the pinion.
5. Position the output gear in the case with the long
hub of the gear outward as shown.
6. Insert the pinion shaft and inner bearing into the
case and through the output gear. Seat the bearing
with a sharp blow to the pinion end with a soft-faced
hammer.
7. Slip the output gear retainer ring on the pinion
shaft, but do not install it into its groove at this time.
Bearing Installation Tip: To brace the pinion shaft
in preparation for driving on the outer bearing, install
the differential assembly adjusting nuts as shown in
Figure 32. Then install a T-bar bearing puller into the
adjusting nuts and tighten finger-tight against pinion.
Figure 30A. Pinion Installation
SM 709, Jun ’04
Group 06(S), Transaxle
8. Install the outer bearing shim pack. If a new pinion
shaft is, start with a nominal shim pack of 1.575 mm
(0.062 in).
9. Drive outer bearing onto the pinion shaft.
10. Install the old pinion shaft nut and torque to 270-
340 N•m (200-250 lbf-ft). Hold or block the pinion
shaft with a brass bar or similar soft material to pre-
vent the shaft from turning while tightening the nut.
Anchor case to bench if necessary,
11. Unblock the pinion shaft and use a torque wrench to
measure the pinion shaft bearing rolling-torque pre-
load (Figure 30B). Preload torque should be 0.8-2.3
N•m (7-20 lbf-in).
12. If the preload torque is outside the specified range,
you must remove shims to increase preload or add
shims to decrease it. To add or remove shims,
remove the pinion shaft nut and bearing and repeat
steps 8 through 11.
13. After the preload torque proves to be within the spec-
ified range, replace the pinion shaft nut with a new
one. Do not reuse the pinion shaft nut. Torque nut
270-340 N⋅m (200-250 lbf-ft).
14. Install the retainer ring into its groove, making sure
it is fully seated.
15. If used, remove T-bar puller and adjusting nuts.
Figure 30B. Preload Torque Check
Transaxle Overhaul • 06(S)-6-19
Group 06(S), Transaxle
Installing the Differential
Installing Differential Cage
1. Press the left and right cups into the differential cage,
if removed.
Figure 31. Bearing Cup Installation
2. Place bearings in differential assembly (Figure 32).
3. Position differential assembly between carrier “ears.”
Block under ring gear to hold assembly in position.
4. Loosely install adjusting nuts through ears and into
bearings.
Figure 32. Differential Installation
06(S)-6-20 • Transaxle Overhaul
Setting Differential Bearing Preload
The differential bearing preload is the bearings’ resistance
to turning, which is controlled by how tightly the bearings
are sandwiched between their races. The change in dis-
tance (deflection) between the differential carrier ears
caused by tightening the differential adjusting nuts is a
convenient indicator of preload. To measure the deflec-
tion:
1. Securely clamp transmission case to bench and set up
a dial indicator so that it is zeroed against a flat on a
carrier ear (Figure 33).
2. Tighten one or both of the adjusting nuts until the
pinion appears to correctly mesh with the ring gear
and there is a small amount of play (backlash)
between the pinion and ring gear.
3. Read the deflection on the dial indicator.
Your goal is for this deflection to measure 0.076 mm
(0.003 in), without changing the temporary backlash
set in step 2.
To change the deflection without affecting the back-
lash, tighten both adjusting nuts equally, or loosen
both equally: Use a clockwise rotation on both
adjusting nuts to increase the deflection (Figure 33).
Use a counter-clockwise-rotation on both nuts to
decrease the deflection. When the deflection is cor-
rect, precisely set backlash as described on the next
page.
NOTE
The deflection of one carrier ear should mea-
sure 0.075 mm (0.003 in). The total deflection
measured from flat to flat should be 0.15 mm
(0.006 in).
Figure 33. Differential Bearing Perload
SM 709, Jun ’04
 Group 06(S), Transaxle

Setting Ring Gear and Pinion Backlash 4. Check the resulting backlash on three teeth around
the ring. Repeat adjustments until the preload and
The backlash measurement is the distance a ring gear
backlash measurements are both correct.
tooth can travel between pinion teeth with the pinion sta-
tionary. Because the pinion and ring gear teeth are bev- 5. Drive locking pins (Figure 34, D) through the upper
eled, you can change the backlash by changing how or lower holes in the differential carrier ears and
deeply the teeth mesh into each other. To adjust backlash between cleats in adjusting nuts. If necessary
without changing preload, you shift the ring gear along it
axis by tightening one adjusting nut while loosening the
Checking Ring and Pinion Gear Tooth Contact Pat-
other an equal amount. To measure and adjust backlash:
tern
1. Set up a dial indicator on a ring gear tooth (Figure
To check the ring gear and pinion for proper tooth contact
34, A). Hold or block the pinion so that it cannot
pattern (correct position):
rotate.
1. Apply a thin, even coating of gear checking com-
2. Rotate the ring gear through backlash (Figure 34, B)
pound, to the ring gear teeth.
and read the measurement.
2. Rotate the ring and pinion gears through a minimum
Backlash must be 0.20-0.28 mm (0.008-0.011 in).
of one revolution and apply a load (hold by hand) to
If the measurement is less than required, you need to the gears as they are turned.
shift the ring gear away from the pinion, if more than
When the ring gear is turned, the compound is
required, into the pinion.
squeezed away by the contact action of the teeth,
3. To shift the ring gear position, rotate the adjusting leaving bare areas that are the exact shape, size and
nuts equally in opposite rotations (loosen one nut, area of the tooth contact pattern.
tighten the other) as shown Figure 34, C.
3. Check the tooth contact
Tip: Insert a rod in the recess on the carrier ear and area on the sides of the
between cleats on the adjusting nut. Rotate the ring gear teeth. On an
adjusting nut with the rod as far as the recess old gear set, the contact
allows—this is one “notch.” Keep count of each pattern must match wear
“notch” you rotate the adjusting nut. Repeat on other pattern. On a new gear
adjusting nut using same number of “notches.” set, the tooth contact
pattern must be as
shown in Figure 35. If
the contact pattern is
incorrect, recheck the
pinion mounting proce-
dure and the ring-and-
pinion backlash read-
ing. Disassemble the
parts, add or remove
inner bearing shims as
needed to adjust pinion
position, and adjust dif-
ferential bearing nuts to
correct backlash.
Adding shims corrects a
“high” pattern. Remov-
ing shims corrects a
Figure 34. Ring Gear Backlash Adjustment “low” pattern.
Figure 35. Tooth Contact Pattern

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-21

Group 06(S), Transaxle
IMPORTANT
Each time the ring gear or pinion is moved,
the backlash and the differential bearing pre-
load must be checked and reset as needed.
Installing the Clutch and Idler Gear
The following should already be installed: oil distributor
sleeve, clutch shaft rear bearing, reverse idler shaft rear
bearing, and differential pinion shaft (with transmission
output gear). Additionally, the clutch pack should be fully
assembled, including oil distributor seal rings. Then:
1. Press the reverse idler shaft front bearing onto the
idler shaft until it is fully seated against the shoulder.
Figure 36. Installation of Front Bearing onto Reverse
Idler Shaft
2. Apply transmission fluid to forward clutch outer
thrust bearing assembly (thrust bearing between two
washers) and to reverse clutch outer thrust bearing
and install them on clutch shaft.
Reverse
Forward
Figure 37. Installation of Clutch Outer Thrust Bearings
Clutch(turbine) shaft
Reverse clutch gear
Idler gear shaft
Figure 38. Installation of Clutch and Reverse Idler
Assemblies
06(S)-6-22 • Transaxle Overhaul
3. Place a soft-faced hammer within reach.
4. Hold the reverse clutch gear so that it does not dis-
engage any friction disks. Then, insert the end of the
clutch shaft into its bearing (Figure 38). Make sure
the forward clutch gear meshes with the output gear.
5. Insert the idler gear shaft end into its bearing while
maneuvering the clutch and idler shafts so that the
idler, clutch, and output gears mesh (Figure 38).
6. Lightly tap the idler gear shaft with a soft-faced
mallet to seat the shaft and bearing into the bearing
pocket. Lightly tap on the clutch shaft with a soft-
faced mallet to seat the shaft into the bearing pocket.
7. Check for proper clutch shaft installation depth
(Figure 39):
a. Place a transmission case-to-converter housing
gasket on mating surface. Place a straight edge
against gasket and over clutch thrust washer.
b. If thrust washer touches straight edge, a clutch
disc may be out of position. Stop assembly of the
unit, remove the clutch, make sure both clutch
gears engage all five friction disks, and repeat the
clutch/idler gear installation procedure.
c. Measure the gap between the straight edge and
the thrust washer. If the gap is not 0.1-0.8 mm
(0.004-0.032 in) remove the clutch pack and rein-
stall it with a thinner or thicker reverse clutch
outer thrust bearing (Figure 37), as needed.
Figure 39. Measuring Clutch Installation Depth
SM 709, Jun ’04

Installing the Pump Idler Gear and Bearing
1. Insert retaining ring into the groove of pump idler
gear.
2. Press the bearing into the hub of the pump idler
gear.
3. Apply clean transmission fluid Clark # 2776236 to
the bearing.
4. Insert the gear with bearing between the shaft mount-
ing holes in the converter housing. Check that holes
in housing and bearing align.
5. Insert shaft (threaded end up) into outer bore and
drive shaft in to below housing surface.
Figure 40. Pump Idler Gear Installation
SM 709, Jun ’04
Group 06(S), Transaxle
Installing the Stator Oil Seal, Impeller Hub Gear
and Bearing, and Stator Support
1. From converter side, drive the oil seal into its bore,
flush with the machined surface, with the beveled
edge facing the transmission case.
2. If bearing and bushing have been removed from sta-
tor support:
a. Press bushing flush into splined end of stator
support.
b. Press needle bearing 4.0 mm (0.16 in) below
flange surface.
3. Tap the impeller hub bearing into the converter
housing.
4. Coat sealing ring with transmission fluid and slide it
onto stator support. Squeeze and latch sealing ring
into groove.
5. Oil the impeller hub gear. Place it in the converter
housing, and position it to mesh with the pump idler
gear.
6. Insert stator support assembly into converter hous-
ing and through impeller hub gear and bearing and
oil seal. Make sure stator support is in pilot and that
mounting holes align with holes in converter hous-
ing. (Use of alignment studs is advised).
7. Install four capscrews and tighten to 54-64 N⋅m (40-
48 lbf-ft).
Figure 41. Stator Support and Oil Seal Installation
Transaxle Overhaul • 06(S)-6-23
Group 06(S), Transaxle

Joining Converter, Transmission, and Axle Hous- 2. Install at least two alignment studs in mounting holes
ings in transmission case mounting flange.
Clean all gasket mating surfaces. If there are any nicks, 3. Hoist the converter housing so that its mounting
remove them with emery cloth. Then join the housings as flange comes together with the transmission case
follows. (Refer to Figure 42.) mounting surface. Make sure the reverse idler gear
clears the bearing bore in the converter housing.
4. Loosely install four long mounting bolts with wash-
Transmission Case to Axle Housing
ers and seven short mounting bolts with washers
1. Place gasket over dowels on mounting flange on through converter housing and into transmission case
transmission case. Do not use gasket sealer. mounting flange. (Remove alignment studs.)
2. Install at least two alignment studs in mounting holes 5. Gradually torque the mounting bolts, in a criss-cross
in transmission case mounting flange. pattern, 60-65 N⋅m (44-48 lbf-ft).
3. With a hoist, bring the axle housing and transmission
Installing Axle Shafts and Axle Ends
case together, using the alignment studs for guides.
1. If axle end and/or brake assemblies were removed,
4. Loosely install six mounting bolts with washers
install them as described in the “Axle End Overhaul”
through the transmission case mounting flange and
Section in this Group (06), and the “Service Brake
into the threaded holes in the axle housing mounting
Inspection and Overhaul” Section in Group 23.
flange.
2. Insert O-ring into groove in axle shaft (Figure 42).
5. Remove the alignment studs and loosely install 11
Insert axle shaft into axle assembly and torque
mounting bolts with washers through the axle mount-
mounting bolts 90-110 N⋅m (67-81 lbf-ft).
ing flange, through the gasket, and into the threaded
holes in the transmission case mounting flange.
6. Gradually torque all of the above-mentioned mount-
ing bolts, in a criss-cross pattern, 68-79 N⋅m (50-58
lbf-ft).

Converter Housing to Transmission Case

1. Place gasket over dowels on mounting flange on
transmission case. Do not use gasket sealer. Figure 43. Axle End

Alignment stud

Axle shaft
Mounting bolt

Figure 42. Joining the Transaxle Housings.

06(S)-6-24 • Transaxle Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Installing Transaxle Peripherals Figure 47. Hydraulic Pump and Transaxle Charging Pump
Locate peripherals on Figure 52.
5. Install clutch pressure tube and clutch lube tube by
1. Thoroughly clean the transmis- connecting fittings and O-rings on tube ends and to
sion sump oil strainer with an control valve cover and transmission case.
approved cleaning solvent.
Dry with compressed air.
Install strainer and drain plug.
Tighten plug 171-209 N⋅m (126-
154 lbf-ft).
Figure 44. Drain Plug and Strainer

2. Install transaxle control valve with gasket and 10

fasteners. Torque fasteners to 22-27 N⋅m (16-20 lbf-
ft).
Figure 48. Clutch Pressure and Lube Tubes

Clutch pressure tube torque specs:

Tube End: 33-42 N⋅m (24-31 lbf-ft) ;
Boss End : 42-53 N⋅m (31-39lbf-ft).
Clutch lube tube torque specs:
33-42 N⋅m (24-31 lbf-ft).
6. Install oil dipstick tube. Connect and O-rings on
tube end and to transmission case. Fasten bracket to
transaxle housing.

Figure 45. Transaxle Control Valve

3. Install oil filter cartridge. Tighten

per instructions on filter.

Figure 46. Transaxle Oil Filter

4. Install hydraulic pump: Replace three O-rings.

Install two mounting bolts and washers. Torque 90-
110 N⋅m (66-81 lbf-ft).

Figure 49. Transaxle Oil Dipstick Tube

SM 709, Jun ’04 Transaxle Overhaul • 06(S)-6-25

Group 06(S), Transaxle

7. Mount the solenoid valves; torque 30.5-37 N•m 8. Mount brake line tee and connected brake lines to
(22.5-27.5 lbf-ft). Mount temperature sensor and O- control valve cover with mounting bolt. Connect
ring ; torque 45-55 N⋅m (33-40 lbf-ft). brake lines to fittings on brake backing plates.
Torque fitting 15-19 N⋅m (11-14 ft-lb).

Figure 50. Solenoid Valves and Temperature Sensor Figure 51. Brake Lines

Torque converter (In housing)

Transaxle control valve

Dipstick tube

Transaxle oil filter

Main hydraulic pump/

Transaxle charging pump

Temp. sensor
Drain plug and strainer

Pressure tube

Axle end assembly

Brake line fitting Brake line fitting

Solenoid valves Breather
Brake drum

Figure 52. Transaxle Peripherals

06(S)-6-26 • Transaxle Overhaul SM 709, Jun ’04 ➀


9. Install torque converter assembly by carefully slid-
ing it onto the turbine/clutch shaft and the stator sup-
port. Use care during handling. Improper handling
could cause converter leaks.
Figure 53. Torque Converter
10. Install the breather: Apply Loctite 17009 to threads
and torque 33.9-40.6 N⋅m (25-30 lbf-ft).
Figure 54. Breather
SM 709, Jun ’04
Group 06(S), Transaxle
Filling and Initial Startup
Follow the fluid replacement procedures in Section 3 of
this Group. Also, be sure to bleed brake lines before oper-
ating the truck as described in Group 23.
NOTE
Be sure to use Clark transmission fluid, part
# 2776236, after rebuilding clutch packs. This
fluid contains additives that condition clutch
friction discs and extend their life.
Transaxle Overhaul • 06(S)-6-27
 Group 06(S), Transaxle

Section 7

Drive Axle Ends Overhaul

Drive Wheel Removal Drive Axle Shaft Removal and

The drive axle ends can be overhauled with the drive axle
in the truck. If the drive axle is to be left in the truck:
1. Safely raise and properly block the front of the truck
as described in the lifting and jacking Section of
Group SA.
2. Remove the drive wheels as described in Group 22.
Replacement
1. Remove 10 mounting bolts and washers from each
axle shaft flange.
2. Pull axle shaft out of axle housing.
3. Remove O-Ring from hub.
4. Reverse steps 1 through 3 for installation. Use new
O-Ring, Torque mounting bolts to 90-110 N•m (66-
81 lbf-ft).

Axle shaft

O-ring

Mounting bolt

SM 709, Jun ’04 Drive Axle Ends Overhaul • 06(S)-7-1

Group 06(S), Transaxle
Axle End Removal
The following procedures refer to the illustration on the
next page.
1. Separate brake drum from hub. If necessary, screw
jackscrews through holes in drum to force drum apart
from hub. Remove drum.
2. Bend back tab on locking washer to clear slot in lock
nut.
3. Remove locknut from spindle. Special wrench, con-
struction shown on page 4, may be used.
4. Remove tongued washer from spindle.
5. Remove outer bearing from spindle.
6. Remove hub from spindle.
7. Remove inner bearing.
8. Remove and discard oil seal from hub.
9. Extract inner and outer bearing cups from hub if
bearings are to be replaced.
Axle Mounting Bracket Removal and
Installation
1. Remove or install the brake assembly as described in
“Service Brake Overhaul” in Group 23.
2. Remove or install the axle mounting bracket by slid-
ing it off or on the axle housing. Use anti-seize com-
pound, Clark part #1802307, on the contact surfaces
before installing the bracket.
Inspection, Cleaning, and Repair
Inspect bearings and cups for wear. Replace bearing and
cup as a set if either is worn. Clean parts with a Standard
type solvent.
06(S)-7-2 • Drive Axle Ends Overhaul
Axle End Assembly
1. Press new cups into hub, if cups were removed.
2. Lube inner bearing with transmission fluid, Clark
part # 2776236, and install bearing.
3. Prepare surfaces and install oil seal:
a. Remove nicks, scratches, and burrs from hub and
spindle surfaces that will receive the seal.
b. Apply a light coat of Loctite Primer N, Clark part
#1803267, and Loctite Gasket Maker, Clark part
#1802303 to seal outer diameter and hub inner
diameter.
c. Press new oil seal into hub with special driver,
which can be constructed from drawing on page
4.
IMPORTANT
OIL SEAL LEAKS. The oil seal must be
replaced with a new one each time the hub is
removed. Use extreme care not to damage the
seal during installation. Use the proper seal
driver, shown on page 4.
4. Install hub.
5. Lube outer bearing with transmission fluid, Clark
part # 2776236, and install.
6. Install tongued washer, locking washer, and locknut
(hand-tight) .
7. While turning hub, torque locknut to 200-245 N•m
(147-181 lbf-ft) with special wrench shown on page
4. Loosen locknut- then hand-tighten locknut until
bearing has no end-play.
8. Loosen locknut until tab on washer lines up with slot
in locknut. Bend tab on washer into slot on locknut.
9. Align inspection slot on brake drum with inspection
slot on hub. Install brake drum by sliding it over
studs mounted on hub. Tap drum with a soft-faced
hammer to seat it against the hub. Remount the
wheel as described in Group 22.
SM 709, Jun ’04
 Group 06(S), Transaxle

Axle housing
Axle mounting bracket
Spindle
Brake assembly Brake mounting bolt

Outer bearing and cup

Hub

Oil seal

Inner bearing and cup

Tongue washer
Lock washer
Lock nut

Brake drum

SM 709, Jun ’04 Drive Axle Ends Overhaul • 06(S)-7-3

Group 06(S), Transaxle

190.00
26.76 33.67 100.0 15.0
14.76 6.24
0.79
1.0 X 45¡

0
5.
¡

R
30
C 129.92 Ð 0.05

C 84.7344
C 117.50
C 145.0

C 125.0

C 67.23

C 35.0
45.0 115.0

C 50.0
3.0 X 45¡

R
KNURLED

5.
R

0
5.
1.0 X 30¡
3.
0 0

C 117.5 REF

C 125.0 REF
R

C 129.92 REF
R
0.
79
2.5 X 30¡ 0.79 REF
3.78
O-RING 4.826
25K40428 4.572

Hub Oil Seal Driver. Construct as shown.

.20" .75"
3.645"

1/2 Drive Socket

3/8" Square
Stock 1/4"
X 1" Long
1/4"
1/4"
Hub Locknut Wrench. Construct as shown.

06(S)-7-4 • Drive Axle Ends Overhaul SM 709, Jun ’04

 Group 06(S), Transaxle

Section 8

Transaxle Control Valve Overhaul

NOTE
A description of transaxle control valve func-
tion is given in Section 1, “Transaxle Specifi-
cations and Description.”
Problem diagnosis and pressure checks that
indicate control valve performance are given
in Section 2, “Transaxle Troubleshooting.”

Service Requirements Parts Cleaning, Inspection, and Lubri-

The control valve should be disassembled, cleaned, and
inspected whenever the transaxle is overhauled or when-
ever indicated by troubleshooting.
cation
Clean all parts with a safety-approved commercial solvent
before inspection.
Inspection includes:
• Checking bores and spools for scratches, nicks,
burrs, and wear
• Making sure inching rod is not bent
• Making sure springs are not bent or cracked
• Checking the oil filter adaptor for thread damage
• Making sure all orifices are free of blockage.
Lubricate all components with transmission fluid, Clark
part #2776236, before reassembly. Lubricate and wrap
parts if reassembly will not be done immediately.

SM 709, Jun ’04 Transaxle Control Valve Overhaul • 06(S)-8-1

Group 06(S), Transaxle
Assembly and Disassembly Procedures
The necessary procedures are generally obvious from the
illustration given below, with the following notes:
Separator Pin (G): This pin separates the cooler bypass
spool from the lube relief spool. To install it:
1. Insert the spool, spring, and washer that make up the
oil cooler bypass (F) into their bore.
2. Push against the washer with a small flat-tipped
screwdriver to compress the spring. The flat of the
blade should face the pin bore.
3. When the washer clears the pin bore, insert the sepa-
rator pin (G), withdraw the screwdriver, and tighten
the pin to 5.5-6.5 N⋅m (49-58 lbf-in).
06(S)-8-2 • Transaxle Control Valve Overhaul
O-Ring (C): Lubricate O-ring with transmission oil
before assembly.
Seal, Inching Rod (E): Replace with new seal (E). Press
fit.
Guide (A), Inching Rod: The bore through the inching
rod guide has a chamfered edge on one side. This side of
the guide must face the retaining ring.
Filter Adaptor (L): Apply Loctite #242, (Clark Part
#1802300) to adaptor threads at installation. Tighten to
90-110 N•m (66-81 lbf-ft).
Caps: Torque caps (H, K, M, and N) to 58-72 N⋅m (43-53
lbf-ft). Torque caps (D, I, and J) to 135-165 N⋅m (100-122
lbf-ft).
SM 709, Jun ’04
 GROUP 12

GROUP 12

IGNITION SYSTEM

(STANDARD ELECTRONIC IGNITION)

Ignition System Specifications and Description ....... Section 1

Ignition System Troubleshooting ............................... Section 2

Ignition System Inspection, Adjustments,

and Timing .................................................................... Section 3

Distributor Overhaul .................................................. Section 4

SM 709, Jun ’04 Group 12, Ignition System

 Group 12, Ignition System

Section 1

Ignition System Description and Specifications

(Standard Electronic Ignition)

Specifications
• Ignition Type: Non-contact, electronic • Type II Distributor and Ignition Coil
• Firing Order: 1-3-4-2  Pick-Up Air Gap: 0.35 mm(0.014 in) minimum
 Pick-Up Coil resistance: 430-450 :
• Rotation (viewed from cap): Clockwise
 Primary Coil Resistance: 10.8-14.1 : between
• Ignition Timing: Gasoline 4q BTDC @ 740 rpm; terminals (+) and (-)
LPG 9q BTDC @ 740 rpm(Non tier2) ; LPG 10q  Secondary Coil Resistance: 22.1-29.9 :
BTDC @ 700 rpm(Tier2) between terminals (-) and center
• Centrifugal Advance: Beginning: 0q at 1000 rpm • Spark Plug Type:
(engine). End: 6.5q at 2600 rpm (engine) Gas Engine: NGK BP4ES, Champion NY16
LPG Engine: NGK BP5ES, Champion NY12
• Vacuum Advance: Beginning: 0q at 80 mmHg
• Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in)
(3.14 inHg.) End: 11.5q at 280 mmHg (11.0 inHg.)
• Spark Plug Tightening Torque: 25 N.m (18.4 ft-lb)
• Type I Distributor and Ignition Coil
• Plug Wire Resistance: 8,000 ohms per foot
 Pick-Up Air Gap: 0.8 mm(0.031 in)
 Primary Coil Resistance: 1.08-1.3 : between
terminals (+) and (-)
 Secondary Coil Resistance: 22.1-29.9 :
between terminals (-) and center
 Ignition Coil Resistor Resistance: 1.22-1.49 :

SM 709, Jun ’04 Ignition System Description and Specifications • 12-1-1

Group 12, Ignition System
Ignition System Overview
The purpose of the ignition system is to deliver a spark of
the proper intensity and duration to each cylinder at the
proper moment in the piston’s stroke.
The ignition system consists of the distributor, ignition
coil, spark plugs, and primary (low tension) and second-
ary (high tension) wiring circuits.
The primary circuit is the low voltage circuit and is com-
posed of the ignition coil primary winding, distributor
electronics, and associated wiring, including battery, igni-
tion switch, starter relay and neutral start relay.
The secondary circuit is the high voltage section and is
composed of the ignition coil secondary winding, the dis-
tributor cap, the rotor, the spark plug cables (wires), and
the spark plugs.
The battery supplies the voltage for producing current
through the ignition circuit.
Ignition System Components
12-1-2 • Ignition System Overview
The ignition switch is an OFF/ON switch. Current flows
only when this switch is closed and returns by the ground
through the engine or frame. The resistance of the primary
winding of the ignition coil restricts the primary current
flow.
The ignition coil consists of two windings, a primary
winding and a secondary winding. The function of the
ignition coil is to transform the low voltage supplied by
the battery in the primary winding into the high voltage
output of the secondary winding required to jump the
spark gap at a spark plug.
The distributor conducts and interrupts the primary wind-
ing current in the ignition coil at the correct time and dis-
tributes the resulting high tension secondary current to the
correct spark plug.
SM 709, Jun ’04
 Group 12, Ignition System

When the distributor interrupts the primary current, the
collapsing field in the primary winding of the coil induces
a very high voltage in the secondary winding. This voltage
is carried by the high tension wire (cable) to the center ter-
minal of the distributor cap. The rotor connects this center
terminal to the distributor cap terminals, which in turn are
connected to the proper spark plug by high tension cables
(wires).
The spark plugs provide a spark gap in the combustion
chamber. The compressed air and fuel mixture is ignited
when the high voltage jumps across this gap.
The distributor incorporates a mechanical (centrifugal)
advance mechanism that varies the timing by advancing
the breaker plate as the engine speed increases.
This mechanism consists of weighted levers that revolve
with the distributor rotor and act against a set of springs.
As the speed of rotation increases, the weights are moved
out and the timing is advanced. With this arrangement, it
is possible to have a retarded spark for idling and obtain a
gradual advance in spark timing as the engine speed is
increased.
The distributor also includes vacuum advance for opti-
mum part-throttle economy. With this system, spark tim-
ing is not only adjusted for the rotating speed but also for
the load applied to the engine. As load is decreased, tim-
ing is advanced, and as load is increased, timing is
retarded until only the mechanical advance is used.

Schematic Drawing of Electronic Ignition Circuitry(STD)

(BREAKERLESS TYPE)

DISTRIBUTOR
B BATTERY
SPARK PLUG

STARTER

IGNITION COIL B

ST STARTING SWITCH

IG CHARGE LAMP
RESISTOR

DIODE

WATER TEMP
GAUGE

PILOT LAMP
ALTERNATOR

OIL
PRESS. WATER TEMP
SWITCH SENDER

SOLENOID VALVE FUEL OUT CARBURETOR

(GASOLINE ONLY)

SM 709, Jun ’04 Ignition System Overview • 12-1-3

Group 12, Ignition System

Electrical System
Stating motor is of the gear reduction type.
Distributor is of a breaker less type and employs the ignition advancer which uses jointly centrifugal type and vacuum
type.

Wiring Diagram
4G64-33SL, 4G64-33SG

12-1-4 • Ignition System Overview SM 709, Jun ’04

 Group 12, Ignition System

SM 709, Jun ’04 Ignition System Overview • 12-1-5

Group 12, Ignition System

4G64-34 SL, 4G64-34 SLP(A) (Power-up)

Remarks
To indicate charge rate through ammeter, eliminate charge
lamp to change the connection as shown this diagram.

12-1-6 • Ignition System Overview SM 709, Jun ’04 ➀

 Group 12, Ignition System

SM 709, Jun ’04 Ignition System Overview • 12-1-7

Group 12, Ignition System

Distributor Components and Function Function

Components
The distributor consists of the ignitor mounted on the
breaker plate, signal rotor, distributor rotor, and ignition
advance mechanisms.
Ignition advance mechanisms include a mechanical cen-
trifugal-weight type governor, and a diaphragm-type vac-
uum set.
The signal rotor is mounted on the distributor shaft, which
rotates in sync with the engine crankshaft. As the distribu-
tor shaft rotates, each tooth of the signal rotor passes in
close proximity to the ignitor. The ignitor senses the posi-
tion of the passing tooth much as a “metal detector”
detects the presence of metal: The ignitor contains an
oscillator-type pick-up that stops oscillating when a metal
tooth approaches it.
This stopping of the oscillation causes the ignitor to
switch off a power transistor built into the ignitor. This Off
condition blocks the flow of the primary current, which
collapses the magnetic field that built up during the On
time. The collapsing field cuts across the coil secondary
winding, inducing the high voltage that fires the spark
plug.
The clearance (air gap) between the teeth and the pickup
basically determines the duration of current flow, and thus
the duration of the spark. The wider the clearance or air
gap between the teeth and the pickup, the stronger the cut-
off and the longer the duration of the spark. This duration
is equivalent to the dwell angle in a contact-type distribu-
tor and can be adjusted as shown in Section 3.

Typical distributor Components. Type I distributor shown.

“Air Gap”—Clearance between Signal Rotor Tooth and
Ignitor Pickup
A. Breather L. Drive gear
B. Distributor cap M. O-ring Timing is controlled by precisely setting the position of
C. Contact carbon N. Lead wire the ignitor along the circular path made by the signal
D. Rotor O. Rotor shaft rotor’s teeth. You make this adjustment by rotating the dis-
E. Signal rotor P. Spring retainer tributor housing while observing the engine timing marks
F. Grounding wire Q. Governor spring under a timing light.
G. Ignitor R. Governor weight
H. Breaker plate S. Distributor shaft
I. Vacuum control T. Lock pin
J. Packing U. Washer
K. Distributor housing

12-1-8 • Ignition System Overview SM 709, Jun ’04

 Group 12, Ignition System

Section 2

Ignition System Troubleshooting

(Standard Electronic Ignition)

SM 709, Jun ’04 Ignition System Troubleshooting • 12-2-1

Group 12, Ignition System
Troubleshooting Tests
The following tests should be used along with the trouble-
shooting chart on the next page to isolate ignition system
problems.
Refer to Group 13 for complete electrical system schemat-
ics, if needed.
Spark Test
! WARNING
GASOLINE OR LPG FUEL. Park truck in a
well-ventilated area. Check for leaks and fuel
spills before performing these tests. Sparks
can ignite gasoline or LPG fuel vapors. Do
not perform maintenance near open flame or
other sources of ignition, or while smoking.
LP gas is highly flammable.
! CAUTION
While the engine is cranking or running,
keep away from belts and fan and do not
touch bare end of spark plug wire.
1. Remove the spark plug wire from a spark plug. Hold
the boot end 6-10 mm (.25 to .38 in) from the engine
block (ground). Crank the engine and check for spark
across the gap. Repeat for each plug. If you cannot
hear or see the spark, go to step 2. If the spark
appears, but you still suspect the plug is not firing
sufficiently, perform the “Plug Test” below.
Spark plug wire
Distributor
Ignition coil
IMPORTANT
When removing spark plug wires from the
spark plug terminal, hold the cable cap or
boot firmly. Do not pull on the wire.
12-2-2 • Ignition System Troubleshooting
2. If no spark appears in step 1, remove the secondary
(high-tension) cable from the center terminal of the
distributor. Hold the wire terminal tip .25 to .38 inch
[6-10 mm] from the engine block (ground). Crank
the engine and check for spark across the gap.
Distrubutor
Spark plug
Primary
cable
Ignition coil
Secondary
cable
If spark appears, the problem is with the distributor.
Perform the “Insulation Test” below and consult the
troubleshooting chart on the next page.
If no spark appears, suspect the coil, coil power sup-
ply, or coil resistor. Consult the troubleshooting chart
on the next page and the inspection procedures in the
next Section.
Plug Test
If there is spark from the boot end of the plug wire, but
you still suspect the plug may not be firing sufficiently,
remove the spark plug to be tested from the engine.
Reconnect the plug to the plug wire. Crank the engine,
and sparks should form between electrodes. If the spark
plug is defective (worn, leaky or poorly insulated), no
spark will form. Replace the spark plug.
SM 709, Jun ’04
 Group 12, Ignition System

Insulation Test of Distributor Cap and Rotor Troubleshooting Chart

1. Remove the distributor cap with the secondary (high- Verification of suspected problems usually requires per-
tension) wire installed. Crank the engine. If sparks forming the spark test, insulation test, and spark plug test,
form along the cap surface, this is an indication of a
The following lists typical ignition troubles and possible
breakdown in the insulating quality of the cap. Clean
causes and remedies.
or replace the cap.

Engine Does not Crank

Starter, battery, or other electrical system fault. See Group
14 troubleshooting.
Leak
Leak Engine Cranks, But Does Not Start

Distributor Spark Test Shows No Spark

cap
• Distributor
− Carbon tracking in cap or rotor. Replace.
Ignition coil − Broken or loose primary lead wire. Repair or
replace.
− Broken or damaged rotor. Replace.
− Distributor out of time. Retime distributor.
− Faulty electronic ignition unit. Replace.
− Ignitor gap too wide. Adjust.
− Broken wire or shorted circuit. Replace coil.
− Carbon tracking on tower. Clean or replace.
2. Remove the distributor cap. Remove and put the
− Dirty or wet connections in coil & distributor
high-tension (secondary) wire terminal close to the
cap towers. Clean or replace.
rotor. Crank engine. If sparks form this is indication
of a breakdown in the insulating quality of the rotor. • Coil to Distributor High Tension Cable
Clean or replace the rotor. − Loose or disconnected. Repair/install.
− Faulty wire or insulation. Replace.
− Corrosion.
• Wiring
− Bad secondary wire to distributor. Replace.
Leak
− Poor negative ground to block. Clean, repair,
tighten.
Rotor − Fuse.
− Firing order incorrect. Rearrange wires.
Secondary • Timing belt
cable
− Broken.
Ignition coil − Jumped timing cog.

Fuel System Fault

Refer to fuel system troubleshooting in Group 02.

Instrument Pod Fault

Refer to instrument pod troubleshooting in Group 13

SM 709, Jun ’04 Ignition System Troubleshooting • 12-2-3

Group 12, Ignition System

Engine Runs, But Does Not Run Smoothly Engine Knocks

• Distributor
Engine Fault − Incorrect ignition timing (too far advanced).
• See Group 1 Troubleshooting − Disengaged or broken centrifugal advance
spring. Repair or replace.
Engine Misses and/or Backfires − Worn centrifugal advance mechanism. Replace.
• Spark Plugs
• Distributor
− Incorrect heat range. Replace.
− Worn or loose distributor drive shaft. Replace
− Fuel. Use correct spec.
assembly.
− Carbon tracking on cap or rotor. Clean or
Engine Does Not Deliver Enough Power
replace.
− Broken primary lead wire. Repair or replace. • Distributor
− Faulty electronic unit. Replace. − Incorrect ignition timing (retarded). Adjust.
− Distributor installed 180° out of position. − Faulty centrifugal advance mechanism.
• Ignition Coil Fault Replace.
− Ignitor air gap out of adjustment.
• Coil to Distributor High Tension Wire
− Break in wire or wire loose. Replace, tighten. • Spark plugs fouled or worn.
− Faulty insulation. Replace. • Spark Plug wires contaminated or defective.
• Spark Plugs
− Plugs fouled or worn out.
− Flashover on porcelain insulator. Clean or
replace.
• Spark Plug Wires
− Faulty.
− Firing order incorrect.

12-2-4 • Ignition System Troubleshooting SM 709, Jun ’04

 Group 12, Ignition System

Section 3

Ignition System Inspection,

Adjustment, and Timing

SM 709, Jun ’04 Ignition System Inspection, Adjustment, and Timing • 12-3-1
Group 12, Ignition System

Distributor Inspection and Air Gap

Adjustment

Distributor Cap
1. Remove the distributor cap and check its condition
for:
• Cracks
• Carbon tracking or flashover burn marks
• Corrosion, rusting or damage of terminals
• Burned center terminal or side inserts
• Center terminal pushed up inside cap and not
free in socket
• Moisture
• Dirt inside and outside
It is very important for the cap to be clean. Moisture
and dirt make a good path for flashover. Once a car-
bon track has started, the cap must be replaced.
2. Remove the spark plug wires from the distributor
cap. Inspect the cable socket terminals in the cap for
corrosion and burn damage. Clean the towers and ter-
minals, as needed.
3. Clean the distributor cap and terminals, or replace, as
needed.

Rotor
Remove the rotor and inspect it for:
• Carbon tracking or flashover burn marks
• Burned, pitted, bent or worn terminal tip
• Moisture, contamination, and dirt buildup Typical Distributor Components. Type I shown.

Clean or replace the rotor, as needed.

Centrifugal Advance
Install the rotor. Turn the rotor in the direction of rotation
and release it to confirm that the rotor returns to the origi-
nal position smoothly.

12-3-2 • Ignition System Inspection, Adjustment, and Timing SM 709, Jun ’04

Vacuum Advance Control
Check the diaphragm in the vacuum advance unit and the
line to the manifold for leakage. If the diaphragm is rup-
tured, the vacuum advance housing and linkage must be
replaced.
Pick-up Air Gap
1. Check the ignitor air gap. The air gap must be correct
to properly check timing.
Pick-Up Air Gap Setting. Type I.
Pick-Up Air Gap Setting. Type I.
Standard Pick-Up Air Gap Setting :
Type I distributor : 0.8 mm (0.031 in)
Type II distributor ; 0.35 mm (0.014 in) minimum
NOTE
Always check and adjust ignition timing
after installing new ignitor module or adjust-
ing air gap.
2. With a clean feeler gauge, measure the maximum air
gap (at the position where a projection of the signal
rotor is aligned squarely with the ignitor pickup).
Rotate the engine as necessary using the crank pulley
and fan belt. If the measurement is not within specifi-
cation, adjust the air gap setting.
3. To adjust the air gap, loosen the ignitor mounting
screws. The ignitor module position can be moved
(varied) slightly using the positioning boss as a ful-
crum. Adjust the air gap between the ignitor pickup
and a projection on the signal rotor to specification.
After adjustment, tighten the two mounting screws.
SM 709, Jun ’04 Ignition System Inspection, Adjustment, and Timing • 12-3-3
Group 12, Ignition System
Spark Plug Wire Inspection
1. Check spark plug cables and boots for cuts, cracking,
brittleness, burns or excessive corrosion of the termi-
nals on both ends, and including general deteriora-
tion. If the cables are three years old or more, replace
them.
When removing a spark plug wire, be sure to hold the
cap or boot on the end of the cable. Do not pull on
the wire.
2. Check plug wire resistance. Resistance should be
about 8,000 ohms per foot
3. To install new cables, remove one old wire at a time
and match it to a new one. Use all looms and separa-
tors and route the wires exactly as the old ones.
The use of a dielectric silicone grease at high-voltage con-
necting points such as coil and distributor cap towers and
spark plugs is recommended to ensure good electrical
connection and prevent corrosion.
Spark Plug Inspection and
Replacement
Removing Spark Plugs
1. Remove the spark plug wires and move them out of
the way.
2. Use an air nozzle to blow dirt and contamination out
of the spark plug wells.
IMPORTANT
Do not allow dirt and contaminants to enter
spark plug openings when the plugs are
removed.
3. Loosen, but do not remove, all of the spark plugs.
Again blow dirt and contamination out of the wells.
4. Remove and inspect the spark plugs.
Group 12, Ignition System
Inspecting Spark Plugs
1. Inspect spark plugs for the following conditions. If
any abnormality is found, replace the plugs:
• Damage to insulator
• Wear of electrodes
• Carbon and lead deposits
• Damage and deterioration to gasket
• Arcing or flashover tracking and burning of por-
celain insulator.
If spark plugs are:
• Fouled with carbon deposits, check for too rich
air-fuel mixture, dirty (clogged) air filter, or mis-
fire due to excessive spark gap.
• Burned but white, check for too lean air-fuel
mixture, excessive spark advance, or insufficient
plug tightening torque.
Installing Spark Plugs
1. Check the spark gap and adjust to the correct specifi-
cation. Use proper gauge and gapping tool.
IMPORTANT
New spark plugs do not always have correct
spark gap. Always check and adjust the
spark gap of new plugs. Use proper gauge
and gapping tool. Tighten spark plugs to the
specified torque.
2. Clean the spark plug seat in the cylinder head.
IMPORTANT
Lubricate threads on spark plugs with ANTI-
SEIZE grease, Clark part #1802307.
3. Use new seat gasket and screw plug in by hand.
4. Tighten to correct torque specification.
5. Correctly install the spark plug cables (wires).
12-3-4 • Ignition System Inspection, Adjustment, and Timing
Ignition Coil Inspection
Ignition coils do not normally require any service except
keeping all terminals and connections clean and tight. The
coil should be kept reasonably clean; however, it must not
be subjected to steam cleaning or similar cleaning meth-
ods that may cause moisture to enter the coil.
1. Check the ignition coil tower for tracking and obvi-
ous damage. Be sure the tower is clean and dry.
Check coil boot nipple for correct sealing and insu-
lating qualities. If flashover occurs here, the engine
probably won’t start.
2. Check primary circuit wires for tight connections and
correct polarity. When the ignition coil is wired up
incorrectly with the distributor, it can cause high
speed missing with loss of power and performance
under heavy loads.
DISTRIBUTOR
SPARK PLUG
SECONDARY
PRIMARY CABLE
CABLE
IGNITION COIL
3. Check the coil to distributor cap high-tension (sec-
ondary) cable. Check the fit of the boot on the coil
and distributor cap towers. A high voltage leak at this
point will cause the engine not to start.
SM 709, Jun ’04

Ignition Coil Tests
1. Test a defective coil by:
• Measuring the resistance of the primary windings,
secondary windings, and resistor with a circuit
tester. If the specified values of resistance are
found as shown below, the coil circuits are not dis-
connected (broken) and not short circuited. If
incorrect values are found, replace coil and/or
resistor, as necessary.
Type I Distributor
− Primary Coil Resistance: 1.08-1.32 Ω between
terminals (+) and (-)
− Secondary Coil Resistance: 22.1-29.9 kΩ
between terminals (-) and center
− Coil Resistor Resistance: 1.22-1.49 Ω
Type II Distributor
− Primary Coil Resistance: 10.8-14.1 Ω between
terminals (+) and (-)
− Secondary Coil Resistance: 22.1-29.9 Ω
between terminals (-) and center
• Measuring the insulating resistance between the
primary terminal and case with a 500 V megger (if
available) or a volt-ohmmeter. It is considered nor-
mal if the reading is 10 megohms or above.
Replace coil, as necessary.
2. When the coil is suspected of being faulty, remove it
and check its operation on a coil tester and replace it
if inoperative. Most coil testers compare the opera-
tion of the coil being tested with one known to be in
good condition. This test should be made first with
the coils at room temperature and then after warming
the coils five minutes by connecting the primary to a
battery of the same voltage rating as the coils.
Recheck the comparison test to see if the expansion
due to heating has caused some defect.
Type II Ignition Coil
SM 709, Jun ’04 Ignition System Inspection, Adjustment, and Timing • 12-3-5
Group 12, Ignition System
Pick-Up Coil Tests
(For Type II distributor only.) Measure resistance ; vlaue
should be 430-450 Ω. Make sure that ohm meter needle
moves when screw driver passes near core of coil.
Ignition Timing Checks and Adjustment
! WARNING
ENGINE FAN. Be careful of rotating fan
blades when using a timing light.
NOTE
Correct ignition timing is vital to the proper
and efficient operation of the engine. Incor-
rect timing can result in engine overheating,
with resultant reduced piston and valve life,
and lowered fuel economy.
It is important that the ignitor air gap is set
correctly before checking and adjusting the
timing. Checking timing is counterproductive
if the gap is not set to specification.
Checking Ignition Timing
1. Check and adjust ignitor air gap as explained earlier
in this Section.
2. Install a tachometer, or a combination test instru-
ment, such as the Clark Dynamic Engine Analyzer,
Part No. 1802047.
NOTE
Tachometer must be connected directly to
battery terminals. Other grounds are not
suitable.
3. Install a timing light.
NOTE
An ignition timing light, Clark Part No.
1801971, or equivalent, with inductive spark
pickup is recommended. Install per manufac-
turer’s recommendations.
Group 12, Ignition System

4. Clean the timing pointer or indicator and timing
mark or notch on the crank pulley to make the mark
more legible under the timing light.
5. Start the engine and warm it up until it runs
smoothly.
6. Disconnect vacuum hose from vacuum advance on
distributor. Plug or clamp the open end of vacuum
hose to carburetor or manifold.
9. With engine running at the noted idle speed, aim the
timing light at the crankshaft pulley and timing indi-
cator. Note timing marks as light flashes.
The initial ignition timing is correct when the timing
mark on the crankshaft pulley is aligned with the cor-
rect position on the timing indicator, at idle speed.

Initial Timing Specification:

7. Lower the engine speed by adjusting the carburetor
idle screw to obtain 680 rpm idle speed. See Group
02, “Fuel System” for idle adjustment.
• Gasoline: 4° BTDC @ 680 rpm
• LPG: 9° BTDC @ 680 rpm
If ignition timing is not correct, adjust as necessary.
See “Adjusting Ignition Timing,” below.
10. Reset idle to 680 rpm.

It is standard practice to check engine initial timing

with engine idling at 680 rpm so that the automatic Adjusting Ignition Timing
advance of the distributor is completely retarded and Adjust timing with the engine warm and the vacuum
not affecting timing. This is very important to obtain advance hose disconnected and pulgged.
correct timing.
1. Loosen but do not remove the clamp bolt at the base
! of the distributor.
CAUTION
ENGINE FAN. Be sure to hold the timing
light to avoid rotating fan blades. Be careful
to stay away from the fan when leaning over
to see the timing marks.

8. The engine timing indicator (1) is located near the

crankshaft pulley (2) and may be seen from the right-
hand side of the truck.

2. With the engine running at correct idle speed (680

rpm), adjust the timing by slowly rotating the distrib-
utor in one direction or the other. Turn the distributor
• Clockwise to retard timing
• Counterclockwise to advance timing

12-3-6 • Ignition System Inspection, Adjustment, and Timing SM 709, Jun ’04
 Group 12, Ignition System

3. Turn distributor body until the timing mark and indi-
cator are aligned correctly.
4. Tighten nut or clamp bolt at the base of the distribu-
tor.
5. Recheck the timing to be sure that it did not change
when distributor mounting bolt was tightened.
Checking Spark Advance
After checking (and adjusting, if necessary) ignition tim-
ing, check the centrifugal advance, then the vacuum
advance.
Centrifugal Advance
1. Make sure the engine is warm, the vacuum advance
line is removed and plugged, and idle is still set at
680 rpm.
2. Slowly accelerate the engine speed from idle to max-
imum no-load governed rpm. Check the advance
while engine speed is being increased.
Centrifugal Advance Specification:
• Beginning: 0° at 1000 rpm (engine).
• End: 6.5° at 2600 rpm (engine).
NOTE
Distributor rpm = 1/2 engine rpm
Vacuum Advance
1. Connect the vacuum hose and check the total
advance while engine speed is increased gradually to
no-load governed rpm.
2. Vacuum advance is obtained by subtracting centrifu-
gal advance from the measurement.
Total advance − centrifugal advance =
vacuum advance
Vacuum Advance Specification:
• Beginning: 0° at 80 mmHg (3.14 inHg).
• End: 11.5° at 280 mmHg (11.0 inHg).
3. Analyze the results:
• Excessive advance. Vacuum advance control
spring is weak. If spring is broken, abrupt rising
of advance will occur.
• Insufficient advance. Breaker plate is faulty or
diaphragm is broken in the vacuum advance con-
trol.
4. Repair or replace component parts as required. (See
distributor overhaul Section in this Group.)

3. Analyze the results:

• Excessive advance: Centrifugal advance spring
is weak. If the spring is broken, abrupt rising of
advance will occur.
• Insufficient advance. Centrifugal advance weight
or cam is faulty.
4. Repair or replace the centrifugal advance mechanism
(mainshaft and weight assembly), as required. (See
distributor overhaul Section in this Group.)
5. Reset idle to 680 rpm.

SM 709, Jun ’04 Ignition System Inspection, Adjustment, and Timing • 12-3-7
 Group 12, Ignition System

Section 4

Distributor Overhaul

Replacing the Ignitor and Pick-Up Coil

The ignitor (with self-contained pick-up) on the Type I
distributor can be replaced without removing the distribu-
tor. On the Type II distributor, the pick-up coil assembly Signal
rotor
and ignitor are separate and can be replaced. To replace
these components : Gap
1. Remove signal rotor from the distributor drive shaft
with an ordinary bearing puller. Ignitor

2. Disconnect the wire leads from the terminals of the

ignitor module (Type I) or pick-up coil assembly Ignitor Pick-Up. Type I.
(Type II) and remove two mounting/adjusting
screws. To remove the Type II ignitor, remove the
mounting screws and the other leads as well.
IMPORTANT
Do not wipe off the grease on the back of the
ignitor unit because it is needed for heat radi-
ation of the unit.
Pick-up
coil
3. When reinstalling, set the pick-up air gap as show in Signal rotor
Section 3 of this Group. Gap Ignitor

Pick-Up Coil and Ignitor. Type II

SM 709, Jun ’04 Distributor Overhaul • 12-4-1

Group 12, Ignition System
Removing the Distributor
1. Rotate the engine crankshaft to put the #1 cylinder
piston at top dead center.
2. Disconnect the spark plug cables and the primary and
secondary cables from the distributor.
3. Remove the vacuum hose from the vacuum advance
control on the distributor.
4. Loosen and remove the distributor locking nut from
the base of the distributor. Remove the distributor
from the engine.
12-4-2 • Distributor Overhaul
Installation Service Points
A Distributor installation
1. Turn the crankshaft so that the No. 1 cylinder is at
top dead center.
2. Align the distributor housing and gear mating marks.
3. Shift 1 tooth of gear to meet the pin with the mating
mark of distributor housing as shown in the illustra-
tion.
4. Install the distributor to the engine while aligning
mating of distributor housings(groove) of the distrib-
utor’s installation flange with the center of the dis-
tributor installation stud.
5. Removes distributor cap and confirms that the rotor
becomes as shown in the illustration.
6. When the rotor is not in this position, redo from the
operation in step(2)
SM 709, Jun ’04
 Group 12, Ignition System

Distributor

Disassembly and Reassembly

Disassembly steps
1. Distributor cap 8. Breaker assembly
2. Rotor 9. Snap ring
3. Cover 10. Vacuum control
4. Signal rotor 11. Connector assembly

A 5. Pickup coil assembly 12. O-ring

6. Ignitor 13. Distributor housing
7. Heat sink

SM 709, Jun ’04 Distributor Overhaul • 12-4-3

Group 12, Ignition System

Inspection Reassembly Service Point

Pickup Coil Pickup coil assembly installation

A
1. Using a tester, check the resistance of the pickup coil.
Standard value:420 to 540 Ω Check the air gap between the signal rotor and pickup
assembly.
Standard value:0.35 to 0.45mm
(0.0138 to 0.0177 in.)

2. Check to make sure the pointer of the tester oscillates

when the tip of a screwdriver is moved past by the
core of the pickup coil assembly.

12-4-4 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

Type II Distributor IMPORTANT

After reassembly, set the pick-up air gap as
Disassembly Steps (Type II) shown in Section 3 of this Group.

1. Breather 8. Heat sink

2. Distributor cap 9. Breaker assembly
3. Rotor 10. Vacuum control
4. Cover 11. Connector
5. Signal rotor 12. O-ring
6. Pick-up coil assembly 13. Distributor housing
7. Ignitor

SM 709, Jun ’04 Distributor Overhaul • 12-4-5

Group 12, Ignition System

Starter Motor(LPG)

Removal and Installation

Inspection 5. If the pinion gap is out of specification, adjust by

adding or removing gaskets between magnetic switch
Pinion Gap Adjustment and front bracket.

1. Disconnect the field coil wire from terminal M of the

magnetic switch.
2. Connect a 12V battery between terminal S and starter
motor body (positive terminal to terminal S).
Caution:
This test must be performed quickly (in less than 10
seconds) to prevent the coil from burning out.
3. Set switch to “ON”, and pinion will move out.
4. Check pinion to stopper clearance (pionion gap) with
a thinkness gauge.
Pinion gap: 0.5 to 2.0mm(0.0197 to 0.0787 in.)

12-4-6 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

Pull-in Test of Magnetic Switch Return Test of Magnetic Switch

1. Disconnect field coil wire from terminal M of mag-
netic switch.
2. Connect a 12V battery between terminal S and Ter-
minal M.
Caution:
This test must be performed quickly (in less than 10
seconds) to prevent the coil from burning.
3. If pinion moves out, then pull-in coil is good. If it
doesn’t replace magnetic switch.
1. Disconnect field coil wire from terminal M of mag-
netic switch.
2. Connect a 12V battery between terminal S and body.
Caution:
This test must be performed quickly (in less than 10
seconds) to prevent the coil from burning.
3. Pull pinion out and release. If pinion quickly returns
to its original position, everything is in order. If it
doesn’t, replace magnetic switch.
Caution:
Be careful not to get your fingers caught when pull-
ing out the pinion.

Hold-in Test of Magnetic Switch

1. Disconnect field coil wire from terminal M of mag-
netic switch.
2. Connect a 12V battery between terminal S and body.
Caution:
This test must be performed quickly (in less than 10
seconds) to prevent the coil from burning.
3. Manually pull out the pinion as far as the pinion stop-
per position.
4. If pinion remains out, everything is in order. If pinion
moves in, hold-in circuit is open. Replace magnetic
switch.

SM 709, Jun ’04 Distributor Overhaul • 12-4-7

Group 12, Ignition System

Free Running Test 6. Adjust the rheostat until the battery voltage shown by
the voltmeter is 11V.
1. Place starter motor in a vise equipped with soft jaws
and connect a fully-charged 12-volt battery to starter 7. Confirm that the maximum amperage is within the
motor as follows: specifications and that the starter motor turns
smoothly and freely.
2. Connect a ammeter (100-ampere scale) and carbon Current: max. 60 amps.
pile rheostat in series with battery positive post and
starter motor terminal.
3. Cunnect a voltmeter(15-volt scale) across starter
motor.
4. Rotate carbon pile to full-resistance position.
5. Connect battery cable from battery negative post to
starter motor body

Symptom Possible cause

• Contaminated or oil stained metal

Current is too large, and starter motor rotates at too low
speeds.(Motor output torque is insufficient.)
• Friction between armature core and pole piece
• Armature coil and /or field coil not properly
grounded
• Armature coil short-circuited

• Electromagnetic switch not properly grounded

• Armature coiul and/or field coil not properly
Current is too large, and motor does not rotate at all.
grounded
• Seizure of metal

• Armature coil and/or field coil open-circuited

No current is available, and motor does not rotate. • Brush and/or pigtail open-circuited
Poor contact or brush and commutator due to
contaminated commutator, high mica. etc.

Loose field coil connections (If the shunt coil alone is

Current is too small, and motor rotates at low
open-circuited or loosely connected, the motor will rotate
speed.(Motor output torque is insufficient.)
at a high speed.)

Current is too large, and motor rotates at too high

Field coil short-circuited
speeds.(Motor output torque is insufficient.)

12-4-8 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

Disassembly and Reassembly

Disassembly steps

1. Screw 12. Packing B

A 2. Magnetic switch 13. Plate
3. Screw 14. Planetary gear
4. Screw 15. Lever
5. Rear bracket C A 16. Snap ring
6. Brush holder C A 17. Stop ring
7. Rear bearing 18. Overrunning clutch

B 8. Armature 19. Internal gear

9. Yoke assembly 20. Planetary gear holder

B 10. Ball 21. Front bracket

11. Packing A

SM 709, Jun ’04 Distributor Overhaul • 12-4-9

Group 12, Ignition System

Disassembly Service Points C Snap ring/stop ring removal

1. Press stop ring off snap ring with a suitable socket.

A Magnetic switch removal

Disconnect the field coil wire from terminal M of the

magnetic switch.

2. Remove snap ring with snap ring pliers and then

remove stop ring and overrunning clutch.

B Armature/ball removal

Caution:
When removing the armature, take care not to lose the
ball(which is used as a bearing) in the armature end.

Cleaning of Starter Motor Parts

Do not immerse the parts in cleaning solvent. Immersion
of the yoke, field coil assembly and/or armature will dam-
age to insulation.
Do not immerse the drive unit cleaning solvent.
Overrunning clutch is pre-lubricated at the factory and
solvent will wash lubricant form clutch.
The drive may be cleaned with a brush moistened with
cleaning solvent and wiped dry with a cloth.

12-4-10 • Distributor Overhaul SM 709, Jun ’04


Inspection
1. Commutator
1. Place the armature on a pair of V-blocks and check
the runout using a dial gauge.
Standard value: 0.5mm(0.020 in.)
Limit: 0.1mm(0.004 in.)
2. Check the outer diameter of the commutator.
Standard value: 29.4mm(1.16 in.)
Limited: 28.8mm(1.13 in.)
3. Check depth of the undercuts between the segments.
Standard value: 0.5mm(0.020 in.)
Limit: 0.2mm(0.008 in.)
SM 709, Jun ’04
Group 12, Ignition System
2. Overrunning Clutch Check
1. While holding clutch housing, rotate the pinion.
Drive pinion should rotate smoothly in one direction,
but should not rotate in opposite direction. If clutch
does not function properly, replace overrunning
clutch assembly.
2. Inspect pinion for wear or burrs. If pinion is worn or
burred, replace overrunning clutch assembly. If pin-
ion is damaged, also inspect ring gear for wear or
burrs.
3. Front And Rear Bracket Bushing Check
Inspect bushing for wear or burrs. If bushing is worn or
burred, replace front bracket assembly or rear bracket
assembly
Distributor Overhaul • 12-4-11
Group 12, Ignition System

4. Brush 6. Armature Coil Ground Test

1. Brushes that are worn beyond wear limit line, or oil
soaked, should be replaced.
2. When replacing ground brush, side the brush from
brush holder by prying retainer spring back.
Check the insulation between ground commutator seg-
ment and the armature coil core. If there should be no con-
tinuity.

7. Armature Coil Open Circuit Check

5. Armature Coil Short Circuit Test Check the continuity between segments. If there should be
continuity.
1. Place armature on a growler.
2. Hold a thin steel blade parallel and just above while
rotating armature slowly in growler. A shorted arma-
ture will cause blade to vibrate and be attracted to the
core. Replace shorted armature.

12-4-12 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

Reassembly Service Point

A Stop ring/snap ring Installation

Using a suitable pulling tool, pull overrunning clutch stop

ring over snap ring.

SM 709, Jun ’04 Distributor Overhaul • 12-4-13

Group 12, Ignition System

Alternator(LPG)

Disassembly and Reassembly

Disassembly steps

A 1. Pulley nut B 8. Stator

2. Alternator pulley 9. Plate
A 3. Rotor assembly B 10. Regulator assembly
4. Rear bearing 11. Brush
5. Bearing retainer 12. Slinger
6. Front bearing 13. Rectifier
7. Front bracket 14. Rear bracket

12-4-14 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

Disassembly Service Points B Stator/regulator assembly removal

Separation of the stator and front bracket
With a screwdriver blade inserted between the front
bracket and stator core, pry to separate the stator from the
front bracket.
Caution:
Do not insert the screwdriver too deep as the stator core
could be damaged.
1. Use a soldering iron (180 to 250 W) to unsolder the
stator. This work should complete within approxi-
mately four seconds to prevent heat from transferring
to the diode.
2. When removing the rectifier from the regulator
assembly, remove the soldered sections of the recti-
fier.
Caution
1. Use care to make sure that the heat of the
soldering iron is not transmitted to the
diodes for a long period.
2. Use care that no undue force is exerted to
leads of diodes.

A Removal of alternator pulley

With the pulley side facing up, hold the rotor in a vice and
remove the pulley.
Caution:
Use care not to damage the rotor.

Inspection

1. Rotor
1. Check the rotor coil continuity. Make sure that there
is continuity between the slip rings.
Measure the rotor resistance. If it is excessively
small, it indicates a shorted rotor. If there is no conti-
nuity or if it is shorted, replace the rotor assembly.
Standard value: 3 to 5 Ω

SM 709, Jun ’04 Distributor Overhaul • 12-4-15

Group 12, Ignition System

2. Check for rotor coil grounding. Make sure that there
is no continuity between the slip ring and the core.
Replace the rotor assembly if there is continuity.
3. Rectifier
1. Inspection of (+) heat sink assembly
Using a circuit tester, check continuity between the
(+) heat sink and the stator coil lead connection ter-
minals. If there is continuity in both directions, the
diode is shorted and the rectifier assembly must be
replaced.

2. Stator
1. Check the stator continuity. Make sure that there is
continuity between the coil leads. Replace the stator
assembly if there is no continuity.
2. Inspection of (-) heat sink assembly
Check continuity between the (-) heat sink and the
stator coil lead connection terminals. If there is conti-
nuity in both directions, the diode is shorted and the
rectifier assembly must be replaced.

2. Check for coil grounding. Make sure that there is no

continuity between the coil and the core. Replace the
stator assembly if there is continuity.

12-4-16 • Distributor Overhaul SM 709, Jun ’04

 Group 12, Ignition System

3. Inspection o diode trio 3. When installing a new brush, push the brush in the
With a circuit tester connected to both ends of each brush holder as shown in the illustration, and solder
diode, check continuity of the three diodes. If there is the lead wire.
continuity or no continuity in both directions, the
diode is damaged and the rectifier assembly must be
replaced.

Reassembly Service Points

4. Brush A Installation of rotor

1. Measure the length of the brush protrusion shown in Before installing the rotor on the rear bracket, thread a
the illustration, and replace the brush if the measured steel wire through the small hole provided in the rear
value is below the limit value. bracket to hold back the brush. After rotor installation,
Limit: 2.0mm(0.08 in.) or below remove the steel wire .

2. The brush can be removed if the solder of the brush

lead wire is removed.

SM 709, Jun ’04 Distributor Overhaul • 12-4-17

 GROUP 13

GROUP 13

ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1

Electrical systemGSpecifications and features ........Section 2

Electrical Circuit diagram & Electrical parts

Arrangement ...........................................................Section 3

Instrument Pod ........................................................Section 4

Elctrical componentsGSpecification
and operation ...........................................................Section 5

Troubleshooting of electrical system ......................Section 6

SM 709, Jun ’04 Group 13, Electrical system

 Group 13, Electrical System

Section 1

Cautions for working on the electrical system

As checking the electrical components
When working or checking electrical components make
sure to study the features and specifications of the relevant
components in advance so that the possibility of accident
will be avoided.
Cautions for welding
 Remove the jumper (-) cable from the engine block
of the discharged machine.
 Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
 Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
 Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.

Electrical components on the machine may be damaged

by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.

Start-up with jumper cables

When the machine cannot be started due to the battery has
being discharged, make use of jumper cables for starting.
Proceed as follows:

Connecting the jumper cables

 Connect one end of jumper (+) cable to the battery
(+) terminal of the discharged machine.
 Connect the other end of jumper (+) cable to the
battery (+) terminal of the running engine.
 Connect one end of jumper (-) cable to the battery
(-) terminal of the running engine.
 Connect the other end of jumper (-) cable to the
engine block of the discharged machine.

! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.

Removing the jumper cables

 When removing the jumper cables, reverse the
order used for connecting.

SM 709, Jun ’04 Cautions for working on the electrical system • 13-1-1
 Group 13, Electrical System

Section 2

Electrical system Specifications and features

Features of the electrical system Battery

The electrical system of C15-35 model is consisted of
start-up circuits, instrument panel and auxiliary circuits.
Inputs and outputs of most circuits is controlled by a
microprocessor located in the instrument panel.
Start-up circuit
The start-up circuit consists of the high power circuits
such as used for engine starting, battery charging, etc.
Instrumental panel
The monitor circuit allows the operator to check on the
operational condition of the truck by observing the
required indicator. This circuit monitors fuel level, engine
temperature, battery charge level, working hours and fail-
ure of sensors. Additionally, it monitors for proper opera-
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
• Gasoline/LPG
 Type: 12Volt 45AH(C15-20s)
Type: 12Volt 60AH(C20-35)
 Cold start current(C15-20s): 430Amp (T18ଇ)
 Cold start current(C20-35): 550Amp (T18ଇ)
 Capacity(C15-20s): 71minutes (27ଇ)
 Capacity(C20-35): 100minutes (27ଇ)
• Diesel
 Type: 12Volt 80AH(C15-20s)
 Type: 12Volt 100AH(C20-35)
 Cold start current(C15-20s): 630Amp (T18ଇ)
 Cold start current(C20-35): 800Amp (T18ଇ)
 Capacity(C15-20s): 130minutes (27ଇ)
 Capacity(C20-35): 180minutes (27ଇ)
Start motor
• Gasoline/LPG
 Specification(C15-35): 12Volt 1.2kW
• Diesel
 Specification(C15-20s): 12Volt 2.0kW
 Specification(C20-35): 12Volt 2.3kW

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: 12Volt
System earthing: Engine body (Gasoline/LPG) or Trans-
mission (Diesel)

SM 709, Jun ’04 Electrical system Specifications and features • 13-2-1

 Group 13, Electrical System

Section 3

Electrical Circuit Diagram & Electrical Parts Arrangement

(Diesel : Tier 2 ~ 3, LPG : Non Tier / Teir 3, Gas / Dual : Non Tier)

1. C15~20s
1) WIRING DIAGRAM....................................................... 2

2) INSTALL ELECTRICAL COMPONENT

& HARNESS MAIN.......................................................... 7

3) INSTALL ACCESSORY................................................ 32

4) INSTALL BATTERY MOUNTING ............................. 35

5) INSTALL TILT ALARM............................................... 41

2. C20~35
1) WIRING DIAGRAM...................................................... 42

2) INSTALL ELECTRICAL COMPONENT

& HARNESS MAIN........................................................ 54

3) INSTALL ACCESSORY................................................ 99

4) INSTALL BATTERY MOUNTING ........................... 113

5) INSTALL TILT ALARM............................................. 119

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-1
Group 13, Electrical System

1. C15~20s
1) WIRING DIAGRAM
• Diesel Tier 2 (C15-20s)- IN28287

13-3-2 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

Diesel Tier 3 (C15-20s)- IN28345

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-3
Group 13, Electrical System

• LPG Tier 3 (C15-20s)- IN28290

13-3-4 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C15-20s)- IN28295

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-5
Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - IN28288

13-3-6 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

2) INSTALL ELECTRICAL COMPONENT & HARNESS MAIN

• Diesel Tier 2 (C15-20s)- SI45328-1/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-7
Group 13, Electrical System

• Diesel Tier 2 (C15-20s)- SI45328-2/3

13-3-8 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 (C15-20s)- SI45328-3/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-9
Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C15-20s)- SI45330-1/4

13-3-10 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C15-20s)- SI45330-2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-11
Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C15-20s)- SI45330-3/4

13-3-12 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C15-20s)- SI45330-4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-13
Group 13, Electrical System

• Diesel Tier 3 (C15-20s)- SI48412-1/2

13-3-14 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 3 (C15-20s)- SI48412-2/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-15
Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI47773-1/4

13-3-16 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI47773-2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-17
Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI47773-3/4

13-3-18 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI47773-4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-19
Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI45463-1/4

13-3-20 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI45463-2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-21
Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI45463-3/4

13-3-22 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C15-20s)- SI45463-4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-23
Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45342-1/4

13-3-24 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45342-2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-25
Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45342-3/4

13-3-26 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45342-4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-27
Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45331-1/4

13-3-28 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45331-2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-29
Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45331-3/4

13-3-30 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline / LPG / Dual Non-Tier (C15-20s) - SI45331-4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-31
Group 13, Electrical System

3) INSTALL ACCESSORY
• Diesel Tier 2 / Tier 3, LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45429-1/2

13-3-32 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45429-2/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-33
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45430

13-3-34 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
Group 13, Electrical System

4) INSTALL BATTERY MOUNTING

• Diesel Tier 2 (C15-20s)- SI45316-1/2

13-3-35 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 (C15-20s)- SI45316-2/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-36
Group 13, Electrical System

• Diesel Tier 3 (C15-20s)- SI48235-1/2

13-3-37 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 3 (C15-20s)- SI48235-2/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-38
Group 13, Electrical System

• LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45315-1/2

13-3-39 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45315-2/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-40
Group 13, Electrical System

5) INSTALL TILT ALARM

• Diesel Tier 2 / Tier 3, LPG Tier 3, Gasoline / LPG / Dual Non-Tier (C15-20s)- SI45460

13-3-41 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

2. C20~35
1) WIRING DIAGRAM
• Diesel Tier 2 (C20-35)- IN28029-1/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-42
Group 13, Electrical System

• Diesel Tier 2 (C20-35)- IN28029-2/3

13-3-43 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 (C20-35)- IN28029-3/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-44
Group 13, Electrical System

• Diesel Tier 3 (C20-35)- IN28344

13-3-45 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Non Tier (C20-35)- IN28030-1/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-46
Group 13, Electrical System

• LPG Non Tier (C20-35)- IN28030-2/3

13-3-47 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Non Tier (C20-35)- IN28030-3/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-48
Group 13, Electrical System

• LPG Tier 3 (C20-35)- IN28297-1/3

13-3-49 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- IN28297-2/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-50
Group 13, Electrical System

• LPG Tier 3 (C20-35)- IN28297-3/3

13-3-51 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
Group 13, Electrical System

• LPG Tier 3 (C20-35)- IN28295

13-3-52 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline / Dual Non Tier (C20-35)- IN28032

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-53
Group 13, Electrical System

2) INSTALL ELECTRICAL COMPONENT & HARNESS MAIN

• Diesel Tier 2 (C20-35)- SI46847- 1/5

13-3-54 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 (C20-35)- SI46847- 2/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-55
Group 13, Electrical System

• Diesel Tier 2 (C20-35)- SI46847- 3/5

13-3-56 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 (C20-35)- SI46847- 4/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-57
Group 13, Electrical System

• Diesel Tier 2 (C20-35)- SI46847- 5/5

13-3-58 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 1/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-59
Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 2/6

13-3-60 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 3/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-61
Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 4/6

13-3-62 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 5/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-63
Group 13, Electrical System

• Diesel Tier 2 / Tier 3 (C20-35)- SI46848- 6/6

13-3-64 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 3 (C20-35)- SI48413- 1/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-65
 Group 13, Electrical System

• Diesel Tier 3 (C20-35)- SI48413- 2/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-66
 Group 13, Electrical System

• Diesel Tier 3 (C20-35)- SI48413- 3/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-67
Group 13, Electrical System

• LPG Non Tier (C20-35)- SI45133- 1/5

13-3-68 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Non Tier (C20-35)- SI45133- 2/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-69
Group 13, Electrical System

• LPG Non Tier (C20-35)- SI45133- 3/5

13-3-70 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Non Tier (C20-35)- SI45133- 4/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-71
Group 13, Electrical System

• LPG Non Tier (C20-35)- SI45133- 5/5

13-3-72 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 1/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-73
Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 2/6

13-3-74 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 3/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-75
Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 4/6

13-3-76 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 5/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-77
Group 13, Electrical System

• LPG / Gasoline / Dual Non Tier (C20-35)- SI45135- 6/6

13-3-78 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI47538- 1/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-79
Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI47538- 2/5

13-3-80 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI47538- 3/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-81
Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI47538- 4/5

13-3-82 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI47538- 5/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-83
Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 1/6

13-3-84 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 2/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-85
Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 3/6

13-3-86 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 4/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-87
Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 5/6

13-3-88 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Tier 3 (C20-35)- SI45445- 6/6

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-89
Group 13, Electrical System

• Gasoline Non Tier (C20-35)- SI45132- 1/4

13-3-90 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline Non Tier (C20-35)- SI45132- 2/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-91
Group 13, Electrical System

• Gasoline Non Tier (C20-35)- SI45132- 3/4

13-3-92 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Gasoline Non Tier (C20-35)- SI45132- 4/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-93
Group 13, Electrical System

• Dual Non Tier (C20-35)- SI45153- 1/5

13-3-94 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Dual Non Tier (C20-35)- SI45153- 2/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-95
Group 13, Electrical System

• Dual Non Tier (C20-35)- SI45153- 3/5

13-3-96 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Dual Non Tier (C20-35)- SI45153- 4/5

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-97
Group 13, Electrical System

• Dual Non Tier (C20-35)- SI45153- 5/5

13-3-98 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

3) INSTALL ACCESSORY
• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45206-1/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-99
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45206-2/3

13-3-100 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45206-3/3

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-101
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45208

13-3-102 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45358-1/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-103
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45358-2/2

13-3-104 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45397

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-105
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45398

13-3-106 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45429-1/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-107
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45429-2/2

13-3-108 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI47267-1/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-109
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI47267-2/4

13-3-110 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI47267-3/4

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-111
Group 13, Electrical System

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI47267-4/4

13-3-112 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

4) INSTALL BATTERY MOUNTING

• Diesel Tier 2 (C20-35)- SI45130- 1/2,

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-113
Group 13, Electrical System

• Diesel Tier 2 (C20-35)- SI45130- 2/2

13-3-114 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• Diesel Tier 3 (C20-35)- SI48232- 1/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-115
Group 13, Electrical System

• )Diesel Tier 3 (C20-35)- SI48232- 2/2

13-3-116 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

• LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45129-1/2

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-117
Group 13, Electrical System

• LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45129-2/2

13-3-118 • Electrical Circuit Diagram & Electrical Parts Arrangement SM 709, Dec ’08
 Group 13, Electrical System

5) INSTALL TILT ALARM

• Diesel Tier 2 / Tier 3, LPG Non Tier / Tier 3, Gasoline Non Tier, Dual Non Tier (C20-35)- SI45459

SM 709, Dec ’08 Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-119
 Group 13, Electrical System

Section 4

Instrument Pod

SM 709, Jun ’06 Instrument Pod • 13-4-1

Group 13, Electrical System

1. Display Monitor

1.1 Name of Indicator

3 5 7 8 6 13 14

15
H

9
1

09/09 Fri 15:35 10

C20LPG 7.3HR
16

17

18

1. Coolant Temperature Gauge 10. Stroboscope light switch

2. Fuel Gauge 11.
3. Transaxle Oil Temperature 12.
4. 13. Glow Plug Preheat
5. Engine Oil Pressure 14. Seat Belt
6. Engine check 15. Parking Brake
7. Alternator Charging Status 16. Work Lamp Switch
8. Service Icon 17. Rear Work Lamp Switch
9. LCD Display 18. Function Key

13-4-2 • Instrument Pod SM 709, Jun ’06


2. Explanation of function
2.1 Fuel gauge
This is for displaying the
remained fuel status on tank.
Blue color means full status,
and red mean empty status.
2.2 Coolant temp gauge
This is divided to 3 colors.
•Red: Engine over temp over
H 110 degree
•Yellow : Normal operating
temp
•Blue : Low temp
If the wire on temp gauge is cut down or there is no
change on blue colored range for 10 minutes after engine
starting, pod recognize error on gauge and shutdown
engine.
If the coolant temp is over 116 degree, the pod shutdown
the engine after buzzing warning signal .
2.3 Error and warning display
2.3.1 Transmission oil temp
This is indication of over temp on transmis-
sion. If this LED is turn on, please key off the
truck and checking them. The engine will be
automatically shutdown after buzzing warn-
ing signal for 30 seconds.
2.3.2 Alternator charging status
This is for displaying the charging status on
battery when operating engine. If there is no
charging voltage and current from alternator
during operating engine, this icon will be
turned on.
2.3.3 Error/Maintenance icon
If there is any error on truck, this will be
turned on, and the error text is displayed on
LCD display. And if the maintenance hour is
set on pod, and truck is reached on this hour,
the pod will turn on this icon and display the
error text on LCD display. Operator should
check the truck according to the set service
corrective action.
SM 709, Jun ’06
Group 13, Electrical System
2.3.4 Engine checking
If there is any error on engine system, this
will be turned on.
2.3.5 Preheating for glow plug
Only for diesel engine truck, this is for indi-
cating the glow plug is preheating the engine.
The glow plug is programmed to preheat the
air according to the set seconds. This is turned
on position of key on, and turned off when
preheating is completed. Engine should be
starting only after this glow plug icon is
turned off.
2.3.6 Seat belt.
This icon is only for warning seat belt for 3
seconds. If truck is equipped with optional
belt switch or seat switch, this can control the
truck's operation.
2.3.7 Parking brake
This indicates the parking brake switch status.
If the parking brake is set, the forward and
reverse solenoid is cut off, and truck will not
be traveled. And if key switch is turned off on
releasing parking brake, pod will beep for a
second. A beeping could be stop only after set
parking brake.
2.4 Data display
LCD display a several informa-
09/09 Fri 15:35 tion relating truck status
C20LPG 2.0HR according to that, for example
date, time, model name and
working hour. Especially, this displays the error on truck
and some information if needed.
2.5 Functional switch
This is composed with 6
switches, and for checking
truck status, functional setting,
and error diagnosis and lamp
control.
Instrument Pod • 13-4-3
Group 13, Electrical System

2.5.1 Work light switch

This is for turn on and off work
light. If press this switch, work
lights will be turned on and re-
pressing them, the light will be
turned off.
2.5.2 Rear work light switch
This is for turn on and off rear
work light. If press this switch,
rear work lights will be turned
on and re-pressing them, the
light will be turned off.
2.5.3 Strobe light switch
This is for turn on and off
strobe light. If press this switch,
strobe lights will be turned on
and re-pressing them, the light
will be turned off.

13-4-4 • Instrument Pod SM 709, Jun ’06


3. Major function of truck
3.1 Engine shutdown
This is for stopping the engine compulsorily after warning
for seconds when pod detecting the significant error on
truck. If engine is shutdown by this function, operator
promptly stops the truck, and repairs the truck to remove
the cause. The engine shutdown function will be activated
according to the following 4 major causes.
3.1.1 Engine coolant water temp
When operating truck, if engine coolant water temp is 116
degree or there is no change on temp sensor even operat-
ing for 10 minutes, truck beeping warning buzzer for 30
seconds, and shutdown engine. The truck can be operated
even though engine is shutdown, but the engine will be
shutdown again if the error is not cleared.
3.1.2 Engine oil pressure
When operating truck, if engine oil pressure is lower than
the regulated pressure, truck beeping warning buzzer for
30 seconds, and shutdown engine. The truck can be oper-
ated even though engine is shutdown, but the engine will
be shutdown again if the error is not cleared.
3.1.3 Transmission oil temp.
When operating truck, if transmission oil temp is over 120
degree, truck beeping warning buzzer for 30 seconds, and
shutdown engine The truck can be operated even though
engine is shutdown, but the engine will be shutdown again
if the error is not cleared.
3.1.4 Seat switch (Optional)
If the operator is leave out from seat for 3 seconds with
directional lever is engaged, truck will be shutdown with-
out any warning signal. At that time, the truck could be re-
started only when key switch turn off and directional lever
is positioned on neutral. And through the functional mode
setting of pod, this option can be re-programmed as fol-
lowed. If operator leave out from seat for 3 seconds, the
directional solenoid of forward or reverse is turn to neutral
position, so the truck could be traveled only when the
directional gear is return to neutral and engaged again.
3.2 Neutral start
Pod has programmed that if directional lever is engaged to
forward and reverse position before starting key switch,
the truck can not be started to prohibit sudden start. To
starting truck, operator should check if the directional
lever is positioned to neutral.
SM 709, Jun ’04
Group 13, Electrical System
3.3 Anti-restart
When the truck is starting on normal condition, the truck
can not be restarted although key on again (Start motor
protection function)
3.4 Parking brake reminder
If operator key off without setting parking brake, pod
beeping the buzzer for seconds. This could be canceled
only when set parking brake. And if the parking brake is
set, the truck can not be traveled forward and reverse.
3.5 Seat switch travel enables (Optional)
If operator leave out from seat for 3 seconds, the direc-
tional solenoid of forward or reverse is turn to neutral
position, so the truck could be traveled only when the
directional gear is return to neutral and engaged again.
. If operator want to travel the truck, sit on the seat and
return directional lever to neutral position, and then
change the lever to intended direction.
3.6 Lamp switch mode
Setting pod function of lamp could set Work lamp, rear
work lamp, and strobe light for operating mode On/OFF
3.6.1. Work lamp
Work lamp could be turned on and off by lamp switch on
Pod or Key switch.
 Work lamp switch mode (Standard) : Lamp turn on
and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key
switch
3.6.2 Rear work light
Rear work light could be turned on by switch on Pod and
key switch, and directional lever of reverse.
 Rear work light switch on Pod (Standard): Lamp
turn on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key
switch.
 Reverse lever mode: Lamp only turn on when
change the lever to reverse direction.
3.6.3 Strobe light
Strobe light could be turned on by switch on Pod and key
switch.
Instrument Pod • 13-4-5
Group 13, Electrical System

 Strobe light Switch on Pod (Standard): Lamp turn

on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key
switch.
3.7 Preheating control (Diesel truck)
The Pod can preheat the glow plug for a proper time auto-
matically depending on engine temp.
Operator should crank in the engine only after preheat
lamp is turned off on key on.

13-4-6 • Instrument Pod SM 709, Jun ’04

 Group 13, Electrical System

4. Functional setting and operation

4.1 Operating method for mode switch

4.1.1 Mode switch
Mode switch is formed as button type, and activated by pressing it.
4.1.2 Explanation of mode switch
These light switches only activated on normal status, it can not turn on lamps on mode status.

Switch Function ETC

1. For entering mode menu

2.For moving to the lower menu on pressing menu mode.

1.For leaving menu mode.

2.For moving to the higher mode on pressing menu mode.

1.For moving to the left menu. Speed limit switch(option)

1. For moving to the right memu. Strobe light switch

1. For setting the data, increasing the factor on menu. Rear work light switch

1. For setting the data, decreasing the factor on menu. Work light switch

• These light switches only activated on normal status, it can not turn on lamps on mode status.

SM 709, Jun ’04 Instrument Pod • 13-4-7

Group 13, Electrical System

4.2 Menu mode composition chart

NO PARAMETERS DESCRIPTION
1 POD Data information of POD
1.1 Basic Status Truck status MIN MAX
1.1.1 Battery Voltage Display battery voltage 0.0V 30.0V
1.1.2 Fuel Level Display fuel level 0% 100%
1.1.3 Eng W/Temp Display engine coolant water temp 0 degree 150 degree
1.1.4 T/M Oil Temp Display T/M oil temp. 0 degree 150 degree
1.1.5 POD Hour Display travel hour (changeable) 0 9999
1.1.6 System Hour Display system working hour(Unchangeable) 0 9999
1.1.7 Software Version Display program version V x.xx V x.xx
1.1.8 Serial Number Display production date 5A00000A 9L00000X
1.1.9 Accel Voltage Display accelerator signal output of SECM 0.0V 5.0V
1.1.10 Step Motor Range Display range of SPEED LIMITER STEP MOTOR 0% 100%

1.2 Switch Status Truck status for switch MIN MAX BASE ADJUST
1.2.1 Key Start Key start signal Open Close Open
1.2.2 Parking Brake Parking Brake Open Close Close
1.2.3 Forward Forward Open Close Open
1.2.4 Reverse Reverse Open Close Open
1.2.5 T/M Oil Temp T/M Oil Temp Open Close Open
1.2.6 E/Oil Pressure E/Oil Pressure Open Close Open
1.2.7 LPG Pressure LPG Pressure Open Close Open
1.2.8 Seat Seat Open Close Close
1.2.9 Option 1 Option 1 Open Close Open
1.2.10 Option 2(Tilt) Option 2(Tilt limit) Open Close Close
1.2.11 Dual Fuel Switch for selection of Dual Fuel Open Close Open

1.3 Model Setup Model name of use truck MIN MAX BASE ADJUST
C15D,C15L,C15CL,C18D,C18L,C18CL,C20sD,C
1.3.1 C10 Model 20sL,C20sCL C15D C20sCL C15D "+/-"

C20D,C20L,C20CL,C20G,C20CG,C25D,C25L,C
1.3.2 C20 Model 25CL,C25G, C20D C32CG C20D "+/-"
C25CG,C30D,C30L,C30CL,C30G,C30CG,C32CL
C32G,
C32CG,C33D,C33L,C35D,C35L
1.3.3 C40 Model C40D~C50sD, C40L~C50sL C40D C55sL C40D "+/-"
1.3.4 C60 Model C60D~C80D, C60L~C75L C60D C80D C60D "+/-"

13-4-8 • Instrument Pod SM 709, Jun ’04

 Group 13, Electrical System

1.4 Error History Stored Latest 10 Errors

Upper column :Error code working hour
1.4.1 NONE (0000.0HR) / lower column:Error description
1.4.2
1.4.3
1.4.4
1.4.5
1.4.6
1.4.7
1.4.8
1.4.9
1.4.10

1.5 Password S etup MIN MAX BASE ADJUST

1.5.1 Ignition Mode on, off On Off Off "+/-"
1.5.2 Setup Mode on, off On Off On "+/-"
1.5.3 Password Change Password Change 00000 99999 90000 "+/-"

1.6 CAN Setup MIN MAX BASE ADJUST

1.6.1 CAN Mode master, single Master Single Single "+/-"
1.6.2 Speed Limiter on, off On Off Off "+/-"
1.6.3 SECM Mode on, off On Off Off "+/-"
1.6.4 SCOUT Mode on, off On Off Off "+/-"
1.6.5 EHV Mode on, off On Off Off "+/-"

1.7 Function Se tup MIN MAX BASE ADJUST

1.7.1 Operation Hour off, 0~9950(step 50) 0 9950 0 "+/-"
1.7.2 Maintenance off, 50~2000(step 50) Off 2000 Off "+/-"
1.7.3 Work Lamp switch, key Switch Key Switch "+/-"
1.7.4 Rear Work Lamp key, switch, rev & sw, reverse Switch Reverse sw & rev "+/-"
1.7.5 Option 1 Out option 1 sw, key Op1 sw Key Op1 sw "+/-"
1.7.6 Parking Remind Beeper,Horn,off Off Beeper Horn "+/-"
1.7.7 Engine S/Down Beeper,Horn,off Off Beeper Beeper "+/-"
1.7.8 Seat Seat,Seatbelt,Traval Seat Seatbelt Traval "+/-"
1.7.9 Error Reset Erase Error History Yes OK Yes "+"
1.7.10 S/L Enable On, Off On Off Off "+/-"
1.7.11 Speed Display Km/h, MPH Km/h MPH Km/h "+/-"
1.7.12 Speed Limit 3 ~ 30km/h(step 1km/h) 3 30 8 "+/-"
1.7.13 Strobe Lamp key, switch, rev & sw, reverse Switch Reverse Switch "+/-"
1.8 Clock Setup MIN MAX BASE ADJUST
1.8.1 Year On/off 1900 2099 2005 "+/-"
1.8.2 Month On/off 1 12 - "+/-"
1.8.3 Date On/off 1 31 - "+/-"
1.8.4 Week On/off MON SUN - "+/-"
1.8.5 Hour On/off 0 23 - "+/-"
1.8.6 Minute On/off 0 59 - "+/-"

SM 709, Jun ’06 Instrument Pod • 13-4-9

Group 13, Electrical System

# Menu Mode (Tree structure)

 Data Refer to Setup Sheet

0 4/2 5 T ue 1 3 : 5 4
C 20D

M e n u M od e
1 POD

Clock Setup B a s i c S ta t u s S w i t c h S ta t u s
1.8 1.1 1.2

S te p M o t o r R a n g e B a t t e r y V o l t a ge F u el L ev el
1.1.10 7 0% 1.1.1 12. 5V 1.1.2 85 %

13-4-10 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.3 Menu mode check and adjusting method.

4.3.1 Check for truck status
Checking current truck status with real time
B a s i c S ta t u s
1.1
1.Battery voltage

B a t t e r y V ol t a ge
1.1.1 12. 5V
2.Fuel level

F u el L ev e l
1.1.2 85%
3.Engine coolant water temp

E n g W a t e r T emp
1.1.3 80°C
4.Transmission oil temp
T / M O i l T emp
1.1.4 80°C
5.Display engine working hour
P O D H ou r
1.1.5 0003
6.System working hour
Sy stem Hour
1.1.6 0003
7.Program version
S / W V er s i o n
1.1.7 V 2.20
8.Pod serial number
S er i a l N u mbe r
1. 1.8 5A 00000A
9.Voltage of electric accelerator(Option)
A c c e l V ol t a g e
1.1.9 2. 50V
10. Step motor output for speed limiter
S te p M o t o r R a n g e
1.1.10

SM 709, Jun ’06 Instrument Pod • 13-4-11

Group 13, Electrical System

4.3.2 Truck switch On/Off check

Check the current truck status with switch, which can be
S w i t c h S ta t u s
checked as real time. 1.2

K e y S ta r t
1.Key switch 1.2.1 Ope n

Parking Brake
2.Parking brake switch 1.2.2 Close

F o r w a rd
3.Forward switch 1.2.3 Ope n

R e v e rse
4.Reverse switch
1.2.4 Ope n

T / M O i l T emp
5.Transmission oil temp switch
1.2.5 Ope n

E n g O i l P r e s s ur e
6.Engine oil pressure switch
1.2.6 Close

7.LPG pressure switch

LPG Pressure
1.2.7 Ope n

8.Seat switch Seat Switch

1.2.8 Close

9.Optional switch Option 1

1.2.9 Ope n

10.Optional swtich(Tilt limit) Option 2(T i lt)

1.2.10 Ope n

11.Dual Fuel selection switch Dual Fuel

1 . 2 . 11 O pe n

13-4-12 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.4 Model set

When install the display on truck, Pod should be set the truck model name.
According to the set model name, Pod does accurate function being communicated with system
4.4.1 Model set composition
Menu mode composition chart

1.3 Model Model name MIN MAX BASE ADJUST

1.3.1 C10 C15D,C15L,C15CL,C18D,C18LC18CL,C20sD,C C15D C20sCL C15D "+/-"

20sL,C20sCL

1.3.2 C20 C20D,C20L,C20CL,C20G,C20CG,C25D,C25L,C C20D C32CG C20D "+/-"

25CL,C25G,C25CG,C30D,C30L
C30CL,C30G,C30CG,C32CL,C32G,C32CG,C33
D,C33L,C35D,C35L

4.4.2 Model set method

0 6/1 3 T ue 1 0 : 5 4
C20D 3 . 0 HR

M e n u M od e
1 POD

B a s i c S ta t u s
1.1
M o d el S e t u p M o d el S e t u p
1.3 1.3

C2 0 Model C2 0 Model C2 0 Model

1.3.2 C35L 1.3.2 C20D 1.3.2 C20L

C 10 M ODE L

C1 0 Model
1.3.1 C15D

4.5 Error history

Pod can store the latest 10 error. If the error is countered over 10, it stocks latest 10 errors.
(Detailed info shows at the article"5.Error diagnosis ")

SM 709, Jun ’06 Instrument Pod • 13-4-13

Group 13, Electrical System

4.6 Password change

Password is for the starting enable and for setting function. According to the customers' demand, additional function
could be set by this function.
4.6.1 Starting enable password
It is the function that only permitted person could operate the truck, and the starting could be enabled with inputting a
password on key on. If the password is not matched with set password, truck can not be started.

Digit
A) 10000
P a s s w o rd S e t u p
B) 1000
1.5 A) B) C) D) E) F)
C) 100

D) 10
Input Password E) 1
00000
F) Enter Key

P a s sw or d O K ! Igni tion Mode

1.5.1 Of f

Igni tion Mode

1.5.1 On

P a s s w o rd E r r o r Input Password
0 0 0 00

13-4-14 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.6.2 Password for function set

When set the changeable function of the truck, only permitted operator with exact password can access the menu.

P a s s w o rd S e t u p
1.5

Input Password
Input Password
0000 0
00000

P a s sw or d O K ! P a s s w o rd E r r o r

Igni tion Mode S e t u p Mod e

1.5.1 Of f 1.5.2 Of f

S e t u p Mod e
1.5.2 On

4.6.3 Password change

A manager can change the set password. Please pay attention not to forget them.

P a s s w o rd S e t u p
1.5
Input Password
Input Password
00000
00000

P a s sw or d O K ! P a s s w o rd E r r o r

Igni tion Mode Password Change

1.5.1 Off YES ?

Password Change
1.5.3 00 000

Igni tion Mode

1.5.1 Off

SM 709, Jun ’06 Instrument Pod • 13-4-15

Group 13, Electrical System

4.7 Set on communication for option equipment

This is for setting communicating data with Pod and optional equipment. If optional equipment is set with Pod, all of
dates of equipment are showed on Pod. This is adjusted to truck before shipping, please do not touch them.

4.8 Optional function setting

A changeable function could be set according to operator's demand.
When setting this function, operator can access only on inputting the password.
4.8.1 Change the engine-working hour
This is for changing engine-working hour on Pod in case of tooling or replacing them with different hour.
The actual system hour of Pod can be checked, which is different hour from working hour displayed on Pod. Although
service man or operator changes the working hour, the system hour can not be changed.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

Input Password
00000

P a s sw or d O K ! O p e r a ti o n H o u r
1.7.1 00 00

O p e r a ti o n H o u r
1.7.1 00 50

P a s s w o rd E r r o r Input Password
0 0000

13-4-16 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.8.2 Maintenance hour setting

For more efficient service of truck, operator can set the maintenance hour on Pod. If the truck runs over a set maintenance
hour, operator can recognize that by displayed error on Pod

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

O pe r at i o n H o u r M a i n t en a n c e
1.7.1 00 00 1.7.2 O FF

M a i n t en a n c e
1.7.2 00 50

4.8.3 Explanation of work light operation

Work lamp could be turned on and off by lamp switch on Pod or Key switch.
 Work lamp switch mode (Standard): Lamp turn on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7

O pe r at i o n H o u r Wo r k L a mp
1.7.1 0000 1.7.3 S wi t c h

Wo r k L a mp
1.7.3 Key

SM 709, Jun ’06 Instrument Pod • 13-4-17

Group 13, Electrical System

4.8.4 Rear work light

Rear work light could be turned on by switch on Pod and key switch, and directional lever of reverse.
 Rear work light switch on Pod (Standard): Lamp turn on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch.
 Reverse lever mode: Lamp only turn on when change the lever to reverse direction.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up R e a r W or k L a mp
1.7 1.7.4 SW &Rev

R e a r W or k L a mp
O pe r at i o n H o u r
1.7.4 Sw itch
1.7.1 00 00
R e a r W or k L a mp
1.7.4 K ey

R e a r W or k L a mp
1.7.4 Rever se

13-4-18 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.8.5 Strobe light

Strobe light could be turned on by switch on Pod and key switch.
 Strobe light Switch on Pod (Standard): Lamp turn on and off by switch on Pod.
 Key switch mode: Lamp turned on and off by key switch.

S tr o b e L amp F u n c t io n S e t up
1.7.13 SW &Re v 1.7

S tr o b e L amp O p e r a ti o n H o u r
1.7.13 S w i tc h 1.7.1 0000

S tr o b e L amp
1.7.13 Ke y

S tr o b e L amp
1. 7. 13 Re verse
4.8.6 Option output setting
Option output can be set by 2 mode, which is key switch mode and On/Off switch mode.
• Option switch mode (Standard): It is activated by optional switch
• Key switch mode: It is activated by key switch.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7
O pti on 1 O u t
O pe r at i o n H o u r 1.7.5 O p1 S /W
1.7.1 00 00
O pti on 1 O u t
1.7.5 Key

SM 709, Jun ’06 Instrument Pod • 13-4-19

Group 13, Electrical System

4.8.7 Parking brake reminder

The Pod beeps a buzzer for warning the parking brake releasing when operator leaves out from seat without set parking
brake. Warning signal can be selected 3 types, which is Horn (Standard), buzzer, and only flicking of led lamp on Pod
depending on the workshop.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
1.7 Parking Remind
1.7.6 B e e pe r

O pe r at i o n H o u r Parking Remind
1.7.1 00 00 1.7.6 O FF

Parking Remind
1.7.6 H orn

4.8.8 Set for alarm of engine shutdown.

If the major fault that influence the operation of truck is detected, Pod warning a signal for a seconds, and then shutoff the
engine. Warning signal can be selected 2 types, which is Horn (Standard), buzzer by set on Pod depending on the work-
shop. And this function can be removed by setting on Pod.

Menu M ode
1 PO D

B a s i c S ta t u s
1.1

F u n c t io n S e t up
E ngi n e S /D own
1.7
1.7.7 B e epe r

O pe r at i o n H o u r E ngi n e S /D own
1.7.1 0 00 0 1.7.7 OFF

E ngi n e S /D own
1.7.7 H orn

13-4-20 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.8.9 Set for seat function

Truck can be selected by 3 mode for seat switch or seat belt switch.
 Travel (Neutral Shift function) mode:
If an operator leave out from seat for 3 seconds, with directional lever is engaged to forward and reverse posi-
tion, directional solenoids return to neutral position and truck can not be traveled.
 Seat Mode: When an operator leave out from seat for 3 seconds on engaging directional lever, Pod shutdown
the engine.
 Seatbelt Mode: On operating truck, if operator is not set the seat belt for 2 seconds, Pod beep the warning sig-
nal for a seconds.

F u n c t io n S e t up
Seat Switch
1.7
1.7.8 Seat

O pe r at i o n H o u r Seat Switch
1.7.1 00 00 1.7.8 S e a t B el t

Seat Switch
1.7.8 T ravel

4.8.10 Eliminating fault history

• It is for eliminating fault history stored on Pod.
• It is used only when operator is to eliminate them on pod.
• An eliminated history can not be restored.

F u n c t io n S e t up
1.7

Error Reset O pe r at i o n H o u r
1.7.9 YES 1.7.1 00 00

Error Reset
1.7.9 OK

SM 709, Jun ’06 Instrument Pod • 13-4-21

Group 13, Electrical System

4.8.11 Speed limit function(Option)

• If the truck is equipped with speed limiter, operator can enable that function by this setting
• If set to ON, operator can use speed limiter option,
• If set to OFF(Standard), truck operated normal status without speed limit.

F u n c t io n S e t up
1.7

S / L E n a bl e O p e r a ti o n H o u r
1.7.10 OFF 1.7.1 0000

S / L E n a bl e
1.7.10 ON

4.8.12 Speed displayed unit setting(Option)

The truck equipped with speed sensor can be displayed speed, and speed unit of km/h or MPH can be set.

F u n c t io n S e t up
1.7

S p e ed D i s p l a y O pe r at i o n H o u r
1 . 7 . 11 Km /h 1.7.1 00 00

S p e ed D i s p l a y
1 . 7 . 11 MPH

4.8.13 Set for Speed limit (Option)

When truck is equipped with speed limiter, truck can be set speed limit. The truck speed can be set from 3km/h to 30 km/
h and step of 1km/h.

F u n c t io n S e t up
1.7

S p e ed L i m i t O p e r a ti o n H o u r
1.7.12 8 1.7.1 00 00

S p e ed L i m i t
1.7.12 7

S p e ed L i m i t
1.7.12 8

13-4-22 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

4.9 DATE setting

• It is for set the date and time of truck.
• They can be reset year, month, date, and a day of the week.

0 6/1 3 T ue 0 9 : 0 8
C20D 3. 0H R

Menu M ode
1 PO D

Clock Se tup
1.8 B a s i c S ta t u s
1.1

Y ear
1.8.1 20 06

Y ear M o n th
1.8.1 20 07 1.8.2 6

M o n th
1.8.2 7

C l o c k S e tu p
1.8

Y ear Date
1.8.1 20 06 1.8.3 13

Date
1.8.3 14
Week
1.8.4 T ue

Week Hour
1.8.4 W ed 1.8.5 09

Hour
1.8.5 10
M i n u te
1.8.6 4

M i n u te
1.8.6 5

SM 709, Jun ’06 Instrument Pod • 13-4-23

Group 13, Electrical System

5. Fault diagnosis

5.1 Self diagnostic function

Pod can display and warning the existing error on truck.

Warning !!!! ! 007 0 008.6HR

O il Pre ssure REV SOL S/C

En gine Erro r 005 0 011. 2H R

C h e ck E n gi n e R. WORK LAMP S /C

5.2 Management of fault history

Pod can store the latest 10 fault history. This history can be used to track the reason of fault.

0 6/1 3 T ue 0 9 : 0 8
C20D 3. 0H R

Menu M ode
1 POD

Error Histroy
B a s i c S ta t u s
1.4
1.1

005 0 011. 2H R
TH ERE IS NO ERROR R. WORK LAMP S /C
None
007 0 008.6HR
REV SOL S/C

13-4-24 • Instrument Pod SM 709, Jun ’06

 Group 13, Electrical System

5.3 Error code

ERRO
RROR ERRO
RROR MESSA
SSAGE DESCRIPTION
N WIRING NO.
CODE

014 DRI. FWD S/C DIRECTION FWD LINE S/C 14

011 DRI. REV S/C DIRECTION REVRSE LINE S/C 11

18-DSL,
018 FUEL SENDER S/C FUEL SENDER S/C
27-GAS/LPG

025 HORN RELAY S/C HORN RELAY COIL S/C 25

027 B.UP ALARM S/C BACK UP ALARM LINE S/C 27

033 ST.RELAY S/C START RELAY COIL LINE S/C 33

021 GLOWPLUG S/C PREHEATER RELAY COIL LINE S/C 21

006 HEAD LAMP S/C HEAD LAMP S/C 6

012 E.SHUT COIL S/C ENGINE SHUT DOWN RELAY COIL S/C 12

005 R.WORK LAMP S/C REAR WORK LAMP S/C 5

028 DIR.FWD SOL S/C DIRECTION FORWARD SOL OUT S/C 28

007 DRI.REV SOL S/C DIRECTION REVERSE SOL OUT S/C 7

ERROR OF THE CAUSING PIN

900 DOUBLE ERROR -
NUMBER CAN'T BE DETERMIND

404 INTERNAL SHORT INTERNAL SHORT -

028 0 005.0H R 007 0 008.6HR

FW D S OL S/C REV SOL S/C

012 0 030.5H R 005 0 011. 2H R

E.SHUT C O I L S /C R. WORK LAMP S /C

014 0 001.0H R 033 0 015.4HR

DIR.FW D S/C ST .REL AY S/C

0 11 005 0.2HR 900 0 101.1H R

DIR.REV S/C DOUBLE ERROR

SM 709, Jun ’06 Instrument Pod • 13-4-25

Group 13, Electrical System

6. Operating Instruction of S60 LPG

Operating procedure
1) Key on/off
2) Select to drive mode of manual or automatic with the button on controller(Ref. Fig.1)
3) Gear position variation according to the lever(selector) position (Ref. Table.1)
(1) Automatic mode
- Gear position changed according to the lever position
- Especially, at lever position 3rd, it will automatically changed gear position from 2nd to3rd as speed up.
Return to 2nd position as stop and when restart with 2nd gear position.
(2) Manual mode
- Gear position is same as lever position regardless driving condition

Fig. 1 Selection method of manual or automatic mode

Controller Manual/Automatic Automatic Manual
Select button mode mode

Lever
(Selector)

Table.1 Gear position variation accoding to the lever position

Gear Position
Controller Lever(Selector) Forward Reverse
Mode Position
Speed up Speed up
Start (Max speed) Stop Start (Max speed) Stop
1st 1st 1st 1st 1st 1st 1st

Automatic
Mode

2nd 2nd 2nd 2nd 2nd 2nd 2nd

3rd 2nd 3rd 2nd 2nd 3rd 2nd

1st 1st 1st 1st 1st 1st 1st

Manual
Mode

2nd 2nd 2nd 2nd 2nd 2nd 2nd

3rd 3rd 3rd 3rd 3rd 3rd 3rd

13-4-26 • Instrument Pod SM 709, Jun ’04

 Group 13, Electrical System

Section 5

Electrical Components Specification and Operation

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-1

Group 13, Electrical System

Battery

Function
As a source for the main electrical power for the truck, the battery supplies 12volts to all of electrical components allow-
ing them to operate, and also stores the electrical energy generated by the alternator.
Diesel
Diesel Specification
Model name C15-20s C20-35
Voltage 12(V) 12(V)
Capacity (20 HR) 80(AH) 100(AH)
Reserve Capacity 130(MIN) 180(MIN)
Cold Cranking Performance 630(A) 800(A)

Gasoline/LPG Specification
Model name C15-20s C20-35
Voltage 12(V) 12(V)
Capacity (20 HR) 45(AH) 60(AH)
Reserve Capacity 71(MIN) 100(MIN)
Cold Cranking Performance 430(A) 550(A)

! CAUTION
- Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or
sparking, causing severe damage or fire in various electrical components.
- Since cold weather reduces performance, during cold operations, after operating, park your forklift
inside a building or near a warm area to ease starting later.
- When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not
come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical
components.
- Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your
battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled
water.

13-5-2 • Electrical Components Specification and Operation SM 709, Jun ’0[ ¨

 Group 13, Electrical System

Engine Accessories

Alternator
Function
The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy. Under normal
conditions, it generates voltages of about 13-15V and supplies these to the truck for operating the electrical systems and
charging the battery.

Diesel

Circuit

Rating : 12V, 40A

Gasoline/LPG

Circuit

Rating : 12V, 50A

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-3

Group 13, Electrical System

Starting Motor
Function
When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to
rotate as results.

Diesel

Rating(C15-20s) : 12V, 2.0KW Circuit

Rating(C20-35) : 12V, 2.3KW

Gasoline/LPG

Circuit
Rating(C15-35) : 12V, 1.2KW

13-5-4 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Water Temp Sender

Function
The water temperature sender detects the temperature of the coolant inside of the engine. This is displayed to the operator
on the instrument panel gage, and functions due to changes in the resistance values of the sender, dependent on the tem-
perature.
Diesel

Specification
Resist.
Temp (qC) Resist (.:)
50 
-20.0
80 51.9 -+4.9
4.4
100 27.4 -+1.9
1.2
120 16.1±1.2

LPG/Gasoline
Specification
Temp (qC) Resist (.:)
Resist.
38 
54 
65 74
77 54
88 40
99 30
110 24
116 21
120 17.2

Testing
Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant
temperature shown on the specification table.

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-5

Group 13, Electrical System

Switch-Eng Oil Pressure

Function
This switch senses if oil pressure in normal or not.

Diesel

Resist. Specification
As turn ENG 1(M:) or more
As stop ENG 0:

LPG/Gasoline

Specification
Resist.
As turn ENG 1(M:) or more
As stop ENG 0:

Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or short. Normally it will display
short due to low pressure when the engine is stopped, and open when engine is running.

13-5-6 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

LPG Pressure Switch

Function
This switch will be ON/OFF depending upon the LPG pressure in LPG tank. This switch is on when the LPG pressure
drops down as fuel is consumed.

Resist

Specification
Item Spec Pressure Resist (:)
Switch operating pressure 40±4 psi (open) more than 40 psi Open (more than 1M:)
less than 40 psi 0

Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when
the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed
when the tank is empty).

SM 709, Jun ’04 ¨ Electrical Components Specification and Operation • 13-5-7

Group 13, Electrical System

Switch-T/M Temp
Function
This is a switch to sense T/M oil temp. This switch is open in normal condition and is on when temperature is reached to
setup values.

Resist.

Specification
Item Spec.
Switch-start temp 121GrG3qC
Switch-reset temp Avg. : 110qC
mini. : 105qC
Ass’y torque 45-55Nm

Temp Resist. (:)

more than 121qC 0:
less than 121qC Open (more than 1M:)

Testing
Measure resistance with multi-tester as fig above and inspect open or short. It will be open when temperature is lower
than one in specification, and be 0 (:) when higher than specification.

13-5-8 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Fuel Sender
Function
This detects amounts of fuel in fuel tank and enables that to be displayed on fuel gage of instrument panel. When float
moves upward and downward depended upon amounts of fuel, The resistance value is outputted depended upon heights.

Resist.

Specification
Item Spec
Switch operating temper- 40±4 psi (open)
ature
A

Specification
B

Item Full 50% Empty Model

(A) (B)
Resistor 28±2 (100) 244 C15-35
Value(SL)
Floot 48 203 318 C15-20s
Length
(mm)
Floot 48 238 365 C20-35
Length(mm)

Testing
After removing fuel sender measure resistance value according to heights requirement of specifications.

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-9

Group 13, Electrical System

Switches

Start Switch
Function
This functions starting of forklift and supplies electrical power to some electrical parts.

Anti-restart key switch

Specification
Item Spec.
Rated voltage DC 14V
ON current 8A, Heavy Duty Ignition Coil
START current 20A, Continuous
75A, Instantaneous

13-5-10 • Electrical Components Specification and Operation SM 709, Jun ’0[ ¨

 Group 13, Electrical System

Switch Fow. & Rev.

Function
This functions to select travel direction of forklift. It is operated with three modes of neutral, forward, reverse.

Specification
Lever COM (G)-Fow. (R) COM (G)-Rev. (L)
Neutral Open Open
Forward 0: Open
Reverse Open 0:

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-11

Group 13, Electrical System

Switch - directional Indicator

Function
This functions to operate right and left directional indicator lamp.

Specification of switch - start

Lever COM (LW)- Right (GR) COM (LW)- Left (GY)
Neutral Open Open
As right start 0: Open
As left start Open 0:

Testing
Check for switch operation as specifications with multi-tester.

13-5-12 • Electrical Components Specification and Operation SM 709, Jun ’0[ ¨

 Group 13, Electrical System

Brake Stop Switch

Function
This switch will be ON/OFF if the brake pedal is depressed or not.

Specification of switch - start (device ass’y condition)

Brake Output
ON 0:
OFF Open

Testing
Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off
(open). The switch should be on (closed) when the pedal is depressed.

SM 709, Jun ’04 ¨ Electrical Components Specification and Operation • 13-5-13

Group 13, Electrical System

Parking Brake Switch

Function
This switch consists of two switches and functions respectively. Switch 1 communicate On/Off signal of parking brake to
instrument pod. Switch 2 is connected to F/R solenoid ground wire in series and limits traveling of forklift.

Specification of
switch - start (device ass’y condition)
Parking brake Switch 1 Switch 2 Drive
Removal Open 0: Possible
Parking 0: Open Impossible

Testing
Measure resistance according to switch operation specification by positioning multi-tester to resistance mode.

13-5-14 • Electrical Components Specification and Operation SM 709, Jun ’0[ ¨

 Group 13, Electrical System

Seat Switch
Function
This switch senses if the driver is in the seat or not.

Resist.

Testing
Condition Output
Seated 0:
Not seated Open

SM 709, Jun ’04 ¨ Electrical Components Specification and Operation • 13-5-15

Group 13, Electrical System

General Electrical Parts

Fuse / Relay Box

Function
This functions to prohibit electrical parts from damaging due to over-current.

Relay(Strobe & Cabin opt.)

F / UNIT

Relay(Engine shutdown)

Specification
No. C15-35 diesel Tier2 C15-35 GAS & LPG Non-Tier2 C15-35 LPG Tier2
F1 10A POD BATT 10A POD BATT 20A POD BATT
F2 10A POD BATT 10A POD BATT 20A POD BATT
F3 10A POD BATT 10A POD BATT 10A T/SIGNAL
F4 10A POD BATT 10A POD BATT 10A HORN
F5 10A STOP S/W 10A STOP S/W 20A SECM POWER
F6 10A T/SIGNAL 10A T/SIGNAL 20A SECM DIST
10A HORN (C15-20s)
F7 10A HORN 20A SECM OPT1
5A PUSH BUTTON (C20-35)
F8 10A ROOM LAMP 10A ROOM LAMP 20A SECM OPT2
10A PARK S/W (C15-20s)
F9 30A SOL RELAY 15A FUEL SHUTOFF
10A IG (C20-35)
10A FUEL SHUT (C15-20s) 10A ROOM LAMP/ PARK
F10 10A PARK S/W
10A PARK S/W (C20-35) SW/ STOP SW
15A IG (C15-20s)
F11 15A IG 10A IG
10A HORN (C20-35)
F12 10A DIR. S/W 10A DIR. S/W 10A DIR. S/W
5A PUSH BUTTON (C15-20s)
F13 5A PUSH BUTTON 5A PUSH BUTTON
10A FUEL SHUTOFF (C20-35)
15A OPTION (C15-20s)
F14 15A OPTION 15A OPTION
10A HEATER (C20-35)
10A HEATER (C15-20s)
F15 10A HEATER 10A HEATER
15A WIPER (C20-35)
15A WIPER (C15-20s)
F16 15A WIPER 15A WIPER
15A OPTION (C20-35)

! CAUTION
Use only fuse of standard capacity in accordance with specification.
Using of fuse exceeding capacity cause severe damages to electrical parts.

13-5-16 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Engine Stop Relay

Function
This relay supplies electrical power to engine stop motor(diesel) and start coil(gasoline/LPG) when the key switch on.
The forklift can be started only when engine stop relay is operated.

Resist.

Circuit

Specification

Item Spec.

Rated voltage DC 12V

Rated load NO : 20A

NC : 15A

Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above. Normal : 85±5:

SM 709, Jun ’04 ¨ Electrical Components Specification and Operation • 13-5-17

Group 13, Electrical System

Flash Unit
Function
This supplies ON/OFF outputs in order that the indicator lamp flashes in a regular interval.

Specification

Item Spec.

Rated voltage DC 12.8V

Start voltage DC 11~15V

Use temp. -20qC~60qC

Frequency 85 r20 C/MIN

Rated load MIN : 10(W)

MAX : 50(W)

Operation Descriptions
When applying 12V to B terminal, 85±20 C/MIN are output-
ted to output terminal (L) in the form of ON/OFF.

Load

Wiring Diagram

13-5-18 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Start and Preheat Relays

Function
Start relay supplies electrical power to starting motor when starting engine. Preheat relay supplies electrical power to pre-
heat plug of diesel engine.

Resist. Circuit

Specification

Item Spec.

Rated voltage DC 12V

Current capacity 70A, 85qC

Coil resistance 72 r7:

Min. Start voltage 7.2V

Testing
When measuring with resistance mode, coil resistance value depicted on specification shall be measured.

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-19

Group 13, Electrical System

Horn
Function
As an alarm unit, this part will make a warning sound when the horn button is pressed.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Rated Current 3.5A, Max

Sound Pressure 110 r5dB

Frequency 415 r20Hz

Testing
Apply 12V to the terminals of the horn as shown above. A sound pressure level of (110 r5dB) (as specified) should be
measured.

13-5-20 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Backup Alarm
Function
This functions as a warning device when traveling in reverse.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Sound Pressure 100 r5dB

Frequency 1000 r50Hz

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-21

Group 13, Electrical System

Lights

Lamp-Work
Function
To improve forward and rearward lighting conditions when operating in poorly lit areas.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Bulb spec. 55W, H3, LL

Testing
Check the work lamps for proper operation by applying 12V as shown above.
Confirm the proper voltage for the lamp you are testing before connecting.

13-5-22 • Electrical Components Specification and Operation SM 709, Jun ’0[ ¨

 Group 13, Electrical System

Lamp-Indicator
Function
This displays forklift's driving directions to left and right.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Bulb spec. 10W

Testing
Check indicator lamp for good conditions by applying 12V as figure above.

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-23

Group 13, Electrical System

Combination Lamp
Function
This functions to turn on turn signal, backward, brake and tail lamps.

Specification

Item Spec.

Rated voltage DC 12V

Brake/Tail : 21W/5W
Bulb spec. Turn Signal : 21W

Backward : 10W

Testing
Check bulb condition inside of combination lamp and replace if required.

13-5-24 • Electrical Components Specification and Operation SM 709, Jun ’04

 Group 13, Electrical System

Lamp-Beacon
Function
This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.

Battery

Specification

Item Spec.

Rated voltage DC 12V

Bulb spec. 2.5W, Max

Frequency 80~100 / Min

Testing
Check the beacon lamp for proper operation by applying 12V as shown in the figure above. (Be sure to identify battery +/
- terminals when applying voltage. Connecting terminals in the wrong polarity will cause severe damages to the part)

SM 709, Jun ’04 Electrical Components Specification and Operation • 13-5-25

Group 13, Electrical System

Directional Disable Function

Wiring Diagram of Truck and Description of Function

KEY IN

FWD

REV
PARK SW 1 2 3
4
COOLANT TEMP SENSOR
5
T/M OIL TEMP
6
E/OIL PRESS
7 GND
9
SEAT S/W
WATER 8
TEMP 13 11 10
12
SENS

SOL-FWD
SOL-REV
E/SHUT
HORN

PARK T/M
OIL E/OIL SEAT
SW PRESS S/W
TEMP

1. Description of Operating the Neutral Shift Function.

1)Normal Action
When seat switch input is not changed(GND -> Open), the each solenoide (fwd/rev) is engaged by shift lever. As
parking is engaged, the shift lever is engaged or not, these solenoides will be shut-off by controller.
2) Function action
If seat switch is opened over 3sec, these solenoides will be shut-off, though shift lever is engaged. As seat switch is
closed again, these solenoides is not engaged, until shift lever reaches the neutral position.
Once shift lever reaches the neutral position( lever signal : 12V -> 0V ), the controller regards this function is reset,
and normal action will be engaged.

13-5-26 • Electrical Components Specification and Operation SM 709, Nov ’05

 Group 13, Electrical System

2. Description of Engine Shutdown Function action

1)Normal Action
- When the controller power is active by key switch-on ( Pin 1 ),
engine shutdown Output( Pin 12 - 12V) is engaged and truck will be ready to start the engine ( DSL - supply the
power the fuel solenoide, LPG - supply the power to the ignition coil)

2) Engine Shutdown Function

- If the engine oil pressure switch is ground or T/M oil temperature switch is ground, internal buzzer is engaged for 5sec
(If the warning condition is removed in this time, controller mode will be changed the normal action ) and then engine
shutdown 12V power line shall turn OFF to shut engine down with horn engaged for 5sec.
This function( shutdown line turns off ) will be reset by key on /off .
- Coolant Temp sensor input( Analog input ) is resistance, this value will be changed according to the sensor tempera-
ture.
# Temperature (Resistance value) : 50 °C (153.9 Ohms); 61,7 °C (118 Ohms); 78 °C (82 Ohms); 106 °C (24 Ohms),
109 °C (23 Ohms); 116 °C (19 Ohms)
- When Coolant Temp sensor value is 113°C ~116°C, Buzzer will be active by 1hz, sensor temp. is over 116°C, engine
shutdown 12V power line shall turn OFF to shut engine down with horn engaged for 5sec. This function( power line
turns off ) will be reset by key- recycle.
- Though key switch will be recycle, the warning condition is not removed, the shutdown sequence must be repeated
until this condition is removed.

SM 709, Nov ’05 Electrical Components Specification and Operation • 13-5-27

 Group 13, Electrical System

Section 6

Troubleshooting of Electrical System

SM 709, Jun ’04 Troubleshooting of Electrical System • 13-6-1

Group 13, Electrical System

Troubleshooting

Fuel Gauge Malfunction

Fuel gage is not operated

properly.

(Key-OFF)

Disconnect the fuel sender

connector.

Attach the multi-meter (resistance mode) to two terminals

of fuel sender connector and measure the resistance.
(Page 13-5-10)

Are resistance values Assemble the fuel sender connector and than
28 to 244Ω? disconnect the instrument pod connector.

Yes

No Measure the resistance between the frame

and No. 18 YL of connector at the cowl wire.
(Page 13-4-5)
Fuel sender couldn't be operated
properly. Repair or replace it.

Replace the
instrument Is there any resistance?
pod.
Yes

No

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

13-6-2 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Hourmeter Malfunction

Hourmeter failed to operation

Reference : Hourmeter may not be operated for

first 5-10 sec. after engin start. Hourmeter operats
Turn start switch ON.
only when the engine oil pressure is preheated
enough.

Is oil pressure Repair the oil pressure indicator

indicator turned ON? or the sensor.
Yes
(Refer to Engine oil gage malfunction.)

No

Replace the instrument pod.

End

SM 709, Jun ’04 Troubleshooting of Electrical System • 13-6-3

Group 13, Electrical System

Coolant Temp Gage Malfunction

Coolant temp gage will not

operate properly.

Disconnect the coolant temp

sensor connector from the engine.

Measure resistance values between the frame and the

coolant temp sensor terminal mounted on the engine.
(Page 13-5-5)

Assemble the connector at engine properly

Are resistance values and disconnect the instrument pod
17~150Ω? connector.
Yes

No Measure resistance values between the frame

and No. 17 YR of connector at the cowl wire.
Temp sensor will not operate (Page 13-4-5)
properly.

Replace the
Are resistance values
instrument
17~150Ω?
pod.
Yes

No

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

13-6-4 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Transaxle Oil Malfunction

Transaxle oil temp warning

operates.

Disconnect the connector from

transaxle.

Assemble transaxle connector properly and

Does the transaxle oil disconnect instrument pod connector.
temp warning still operate?
Yes

No Measure resistance values between the frame

and No. 10 YG of connector at cowl wire.
(Page 13-4-5)
There are some problems in
transaxle. Check for it.

Replace the
Is resistance value 0Ω?
instrument
pod.
No

Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

SM 709, Jun ’04 Troubleshooting of Electrical System • 13-6-5

Group 13, Electrical System

Engine Oil Gage Malfunction

Engine oil pressure LED

operates.

Disconnect the oil pressure

sensor connector from engien.

Assemble engine oil pressure connector

Does engine oil properly and disconnect instrument pod
pressure LED still connector.
operate? Yes

No Measure resistance values between frame

and No. 9 YW of connector at cowl wire.
(Page 13-4-5)
There are some problems in
engine oil pressure. Check for it.

Replace the
Is resistance value 0Ω?
instrument
pod.
No

Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

13-6-6 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Alternator Charge Malfunction

Alternator charging LED operates.

(Key ON)

Measure voltage of alternator L

Disconnect L terminal from alternator.
terminal(WB). (Page 13-5-3)

Key OFF
No
Position the key switch ON and measure
voltage between frame and WB of wire.
Are measured
voltages 13~15V?

Yes Is the measured voltage

Yes identical to battery
voltage?
Replace instrument pod.

No

Measure voltage between frame and No 22

There are some problem in WB of connector at cowl wire under the
alternator. Repair alternator. connector assembled conditions. (Page 13-4-5)

Replace the Is the measured voltage

instrument identical to battery
pod. voltage?
No

Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

SM 709, Jun ’04 Troubleshooting of Electrical System • 13-6-7

Group 13, Electrical System

Preheat Plug Malfunction

(Applicable to diesel engine type only.)

Preheat plug LED operates Preheat plug LED does not

continuously. (more than 15sec) operate. (When key ON)

Leave for 20 sec or more with With key switch ON, check
key switch ON. preheat plug light is on.

Does preheat Is preheat plug light

plug still ON, and then OFF
operate? No within 15sec?

Yes Yes

Replace the instrument pod. Normal condition.

End End

13-6-8 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Parking Brake Malfunction

Parking brake lamp(LED) will

not operate properly.

Disconnect the parking brake

switch connector.

Disconnect connector at cowl wire and measure

Does parking lamp voltages between frame and No 23(G). (With
still operate? disconnected parking brake connector)
(Page 13-4-5)
Yes

No

There are some problems in brake

switch. Check for switch assembled
and operating condition and then Is the measured voltage
take appropriate measures. identical to battery
voltage?
No

Replace the
instrument
pod.

Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

SM 709, Jun ’04 ① Troubleshooting of Electrical System • 13-6-9

Group 13, Electrical System

Work Lamp Switch Malfunction

Work lamp fails to turn ON or

OFF when operating switch.

Disconnect the connector from

work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG

connector, and then measure voltage. (Measure after pressing
switch repeat 2 times)

Is the measured voltage Measure voltages between frame and No 30(RB)

identical to battery voltage? or No 21(RG) of connector at cowl wire. (Page 13-4-5)
(Measure after pressing switch - Repeat 2 times)
No

Yes

Work lamp does not operate

properly. Repair or replace it. Can you measure battery
voltage when pressing
switch?

Replace the
instrument
pod.
No
Yes

There are some problems in wires.

End Check for broken or short-circuit and
then take measures.

13-6-10 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Rear Work Lamp Switch

Rear work lamp fails to turn ON or

OFF when operating switch.

Disconnect the connector from

rear work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG

connector and measure voltage. (Measure after pressing
switch repeat 2 times)

Is the measured voltage Measure voltages between frame and No 11(RY)

identical to battery voltage? of connector at cowl wire. (Page 13-4-5)
(Measure after pressing switch - Repeat 2 times)
No

Yes

Rear work lamp does not operate

properly. Repair or replace it. Can you measure battery
voltage when pressing
switch?

Replace the
instrument
pod.
No
Yes

There are some problems in wires.

End Check for broken or short-circuit and
take measures appropriately.

SM 709, Jun ’04 Troubleshooting of Electrical System • 13-6-11

Group 13, Electrical System

All of Instrument Pod Lamps Fails to Turn On

When start switch is ON,

Instrument panel lamp fails to turn on.

Yes
Are there any damages to Replace fuse. End
IG fuse in fuse box?

No

Measure voltage of IG No Check for start switch and

fuse. Is the value 12V? connections of battery cable.

Yes

Disconnect instrument panel No

connector. Are voltages between There are some problems in wires.
frame and 24R of connector at Repair it.
cowl wire 12V?
(Page 13-4-5)

Yes

Measure resistance between No

frame and 35 and 36B of instrument There are some problems in GND
panel connector. Is the value 0Ω? wire. Repair it.
(Page 13-4-5)

Replace the instrument pod.

End

13-6-12 • Troubleshooting of Electrical System SM 709, Jun ’04

 Group 13, Electrical System

Failure to Drive

Forklift fails to drive in spite of F/R

lever operation after starting.

No Drive it after
Is the parking brake End
releasing parking
released?
brake.

Yes

Is F12 fuse in fuse No Replacee it.

box normal?

Yes

Disconnect solenoid F/R cowl

connector and check wire for permitted No Check the condition of forward/reverse
voltage. In forward-Forward solenoid 12V diode and travel limit S/W of parking
In Reverse-Reverse solenoid 12V brake S/W.
Is it normal?

Yes

There are some problems in solenoid

valve or transaxle.
Take appropriate measures.

End

SM 709, Jun ’04 ① Troubleshooting of Electrical System • 13-6-13

Group 13, Electrical System

Failure to engine shut down (Diesel-tier2)

13-6-14 • Troubleshooting of Electrical System SM 709, Jun ’04 ①

 Group 13, Electrical System

Failure to engine shut down (GAS/LPG)

*If you want to shut down engine by force:

Forklift fails to shut down even though 1 : Disconnect engine shut down fuse from fuse box.
start switch off. 2 : Disconnected fuel shut fuse from fuse box.
3 : Disconnect IG wire connected to engine.
4 : Remove all spark plugs.
Start S/W OFF

Disconnect engine There are some problems in No 33

Yes
shutdown relay from fuse RY wire (Short-circuit with power
box. (Engine shut down?) source wire occurred). Take
appropriate measures.

No

Disconnect No 35 Y There are some problems in No 35

wire connected to Yes
Y wire (Short-circuit with power
engine. Engine shut down? source terminal occurred)

No

There are some problems in

starter coil system of engine. If all spark plugs removed,
Check and take appropriate engine will be shut down.
measures.

SM 709, Jun ’04 ① Troubleshooting of Electrical System • 13-6-15

Group 13, Electrical System

Failure to Start (GAS/LPG)

When turning start switch to START,

it fails to start.

No Make sure the position of F/R lever in

Is start motor rotated? neutral, operation of start relay, and
(When starting) connections of battery cable. Check the
start motor.
Yes

Measure battery voltage There are some problems in

No
after starting 3-4 times. battery charge conditions. Check
Is battery voltage more and charge battery if required.
than 11V?

Yes

When start switch On, is Yes Check for starter coil of engine,
voltage of IG wire of distributor and spark plugs.
engine 12V?

No

If engine shutdown relay operated

Is F10 fuse in fuse Yes properly (start switch ON), check
box normal? No 35 wire and IG wire for broken
and repair if required. Check
voltage of No 12 W of instrument
panel connector, if the voltage is
No 12V, check for relay. If not, replace
instrument panel.
Replace fuse.

End

13-6-16 • Troubleshooting of Electrical System SM 709, Jun ’04 ①

 Group 13, Electrical System

Failure to Start (Diesel)

When turning start switch to START,

it fails to start.

No Make sure the position of F/R lever in

Is start motor rotated? neutral, operation of start relay, and
(When starting) connections of battery cable. Check the
start motor.
Yes
Replace
fuse.
Is engine stop motor,
mounted to left of engine, rotated? No No
Is stop motor fuse in fuse
(Check the motor rotation visually
box normal?
when start switch ON.)

Yes

Yes Is relay operated No

properly? (Key ON)

Measure battery voltage No

after starting 3-4 times. Yes
Is it more than 11V?
If voltages between No
12W of instrument panel
and frame is 12V, check
There are some
for relay, or replace
problems in battery
instrument panel if
charge conditions.
required.
Yes Check and charge
battery if required.
Check for fuel
supply system.
Check voltages between Y wire and
frame after disconnecting stop
motor connector. If the voltages is
12V, check stop motor or replace it
End if required. Check the resistance
between "NO" terminal on relay and
"R" wiring of solenoid. If the value is
0Ω, check the relay or broken
wirings.

SM 709, Jun ’04 ① Troubleshooting of Electrical System • 13-6-17

Group 13, Electrical System

Failure to Start (Diesel-Tier2)

When turning start switch to START,

it fails to start.

No Make sure the position of F/R lever in

Is start motor rotated? neutral, operation of start relay, and
(When starting) connections of battery cable. Check the
start motor.
Yes
Replace
fuse.
Is Solenoid No Is F9 fuse in fuse No
mounted to left of engine, rotated? box normal?

Yes

Yes Is relay operated No

properly? (Key ON)

Measure battery voltage No

after starting 3-4 times. Yes
Is it more than 11V?
If voltages between No
12W of instrument panel
and frame is 12V, check
There are some
for relay, or replace
problems in battery
instrument panel if
charge conditions.
required.
Yes Check and charge
battery if required.
Check for fuel
supply system.
Check voltages between Y wire and
frame after disconnecting solenoid
motor connector. If the voltages is
12V, check solenoid or replace it
End if required. If not, check resistance
between COM terminal of relay and
R wire of stop motor, and check
wire for broken or relay conditions
when resistance is 0Ω.

13-6-18 • Troubleshooting of Electrical System SM 709, Jun ’04

 GROUP 22

GROUP 22

WHEELS AND TIRES

Wheels and Tires Specifications and

Description ............................................ Section 1

Cushion Wheels and Tires .........................Section 2

Pneumatic Wheels and Tires ....................Section 3

SM 709, Jun ’04 Group 22, Wheels and Tires

 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 C15-20s : 883 kPa (128psi) For your safety and the safety of others,
C20-35 : 1000 kPa (145psi) before you do tire or rim maintenance or ser-
Steer C15-20s : 883 kPa (128psi) vice, read the OSHA rules regarding owner
C20-30 : 883 kPa (128psi) responsibility. Do not work on tires or rims
C35 : 1000 kPa(145psi) unless you have been trained in the correct
procedures. Read and understand all mainte-
nance and repair procedures on tires and
Fastener Torques 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 cushion and pneumatic tires
and wheels. The Occupational Safety and Health Act (OSHA) speci-
fies required procedures for servicing multi-piece rim
Drive Wheel Mounting Nut Torques : wheels in 29 CFR Section 1910.177. It is the owner’s
<Pneumatic> : responsibility to comply with OSHA.

C15-20s : 290-304 N˜m (210-225 ft˜lb)
C20-35 : 1 Piece (black) 640-720 N˜m (470-530 ft˜lb)
<Cushion> :
C15-20s C : 200-370 N˜m (225-275 ft˜lb)
C20-32 C : 1 Piece (black) 640-720 N˜m (470-530 ft˜lb)
If your truck is equipped with 2 Piece yellow zinc dichro-
mate lug nuts, the criss crossing torque sequence should
be 300-370 N·m(225-275 ft·lb)
Service Intervals
Wheel Mounting Bolts Check and Tightening : Every 50-
250 hours of operation and each PM.
Tire Condition : Daily inspection.
Tire Pressure Check : Daily inspection.
In accordance with OSHA, the owner must provide a
training program to train and instruct all employees who
service multi-piece rim wheels in the hazards involved
and the safety procedures to be followed. Do not let any-
one mount, demount, or service multi-piece rim wheels
without correct training.
The owner should obtain and maintain in the service area
current copies of the United States Department of Trans-
portation, National Highway Traffic Safety Administra-
tion publications entitled “Safety Precautions for Mount-
ing and Demounting Tube-Type Truck/Bus Tires,” and
Multi-Piece Rim/Wheel Matching Chart” or other similar
publications applicable to the types of multi-piece rim
wheels being serviced.

SM 709, Mar ’05 Wheels and Tires Specifications and Description • 22-1-1

Section 2
Cushion Wheels and Tires
! CAUTION
ARKING. 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.
General Cushion Tire Maintenance and
Inspection
1. Inspect cushion tires and remove objects (nails, metal
fragments, etc.) embedded in the tread of the tire. Be
careful not to cause further damage to tire when
removing these objects.
2. Check tire for separation from the base band. If a thin
steel rule or similar tool can be inserted more than
12mm (0.5in) into the separation area from the side
of the tire, the tire should be replaced.
SM 709, Jun ’04 ➀
Group 22, Wheels and Tires
3. Check tire for damage from chunking or heat dam-
age. This is a judgment requirement for replacement.
In general, if the damage is greater than 12mm
(0.5in) deep and involves more than a 50×50mm
(2×2in) area, it will usually affect the tire perfor-
mance and the tire should be replaced.
Drive Wheel Removal/Installation
(C15-32C) / Steer Wheel Removal/
Installation (C15-20sC)
Removal
1. Loosen lug nuts then use a portable jack of correct
capacity placed under the frame of truck to raise
drive wheel off floor. See “Lifting, Jacking, and
Blocking” in Group SA for correct, safe procedures
for jacking the truck.
2. Remove lug nuts and lift the tire and wheel assembly
from drive axle hub.
Drive axle hub
Lug nut
Tire and wheel
assembly
Cushion Wheels and Tires • 22-2-1
Group 22, Wheels and Tires
Installation
1. Install wheel and tire assembly on drive axle hub.
Begin tightening the lug nuts to seat the nuts in the
beveled wheel openings.
2. Use a crisscrossing nut-tightening sequence to torque
the lug nuts to a pre-final torque of 54-81 N⋅m (40-60
ft⋅lb).
3. Begin the crisscrossing sequence again and torque
the black lug nuts to C15-20sC : 300-370N⋅m (225-
275 ft⋅lb), C20-32C : 640-720 N⋅m (470-530
ft⋅lb).(Drive wheel)
4. Begin the crisscrossing sequence again and torque
the lug nuts to 155-193 N⋅m (115-142 ft⋅lb)(C15-
20sC steer wheel).
5. If your track is equipped with 2pieces yellow zinc
dichromate lug nuts, the crisscrossing torque
sequence should be 300-370 N·m (225-275 ft·lb)
IMPORTANT
Do not overtorque the lug nuts. Damage to
the lug nuts, wheel, or drive-axle hub may
result.
6. Lower truck to floor and remove jack.
Steer When Removal/Installation(C20-32C)
Removal
1. Park the truck safely and use a jack of suitable capac-
ity placed under the frame of truck to lift steer wheel
off the floor as described in “Lifting, Jacking, and
Blocking” in Group SA.
2. Remove hub cap by prying it from wheel hub.
22-2-2 • Cushion Wheels and Tires
3. Clean the excess grease from around wheel nut.
Remove cotter pin from wheel nut.
4. Loosen and remove O-ring, wheel nut, and washer.
5. Pull out on wheel hub slightly to loosen bearing, then
remove outer bearing. Store in clean place.
6. Carefully remove wheel assembly from axle spindle.
Support the wheel hub to avoid dragging the grease
seal at the back side across the thread on spindle end.
7. If no other maintenance is to be done on wheel bear-
ings, cover the wheel hub to protect the grease seal
and inner bearing from contamination during tire
replacement.
Installation
1. Make sure the truck is safely supported on a suitable
jack or blocking.
2. Be sure axle spindle is clean and that wheel hub
inside and bearings are clean and have been serviced
and lubricated (packed correctly) before installation.
NOTE
Refer to Group 26, “Steer Axle”, for addi-
tional information on removing and servicing
steer wheels and bearings.
3. Install wheel on spindle. Be careful not to damage
seal lip when moving the hub over the end of spindle
and threads.
SM 709, Jun ’04 ①
 Group 22, Wheels and Tires

4. Install outer bearing after packing bearing cavity Cushion Tire Replacement
onehalf full with proper grease.
! CAUTION
Replacement of the original equipment tires
with tires other than those recommended by
CLARK may result in decreased operating
performance and stability.

1. The correct procedure for tire removal and replace-

5. Install bearing washer and wheel nut and hand
tighten wheel nut.
ment requires a suitable press for pressing old tire off
wheel and pressing new tire onto wheel.
IMPORTANT
Cushion tires cannot be reused after once
being pressed on and removed from the
wheel. The correct press fit is destroyed after
one installation and removal. Replace with
new tire.

2. Position tire on press, making sure there is adequate

clearance for the tire to be pressed off of wheel.
6. While rotating wheel (hub) counter clockwise, torque 3. Use suitable tooling with the hydraulic press to cor-
the wheel nut to 27-31 N⋅m (20-23 ft⋅lb). rectly contact the base band of tire to press it off the
wheel.
7. Back the wheel nut up until it is loose.
4. Install new tire. Mount all tires with identification
8. While turning the wheel counter clockwise, torque
and type markings toward outside of wheel. Tire is to
the wheel nut to 2.3-2.8 N⋅m (20-24 in⋅lb, 1.7-2
be pressed on wheel with the outer edges flush.
ft⋅lb).
9. Back wheel nut off to nearest slot in nut and lock
with new cotter pin. Bend tabs on cotter pin.
10. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag.” Readjust bearings, as neces-
sary. Adjust torque on wheel nut as necessary to
avoid binding in bearings.
11. Pack the area around wheel nut with grease.
12. Replace the O-ring and install hubcap by tapping into
place with a rubber or plastic-faced hammer.

13. Lower truck to floor and remove jack.

SM 709, Jun ’04 Cushion Wheels and Tires • 22-2-3

 Group 22, Wheels and Tires

Section 3

Pneumatic Wheels and Tires

SM 709, Jun ’04 Pneumatic Wheels and Tires • 22-3-1

Group 22, Wheels and Tires
! 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.
22-3-2 • Pneumatic 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.
SM 709, Jun ’04
 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 C15/20s : 883kPa (128 psi), operating the truck.
C20/35 : 1000 kPa (145 psi),
• Torque pneumatic steer tires to C15-20s : 155-193
• Steer C15/20s : 883 kPa (128 psi) N⋅m (115-142 ft⋅lb), C20-35 : 225-250 N⋅m (165-
C20/30 : 883 kPa (128 psi) 185 ft⋅lb).
C35 : 1000 kpa(145 psi)
• Torque 1 piece black lug nuts for pneumatic drive
tires to C15-20s : 290-304 N⋅m (210-225 ft⋅lb),
! CAUTION C20-35 : 640-720 N⋅m (470-530 ft⋅lb).
Check tire pressure from a position facing • Torqe 2 piece yellow zinc dichromate lug nuts for
the tread of the tire, not the side. Use a long- pnematic drive tires to C20-35 : 300-370 N·m(225-
handled gauge to keep your body away from 275 ft·lb).
the side.
• Torque 1 piece black lug nuts for pneumatic dual-
drive tires to C20-35 : 640-720 N⋅m (470-530
ft⋅lb).
• Torque 2 piece yellow zinc dichromate lug nuts for
dual drive tires pneumatic to C20-35 : 300-370
N·m(225-275 ft·lb)

Inspection and Minor Repair

Inspect pneumatic tires and wheels carefully for.
1. Low inflation pressure.
• If tires are low, do not add air. Have the tire and
2. Damaged tires. Check tires for cuts and breaks.
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.

SM 709, Mar ’05 ➀ Pneumatic Wheels and Tires • 22-3-3

Group 22, Wheels and Tires
3. Damaged wheels or loosening of the lock ring on
multi-piece rims.
4. Check for loose nuts or bolts not in position.
5. Check the nuts or bolts for damage.
6. Check the surface of the wheels for bent flanges.
7. Check all parts for rust or corrosion.
8. Mark the damaged areas with chalk so that the parts
can be removed from operation.
9. Remove all parts that are damaged and install new
parts in the same position.
10. Replace parts with the correct sizes and types. See
your parts manual.
11. Include your truck serial number when ordering
replacement parts.
Wheel Dismounting and Remounting
Refer to “Lifting, Jacking, and Blocking” in Group SA for
information on jacking up or raising the truck for wheel
removal. Always start with the truck parked safely.
Drive and Steer Wheel Dismounting
1. Remove the valve core from the valve stem to be sure
all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
Steer axle hub
22-3-4 • Pneumatic Wheels and Tires
Drive axle hub
Lug nuts
Tire and wheel
assembly
3. Use a portable jack of adequate capacity placed
under the frame of truck to raise drive or steer wheels
off floor.
4. Once tire is off the ground enough to rotate freely,
remove the lug nuts and lift the wheel from the hub.
Use caution when lifting tire and wheel.
Drive and Steer Wheel Remounting
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting orien-
tation 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.
SM 709, Mar ’05 ①

3. Set the wheel on the hub and start the lug nuts on the
hub studs. Tighten the nuts only enough to seat the
nuts into the beveled openings on the wheel and to
secure the wheel on the axle hub.
4. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 N⋅m (40-60
ft⋅lb). Make sure all nuts seat into beveled spacer
holes correctly.
5. Begin the crisscrossing sequence again and tighten
the lug nuts to final torque.
• Torque drive wheel 1 piece lug nuts to C15-20s :
290-304 N⋅m (210-225 ft⋅lb), C20-35 : 640-720
N⋅m (470-530 ft⋅lb).
• Torque drive wheel 2 pieces lug nuts to C20-35 :
300-370 N·m(225-275 ft·lb)
• Torque steer wheel lug nuts to C15-20s : 155-
193 N⋅m (115-142 ft⋅lb), C20-35 : 225-250 N⋅m
(165-185 ft⋅lb).
6. Carefully lower the truck and remove the jack.
7. Check tire pressure for correct inflation pressure.
• Drive wheel pressure is C15-20s : 883kPa(128
psi), C20/35: 1000 kPa (145 psi)
• Steer wheel pressure is C15-20s : 883kPa(128
psi), C20/30: 883kPa(128 psi), C35: 1000
kpa(145 psi).
! WARNING
If tires are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
blies” and follow the procedures for adding
air to the mounted tires.
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and side ring. The lock ring can sepa-
rate from the rim with enough force to cause
injury or death.
Dual-Drive Wheel Dismounting(C20-35)
1. Remove the valve core from the valve stem of the
outer wheel to be sure all air is removed from the tire.
SM 709, Mar ’05 ➀
Group 22, Wheels and Tires
2. Loosen the five lug nuts on the wheel.
3. Use a portable jack of correct capacity placed under
the frame of truck to raise drive wheels off floor.
4. Remove the five outer-wheel lug nuts and remove the
outer wheel and tire from the dual-wheel spacer
studs.
5. Remove the valve core from the valve stem of the
inner wheel to be sure all air is removed from the tire.
6. Remove the five lug nuts securing the inner wheel to
the dual-wheel spacer.
7. Remove the dual-wheel spacer and retain the wheel-
mounting washers on the dual-wheel shoulder studs
installed on the dirve-axle hub.
8. Remove the tire and wheel from the drive-axle hub.
Use caution when lifting wheel and tire assembly.
Dual-Drive Wheel Remounting(C20-35)
IMPORTANT
See “Tire Installation” in this Section to
make sure the wheel and tire mounting orien-
tation is correct. Check the information for
correct tire-to-wheel mounting and wheel-to-
hub mounting.
1. Make sure the truck is parked on a flat, hard surface
and the jacking and blocking devices are secure to
hold the truck in a safe position.
2. Inspect the lug nuts for damage to the threads. Also
inspect all studs for thread damage. Replace any lug
nuts or studs that have damaged threads. Make sure
studs are secure in the drive-axle hub and the dual-
wheel spacer.
Pneumatic Wheels and Tires • 22-3-5
Group 22, Wheels and Tires

3. Install inner wheel and tire assembly on drive-axle 13. Check tire presssure for correct inflation pressure :
hub shoulder studs. • Drive wheel pressure is 1000kPa (145 psi).
4. Install five wheel-mounting washers on the shoulder
studs. ! WARNING

5. Mount the dual-wheel spacer on the shoulder studs. If tire are not fully inflated, see “Adding Air
Pressure To Mounted Wheel/Tire Assem-
6. Set the lug nuts on the shoulder studs and tighten the blies” and follow the procedures for adding
nuts only enough to seat the nuts into the beveled air to the mounted tires.
openings on the spacer and to secure the wheel on the Before you add air pressure to the tire, make
spacer and drive-axle hub. sure the lock ring is correctly positioned in
7. Use a crisscrossing nut tightening sequence to torque the rim and side ring. The lock ring can sepa-
the nuts to a pre-final torque of 54-81 N⋅m (40-60 rate from the rim with enough force to cause
ft⋅lb). Make sure all nuts are seating into beveled injury or death.
spacer holes correctly.
Wheel Disassembly and Tire Removal
1. Remove valve core from the valve stem to be sure all
air is removed.

! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.

2. Remove lock ring.

8. Begin the crisscrossing sequence again and torque

the black lug nuts to 640-720 N⋅m (470-530 ft⋅lb).
9. If your track is equipped with 2 pieces yellow zinc
dichromate lug nuts, the crisscrossing torque
sequence should be 300-370 N·m (225-275 ft·lb)
10. Mount the outer wheel on the studs of the dual-wheel
spacer and tighten the nuts only enough to seat the 3. Remove wheel wedge.
nuts into the beveled openings on the spacer and to 4. Remove tire from wheel.
secure the wheel on the spacer and drive-axle hub.
11. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 N⋅m (40-60
ft⋅lb). Make sure all nuts are seating into beveled
spacer holes correctly. See illustration above.
12. Begin the crisscrossing sequence again and torque
the lug nuts as described in step 8 and 9.
NOTICE
The outside diameter of the left or right
wheel or set of wheels must not differ more
than 6mm (0.25 in) per side.

22-3-6 • Pneumatic Wheels and Tires SM 709, Mar ’05 ①

 Group 22, Wheels and Tires

5. Remove the rubber inner tube protector (flap). 12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.

6. Repair tire and/or tube, as needed.

7. Check for cracks in the wheel.

13. Clean wedge and lock rings. Make sure the seating
surface and bead seat areas are clean.

Cracks in the wheel are caused by :

• Deep rim tool marks.
• Overload on wheels.
• Too much air pressure in the tires. 14. Apply paint to the tire rim with a brush. Or, use an
• Using the wrong size tires. aerosol can of metal primer.
The parts must be clean and dry before you apply the
8. Check for cracks in the lock ring. paint. Make sure to apply paint to the outside or tire
9. Check for cracks between the stud holes in the wheel. side of the rim. This is important because air is on the
Cracks are caused by : metal surface of the tire side of the rim
• Loose wheel nuts. 15. Apply lubricant on the tire side of the rim base. Do
• Wheel not installed correctly. not use a lubricant that has water or solvent which
will cause damage to the rubber.
• Wrong size or type of parts used.
• Too much torque on the wheel fasteners. If the NOTE
wheel mounting parts are too tight, the studs or Clark dealers can supply the correct lubri-
bolts can break, causing cracks in the wheel cant, which contains a rust inhibitor.
between the stud holes.
• Too little torque on the wheel fasteners. If the
wheel mounting parts are too loose, damage to
parts and tire wear will result.
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel
wedge ring.
11. Clean the wheels. Remove rust and dirt.

SM 709, Jun ’04 Pneumatic Wheels and Tires • 22-3-7

Group 22, Wheels and Tires

Tire Replacement and Wheel 5. Install the wheel wedge.

Reassembly
1. Put the tube into the tire.

6. Put the side ring over the rim and install the lock ring
as shown.

IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.

7. Connect air chuck and turn the tire over with the
2. Put the rubber tube protector(flap) over the tube. valve stem down. Put 21 kPa (3 psi) of air into the
tire.
3. Install the tire onto the wheel rim, against the bead
seat area.

8. Turn wheel to the other side. Check to make sure

lock ring is in correct location.
4. Put the wheel wedge over the rim.

22-3-8 • Pneumatic Wheels and Tires SM 709, Jun ’04


9. Disconnect the air chuck. Use a mallet and hit the
ring to make sure the ring is fully installed.
10. Put the tire in an OSHA-approved safety cage.
Tire-to-Wheel Mounting
Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the
tire as explained below.
SM 709, Mar ’05 ➀
Group 22, Wheels and Tires
Directional-Tread Single Drive Tires
• Tire arrow to point in the dirction of forward rota-
tion. Rotate wheel to bring arrow on tire above the
wheel center. Arrow must point toward front of
truck.
Directional-Tread Dual Tires(C20-35)
1. Inside dual tire arrow to point in the direction of for-
ward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow must point to ward
front of truck.
2. Outside dual tire arrow to point in the direction of
rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.
Pneumatic Wheels and Tires • 22-3-9
Group 22, Wheels and Tires

Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of 3. Slowly turn the cylinder valve counterclockwise
Drive tire C15-20s: 883 kPa (128 psi) (CCW) to open position.
C20-35 : 1000 kPa (145 psi)
Steer tire:C15-20s: 883 kPa (128 psi)
C20-30 : 883 kPa (128 psi)
C35 : 1000 kpa(145 psi)
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.(C20-35)

Filling Tires with Nitrogen 4. The tank gauge will now show tank pressure.
If your air supply does not have enough pressure to fill the
tire, you can use a pressurized cylinder of commercial
nitrogen gas to get the correct tire pressure. With the tire
in a safety cage, connect the nitrogen cylinder to the valve
stem with the use of an air chuck.

! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regulator, 5. Turn the regulator valve clockwise (CW) until the
gauges, hoses) are UL approved and in good regulator gauge reads the correct tire pressure. Fill
condition. Use the correct regulator and hose the tire with nitrogen.
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.

22-3-10 • Pneumatic Wheels and Tires SM 709, Mar ’05 ①


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 709, Jun ’04
Group 22, Wheels and Tires
Checking and Adjusting Tire Pressure
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
1. Attach a clip-on air chuck to valve stem. Stand by the
side of the wheel and put the correct air pressure in
the tire.
2. If your air supply does not have enough pressure to
fill the tire, you can use a nitrogen cylinder to get the
correct pressure.
3. Put a clip-on type air chuck on the nitrogen cylinder
hose and attach it to the valve stem. Follow the pro-
cedures described previously for adjustment of the
nitrogen cylinder valves.
! WARNING
Use nitrogne only. Do not use oxygen or any
other gas to fill tires.
Pneumatic Wheels and Tires • 22-3-11
Group 22, Wheels and Tires
Split-Rim Wheel Assemblies(C20-35)
Split-wheel assemblies (two-piece rims held together with
bolts) may be encountered either on older truck models or
as an option installed in the field. This brief discussion is
supplied to illustrate a typical split wheel design and to
point out precautions in removing the mounting bolts for
reference.
Split-wheel assemblies are a special case requiring extra
care when removing the wheel from the truck, to be sure
that the mounting bolts and not the wheel clamping bolts
are loosened and removed, and that all of the air pressure
is removed before demounting the wheel or disassembling
to remove the tire.
1. It is general practice for the wheel clamping bolts
2. It is also general practice (however designs may
Typical Split Wheel Assembly
22-3-12 • Pneumatic Wheels and Tires
! DANGER
• Remove the air from th tire before loosenging
wheel mounting bolts or nuts, or doing any
work on split-rim wheels or tires. Split-rim
wheels can separate with enough force to
cause severe injury or death.
• Before removing tires from split wheel assem-
blies, remove all air pressure from the tires.
• Before putting air pressure into tires with
split wheel assemblies, make sure the split
wheel attaching bolts are installed and tight-
ened to correct torque value.
• Always use a safety cage when inflating tires.
that hold the wheel halves together to be installed
with the nuts and washers on the inboard (hidden)
side.
vary) for the wheel clamping bolts that hold the
wheel together to be placed in the outer bolt circle
nearest the tire bead seat and the wheel mounting
bolts to be placed in the inner bolt circle closest to
the hub. Always inspect split wheels to safety iden-
tify the correct wheel mounting bolts before remov-
ing.
SM 709, Mar ’05 ①
 GROUP 23(S)

GROUP 23(S)

BRAKE SYSTEM
(TA12A1/TA30 TRANSAXLE)

Braking/Inching System
Specifications and Description ............ Section 1

Service Brake Troubleshooting ................Section 2

Brake/Inching Pedals and Linkages

Adjustments ...........................................Section 3

Brake Bleeding ...........................................Section 4

Brake Master Cylinder Service ................Section 5

Service Brake Adjustment and Overhaul ... Section 6

Parking Brake Service ..............................Section 7

SM 709, Jun ’04 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

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(S), “Transaxle.(Standard)”

Specifications
Service Brake : Parking Brake :
Type : Drum and shoe. Master cylinder supplied by Type : Ratchet linked to service brake shoe at each wheel.
reserve tank. Self-adjusting.
Holding Test: Rated load on 15% grade.
Fluid : Fluid provided by reserve tank. (CLARK MS-68)
Master cylinder residual pressure(C15-20s) : 69-167 kPa.
Inching : also see standard transaxle specs in Group 06(S)
Master cylinder residual pressure(C20-35) : 49-127 kPa.
Type : Inching pedal mechanically linked to brake pedal
Shoe-to-Drum Gap(C15-20s) : 0.26-0.38 mm (0.008-0.015 in). and to inching spool on transaxle.
Shoe-to-Drum Gap(C20-35) : 0.10-0.35 mm (0.004-0.014 in). Pedal Freeplay: None
Shoe Lining Thickness(C15-35) : 1.0 mm ( 0.039 in) minimum. Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)
Maximum Rebore Diameter(C15-20s) : 232 mm (9.13 in).
Maximum Rebore Diameter(C20-35) : 312 mm (12.28 in).
Pedal Freeplay(C15-35) : 4-6mm (0.16-0.24in)

SM 709, Jun ’04 Braking / Inching System Specifications and Description • 23(S)-1-1
Group 23(S), Brake System (TA12A1/TA30 Transaxle)

General Description
The service brake and inching system consists of :
Service brake assembly — The drums, shoes, and wheel
cylinders.
Brake, Inching Master Cylinder — This is a step-bore
maste cylinder with reservoir Brake oil is fed to the master
cylinder from reservoir.
Service brake and inching pedals and linkages — A
mechanical system through which the brake pedal or inch-
ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
inching pedal, near the end of its stroke, also operates the
service brakes.
Inching control valve — A hydraulic valve in the tran-
saxle control valve assembly that hydraulicly varies clutch
pack pressure so the operator can “inch” the truck.
Parking brake pedal — Operates the service brake shoes
via cables. See “Parking Brake Adjustment,” in this
Group, for details.

Service Brake and Inching System Arrangement

Inching
Master
Cylinder

23(S)-1-2 • Braking / Inching System Specifications and Description SM 709, Jun ’04
 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Inching Operation Service Requirements

The inching pedal allows the operator to vary transmis- Operational checks and inspection of linkages, brake
sion slippage through the clutch pack so that travel speed shoes, and brake lines are specified in the Periodic Service
and lifting speed can be independent. Chart in Group PS.
The inching pedal also applies the service brakes. When Service brake linkage adjustment and lube are not nor-
the inching pedal is depressed to a certain point, a mally required.
mechanical linkage between the inching pedal and the
Brake shoes are self-adjusting and normally require
brake pedal begins to apply the service brake. When the
adjustment only after initial installation.
inching pedal is fully depressed, the clutch pack fully dis-
engages and the service brake fully applies. A leaking brake cylinder should be overhauled or
replaced.
Inching is more fully described in Section 1 of Group 6,
“Transaxle.” Parking brake should be adjusted if indicated by opera-
tional check.
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake master cylin-
der.
The brake master cylinder receives flow from the reser-
voir. In general, the brake master cylinder allows pressure
to build in the wheel cylinder in proportion to the extent
the brake pedal is depressed.
When the operator applies the brakes, the brake master
cylinder piston shifts to provide pressure to the wheel cyl-
inders for braking. The amount of pressure is modulated
by the position of the piston. When the pedal is released,
pressure in the wheel cylinders vents to the sump and the
return springs on the shoes retract the wheel cylinders.

SM 709, Jun ’04 Braking / Inching System Specifications and Description • 23(S)-1-3
 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 2

Service Brake
Troubleshooting

SM 709, Jun ’04 ➀ Service Brake Troubleshooting • 23(S)-2-1

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Service Brake Troubleshooting

Causes/Corrective

Condition Actions

Brake pedal drops to floor ...................................................................... B D F

Brake pedal spongy................................................................................. B C

Brake pedal kicks back when applied ..................................................... C E

Brakes stick, drag excessively, make noise, or overheat ........................ E F H

Insufficient stopping power; excessive effort required........................... F B E G

Excessive effort required to apply brake................................................. F B

Inching pedal does not apply brake at right time .................................... A D

Causes/Corrective Actions

A. Overlap adjustment incorrect... Adjust.

B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair.
C. Air in braking system... Bleed and recheck.
D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair.
E. Brake master cylinder defective... Inspect/overhaul or replace.
F. Shoe linings worn or brakes misadjusted... Inspect/repair/adjust.
G. Shoe linings glazed, oily, or contaminated with other substance... Replace or clean.
H. Parking brake misadjusted... Adjust.

23(S)-2-2 • Service Brake Troubleshooting SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 3

Brake/Inching Pedals and

Linkages Adjustments

SM 709, Jun ’04 ➀ Brake/Inching Pedals and Linkages Adjustments • 23(S)-3-1

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Introduction Overlap Adjustment

Figures 1 and 2 show :
• The service brake linkage, which links the brake
pedal to the brake master cylinder.
• The inching pedal linkage, which links the inching
pedal to the inching valve.
• The inching pedal overlap, which allows the inch-
ing pedal to operate the brake pedal.
The illustrations and accompanying text serve as guide to
disassembly/assembly and adjustment.
See Figure 1. When the inching pedal is depressed, the
strike bolt threaded into the inching pedal pushes against
the strike lever on the brake pedal, applying the brake.
The clearance between the top of the strike bolt and the
strike lever should be 1.5 to 4.5 mm (0.06~0.18 in),
depending on operator preference.
1. Measure clearance.
If necessary, adjust as follows:
2. Loosen jam nut.

Pedal Height Adjustment 3. Turn strike bolt to obtain desired clearance.

4. Tighten jam nut.
See Figure 1. The brake pedal must be at the same height
as the inching pedal. To adjust brake pedal height :
1. Loose the pedal stop bolt of brake and adjust pedal Inching Cable Adjustment
height to be 125 ± 5mm from floow plate. See page 4.
2. Loose the pedal stop bolt of inching and adjust pedal
height to be 125±5mm.
3. Torque the stop bolt and nut 20-25 N·m(14-18 ft·lb).

Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake master cylinder
(Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in).
3. Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.

23(S)-3-2 • Brake/Inching Pedals and Linkages Adjustments SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Figure 1. Brake/Inching Pedals and Linkage

SM 709, Jun ’04 ➀ Brake/Inching Pedals and Linkages Adjustments • 23(S)-3-3

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Inching Cable Adjustment(C20-35)

With the inching pedal fully up, the inching cable should
have 1 mm freeplay in the inching cable.
With the pedal released, adjust the cable as follows :
1. Use the cable adjusting nuts to loosen the cable
until the inching rod withdraws into the transaxle
control valve as far as it will go.
2. Turn the cable adjusting nuts until the cable tightens
enough to keep 1 mm freeplay. Tighten the cable
adjusting nuts against the mounting bracket.
IMPORTANT
INCHING ROD POSITION. Do not over-
adjust. Adjustment should extend the rod no
less than 1.0mm (0.04 in) from it fally seated
position.

Cable
Cable adjusting nuts

Inching rod

Mounting bracket

Transaxle control valve

(contains inching control valve)

Figure 2. Inching Valve Linkage

23(S)-3-4 • Brake/Inching Pedals and Linkages Adjustments SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 4

Brake System
Bleeding
Bleed brakes when : 4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
• The brake pedal kicks back during braking or the
tighten the bleed screw, then release the pedal.
pedal feels spongy.
• The brake valve or wheel cylinders — or lines 5. Operate the brake pedal at various rates. If you feel
between — have been leaking and/or have been the pedal kick back, bleed the system again.
repaired or replaced.
• Troubleshooting otherwise indicates that air has
been introduced into the system.

Because the brake system is supplied with fluid from the

reservoir, brake bleeding is simplified. Proceed as follows
:
1. Park truck on level floor. Put direction control in
neutral. Lower forks to floor, tilt forward, and apply
parking brake.
2. Attach a clear hose to a bleed screw on one of the
brake cylinders. Place the other end of the hose in a
jar containing brake fluid, Clark part #8009013.
(MS-68)

3. Open the bleed screw.

SM 709, Jun ’04 ¿ Brake System Bleeding • 23(S)-4-1

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 5

Brake Master Cylinder Service

SM 709, Jun ’04 ➀ Brake Master Cylinder Service • 23(S)-5-1

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Brake Master Cylinder Removal and

Replacement
1. Remove the spring clip and pin from the yoke on the
brake master cylinder rod. (See box below).
2. Remove and plug the feed line.
3. Loosen the two mounting bolts.
4. Replacement is reverse of removal. Bleed system and
test brakes as described in Section 4.

Mounting plate

Mounting bolts

Brake master
cylinder

Yoke

Mounting bolts

23(S)-5-2 • Brake Master Cylinder Service SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Brake Master Cylinder Overhaul

• Use the Clark overhaul kit to overhaul the brake
master cylinder.
• Clean all parts with a safety-approved commercial
solvent before inspection.
• Inspect all parts. Inspection includes :
- Checking bores and pistons for scratches,
nicks, burrs, and wear.
- Making sure springs are not bent or cracked.
- Making sure all orifices are free of blockage.
- Making sure boot is not torn or loose.
- Making sure push rod is not bent.
• Replace all seals. Do not reassemble with old seal.
• Coat all components with brake fluid, Clark part
#8009013, before reassembly. Lubricate and wrap
parts if reassembly will not be done immediately.
IMPORTANT
CLEANLINESS. Perform overhaul proce-
dure in a clean environment. Make sure all
parts are cleaned before, and kept clean dur-
ing, reassembly.

SM 709, Jun ’04 ➀ Brake Master Cylinder Service • 23(S)-5-3

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 6

Service Brake Adjustment and Overhaul

External Inspection
The brake linings, drum, and adjustment setting can be
inspected without removing the drum or hub.
1. Jack up and block the front of the truck as described
in Group SA.
2. Remove the wheel and examine the linings through
the shoe inspection notch in the drum.
If the linings appear to be worn to a thickness of 1
mm (0.04 in) or less at any point, replacement of
both shoes is required.
3. If the linings are OK, measure each shoe-to-drum
gap through the shoe inspection notch, first rotating
the notch into alignment with the lower end of each
shoe. If the gap is not C15-20s : 0.26-0.38 mm (.008-
.015 in), C20-35 : 0.10-0.35 mm (.004-.014 in),
adjust as described in “Shoe-to-Drum Gap Adjust-
ment.”
4. Rotate the adjuster notch over the adjuster to Adjust
(at 6 o’clock position).
Shoe-to-Drum Gap Adjustment
The brake shoes are self-adjusting. However, manual
adjustment is required when shoes are replaced or if brake
shoes are binding against drums.
To decrease gap/increase gap (for each shoe) :
1. Measure the shoe-to-drum gap as described in
“External Inspection.”
2. Through the adjuster notch, rotate the star wheel one
click with screwdriver or adjusting tool.
3. Repeat steps 1 and 2 until proper gap is achieved.

Shoe inspection
notch

Drum

Shoe

Adjuster
notch
Measure shoe to drum gaps
here.

Figure 1. Inspection and Adjustment Notches

SM 709, Jun ’04 ➀ Service Brake Adjustment and Overhaul • 23(S)-6-1

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Internal Inspection and Repair Brake Shoe Removal

Jack up and block the front of the truck as described in Remove the cable Assembly, lever, adjuster, the guide
Group SA. Remove the wheel. The hub does not have to springs, lower return springs, upper return springs, and
be removed. shoes (Figure 3).

Brake Drum Removal and Replacement Brake Shoe Replacement

The drum fits tightly on the hub. To remove drum, install
M12 screws into the jackscrew holes to push the drum
away from the hub. To install the hub, align the adjuster
notch with the notch in the hub and drive the drum against
the hub with a soft mallet.
1. Place the forward shoe — the shoe with the parking
brake lever — on the cylinder rods (Figure).
2. Install the parking brake cable, making sure it is
hooked on the lever and clipped to the backing plate,
3. Install the shoe hold spring and upper return spring.
4. Install cross-strut (with spring), making sure notch in
cross-strut end engages slot in parking brake lever on
forward shoe.

Jackscrew
5. Place the rearward shoe into position on the cylinder
Jackscrew
hole hole rods, making sure the spring-end of the cross-strut
engage the upper notch on the shoe.
6. Install the shoe hold spring and upper return spring.
7. Install the adjuster between the under notch on the
Adjuster notch shoes.
8. Install lower return spring, making sure long end of
Figure 2. Jackscrew and Adjuster Notch Locations spring is toward too forward shoe to avoid interfer-
ence with lever.
Inspection
Brake Shoes : If the linings are cracked or scored or the
linings are worn to 1 mm (.04 in) or less, the shoes must
be replaced. Both sets of shoes should be replaced when
one is replaced.
Brake Drum : The maximum allowed internal diameter
for the brake drum is C15-20s : 232 mm (9.13 in), C20-35
: 312 mm (12.28 in). Brake drum walls should be free
from scoring. Brake drums should be machined each time
brake shoes are replaced, to provide a smooth and uni-
formly round braking surface.
Wheel Cylinder : Check for leakage under the boots at
each end of cylinder. If the cylinder leaks, or troubleshoot-
ing otherwise indicates a bad cylinder, disassemble and
inspect the wheel cylinder. If the cylinder surface is
scratched or pitted, replace the cylinder. Always replace
the cups.
General : Check for worn-out springs, warped backplate,
and loose or corroded fasteners. Check adjuster for proper
operation and replace if faulty.

23(S)-6-2 • Service Brake Adjustment and Overhaul SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Cylinder Removal and Replacement Adjuster Removal and Replacement

1. Remove the brake shoes as described previously. 1. Remove the under spring.
2. Remove the brake cylinder mounting bolts and 2. Remove the adjuster.
washer.
3. Install the adjuster between the under notch on the
3. Tap cylinder from backing plate with soft mallet. shoes.
4. When reinstalling : Seal the gap where the brake cyl- 4. Install lower return spring.
inder fitting extends through the backing plate with
silicon caulk. Tighten cylinder mounting bolts to
Lubrication
17.65-26.48 N⋅m (156-234 lbf⋅in).
Apply grease to the following places before assembly.
• Contact surfaces of anchor pin and shoe web.
• Ledge surfaces of backing plate.(6 places)
• Contact surface of cable and sheave, sheave and
pin.
• Contact surfaces of cup-shoe hold down and shoe
web(4 places)
• Contact surface of lever-adjuster and pin.

Wheel cylinder
Shoe guide plate

Upper return spring

Sheave

Upper return spring

Brake shoe
Cross strut

Brake shoe

Shoe hold cup &

Shoe hold cup & shoe hold spring
shoe hold spring

Spring & cable assembly

Lower return spring
Lever return spring
Adjuster
Lever

Figure 3. Brake Assembly

SM 709, Jun ’04 ➀ Service Brake Adjustment and Overhaul • 23(S)-6-3

Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Wheel Cylinder Overhaul 3. Unhook the parking brake cable end from the lever
and pull the cable from the assembly.
1. Pull off rubber boots.
2. Push out internal parts (loosen with wooden dowel if
necessary).
3. Replace cylinder if scored or pitted.
4. Clean pistons, spring, and casing in solvent.
5. Install spring and pistons.
6. Install each cup from its respective end of cylinder.
7. Replace boots.

Figure 5. Parking Brake Cable

4. Disconnect the brake line from the fitting. Cap or
plug fittings.
5. Unbolt the brake assembly from the axle.
6. When reinstalling the brake assembly, torque the
Figure 4. Wheel Cylinder-Disassembled mounting bolts to 220-230 N⋅m (162-170 lbf⋅ft) in a
staggered sequence. Torque fitting 15-19 N⋅m (133-
Brake Assembly Removal, and Installation 168 lbf⋅in).

To access the service brake assembly, remove the axle hub 7. Bleed the brake system as described in the brake
and brake drum as described in Group 6, in the “Drive bleeding Section.
Axle Ends Overhaul” Section. Inspect the drum as
described earlier.
To remove the service brake assembly:
1. Remove the brake shoes as explained earlier.
2. Pull the snap ring that holds the parking brake cable
to the backing plate.

23(S)-6-4 • Service Brake Adjustment and Overhaul SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)
Operational Explanation
of the Auto Adjuster
Figure 6. Auto Adjuster
SM 709, Jun ’04 ➀
1. When lining gets worn out, which requires adjust-
ment, secondary shoe with auto-adjusting device is
kept separated from anchor at time of braking action
backward, helping to pull cable by its separated dis-
tance.
The cable pulls up adjusting lever via over-travel
spring and rotates adjusting wheel.
2. When braking is released, secondary shoe gets back
to anchor and then lever is forced to go back to origi-
nal position by lever return spring, making gap
between adjusting star wheel and lever.
3. As long as lining does not get worn out to the extent
of as much as needling next adjustment, adjusting
star wheel does not rotate since lever is unable to
move enough to fill up gap between adjusting star
wheel and lever, even if lever moves by backward
braking action.
4. No adjustment is made by forward braking because
anchor pin and secondary shoe keep same relative
position.
Figure 7. Relation between star wheel and adjusting lever
at time of auto-adjustment
Service Brake Adjustment and Overhaul • 23(S)-6-5
Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Characteristics
Corresponding to worn-out ratio of lining, clearance is
adjusted automatically and consecutively, always being
kept at constant level and therefore pedal stroke remains
unchanged.
Reliability is very high due to adjustment being made by
pulling cable at time of braking.
Due to installation of over-travel spring :
A. Adjusting parts are not damaged even by extra force
put to cable.
B. Especially, it helps prevent over-adjustment at time
of abrupt braking. (Its reasoning : After braking
torque occurs, shoe has a greater moving due to drum
deformation and even if trying to rotate adjusting
wheel, thrust-loading is working on adjuster which
enables over-travel spring to lengthen too far to
rotate adjusting wheel.)

23(S)-6-6 • Service Brake Adjustment and Overhaul SM 709, Jun ’04 ➀

 Group 23(S), Brake System (TA12A1/TA30 Transaxle)

Section 7

Parking Brake Service

Operation Removal and Replacement

The operator applies the parking brake by depressing a
foot pedal, which is then held down by a ratchet. The
depressed pedal tensions cables connected to a brake shoe
at each brake assembly, thereby applying the brakes.
The operator releases the parking brake by pulling up on a
release handle. This handle releases the ratchet, and a
return spring returns the pedal and cable to the off posi-
tion. The ratchet also operates the parking brake interlock
switch and the parking brake indicator light switch.
Adjustment
1. With the pedal fully raised, upstop against tab on
bracket, adjust slack out of brake cables and tighten
adjusting/locking nuts.
2. Actuate and release pedal six to eight times.
3. Readjust and tighten nuts.
As shown in illustration below, with these notes:
• Remove return spring for better access to
bracket mounting nuts.
• Adjust position of interlock and indicator switches
with pedal upstop against tab on bracket. Switch
contacts should snap from their operated contact
position to their normal position when pedal is
depressed one ratchet click.
• Torque switch mounting nuts 0.8-1.0 N⋅m (7-9
lbf⋅in). Torque bracket mounting nuts 20-23 N⋅m
(177-210 lbf⋅in).
• Apply a thin coat of Clark lubricant, part
#1802155, to ratchet teeth and ball end of wire
rope prior to assembly.

Ratchet Release handle

Upstop

Foot pedal

Switch mounting plate

Rod

Return spring
Switch
Adjusting locking nuts

SM 709, Jun ’04 ➀ Parking Brake Service • 23(S)-7-1

Group 23(S), Brake System (TA12A1/TA30 Transaxle)
Parking Brake Cable Removal and
Installation
1. Disconnect each parking brake cable from the ratchet
assembly as shown in the illustration below.
23(S)-7-2 • Parking Brake Service
2. Remove the parking cable from the service brake
assembly by first removing the brake shoes as
described in the “Brake Overhaul and Adjustment”
Section of this Group.
3. Pull out the C-clip that holds the parking brake cable
to the backing plate.
4. Unhook the parking brake cable end from the lever
on the shoe and pull the cable from the assembly.
Snap ring
5. Installation is the reverse of removal.
SM 709, Jun ’04 ➀
 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 709, Jun ’04 Group 25, Steering Column and Gear


Section 1
Steering System Specifications and
Description
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal neutral circuit.
Steering System Relief Pressure Setting : C15-20s : 8800-
9300 kPa(1276-1350 psi), C20-35 : 8620-9300 kPa
(1250-1350 psi)
Nominal Flow Rating : 23 L/min (6 gal/min)
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum
Service Intervals
Check the steering system relief pressure annually or after
every 2000 hours of operation. Make a visual inspection
of steering control unit hydraulic fittings periodically to
ensure that the fittings are tight with no leakage.
Fastener Torques
Steering Handwheel Nut : 35-40 N⋅m (25.5-29.5 ft⋅lb)
Steering Column Cover Hex Bolts : 2-3 N⋅m (18-27 in⋅lb;
1.5-2.25 ft⋅lb)
Directional Control Base Lock Nut : 0.8-1 N⋅m (7-9 in⋅lb;
0.6-0.75 ft⋅lb)
Directional Control Base Flange Capscrew : 3.5-4.0 N⋅m
(2.5-2.9 ft⋅lb)
Ignition Switch Ring Nut : 10-14 N⋅m (7.3-10.3 ft⋅lb)
Tilt Lock Assembly Base-to-Cowl Bolts : 20-25 N⋅m
(14.8-18.5 ft⋅lb)
Orbitrol Bracket Bolts : 34-38 N⋅m (25-28 ft⋅lb)
Lower Column Assembly Base-to-Steering Gear Bolts:
34-38 N⋅m (25-28 ft⋅lb)
Universal Joint Pinch Bolt : 20-25 N⋅m (14.8-18.5 ft⋅lb)
Wiring Harness Bracket Bolts : 11-13 N⋅m (8-9.5 ft⋅lb)
SM 709, Jun ’04 ➀ Steering System Specifications and Description • 25-1-1
Group 25, Steering Column and Gear
Description
All truck models have a hydrostatic power steering sys-
tem, which is supplied with oil pressure from the main
hydraulic system pump. The steering hand wheel operates
the steering gear (steering control unit), which directs oil
flow to the steering cylinder on the steer axle. A steering
system pressure relief valve is built in the hydraulic pump
to prevent over-pressurization of the steering system. The
pressure relief setting can be tested using the gauge port of
the hydraulic pump. A steering priority valve, also in the
pump, diverts flow from the main hydraulic system to the
steering system when it senses the pressure increase
caused by turning the steering hand wheel.
The power steering gear is a remote positioning control
valve that senses the input signal from the steering hand
wheel, multiplies this signal to assist in reducing the steer-
ing effort, and causes the steering axle to turn the wheels
to the desired position by supplying hydraulic flow to the
steering cylinder.
The steering gear is connected to the bottom of the steer-
ing column. When the steering hand wheel is turned, it is
linked mechanically to the steering gear spool and causes
this spool valve to shift from its closed neutral position to
a “turn” position that allows oil under pressure to flow to
the steering cylinder.
When the steering hand wheel stops turning, centering
springs in the valve automatically center the spool, stop-
ping the flow of oil to the cylinder.
The low pressure oil from the opposite side of the steering
cylinder is returned through the opposite port in the gear.
It is controlled by the same spool as the high pressure
port.
In the event of a pump failure, the steering gear can gener-
ate sufficient hydraulic power by movement of the steer-
ing handwheel to serve as a limited steering method. An
internal check valve automatically closes to divert this
generated oil flow to the proper port of the steering cylin-
der.
Group 25, Steering Column and Gear

The handwheel turning effort is considerably higher, how- are protected by the steering column cover. The cover can
ever, than with power steering. be removed for service to steering column components.
The entire column can be removed for service or replace-
The column tilt lock mechanism allows the operator to
ment. The steering gear, attached to the base of the col-
adjust the steering column. The column tilt lever knob
umn, can be removed without disassembling the other
releases the adjustment setting and the column returns to
parts of the steering column.
the up position by the use of springs. The tilt lock mecha-
nism, the directional control lever, and the ignition switch

Horn contact ring Column upper cover

Tilt lock assembly boot
Ignition switch

Column
lower cover

Lock ring

Tilt lock assembly

Ignition switch Directional control
wiring harness switch wiring harness

Directional control
lever assembly

25-1-2 • Steering System Specifications and Description SM 709, Jun ’04


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 709, Jun ’04
Group 25, Steering Column and Gear
Section 2
Truck turns in wrong direction
• Hydraulic lines not installed correctly.
Handwheel kickback
• Check valve faulty (or not in system).
Slow steering response
• Oil viscosity too high.
• Contaminated or defective steering gear.
Chatter conditions
• Loose mountings or linkage. Make certain all
mounting fasteners and other linkage is tight.
• Pressure relief valve set too low and is out of
adjustment ; adjust or replace the relief valve.
• Insufficient pump flow. Check pump for leaks and
see Group 29, Section 2.
Unsatisfactory steering in either direction
priority • Air in system due to excessive wear in steering cyl-
inder. Check for air in system. Excessive noise or
foamy condition of hydraulic fluid indicates aera-
tion. Check that air is not entering the system
through poor threads, cracked, split, or worn hoses,
bad pump seals, bad O-rings, bad gaskets, or loose
connections.
Worn cylinders result in leakage past the piston.
Overhaul (see Group 26, Section 7) or replace the
steer cylinder.
• Incorrect system pressure due to worn pump.
Replace the relief valve or repair or replace the
pump (see Group 29).
Noise during turns
• Worn bearing (s) in steering arm; replace bearings.
• Worn pin in steering knuckle ; replace pin.
• Worn bearings in steering knuckle ; replace bear-
ings.
• Steering knuckle is loose ; tighten castle nut.
Steering System Troubleshooting • 25-2-1
Group 25, Steering Column and Gear
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.
25-2-2 • Steering System Troubleshooting
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.
SM 709, Jun ’04
 Group 25, Steering Column and Gear

Section 3

Steering Column and Component Removal and Replacement

IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Horn contact ring Column upper cover

Tilt lock assembly boot
Ignition switch

Column
lower cover

Lock ring

Tilt lock assembly

Ignition switch Directional control
wiring harness switch wiring harness

Directional control
lever assembly

SM 709, Jun ’04 Steering Column and Component Removal and Replacement • 25-3-1
Group 25, Steering Column and Gear

3. Remove the lock ring nut securing the ignition

! CAUTION switch to the lower cover. Label all wires and termi-
SAFE PARKING. Before working on truck : nals for correct reconnection when reassembling.

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no Ignition switch
gaps or breaks.
Ignition wire #11
2. Put upright in vertical position and fully
lower the forks or attachment. Lock ring Ground

3. Put all controls in neutral. Turn key

switch OFF and remove key.
4. Apply the parking brake and block the Battery wire #6
wheels.
Starter wire #6

Steering Column and Component

Removal
Use the following steps to disassemble the steering col-
Hand Wheel, Horn Contact Ring, and
umn for service to the : Directional Control Assembly Removal
• Ignition Switch 1. Disconnect the negative lead at the battery.
• Horn 2. Gently pry the horn button from the steering hand
• Directional Control Lever Assembly wheel hub using a small, flat-bladed screw driver.
• Column Tilt Lock Assembly
• Upper and Lower Steer Column
• Steering Gear. Horn button

Determine which component requires service and check

the procedure for removing that component. Read the pro- Horn wire
cedure completely before beginning disassembly. Horn contact
ring wire

Horn wire
Ignition Switch Removal
1. Disconnect the negative lead at the battery. Hand wheel

2. Remove the four socket head bolts holding the two

halves of the column cover together. The directional
control assembly and the ignition switch are exposed.

3. Disconnect the horn wire from the steer column and

unplug the horn contact wire from the terminal on the
bottom of the horn button.
4. Remove the nut holding the hand wheel to the steer-
ing column.
5. Use a wheel puller to remove the hand wheel from
the steering column. Hand wheel has two M8×1.25
threaded inserts in the hub for this purpose.

25-3-2 • Steering Column and Component Removal and Replacement SM 709, Jun ’04
 Group 25, Steering Column and Gear

6. Unplug the horn contact ring wire from the terminal 9. Lift the directional control lever and boot off the die-
on the bottom of the handwheel. cast base.
Directional
control lever

Boot

Horn contact
ring wire

Horn wire
10. Unplug wires from directional switches. Label all
wires and terminals for correct connection when
7. Using a 2.5 mm allen wrench, remove the four socket reassembling. Remove the direction control switches
head bolts holding the two halves of the column by removing the mounting screws on the base.
cover together. Remove the top cover. Gently pull the
bottom cover away.
Mounting screw

Wiring
connedtors
and terminals

Directional Control Lever Detent Spring Removal

1. If not already disassembled, remove the four socket
bolts holding the two sides of the column cover
NOTE together. Remove the top cover.
Use care when removing the bottom cover as
2. Pry the two retainer clips from the posts on the direc-
the ignition switch wiring is attached.
tional control base securing the detent spring. Lift
spring off posts.
8. Remove the horn contact ring. Unplug the wire from
the terminal on the bottom of the ring. Retainer clips

Horn contact
ring

Detent spring

SM 709, Jun ’04 Steering Column and Component Removal and Replacement • 25-3-3
Group 25, Steering Column and Gear

Column Tilt Lock Assembly Removal a. Remove the three screws securing the instrument
pod to the dash.
NOTE
The tilt lock assembly is not serviceable; only Instrument pod
the return springs are serviceable. The tilt
lock assembly should be removed only for
replacement as a complete assembly. Wiring harness
connector

1. Raise the operator’s seat deck and lift out the floor
plate.
2. Remove the left, right, and center cowl covers from
under the dash. See removal and replacement proce-
dures in Group 38.
3. See “Hand Wheel, Horn Contact Ring, and Direc-
tional Control Assembly Removal” to remove the
steering hand wheel, horn ring, and directional con-
trol assembly.
4. Unplug the ignition switch and directional control
switches. Label all wires for correct reassembly. Dis- b. Gently lift the instrument pod up exposing the
connect the ignition and directional control wiring harness connector. Unscrew jack screw in con-
harness from the main harness at lower right of cowl. nector and unplug the connector from the instru-
ment pod.
5. Loosen the pinch bolt of the lower universal joint
c. Remove the screws securing the dash panel to the
connection.
cowl.

Dash panel

(C15-20s)

Cowl
(C20-35)

6. Slip the boot off the tilt lock assembly.

7. Remove the dash panel and instrument pod :

d. Remove the hydraulic control lever cover panel

and dash.

25-3-4 • Steering Column and Component Removal and Replacement SM 709, Jun ’04 ➀
 Group 25, Steering Column and Gear

e. Remove the two bolts from the wiring harness

bracket located under the cowl.
f. Remove the four bolts holding the base of the tilt
lock assembly to the cowl.

2. If upper portion of the steering column has not been

removed, loosen the pinch bolt of the lower universal
joint connection.
3. Remove the two bolts and spacers securing the lower
column shaft and steering gear to the bracket on the
lower cowl.

Steering Gear and Lower Steering Column

Removal
NOTE
Lower steer column is not serviceable. It
should be removed only for replacement as a
new assembly.

1. Put a pan under the truck to catch hydraulic fluid

which will drip when fittings are loosened. Label the
four hose fittings of the steering gear to make sure
they are reassembled correctly. Loosen and remove
the hydraulic fittings at the steering gear. Cap the
ends to prevent fluid leaks. Cap the steering gear
ports to prevent dust and debris from getting into the
steering gear. Keep hydraulic ports and hoses clean.

SM 709, Jun ’04 ➀ Steering Column and Component Removal and Replacement • 25-3-5
Group 25, Steering Column and Gear

4. Remove the bolts to detach the steering gear from
the lower steering column.
1. Attach the steering gear to the lower column base.
Torque the two bolts to 34-38 N⋅m (25-28 ft⋅lb).
2. Set the column into position with the lower column
assembly aligned through the bracket mounted on the
lower frame cowl.

5. Remove the lower shaft and steering gear assembly

from the truck.

Steer Column and Component

Replacement
These steps cover the procedures for reinstallation of the
steering column including the steering gear, the tilt lock
assembly, directional control assembly, ignition switch,
and steering hand wheel and horn.
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.
3. Coat the splines of the lower assembly with a light
coat of anti-seize lubricant and insert into the univer-
sal joint pinch connector of the upper assembly.
Match the skip tooth on the spline with spline on uni-
versal joint. Torque the pinch bolt to 25-30 N⋅m
(18.5-22.25 ft⋅lb).
4. Reconnect the clean hydraulic fluid lines to the clean
steering gear. Make sure the hoses are reconnected to
the correct ports. Torque the fittings per Group 40,
“Hydraulic Fitting Tightening Procedure.”

Steering Gear and Lower Steering Column

Replacement
NOTE
If the upper steering column has not been
removed, the lower steering column must be
left loose at the universal joint pinch connec-
tion to allow some play in the column for
positioning the steering gear.

25-3-6 • Steering Column and Component Removal and Replacement SM 709, Jun ’04 ➀
 Group 25, Steering Column and Gear

Column Tilt Lock Assembly Replacement Directional Control Assembly Reassembly

1. Set the tilt lock assembly onto the cowl. Replace the 1. Slip the lever boot onto the lever if it has been
four bolts and torque to 20-25 N⋅m (14.8-18.5 ft⋅lb). removed.
2. Make sure the flange capscrew and clamp are on the
directional control base.

Capscrew

Clamp

3. Install the detent spring on the posts of the base and

secure with the retainer clips.
2. Coat the splines of the lower assembly with a light Retainer clips
coat of anti-seize lubricant and insert into the univer-
sal joint pinch connector of the upper assembly.
Match the skip tooth of the lower column spline shaft
to that on the universal joint. Torque the pinch bolt to
25-30 N⋅m (18.5-22.25 ft⋅lb).
3. Set the harness bracket into place and secure with the
two bolts. Torque the bolts to 11-13 N⋅m (8.1-9.6
ft⋅lb).

4. If the wiring harnesses have been removed, reroute

them through the tilt lock assembly with the ignition Detent spring
wiring harness in the left hole and the directional
switch wiring harness in the right hole. Harnesses
must exit lower part of the steer column behind the
steer shaft (towards rear of truck). Reclamp to cowl if
necessary. Reconnect the assembly wiring harnesses
to the truck wiring harnesses. 4. Reset the forward or reverse switch onto the base and
secure with screws.
5. Slip the boot over the tilt lock assembly.
Mounting screw

R F

Wiring
connedtors
and terminals

SM 709, Jun ’04 ➀ Steering Column and Component Removal and Replacement • 25-3-7
Group 25, Steering Column and Gear

5. Apply a thin coat of grease in the bore of the direc- d. Loosen the mounting screw on the forward
tional control lever. Slip the lever onto the directional switch and adjust the switch box to achieve conti-
control base. nuity through the switch.
Directional e. Remove #8 (4mm) screw and return lever to neu-
control lever tral detent. Switch must break continuity, If
and boot
switch does not break continuity, it must be read-
justed using the above steps.
f. When adjustment is correct, torque switch box
mounting screws to 0.8-1.0 N⋅m (7-9 in-lb; 0.6-
0.73 ft⋅lb).
g. Repeat procedure for Reverse switch.

Directional Control Assembly and Ignition

Switch Replacement
1. Disconnect the negative lead at the battery.
6. Tighten the capscrew/clamp of the directional control
lever assembly to 3.5-4 N⋅m (2.5-2.9 ft⋅lb). 2. Slip the directional control assembly onto the steer-
ing column shaft.
• Clean the capscrew and apply Loctite 262 before
applying torque.
7. Adjust the directional control using the following
illustration :
Directional control
Detent spring Forward switch assembly
Reverse switch

Directional lever

Wire #82
common Wire #82
Wire #73 common
Wire #78 normally
normally open
open 3. Clean the capscrew, apply Loctite 262, and tighten
a. Loosen mounting screws and set the directional the clamp bolt of the assembly to 3.5-4 N⋅m (2.5-2.9
switch boxes to approximately the middle of the ft⋅lb).
mounting slot on the assembly base. 4. Check the assembly for smooth operation and make
b. Connect a continuity meter on the forward switch necessary adjustments before proceeding.
from the Common terminal to the Normally Open
terminal. If the adjustment procedure is being 5. Connect the wiring to the directional control
performed with the directional control assembly switches according to the labels you made during
mounted on the steering column, connect the con- disassembly.
tinuity meter from the Normally Open terminal to 6. Connect the ignition wiring harness ends to the igni-
vehicle ground. tion switch terminals according to the labels you
c. Rotate the directional control lever in the forward made during disassembly.
direction (push lever up) until a #8 (or 4mm)
screw can be inserted into the middle detent on
the lever.

25-3-8 • Steering Column and Component Removal and Replacement SM 709, Jun ’04
 Group 25, Steering Column and Gear

7. Set the ignition switch into the mounting hole on the
lower half of the column cover. Tighten the lock ring
nut to 10-14 N⋅m (7.5-10.3 ft⋅lb).
Ignition switch
Steering Hand Wheel Replacement
1. Reconnect the horn contact ring wire from the base
of the handwheel to the bottom of the horn button.

Ignition wire #11

Lock ring Ground

Horn contact
ring wire

Battery wire #6
Starter wire #6

8. Reconnect the horn contact ring wire to the horn con- Horn wire
tact ring.

Horn contact 2. Apply a coat of insulating paste (Clark part no.

ring 2802205) to horn contact ring, then set the hand-
wheel into position and tap with a rubber or plastic
Horn contact mallet to seat it on the column.
ring wire
3. Tighten the nut onto the column to a torque of 35-40
N⋅m (25.5-29.5 ft⋅lb).
4. Screw the horn wire into the column and plug it into
its connection on the bottom of the horn button.

9. Slip the horn contact ring onto the steering column.

The groove in the ring should be on the lower portion
of the ring when it is replaced on the column. The
terminal should be on the right-hand side of the
Horn wire
truck.
10. Join both halves of the cover over the upper column.
The parting line of the boot must be aligned with the
parting line of the two cover halves. Set the direc-
tional control lever boot into the correct position. The
horn ring contact should be positioned so that the two
cover halves fit the groove in the ring. Tighten the
four socket bolts to 2-3 N⋅m (1.5-2.25 ft⋅lb).

5. Set the horn button into place and pop it into position
carefully. The horn symbol should be parallel to the
CLARK lettering on the hand wheel.
6. Reconnect the leads at the battery.
7. Replace the center cowl cover over the steering col-
umn. See Group 38 for instructions to replace the
cowl covers. Torque the screws to 8-10 N⋅m (5.5-7.5
ft⋅lb).

SM 709, Jun ’04 Steering Column and Component Removal and Replacement • 25-3-9
Group 25, Steering Column and Gear
IMPORTANT
If you set the column loosely into place to
assure correct alignment, recheck that all
mounting brackets, the universal pinch joint,
and all fasteners are torqued to their correct
limits. See the individual steps in the reas-
sembly procedures to find torque limits.
8. Replace the right and left cowl covers. The top lip of
the two covers must be inserted under the edge of the
dash before securing the covers in place. Torque the
cover set screws to 8-10 N⋅m (5.5-7.5 ft⋅lb).
25-3-10 • Steering Column and Component Removal and Replacement
9. Set the floorplate back into the driver’s compartment
and lower the operator’s seat deck.
Start the truck to check the function of the ignition switch.
Make sure no fluid leaks are evident in the steering con-
trol valve hydraulic fittings. Remove the wheel chocks to
check all functions of the steering column, including igni-
tion, directional controls, tilt lock mechanism, and steer-
ing gear for correct operation before returning the truck to
service.
SM 709, Jun ’04

Section 4
Stering System Relief Pressure Check and Adjustment
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Description and Operation
Steering system relief pressure settings above the speci-
fied values can cause failure of the hydraulic lines, dam-
age to seals in the steering gear, and ball joint breakage on
the steer axle.
The steering system’s pressure relief valve is part of the
main hydraulic pump assembly. Steering system relief
pressure is adjustable and should be checked if indicated
by troubleshooting. Use the gauge port on the pump to
check steering relief pressure.
Steering system relief pressure setting should be C15-20s
: 8800-9300 kPa (1276-1350 psi), C20-35 : 8620-9300
kPa (1250-1350 psi).
NOTE
If relief pressure is not correct, the problem
may be caused by dirt in the valve or worn
parts, including steering control valve and
main hydraulic pump. Generally, if the relief
pressure measured when the steering system
is in bypass is not correct, the priority
demand valve should be replaced.
SM 709, Jun ’04 ➀ Stering System Relief Pressure Check and Adjustment • 25-4-1
Group 25, Steering Column and Gear
! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type of injury or
gangrene may result.
Steering System Relief Pressure Setting
Check and Adjustment
This procedure requires installation of a pressure gauge at
the gauge port on the main hydraulic pump. The pressure
is measured while the steering handwheel is turned fully
in one direction to put the steering system in bypass.
Steering system relief pressure setting may be checked
using a Mico Quadrigage (Clark Part No. 1800106) or
with a conventional pressure gauge, 0-20,700 kPa (0-3000
psi).
1. Tilt the steering column fully forward and raise the
seat deck.
Group 25, Steering Column and Gear
2. Clean the port opening and connect the pressure
gauge (also cleaned) to the gauge port on the main
pump.
3. Start the engine and let it warm up until it runs
smoothly.
4. Check steering system relief pressure setting at full
throttle. Accelerate engine to full throttle and hold at
this speed while taking the pressure readings.
IMPORTANT
Do not operate system over relief any longer
than required to read the pressure gauge.
Prolonged time at relief pressure can result in
a damaged pump and valve.
5. Turn the steering handwheel in one direction until
steering cylinder reaches its stop (relief bypass).
Hold steering handwheel in relief position until pres-
sure reading is taken, and then release. Turn off
engine. Pressure should read between C15-20s :
8800-9300 kPa (1276-1350 psi), C20-35 : 8620-9300
kPa (1250-1350 psi).
6. To adjust the steering pressure relief to C15-20s :
8800-9300 kPa (1276-1350 psi), C20-35 : 8620-9300
kPa (1250-1350 psi).
a. Carefully remove the core plug of the steering
pressure relief valve on the main pump by prying
the plug out.
25-4-2 • Stering System Relief Pressure Check and Adjustment
b. Clockwise adjustment of the relief valve seat
raises the pressure setting at which the valve
relieves pressure ; counterclockwise adjustments
lowers the pressure setting at which the valve
relieves pressure.
7. Restart engine and repeat steps to read and adjust the
relief pressure setting until correct relief pressure is
set.
• Once you adjust to the correct relief pressure set-
ting, reset the core plug in the valve bore.
• If the correct relief pressure cannot be gained, con-
sider overhauling or replacing both the priority
valve and the pressure relief valve. See Group 29,
“Hydraulic Pump Overhaul” for instruction to
remove, overhaul, and replace the valves on the
pump.
8. Disconnect the pressure gauge and close the engine
compartment.
SM 709, Jun ’04 ➀
 Group 25, Steering Column and Gear

Section 5

Steering Gear Overhaul

IMPORTANT
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 709, Jun ’04 Steering Gear Overhaul • 25-5-1

Group 25, Steering Column and Gear

Disassembly 5. Remove meter (gerotor). Be careful not to drop star

(rotor).
Cleanliness is extremely important when repairing a steer-
ing gear. Work in a clean area. Before disconnecting lines,
clean port area of unit thoroughly. Use a wire brush to
remove foreign material and debris from around exterior
joints of the unit.
NOTE
Although not all illustrations show the unit in
a vise, it is recommended to keep the unit in
the vise during disassembly. Follow the
clamping procedures explained throughout
the text.

6. Remove seal from meter.

Meter (Gerotor) End
7. Remove drive spacer(s).
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area, as shown. Use protective 8. Remove drive.
material on vise jaws. Do not overtighten jaws.

9. Remove spacer plate.

2. Remove capscrews. 10. 10.Remove seal from housing.

Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.

3. Remove end cap.

4. Remove seal from end cap.

25-5-2 • Steering Gear Overhaul SM 709, Jun ’04


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 709, Jun ’04
Group 25, Steering Column and Gear
IMPORTANT
Do not bind spool and sleeve in housing.
Rotate spool and sleeve assembly slowly
when removing from housing.
17. Push pin from spool and sleeve assembly.
18. Push spool partially from control end of sleeve, then
remove six centering springs from spool carefully by
hand. Note their position in the unit before they are
removed.
19. Push spool back through and out of sleeve. Rotate
spool slowly when removing from sleeve.
20. Remove seal from housing.
21. Remove set screw from housing.
22. Screw a 1/8-inch-24 NC machine screw into end of
check ball seat. Then pull on screw with pliers to lift
seat out of housing.
23. Remove two seals from check valve seat.
24. Tip housing to remove check ball and check ball
retainer.
Steering Gear Overhaul • 25-5-3
Group 25, Steering Column and Gear
Parts Inspection
Inspect all parts for damage, cracks, broken parts, dam-
aged threads, corrosion or erosion of surfaces, worn spots,
nicks or scratches.
Check all mating surfaces. Replace any parts that have
scratches or burrs that could cause leakage. Discard all old
seals and replace with new ones.
Clean all metal parts in clean solvent. Blow dry with air.
Do not wipe dry with cloth or paper towel because lint or
other matter can get into the hydraulic system and cause
damage. Do not use a coarse grit or try to file or grind
these parts.
If parts are left exposed, cover them with a clean cover to
prevent airborne dust from collecting on them.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline.
Do not use excessive lubricant on seals for
meter (gerotor) section.
Make sure all parts are clean and free of
dust. Before assembly, lightly coat all inter-
nal metal parts with oil.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
2. Install check ball in housing.
3. Lubricate 5/8-inch diameter seal and 7/16-inch diam-
eter seal. Install seals on check ball seat, as above.
25-5-4 • Steering Gear Overhaul
4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
twist or damage seals. Install check ball seat in hous-
ing; insert open end of seat first. Push check ball seat
to bottom of hole.
5. Install set screw. Use a 5/16-inch Allen wrench to
torque set screw to 11 N˜m (100 in-lb; 8.3 ft˜lb). To
prevent interference of parts, make sure top of set
screw is slightly below housing mounting surface.
6. Assemble spool and sleeve carefully so that the
spring slots line up at the same end. Rotate spool
while sliding parts together. Some spool and sleeve
sets have identification marks ; align these marks.
Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined end.
7. Bring spring slots of both parts in line and stand parts
on end of bench. Insert spring installation tool (avail-
able as Part No. 6000057) through spring slots of
both parts. Position three pairs of centering springs
(or two sets of 3 each) on bench so that extended
edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
On those units which use the low torque centering
springs, there are two pairs of centering springs (or
two sets of each) and one pair (two) spring spacers.
The spring spacers are installed together between the
two sets of centering springs. The installation proce-
dure is the same as that used on the standard (three
pairs of centering springs) units.
SM 709, Jun ’04
 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 709, Jun ’04 Steering Gear Overhaul • 25-5-5

Group 25, Steering Column and Gear

16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.

IMPORTANT
Clean the upper surface of the housing by
wiping with the palm of clean hand. Clean
each of the flat surfaces of the meter section
parts in a similar way when ready for reas-
sembly. Do not use cloth or paper to clean
surfaces.

19. Install 3-inch diameter seal in housing.

17. Install retaining ring in housing. After installing ring,

tap on ring or pry with screwdriver around entire cir-
cumference of ring to properly seat ring in groove.

20. Install spacer plate. Align bolt holes in spacer plate

with tapped holes in housing.

25-5-6 • Steering Gear Overhaul SM 709, Jun ’04

 Group 25, Steering Column and Gear

21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.

IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.

NOTE
To assure proper alignment, mark spline end
of drive shaft with a line parallel to slot on
other end, before installing.

22. Install 3-inch diameter seal in meter (gerotor).
25. Install 3-inch diameter seal in end cap.
26. Install end cap on gerotor, and align holes.
27. Install 7 dry cap screws in end cap. Pretighten screws
to initial torque of 17 N⋅m (150 in⋅lb), then torque
screws to final torque of 31 N⋅m (275 in⋅lb) in the
sequence shown.

23. With seal side of meter toward spacer plate, align star
valleys on drive. Note the parallel relationship of ref-
erence lines A, B, C, and D in figure. Align bolt
holes without disengaging meter from drive. Be sure
star has engaged drive spline in position shown.

28. Inspect the assembly to be sure all parts have been

installed and fasteners correctly installed and tight-
ened.
(Reprint courtesy of EATON Corporation)

SM 709, Jun ’04 Steering Gear Overhaul • 25-5-7

 GROUP 26

GROUP 26

STEER AXLE

Steering Axle Specifications

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

Steer Axle Wheel Bearing Maintenance

and Adjustment .................................... Section 2

Steer Axle Removal and Replacement .... Section 3

Steer Axle Overhaul ................................. Section 4

Steer Cylinder Removal and

Replacement ......................................... Section 5

Steer Cylinder Overhaul .......................... Section 6

SM 709, Jun ’04 Group 26, Steer Axle


Section 1
Steer Axle Specifications and Description
Specifications
Cushion-Tire
Steering System Relief Pressure Setting : C15-20sC :
8800-9300 kPa(1276-1350 psi), C20-32C : 8620-9300
kPa (1250-1350 psi).
Steer Cylinder Type : Double-acting, piston-type.
Turning Arc : C15-20sC : 75°, C20-32C : 83° maximum
inside turning angle ; C15-20sC : 53.5° C20-32C : 60°
maximum outside turning angle.
Pneumatic-Tire
Steering System Relief Pressure Setting : C15-20s : 8800-
9300kPa (1276-1350psi), C20-35 : 8620-9300 kPa (1250-
1350 psi)
Steer Cylinder Type : Double-acting, piston-type
Turning Arc : 75° maximum inside turning angle; C15-
20s : 53.5°, C20-35 : 54° maximum outside turning angle.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
Clark Part MS-107C.
Fastener Torques
Steer Axle Mounting Bolts : C15-20s : 235-288 N⋅m
(173-213 ft⋅lb), C20-35 : 170-190 N⋅m (125-140 ft⋅lb).
Cylinder to Axle Mounting Bolts : C15-20s : 161-178
N⋅m (118-131 ft⋅lb), C20-35 : 240-270 N⋅m (177-199
ft⋅lb).
Steering Link to Steering Knuckle Nuts : C15-20s : 120-
150 N⋅m (88.5-110.5 ft⋅lb), C20-35 : 135-150 N⋅m(98-
110 ft-lb).
Steer Knuckle King Pin Castle Nuts : See installation pro-
cedures in Section 4, “Steer Axle Overhaul.”
SM 709, Jun ’04 ➀
Group 26, Steer Axle
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.
Description
The steer axle has the steer cylinder, steer knuckles, and
steering links mounted on it. All these components can be
removed, serviced, and replaced.
The steering gear (steering control unit) at the base of the
steering column directs hydraulic fluid to one end or the
other of the steer cylinder to pivot the steer wheels.
The steer axle is bolted to the truck frame. The steer cylin-
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
the truck and “silent” mounts cushion the axle on the trun-
nions.
All bearings used in the steer axle linkage have lubrication
fittings and are serviceable. Axle removal, replacement,
and service for all components, including overhaul of the
steer cylinder, is explained in the Sections for this Group.
Steer Axle Specifications and Description • 26-1-1
Group 26, Steer Axle

Steer Axle and Mounting-Cushion Tire Axle

Steer Axle and Mounting-Pneumatic Tire Axle

26-1-2 • Steer Axle Specifications and Description SM 709, Jun ’04

 Group 26, Steer Axle

Section 2

Steer Axle Wheel

Bearing Maintenance and Adjustment

IMPORTANT
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 for the two
3. Put all controls in neutral. Turn key
types of steer wheels used on the truck ; pneumatic-tire
switch OFF and remove key.
wheels which are mounted on a hub that contains the bear-
4. Apply the parking brake and block the ing components and cushion-tire wheels with the bearings
wheels. installed in the wheel. Use the procedures to clean, repack
and adjust bearings for both the cushion-wheel and the
pneumatic-tire hub.
Wheel Bearing Check
Pneumatic-Tire Cushion-Tire
Wheel Mounting Wheel
A wheel bearing check should be performed about every Hub
500 hours of operation or three or four times a year.
Wheel bearings need adjustment only after 2000 hours or
as needed. It is recommended that you clean and repack
the bearings before adjustment. Check hourmeter total
hours and refer to the truck’s PM schedule. See steer
wheel bearing lubrication procedure below.
To check the steer wheel bearings for excessive free play
or looseness :
Steer Axle Knuckle
1. Grasp the wheel with both hands and try to move it
by a rocking motion top-to-bottom. (C15-20s, C20-35) (C20-32C)

SM 709, Jun ’04 ➀ Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-1
Group 26, Steer Axle

The bearing components and arrangement are the same 4. Refer to the exploded view illustration of the cush-
for both the cushion and pneumatic types. Instructions for ion-wheel bearing assembly. Loosen and remove the
repacking/lubricating the bearing components apply to hubcap from wheel or hub. You may have to lightly
both types. tap hub cap with a hammer and chisel and use a pry
bar to loosen. Be careful not to damage mounting
surfaces. Remove O-ring from hubcap.
Bearing Disassembly
5. Clean the excess grease from around the wheel nut.
1. Be sure truck is parked and blocked up correctly and
safely to raise steer wheels off the floor. Refer to 6. Remove cotter pin, loosen and remove wheel nut and
“Lifting, Jacking, and Blocking,” in the Group “SA.” bearing washer.
2. Loosen lug nuts of pneumatic-tire wheels before 7. Remove outer bearing by pulling out on the cushion
completely raising rear wheels off the floor. wheel or pneumatic hub slightly to loosen bearings.
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.

Steer Axle
Knuckle
Cushion
Tire and
Wheel

Spindle Bearing
Washer Wheel Nut
and Cotter
Pin

Bearing

O-ring
Hubcap

Cushion Wheel Bearing Assembly(C20-32C)

26-2-2 • Steer Axle Wheel Bearing Maintenance and Adjustment SM 709, Jun ’04 ➀
 Group 26, Steer Axle

8. Pull the wheel or hub off the spindle. Support the 1. Install new inner and outer bearing cups by pressing
wheel or hub to avoid dragging the grease seal at the into hub or wheel. Be sure cups are fully seated in
back side across the thread on spindle end. Spindle bore.
guard remains on spindle.
9. Clean the old grease out of center of the wheel or
hub.
10. To remove inner bearing and seal, lay wheel or hub
down with outer edge up (support hub on blocking).
Remove the inner bearing cone and grease seal, using
a brass drift pin, rod, or piece of pipe to drive the
bearing and seal out of the hub.

2. Pack the bearings with grease and install the inner

bearing in the hub or wheel.
Bearing
and Cone

Grease
Seal

3. Pack cavity between bearing and grease seal half full

11. Clean and inspect the bearing cups and cones for
wear or other damage. Replace, as necessary.
IMPORTANT
Keep serviceable bearing cups and cones
matched together. Always replace bearing
cups and cones as a set.
with grease.
4. Install new grease seal in hub or wheel inner bore.
Apply coating of grease to inside diameter of seal
lips prior to assembly, then install seal in hub or
wheel bore.

12. Inspect grease seal for wear and damage. Replace as

necessary. It is recommended to install a new grease
seal whenever old ones are removed.
13. Use a standard puller to remove bearing cups from
hub or wheel if bearings require replacement.

Bearing Reassembly
5. Carefully press or tap grease seal into place with a
The procedures for packing and reassembling the bearing soft-faced mallet until seal is seated in bottom of
are the same for the cushion wheel or pneumatic wheel bore.
hub. 6. Install hub or wheel on spindle. Be careful not to
NOTE damage grease seal lip when moving the hub over the
Use Grade No. 2 EP multi-purpose grease, end of spindle and threads.
Clark MS-107C. 7. Pack cavity in hub between bearings one-half full
with grease.

SM 709, Jun ’04 Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-3
Group 26, Steer Axle
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 N⋅m (20-23 ft⋅lb).
11. Back wheel nut up until it is loose.
12. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 N⋅m (1.7-2 ft⋅lb).
13. Back up wheel nut to nearest slot and install new cot-
ter pin. Bend cotter pin tabs.
14. Recheck for correct bearing adjustment by rotating
the wheel by hand. Wheel should rotate freely or
with only slight “drag”. Readjust bearings by adjust-
ing wheel nut as necessary to avoid binding in bear-
ings.
15. Pack the area around wheel nut with grease.
16. Refit O-ring on hubcap and install hubcap by tapping
into place with a rubber or plastic-faced hammer.
26-2-4 • Steer Axle Wheel Bearing Maintenance and Adjustment
17. Remount wheel and tire as applicable for pneumatic-
tire assemblies. See Group 22 for mounting proce-
dures and nut torques.
Wheel Bearing Adjustment
The steer wheel bearings are retained and adjusted by the
wheel nut.
NOTE
You should clean and repack the wheel bear-
ings before performing a wheel bearing
adjustment. See “Wheel Bearing Lubrica-
tion” in this Section for the complete proce-
dure.
1. Make sure the truck is parked on a level, hard sur-
face, the upright is fully lowered, the drive wheels
are chocked, and the steer wheels are jacked and
blocked securely. Refer to “Lifting, Jacking, and
Blocking” for safe procedures.
2. Remove hubcap.
3. Remove and discard cotter pin.
4. Loosen wheel nut.
5. After wheel nut is loosened, hit the top of wheel to
loosen the bearings. This moves the bearings free of
their seated, running position.
6. Rotate hub or wheel counter clockwise and torque
wheel nut to 27-31 N⋅m (20-23 ft⋅lb).
7. Back wheel nut up until it is loose.
8. While turning the hub or wheel counter clockwise,
torque the wheel nut to 2.3-2.8 N⋅m (1.7-2 ft⋅lb).
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 709, Jun ’04
 Group 26, Steer Axle

Section 3

Steer Axle Removal and Replacement

SM 709, Jun ’04 Steer Axle Removal and Replacement • 26-3-1

Group 26, Steer Axle

installation of the axle without disturbing the

! CAUTION blocking.
SAFE PARKING. Before working on truck:
4. Loosen and remove hydraulic steering lines from
1. Park truck on a hard, level, and solid steering cylinder. Plug fittings and cap open ends of
surface, such as a concrete floor with no lines. Keep all hydraulic fittings and openings clean.
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 Disconnect cylinder lines here.

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.”
! axle while removing, put forks in center of carriage
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
! CAUTION
Axle must be supported before any attaching
fasteners are removed.
5. If another lift truck is used to temporarily support
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 • Steer Axle Removal and Replacement SM 709, Jun ’04


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.
Silent mounting
Figure A. Steer Axle Mounting-Cushion(C20-32C)
SM 709, Jun ’04 ➀
Group 26, Steer Axle
Steer Axle Replacement
Replacement is the reverse of removal. Refer to Figures A
and B 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 tempo-
rarily 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.
Figure B. Steer Axle Mounting-Pneumatic(C20-35)
/ Steer Axle Mounting Pneumatic & Cushion(C15-20s)
Steer Axle Removal and Replacement • 26-3-3
Group 26, Steer Axle
4. Install axle assembly into frame by slowly raising it
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
C15-20s ; 235-288 N˜m (173-213 ft˜lb), C20-35 ;
170-190 N˜m (125-140 ft˜lb).
7. Remove temporary axle support from under truck.
8. Connect the hydraulic lines to steering cylinder.
Tighten fittings to 12-14 N˜m (106-123 in˜lb; 8.8-
10.3 ft˜lb).
IMPORTANT
Make sure all fittings and openings on the
hydraulic lines are clean.
26-3-4 • Steer Axle Removal and Replacement
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.
If the system appears to be operating correctly, drive
the truck slowly. Fully steer the vehicle in each direc-
tion and check response.
13. Check steering cylinder hose line connections and
cylinder rod seals for any evidence of oil leakage
before returning the truck to service.
SM 709, Jun ’04
 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 709 26-4-1
 Group 26, Steer Axle

Preparation For Steer Axle 2. Remove the bearing cover from steer axle top and
bottom.
Disassembly and Overhaul
Bearing cover
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.
• Keep all parts in order as disassembly progresses.
Take care to properly identify each part and its
order of removal. If necessary, keep notes and put
markings on parts using a non-destructive marker
such as a grease pencil or felt-tipped pen.
• If necessary, see Section 2, “Steer Axle Removal 3. Drive the kingpin down and out of the assembly.
and Replacement,” for the procedures to remove Remove the steering knuckle. Note right and left
the steer axle from the truck. knuckle parts.
• See Section 4, “Steer Cylinder Removal and IMPORTANT
Replacement,” for the procedures to remove the
Do not let the knuckle or pin fall when the
steering cylinder and steering links from the steer
pin is removed.
axle.
• See Section 5, “Steering Cylinder Overhaul,” to 4. Remove the kingpin retainer pin from the base of the
disassemble the steer cylinder. kingpin.
5. Remove the knuckle bearing washers, dust covers,
Steer Axle Disassembly upper and lower grease seals, bearings, and bearing
cups from the assembly.
To disassemble the steering knuckle, kingpin, and bearing
from the steer axle, it is not necessary to remove the axle
Spacer
from the truck.
Grease Seals
1. Remove the cotter pin from the bottom of the steer-
ing link pin and remove the pin. Steering link is free Bearing
to be removed from the cylinder rod and knuckle.

Cylinder rod Steering link pin

Steer link pin

Cylinder rod

Steering link
Snap ring
Bearing cups may be removed by hand, by using a
Steer link
bearing puller, or by tapping out using a brass drift pin.
Cotter pin

SM 709 26-4-2
 Group 26, Steer Axle

Parts Inspection 3. Set the slide the king pin into the steer axle/knuckle
bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam- Bearing cover
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.

Steer Axle Reassembly

Recommended greasing procedure :
a. Use Grade No. 2 EP multi-purpose grease,
CLARK MS-107 or equivalent.
b. Pack all tapered roller bearings with grease
before assembly.
c. Pack knuckle pin (bearing) seals with grease
before assembly.
d. Fill steer link sockets with grease through grease
fittings after axle is assembled.
1. Install the upper and lower knuckle bearing cups into
the knuckle housing bore. Tap into place with a brass
drift pin or equivalent.
Spacer
Grease Seals
Bearing
4. Reassembly the bearing cover form steer axle top
and bottom.
5. Shimming adjustment for steer axle bearing pre-load.
a. When installing the bearing carrier, rotate the
steer knuckle through its full range of movement
3-4 times before tightening the retainer bolts.
This will allow the knuckle trunnion to properly
seat in the bearing
b. Measure dimension "X" with a feeler gage and
assemble a set of shims with a thickness of
0.127-0.229mm less than the measured dimen-
sion.
c. Disassemble the bearing carrier and bearing.
Install the shim pack. Reassemble the bearing and
bearing carrier, then install and torque the bol

Bearing

Shim pack

IMPORTANT
Make sure that bearing cup is fully seated
“B”

“A”

against the shoulder in bore. There must be

no gap left between cup and the shoulder in Bottom cover

the bore at assembly. Bolt

2. Apply grease to upper and lower knuckle bearings

and install bearings, grease seals, and washers to
bores of knuckle.

SM 709 26-4-3
 Group 26, Steer Axle

6. Replace steering link pin and cotter pin to join the

cylinder rod to the steering link and knuckle.

Steer link pin

Cylinder rod

Steer link
Cotter pin

7. Reinstall grease fitting in knuckle housing and lubri-

cate with recommended grease.

Knuckle housing

Grease fitting

SM 709 26-4-4

Section 5
Steer Cylinder 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.
Steer Cylinder Removal
The steer cylinder can be removed from the steer axle for
overhaul or replacement without removing the steer axle
from the truck. The cylinder should be overhauled or
replaced if steering problems or troubleshooting informa-
tion indicate the cylinder is malfunctioning. See Group
25, Section 2, “Steering System Troubleshooting,” for
steering problem diagnoses. See Section 6 in this Group
for steer cylinder overhaul procedures.
1. Place a drain pan under the steer cylinder and remove
the hydraulic lines from the cylinder fittings. Cap fit-
tings and lines to prevent fluid from leaking and to
protect the components and hydraulic system from
dust and dirt. Label hoses and fittings for correct
reassembly.
Remove fittings
2. Remove the snap ring from the bottom of the steering
link pin. Steering link pin attaches steer cylinder rod
end to steering link.
SM 709, Jun ’04
Group 26, Steer Axle
Steer link pin
Cylinder rod
Steer link
Cotter pin
NOTE
Mark left-side and right-side parts for cor-
rect reassembly.
3. Tap steer link pin upward until it clears the steering
link bearing and remove the pin.
4. Remove steer link bearing from steering link-to-cyl-
inder rod end bore.
5. Rotate the steering link away from the cylinder rod
end.
6. Repeat steps 1 through 5 for the opposite side of the
steer cylinder.
7. Remove the four steer cylinder mounting bolts and
washers from the steer axle. Removal torque on these
bolts can be as high as 405 N˜m (300 ft˜lb).
Cylinder is now ready to be removed from the steer axle
body. Cylinder must be lifted off dowel pins positioning
cylinder to axle body.
Mounting bolt
! CAUTION
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
prepared to lift and move the full weight of
the cylinder.
Steer Cylinder Removal and Replacement • 26-5-1
Group 26, Steer Axle
Parts Inspection
Completely inspect all parts :
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid.
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be
sure they are not bent or twisted. Check all threaded
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil. Keep
all parts clean and covered.
5. Remove and clean all grease fittings before reassem-
bling cylinder components.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure
check or troubleshooting tips indicate a problem with
steer cylinder performance.
Steer Cylinder Replacement
1. Remount the steer cylinder onto the steer axle dowel
pins; set bolts and washers in place and torque
mounting bolts to 240-270 N˜m (177-199 ft˜lb).
Mounting bolt
! CAUTION
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
full weight of the cylinder as you set it into
position.
26-5-2 • Steer Cylinder Removal and Replacement
2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
new bearings if scoring or wear marks are evident or
if the bearings do not operate smoothly.
Steer link pin
Cylinder rod
Steer link
Cotter pin
3. Rotate steering link into cylinder rod end and align
bearing hole with rod end.
4. Tap pin through steer link bearing hole with cotter
pin hole on lower end.
IMPORTANT
Make sure bearing is properly aligned with
pin in the hole.
5. Install the cotter pin to the steering link pin.
6. Repeat steps 1 to 5 for rod end-to-steering link con-
nection for opposite side.
7. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure” for replacement procedures.
Remove fittings
8. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
9. Test function of steer cylinder before returning the
truck to service.
SM 709, Jun ’04
 Group 26, Steer Axle

Section 6

Steer Cylinder Overhaul

IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Steering Cylinder
Cushion-tire truck cylinder with “C” stamped on rod end;
Pneumatic-tire truck cylinder with “P” stamped on rod end.

SM 709, Jun ’04 Steer Cylinder Overhaul • 26-6-1

Group 26, Steer Axle

Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 5 for removal of steer cylinder from the
steer axle body. Piston Seal
O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.

1. Overhaul steer cylinder only in a clean, dust-free

location, using clean tools and equipment. Dirt or grit
will damage the highly-machined surfaces and will
result in leakage or premature failure of components.
Cleanliness of the hydraulic circuit is extremely
important to the proper operation and maintenance of
the system. Be sure the work area is clean.
6. Remove (inner) gland packing (O-ring) seal.
2. Before disassembly, the exterior of the steer cylinder Replace with new seals at assembly.
should be carefully cleaned to remove all dirt and
grease accumulation.
3. Be sure all hydraulic fluid has been removed from
the cylinder. Stroking the piston rod will help force
the fluid out. Rod Wiper
4. Before starting disassembly, the steer cylinder should
be carefully examined to determine if there is any Rod(U-Cup)
external damage. Seal

Steer Cylinder Disassembly

1. Clamp the steer cylinder assembly in a vise. Wrap
the cylinder in a course cloth to prevent slipping and
scratching. Use extreme caution when tightening vise
and do not overtighten ; cylinder can be bent, dis-
torted, and potentially destroyed.
2. Remove one gland by pulling it from cylinder barrel
and pulling it off the piston rod.
Gland Gland
Cylinder
Barrel
Piston Rod
Cylinder Cut-away
3. Remove the piston and rod assembly from the cylin-
der.
7. Remove the rod (U-cup) seal and rod wiper from
gland and discard. Note direction of seal and wiper
seating for correct reassembly. Replace with new
seals and wipers at assembly.
Parts Inspection
1. Carefully clean all parts in an approved solvent and
place on a clean surface.
2. Check the piston for chips, cracks, and looseness on
the rod. If loose, replace rod and piston assembly.
3. Be sure the piston-seal groove in the piston is
smooth, true, and undamaged.
4. Check the piston rod for damage. Look for scratches,
grooves, gouges, pitting, corrosion or other evidence
of unusual wear. Minor surface damage may be
repaired by use of fine abrasion cloth or stoning.
Deeper damage will require replacement of piston
rod assembly.

26-6-2 • Steer Cylinder Overhaul SM 709, Jun ’04

 Group 26, Steer Axle

5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out-
Piston Seal
side for damage. Inspect all welds for cracks. O-ring
6. Inspect the cylinder ports and threads to be sure they
are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Inner Gland
Packing (O-
Steer Cylinder Reassembly ring) Seal

Check to make sure the overhaul kit you have is correct

and that all parts are included.
IMPORTANT
Be sure inside of cylinder and all parts are
clean before starting reassembly.
Assemble cylinder carefully to prevent dam-
age to seal lips and O-rings. Seals should be
lubricated with hydraulic oil to assist assem-
bly into cylinder barrel and gland.
Heating seal rings in boiling water before 4. Install new rod wiper and rod (U-cup) seal in outer
starting assembly will aid in assembly. end of gland.

1. Install new O-ring seal on the piston.

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, Jun ’04 Steer Cylinder Overhaul • 26-6-3

Group 26, Steer Axle

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.
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).

8. Repeat above procedure for installation of opposite

gland.

26-6-4 • Steer Cylinder Overhaul SM 709, Jun ’04

 GROUP 29

GROUP 29

HYDRAULIC SUMP, FILTERS, AND PUMP

Hydraulic Sump, Filters, and Pump

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

Hydraulic Pump Troubleshooting .......... Section 2

Hydraulic Filters and Fluid

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

Hydraulic Pump Removal

and Replacement .................................. Section 4

Hydraulic Pump Overhaul

(Hanil Pump)-C20-35 ............................... Section 5

Hydraulic Pump Overhaul

(Jinsung Pump)-C15-20s .......................... Section 6

IMPORTANT
This Group (29) covers the hydraulic pump for the load handling system,
steering system, and standard brake system. It also covers the charging
pump for the standard transaxle, which is contained in the same housing
as the load handling system pump.

NOTE
Other hydraulic-related components and circuits are described and illus-
trated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,”
Group 30, “Hydraulic Control Valve/Lift Circuit,” Group 32, “Tilt Cylin-
ders,” and Group 34, “Uprights.” Refer to these other groups for hydrau-
lic components not coverend in this group.

SM 709, Jun ’04① Group 29, Hydraulic Sump, Filters, and Pump
 Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Hydraulic Sump, Filters, and Pump
Specifications and Description
Specifications
Hydraulic Pump Type : Transmission-driven, gear-type
with integral load sensing priority flow valve and pressure
relief valve. On the standard transaxle truck, the pump is
tandem-mounted with the transmission charging pump.
Sump Type and Capacity : Tank is built into truck frame
with capacity of C15-20s : 24L(6.3 gallons), C20-32C :
37.4L (9.9 gallons) for cushion-tire trucks.
34L(9.0 gallons) for pneumatic tire trucks(C15-20s), 40L
(10.6 gallons) for pneumatic-tire trucks (2.0-2.5 capacity)
and 44L (11.6 gallons) for pneumatic-tire trucks (3.0-3.5
capacity).
Hydraulic Fluid Type : Clark Hydraulic Fluid MS-68.
Filter Type : Disposable, glass micro-fiber element.
Suction Screen : 100 mesh stainless steel screen mounted
in sump.
Service Intervals
Hydraulic Fluid Level Check/Condition Sample : Every
50-250 hours or each PM.
Hydraulic Fluid Change (Drain and Refill) : Every year or
2000 hours of operation.
Hydraulic Fluid Filter Replacement : After the first 50
hours of operation, then every 6 months or 1000 hours of
operation.
Hydraulic Sump Suction Screen Cleaning : Every year or
2000 hours of operation/ with every fluid change.
Lift Speed Test : Every 50-250 hours or each PM.
Fastener Torques
Pump to Transmission Fasteners : C15-20s : 70-80 N˜m
(52-59 ft˜lb), C20-35 : 151-183 N˜m (111-135 ft˜lb).
Suction Hose to Pump Coupling: 20-27 N˜m (15-20 ft˜lb).
Suction Screen to Sump Threading: 40.5~47.5 N˜m
(30~35 ft˜lb).
Return-Line Filter Socket and Flange Mounting Cap-
screws 5-6 N˜m (45-53 in˜lb; 3.75-4.5 ft˜lb).
Dipstick Fitting: 5-6 N˜m (45-53 in˜lb; 3.75-4.5 ft˜lb).
SM 709, Jun ’04 ¿ Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-1
Description
NOTE
See Group 30 for a description of the com-
plete hydraulic circuit.
The hydraulic sump is installed in the right-hand side
compartment of the truck frame. The sump is equipped
with a return line filter, oil level dipstick, and suction
screen.
On the standard transaxle truck, the main hydraulic pump
is mounted to the transmission and is gear-driven by the
transmission.
On the standard transaxle truck, the main hydraulic pump
is tandem-mounted with the transmission charging pump.
The main hydraulic pump and transmission charging
pump are removed and replaced as a single unit. The
transmission charging pump should be overhauled when-
ever the main hydraulic pump is overhauled. (C20-35)
The main hydraulic pump draws fluid from the sump. The
pump includes a load-sensing steering priority valve. The
valve variably divides flow between the steering system
and the main hydraulic system, with priority given to the
steering system. (C20-35)
The steering system pressure relief valve is in the pump
assembly. This valve limits the fluid pressure to the steer-
ing circuit by rerouting fluid, avoiding possibly damaging
pressures from building in the circuit. A gauge port on the
pump allows you to test the hydraulic pressures for both
steering relief and lift/tilt functions. (See Group 30 for
pressure testing procedures.) (C20-35)
Oil from the load handling, steering, and braking circuits
returns to the sump tank through the full-flow return-line
filter. The throwaway hydraulic fluid filter fits in a can-
nister mounted in the sump tank opening. A pressure
switch gauges flow conditions and lights a warning on the
dash panel to indicate flow restrictions. On hydrostatic
transmission trucks, drive circuit oil returns to the sump
through a separate port after being filtered in the drive
pump assembly.
Group 29, Hydraulic Sump, Filters, and Pump

Serviceable items are the pump, the return line filter, and tings, clamps, and the return-line filter restriction switch
the suction screen. Other components, such as hoses, fit- are non-serviceable and should be replaced if faulty.

Steering gear

Supply line to Steering gear

steering gear
Hydraulic control valve
Supply line to
steering gear Hydraulic control valve

Main hydraulic pump

Gauge port
Sump
Supply line to hydraulic
control valve
Gauge port Suction line Main hydraulic pump

Supply line to hydraulic

control valve

(C15-20s)
Suction line
Sump suction screen
(C20-35)
Return line Sump
filter assembly

Steering gear

Air breather
Return line Hydraulic control valve
filter assembly

Hydraulic control valve

Air breather

Return line from

control valve & steering gear

Return line from

(C15-20s)
control valve & steering gear
(C20-35)

29-1-2 • Hydraulic Sump, Filters, and Pump Specifications and Description SM 709, Jun ’04 ➀
 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Sump, Filters, and Pump Schematic

Lift/Tilt/Aux
Circuit

Pump
Assembly Return line filter and
bypass valve
Steering
Circuit
Gauge
Port
Air breather filter
Load
Suction strainer sensing line

Sump Tank

Schematic for Standard Transaxle Truck(TA30)

SM 709, Jun ’04 ➀ Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-3
 Group 29, Hydraulic Sump, Filters, and Pump

Section 2

Main Hydraulic Pump Troubleshooting

The following is a list of problems and solutions relating
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to
Groups 30 and 34.
Noisy pump
• Hydraulic fluid level low ; measure, and correct,
fluid level.
• Fluid viscosity too high ; change to specified fluid.
• Sump suction screen dirty ; check and clean.
• Air leak at pump inlet line ; check plumbing tight-
ness.
• Inlet line restriction ; check for foreign material or
line kinks, clean sump suction screen.
• Air leak at pump shaft packing ; replace packing.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Pump not delivering hydraulic fluid
• Hydraulic fluid level low ; check, and correct, fluid
level.
• Sump suction screen dirty ; check and clean.
• Inlet line restriction; check for foreign material or
line kinks, check and clean suction screen.
• Air leak in suction line ; check plumbing tightness.
• Fluid viscosity too high ; check fluid viscosity and
change to specified fluid.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Pump not developing sufficient pressure
• Leak in hydraulic control system ; check system
for and correct leaks.
• Inlet line restriction ; check for foreign material or
line kinks, check and clean suction screen.
• Suction screen dirty ; clean screen.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
Pump output low
• Cavitating pump ; see “Noisy pump” above.
• Air in fluid or wrong fluid ; drain and refill with
correct fluid.
• System relief valve set too low or too high, stuck or
leaking; correct relief valve, pump may be OK.
• Overheated fluid ; see remedies under “Overheated
pump and/or fluid” below.
• Contaminated fluid ; correct contamination source
and replace fluid.
• Gear face, body or cover nicked ; replace.
• Excessive side loading, wear plate tight in body
bore, pinched thrust plate ; inspect and rebuild.
Foaming fluid
• Cavitating pump; see “Noisy pump” above.
• Wrong fluid ; drain and refill with correct fluid.

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 709, Jun ’04 Main Hydraulic Pump Troubleshooting • 29-2-1

Group 29, Hydraulic Sump, Filters, and Pump
Overheated pump and/or fluid
• Low viscosity fluid ; drain and refill with correct
fluid.
• Contaminated fluid ; drain fluid, clean suction
screen, replace filter, and refill sump.
• Cavitating pump; see “Noisy pump” above.
• Pump drive shaft misaligned ; check mounting and
alignment.
• Axial loading on drive shaft ; check shaft end
clearance and shaft alignment; check for worn key/
spline.
• Relief valve usually in bypass ; check relief setting.
External leakage
• Excessive system pressure ; replace pressure con-
trol valve on main hydraulic valve.
• Faulty or distorted pump seal gasket ; replace seal
gasket.
• Damaged surfaces on pump body or cover ;
replace.
29-2-2 • Main Hydraulic Pump Troubleshooting
Shaft seal leakage
• Damaged or worn seal ; replace.
• Shaft scratched or worn or seal nicked ; repair (pol-
ish) or replace and add new seal.
• Front cover bearing out of position ; replace front
cover assembly.
• Shaft seal housing bore scratched ; replace front
cover assembly.
• Improper fit of shaft ; replace front cover assembly.
• Contamination; inspect and rebuild.
• Pump run with wrong rotation ; replace shaft and
pressure loading seals.
• Seal installed backwards ; inspect and rebuild.
SM 709, Jun ’04
 Group 29, Hydraulic Sump, Filters, and Pump

Section 3

Hydraulic Filters and Fluid Maintenance and Change

IMPORTANT
Before removing any component for service,
make sure the correct repair parts, seals, and
Return line filter Dipstick
element canister gasket sets are available. Keep all parts clean
during maintenenace and fluid and filter
changes. Do not allow any contamination into
Air breather
the hydraulic fluid sump or other compo-
nents.

Hydraulic sump

Return Line Filter

Suction Line Filter

Suction Line Filter

SM 709, Jun ’04 ➀ Hydraulic Filters and Fluid Maintenance and Change • 29-3-1
Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Sump Fluid Level Check
Check the hydraulic sump tank fluid level with :
• Truck on a level surface.
• Engine stopped.
• Upright tilted fully back.
• Fork and carriage fully down.
• Fluid at room temperature.
1. Tilt steering column forward and open the engine
cover. Hydraulic fluid return filter and dipstick
assembly is on right side of frame.
5. Check the time (hours) of usage and condition of the
hydraulic fluid (age, color or clarity, contamination,
etc.). Replace fluid every 2000 hours of operation or
as necessary.
NOTE
In the event of failure of a major component
(e.g., main pump) in the hydraulic system or
with the possibility of other severe contami-
nation of the fluid, samples of hydraulic fluid
should be submitted to an independent com-
mercial laboratory for analysis of the con-
taminant level.

Dipstick
Hydraulic Filters Change
Air breather Replace the in-tank, return-line filter and sump breather
element every 1000 hours, at each fluid change, or when
signalled by the filter indicator light.
1. Open the engine compartment for access to sump fil-
ter.
2. Remove the return filter cap and remove and discard
filter element. Fit new filter onto cap holder.
Hydraulic Fluid Return Filter and Dipstick Assembly.
2. Pull the dipstick out, wipe it clean, and push it back
into the dipstick tube. Remove the dipstick again and
check the fluid level indication.
3. The hydraulic system fluid level should be between
the fluid level markings on the dipstick. These marks
represent an operating range for fluid levels.
Return filter
NOTE canister
Approximately C15-20s : 24L(6.3 gal), C20-
32C : 37.4 L (9.9 gal) of hydraulic fluid are
required to fill the hydraulic sump to the F
(Full) mark on a cushion-tire truck. Do not
overfill.
Approximately C15-20s : 34L(9.0 gal), C20-
25 : 40L (10.6 gal) and C30-35 : 44L (11.6 gal) 3. Replace the cap but do not overtighten.
are required on a pneumatic-tire truck. Do
not overfill.

4. Add recommended fluid only. Remove the return fil-

ter cap, set a funnel in the opening, and slowly add
hydraulic fluid.
NOTE
Remove or pull dipstick part way out to vent
air from sump while filling.

29-3-2 • Hydraulic Filters and Fluid Maintenance and Change SM 709, Jun ’04 ➀
 Group 29, Hydraulic Sump, Filters, and Pump

Hydraulic Fluid Change Suction Screen Cleaning

Fluid Draining
1. Place a suitably-sized drain pan under the sump and
open the drain. Drain pan should be at least 15-gallon
capacity.
Clean the suction screen in solvent and let dry completely.
If contaminants remain on the screen, blow screen clean
with air from inside to outside. Replace the suction screen
if damaged.
! CAUTION
OSHA-approved eye protection rated for 200
kPa (30 psi) is required for air-cleaning oper-
ation.

Fluid Replacement
1. Replace sump drain plug.
2. Check condition of O-ring. Replace O-ring if it is
cracked, nicked, scuffed, hardened, or does not seat
properly.
3. Insert the clean suction screen into the sump opening
and tighten the hex head to 40.54~47.5 N⋅m (30~35
Sump drain ft⋅lb).

2. When the sump is completely drained, loosen the

suction hose clamp at the sump suction screen. Sump suction
screen

O-ring
Sump suction screen

4. Replace the suction hose and clamp on the screen fit-

ting. Torque clamp to 38 N⋅m (28 ft⋅lb).

O-ring

3. Disconnect and cap the pump suction hose.

Suction Hose
4. Remove the suction screen by loosening the hex head
cap from the sump threads. Pull the suction screen
from the sump tank.
5. Check condition of O-ring. Replace O-ring if it is
cracked, nicked, scuffed, hardened, or does not seat
properly. 5. Install a new return filter element and breather ele-
ment.
Flush the sump with 2L (2 quarts) of new hydraulic fluid
to clean away any dirt or other contaminants. 6. Set a large, clean funnel in place in the return filter
opening.

SM 709, Jun ’04 ➀ Hydraulic Filters and Fluid Maintenance and Change • 29-3-3
Group 29, Hydraulic Sump, Filters, and Pump

7. Refill the cushion-tire truck sump with C15-20s : 24L

(6.3 gal), C20-32C : 37.4 L (9.9 gal) new, clean
hydraulic fluid ; refill the pneumatic-tire truck sump
with C15-20s : 34L (9.0 gal), C20-25 : 40L (10.6 gal),
C30-35 : 44L (11.6 gal) clean hydraulic fluid. Use
only Hydraulic Fluid MS-68, Clark part number
1802155.
NOTE
Remove the dipstick to vent air from sump
while refilling.

8. Clean up any oil spills.

Check Operation of Hydraulic System

! CAUTION
Be sure there is adequate overhead clearance
before raising the upright.

1. Start the engine and cycle the hydraulic system sev-

eral times :
• Raise the lift carriage to the highest position and
lower fully down.
• Tilt upright fully forward and fully back in both
raised and lowered position.
2. Check for leaks in the hydraulic system. Clean up
any fluid spills.

! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.

3. Turn engine off and check hydraulic sump fluid level.

Add fluid, as necessary, to bring the fluid level to the
correct FULL level as shown on dipstick. Do not
overfill.
4. Close the engine compartment. Remove blocks from
the wheels, if used.

29-3-4 • Hydraulic Filters and Fluid Maintenance and Change SM 709, Jun ’04 ➀
 Group 29, Hydraulic Sump, Filters, and Pump

Section 4

Hydraulic Pump Removal and Replacement

! Hydraulic Pump Removal

CAUTION
SAFE PARKING. Before working on truck: The hydraulic pump and the transmission charging pump
are a combined unit. The hydraulic pump and transmis-
1. Park truck on a hard, level, and solid sion charging pump must be removed, overhauled, and
surface, such as a concrete floor with no replaced as a unit.
gaps or breaks. 1. Tilt the steering column fully forward and raise the
2. Put upright in vertical position and fully engine cover.
lower the forks or attachment. 2. Remove the floorboard.
3. Put all controls in neutral. Turn key 3. Remove and label lines from pump and cap the ends.
switch OFF and remove key. Place the open ends of lines in an out of the way
4. Apply the parking brake and block the position that will prevent oil spillage.
wheels.
Hydraulic
Control Valve
Main hydraulic pump

To
Hydraulic
Control
Valve Trasmission

Load Sensing
Line to Steering
Supply to Gear
Steering Gear

To
Hydraulic
Control
Valve
Trasmission

From Hydraulic
Sump
Hydraulic Pump Plumbing for Standard Transaxle
Truck. Also load sensing line to steering gear connects to
pump on side not shown.

SM 709, Jun ’04 ➀ Hydraulic Pump Removal and Replacement • 29-4-1

Group 29, Hydraulic Sump, Filters, and Pump

IMPORTANT 3. Install the hydraulic lines on pump :

Keep all lines, fittings, and ports covered and • Lubricate all O-rings with a light coating of system
clean. hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
4. Remove the fasteners attaching pump to transmis- vent twisting lines. See Group 40 for hydraulic fit-
sion. ting tightening procedures.
5. Remove pump and O-rings. NOTE
6. See Section 5 & 6, “Hydraulic Pump Overhaul,” for Always replace hydraulic sump return fluid
service to the pump. filter when installing new or rebuilt pump.
See Section 3, “Hydraulic Filters and Fluid
Maintenance and Change.”
Hydraulic Pump Replacement
1. Be sure new or rebuilt pump is well oiled prior to 4. Replace the floorboard.
installation. 5. Close engine cover.
IMPORTANT
Keep all components clean while replacing. Pump Operation Check
2. Install pump on transmission using new O-rings. 1. Start the engine and note if pump is running properly
Install and tighten pump mounting fasteners to and not making any unusual noise.
torque C15-20s : 70-80 N⋅m (52-59 lbf⋅ft), C20-35 : 2. Check pump output. Cycle (raise and then lower) the
90-110 N⋅m (66-81 lbf⋅ft). upright several times. Tilt the upright fully forward
Transmission and back, and again listen for any unusual pump
noise.
Gasket

Hydraulic Pump
! CAUTION
Make sure there is sufficient headroom to
fully extend the upright.

Transmission
Case
O-rings

Hydraulic Pump

Hydraulic Pump Mounting on Standard Transaxle Truck.

29-4-2 • Hydraulic Pump Removal and Replacement SM 709, Jun ’04 ➀

 Group 29, Hydraulic Sump, Filters, and Pump
Section 5
Hydraulic Pump Overhaul(Hanil Pump)-C20-35
IMPORTANT
On the STANDARD TRANSAXLE truck,
the hydraulic pump and the transmission
charging pump are a combined unit. The
hydraulic pump and the transmission charg-
ing pump must be removed, overhauled, and
replaced as a unit.
The following pump overhaul procedures
depict the pump assembly for the standard
transaxle truck.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
SM 709, Jun ’04 ①
Preparation for Pump Disassembly
NOTE
Pump disassembly involves separating the lift
pump from the transmission charge pump. It
is recommended that the transmission charge
pump be overhauled when the lift pump is
overhauled. Instructions for overhauling
both pumps are included in the following
procedures.
• Overhaul pump only in a clean, dust-free location,
using clean tools and equipment. Dirt or grit will
damage the highly-machined surfaces and will
result in leakage or premature failure of the pump.
Be sure the work area is clean.
• Plug openings before cleaning and brushing to
avoid contaminating internal parts. Clean exterior
of pump/valve with a good grade solvent, and dry
thoroughly. Use a wire brush if necessary to
remove dirt accumulations.
• Before beginning disassembly, scribe match marks
on the body and cover to ensure that pump will be
reassembled in the same manner as it was shipped
from factory. If the body or rear cover is replaced
during overhaul, scribe a match mark on the new
part as on the part it replaced. This ensures that
inlet and outlet with respect to rotation, is kept the
same.
Hydraulic Pump Overhaul(Hanil Pump)-C20-35 • 29-5-1
Group 29, Hydraulic Sump, Filters, and Pump
Pump Disassembly
IMPORTANT
The transmission charge pump section of the
pump assembly is present only on standard
transaxle trucks.
IMPORTANT
Keep parts in assembly order as removed to
assure correct reassembly.
Case Disassembly
1. Remove the four bolts and washers (1 & 2).
2. Lightly tap the lift pump to free it from the flange
adapter (14) or the pump flange (22), depending on
pump configuration. Completely separate the units.
3. Remove and discard the body O-ring (4) from the
face of the flange adapter (14) or the pump mounting
flange (22), depending on pump configuration.
4. Proceed to “Transmission Charge Pump Disassem-
bly” if you are servicing the pump used in the stan-
dard transaxle truck ; otherwise proceed to “Lift
Pump Disassembly.”
Transmission Charge Pump Disassembly
1. Remove the lock nut (27), tab washer (26), woodruff
key (25) from the driveshaft (18) or (10), depending
on pump configuration.
2. Remove the drive gear with a suitable puller.
3. Remove and discard shaft seal (24) from the pump
mounting flange (22). Push the shaft seal squarely
and carefully out of the mounting flange seal bore.
An arbor press can be used to remove the seals.
IMPORTANT
Be careful not to damage the machined seal
bore in pump body when removing the seal
because this will result in seal leakage.
If seal bore or recess is scored, Loctite
hydraulic sealant must be applied to the
outer diameter of the seal.
4. Loosen and remove the four allen capscrews and
washers (12, 13) securing the flange adapter (14) to
the pump mounting flange (22).
5. Separate the adapter from the flange. Use a rubber
mallet to tap the two components apart if necessary.
29-5-2 • Hydraulic Pump Overhaul(Hanil Pump)-C20-35
6. Remove and discard the charge pump ring-seal (21).
7. Remove and discard the charge pump flange O-ring
(28) and two smaller O-rings (23) from the transmis-
sion fluid inlet and outlet orifices on the flange.
8. Push the drive shaft (18) squarely out of the flange
and remove the driven gear (17).
9. Remove the bushing seal (20) and the thrust plate
(19) from the flange body.
10. Remove the shaft seal (15) and the circlip (16) from
the flange adapter. Remove and discard the inner
shaft seal (15) from under the circlip. Push the shaft
seal squarely and carefully out of the flange adapter
seal bore. An arbor press can be used to remove the
seals.
IMPORTANT
Be careful not to damage the machined seal
bore.
11. Proceed to “Lift Pump Disassembly.”
Lift Pump Disassembly
1. Carefully pull the pump body (9) and the valve body
(3) apart. Tap the pump body with a rubber mallet to
separate the two units if necessary. Valve disassem-
bly is explained in the next subsection.
2. Remove the back-up seal (5) and bush seal (6) from
the rear (flange-adapter end) of the pump body.
3. Remove the back-up seal (5) bush seal (6) from the
front (valve-body end) of the pump body.
4. Before removing the other internal components of
the pump body, mark the bushes (7, 8) on the front
and rear of the pump body for correct reassembly.
Mark the four bushes to denote :
• Bush on driveshaft flange-adapter end
• Bush on driven gear flange-adapter end
• Bush on driveshaft valve-body end
• Bush on driven gear valve-body end.
5. With the pump body lying on its side, pull the drive-
shaft and gear (10) squarely from the pump body
bringing the flange-end bushes (7, 8) out at the same
time.
6. Remove the driven gear (11) and the remaining two
valve-end bushes (7, 8).
SM 709, Jun ’04
 Group 29, Hydraulic Sump, Filters, and Pump

1. Bolt 14. Charge Pump Flange Adapter 27. Lock Nut

2. Washer 15. Shaft Seal 28. Charge Pump Flange O-Ring
3. Valve Body 16. Circlip 29. O-Ring
4. Body O-Ring 17. Driven Gear (for charge pump) 30. Spool Plug
5. Back-up Seal 18. Drive Shaft and Gear (for 31. O-Ring
6. Bush Seal charge pump) 32. Load Sensing Spring Seat
7. Bush 19. Thrust Plate 33. O-Ring
8. Bush 20. Bushing Seal 34. Control Spring
9. Pump Body 21. Charge Pump Ring Seal 35. Spool
10. Drive Shaft and Gear (for lift 22. Pump Mounting Flange 36. Guide Cap
pump) 23. O-Ring 37. Relief Valve Spring
11. Driven Gear (for lift pump) 24. Shaft Seal 38. Pilot Relief Valve
12. Allen Capscrew 25. Woodruff Key 39. O-Ring
13. Washer 26. Tab Washer 40. O-Ring
41. Pilot Relief Valve Seat
42. Core Plug

SM 661, Jun ’04 Hydraulic Pump Overhaul(Hanil Pump)-C20-35 • 29-5-3

Group 29, Hydraulic Sump, Filters, and Pump
Steering Priority and Steering Pressure Relief
Valve Disassembly
NOTE
Before beginning valve disassembly, clean the
exterior of the valve body (3) of all accumu-
lated grime that could enter the valve on dis-
assembly.
Steering Priority Valve Disassembly
1. Remove the spool plug and O-ring (30, 29) from the
bottom of the valve body. Discard the O-ring.
2. Remove the load sensing spring seat (32) and O-rings
(31, 33) and discard the O-rings.
3. Take out the control spring and spool (34, 35).
4. Remove the guide cap (36) from the top of the spool
to check and clean spool ports.
Steering Pressure Relief Valve Disassembly
NOTE
Disassembly of the relief valve seat (41) is not
recommended. If steering pressure relief set-
tings cannot be set accurately (see Group 25,
“Steering System Relief Pressure Check and
Adjustment”) replace the valve seat.
1. Gently pry out the core plug (42) from the relief
valve bore.
2. Screw out the threaded pilot relief valve seat (41).
3. Remove and discard the two O-rings (39, 40).
4. Remove the pilot relief valve (38).
5. Remove the relief valve spring (37).
29-5-4 • Hydraulic Pump Overhaul(Hanil Pump)-C20-35
Parts Inspection
General Inspection
1. Wash all parts with clean solvent and dry thoroughly.
Do not use wiping cloth material that leaves lint
when drying parts. If parts must be left for a long
period or overnight, cover with a clean cover.
2. Thoroughly inspect all components to determine
suitability for reuse. The following subsections pro-
vide advice on what to look for on the different pump
components.
3. Look for warping, scoring, bearing burns, grooves,
thread damage, and wear steps on all parts. Parts
showing evidence of these conditions should be
replaced. Parts that are even slightly out of true or
uneven, scratched, or grooved may lead to fluid leak-
age and diminished and shortened pump life.
Bodies
1. Inspect all body bore cut-ins where gears fit into the
parts. Bodies can only be reused if the cut-ins are
bright and polished looking.
2. Bodies should be replaced if :
a. Inner surfaces are scored (scratched, grooved, or
notched)
b. The finishes are dull or have a roughened surface
c. They show signs that the tips of gears are digging
in the bores.
3. Inspect end surfaces for smoothness and flatness; no
superficial damage which may adversely effect per-
formance or sealing can be evident.
4. Check all threaded ports and O-ring and shaft seal
recesses for marks, scratches, or evidence of unusual
wear that may cause imprecise fits and leakage.
NOTE
Replacement shaft seals can be installed with
Loctite hydraulic sealant to overcome slight
damage in areas where the seals are fitted.
SM 709, Jun ’04
 Group 29, Hydraulic Sump, Filters, and Pump

Bushes Transmission Charge Pump

1. The flat ends of the bushes (bush side-face) which fit 1. Examine the driveshaft and gear of the transmission
against the ends of the gear teeth (gear side-face) charge pump for excessive wear or damage from
should be perfectly flat with no signs of scoring. coupling with the drive gear in the transmission.
a. The side faces of both the bushes and the gears Replace the gear if damage is evident.
should bear a bright, polished appearance.
NOTE
b. Often there is a shadow (or witness) where the
tips of the opposing gears have wiped an overlap If the driveshaft and gear are not serviceable,
resembling a half-moon shape. No noticeable replace the gears as a matched set.
wear step must be evident between the bush and
gear side-faces; they must fit completely flat 2. Examine the thrust plate and bushing seal for scoring
together. or uneven wear and replace if damaged or worn. No
c. Replace the bushes and gears if they show scor- wear step should be evident on the plate and it should
ing, have a dull or roughened finish, or show be smooth and completely flat.
signs of wear steps or tearing of the bush or gear NOTE
side-face materials. A somewhat heavier wear pattern is normal
2. Bush bearing liners (inner bore) are reusable if they on the low pressure (inlet) side of the wear
show no signs of damage or scoring. The general out- plate. However, there should be no heavy
side areas of the bushes should not show any promi- scoring in this area.
nent signs of wear.
Steering Priority and Relief Valve
Gears
Valve components should be free of evident damage. All
NOTE parts are reusable except for replacement kit items. All
If the driveshaft and gear are not serviceable, items should be thoroughly cleaned and dried with a lint-
replace the gears as a matched set. free cloth before reassembly.
The load sensing valve spring seat (32) has an orifice in
1. Gear side-faces should be examined for scoring or the base of the spring recess that must be clean and free
other damage. from contaminants. Clean all threads completely.
2. Operation with contaminated fluid will leave scoring
between the driveshaft and the journal (the portion of
the driveshaft that rotates in the bush bearing) which
leaves a wear step.
Check for a wear step by drawing a sharp point
across the surface from the journal to the tip of the
gear. If a wear step is evident, the gear is unservice-
able.
3. Examine all gear teeth for signs of pitting or uneven
or unusual wear.
4. Journal surfaces should be completely free from
scoring or grooving and should be highly polished
and smooth to the touch.
Replace the gear if journal wear exceeds .001 inch
(0.025 mm).
5. Examine the areas where shaft seals run on gear
driveshafts. These areas show up as polished rings.
If a noticeable groove can be felt, or there is scoring
on the shaft, the driveshaft should be replaced.

SM 661, Jun ’04 Hydraulic Pump Overhaul(Hanil Pump)-C20-35 • 29-5-5

Group 29, Hydraulic Sump, Filters, and Pump
Pump Reassembly
IMPORTANT
The transmission charge pump section of the
pump assembly is present only on standard
transaxle trucks.
NOTE
Make sure all parts are completely clean.
Lubricate all bushes and gears with clean
hydraulic fluid. O-ring recesses and end faces
of the valve body, pump body, charge pump
flange adapter, and charge pump flange must
remain dry, however.
Steering Priority and Relief Valve Reassem-
bly
Steering Priority Valve Reassembly
1. Set the spool plug (30) with a new O-ring (29) in the
plug bore on the bottom of the valve body. Tighten
the spool plug to 55-59 lbf⋅ft (75-80 N⋅m).
2. Replace guide cap (36) on top of spool (35).
3. Set the spool (35) and control spring (34) into the
valve bore.
4. Thread the spring seat (32) with new O-rings (31, 33)
into the valve body. Tighten the spring seat to 74-78
lbf⋅ft (100-105 N⋅m).
Pressure Relief Valve Reassembly
1. Set the pilot relief valve (38) into the spring (37) and
set the two into the valve bore.
2. Replace the O-rings (39, 40) on the pilot relief valve
seat (41).
3. Insert the pilot relief valve seat into the body and
tighten the threads enough to take up the spring load.
NOTE
If a new seal kit was necessary for pump
overhaul, see Group 25, “Steering System
Relief Pressure Check and Adjustment” to
test for correct relief pressure in the valve.
Set the relief valve at that time and replace
the core plug (42) after final adjustment of
the valve.
29-5-6 • Hydraulic Pump Overhaul(Hanil Pump)-C20-35
Lift Pump Reassembly
1. Lightly clamp the valve body (3) face up into a vise.
2. Fit valve-end bushes (7, 8) into the lift pump body
(9).
3. Place the pump body on top of the valve body and fit
the driveshaft and gear (10) and the driven gear (11)
into their original positions in the pump body.
4. Fit the flange-end bushes (7, 8) into their original
bores on the pump body.
5. Fit the new bush seal (6) and back-up seal (5) in the
flange-end bushes. The bush seal is molded so that
the back-up seal is seated partially in it.
NOTE
Make sure the bush seal and back-up seal are
fitted correctly in the seal grooves of the
bushes.
6. Lift the pump body off the valve body and prop it on
the body-end so it is not resting on the driveshaft.
7. Fit another new bush seal (6) and back-up seal (5) in
the valve-body-end bushes. The bush seal is molded
so that the back-up seal is seated partially in it.
Check fit as in step 5.
8. Set a new body O-ring (4) into place on the valve end
of the pump body.
9. Place the valve body on the pump body and insert the
four bolts and washers (1 & 2) through the valve and
lift pump bodies.
NOTE
Component mating surfaces should be clean,
completely dry, and free of any hydraulic or
other fluids for correct fit.
10. Fit a new body O-ring (4) onto the lift pump side of
the flange adapter or pump mounting flange (22),
depending on pump configuration.
11. Set the valve and pump body assembly onto the
flange adapter (14) or pump mounting flange (22),
depending on pump configuration, and tighten the
bolts to 65-75 lbf⋅ft (88-102 N⋅m).
NOTE
If seal recess is scored, Loctite hydraulic seal-
ant must be applied to the outer diameter of
the seal. Apply a coat of high melting grease
to the shaft seal lips. Do not allow Loctite
onto seal lip.
SM 709, Jun ’04
 Group 29, Hydraulic Sump, Filters, and Pump

1. Bolt 14. Charge Pump Flange Adapter 27. Lock Nut

2. Washer 15. Shaft Seal 28. Charge Pump Flange O-Ring
3. Valve Body 16. Circlip 29. O-Ring
4. Body O-Ring 17. Driven Gear (for charge pump) 30. Spool Plug
5. Back-up Seal 18. Drive Shaft and Gear (for 31. O-Ring
6. Bush Seal charge pump) 32. Load Sensing Spring Seat
7. Bush 19. Thrust Plate 33. O-Ring
8. Bush 20. Bushing Seal 34. Control Spring
9. Pump Body 21. Charge Pump Ring Seal 35. Spool
10. Drive Shaft and Gear (for lift 22. Pump Mounting Flange 36. Guide Cap
pump) 23. O-Ring 37. Relief Valve Spring
11. Driven Gear (for lift pump) 24. Shaft Seal 38. Pilot Relief Valve
12. Allen Capscrew 25. Woodruff Key 39. O-Ring
13. Washer 26. Tab Washer 40. O-Ring
41. Pilot Relief Valve Seat
42. Core Plug

SM 661, Jun ’04 Hydraulic Pump Overhaul(Hanil Pump)-C20-35 • 29-5-7

Group 29, Hydraulic Sump, Filters, and Pump

Transmission Charge Pump Reassembly 11. Press the drive gear onto the drive shaft (18) and set
the woodruff key (25), the tab washer (26), and lock
1. Set the pump and flange adapter assembly so that
nut (27) on the shaft.
adapter surface faces up.
12. Fit new O-rings (23) into the charge pump inlet and
2. Fit a new shaft seal (15) over the drive shaft (10) and
outlet ports on the mounting flange.
down in the adapter recess. Use a press if necessary
to fit the seal. Do not scratch or dent the seal recess. 13. Proceed to “Final Check.”
NOTE
If seal recess is scored, Loctite hydraulic seal- Final Check
ant must be applied to the outer diameter of
Pour a small amount of clean hydraulic fluid into a port
the seal. Apply a coat of high melting grease
and check that the shaft can be rotated without undue
to the shaft seal lips. Do not allow Loctite
force.
onto seal lip.

3. Fit circlip (16) into grooved recess of the flange

adapter. Follow this with another new shaft seal (15)
as in the previous step.
4. Prop the pump mounting flange (22) on a level, flat
surface with the mounting-side down.
5. Set the bushing seal (20) and the thrust plate (19) into
the flange body.
6. Fit driveshaft and gear (18) and driven gear (17) into
their original positions in the charge pump mounting
flange (22).
7. Set the charge pump ring seal (21) on the mounting
flange.
8. With mating surfaces dry and clean, set the lift pump
assembly on the charge pump flange and insert the
four allen capscrews and washers (12, 13) though the
flange adapter (14) into the mounting flange. Tighten
the capscrews in alternating sequence to pull the
assembly down evenly into place. Tighten the cap-
screws to 28-32 lbf⋅ft (38-43 N⋅m).
9. Turn the assembly over and prop it so that the mount-
ing end is level and flat.
10. Fit a new shaft seal (24) over the charge pump drive
shaft and down in the flange recess. Use a press if
necessary to fit the seal. Do not scratch or dent the
seal recess.
NOTE
If seal recess iss scored, Loctite hydraulic
sealant must be applied to the outer diameter
of the seal. Apply a coat of high melting
grease to the shaft seal lips. Do not allow Loc-
tite onto seal lip.

29-5-8 • Hydraulic Pump Overhaul(Hanil Pump)-C20-35 SM 709, Jun ’04

 Group 29, Hydraulic Sump, Filters, and Pump

Section 6

Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s

IMPORTANT Specification
On the STANDARD TRANSAXLE truck,
the hydraulic pump and the transmission Pump Model JSP11
charging pump are a combined unit. The Displacement 25.4 cc/rev (1.55 cu.in/rev)
hydraulic pump and the transmission charg-
ing pump must be removed, overhauled, and MAX. pressure 245 kg/່ (3485 psi)
replaced as a unit. MAX. speed 3000 rpm
The following pump overhaul procedures
depict the pump assembly for the standard
transaxle truck.

IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
1. Shaft cover
2. Bushing
3. Gear housing
4. Port cover
5. Bushing
6. Gear set
7. Thrust plate
8. Channel seal
9. Square seal
10. Lip seal
11. Dowel pin
12. Bolt
13. Washer
14. Snap ring

SM 709, Jun ’04 Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s • 29-6-1

Group 29, Hydraulic Sump, Filters, and Pump
Disassembly and Assembly
Disassembly
• Clean the pump thoroughly prior to disassembly.
• Secure the pump in a vise with the drive shaft fac-
ing downward.
! Use soft material jaw liners, i.e copper or lead.
• Scribe marks on shaft cover, gear housing and port
cover prior to dismantling.
• Remove bolts and port cover. Use a soft faced
hammer to loosen the cover.
• Remove the square seal and channel seal.
• Remove the thurst plate and gear set.
! Prior to removal mark the driving gear and
driven gear so as to mesh the same teeth when
reassembling.
• Remove the gear housing from the shaft cover.
• Remove the lip seal from the shaft cover.
! Do not score the shaft cover seal bore.
29-6-2 • Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s
Assembly
• Inspect all parts for damage and wear, replace as
required.
! Lubricate all parts prior to installation.
• Install a new lip seal in the shaft cover.
! Use a proper driver to install the seal, make
sure the lip faces to the inside of the pump.
• Install square seals to the gear housing.
• Install the channel seals to the thrust plates.
• Install a thrust plate with the seal against the shaft
cover.
! Do not use force to install it, hold the thrust
plate level and slide it into position in the gear
housing.
! Install the thrust plates with the alignment
marks (grooves) on the outlet side of the gear
housing.
! Also note that the seal is shaped like a “3”,
ensure the open side of “3” faces the inlet port.
• Install the gear set.
! Be sure to align/mesh the marked teeth.
• Install a thrust plate with the seal facing the port
cover.
• Install the port cover and bolts. Torque the bolts to
specification.
SM 709, Jun ’04
 Group 29, Hydraulic Sump, Filters, and Pump

Inspection and Assessment
each component should be thoroughly cleaned, carefully
examined and assessed for suitability of re-use. Below is a
guide for inspecting the various components.
run on the drive shaft, this shows up as a polished ring or
rings. If a noticeable groove can be felt or there is scoring
the shaft should be replaced.

Gear housing
Inspect the body bore cut-in where both gears wipe into
the body.
The body can only be re-used if the ‘cut-in’ is bright and
polished in appearance and the depth does not exceed.
0.18 mm (0.007 in).
If the length of the contact traces is a half of the internal
length of the gear hole, it is normal. Thrust plate
The body should be inspected to ensure that there is no
The surface of the thrust plate is coated with a gray col-
superficial damage which may adversly affect perfor-
ored Teflon. In normal operation, a soft trace is left at the
mance or sealing. Pay particular attention to the port
point of gear contact as shown in the figure.
threads and body O-ring seal recesses.
A regular trace is not a problem, but any irregular scratch
or roughness felt by rubbing with a finger nail, or if the
thickness is less than 4.894 mm (0.1927 in) the plate
should be replaced.

Gear
The gear teeth should be carefully examined to ensure that
there are no signs of bruising, pitting or that a wear step If a hollow dowel pin is damaged it must be replaced.
can be felt.
If a new pin is loose in the bore of the gear housing, port
The journal bearing surfaces should be completely free cover or shaft cover, that part must be replaced.
from scoring or bruising.
The surface should appear highly polished and smooth to
touch. Gear set should be changed if the ɐ d size is below
ɐ 23.887mm (0.94in).
Examine the area where the shaft seal lips

SM 709, Jun ’04 Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s • 29-6-3

Group 29, Hydraulic Sump, Filters, and Pump

Seals
All seals should be replaced in reassembly.

Bushing
New bushings must be installed when the gear set is
replaced.
Always replace the bushings as a set.

29-6-4 • Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s SM 709, Jun ’04

 Group 29, Hydraulic Sump, Filters, and Pump

Trouble shooting
Trouble Probable cause Remedy
Pump not delivering fluid. Fluid intake pipe in reservoir restricted. Check all strainers and filters for dirt and sludge. Clean if
necessary.
Fluid viscosity too heavy to pick up prime. Completely drain the system.
Add new filltered fluid of the proper viscosity.
Air leaks at the intake, pump not priming. Check the inlet connections to determine where air is being
drawn in.
Tighten any loose connections.
See that the fluid in the reservoir is above the intake pipe
opening.
Check the minimum drive speed which may be too slow to
prime the pump.
Relief valve stuck open. Inspect and clean the relief valve.
Relief valve spring broken. Replace relief valve assembly.
Damaged internal pump parts. Disassemble and inspect gears, thurst plates, seals and pump
body.
Repair or replace pump.
Insufficient pressure build- System relief valve set too low. Use a pressure gauge to correctly adjust the relief valve.
up. Loss of flow from pump. Worn pump parts.
Damaged inlet or pressure line.
Pump making noise. Pump intake partially blocked. Service the intake strainers. Check the fluid condition and, if
necessary, drain and flush the system. Refill with clean
fluid.
Air leaks at the intake or shaft seal Check the inlet connections and seal to determine
causing cavitation. (oil in reservoir where air is being drawn in. Tighten any loose
would probably be foamy). connections and replace the seal if necessary.
See that the fluid in the reservoir is above the intake
pipe opening.
Pump drive speed too slow or fast. Operate the pump at the recommended speed.
Auxiliary driveshaft misalignment. Check if the shaft seal bearing or other parts have
been damaged. Replace any damaged parts. Realign
the coupled shafts.
External leakage. Shaft seal leakage. Damaged or worn seal.
Damaged or work bushings.
Damaged shaft seal housing bore or sealing area of
output shaft grooved.
Replace parts as required.
Leakage between pump sections. Damaged O-rings or damaged surfaces in O-ring
groove.
Replace parts as required.

SM 709, Jun ’04 Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s • 29-6-5

Group 29, Hydraulic Sump, Filters, and Pump

Start-up
Whenever it is possible to do so, fill the pump ports with
system hydraulic fluid. This will make it easier for the
pump to prime when it is first started.
Self Priming : With a minimum drive speed of 600 RPM,
a pump should prime immediately.
Failure to prime within a short length of time may result in
damage due to lack of lubrication.
Inlet-lines must be tight and free from air leaks. However,
it may be necessary to loosen a fitting on the outlet side of
the pump to purge entrained air.
No Load Starting : These pumps are designed to startup
with no load on the pressure ports.
They should never be started against a load or a closed
center valve.

29-6-6 • Hydraulic Pump Overhaul(Jinsung Pump)-C15-20s SM 709, Jun ’04

 GROUP 30

GROUP 30

HYDRAULIC CONTROL VALVE/

LIFT CIRCUIT

Hydraulic Control Valve/Lift Circuit

Specifications and Description ............ Section 1
Hydraulic System Schematic ................... Section 2
Hydraulic System Troubleshooting ....... Section 3
Hydraulic System Pressure Checks and
Adjustment ........................................... Section 4
Hydraulic Control Valve Removal
and Replacement .................................. Section 5
Hydraulic Control Valve Overhaul
For HANIL Valve(C20-35) ................. Section 6
Hydraulic Control Valve Overhaul
For EATON Valve(C15-20s)................ Section 7

IMPORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic
Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and
Group 34, “Uprights.” Refer to these other groups for
hydraulic components not covered in this group.

SM 709, Jun ’04 Group 30, Hydraulic Control Valve/ Lift Circuit
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 1

Hydraulic Control Valve/Lift Circuit

Specifications and Description

Specifications Tilt Flow Settings :

Hydraulic Fluid Type : Clark specification MS-68 (Clark

Upright Usage Flow
part #1802155 and #1800236)
Lpm (gpm)
Main Relief Valve Setting : 22100 to 22800 kPa (3200 to (C15-20s)
3300 psi) at rated flow.
MFH 6370~7315 TSU 9.8 (2.6)
Auxiliary Relief Valve Setting : 13800 to 14300 kPa
MFH 4165~5170 STD, 14.4 (3.8)
(2000 to 2070 psi) at rated flow. 3860~6100TSU
Rated Flow : MFH 2100~3860 STD 17.4 (4.6)
(C15-20s)
(C20-35)
Lift spool (spool #1) : 125 L/min (33 gpm).
MFH 6370~7315 TSU 9.8 (2.6)
Tilt spool (spool #2) : 56 L/min (15 gpm).
Auxiliary spool (spool #3) : 56 L/min (15 gpm). MFH 4165~5170 STD, 14.4 (3.8)
3860~6100TSU
(C20-35)
Lift spool (spool #1) : 76 L/min (20 gpm). MFH 2100~3860 STD 17.4 (4.6)
Tilt spool (spool #2) : 38 L/min (10 gpm).
Auxiliary spool (spool #3) : 38 L/min (10 gpm). Flow Control Adjustments : Adjustable from 4 to 55 L/
Integral Pressure Compensated Flow Control Settings : min (1 to 14.5 gpm):C15-20s, Adjustable from 4 to 38 L/
min (1 to 10 gpm):C20-35,. Before adjusting, turn fully
(C15-20s) Counter-Clockwise to stop. Each Clockwise turn
Tilt spool (spool #2) : 15.5 L/min (4.1 gpm). increases flow by.
Auxiliary spool (spool #3) : 11 L/min (2.9 gpm).
(C20-35)
Tilt spool (spool #2) : 15.5 L/min (4.1 gpm).
Service Intervals
Auxiliary spool (spool #3) : 11 L/min (2.9 gpm). Hydraulic System Relief Pressure Check : Every year or
every 2000 hours of operation.
Maximum Pressure Drop at Rated Flow :
Inlet to outlet(C15-20s) : 1000 kPa (145 psi).
Inlet to outlet(20-35) : 689 kPa (100 psi). Fastener Torques
Lift spool (spool #1) : Lever to Spool Rod Turnbuckle Adjustment Jam Nuts :
29.5-33 ft⋅lb (40-45 N⋅m).
- Inlet to cylinder port : 689 kPa (100 psi)
- Cylinder port to outlet : 550 kPa (80 psi). Pivot Pin Keeper Bolt : 6-7 ft⋅lb (8-10 N⋅m).

Tilt spool (spool #2) : Lever Pivot-Bracket Mounting Nuts Bolts : 29.5-33 ft⋅lb
(40-45 N⋅m).
- Inlet to cylinder port : 689 kPa (100 psi)
- Cylinder port to outlet : 550 kPa (80 psi).
Auxiliary spools (spools #3 and #4) :
- Inlet to cylinder port : 345 kPa (50 psi)
- Cylinder port to outlet : 207 kPa (30 psi).

SM 709, Jun ’04 Hydraulic Control Valve/Lift Circuit Specifications and Description • 30-1-1
Group 30, Hydraulic Control Valve/Lift Circuit
Description
The following description focuses primarily on hydraulic
circutry controlled by the main hydraulic control valve,
that is, the lift/tilt/aux circuit. Various other hydraulic sys-
tems come into play, however, and are mentioned. The
entire hydraulic system is depicted in the schematics in
Section 2 (next page).
Descriptions of the braking and steering circuits are given
in Groups 23 and 25.
The main hydraulic pump (described in Group 29) is
mechanically driven by the transmission (transaxle or
hydrostatic pump) and draws fluid from the sump through
a particle-blocking suction screen. A priority valve, con-
tained in the pump assembly, senses the demand for flow
to the steering/braking circuit and divides pump flow
between the lift/tilt/aux circuit and the steering/braking
circuit accordingly, with priority given to steering and
braking.
Fluid from the priority valve goes to the main hydraulic
control valve. The lift truck operator moves the main
hydraulic control valve spool by hand, directing fluid to
the lift and tilt cylinders and auxiliary actuators as needed
for manipulating the load-handling mechanism.
The main hydraulic control valve features an open-center,
parallel-circuit type modular design. It has the main (lift/
tilt) pressure relief valve (steering pressure relief valve is
on main hydraulic pump), a secondary pressure relief
valve for optional auxiliary components, a lift spool, a tilt
spool with an integral counterbalance valve, optional aux-
iliary spools, and adjustable pressure-compensated flow
controls. All spools are low-leakage design.
The main hydraulic valve has from two to four valve sec-
tions. Each section performs a separate function; standard
two spool assemblies have a inlet/lift section (with fluid
inlet port), a tilt section, and an outlet section. A third and
fourth section may be added to control auxiliary compo-
nents.
When lift attachments are used, an auxiliary section may
be added to the outer (RH) side of the standard (lift/tilt
only) main valve. The optional auxiliary sections also
have an adjustable relief valve and can be assembled with
optional flow control levels.
The valve spools are arranged in standard sequence (from
the operator’s position) to first provide lift control, then
tilt, and finally auxiliary control. The control levers are
spring-loaded (by the valve spool centering springs) to
return them to neutral when released. Oil flow is con-
trolled by the amount or distance the control handles are
30-1-2 • Hydraulic Control Valve/Lift Circuit Specifications and Description
moved. Excess oil flow is returned to the sump. A check
valve prevents reverse flow.
When all the control valve spools are in neutral, fluid
flows through the open-centers of the valve spools to the
sump return line. When a spool is partially shifted and the
associated cylinder or other actuator has not reached its
end-of-travel, some of the fluid flows to the cylinder
(actuator) and the rest flows to the sump line. In both
cases, the pressure in the system should be less than the
amount required to open the relief valves.
The main relief valve vents flow to the sump when one of
the following conditions is present :
• The operator continues to hold the lift control in
the lift position after the lift mechanism reaches its
end-of-travel.
• Too heavy a load is being lifted.
• The operator continues to hold the tilt control in
the tilt position after the tilt mechanism has
reached its end-of-travel (This is called “tilt
bypass.”)
• Auxiliary relief fails to operate.
The auxiliary relief valve vents flow to the sump when the
operator continues to hold the attachment control in the
operated position after the attachment reaches its end-of-
travel.
Main and auxiliary relief pressure settings can be checked
through a gauge port on the pump.
Flow from the sump return line is filtered before entering
the sump. If the filter is clogged, a by-pass valve routes
the flow around the filter. On hydrostatic trucks, fluid in
the return line serves as a source for the hydrostatic pump.
Fluid from the hydrostatic pump is filtered within the
pump assembly and returned through a separate port in the
sump.
A tilt-lock valve built into the main control valve assem-
bly locks the upright into its current tilt position when the
truck is turned off. A load lowering flow valve mounted
on the upright limits the speed at which the operator can
lower a load, decreasing the speed for heavier loads. A
velocity fuse built into one of the lift cylinder ports pre-
vents the upright from falling rapidly should a hydraulic
line rupture or be disconnected.
NOTE
Hydraulic plumbing arrangement is illus-
trated in Group 29.
SM 709, Jun ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 2

Hydraulic System Schematics

Schematic for Standard Transaxle Truck<TA12A1>

SM 709, Jun ’04 ➀ Hydraulic System Schematics • 30-2-1

Group 30, Hydraulic Control Valve/Lift Circuit

Schematic for Standard Transaxle Truck<TA30>

1 Hydraulic Sump 5 Main Hydraulic Valve : Main Pressure Relief :

2 Suction Strainer Lift Spool : Tilt Spool & Tilt-Lock Valve :
3 Hydraulic Pump : priority valve : steering relief valve Aux Spools with Secondary Pressure Relief Vavle :
4 Power Steering Valve Adjustable Pressure-Compensated Flow Controls
6 Load-Lowering Valve
7 Filter : Bypass
8 Air breather

30-2-2 • Hydraulic System Schematics SM 709, Jun ’04

 Group 30, Hydraulic Control Valve/Lift Circuit
Section 3
Hydraulic System Troubleshooting
The following is a list of problems and solutions relating
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to
Groups 29 and 34.
No lift, tilt, or auxiliary function
• Hydraulic fluid very low; check and fill to correct
level.
• Hose or fittings broken; replace component.
• Defective main lift valve ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing main lift valve.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic
system
• Spool not moved to full stroke ; check travel and
linkage adjustment.
• Relief valve not properly set, stuck in place, and/or
worn ; check and clean valve, replace if necessary.
• Dirt or foreign particles lodged between relief
valve control poppet and seat ; check valve and
clean.
• Valve body cracked inside ; check and replace
entire valve.
Foaming hydraulic fluid
• Low oil level ; check and fill to correct level.
• Wrong fluid ; drain and refill with correct oil.
• Oil too heavy ; change to correct viscosity.
• Pump inlet line restriction or line kinked ; clean
line and suction screen or repair kinked hose.
• Hydraulic pump (or hydrostatic pump) cavitating
(pumping air with fluid) ; check hydraulic plumb-
ing for airtight hoses and connections.
SM 709, Jun ’04
Overheated hydraulic fluid
• Thin fluid ; drain and fill with correct fluid.
• Fluid contaminated ; drain sump, clean suction
screen, replace filter, and refill.
• Cavitating pump ; check hydraulic plumbing for
airtight hoses and connections.
• Pump driveshaft misaligned ; check mounting and
alignment.
• Axial loading on drive shaft ; check shaft end
clearance and shaft alignment ; check for worn
key/spline.
• Relief valve in bypass ; check relief setting.
Load cannot be lifted to maximum height
• Hydraulic fluid low ; check and fill to correct level.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump.
Oil leaks at top of lift (secondary) cylinder(s)
• Plugged vent line ; check and clear line.
• Worn or damaged piston seal ; rebuild cylinder.
• Scored cylinder wall ; replace cylinder.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Oil leak at tilt or auxiliary function cylinder
• Worn or damaged seal; rebuild cylinder.
• Scored piston rod; repair or replace rod.
See Group 34, “Cylinder Removal, Overhaul, and
Replacement.”
Load will not hold
• Oil bypassing between lift spool and valve body ;
overhaul valve and spool.
• Spool not centered ; see spool remedies for correct-
ing problems when spools do not return to neutral.
Hydraulic System Troubleshooting • 30-3-1
Group 30, Hydraulic Control Valve/Lift Circuit

• Oil bypassing piston in cylinder ; repair or replace
cylinder.
Oil leaks at either end of main hydraulic valve
spool
• Defective O-ring seals ; rebuild valve.
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.

Spring-centered spools do not return to neu- Load drops when spool is moved from neu-
tral tral to a power position
• Dirt or foreign particles lodged between check
• Broken springs ; rebuild valve.
valve ball and seat ; check and clean.
• Entrapped foreign particles ; check and clean sys-
• Sticking or scored check valve ; clean if sticking,
tem and valve.
replace if scored, replace poppet.
• Bent spool ; replace with new valve section.
• Misalignment or binding of linkage ; check and
align/adjust linkage.

30-3-2 • Hydraulic System Troubleshooting SM 709, Jun ’04

 Group 30, Hydraulic Control Valve/Lift Circuit
Section 4
Hydraulic System Pressure Checks and Adjustments
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Relief Pressure Check
Following is the general procedure for checking main
hydraulic valve lift and auxiliary relief pressure, (if the
truck is equipped with an auxiliary component).
Hydraulic system relief pressure setting may be checked
using a Mico Quadrigage (Clark Part No. 1800106) or
with a conventional pressure gauge with suitable pressure
range calibration. To cover all models of the truck, a
gauge with capacity range of 0 to 27,580 kPa minimum (0
to 4000 psi) is recommended.
! WARNING
HYDRAULIC FLUID SAFETY. Keep all
hydraulic ports and components clean. Wipe
the area on the pump around the diagnostic
check port completely clean to prevent any
contamination from entering the hydraulic
system.
When checking the hydraulic system, do not
use your hands to check for leakage. Use a
piece of cardboard or paper to search for
leaks. Escaping fluid under pressure can pen-
etrate the skin causing serious injury. Relieve
pressure before disconnecting hydraulic or
other lines. Tighten all connections before
applying pressure. Keep hands and body
away from pinholes and nozzles which eject
fluids under high pressure.
SM 709, Jun ’04 ➀ Hydraulic System Pressure Checks and Adjustments • 30-4-1
1. Tilt the steering column fully forward and raise the
engine cover.
2. Remove the cap from the gauge port and connect
pressure gauge to the fitting.
Checking Relief Pressure. Gauge port location varies.
NOTE
Use quick-disconnect adapter fitting, Clark
Part #913125.
3. Start the engine and let it warm up until it runs
smoothly. Continue with step 4.
4. Accelerate the engine to no-load governed speed
(full throttle), and hold at this speed. Gauge should
read between 897.5 to 1132 kPa (130-164 psi).
5. Check main relief pressure : Move the tilt control
lever to full back (or forward) tilt relief position.
Hold tilt control in relief position until pressure read-
ing is obtained, and then release. Gauge should read
C15-20s : 21000-21700 kPa (3046-3146 psi), C20-35
: 21,400 to 22,100 kPa (3100 to 3200 psi).
IMPORTANT
Do not operate system in relief any longer
than required to read the pressure gauge.
6. Check auxiliary relief pressure : (Truck must have
auxiliary component and auxiliary section added to
main hydraulic valve.) Move the auxiliary control
lever to full back or forward relief position. Hold
auxiliary control in relief position until pressure
reading is obtained, and then release. Gauge should
read C15-20s : 13755-14245 kPa (1995-2065 psi),
C20-35 : 13,000 to 14,300 kPa (1925 to 2075 psi).
Group 30, Hydraulic Control Valve/Lift Circuit
Main and Auxiliary Pressure Relief
Adjustment
IMPORTANT
The main relief valve has been set on the
plant. Never try to adjust. If the relief pres-
sure exceeds the set value, contact to Service
managers or Clark experts.
The main and auxiliary relief setting only
applies to a hydraulic valve that has auxiliary
sections added.
To adjust the hydraulic system main and auxiliary pres-
sure relief valve :
1. Loosen the C15-20s : Cap, C20-35 : jam nut on the
relief valve adjustment screw.
(Cap)
(Jam nut)
(Jam nut)
2. Turn the adjustment screw to set relief setting to the
normal range.
3. Reset the C15-20s : cap, C20-35 : jam nut on the
relief valve adjustment screw.
30-4-2 • Hydraulic System Pressure Checks and Adjustments
Flow Control Adjustment
! CAUTION
The flow control valve has been set on the
plant. Never try to adjust. If adjusted, it will
cause fetal danger, Contact to Service man-
agers or Clark experts.
1. Remove the jam nut from the main hydraulic valve
is bolt. (C15-20s)
2. Remove the nut from the main hydraulic valve is
bolt. (C20-35)
Jam nut and
flow adjustment screw
(C20-35)
3. Remove the stud from the valve.(C20-35)
4. Turn the flow control adjuster fully CW to the stop.
Turn CCW per specifications (in Section 1) to adjust.
5. Reinstall the tie bolt stud in the valve. Torque the
stud to 38-43 N˜m (28-32 ft˜lb). Reinstall the nut on
the tie bolt and torque to 38-43 N˜m (28-32 ft˜lb)
(C20-35)
6. Reinstall the jam nut in the valve.(C15-20s)
SM 709, Jun ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 5

Hydraulic Control Valve Removal and Replacement

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

SM 709, Jun ’04 Hydraulic Control Valve Removal and Replacement • 30-5-1
Group 30, Hydraulic Control Valve/Lift Circuit

Hydraulic Control Valve Removal Control Valve Linkage Disassembly

IMPORTANT
Keep all hydraulic ports, components, and
fittings completely clean during valve
removal and replacement to prevent any con-
tamination from entering the hydraulic sys-
tem.
Remove the cotter rings and clevis pins connecting the lift
and tilt (and auxiliary, as applicable) lever rods from the
hydraulic valve spools. Back off the lower jam nut at the
turn buckle to allow the valve spool to be rotated before
removing the clevis pins.

Preparation for Valve Removal

1. Park truck in a safe position and fully lower the
upright.
2. Return all controls to neutral, apply the parking
brake, stop the engine and turn key switch OFF.
3. Move all hydraulic control levers to all working posi-
tions and return them to neutral. Be sure there is no
hydraulic pressure applied to the system by attach-
ments.
4. Open the engine compartment and remove floor-
board.
5. Remove the right cowl cover from under the dash in
the operator’s compartment. See removal and Valve Removal
replacement procedures in Group 38.
1. Remove the three hex capscrews mounting the
6. Air clean the hydraulic valve and fittings. hydraulic valve to the hydraulic assembly bracket
7. Place a drain pan under the truck and loosen and (lower cowl). Two of the capscrews thread into the
remove all hydraulic lines from the valve. Plug the valve itself; the third is secured with a flange nut.
valve ports. Mark or tag each line as removed to
assure correct position of line at assembly. Hydraulic assembly
bracket(lower cowl)

To
Upright

to Pump
Return Line
to Sump
Feed Line
Tilt Cylinder Lines from Pump Tilt Cylinder Lines
To
Upright
Return Line
to Sump

8. Cap ends of lines to keep them clean. Tie ends of 2. Remove valve assembly from truck. See Section 6
lines to truck to prevent loose ends dropping and for valve overhaul instructions.
leaking oil onto floor. NOTE
Be sure to clean up any oil spills and dry the
floor to prevent accidents.

30-5-2 • Hydraulic Control Valve Removal and Replacement SM 709, Jun ’04 ➀
 Group 30, Hydraulic Control Valve/Lift Circuit

Hydraulic Control Valve Replacement Control Valve Linkage Reassembly

1. Insert the clevis pins through the rod-end clevises
Valve Replacement and valve spools of the lift and tilt spools (and auxil-
iary-lever rods and spools where applicable) and
1. Position the main valve on the hydraulic assembly secure with the cotter rings. Rotation of the valve
bracket (lower cowl). Install valve mounting fasten- spools is required to allow insertion of the clevis
ers and tighten hand tight so that valve mounting can pins. Rotate spools back so all pins are in line.
be adjusted for alignment with the lever connecting
rods.

Hydraulic assembly
bracket(lower cowl)

2. Install the hydraulic lines on the proper ports. Make

sure all lines are clean, are routed correctly in the NOTE
truck, and are not kinked. Torque fittings according The illustration above and system specifica-
to “Hydraulic Fitting Tightening Procedure” in tion torques also apply for auxiliary hydrau-
Group 40. lic functions, such as a side-shifter or rotator.

2. When alignment between the lever rods and the

valve is set and levers are inline and level with one
another, tighten the valve mounting capscrews and
To
Upright
flange nuts to 40-50 N⋅m (30-33 ft⋅lb).

to Pump
Return Line
to Sump
Tilt Cylinder Lines Feed Line
from Pump Tilt Cylinder Lines
To
Upright
Return Line
to Sump

3. Adjust the valve to align with the lever connecting

rods.

SM 709, Jun ’04 ➀ Hydraulic Control Valve Removal and Replacement • 30-5-3
Group 30, Hydraulic Control Valve/Lift Circuit

Operational Checks 2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
1. Start and operate the truck and hydraulic system. positions. The levers must operate smoothly with no
Check the system for leaks. binding. When released from any working position,
the levers must return sharply to their neutral posi-
! WARNING tions.
If valve spools do not moved or return to correct
Do not use your hands to check for hydraulic
position for full function of lift, tilt, or auxiliary cyl-
leakage. Use a piece of cardboard or paper to
inders :
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious 3. Refer to Section 4, “Hydraulic System Pressure
injury. Relieve pressure before disconnecting Check” if valve was disassembled or overhauled.
hydraulic or other lines. Tighten all connec-
4. Replace the cowl cover under the operator’s com-
tions before applying pressure. Keep hands
partment dash. See removal and replacement proce-
and body away from pinholes and nozzles
dures in Group 38.
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.

30-5-4 • Hydraulic Control Valve Removal and Replacement SM 709, Jun ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 6

Hydraulic Control Valve Overhaul For HANIL Valve

(C20-35)

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 of external damage.
Preparation for Disassembly
Overhaul valve 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.

SM 709, Jun ’04➀ Hydraulic Control Valve Overhaul For HANIL Valve (C20-35) • 30-6-1
Group 30, Hydraulic Control Valve/Lift Circuit

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.

Figure 1. Inlet/Lift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve.
Contents of spool assembly are shown in Figure 2.

30-6-2 • Hydraulic Control Valve Overhaul For HANIL Valve (C20-35) SM 709, Jun ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

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
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.

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.
NOTE
Entire relief valve assembly must be replaced
if damaged. Relief valve pressure is con-
trolled by a hydrostat in the valve relief valve
assembly and is set at the factory. No adjust-
ments are recommended; if pressure relief
setting is not in recommended range,
hydrostat must be replaced.

Figure 2. Valve Spool and Tilt (or Auxiliary) Body. Differences in lift (or tilt) and auxiliary components noted.

SM 709, Jun ’04 Hydraulic Control Valve Overhaul For HANIL Valve (C20-35) • 30-6-3
Group 30, Hydraulic Control Valve/Lift Circuit
5. Inspect the lift and tilt relief valves for damage.
Check the relief valve for smooth free movement in
its bore. The valve poppet should move easily from
only the force of its own weight.
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.
Figure 3. Outlet Body
30-6-4 • Hydraulic Control Valve Overhaul For HANIL Valve (C20-35)
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 N⋅m (8-10
ft⋅lb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 N⋅m (20-25 ft⋅lb).
Relief Valve Settings
After overhaul and reisintallation 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 scetion 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.
SM 709, Jun ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

Section 7

Hydraulic Control Valve Overhaul For EATON Valve

(C15-20s)

IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Precautions Tightening torque

Handling XGXVX]-1YUN ........................131.4N·m (97ft·lbf)

When carrying or installing valves, don't drop it and don't
apply shock to the top of spools and caps of the valve.
When storing the valve for long time, each port should be
blinded and protected against dust or water.
Installation
1. Valve piping joint should be tightened with the spec-
ified torque value. When piping, care should be taken
not to apply excess pressure to the valve. If valve is
installed with incorrect torque values, it might cause
defect of spool operation, noise or vibration.
7/8-14UNF..............................92.2N·m (68ft·lbf)
3/4-16UNF..............................59.8N·m (44.1ft·lbf)
9/16-18UNF............................38.2N·m (28.2ft·lbf)
7/16-20UNF............................21.6N·m (15.9ft·lbf)
2. Install the actuating link with less resistance to make
spool slide axially correct. Otherwise the spool might
get stuck in the valve body.
3. Care must be taken not to damage the seal of spool
by excess temperature or spatter of welding, when
welding near by the valve.

SM 709, Jul ’04 Hydraulic Control Valve Overhaul For EATON Valve (C15-20s) • 30-7-1
Group 30, Hydraulic Control Valve/Lift Circuit

4. During the installation, care must be taken not to Disassemble and reassemble
damage spool. It might cause defect of operation
such as the spool getting stuck in valve body. 1. Replacing O-ring on contact surface.
(1) Loosen the M8 Bolt, and then remove Bolt and
Spring Washer.
5. When painting the product, don't paint the spool. If
you paint the spool, defect of operation might be
caused such as stuck spool in valve body.

6. Use a mounting plate with flatness within 0.2mm.

7. Tighten mounting bolt with below torque value.
Material of mounting plate is SS (Carbon Steels)
M10X1.5 ................................51.9N·m (38.3ft·lbf)
8. Fit the rubber hosepipe for the machine, which
expected vibration.
9. Until piping, don't remove the blinds from each port.

Operation
1. Don't adjust main relief valve and steering relief
valve by yourself. When readjusting the valves on
site, check the pressure with a pressure gauge, and (2) Remove valve body block from the Mono-block.
don't boost over the maximum pressure. At this time, care must be taken not to damage
machined contact surface.
2. Back pressure of tank port is within 1.5MPa
(3) Replace some O-ring on contact surface.
(15kgf/່).
3. The oil temperature should be betweenG-20°C ~ 80°C
When the oil temperature is below 0°C, viscosity of
oil will be high. It might cause defect of spool opera-
tion, warm up the machine to avoid it.
4. 40 micron or finer grade filters should be used in the
hydraulic circuit, as clean hydraulic fluid is required
for the proper operation of the valve.
5. Oil, refined for hydraulic operation of viscosity (4) Before assembling, the contact surface must be
10໇/sec(10cSt)~400໇/sec(400cSt), should be used. thoroughly cleaned of foreign matter. Then reas-
semble in opposite order mentioned above.

30-7-2 • Hydraulic Control Valve Overhaul For EATON Valve (C15-20s) SM 709, Jul ’04
 Group 30, Hydraulic Control Valve/Lift Circuit

(5) Hand tighten M8 Bolt. (3) Screw up Seal case with M5 Hexagon screw with-
out damaging O-ring.

(6) Tightening torque of M8 Bolt : 24.5N·m

(18.1ft·lbf) Tighten them up while making sure Tightening torque value of M5 Hexagon screw :
that spools of each block work smoothly. 8.8N·m(6.5ft·lbf)
2-2. On the spring cap side
(1) Loosen M5 Hexagon Screw on Spring cap, and
remove Spring cap.

2. Replacing O-ring and Scraper, which are fitted in

Spool.
2-1. On the lever side (2) Take out Spool and O-ring Plate from Valve body,
and renew O-ring (1AXP16).
(1) Loosen Mounting M5 Hexagon Screw on Seal
case, and remove Seal case.

(3) After cleaning Spool, fit O-ring and O-ring Plate

to Spool, then put it back into Valve body.)
(2) Renew Scraper (SER16) and O-ring (1AXP16).

SM 709, Jul ’04 Hydraulic Control Valve Overhaul For EATON Valve (C15-20s) • 30-7-3
Group 30, Hydraulic Control Valve/Lift Circuit
(4) During fitting O-ring to Spool, care must be taken
not to damage O-ring. )
3. Replacing Relief Valve ASS'Y and O-ring.
(1) Remove Relief Valve ASS'Y from Mono-block.
Main Relief Valve : [ Breadth 36mm]
Secondary Relief Valve : [ Breadth 21mm])
(2) Steering Relief Valve is not cartridge type; It's not
to be disassembled under normal circumstances.
Because it is necessary to reset pressure. In case of
replacing O-ring, tighten Hex nut (M18) with
below tightening torque value.
M18 Hex nut : 29.4N·m (21.7ft·lbf))
(3) Renew O-ring. If necessary, replace Relief Valve
ASS'Y. )
30-7-4 • Hydraulic Control Valve Overhaul For EATON Valve (C15-20s)
(4) Grease O-ring, fit them to Mono-block.
Tightening torque value
Main Relief Valve ASS'Y : 34.3N·m(25.3ft·lbf)
Secondary Relief Valve ASS'Y : 27.5N·m
(20.3ft·lbf))
(5) Gasket should be replaced if Cap nut and Rock nut
on adjusting screw part are loosened in order to
readjust Relief Valve Set.
1)When readjusting Relief Valve Set, check the
pressure with pressure gauge. Setting pressure
value should not be higher than the maximum
pressure of specification.
2)Relief valve ASS'Y should not be disassembled
besides method mentioned earlier. You should
replace ASS'Y in case of any trouble with it.
3) Steering Relief valve is not cartridge type. Don't
disassemble it.
4) Don't add surplus load to the spool.
5) This maintains should be worked by a person
having knowledge of a forklift and hydraulics.
SM 709, Jul ’04

Phenomenon
Actuator (cylinder or motor) works
slowly or does not operates.
Cylinder lowers considerably under
normal circumstances.
Pressure does not increase
sufficiently.
Temperature rising of the
hydraulic oil.
Steering force is heavy.
SM 709, Jul ’04
Group 30, Hydraulic Control Valve/Lift Circuit
Trouble shooting
Estimated Cause
Shortage of oil in oil tank.
Decrease of relief valve pressure.
Spool got stuck.
Shortage of oil flow to the valve.
Internal leakage of cylinder happens
frequently.
Excessive Leakage from spool of the valve. Check the oil viscosity is not too low.
Spool got stuck.
Leakage in a part of the circuit.
Defect of relief valve.
Leakage in a part of the circuit.
Work with higher pressure than rated
pressure.
Low viscosity of oil.
Leakage from a part of the circuit.
Oil leakage in the pump
Insufficient suction of the pump
Defect of steering relief valve.
Hydraulic Control Valve Overhaul For EATON Valve (C15-20s) • 30-7-5
Confirming item
Check the oil level in the oil tank.
Install pressure gauge on the circuit, and check
the pressure with it by handling the lever.
Check that manual lever moves smoothly.Check
that lever stroke is enough.
Check that the oil flow of the pump is within
specified rate.
Fit the stop valve on the pipe between valve and
cylinder, observe the internal leakage of
cylinder.
Check that manual lever moves smoothly.
ཛ Check the circuit.
ཛྷ Observe leakage from pipes.
Check the relief valve.
ཝ Check the circuit.
ཞ Observe leakage from pipes.
Check the flow pressure
Check the sort of oil and viscosity.
Check if the circuit is relieved at all times.
Check if the temperature of pump surface
higher 30°C than oil temperature.
ཛ Check the oil tank volume.
ཛྷ Check if the suction strainer is blocked.
Check the steering relief valve.
 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

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 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.

SM 709, Jun ’04 Group 32, Tilt Cylinders


Section 1
Tilt Cylinder Specifications and Description
Specifications
See Group 30 for hydraulic system specification.
Tilt Cylinder Type : double-acting
Maximum Operating Pressure : 22,070 kPa (3,200 psi)
Tilt Ranges* :
Cushion-Tire Truck Uprights
<C15-20sC>
STD (through 3640mm MFH) 8°B~8°F
STD (4070-4655mm MFH) 5°B~6°F
STD (above 5145mm MFH) 4°B~3°F
TSU (through 4780mm MFH) 5°B~6°F
TSU (5185-6015mm MFH) 4°B~3°F
TSU (above 6470mm MFH) 2°B~0°F
<C20-32C>
STD (through 2120mm MFH) 6°B~10°F
STD (2680-2980mm MFH) 8°B~10°F
STD (3300-3860mm MFH) 10°B~8°F
STD (4165-4620mm MFH) 5°B~6°F
STD (above 5170mm MFH) 5°B~3°F
TSU (through 4800mm MFH) 5°B~6°F
TSU (5210-6160mm MFH) 5°B~3°F
TSU (above 6370mm MFH) 3°B~3°F
Pneumatic -Tire Truck Uprights
<C15-20s>
STD (through 3460mm MFH) 8°B~8°F
STD (4070-4655mm MFH) 5°B~6°F
STD (above 5145mm MFH) 5°B~3°F
TSU (through 4780mm MFH) 5°B~6°F
TSU (5185-6015mm MFH) 5°B~3°F
TSU (above 6470mm MFH) 3°B~0°F
SM 709, Jun ’04 ➀
Group 32, Tilt Cylinders
<C20-35>
STD (through 2120mm MFH) 6°B~10°F
STD (2680-2980mm MFH) 8°B~10°F
STD (3300-3860mm MFH) 10°B~8°F
STD (4165-4620mm MFH) 5°B~6°F
STD (above 5170mm MFH) 5°B~3°F
TSU (through 4800mm MFH) 5°B~6°F
TSU (5210-6160mm MFH) 5°B~3°F
TSU (above 6370mm MFH) 3°B~3°F
* Abbreviations : STD = Standard, high-visibility upright ;
TSU = Triple-stage upright ; MFH = maximum fork
height ; B = back tilt ; F = forward tilt. See truck data plate
for upright MFH.
Fastener Torque
Rod-End Yoke Bolts : 166-193 N⋅m (122-142 ft⋅lb)
Rod-End Pin Lock Plate Fasteners : 8-10 N⋅m (10.8-13.5
ft⋅lb).
Base Mount Pin Lock Plate Fasteners : 8-10 N⋅m (10.8-
13.5 ft⋅lb).
Service Intervals
Tilt Cylinder Drift Test : Every 50-250 hours or each PM.
Tilt Cylinder Check and Adjustment : Every 50-250 hours
or each PM.
Tilt Cylinder Rod Seal Condition Check : Every 50-250
hours or each PM.
Tilt Cylinder Mounting Check and Tightening : Every 50-
250 hours or each PM.
Tilt Cylinder Rod-End Check and Tightening : Every 50-
250 hours or each PM.
Tilt Cylinder Rod-End Lubrication : Every 50-250 hours
or each PM.
Tilt Cylinder Specifications and Description • 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. The tilt cylin-
ders are pin-mounted to the truck frame and upright using
yokes, clevises, and pins. Pins are held in place by a lock
plate and fastener to prevent the pins from working their
way out.
The tilt cylinders are serviced by removing them from the
truck and disassembling them for complete overhaul,
including installation of new seals and or other cylinder
components.
The tilt lock valve is integrated into the tilt section of the
main hydraulic control valve. The tilt lock valve prevents
the upright from tilting forward when the truck is not run-
ning. The tilt lock valve is not serviceable and must be
replaced as a valve section if defective.

26-1-2 • Tilt Cylinder Specifications and Description SM 709, Jun ’04

 Group 32, Tilt Cylinders

Section 2

Tilt Cylinder Checks and Adjustments

3. Raise the capacity load 2500mm (98.5 in) off the

! CAUTION ground and tilt the upright vertical, shut off the truck.
SAFE PARKING. Before working on truck :

1. Park truck on a hard, level, and solid

surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully

2500mm(98.5in)
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels. 4. Measure and write down the distance between the
cylinder-spacer face and the rod-end yoke.

Tilt Cylinder Drift Check

To check tilt cylinder drift, a rated capacity load is placed Measure rod
on the forks, lifted up and held to determine if the tilt cyl- distance here
inder rods moves (drifts) in a specified length of time.
It is recommended that a test load, made up of a full-
capacity load equally distributed on a 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 5. Wait five minutes and remeasure and write down the
beyond the pallet, and be secured on the pal- distance between the same two points.
let. Clamp the load on the load backrest or
fork bar to avoid sliping out from fork. 6. The decrease in the measure must not exceed the fol-
lowing measures :
2. Drive the forks into the load pallet until the test load
and pallet rest against the load backrest. Apply the Temperature Drift
parking brake and chock the wheels. 50°C (122°F) 0.5°, 3.1 mm@1min
5°, 31.1 mm@10min

SM 709, Jun ’04 Tilt Cylinder Checks and Adjustments • 32-2-1

Group 32, Tilt Cylinders

Drift Causes and Remedies Forward Adjustment

Tilt cylinder drift indicates the following possible prob-
lems :
• Tilt cylinder hydraulic circuit hoses or fittings are
leaking. Check the circuit components and repair
as necessary.
• Cylinder piston seals are worn, damaged, or defec-
tive allowing fluid past the piston and causing the
rod to drift. Consider rebuilding the cylinders if the
other remedies in this list are not successful. See
Section 3 for cylinder removal and replacement
and Section 4 for cylinder repair, if necessary.
• The main hydraulic tilt valve is misadjusted, worn,
or defective. Fluid is leaking past the valve and
causing the tilt cylinders to drift. See Group 30 for
hydraulic valve troubleshooting.
Tilt Cylinder Racking Check
1. Slowly tilt upright fully forward to the end of the tilt
cylinder stroke.
2. As the cylinders approach the end of the stroke,
watch both piston rods for equal movement and
upright for twisting. Note if upright “racks” (is
twisted at the end of its movement by unequal stroke
of tilt cylinders).
NOTE
Correct the twisting effect by shortening the
cylinder that is the longest length. Forward
twisting must be adjusted before backward
twisting. If forward adjustment is not
needed, continue with backward adjustment.
3. To adjust, loosen rod-end yoke capscrew on the tilt
cylinder that extends the farthest, and turn piston rod
into rod-end yoke to shorten.

Upright racking occurs when tilt cylinder strokes are

unequal. Cylinders should be checked regularly during
operation to determine if cylinder strokes are the same. To
check for racking :
Loosen capscrew
• Make sure truck is parked on level surface with
parking brake applied and wheels chocked.
Turn to adjust.
• Check condition of the tilt cylinder, rod-end yoke,
mounting pins, piston rod, rod wiper, cylinder
gland, etc., for excessive wear or damage. Make
repairs before making twisting adjustment.
• Use a capacity load (see truck nameplate) centered
on the forks.

! CAUTION Forward Adjustment : Pneumatic-tire truck rod-end yoke

Be sure to secure the load to the fork carriage orientation shown.
to keep it from falling off when tilted forward. NOTE
Raise the upright only to the height that will
Use wrench flat on rod under spacer (if
allow the fork tips to clear the floor when
installed). Move spacer for access.
tilted fully forward.

32-2-2 • Tilt Cylinder Checks and Adjustments SM 709, Jun ’04

 Group 32, Tilt Cylinders

4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame-
ter of the rod plus 6.5 mm (0.25 in).
Rod shim
Rod end yoke

Add 6.5mm Cylinder rod

(.25in) to
diameter Spacer
of rod
Wrench Flat
Thread rod into rodend
yoke the rod diameter
plus 6.5mm(0.25in)

5. Tighten capscrew of the rod-end yoke to 166-193

N⋅m (122-142 ft⋅lb), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten capscrew of the
rod-end yoke to 166-193 N⋅m (122-142 ft⋅lb).
8. Check all tilt functions before returning the truck to
service.
Backward Adjustment
5. Tighten capscrew of the rod-end yoke to 166-193
N⋅m (122-142 ft⋅lb), and repeat the racking test.
6. Repeat steps 1-5 for fine corrections if any racking
remains evident.
7. When no racking occurs, retighten yoke capscrew to
166-193 N⋅m (122-142 ft⋅lb).
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 709, Jun ’04 Tilt Cylinder Checks and Adjustments • 32-2-3

 Group 32, Tilt Cylinders

Section 3

Tilt Cylinder Removal and Replacement

SM 709, Jun ’04 Tilt Cylinder Removal and Replacement • 32-3-1

Group 32, Tilt Cylinders
! 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
3. Remove the floorboard.
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. Disconnect and cap hydraulic lines from the tilt cyl-
Tilt Cylinder Removal
1. Move tilt lever back and forth several times to relieve
any pressure.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.
32-3-2 • Tilt Cylinder Removal and Replacement
! WARNING
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep hands and feet away from the
assembly. Use prybars to move the assembly
into position for tilt cylinder replacement.
NOTE
Put a drain pan under the truck at each tilt
cylinder position before removing the
hydraulic lines.
inders (see illustration on facing page). Remove the
hose connections on both sides of the tee fittings of
the right-side cylinder. Keep all fittings and ports
clean.
SM 709, Jun ’04 ➀

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.
Tilt Cylinder Hydraulic Fittings
SM 709, Jun ’04 ➀
Group 32, Tilt Cylinders
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil.
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 8-10 N⋅m (5.9-7.4 ft⋅lb).
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.
Tilt Cylinder Removal and Replacement • 32-3-3
Group 32, Tilt Cylinders
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 N⋅m
(122-142 ft⋅lb). Nuts must be on inside of
upright rails.
Orientation of the rod-end yoke is different
for the cushion-tire and pneumatic-tire
trucks. As the illustration shows, the bolt
hole of the rod-end yoke is down on the pneu-
matic-tire truck but is up on the cushion-tire
truck.
32-3-4 • Tilt Cylinder Removal and Replacement
5. Install rod-end lock-plate in slot and fasten to yoke
with fastener and washer. Tighten fastener to a torque
of 8-10 N⋅m (5.9-7.4 ft⋅lb).
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.
SM 709, Jun ’04
 Group 32, Tilt Cylinders

Section 4

Tilt Cylinder Overhaul

IMPORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.

Typical Tilt Cylinder Cross section

SM 709, Jun ’04 Tilt Cylinder Overhaul • 32-4-1

Group 32, Tilt Cylinders

Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
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
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
the barrel in a vise while disassembling.
IMPORTANT
Do not use excessive force when clamping on 4. Remove and discard the rod U-cup seal, O-ring, and
the barrel. piston rod wiper from the gland.
O-ring U-cup seal Rod wiper
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

32-4-2 • Tilt Cylinder Overhaul SM 709, Jun ’04 ➀

 Group 32, Tilt Cylinders

Inspection 2. Replace the piston packing and wearing.

1. Carefully clean all parts in an approved solvent and

place on a clean surface.
2. Check the piston and rod for damage. Look for
gouges, scratches, corrosion, or evidence of unusual
wear. Minor surface damage may be repaired by use
of fine abrasion cloth or stoning. Deeper damage will
require replacement of piston rod assembly.
3. Be sure the threads on rod are undamaged.
4. Inspect the tilt cylinder barrel internal bore for wear,
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 3. Install gland on piston rod. Use gentle pressure and
be sure they are free of contamination and that the careful movements to avoid damage to the U-cup
threads are clean and not damaged. seal and rod wiper when these parts are moved over
5. Put a light coating of hydraulic fluid on all parts. If the piston rod end.
parts are to be left disassembled for a period of time,
NOTE
e.g., overnight, they should be covered with a clean
cloth. Reassemble cylinder carefully to prevent
damage to seal lips and O-rings.

Reassembly 4. Install piston into cylinder barrel. Be careful not to

damage the piston seals when installing the piston
Be sure inside of cylinder and all parts are clean before
into end of cylinder.
starting reassembly. Seals may be lubricated with hydrau-
lic oil to assist assembly into cylinder barrel. 5. Install gland into cylinder them screw the gland into
the cylinder barrel with a hook wrench. When tight-
1. Install piston rod wiper, rod U-cup, and O-ring on the
ing, dont damage the seal Tighten torque : 60±6
gland. Make sure U-Cup and wiper are installed in
kgf⋅m
proper orientation as shown in the illustration.

O-ring
O-ring U-cup seal Rod wiper

6. Check the assembly by making sure the piston slides

freely in and out of the cylinder.
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.

SM 709, Jun ’04 ➀ Tilt Cylinder Overhaul • 32-4-3

 GROUP 34

GROUP 34

UPRIGHTS

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

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

Upringht Inspection ......................................................... Section 3

Carriage and Upright Roller Clearance

Checks and Shim Adjustments ...................................... Section 4

Cylinder Removal, Shimming,

Overhaul, and Replacement ........................................... Section 5

Upright Chain Inspection, Adjustment,

and Replacement .............................................................. Section 6

Fork and Carriage Removal and

Replacement ..................................................................... Section 7

Upright Removal and Replacement ............................... Section 8

IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”

SM 709, Jun ’04 Group 34, Uprights

 Group 34, Uprights

Section 1

Upright Specifications and Description

General Specifications
Upright Upright
Upright Weight: (Approximately 430 kg (950 lb) to Cylinder Type
Type Number
approximately 875 kg (1930 lb) without carriage.(C15- <C15-20s>
20s) Approximately 363 kg (800 lb) to approximately STD cush V1209/20/27 Piston-type Lift Cylinder
1020 kg (2250 lb) without carriage.(C20-35) pneu V1210/21/28 Piston-type Lift Cylinder
Carriage Weight: Approximately 103 kg (227 lb) to 135 TSU cush M1209/20/27 Piston-type Secondary Cylinder
kg (300 lb) with a 41 inch carriage. TSU pneu M1210/21/28 Piston-type Secondary Cylinder
Hi-Lo cush H1209/13/19 Ram-type Secondary Cylinder
Fork Weight: Approximately 50 kg each (110 lbs) 42I Hi-Lo pneu H1210/14/20 Ram-type Secondary Cylinder
C25C <C20-35>
STD Cush V2302/12/17 Piston-Type Lift Cylinder
IMPORTANT
Pneu V2303/13/ Piston-Type Lift Cylinder
Before hoisting, the weights of upright, car- 18/22
riage, forks and attachments being lifted Cush V2304/14/19 Piston-Type Lift Cylinder
must be combined to determine what lifting Pneu V2307/15/ Piston-Type Lift Cylinder
capacity is required of the hoisting equip- 20/23
ment. TSU Cush M2302/12/17 Piston-Type Secondary Cylinder
Pneu M2303/13/ Piston-Type Secondary Cylinder
Capacities and Lift Heights: Upright, carriage, and fork 18/22
capacity and upright lift heights are listed on the truck’s Cush M2304/14/19 Piston-Type Secondary Cylinder
data plate. Pneu M2307/15/ Piston-Type Secondary Cylinder
Lubricants: 20/23
Hi-Lo Pneu H2310/13/16 Ram-Type Secondary Cylinder
• All Purpose Grease (MS-9) Cush H2311/12/15 Ram-Type Secondary Cylinder
• Innerslide Lubricant (Clark P/N 886396)
• Chain and Cable Lube (Clark P/N 886399) Drift:

Cylinder Types
Standard uprights use two lift cylinders. Triple stage and
Hi-Lo uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on triple-stage uprights (TSUs & Hi-
Lo) are piston cylinders. The lift and secondary cylinders
used on standard, Hi-Lo uprights and TSUs can be piston
cylinders.
The types of cylinders used on the truck are listed below.
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type
of cylinder, piston used on the upright.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
With the upright substantially vertical the descent of the
rated load caused by an internal leakage in the hydraulic
system shall not exceed 100mm (4in) during the first
10min with the oil in the hydraulic system at normal oper-
ating temperature. If drift over 100 mm (4 in) in ten min-
utes is evident, cylinder should be checked for internal
leakage. See Section 3 for drift test procedures.
Fastener and Fitting Torque Specifications
Trunnion Mounting Bolts: 75~80 N˜m (55~59 ft-lb)
Load Back Rest: 215-264 N˜m (159-195 ft-lb)
Chain Anchor Bolt Jam Nut: C15-20s : 70-80 N˜m (52-59
ft-lb), C20-35 : 100-200 N˜m (74-148 ft-lb)
Carriage Side-Thrust Roller Bolts(External): C15-20s :
340-380 N˜m (251-280 ft-lb), C20-35 : 40-50 N˜m (29.5-
37 ft-lb)

SM 709, Apr ’07 ཛྷ Upright Specifications and Description • 34-1-1

Group 34, Uprights
Carriage Side-Thrust Roller Bolts(Internal): C20-35 : 70-
80 N˜m (52-59 ft-lb)
Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
ing Procedure.”
Rod End Bolts: C15-20s : 60-65 N˜m (44-48 ft-lb), C20-
35 : 170-190 N˜m (125-140 ft-lb)
Tilt Cylinder Rod-End Pin Lock Plate: 8-10 N˜m (71-89
in-lb).
Service Intervals
• All upright components should be visually checked
every day during the Operator’s Daily Inspection.
• A thorough visual inspection should be performed
by a trained service professional every 50-250
hours.
• Lift chains should be inspected and lubricated
every 50-250 hours or monthly.
• Lift chain tension should be checked every 50-250
hours or monthly.
• Upright and carriage roller checks should be per-
formed every 50-250 hours or monthly.
• Roller patterns should be checked every 6 months
or after 1000 hours of service.
• Racking and drift tests should be performed every
50~250 hours or monthly.
• The complete extended inspection should be per-
formed at least every year or 2000 hours of opera-
tion.
Description
The upright assembly includes the lift chains, lift cylin-
ders, carriage, forks, and mast or rail sets. Each of the
components can be serviced using the tests, checks,
adjustments, and removal and replacement procedures in
the following Sections.
The upright uses the hydraulic cylinders and chain sets to
lift the carriage and rail sets. On standard, two-stage
uprights, the lift cylinders lift the carriage with chains and
directly lift the inner rail set. On triple-stage uprights, the
primary (free-lift) cylinder lifts the carriage by chains.
When the primary cylinder reaches its maximum exten-
sion, fluid is diverted to the secondary lift cylinders,
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift.
On Hi-Lo uprights, the primary(free-lift) cylinder lifts the
carriage by chanis. The secondary cylinders directly lift
the inner rail set by rod. Hi-Lo uprights not used second
set of chain for secondary cyliner.
34-1-2 • Upright Specifications and Description
Friction and play between the nesting rails is controlled by
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
The lift and secondary cylinders on standard uprights and
triple-stage uprights (TSUs) are piston type cylinders. The
primary cylinder on TSUs and HILO are piston-type cyl-
inder. See the chart under “Specifications” to determine
the type of cylinder used on the upright you are servicing.
Piston-type cylinders contain a by-pass check valve in the
piston that allows air and fluid that have accumulated in
the rod end of the cylinder to return to the system. The
check valve can be removed and cleaned if indicated by
troubleshooting. A non-serviceable check-ball-type cush-
ioning function is built into ram and piston cylinders for
smooth staging during the lowering cycle. The primary
cylinder on TSUs incorporates cushioning on the lift
cycle. A velocity fuse in the hydraulic port of the lift cyl-
inders (secondary cylinders on TSUs) prevents the mast
from falling rapidly in case of sudden fluid pressure loss
due to line breaks or other malfunction of the hydraulic
circuit.
As explained in more detail in Group 30, the main pump
sends fluid to the main hydraulic control valve, which
contains spools that route fluid to the lift cylinders and tilt
cylinders. The valve assembly also contains a counter-
balance valve that prevents upright tilt when the truck is
not operating.
Fluid flow rates for lift functions are factory set and not
adjustable. Flow rates for tilt and auxiliary functions are
controlled by adjustments on the main hydraulic valve. A
non-adjustable “load-lowering” flow valve mounted on
the upright limits upright lowering speed.
Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
checks for the upright appear in “Troubleshooting,” Sec-
tion 2.
SM 709, Jun ’04 ¨
 Group 34, Uprights

SM 709, Jun ’04 ¨ Upright Specifications and Description • 34-1-3

Group 34, Uprights

34-1-4 • Upright Specifications and Description SM 709, Jun ’04 ¨

 Group 34, Uprights

Hose sheave
Outer rail set Upper roller
Secondary
cylinder

Upper roller

Chain Anchor

Load lowering
flow valve

Primary
cylinder

Chain sheave

Primary cylinder
Carriage chain

Lower roller
Intermediate rail set

Inner rail set

Lower roller

Carriage

Typical Triple-stage Upright Assembly (C15-20s)

SM 709, Jun ’04 Upright Specifications and Description • 34-1-5

Group 34, Uprights

34-1-6 • Upright Specifications and Description SM 709, Jun ’04 ¨

 Group 34, Uprights

SM 709, Jun ’04 Upright Specifications and Description • 34-1-7

Group 34, Uprights

34-1-8 • Upright Specifications and Description SM 709, Jun ’04

 Group 34, Uprights

Typical Triple Stage Upright-Overhead View

Adjustment shims Carriage

Roller
Side thrust roller

External thrust roller

(not in 2.0/2.5 ton STD and Hi-Lo CL )

Carriages and Roller Sets

SM 709, Jun ’04 Upright Specifications and Description • 34-1-9

Group 34, Uprights

34-1-10 • Upright Specifications and Description SM 709, Jun ’04

 Group 34, Uprights

SM 709, Jun ’04 Upright Specifications and Description • 34-1-11

Group 34, Uprights

34-1-12 • Upright Specifications and Description SM 709, Jun ’04

 Group 34, Uprights

Two-Hose Adaptation for the

Standard Upright( C20-35)

SM 709, Jun ’04 Upright Specifications and Description • 34-1-13

Group 34, Uprights

Two-Hose Adaptation for the

Hi-Lo Upright (C20-35)

34-1-14 • Upright Specifications and Description SM 709, Jun ’04

 Group 34, Uprights

Two-Hose Adaptation for the

Triple-Stage Upright (C20-35)

SM 709, Jun ’04 Upright Specifications and Description • 34-1-15

 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 making
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 defective;
see Group 30 for valve troubleshooting and ser-
• Damaged upright roller; check condition of rollers
vice 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 709, Jun ’04 Troubleshooting • 34-2-1

Group 34, Uprights
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.
34-2-2 • Troubleshooting
• 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.
SM 709, Jun ’04

• Internal leakage in primary lift cylinder; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged primary lift cylinder causing binding in
the cylinder; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean.
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Damaged or kinked lift cylinder hose; check condi-
tion of hose, repair or replace as necessary.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Bent cylinder rod; inspect and replace rod and/or
cylinder as necessary.
• Internal leakage in piston-type cylinders; perform
cylinder checks listed under “Load cannot be lifted
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
ondary cylinder (TSUs and Hi-Lo)
hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (Standard and Hi-Lo
upright lowering)
• Damaged or binding roller on upright; check con-
dition of roller and replace if necessary.
• Top carriage roller retaining cap screw loose;
check and replace cap screw.
• Lift cylinder chain or chain sheave binding or dam-
aged; inspect and repair.
• Debris in upright roller area or tie bar area; check
and clean.
SM 709, Jun ’04
Group 34, Uprights
• Bent or broken carriage or inner rail; replace part -
do not try to repair by welding.
• Carriage and upright roller shimming or thrust
roller out of adjustment; perform roller checks on
upright and/or carriage and make adjustments as
necessary.
• Defective velocity fuse; remove fuse from cylinder
hydraulic port, clean and recheck for proper opera-
tion.
• Gland loose; check and tighten primary cylinder
gland to 135 N⋅m (100 ft-lb) and glands on lift
(secondary) cylinders to 100 N⋅m (73 ft-lb).
• Cracked cylinder tube; replace tube.
• Rod seal damage; replace seals and check for:
− Damaged rod seal groove in gland; check for
damage to groove and replace seal or gland if
necessary
− Scored cylinder wall; repair or replace cylinder
tube if necessary
− Leaking check valve; clean and replace if nec-
essary
− Leaking O-ring seal on check valve; replace
check valve.
• Gland static seals (O-rings and back-up ring) dam-
aged; replace back-up ring.
• Gland static seals sealing surface damaged; check
groove and bore and repair or replace as necessary.
• Gland loose; check and tighten gland on cylinders
to 100 N⋅m (73 ft-lb).
• Cracked cylinder tube; inspect and replace tube.
• Seal damage in piston-type cylinders; replace pis-
ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
for scratches, nicks, or burrs and repair or replace
rod and piston.
• Scored cylinder wall, TSU piston-type cylinders;
replace tube and all seals.
• Scored or damaged rod; replace rod and all seals.
• Damaged gland back-up seal; inspect and replace
seal.
Troubleshooting • 34-2-3
Group 34, Uprights

• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.

34-2-4 • Troubleshooting SM 709, Jun ’04

 Group 34, Uprights

Section 3

Upright Inspection

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

Upright

Load baskrest

Carriage

Forks

SM 709, Jun ’04 Upright Inspection • 34-3-1

Group 34, Uprights
Basic Visual Inspection
Use the following steps to conduct an initial visual inspec-
tion of the upright. This is the same type of inspection
operators should be conducting on a daily basis.
If you note problems with any component during the basic
visual inspection, continue with “Extended Inspection”
for checks and service.
! WARNING
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components. Failure
to follow these warnings can result in serious
injury. Always use extreme caution.
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
General
• Check to make sure all fasteners are secure.
• Check to make sure the upright lifts and lowers
smoothly with and without a capacity load.
• Check for visible damage to components.
Forks
• Check function and security of the fork latch.
• Inspect the forks for cracks, especially the hanger
and heel areas.
• Check for wear in the fork heel. If heel wear is evi-
dent, perform the extended inspection.
• Inspect the fork hanger and carriage fork bar for
excessive wear.
• Inspect for bent forks.
Load Backrest
• Inspect load backrest for damage such as cracks or
bending.
• Check for tight mounting fasteners.
34-3-2 • Upright Inspection
Lift Chains
Inspect the chains for:
• Proper lubrication. The links should have a coat of
oil on all surfaces. Lubrication oil should penetrate
completely into chain joints.
• Good condition of the chain links and pins. No
rust, corrosion, stiffness, or cracking should be evi-
dent. Pins should not be turned or protruding.
• Excessive side wear or edge wear on the chain
plates.
• Correct, equal tension on chain sets.
• Secure anchor bolt, adjustment nut, and jam nut
mounting.
• Correct alignment of the chain anchors to the chain
and chain sheaves. Adjust turned chain anchors.
• Loose, broken, or damaged anchor bolt pins and
cotter pins. Replace defective pins and cotter pins.
Rollers
Inspect the upright and carriage rollers for:
• Broken or loose rollers.
• Loose, broken, or misadjusted thrust roller on the
carriage.
• Obvious signs of failed bearing seals.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation.
• Excessive looseness in carriage or upright roller
shimming.
Upright and Carriage Weldments
Inspect the upright and carriage for:
• Debris or foreign objects on the components.
• Bent, cracked, or broken components.
• Undesirable wear on or contact between compo-
nents.
• Irregular roller patterns and signs of excessive
wear or scraping on the rails.
SM 709, Jun ’04

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).
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.
Fork Bending
SM 709, Jun ’04
Group 34, Uprights
Overloading, glancing blows against solid objects, or
picking up loads unevenly can bend or twist a fork. Use
the following procedure to check for fork bending.
1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood
block flat on the fork. Make sure the block is not
resting on the heel radius.
Fork Bending Check
2. Set a carpenter’s square on the block against the fork
shank
3. Check the fork 508 mm (20 in) above the blade to
make sure it is not bent more than 14.5 mm (0.6 in) at
the maximum.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
ance they should be replaced as a set.
See Section 7, “Fork and Carriage Removal and Replace-
ment,” for procedures to remove and replace the forks.
Fork Fatigue
Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
the heel is 10% smaller than the arm, the load capacity
could be reduced by 20%. A 5,000-pound (2272 kg)
capacity fork with 10% wear can only safely handle 4,000
pounds (1818 kg).
Use of fork wear calipers are recommended (Clark part
number 1803641) to gauge fork wear as follows:
1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.
Upright Inspection • 34-3-3
Group 34, Uprights

NOTE
Hold the caliper square and use light pres-
sure to squeeze the outer jaw tips against the
fork shank. Take care not to accidentally
alter the reading of the calipers.
2. Check the fork blade area to the inside jaws of the
caliper.
3. If the inside jaws fit over the fork in the blade area,
wear exceeds allowable 10% wear and a new set of
forks should be installed.
Fork Hanger Wear and Carriage Fork Bar Wear
Inspect the fork hangers and carriage fork bar. Excessive
wear can cause the fork to disengage the fork bars or
reduce fork hanger life.
NOTE
A small amount of lubricant can be applied
to the fork latch. Do not over lubricate and
allow lubricant to run down on carriage fork
bar.
2. Check fork stops for widening of notches or round-
ing of top edge. Replace the carriage if fork stops are
excessively worn.
Lift Chains
The following checks should be performed every 50-250
hours to ensure correct chain performance See Section 6
for more complete chain inspection and maintenance pro-
cedures.
Chain Wear (Stretch) - All Lift Chains
Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or chain check ruler.

When any section of the chain has worn and increased its
• If fork hangers are excessively worn, replace the
original length by 3% or more, the chain must be replaced.
forks as a set.
When checking chain wear, always measure a segment of
• If carriage fork bar is excessively worn, replace the the chain that rolls over a sheave.
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.

Fork Latch and Carriage Fork Stops

1. Check fork latches for proper operation. Latches

should operate smoothly. The spring should be in
good condition and securely lock the fork into posi-
tion. Replace the fork latch if it does not operate
properly.

34-3-4 • Upright Inspection SM 709, Jun ’04


IMPORTANT
Never replace a single chain in a set. Always
replace the two chains in a set for consistent
lift operation. Always replace anchor pins
when replacing chains.
1. For example, measure a 305 mm (12 in) segment of
the chain that does not roll over a sheave and count
the number of links in the segment.
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the
plate edges that roll over the sheave.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler.
Chain replacement procedures appear in Section 6.
Chain Length
IMPORTANT
Perform a chain length check and adjust-
ment every 50-250 hours. Checks and adjust-
ments should also be performed to adjust for
chain stretch and tire wear.
Chain length must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within C15-20s : 10mm (0.40 in), C20-35 : 20 mm
(0.80 in) of the bottom edge of the inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.
• On TSUs and Hi-Lo, the difference between the
bottom of the inner rail and the outer rail is greater
than 10 mm (0.40 in).
See Section 6 for chain length adjustment procedures.
Chain Tension
IMPORTANT
Center any auxiliary attachments before
beginning tension check
1. Raise the upright enough to put tension on the chains
to be checked.
2. Push the chains forward and pull them backward; the
amount of tension should be equal on both sides.
SM 709, Jun ’04 ¨
Group 34, Uprights
! WARNING
Do not reach through the upright to push
chains for tension check.
3. If one chains moves more than the other;
a. Lower the forks to ease tension on the chains.
b. Adjust chain adjustment nuts for equal tension on
both chains. See Section 6 for chain adjustment
procedures
4. Repeat the tension test and make adjustments until
the tension is equal on both chains when the carriage
and upright are raised.
Carriage and Upright Weldments
The carriage and upright should be checked for fatigue
cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
number of load cycles. Stress concentrations typically
exist in welded joints, in the area around a welded joint, or
in the corners of parts. Dye penetrant, magnaflux, or other
crack detection methods can be used to find or trace
cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
to service.
• Bent components indicate excessive loading or
high impacts to the weldments. Bent components
are usually structurally damaged and should be
replaced.
• Inspect roller contact patterns on the rail sections.
Roller contact patterns should be smooth and regu-
lar.
 In some applications, it may take up to 500
hours of operation to develop a roller contact
pattern on the flange of the rail.
 In applications where heavy loads are common,
a rail lubricant may be required to allow proper
wear-in on the roller.
• Check rails and carriage for wear due to undesir-
able contact between components. Such contact
can be an indication of broken rollers, loose com-
ponents, foreign objects or debris on the upright, or
a broken weldment.
 If contact or rubbing exists, the condition must
be corrected immediately.
 Rail and carriage weldments with damage
should be replaced.
Upright Inspection • 34-3-5
Group 34, Uprights
• Tie bar areas should be free of foreign objects and
debris. The roller area of the rail should be cleaned
every 500-1000 hours in a normal application.
− In applications where excessive amounts of
contaminants settle in the rail channels, clean-
ing may be required on 50-250 hour intervals.
− If excessive contamination exists, the rollers
should be exposed and the bearing seal areas
cleaned thoroughly.
See Section 4 for carriage roller and upright
roller removal and installation.
Carriage and Upright Rollers
Carriage Thrust Rollers
The carriage uses two types of thrust rollers.
• The internal thrust roller is found on both standard
and TSUs. The carriage internal thrust rollers are
located on the lift bracket and run on the inside
web of the inner rail. The internal thrust roller is
intended to carry a portion of the carriage lateral
load.
• The second type of carriage thrust roller is an
external thrust roller. The external thrust roller runs
along the outside flange of the inner rail to control
lateral load on the carriage. External thrust rollers
are found on STD, Hi-Lo CL III and TSUs.
Internal thrust roller
External thrust roller
(not in 2.0/2.5 ton STD
and Hi-Lo CL )
Both types of thrust rollers should be checked for smooth
rotation, seal integrity, radial bearing tightness, and a tight
cap screw. A roller should turn smoothly without sticking
and be grit free. Replace the roller if any defect is found.
External thrust roller cap screws have a locking patch to
prevent the cap screw from backing out. Repeated
removal will deteriorate the ability of the patch to hold the
cap screw. If the cap screw is backing out without holding,
a new cap screw is recommended. The cap screw can also
be cleaned and set using thread locking compound Loctite
271 (Clark Part 1802302). The internal thrust rollers use a
jam nut to ensure that the bearing remains secure.
34-3-6 • Upright Inspection
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
The external thrust rollers are not adjustable. The internal
thrust roller adjusts using a locking cam on the mounting
cap screw. See Section 4 for roller replacement and inter-
nal thrust roller adjustment procedures.
Carriage and Upright Main Load Rollers
Inspect the carriage and upright main load rollers for bro-
ken, loose, or rough bearings. Defective rollers should be
replaced.
Shoulder
Roller shaft
shims
Bearing outer race
Indications of broken or damaged rollers include:
• Part of all of roller bearing missing
• Bearing outer race loose
• Scraping noise from the upright
• Scraping of carriage fork bar on inner rail (carriage
rollers)
• Upright rail sections scraping together (upright
rollers)
• Upright misstaging
• Excessive looseness of the rail section or carriage
demonstrated by the following load test.
NOTE
Some grease will purge from the bearings in
the first 100-200 hours of operation. This is
not necessarily a sign of a failed roller bear-
ing seal.
Load Test
A load test helps you to determine the amount of clear-
ance between the moving upright parts. The upright
requires some lateral movement between the interlocking
rails and the carriage. But, too much or too little clearance
can be the cause of binding and uneven operation.
SM 709, Jun ’04

! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury.
1. Place a capacity load on the forks and secure it to the
carriage.
! maximum fork height (MFH)
CAUTION
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let. Operate the truck only from within the
operator’s compartment.
2. Tilt the upright back slightly and raise the upright to
its maximum extension several times. Note the
smoothness of operation, the carriage play, and play
between the rails.
3. Move the load 102 mm (4 in) off center on the forks
and resecure it to the carriage.
4. Raise the upright to its maximum extension and
lower the load to the floor several times.
5. Repeat the step, moving the load 102 mm (4 in) off
center to the other side.
6. Raise the upright to its maximum extension and
lower the load to the floor several times.
Carefully observe the smoothness of operation, particu-
larly in carriage play, and play between the rails. If any
unusual movement, staging, or noise occurs during the
test, correct the problem before returning the truck to ser-
vice. Continue with the following roller shimming checks
if too much play is evident in the carriage and rails in the
load test. The troubleshooting guide may also help to
identify specific problems with upright operation.
Roller Side-Clearance
The carriage and upright rollers are shimmed between the
inner race and the roller shaft shoulder to maintain mini-
mal clearance between the side of the roller and the web
of the adjacent rail. Shim adjustments help accommodate
SM 709, Jun ’04
Group 34, Uprights
manufacturing tolerances and wear in the upright rail sec-
tions.
Signs of loose shimming include:
1. Excessive lateral (side-to-side) movement in the
upright rail sections
2. Excessive lateral shift in the upright at, or near, full
3. Irregular roller patterns on the rail.
Signs of over shimming include:
1. Mis-staging or hanging up of the upright
2. Excessive wear in the rail web
3. Premature bearing failure.
Perform the following roll pattern check and the load test
if the need for roller shimming is suspected. See Section 4
for detailed clearance measurement procedures.
Roll Patterns
Impressions made by rollers on upright rails are called roll
patterns. Roll patterns can provide indication of the need
for upright or carriage adjustment.
! WARNING
Keep clear of load and carriage when making
any checks or adjustments.
1. Elevate the carriage about 4 feet (1.3 m).
2. Apply a light, thin layer of grease to the roller con-
tact area.
3. Lower the forks and pick up a capacity load. Raise
and lower the upright several times.
4. Back out from the load and raise the carriage.
Compare the impressions of the rollers on each side of the
upright rails. The impressions should look the same on
both sides. Look for signs of metal scoring or gouging
which can indicate excessive pressure caused by damaged
or misadjusted rollers.
Upright Inspection • 34-3-7
Group 34, Uprights
Carriage rollers, including side-thrust rollers, and all
upright rollers can be checked by examining roll patterns.
If irregular impressions result from the checks, perform
the “Lift Cylinder Shimming Check” and the “Load Test”
to further diagnose problems.
See Section 4 for procedures to measure clearances and
adjust carriage or upright rollers.
Cylinders
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
External Leakage (All Cylinders)
To check for external leakage on the primary cylinder:
1. Clean the top of the gland and rod to remove any
buildup of debris.
2. Check rod surface for defects or unusual wear.
• Nicks, burrs, or other sharp defects can cause dam-
age to the seal and will lead to leaks. The rod
should be repaired or replaced.
• For piston-type cylinders, small blunt defects in
the top and midsection of the rod can be tolerated
in this cylinder design. The high pressure sealing is
over the last several inches of stroke. This type of
defect is acceptable if leakage is not evident.
3. Check for external leakage from the cylinder barrel,
gland O-rings and backup ring, and the rod seal.
• 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.
34-3-8 • Upright Inspection
NOTE
The seals are installed with lubricant and a
trace amount will be in the gland/tube inter-
face area.
4. After cleaning the top of the gland and the barrel,
cycle the upright 5-10 times. If a ring of oil forms to
run 3 mm (0.125 in) down the rod, the cylinder must
be overhauled or replaced.
Internal Leakage on Primary Cylinder
To check for internal leakage on the primary cylinder:
1. Lift the upright to maximum height then lower forks
completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the primary stroke and lower forks com-
pletely.
3. Slowly lift the carriage 305-610 mm (1-2 ft) into the
secondary lift stage then lift to full extension.
4. If the carriage does not lift to full height, the problem
is likely an internal leak and the cylinder should be
overhauled.
5. If the carriage does lift to full height, but you still
suspect an internal leak, repeat the procedure with a
40-70% capacity load.
NOTE
The primary cylinder normally has approxi-
mately 100 ml (3.4 oz) of hydraulic fluid on
the rod side of the piston as a pre-charge.
Use the Drift Test, presented under “Hydraulic Checks”
below, for additional diagnosis of cylinder condition. See
Section 5 for cylinder repair.
Internal Leakage on Piston-Type Lift and Secondary
Cylinders
To check for internal leakage in Standard lift and TSU
secondary cylinders:
1. Lift the upright to MFH then lower forks completely.
2. Cycle the upright 5-10 times through the first 2/3
length of the lift cylinder stroke and lower forks
completely.
3. Lift the upright to full MFH.
Watch for the lift cylinder to increase lift speed. If you see
an increase in lift speed, one or both of the lift cylinders
have an internal leak and requires overhaul.
SM 709, Jun ’04

If the upright does not increase lifting speed, but you still
suspect an internal leak, repeat the procedure with a
capacity load. If the upright does not extend to full MFH,
the problem is likely an internal leak and the cylinder
should be overhauled.
Lift Cylinder Shimming
The lift cylinders on both standard uprights, Hi-Lo and
TSUs bottom out at the end of the stroke to limit upright
extension. The upright has dual lift cylinders and the cyl-
inders’ extension length must be equal. If not, “racking,”
or side-to-side shifting, results. Rod extension length is
made equal by using shims under the rod end of the cylin-
der. To determine if shimming of the cylinders is required
to prevent racking, perform the following operational
check:
! CAUTION
Make sure truck is parked on level surface
with parking brake applied and wheels
chocked; make sure overhead clearance is
adequate to extend upright to its full height.
1. Center the forks or attachments on the upright.
2. Check for equal chain tension.
3. Raise the upright from the retracted position to full
lift height. Note the point when the lift cylinders
reach the end of their stroke.
• If the upright shifts right or left noticeably, shim-
ming is required.
• Repeat the check three times before adding shims.
NOTE
Offset or unbalanced loads and off-center
attachments can cause the upright to shift
even with proper lift cylinder shimming.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures.
2. Check all hoses and tubes for wear and damage.
SM 709, Jun ’04
Group 34, Uprights
a. Hoses or tubes with scrapes or kinks should be
replaced.
b. Hoses with outer cover wear exposing the rein-
forcement braiding should be replaced.
Upright Drift
Drift tests check cylinder, main valve, and hydraulic cir-
cuit integrity under load pressures. A load is held elevated
for an extended period to determine how much the upright
“drifts” (moves) over a specified time period. A tilt cylin-
der drift test appears in Group 32, Section 2, “Tilt Cylin-
der Checks and Adjustments.”
! WARNING
An upright or carriage can move unexpect-
edly during service procedures causing
severe injury:
Do not walk or stand under raised forks.
Keep clear of load and carriage when making
any check or adjustment.
Keep your arms and fingers away from mov-
ing parts of the upright.
Do not reach through open areas of the
upright.
Failure to follow these warnings can result in
serious injury.
1. Raise upright with the rated capacity and carriage to
its full extension and lower to a point halfway down
from full extension with the upright substantially
vertical.
2. Shut off the truck. Apply the parking brake and
chock the wheels.
3. With a pencil or chalk, make a mark across the rails
on one side of the upright.
Mark upright
rails here
Upright Inspection • 34-3-9
Group 34, Uprights

Consider rebuilding the cylinders if the first two remedies

! WARNING in this list are not successful. See Section 5 for removal,
Keep clear of load and carriage when making overhaul, and replacement procedures for primary and
any checks or adjustments. Do not use the secondary cylinders.
upright to climb; use an approved platform.
Trunnion Bearings
4. Wait ten minutes and recheck the mark. Measure and
write down the distance the marks on the inner and To check the trunnion mounting:
intermediate rails have drifted from the mark on the
1. Check for missing, broken, bent, or loose trunnion
outer rail.
cap fasteners. Replace any damaged parts.
5. If the rated load drift 50 mm (2 in) or more in the ten
2. Lift the upright 305-610 mm (1-2 ft) and tilt the
minutes, read and follow the procedures presented in
upright fully forward.
“Drift Causes and Remedies.”
3. Check for trunnion bearing or cap wear by inserting a
! CAUTION feeler gauge between the trunnion cap and the axle-
mounting bearing surface.
Test load must be stacked stably, not extend
beyond the pallet, and be secured on the pal-
let.

Drift Causes and Remedies

If drift of 50 mm (2 in) or more is evident under the rated
load, consider the following causes and remedies:
• The main hydraulic valve is misadjusted, worn, or
defective. Fluid is leaking past the valve and caus-
ing the upright cylinders to drift. See Group 30 for
hydraulic valve troubleshooting and service.
• Upright hydraulic circuit hoses or fittings are leak-
ing. Check the circuit components and repair as
necessary.
• Cylinder piston seals are worn, damaged, or defec- Trunnion bearing
tive allowing fluid past the piston causing drift.
• Primary cylinder or piston-type lift or secondary
cylinders have a check valve that allows oil to flow
back to the rod side of the cylinder. This check Trunnion cap
valve may be clogged or defective. Inspect the
check valve for proper sealing and operation. • The gap should not exceed 0.75 mm (0.03 in).
• If the gap exceeds 0.75 mm (0.03 in) the bearing or
cap may need replacement.
See Section 8, “Upright Removal and Replacement,” for
procedures to remove and replace the trunnion bearing.

34-3-10 • Upright Inspection SM 709, Jun ’04


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 709, Jun ’04 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-1
Group 34, Uprights
! WARNING
Use an approved safety platform to reach the
upper areas of the upright. Never use the
upright as a ladder.
Introduction
Standard and Hi-Lo upright assemblies have two lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two internal and external (except 2.0/2.5
ton STD) thrust roller set mounted on the carriage.
External thrust roller set used more than 3.0ton trucks.
The triple-stage upright assemblies have four lift roller
sets mounted on the rails, three lift roller sets mounted on
the carriage, and two thrust roller sets (“internal” and
“external”) mounted on the carriage. (see the “Roller Side
Clearance Chart” on next page.)
Each carriage and upright lift roller is nested within its
adjacent rail set. The front “face” of the lift roller handles
front-to-back friction and play between the nesting seg-
ments of the upright assembly, the side “face” of the roller
radius handles side-to-side friction and play. The rollers
Group 34, Uprights

are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-

Roller Side Clearance Chart

Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.05-1.25 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.

34-4-2 • Carriage and Upright Roller Clearance Checks and Shim Adjustments SM 709, Jun ’04
 Group 34, Uprights

Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
and you will be directed to general and specific informa- span
tion you need.

General Roller Side Clearance Checking Pro- Widest

span
cedure
For each roller set, you need to measure the gap between
the outside face of a roller and its adjacent nesting rail. In
general, the lift roller side clearance check procedure is as Example of Aligning Roller Set with Widest and
follows: Narrowest Spans Marked on Adjacent Rail Set.
Rail sets are shown separated for clarity.
1. With the spanner tool, find and mark the narrowest
and widest spans in each rail set at the roller-contact 3. Clamp the rails together opposite the roller you
areas in the rail webs: intend to check. Use wooden shim blocks to protect
• Inner Rail Set-Mark narrowest and widest spans the rails. Place clamp as close to roller as possible.
for both the front and back web areas. Torque clamp to 25 N⋅m (20 ft-lb).
• Outer and Intermediate Rail Sets-Mark narrowest
and widest spans for the back web area only.

4. Measure the gap with a feeler gauge. Make sure

roller is tight against its shoulder. Write down the
result.

Web Areas on Typical Rail Set

5. Repeats steps 2 through 4 for the widest span marked

on the rail set.

Spanner Tool. Clark Part #180109

SM 709, Jun ’04 Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-3
Group 34, Uprights

6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim- The internal thrust rollers are nearly perpendicular to the
ming. top carriage lift rollers and contact the same flange area as
If the clearance at the narrowest rail set span is more the carriage rollers. The top carriage lift rollers and the
than 1.0 mm (0.04 in), the roller set should be internal thrust rollers should be checked together.
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
the instructions in “Directions for Checking Specific
Rollers” below.

Directions for Checking Specific Rollers

Use these directions to supplement the general procedures
given above. 1. Move the top carriage lift roller to the narrowest span
Carriage Rollers on the inner rails set.
Bottom Carriage Rollers 2. Clamp rail to one side as in general procedures.
Follow the general procedure above. Check clearance of lift roller on clamped side. Locate
Middle Carriage Rollers the clamp between the thrust roller and the bottom
The middle rollers are difficult to access and require the roller of the carriage.
following special procedures.
1. Raise the carriage until the middle rollers are at the
top of the inner rails.
2. Measure roller side clearance at the top of the inner
rails. Note measurement here:
_____________________.
If gap is less than 1.5 mm (0.06 in), shimming is not
required.
If gap is more than 1.5 mm (0.06 in), check clearance
at narrowest span by comparison with the top of the
rail set as follows:
a. With spanner tool, measure span of inner rail set
at top of the front web area. Note measurement
The internal thrust roller should contact the web and
here: _____________________.
cause the lift roller to stand off from the web by .01
b. With spanner tool, measure span of inner rail set
to 1 mm (0.001-0.03 in). If the gap is outside this
at narrowest span of front web area. Note mea-
range, the internal thrust roller must be adjusted as
surement here: _____________________.
explained later in this Section under “Internal Thrust
c. Subtract measurement in step b from measure-
Roller Adjustment.”
ment in step a, Write result here:
b-a= _____________________. 3. Check clearance on lift roller opposite clamped side
If the calculated gap is less than or equal to the as in the general procedures. If clearance is greater
gap measured in step 2, the roller set does not than 1.25 mm (0.05 in), the roller set should be
require shimming. Otherwise, the roller set shimmed.
should be shimmed.
4. Move clamp to opposite side and check clearance on
clamped side as in step 2 directly above. Gap should
be 0.01-1.0 mm (0.001-0.03 in).
5. Move the top carriage lift roller to the widest span on
the inner rail set and check clearance as in general
procedures.

34-4-4 • Carriage and Upright Roller Clearance Checks and Shim Adjustments SM 709, Jun ’04

Upright Rollers
1. Remove the carriage as described in Section 7 of this
Group.
2. Fully extend the upright making sure carriage hoses
and chains are secured out of the way to prevent
damage.
! WARNING
An upright or carriage can move unexpect-
edly:
• Do not walk or stand under raised forks
• Keep clear of load and carriage when
making any check or adjustment
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
• Use an approved safety platform to reach
the upper areas of the upright. Never use
the upright as a ladder.
Failure to follow these warnings can result in
serious injury.
3. Follow the “General Roller Side Clearance Checking
Procedure” given earlier in this Section.
The clamping procedure is as illustrated below.
SM 709, Jun ’04 ① Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-5
Group 34, Uprights
Internal Thrust Roller Adjustment(C20-35)
The internal thrust rollers should be adjusted to extend 0-
0.75 mm (0.03 in) into the top carriage roller side clear-
ance. Carriage roller side clearance should be within toler-
ances before you adjust the thrust rollers.
NOTE
Carriage must be replaced on upright before
adjusting internal thrust rollers. See Section
8 for carriage replacement procedures.
1. Lift the carriage to the top of the inner rail.
2. Loosen the jam nut on the back of the thrust roller
cap screw and then loosen the cap screw. Rotate the
bearing to pivot toward the carriage and away from
the rail.
3. Lower the carriage to a convenient height to do the
adjustment.
4. Clamp the carriage between the top and middle car-
riage roller.
• Use a shim block under the clamp on the outside of
the channel rail.
• Torque on the clamp should not exceed 25 N⋅m (20
ft-lb).
5. Insert a 0.5 mm (0.02 in) temporary shim between
the top carriage roller and the rail web on the side
opposite the clamp. If a 0.5 mm (0.02 in) shim will
not fit, insert a 0.25 mm (0.01 in) shim.
Group 34, Uprights
6. Move the clamp to the shimmed side and clamp the
rollers against the shim and the rail web by position-
ing the clamp between the top and middle carriage
rollers.
7. Cam the thrust roller on the shimmed side against the
rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
8. Insert a 0.5 mm (0.02 in) shim in the opposite roller.
If a 0.5 mm (0.02 in) shim will not fit, insert a 0.25
mm (0.01 in) shim.
9. Loosen the clamp and remove the shim.
10. Reposition the clamp on the opposite side and draw
the roller against the shim and rail web.
11. Cam the thrust roller on this shimmed side toward
the rail clockwise and tighten the cap screws firmly.
NOTE
Make sure the roller does not rotate with the
cap screw when tightening.
12. Loosen the clamp and remove the shim.
13. Use a crow’s foot to torque the cap screws 70-80
N⋅m (51.5-59.2 ft-lb).
NOTE
If a crow’s foot is not available, the carriage
can be raised to the top of the inner rail and a
socket used to tighten to the correct torque.
14. Position the carriage to access the jam nut on the
back side of the cap screw and torque to 70-80 N⋅m
(51.5-59.2 ft-lb).
34-4-6 • Carriage and Upright Roller Clearance Checks and Shim Adjustments
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.
SM 709, Jun ’04
 Group 34, Uprights

3. Add shims to the top and bottom rollers as deter-
mined in the previous steps.
• Install shims with the same number on each side.
• When an odd number of shims is required, always
place the odd shim on the same side on all roller
sets.
4. Use a straight bar to determine the number of shims
to add to the middle roller shaft as shown in the fol-
lowing illustration. This shimming may be asymmet-
ric, meaning the numbers of shims do not have to
match those of the top and bottom rollers.
Upright Roller Removal
1. After the carriage has been removed, lower the
upright rails until both of the secondary (final) lift
cylinders are completely collapsed.
2. Jack the truck and block under the frame so that the
bottom of the upright is approximately 254 mm (10
in) off the floor. See “Lifting, Jacking, and Blocking”
in Group SA for safe procedures.
3. Set the parking brake and block the steer wheels.
4. Tilt the upright to as near vertical as possible.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
strap.

5. Reinstall all bearings; torque top roller fasteners to

40-45 N⋅m (30-33 in-lb).
Carriage internal thrust rollers must be adjusted after the
6. Disconnect the flow control valve manifold from the
carriage is shimmed. Adjust as described previously.
upright bracket.

Upright Roller Shimming

Use the following procedures to remove, shim, and
replace rollers. Use the preceding checks to determine the
number of shims required to reduce the roller clearances
to 0.75 mm (0.03 in) or less.

! WARNING
Use an approved safety platform. Never use
the upright as a ladder.

! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.

SM 709, Jun ’04 ① Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-7
Group 34, Uprights
7. Disconnect the cylinder guide bolts.
In Hi-Lo upright, disconnect the secondary cylinder
hose.
STD & TSU Hi-Lo
8. Secure the cylinder to prevent its falling and discon-
nect the cylinder rod retaining bolts.
NOTE
For 4-hose adapters, you must disconnect the
hose sheave and bracket. This is not neces-
sary for 2-hose adapters.
9. Move the sheave with the hoses and any other con-
nected components out of the way.
10. Disconnect the rail cylinders by raising the rails to
free the cylinder rod ends from the tie bar. Tilt the
cylinders inward and secure out of the way of the tie
bars.
11. Lower the assembly completely to expose the rollers.
The lower roller set of the inner rail and upper roller set of
the outer rail on standard and triple-stage uprights are now
exposed for shim adjustment.
34-4-8 • Carriage and Upright Roller Clearance Checks and Shim Adjustments
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.
SM 709, Jun ’04
 Group 34, Uprights

Upright Reassembly 3. Reconnect the cylinder guide bolts. Do not tighten

The following steps detail the procedures for reassem- until inner and/or intermediate rails are in the fully
bling the upright. lowered position. Torque guide bolts nuts to 20-25
N⋅m (14.8-18.5 ft-lb).
! WARNING
The upright can move unexpectedly:
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
upright.
• Never attempt to move or align the rails
by hand. Use a prybar.
4. Reconnect the cylinder rod retaining bolts. Torque
Failure to follow these warnings can result in rod retaining bolts to 20-25 N⋅m (14.8-18.5 ft-lb).
serious injury. In Hi-Lo upright, Reconnect the Secondary cylinder
hose.
1. Connect the lifting strap to the inner rail on standard
and Hi-Lo uprights or intermediate rails on triple-
stage uprights and raise the rails just high enough to
clear the lift cylinders. Use a prybar to guide the rails
and allow the rollers to reenter the rail channel.

STD & TSU Hi-Lo

5. Replace the 4-hose sheave and bracket assembly

onto the upright. Torque nuts to 20-25 N⋅m (14.8-
18.5 ft-lb).
6. Reconnect the load lowering flow valve to the
upright bracket. Torque nuts to 20-25 N⋅m (14.8-18.5
ft-lb).

2. Reposition the rail cylinders and slowly and carefully

lower the rails to seat the rod end into the mounting.

SM 709, Jun ’04 ① Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-9
Group 34, Uprights
7. Jack up the truck only enough to remove the block-
ing and slowly lower the truck so that its full weight
is on the floor.
8. Replace the carriage and forks.
9. Test the upright lift and tilt functions; make sure all
upright components work correctly and smoothly.
Check for overshimming as described in the next
subsection. Repeat the load test to make sure the
upright works correctly under load. When you are
sure all components are operating correctly, perform
the chain adjustment checks in Section 3 before
returning the truck to service.
34-4-10 • Carriage and Upright Roller Clearance Checks and Shim Adjustments
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 709, Jun ’04
 Group 34, Uprights

Section 5

Cylinder Removal, Shimming, Overhaul, and Replacement

Cylinder Types ! CAUTION

Standard uprights use two lift cylinders. Hi-Lo and Triple To remove, or partially remove, the cylinders
stage uprights use three cylinders, a primary (center- from the upright for shimming or overhaul,
mounted) cylinder, and two secondary cylinders. All pri- start with the truck in a safe position:
mary cylinders used on Hi-Lo and triple-stage uprights
(TSUs) are piston cylinders. The lift and secondary cylin- • Ignition off
ders used on standard, Hi-Lo uprights and TSUs are either • Parking brake applied
piston or ram cylinders.
• Directional lever in neutral
IMPORTANT
Before removing any component for over- • Forks lowered completely
haul, make sure the correct repair parts, • Wheels blocked.
seals, and gasket sets are available.

Upright Upright
Lift Cylinder Shimming Procedure
Cylinder Type
Type Number To shim the lift cylinders to correct unequal cylinder
<C15-20s> stroke:
STD cush V1209/20/27 Piston-type Lift Cylinder 1. Fully lower upright until both lift cylinders are col-
pneu V1210/21/28 Piston-type Lift Cylinder lapsed.
TSU cush M1209/20/27 Piston-type Secondary Cylinder
2. Attach a hoisting strap to the tie bar of the inner rail
pneu M1210/21/28 Piston-type Secondary Cylinder or intermediate rail tie bar of TSUs.
Hi-Lo cush H1209/13/19 Piston-type Secondary Cylinder
pneu H1210/14/20 Piston-type Secondary Cylinder
<C20-35>
STD Cush V2302/12/17 Piston-Type Lift Cylinder
Pneu V2303/13/ Piston-Type Lift Cylinder
18/22
Cush V2304/14/19 Piston-Type Lift Cylinder
Pneu V2307/15/ Piston-Type Lift Cylinder
20/23
TSU Cush M2302/12/17 Piston-Type Secondary Cylinder
Pneu M2303/13/ Piston-Type Secondary Cylinder
18/22
Cush M2304/14/19 Piston-Type Secondary Cylinder
Pneu M2307/15/ Piston-Type Secondary Cylinder !
20/23 CAUTION
Hi-Lo Pneu H2310/13/16 Ram-Type Secondary Cylinder Make sure hoisting equipment is of adequate
Cush H2311/12/15 Ram-Type Secondary Cyliner capacity and in good working order.

SM 709, Apr ’07 ཛྷ Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-1
Group 34, Uprights

3. Remove the cylinder rod retaining bolt. 2. Disconnect and cap the hydraulic line at the base of
In Hi-Lo Upright, Remove the Cylinder Hose. the cylinder.
To load lowering
flow valve

STD & TSU Hi-Lo

4. Slowly lift the inner (or intermediate) rails off the top
of the cylinder to expose the cylinder rod top.
! CAUTION
Block rail in up position.
3. Remove and discard cotter pins from chain anchor
bolt pins on the cylinder.
4. Remove the pins, draw the chain through the sheave,
and drape the chain over the carriage.

5. Insert shim(s) over rod end of cylinder with the

shorter stroke to compensate for unequal stroke
length.
6. Slowly lower the inner or intermediate rail back onto
the rod ends.

! 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 20-25 N⋅m (14.8- 5. Remove the snap ring holding the chain sheave (and
18.5 ft-lb). hose bracket, if equipped) on the rod end and move
8. Repeat the racking test and adjustment until no rack- assembly off top of rod.
ing is evident during upright lift extension.
9. Check all upright functions before returning the truck Snap ring
to service.

Primary Cylinder Removal and

Replacement (Hi-Lo & TSU)
Remove the primary cylinder for replacement only. Cylin-
der can be overhauled without removing it from the
upright. See “Cylinder Overhaul” for procedures.
1. Make sure the cylinder is completely collapsed and
pressure is released.

TSU Hi-Lo

34-5-2 • Cylinder Removal, Shimming, Overhaul, and Replacement SM 709, Jun ’04 ①
 Group 34, Uprights

6. Disconnect cylinder mounting bolts and cylinder 4. Disconnect and cap the hydraulic line from the base
base mounting bolts. of each cylinder. Remove the mounting bolts from
the manifold block.

Use these steps in reverse to replace the cylinder. Check 5. Lower the carriage
Group 40 for hydraulic fitting tightening procedures. If
complete cylinder was torque hydraulic line bracket to 40- 6. Using a hoist and lifting strap of adequate capacities,
45 N⋅m (30-33 ft-lb). connect the lifting strap to the inner rail on standard
& Hi-Lo uprights and inner and intermediate rails on
triple-stage uprights.
Lift and Secondary Cylinder Removal
and Replacement
Only piston-type lift and secondary cylinders must be
removed from the upright for overhaul. The cylinder gland
and rod can be removed for overhaul while leaving the
cylinder tube mounted on the truck.
1. Make sure the cylinders are completely collapsed and
pressure is released.
2. Tilt the upright to as near vertical as possible.
3. Using a hoist and lifting strap of adequate capacities,
lift the carriage to access the hydraulic lines at the
base of the cylinders.

7. Disconnect the cylinder guide bolts.

! CAUTION
Make sure hoisting equipment is of adequate
capacity and in good working order.

(C15-20s) (C20-35)

SM 709, Jun ’04 ① Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-3
Group 34, Uprights

8. Disconnect the cylinder rod retaining bolts. 1. Clean the rod-end and gland thoroughly to prevent
In Hi-Lo upright, Remove the cylinder hoses. contamination from falling into the cylinder during
disassembly.
2. With a blunt punch or chisel, bend the lock ring out
of the locking grooves of the gland.
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged.
Shim
4. Carefully lift the rod out of the cylinder and place in
a clean area.
5. Inspect the tube and tube end for damage and cover
TSU Hi-Lo
the cylinder tube end to prevent contamination.
9. Remove the cylinders by raising the inner rail (and 6. Remove all rings and seals from the piston and the
intermediate rail on the triple stage upright) to free gland.
the cylinder rod ends from the tie bar.
10. Remove any shims and note number and location.
11. Lift the cylinders off the base mount.
Use these steps in reverse to replace the cylinders. Torque
the cylinder rod retaining bolts to 20-25 N⋅m (14.8-18.5
ft-lb). Torque the cylinder guide bolt nuts to 30-35 N⋅m
(22.2-25.6 ft-lb). Check Group 40 for hydraulic fitting
tightening procedures.

Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
ondary (TSU) cylinders.
NOTE 7. For piston-type cylinders:
During overhaul, set rod or cylinder on a a. Remove the check valve from the piston for
work bench with adequate support for safe inspection and cleaning by removing the snap
and convenient disassembly. Two sets of 4x4 ring from the piston bore.
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
nicks and scratches from harming the piston
or rod.

Cylinder Disassembly
• To overhaul the primary cylinder, it is not neces-
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
b. Use a blunt hook to pop the check valve out.
IMPORTANT
Use extreme care that you do not make nicks
and burrs on the interior surface area of the
cap or cylinder or the piston.

34-5-4 • Cylinder Removal, Shimming, Overhaul, and Replacement SM 709, Jun ’04

Parts Inspection and Service
1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
replacement of the barrel.
3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
reinstallation.
5. Inspect and clean the check valves.
6. Inspect all seals, including the check valve O-ring.
NOTE
Minute imperfections inside the cylinder bar-
rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
ever, removal of material that produces a
notch, groove, or out-of-roundness may cause
excessive leakage during operation and a
shortened life.
7. Use new parts as necessary. Always use the Packing
Kit listed in the parts manual. New kits include all
the seals, wiper rings, wear rings and O-rings neces-
sary for the particular cylinder.
Cylinder Reassembly
Take care when installing these parts to make sure that no
parts are damaged.
1. Coat all packing, seals and rings in clean, hydraulic
oil (Clark part number 1800236 qt., 1802155 gal.)
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
cylinder), rod wiper, and O-ring and back-up seals on
the gland.
SM 709, Jun ’04 Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-5
Group 34, Uprights
NOTE
O-rings should be carefully installed to elimi-
nate cuts or twisting.
3. Replace the piston seals:
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of
the rod. Use a ring compressor to compress the
piston seal. This prevents damage to the seal dur-
ing reassembly.
b. Piston-type lift and secondary cylinder require a
cylinder seal, a back-up ring, and a wear ring on
the piston. Install the cylinder seal from the top of
the rod.
4. For protection against corrosion, lubricate spacers
(where used) with petroleum-based hydraulic fluid.
Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
threads.
6. For primary cylinders, add 3.4 oz (100 ml) of hydrau-
lic oil into the cylinder on the rod side of the piston.
7. Install the lock ring onto the gland. Lubricate cylin-
der threads and screw gland onto cylinder. Be careful
not to damage gland seal. Make sure the gland is
fully seated on the cylinder barrel. Deform the lock
ring into slots in the tube and the gland.
8. Check the assembly by making sure the piston slides
freely in and out of the cylinder.
9. Tighten the gland nut:
Group 34, Uprights

• On primary cylinders, tighten the gland nut to 135
N⋅m (100 ft-lb).
• On lift and secondary cylinders, tighten the gland
nut to 100 N⋅m (75 ft-lb).
This competes the cylinder repair procedure. Replace the
cylinders as described in “Cylinder Removal and Replace-
ment.” Complete the chain length adjustment in Section 3
for correct carriage and rail position. When all adjust-
ments are completed, return the truck to service.

Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder

34-5-6 • Cylinder Removal, Shimming, Overhaul, and Replacement SM 709, Jun ’04
 Group 34, Uprights

Section 6

Upright Chain Inspection, Adjustment, and Replacement

Chain Configuration-Standard Uprights

SM 709, Jun ’04 ➀ Upright Chain Inspection, Adjustment, and Replacement • 34-6-1
Group 34, Uprights

Chain Configuration-Triple Stage Uprights(C15-20s)

Chain Configuration-Triple Stage Uprights(C20-35)

34-6-2 • Upright Chain Inspection, Adjustment, and Replacement SM 709, Jun ’04 ①

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 709, Jun ’04 Upright Chain Inspection, Adjustment, and Replacement • 34-6-3
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
Group 34, Uprights
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).
34-6-4 • Upright Chain Inspection, Adjustment, and Replacement
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.
SM 709, Jun ’04

Standard Upright Chain Length Adjustment
To adjust chain length on the standard upright use the fol-
lowing illustration and procedures:
Adjust chain
length here
To carriage
1. Fork-to-ground clearance:
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors.
c. Turn the chain adjustment nuts until clearance
between forks and ground is 10-20 mm (0.40-
0.80 in).
IMPORTANT
For all chain anchor adjustments:
• Threaded chain anchors must be left free to
pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to adjustment nuts to
C15-20s : 70-80 N⋅m (52-59 ft-lb), C20-35 :
100-200 N⋅m (74-148 ft-lb).
• Make sure chain anchors are secured so
that no twist is evident in the chains.
2. Carriage roller position:
a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) inner
rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
c. Raise carriage about 1 m (3.2 ft) and measure the
distance from where the center of the bottom car-
riage roller stopped to the bottom edge of the
inner rail. Distance should not be less than 20 mm
(0.80 in) or chain length adjustment is required.
SM 709, Jun ’04 ① Upright Chain Inspection, Adjustment, and Replacement • 34-6-5
Group 34, Uprights
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
If all three chain length requirements listed above cannot
be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
riage stop clearance.
Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
Triple-Stage and Hi-Lo Upright Chain Length
Adjustments
Triple-stage uprights use two chain sets; one set for car-
riage lift and one set for rail lift. Adjustment anchors for
the lift cylinder stage are located at the back of the outer
rail. Adjustment anchors for the primary lift stage are
behind the primary cylinder. Carriage chain anchors are
not intended for adjustment.
Hi-Lo Uprights use one chain set for carriage lift.
For TSU inner rail lift chains, chain length must be
adjusted if the difference between the bottom of the inner
rail and the outer rail is greater than 10 mm (0.40 in).
For the TSUand Hi-Lo primary cylinders lift chain, the
chain length must be adjusted if:
• The fork-to-ground clearance is less than 5 mm
(0.20 in) or more than 25 mm (1.0 in) when the
upright is vertical.
• The center of the bottom carriage roller comes
within 20 mm (.80 in) of the bottom edge of the
inner rail.
• The carriage safety stop hits the inner rail stop at
full lift height.
Group 34, Uprights
To adjust the cylinder lift chains on a TSU use the follow-
ing illustration and procedures:
Adjust chain
length here
To inner rail
1. Set the upright in the vertical position.
2. Break the jam nuts loose on the chain anchors.
3. Adjust the chain anchor adjustment nuts until the
bottom of the inner rail is within 2.5 mm (0.10 in) of
the bottom of the outer rail.
To adjust the primary cylinder lift chain on TSU and Hi-
Lo use the following illustration and procedures:
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).
34-6-6 • Upright Chain Inspection, Adjustment, and Replacement
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
C15-20s : 70-80 N⋅m (52-59 ft-lb), C20-35 :
100-200 N⋅m (74-148 ft-lb).
• 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.
SM 709, Jun ’04 ①

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 709, Jun ’04 Upright Chain Inspection, Adjustment, and Replacement • 34-6-7
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.
3. Remove the chain anchor pins on the outer rail and
pull the chains off of the sheaves on the inner or
intermediate rails.
Group 34, Uprights
4. Remove the chain anchor pins from the carriage on
the standard upright or the inner rail on the TSU. On
the TSU, the inner rails must be lowered to the floor
to access the chain anchor pins.
Lift Chain Removal from Carriage (standard upright)
Triple-Stage Upright Lift Chain Removal from Inner Rail
NOTE
If a hose adapter assembly is used, the chain
sheaves must be loosened and removed to
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins.
5. Use the steps in reverse order to replace the lift chain
set.
Primary Cylinder/Carriage Chains (TSU and
Hi-Lo)
1. Tilt the upright forward, lower it, and completely col-
lapse 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.
34-6-8 • Upright Chain Inspection, Adjustment, and Replacement
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.
4. Use these steps in reverse to replace the primary cyl-
inder/carriage chain.
Perform the chain length adjustment and chain tension
check before returning the truck to service.
Other Chain Service Notes
• Use lengths of factory assembled chain. Do not
build lengths from individual components.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
The entire chain may be compromised and should
be discarded.
• Never electroplate assembled leaf chain or its com-
ponents. Plating will result in failure from hydro-
gen embrittlement. Plated chains are assembled
from modified, individually plated components.
• Welding should not be performed on any chain or
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.
SM 709, Jun ’04 ①
 Group 34, Uprights

Section 7

Fork and Carriage Removal and Replacement

3. Lift tip of each fork and put a 100 x 100 mm (4 x 4

! CAUTION in) block under the fork arm near the heel.
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
! CAUTION
face, such as a concrete floor with no gaps Forks weight 50-71 kg (110-156 lbs) each.
or breaks. Take care when lifting.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Fork Removal
NOTE
Blocking the Fork
Forks do not need to be removed to remove
the carriage. 4. Push down on tips of the forks to disengage the fork
hooks from the carriage fork bar.
1. Release the fork latches.
5. Lift fork heel and remove block.

! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

Latch Operation 6. Back the truck away from the forks.

2. Move each fork to the notch on the bottom of the
lower carriage cross bar. Fork Replacement
1. Carefully drive truck up close to forks.

! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.

2. Drag forks into position close to carriage and to line

up with the notche on the lower carriage cross bar.
3. Lift fork heel and place block under arm near the
heel.

SM 709, Jun ’04 Fork and Carriage Removal and Replacement • 34-7-1
Group 34, Uprights
4. Lift tips of forks to engage the fork hooks on the
upper carriage fork bar.
5. Remove blocks from under fork.
6. Check fork latches when repositioning forks to upper
carriage fork notches.
Carriage Removal
The carriage should be removed for shimming or when
any service procedure is performed on the upright.
! WARNING
The procedures for checking, maintaining,
and adjusting uprights, carriages, and forks
involve movement of the components.
• Do not walk or stand under raised forks.
• Keep clear of load and carriage when mak-
ing any check or adjustment.
• Keep your arms and fingers away from
moving parts of the upright.
• Do not reach through open areas of the
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.
34-7-2 • Fork and Carriage Removal and Replacement
! WARNING
You may need to pull on the hoses/cables and
chains while lowering the primary cylinder
to get it all the way down. This is done to cre-
ate slack in hoses/cables and chains and to
displace as much oil as possible, which will
reduce oil loss when disconnecting hydraulic
lines for auxiliary components.
You may need a helper to hold the control
handle in the lowering position while you pull
on the carriage chains to fully collapse the
primary cylinder (on Hi-Lo & TSUs). When
pulling on the chains to lower the primary
cylinder (on Hi-Lo & TSUs), the ignition
must be off.
4. Once the carriage is fully lowered, clamp the front of
one fork to the pallet to prevent the carriage from
falling over backwards when removed.
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.
SM 709, Jun ’04
Group 34, Uprights
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.
34-7-3 • Fork and Carriage Removal and Replacement
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.
SM 709, Jun ’04 ①
 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:
• Ignition off • Lubricate all O-rings with a light coating of system
• Parking brake applied hydraulic fluid or a compatible oil.
• Directional lever in neutral • Use two wrenches to tighten hose fittings to pre-
• Forks completely lowered vent hoses from twisting.
• Block steer wheels. • See Group 40 for hydraulic fitting tightening pro-
cedures.
9. Reinstall the carriage lift chains to the base of the
carriage. 11. Adjust carriage height according to Section 6 and
chain tension according to Section 3.
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 709, Jun ’04 ① Fork and Carriage Removal and Replacement • 34-7-4
 Group 34, Uprights

Section 8

Upright Removal and Replacement

This Section describes how to remove the entire upright

assembly from the truck. The carriage and forks must be
removed from the upright assembly before the upright is
removed. (For uprights with an auxiliary component, a
side-shifter for example, the two hydraulic hoses power-
ing the auxiliary component must be removed before the
carriage is removed.) See Section 7, “Fork and Carriage
Removal and Replacement,” for procedures to remove the
carriage and fork assembly from the upright.
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps
or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.

Outer rail set

Load-lowering flow valve and

two-hose hardware mounting
bracket

Trunnion mount

Transaxle

Trunnion cap Tilt cylinder mount

bearing

Keeper
Typical Upright Installation

SM 709, Mar ’04 Upright Removal and Replacement • 34-8-1

Group 34, Uprights

Upright Removal 2. Disconnect and cap hydraulic line at the load-lower-

ing flow valve. Secure the hose out of the way of the
The following procedures are for uprights with carriage upright.
and forks, or auxiliary components removed. See Section
7, “Fork and Carriage Removal and Replacement,” for
instructions on removing the forks and carriage.

! WARNING
The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
assembly. Keep clear of the assembly as it is
being hoisted and set down. Keep hands and
feet away from the assembly. Use prybars to
move the assembly into position for reattach-
ment.

1. Attach a hoist and strap of adequate capacity to the 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.

34-8-2 • Upright Removal and Replacement SM 709, Mar ’04

 Group 34, Uprights

3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.

Cushion tire and

Pneumatic tire trucks
with bolt down.

4. Remove trunnion ring bolts and lift upright off

frame. See illustration on page 1. ! WARNING
5. Slowly set upright down on the floor, 100 x 100 mm Use prybars to move the assembly into posi-
(4 x 4 in) blocking, or sturdy pallets set end-to-end. tion for reattachment.

2. Secure mounting bearing to inner, load-bearing half

of the trunnion mounting using double-sided tape.
Install trunnion ring mounting bolts and use Loctite
271 (Clark part number 1802302). Torque to C15-
20s : 111-116 N⋅m(82-86 ft⋅lb), C20-35 : 75
N⋅m(55ft⋅lb).

SM 709, Jun ’04 ➀ Upright Removal and Replacement • 34-8-3

Group 34, Uprights

3. Install rod end pins, lock plates, and fasteners. NOTE

Tighten lock plate fasteners to a torque of 121-136 Reconnect two-hose adapter assembly
in-lb (19.3-21.5 N⋅m). hydraulic lines to the upright-mounted
bracket.

Cushion tire and

Pneumatic tire trucks
with bolt down.

4. Attach hydraulic lines to the upright flow control

valve:
5. Remove the lift chain between the upright and hoist.
6. Completely check all upright and hydraulic compo-
nents under load before returning the truck to service.
7. See Section 8, “Fork and Carriage Removal and
Replacement,” for steps to replace the carriage and
fork assembly.

• Lubricate all O-rings with a light coating of system

hydraulic fluid or a compatible oil.
• Use two wrenches to tighten hose fittings to pre-
vent twisting lines.
• See Group 40 for hydraulic fitting tightening pro-
cedures.

34-8-4 • Upright Removal and Replacement SM 709, Mar ’04

 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 709, Jun ’04 Group 38, Counterweight and Chassis

 Group 38, Counterweight and Chassis

Section 1

Counterweight Specifications and Description

Specifications Description
Counterweight weights : The counterweight is a solid, cast-iron piece mounted to
the back of the lift truck to counter-balance the loads
Cushion Truck Pneumatic Truck placed on the upright at the front of the truck. The weight
C15C:760 Kg (1675 lbs) C15:700 Kg (1543 lbs) must be great enough to counteract forward tipping when
C18C:990 Kg (2182 lbs) C18:930 Kg (2050 lbs) lifting or stopping with a capacity load. The weight of the
C20sC:1120 Kg (2469 lbs) C20s:1105 Kg (2[36 lbs) counterweight is determined by the lifting capacity of the
truck.
C20C:1098 Kg (2420 lbs) C20:950 Kg (2095 lbs)
C25C:1472 Kg (3245 lbs) C25:1290 Kg (2845 lbs) The counterweight is cast with mounting niches molded
C30C:1854 Kg (4087 lbs) C30:1630 Kg (3595 lbs) in. The niches fit the truck frame mounting and allow the
C32C:2004 Kg (4418 lbs) C33(35):1970 Kg (4340 lbs) counterweight to “hang” on the truck frame bracket.
Large, hard steel bolts hold the counterweight to the frame
and prevent the counterweight from being dismounted
Fastener Torques accidentally.
Counterweight Mounting Bolt : 440-490 N⋅m (325-361
ft⋅lb) ! WARNING
LPG Tank Support Assembly Bracket Mounting Bolt : The counterweight is extremely heavy. Do not
340-380 N⋅m (250-280 ft⋅lb) remove the counterweight unless you have
training and are familiar with the correct
procedures. Counterweights can fall if not
General Maintenance handled correctly and can cause severe
The counterweight must be maintained in good condition injury or death. Keep your hands, feet, and
and securely attached to the lift truck. Because of its body clear of the counterweight at all times.
heavy weight and bulky mass, the counterweight must be Hoisting equipment must be capable of han-
carefully supported and handled. When removed from the dling the weight of the counterweight when
truck, store at floor level in a stable position to be sure it removing or replacing. Make sure your hoist
will not fall or tip, causing damage or injury. is of adequate capacity to handle the weight.

SM 709, Mar ’05 ➀ Counterweight Specifications and Description • 38-1-1

 Group 38, Counterweight and Chassis

Section 2

Counterweight Removal and Replacement

! LPG Tank Removal

CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
Remove the LPG tank from the counterweight if servicing
a LPG-fuel truck. The tank must be removed to install the
lifting eyebolts on the counterweight. Remove the two
bolts mounting the tank support assembly bracket to the
counterweight.

2. Put upright in vertical position and fully

lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
Counterweight Removal
1. Install eye bolts into the counterweight. Eyebolts
must be able to lift C15-20s : 700-1120 kg (1543-
2469 lbs), C20-35 : 1006-2020 kg (2217-4453 lb)
depending on truck model (see illustration next
page).

! WARNING
2. Using an overhead hoist with sufficient lifting capac-
ity, chain the eyebolts to the hoist ; slowly hoist
Observe proper, safe lifting practices when chains until slack is removed.
lifting counterweight onto or off truck.
Counterweight should only be lifted by 3. Remove the tow bar and the counterweight anchor
appropriately-sized eye bolts installed bolt(s).
through both top lifting holes. 4. Slowly lift the counterweight from the truck frame.
Use only overhead lifting equipment having a
safe lifting capacity in excess of that of the
counterweight.

LPG tank

Torque to 340~380N.M
250~280ft-lb

Tank support
assembly bracket

LPG Tank Removal

SM 709, Jun ’04 ¿ Counterweight Removal and Replacement • 38-2-1

Group 38, Counterweight and Chassis

3. Make sure that the bolt holes in the counterweight

! WARNING
Stand clear of the counterweight as it is being
hoisted, moved, or mounted.
5. Slowly lower the counterweight onto a sturdy pallet.
Set the counterweight on its flat side if possible. If
set on its curved side, use chocks to prevent the
counterweight from shifting or rolling.
Counterweight Replacement
1. Bring counterweight vertically near the rear of the
truck and positioned so that it is within 25-50 mm (1-
2 in) of the frame.
2. Move the counterweight forward and lower it, mak-
ing sure that the support hooks on the frame engage
with the counterweight.
! WARNING
During mounting, always use prybars for
location adjustments. Do not place any part
of your body between the counterweight and
truck.
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 440-490 N˜m (325-361 ft˜lb).
5. Remove the hoist and eyebolts.
IMPORTANT
Never allow a truck to be put into service
without the counterweight mounting bolt(s)
in place. Check the bolt(s) and torque regu-
larly.
LPG Tank Replacement
Remount the LPG tank support assembly bracket. Torque
the bracket mounting bolt nuts to 340-380 N˜m (250-280
ft˜lb).

Anchor bolts

Towbar and pin

Counterweight Installation. A standard cushion-tire truck counterweight and frame is shown. Removal and replacement
of pneumatic-tire models is the same.

38-2-2 • Counterweight Removal and Replacement SM 709, Jun ’04 ¿

 Group 38, Counterweight and Chassis

Section 3

Overhead Guard/Operator’s Cell

Removal and Replacement

! Operator’s Cell Removal and

CAUTION
SAFE PARKING. Before working on truck:
Replacement

1. Park truck on a hard, level, and solid Removal

surface, such as a concrete floor with no
gaps or breaks. 1. Tilt the steering column fully forward.

2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
2. Raise the seat deck.
3. Lift out the operator’s compartment floor plate.
4. Remove the operator’s seat deck; see Section 4.
5. Disconnect and label all wiring for cell-mounted
lights or other electrical devices.
6. Disconnect air induction tube from cell leg.

Overhead Guard Removal and

Replacement
Overhead guard
leg

Overhead guard

Operator's cell

Air Induction
Tube

7. Loosen and remove the four mounting nuts securing

the bolts and cell to the truck chassis as shown in the
illustration on page 2.
8. Use an overhead hoist to lift the cell from the truck
chassis.

SM 709, Jun ’04 Overhead Guard/Operator’s Cell Removal and Replacement • 38-3-1
Group 38, Counterweight and Chassis

Replacement 4. Reconnect all wiring for cell-mounted lights or other

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 100-110 N˜m (74-81 ft˜lb).
3. Reconnect the air induction tubing to the cell leg.
electrical devices according to the labels made dur-
ing removal.
5. Replace the operators seat deck ; see Section 4.
6. Replace the operator’s compartment floor plate and
readjust, if necessary, using the procedures in Section
4.

Mounting bolt

Remove this nut

only to remove
cell.

38-3-2 • Overhead Guard/Operator’s Cell Removal and Replacement SM 709, Jun ’04
 Group 38, Counterweight and Chassis

Section 4

Floorboard, Cowls, and Seat Deck

Removal and Replacement

SM 709, Jun ’04 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-1
Group 38, Counterweight and Chassis

NOTE
! CAUTION Make sure the accelerator pedal has a full
SAFE PARKING. Before working on truck: stroke and does not bind.

1. Park truck on a hard, level, and solid 8. Once centered, torque the retention screws into the
surface, such as a concrete floor with no pins to 8-10 N˜m (5.9-7.3 ft˜lb).
gaps or breaks.
9. Lower and latch seat deck.
2. Put upright in vertical position and fully
lower the forks or attachment.
Cowl Removal and Replacement
3. Put all controls in neutral. Turn key
switch OFF and remove key. 1. Remove the right, center, and left cowl covers as
shown in the following illustration.
4. Apply the parking brake and block the
wheels.

Floor Plate Removal and Replacement

1. Tilt the steering column fully forward.
2. Raise the seat deck.
3. Lift out the operator’s compartment floor plate. Rub-
ber mat lifts out with floor plate.

Floorplate

2. To replace the cowl covers top lip of the right and left
cowl covers must be inserted under the dash prior to
fastening covers into position.
3. Disconnect electrical devices and hydraulic hose.
4. Loosen and remove the two mounting nut securing
the bolts and cowl to the chassis as shown in the
illustration.

4. To replace the floorplate, position the floor plate so

that the retention pins mate with holes in the opera-
tor’s cell side plates.
5. Snug the retention screws to the pins but allow
movement of the parts in the floor plate slot.
6. Orient and place pins into mating holes in cell sides.
Allow the floor plate to rest on the cell sides.
7. Adjust floor plate to center by moving the pins in the
slots.

38-4-2 • Floorboard, Cowls, and Seat Deck Removal and Replacement SM 709, Jun ’04
 Group 38, Counterweight and Chassis

Radiator Cover Removal and 5. Remove the wire circle cotter and washers from the
seat deck prop plate.
Replacement
Remove and replace the radiator cover as in the following
illustration.
Radiator cover Seat deck
bracket
Hand screw Hinge
bracket

6. Unbolt the seat deck bracket from the hinge bracket

from left and right sides.

! CAUTION
Support the seat deck in position when
removing bracket nuts to prevent falling and
Operator’s Seat Deck Removal and possible injury.
Replacement

Removal
1. Tilt the steering column fully forward. Seat deck
bracket
2. Raise the seat deck. Hinge
bracket
3. Lift out the operator’s compartment floor plate.

! CAUTION
Seat deck is not supported when gas springs
and prop plate are removed. Support the seat
deck in position when disconnecting to pre-
vent falling and possible injury.

4. Unclip the upper gas spring connections. Clip sepa- 7. Remove the seat deck.
rates allowing gas spring to be pulled off post.
Replacement
Post To replace the operator’s seat deck :
1. Set the seat deck in place.
Clip

Pry clip
! CAUTION
gently Support the seat deck in position when
replacing to prevent falling and possible
injury.

SM 709, Jun ’04 Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-3
Group 38, Counterweight and Chassis

2. Line up the seat deck bracket and the hinge bracket 5. Check the alignment of the seat deck to make sure it
and replace the lockwashers and nuts. Hand tighten latches correctly.
nuts. • Adjust seat deck to center on overhead guard cell
frame.
• Check for an even gap along the bottom edge.
• Torque the lock nuts to 40-45 N˜m (30-33 ft˜lb).
Do not overtorque.
Seat deck 6. Check hood release latch to make sure it is catching
bracket
on C15-20s : frame, C20-35 : seat-deck-mounted
Hinge
bracket striker. Loosen and adjust deck striker as necessary.

3. Reset the seat deck prop plate and replace the wire
circle cotter. Desk striker

Seat deck
bracket
Hinge
bracket
Desk striker
Hook release latch

7. Lift and lower the seat deck several times to make

sure the latch is catching and that the seat deck is bal-
4. Replace the two gas springs by clipping back onto
anced before returning the truck to service.
seat deck posts.

Gas spring

38-4-4 • Floorboard, Cowls, and Seat Deck Removal and Replacement SM 709, Jun ’04 ¿
 Group 38, Counterweight and Chassis

Section 5

Operator’s Seat
Removal and Replacement
! Seat Removal
CAUTION
SAFE PARKING. Before working on truck : 1. Tilt steering column fully forward and raise the seat
deck.
1. Park truck on a hard, level, and solid 2. Remove the four nuts (with washers) securing the
surface, such as a concrete floor with no seat rails to the seat deck.
gaps or breaks.
2. Put upright in vertical position and fully ! CAUTION
lower the forks or attachment. Make sure to support seat on deck so it does
3. Put all controls in neutral. Turn key not fall when bolts are removed. Seat may be
switch OFF and remove key. damaged or injury can result.

4. Apply the parking brake and block the

wheels.

Remove nuts and

washers here

SM 709, Jun ’04 Operator’s Seat Removal and Replacement • 38-5-1

Group 38, Counterweight and Chassis
Seat Replacement
1. Set and hold the seat in position on the raised seat
deck.
2. Replace the four bolts securing the seat rails to the
seat deck and torque to 23-25 N⋅m (210-230 in⋅lb).
38-5-2 • Operator’s Seat Removal and Replacement
3. Check seat for correct, smooth adjustment when slid-
ing forward or back. Make sure the seat locks in
place on the rails when adjusted for different posi-
tions.
SM 709, Jun ’04
 GROUP 40

GROUP 40

SPECIFICATIONS

Nameplates and Decals ............................ Section 1

General Specifications .............................. Section 2

Hydraulic Fitting Tightening

Procedures ............................................ Section 3

SM 709, Jun ’04 Group 40, Specifications

 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 709, Jun ’04 ➀ Nameplates and Decals • 40-1-1

Group 40, Specifications

Operator Safety Warning Plate General Safety Decal

The Operator Safety Warning Plate describes basic, safe The General Safety Decal
operating procedures that should be used when operating depicts important points
WARNING
the truck. about truck operation and
Read the
warns operators about truck manual

safety hazards. The General

WARNING Safety Decal is meant as a
reminder for operators and is Buckle up!

BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized. review the points daily as
• Read and understand operator's
manual. they conduct a visual inspec- Apply brake
• Not operate a faulty lift truck. tion and prepare the truck for when leaving
truck
• Not repair lift truck unless trained and authorized. work.
• Have the overhead guard and load backrest
extension in place. Watch Out
For Other
People
DURING OPERATION, lift truck operator must:
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions.
Most lift truck
• Travel with lift mechanism as low as possible. INJURIES
and tilted back. are to other
people near
the lift truck.
TO PARK lift truck, operator must:
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!

Clark Material Handling Co. Sit Down Rider 2798233

AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate

vent them from making an error that could • unstable or

high loads
damage the truck or possibly cause personal • low tire
pressure
injury. Safety and warning decals should be
• poorly
replaced immediately if missing or defaced maintained
lift truck
(damaged or illegible). • fast or
sharp turns

In Case of
Tip-Over:
Don't
jump

Hold on
tight

Brace feet

Lean
away

2798235

40-1-2 • Nameplates and Decals SM 709, Jun ’04


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 709, Jun ’04
Group 40, Specifications
Keep Away from Forks Decal
This safety decal is placed on the upright to warn of the
danger of injury from forks when they are in the raised
position. Operators and others should never ride on or
stand under forks or attachments. The forks can fall and
cause injury or death.
2372604
Fan Warning Decal
The fan warning decal reminds operators and service per-
sonnel not to touch or work around a spinning radiator
cooling fan. The decal is placed on the radiator fan
shroud.
IMPORTANT
The Engine Coolant Fan, on all internal com-
bustion engines, can cause extensive injury
and bodily harm. Keep hands, arms and
clothing away from a spinning fan. Also,
don’t stand in line with a spinning fan.
Nameplates and Decals • 40-1-3
Group 40, Specifications

Nameplate, Decal Locations The Hand Safety Warning Decal is located on the outer
rail upper tie bar.
The following illustrations show decal locations for the
nameplate and safety decal required on all Clark indus-
trial lift trucks.
The Data Plate is located on the seat deck to the
right(Pneumatic), left(cushion) of the operator seat.

The Operator’s Safety and Warning Plate is located on the

seat deck to the left of the operator seat.
The Keep Away from Forks decal is placed on both sides
of the upright on the outer rail just above the tilt cylinder
yoke mount.

The General Safety Decal is located on the operator’s cell

leg as shown.

The Fan Warning decal is placed on the cooling fan

shroud as shown.

40-1-4 • Nameplates and Decals SM 709, Jun ’04 ➀

 Group 40, Specifications

Section 2

General Specifications

SM 709, Jun ’04 General Specifications • 40-2-1

Group 40, Specifications

Weights and Performance Specifications

Capacities
For standard trucks.
At 600mm At 500 mm At 24 in
Models Load Center Load Center Load Center
C15/C15C 1360kg 1500kg 3000lb
C18/C18C 1590kg 1800kg 3500lb
C20s/C20sC 1810kg 2000kg 4000lb
C20/C20C 1810kg 2000kg 4000 lbs
C25/C25C 2270kg 2500kg 5000 lbs
C30/C30C 2720kg 3000kg 6000 lbs
C32C 2950kg 3200kg 6500 lbs
C35 3175kg 3500 kg 7000 lbs

Note : Rated capacity applies when using standard upright : 3085mm [121 inches] for C15-20s(C), 3300mm [130 inches]
for C20-30(C) pneumatic tire, 3225mm [127 inches] for C32C cushion and solid tire, 3165mm [125 inches] for C35
pneumatic tire.

Truck Weights and Axle Weights

Weights for standard trucks with standard C15-20s(C) : 3085mm[121 inches], C20-30(C) : 3300mm[130 inches], C32C :
3225mm[127 inches], C35 : 3165mm[125 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)
Cushion tire type Gas & LPG
C15C 4246/9361 2746/6054 3740/8245 1164/2566 1583/3490
C18C 4762/10498 2962/6530 4210/9282 1094/2412 1868/4118
C20sC 5104/11252 3104/6843 4507/9936 1044/2302 2060/4541
C20 C 5479/11670 3479/7670 4764/10146 1484/3272 1995/4398
C25 C 6352/13492 3852/8492 5475/11624 1375/3031 2477/5460
C30 C 7278/15431 4278/9431 6210/13155 1290/2844 2999/6612
C32 C 7639/16286 4439/9786 6555/14045 1268/2795 3251/7167
Pneumatic tire type Gas & LPG
C15 4285/9447 2785/6140 3733/8230 1277/2815 1551/3419
C18 4809/10602 3009/6634 4166/9185 1219/2687 1833/4041
C20s 5156/11367 3156/6958 4449/9808 1175/2590 2025/4464
C20 5301/11687 3301/7277 4817/10619 1638/3611 1663/3666
C25 6145/13745 3645/8035 5538/12209 1565/3450 2080/4585
C30 7079/15606 4078/8990 6332/13959 1646/3629 2432/5361
C35 8172/18016 4672/10300 7172/15811 1665/3670 3007/6629
Pneumatic tire type Diesel
C15 4285/9447 2785/6140 3733/8230 1277/2815 1551/3419
C18 4809/10602 3009/6634 4166/9185 1219/2687 1833/4041
C20s 5156/11367 3156/6958 4449/9808 1175/2590 2025/4464
C20 5411/11929 3411/7519 4854/10701 1675/3693 1736/3826
C25 6255/13790 3755/8278 5576/12293 1602/3532 2153/4746
C30 7188/15847 4189/9235 6372/14048 1687/3719 2502/5516
C35 7926/17474 4626/10198 6901/15214 1697/3741 2929/6457

Note : Refer to the truck data plate for exact service and axle weights.

40-2-2 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Maximum Gradeability C20-35 : Lift spool (spool #1) : 76 LPM (20 GPM)
At stall in forward with standard upright on surface of 0.6 Tilt spool (spool #2) : 38 LPM (10 GPM)
Auxiliary spool (spool #3) : 38 LPM
friction coefficient.
(10 GPM).
Without load With load
(%) (%) Integral Pressure Compensated Flow Control Settings :
Cushion tire type Gas & LPG C15-20s : Tilt spool (spool #2) : 15.5 LPM (4.1 GPM)
C15C 26.7 46.0 Auxiliary spool (spool #3) : 11 LPM
C18C 24.1 38.6 (2.9 GPM).
C20sC 22.6 35.6
25.1 41.5 C20-35 : Tilt spool (spool #2) : 15.5 LPM (4.1 GPM)
C20C
C25C 21.4 35.1 Auxiliary spool (spool #3) : 11 LPM
C30C 18.3 30.6 (2.9 GPM).
C32C 17.4 28.0
Pneumatic tire type LPG Maximum Pressure Drop at Rated Flow :
C15 21.1 45.6 Inlet to outlet(C15-20s) : 500 kPa (73 psi)
C18 19.8 39.4
C20s 17.1 37.0 Inlet to outlet(C20-35) : 689 kPa (100 psi)
C20 23.6 33.1
C25 20.6 28.4
C30 19.7 22.0
C35 17.3 19.6 Lift spool (spool #1) :
Pneumatic tire type GAS - Inlet to cylinder port : 689 kPa (100 psi)
C15 20.9 39.1 - Cylinder port to outlet : 550 kPa (80 psi)
C18 18.6 34.5
C20s 17.1 32.6 Tilt spool (spool #2) :
C20 29.5 28.8 - Inlet to cylinder port : 689 kPa (100 psi)
C25 25.5 24.7
C30 19.3 20.3 - Cylinder port to outlet : 550 kPa (80 psi)
C35 16.4 17.1
Pneumatic tire type Diesel Auxiliary spools (spools #3 and #4) :
C15 20.9 37.5 - Inlet to cylinder port : 345 kPa (50 psi)
C18 18.6 33.2 - Cylinder port to outlet : 207 kPa (30 psi).
C20s 17.1 31.3
C20 23.0 51.1{49.3} Auxiliary Component Flow Control Adjustments :
C25 20.1 43.4{43.5}
C30 19.4 33.0{33.2} Flow Setting Clockwise Turns
C35 17.6 26.5{27.3} L/min (gpm) of Adjustment Screw
<Tilt>
{ } ; EPA Tier2 emission complied truck (4TNV94L) 9 2.3 0.8
13 3.4 2.2
15 4 2.6
7.6 2.0 0.50
9.5 2.5 0.75
15.1 4.0 1.00
Parking Brake Test 20.8 5.5 1.50
26.5 7.0 1.75
For standard trucks. 38 10.0 2.50
The brake must be capable of holding the truck with a full 45.4 12.0 3.00
rated-capacity load on a 15% grade. 56.8 15.0 4.25
<Auxiliary>
Group 30, Hydraulic Valve/Lift Circuit 8 2.1 0.4
9.5 2.5 0.45
Specifications
15.1 4.0 0.7
Rated Flow : 20.8 5.5 1.5
C15-20s : Lift spool (spool #1) : 125 LPM (33 GPM) 26.5 7.0 2.5
Tilt spool (spool #2) : 56 LPM (15 GPM) 38 10 3.25
Auxiliary spool (spool #3) : 56 LPM
(15 GPM).

SM 709, Mar ’05 ¡ General Specifications • 40-2-3

Group 40, Specifications

Group 32, Tilt Cylinders Specifications STD (above 5170mm MFH) 5qB~3qF

Tilt cylinder type : double-acting with shims. TSU (through 4800mm MFH) 5qB~6qF

Maximum operating pressure : 24000 kPa (3480 psi ; 240 TSU (5210-6160mm MFH) 5qB~3qF
bar) TSU (above 6370mm MFH) 3qB~3qF
Tilt Flow Control Adjustments : (Based on Standard upright)
factory setting is C15-20s :15 LPM (4 GPM), C20-35 :
Pneumatic -Tire Truck Uprights
17.4 LPM (4.6 GPM)
<C15-20s>
clockwise Turns
Tilt flow of Adjustment STD (through 3460mm MFH) 8qB~8qF
Upright Usage LPM(GPM) Screw
STD (4070-4655mm MFH) 5qB~6qF
<C15-20s>
MFH 6370-7315 TSU 8(2.1) 0.75 STD (above 5145mm MFH) 5qB~3qF
MFH 4165-5170 STD 13(3.4) 2
TSU (through 4780mm MFH) 5qB~6qF
3860-6100 TSU
MFH 2120-3860 STD 15(4) 2.5 TSU (5185-6015mm MFH) 5qB~3qF
<C20-35>
TSU (above 6470mm MFH) 3qB~0qF
MFH 6370-7315 TSU 9.8(2.6) 0.50
MFH 4165-5170 STD 14.4(3.8) 0.75 <C20-35>
3860-6100 TSU
STD (through 2120mm MFH) 6qB~10qF
MFH 2120-3860 STD 17.4(4.6) 1
STD (2680-2980mm MFH) 8qB~10qF
STD (3300-3860mm MFH) 10qB~8qF
Tilt Ranges STD (4165-4620mm MFH) 5qB~6qF
(Abbreviation : Std=Standard, high-visibility upright, STD (above 5170mm MFH) 5qB~3qF
TSU=Triplestage upright, MFH=Maximum fork height,
TSU (through 4800mm MFH) 5qB~6qF
B = back tilt, F = Forward tilt)
TSU (5210-6160mm MFH) 5qB~3qF
Tilt Ranges* :
TSU (above 6370mm MFH) 3qB~3qF
Cushion-Tire Truck Uprights
<C15-20sC>
STD (through 3640mm MFH) 8qB~8qF
STD (4070-4655mm MFH) 5qB~6qF
STD (above 5145mm MFH) 4qB~3qF
TSU (through 4780mm MFH) 5qB~6qF
TSU (5185-6015mm MFH) 4qB~3qF
TSU (above 6470mm MFH) 2qB~0qF
<C20-32C>
STD (through 2120mm MFH) 6qB~10qF
STD (2680-2980mm MFH) 8qB~10qF
STD (3300-3860mm MFH) 10qB~8qF
STD (4165-4620mm MFH) 5qB~6qF

40-2-4 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Group 34, Upright Specifications Lift Speeds, Upright

Upright Weight : Approximately 430 kg (950 lb) to For the standard two-stage upright, with standard hydrau-
approximately 875 kg (1930 lb) without carriage (C15- lic transmission.
20s).approximatelly 474kg (1045 lb) to approximatelly Note : Hydraulic fluid should be at operating temperature
when testing these specifications.
1135 kg (2502 lb) without carriage.(C20-35)
Lift Speed Lowering Speed
Carriage Weight : approximatelly 103 kg (227 lb) Gas & LPG m/s (ft/min) m/s (ft/min)
Loaded 0.57 (112) 0.47 (93)
Fork Weight : approximatelly 50kg (110) 42s C15, C15C Empty 0.61 (120) 0.43 (85)
IMPORTANT C18, C18C Loaded
Empty
0.56 (110)
0.61 (120)
0.47 (93)
0.43 (85)
Before hoisting, the weights of upright, car-
riage, and forks must be combined to deter- C20s, C20sC Loaded 0.54 (106) 0.47 (93)
Empty 0.61 (120) 0.43 (85)
mine what lifting capacity is required of the Loaded 0.52 (102) 0.47 (93)
C20, C20C
hoisting equipment. Empty 0.61 (120) 0.43 (85)
Loaded 0.51 (100) 0.47 (93)
C25, C25C
Empty 0.61 (120) 0.43 (85)
Capacities and Lift Heights : Upright, carriage, and fork Loaded 0.50 (98) 0.47 (93)
capacity and upright lift heights are listed on the truck’s C30, C30C Empty 0.61 (120) 0.43 (85)
data plate. C32C Loaded 0.49 (96) 0.47 (93)
Empty 0.61 (120) 0.43 (85)
Lubricants : Loaded 0.46 (90) 0.47 (93)
C35L
All Purpose Grease (CLARK specification MS-9) Empty 0.63 (124) 0.43 (85)
Innerslide Lubricant (CLARK part #886396) Loaded 0.4 (78) 0.47 (93)
C35G Empty 0.52 (102) 0.43 (85)
Chain and Cable Lube (CLARK part #886399)
Pneumatic tire type Diesel
Group 38, Counterweight and Chassis C15 Loaded 0.57 (112) 0.47 (93)
Empty 0.61 (120) 0.43 (85)
Specifications C18
Loaded 0.56 (110) 0.47 (93)
Empty 0.61 (120) 0.43 (85)
Counterweight weights : C20 Loaded 0.54 (106) 0.47 (93)
Empty 0.61 (120) 0.43 (85)
Cushion Truck Pneumatic Truck Loaded 0.56 (110) 0.47 (93)
C20
C15C : 760 kg (1675 lbs) C15 : 700 kg (1543 lbs) Empty 0.65 (128) 0.43 (85)
C18C : 990 kg (2182 lbs) C18 : 930 kg (2050 lbs) Loaded 0.55 (108) 0.47 (93)
C25 Empty 0.65 (128) 0.43 (85)
C20sC : 1120 kg (2469 lbs) C20s : 1105 kg (2436 lbs) Loaded 0.54 (106) 0.47 (93)
C20C : 1098 kg (2420 lbs) C20 : 950 kg (2095 lbs) C30
Empty 0.65 (128) 0.43 (85)
C25C : 1472 kg (3245 lbs) C25 : 1290 kg (2845 lbs) Loaded 0.48 (94) 0.47 (93)
C35
C30C : 1854 kg (4087 lbs) C30 : 1630 kg (3595 lbs) Empty 0.63 (124) 0.43 (85)
C32C : 2004 kg (4418 lbs) C35 : 1970 kg (4340 lbs)

Drift, Lift and Tilt Cylinders

For standard truck.
Upright Fork Downdrift : Should not exceed 100 mm (4
in) in a 10-minute period.
Tilt Cylinder Drift : Should not exceed 5q in a 10-minute
period.
Determined by marking and measuring carriage descent
and upright forward tilt from raised, non-tilted position
with hydraulic fluid at operating temperature ; and a
capacity load held evenly distributed on lift forks. (If a
pallet is used, load should not extend beyond pallet ; load
should be stacked to provide maximum stability.) Fork
completely engaging load and adjusted as wide as possi-
ble to provide even distribution of weight.

SM 709, Mar ’05 ¡ General Specifications • 40-2-5

Group 40, Specifications

Critical Fastener Torque Specifications

Tightening Torque. Dry
N˜m ft˜lb
For standard transaxle truck
Engine Mounting Bolts
-GAS / LPG 170-190 125-140
-Diesel 170-190 125-140
Transmission to Engine Bolts 40-45 30-33
Torque Converter to Drive Plate Bolts 20-25 14.8-18.5
Drive Axle to Frame Mounting Bolts (C15-20s) 100-110 74-81
(C20-35) 450-500 331-368
Drive wheel Lug nuts (C15-20s) 290-304 210-225
Drive Wheel Lug Nuts (C20-35) 640-720 470-530
Steer Axle Mounting Bolts (C15-20s) 235-288 173-213
Steer Axle Mounting Bolts (C20-35) 170-190 125-140
Steer Wheel Lug Nuts (C15-20s) 155-193 115-142
Steer Wheel Lug Nuts (C20-35) 225-250 165-185
Steering Handwheel Retaining Nut 35-40 25.5-29.5
Tilt Cylinder Yoke Clamp Bolts 170-190 125-140
Tilt Cylinder Pin Retainer Bolts
-Front 8-10 5.9-7.4
-Rear 8-10 5.9-7.4
Counterweight Mounting Bolts (Bottom) 441-490 325-361
Overhead Guard Mounting Bolts 100-110 74-81
Upright Trunnion Mounting Bolts 75-80 55-59

Group 06(S), Standard Transaxle Transaxle Fluid : CLARK # 2776236.

Specifications <C20-35>
Model : CLARK TA30 Transaxle.
General Specifications
No. Ratios : 1-speed, forward and reverse.
<C15-20s(C15-20s)>
Transaxle Ratio Forward : 15.78
Model : CLARK TA12A1(TA12CA1) Transaxle.
Transaxle Ratio Reverse : 16.06
No. Ratios : 1-speed, forward and reverse.
Ring & Pinion Gear Type : Spiral Bevel.
Transaxle Ratio Forward(TA12A1) : 15.38
Ring & Pinion Backlash : 0.20-0.28 mm (0.008-0.011 in).
Transaxle Ratio Reverse(TA12A1) : 15.67
Differential Type : 2-pinion.
Transaxle Ratio Forward(TA12CA1) : 13.07
Transaxle Ratio Reverse(TA12CA1) : 12.93 Differential bearing preload : 0.075mm (0.003 in) deflec-
tion of each carrier ear.
Ring & Pinion Gear Type : Spiral Bevel.
Service Brake Size : 310 Ý 60 mm (12.2Ý2 in).
Ring & Pinion Backlash : 0.153-0.254 mm (0.006-0.010 in).
Torque Converter Size : 310 mm (12.2 in)/280mm(11in).
Differential Type : 2-pinion.
Torque Converter Stall Ratio : 3.9/3.3
Differential bearing preload : 0.8-1.6 N˜m (7-15 in˜lb)
Hydraulic Pump Drive ratio : 1.029 Ý engine rpm.
Service Brake Size : 230 Ý 50 mm (9Ý2 in).
Torque Converter Size : 280 mm (11 in). Dry Weight : 390 kg (858 lb).

Torque Converter Stall Ratio : 3.3 Oil Capacity : 18.5 L (19.5 qt).

Hydraulic Pump Drive ratio : 1.029 Ý engine rpm. Transaxle Fluid : CLARK # 2776236.
Dry Weight : 242 kg (534 lb). Pressure Specifications*
Oil Capacity : 15 L (15.8 qt).
Charge Pump Flow : 37.8 L/min (10 gpm) @ 1800 rpm.

40-2-6 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Regulator Valve Pressure : 1310-1690 kPa (190-245 psi)
@ 1800 rpm.
Clutch Pressure (Forward/Reverse) : 1240 kPa (180 psi)
@ idle rpm.
Group 13, Instrument Pod & Electrical Sys-
tem Specifications
Indicator lights : LEDs integral with circuit board.

Cooler Return Pressure : 345-862 kPa (50-125 psi) @
1800 rpm.
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.
Buzzer : Integral with circuit board.
Fuel gauge : LED.
Engine Coolant Temperature Gauge : :LED.
Hour Meter : Digital, with running indicator. Integral to
circuit board.
Pinout Locations : See Group 13, “Electrical System,” for
schematic.

Voltage and Ground

Group 12, Ignition System Specifications
(4G63 / 4G64 Standard Electronic Ignition) System Voltage : 12 volt.
System Ground : Negative.
Ignition Type : Non-contact, electronic.
Firing Order : 1-3-4-2. Alternator
Rotation (viewed from cap) : Clockwise. Type : 12 volt.
Ignition Timing :
Battery
Gasoline Engine : 4 qBTDC @ 740 rpm
Gas/LPG Engine :
LPG Engine : 10 qBTDC @ 700 rpm
<4G63>
Centrifugal Advance : Beginning : 0q at 1000 rpm
(engine) End : 6.5q at 2600 rpm (engine). Type : 12 volt 45AH
Vacuum Advance : Beginning : 0q at 80 mmHg (3.14 Cold Crank Current : 430 amps at 0 °F (-18 °C)
inHg) End : 11.5q at 280 mmHg (11.0 inHg).
Reserve Capacity : 71 minutes at 80 °F (27 °C).
Ignitor Air gap : 0.8 mm (.031 in).
<4G64>
Primary Coil Resistance : 1.08-1.32: between terminals
Type : 12 volt 60AH
(+) and (-).
Cold Crank Current : 550 amps at 0 °F (-18 °C)
Secondary Coil Resistance : 22.1-29.9 : between termi-
nals (-) and center. Reserve Capacity : 100 minutes at 80 °F (27 °C).
Ignition Coil Resistor Resistance : 1.22-1.49 Diesel Engine :
Spark Plug Type : <4TNV88>
Gas Engine : NGK BP4ES, Champion NY 16 Type : 12 volt 80AH
LPG Engine : NGK BP5ES, Champion NY 12. Cold Crank Current : 630 amps at 0 °F (-18 °C)
Spark Plug Gap : 0.7-0.8 mm (0.028-0.031 in). Reserve Capacity : 130 minutes at 80 °F (27 °C).
Spark Plug Tightening Torque : 25 N˜m (18.4 in˜lb). <4TNV94L/4TNE98>
Plug Wire Resistance : 8,000 ohms per foot. Type : 12 volt 100AH
Cold Crank Current : 800 amps at 0 °F (-18 °C)
Reserve Capacity : 180 minutes at 80 °F (27 °C).

SM 709, Jun ’04 General Specifications • 40-2-7

Group 40, Specifications

Starter Hose Clamp Sizes :

Gas/LPG Engine :
Gas/LPG : 47 mm (1.8 in) @ radiator end ; 44 mm
Type : Positive engagement, planetary gear reduction, (1.7 in) @ engine (water pump or thermostat) end
offset. Diesel : 51mm (2 in).
Voltage : 12 volts
Group 02(LP), LPG Fuel System
Output : 1.2 kW.
Diesel Engine :
Specifications
Type : Positive engagement, offset gear reduction.
Voltage : 12 volts LPG Tank

Output : 2.0 kW. (C15-20s) Capacity : 15 or 20 kg(33.5 or 43.5 lb).

Output : 2.3 kW.(C20-35) Working Pressure : 138-1654 kPa (20-240 psi).

System Protection Safety Relief Valve : Opens when pressure exceeds 2756
Fuse : 10A Direction Control. kPa (400 psi).

Fuse : 15A Ignition. Shut-off Valve : Manual with maximum withdrawal

valve.
Fuse : 10A STOP Switch.
Maximum Withdrawal Valve : Closes when flow rate
Fuse : 10A Horn. exceeds 5.7 Lpm (1.5 gpm).
Fuel Gauge Type : Float level.
Group 01, Cooling System Specifications
Low Fuel Light : Instrument pod light comes on at 275
Radiator Type : Crossflow radiator with coolant recovery kPa (40 psi).
system.
System Pressure (Radiator cap) : 83-109 kPa (12-16 psi). Fuel

Thermostat : HD-5 Propane.

Gas/LPG : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)

fully open 95°C (203°F) Group 03, Intake and Exhaust Systems Spec-
ifications
Diesel : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)
fully open 95°C (203°F). Air Cleaner Type : Canister style with replaceable paper
Coolant Mixture : 50% water and 50% low-silicate, ethyl- element and air-restriction indicator.
ene glycol, permanent-type antifreeze with rust and corro-
sion inhibitors.
Cooling System Coolant Capacity :
Cushion-tire truck with 4-row radiator capacity is
C15-20s : 8.5L (9.0 qt), C20-32C : 10.5L (11.0 qt )
Pneumatic-tire truck with 4-row radiator capacity is
C15-20s : 9.0L (9.5 qt), C20-35 : 8.5L (9 qt)
Diesel truck with 4-row radiator capacity is 9.6L (10.1
qt).
Fan Type : Pusher type
Fan Drive Belt : V-type belt
Water Pump Type : Centrifugal

40-2-8 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Group Specifications Centrifugal Advance : Beginning ; 0q at 1000 rpm

(engine). End ; 6.5q at 2600 rpm (engine)

Group 00(G), 4G63/4G64 Gas/LPG Engine
Specifications
General Specifications
Engine Type : Mitsubishi 4G64 in-line, overhead valve,
single overhead camshaft.
Number of Cylinders : 4
Combustion Chamber : Semi-spherical
Total Displacement : C15-20s : 1997 cu˜cm (121.8 cu˜in),
C20-35 : 2350 cu˜cm (143.4 cu˜in)
Vacuum Advance : Beginning: 0q at 80 mmHg (3.14
inHg) End ; 11.5q at 280 mmHg (11.0 inHg)
Engine Speed (rpm) :
Idle : 700 rpm
Converter Stall : Gasoline Fuel System : 2200
LPG Fuel System : 1790-1890
Maximum No-Load Governed RPM : 2650 (gas &
LPG)
Tune-Up Specifications(For Tier3)

Cylinder Bore : C15-20s : 85 mm (3.35 in), C20-35 : 86.5 Spark Plug Type :
mm (3.41 in) LPG Engine : Bosch 4218, 4018
Piston Stroke : C15-20s : 88 mm (3.46 in), C20-35 : 100.0 Spark Plug Gap : 0.9 mm (0.035 in)
mm (3.94 in)
Spark Plug Tightening Torque : 30 N˜m (22.1 ft˜lb)
Compression Ratio : 8.5
Ignitor Air Gap : 0.8 mm (0.31 in)
Cylinder Compression : 1880 kPa (163.5 psi) at 300 rpm
Ignition Timing : LPG 13q ATDC @ 750 rpm
Valve timing :
Centrifugal Advance : Beginning ; 0q at 1000 rpm
Camshaft Identification (D) (engine). End ; 6.5q at 2600 rpm (engine)
Intake valve Open 12° BTDC
Close 40° ABDC Vacuum Advance : Beginning: 0q at 80 mmHg (3.14
Exhaust valve Open 54° BBDC inHg) End ; 11.5q at 280 mmHg (11.0 inHg)
Close 6° ATDC
Engine Speed (rpm) :
Lubrication System : Pressure feed, full-flow filtration
Idle : 750 rpm
Oil Pump Type : Involute gear type
LPG Fuel System : 1790-1890
Engine Oil : 10W30, API, SD, SE/SG, SF engine oil
Maximum No-Load Governed RPM : 2650 ( LPG)
Sump Capacity : 4.8 L (5.1 qt)
Cooling System : Water-cooled circulation Overhaul Specifications
Water Pump Type : Centrifugal impeller type Overhaul specifications are listed in the engine overhaul
Section of this Group.
Tune-Up Specifications(For Tier2)
Fuel System Specifications
Spark Plug Type :
See Group 02 for fuel system specifications.
Gas Engine : NGK BP4ES, Champion NY16
LPG Engine : NGK BP5ES, Champion NY12
Group 00(D-T2), 4TNV88 Diesel Engine
Spark Plug Gap : 0.7-0.8 mm (0.028-0.031 in) Specifications
Spark Plug Tightening Torque : 25 N˜m (18.4 ft˜lb)
General Specifications
Ignitor Air Gap : 0.8 mm (0.31 in)
Engine Type : Yanmar 4TNV88 Vertical, in-line, 4-cycle
Ignition Timing : LPG 10q BTDC @ 700 rpm
water-cooled diesel engine.

SM 709, Jun ’04 General Specifications • 40-2-9

Group 40, Specifications

Number of Cylinder : 4 Fuel Injection Pressure : 220~230 kgf/cm2 (3128~3270 psi)

Combustion Chamber : Direct injection Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side)
Total Displacement : 2190 cu˜cm (133 cu˜in) Output Shaft : Flywheel
Rated Output : 28.8 kw (39.2ps) @ 2400rpm Direction of Rotation : Counterclockwise(viewed from
Maximum Torque : 14.7 kgf˜m(106 lb˜ft) @ 1000 rpm flywheel)

Engine Speed (rpm) : Fuel Oil : Diesel oil (Capacity : 45 L)

Idle : 800±30 rpm Engine oil : 15W 40, API CD, CF-4 Engine oil.
Converter Stall : 2460±30rpm Oil Pan Capacity : Max ; 7.5L(2.0gal), Min ; 5.5L(1.5gal)
Maximum No-Load : 2590±30 rpm
Engine Dimension :
Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side)
Overall Length : 698mm (28.3in)
Output Shaft : Flywheel
Overall width : 498mm (20in)
Direction of Rotation : Counterclockwise(viewed from
flywheel) Overall height : 711mm (27.1in)

Fuel Oil : Diesel oil (Capacity : 42 L) Engine weight (dry) : About 240 kg (529 lb)

Engine oil : 15W 40, API CD, CF-4 Engine oil. Start Motor : 12V-2.3 kW

Oil Pan Capacity : Max ; 5.8L(1.5gal), Min ; 3.5L(0.9gal) Alternator : 12V-40A

Engine weight (dry) : About 165 kg (363 lb)

Group 00(D), 4TNE98 Diesel Engine
Start Motor : 12V-2.0 kW
Specifications
Alternator : 12V-40A
General Specifications
Group 00(D), 4TNV94L Diesel Engine Engine Type : Yanmar 4TNE98 Vertical, in-line, 4-cycle
Specifications water-cooled diesel engine.
Number of Cylinder : 4
General Specifications
Combustion Chamber : Direct injection
Engine Type : Yanmar 4TNV94L Vertical, in-line, 4-
cycle water-cooled diesel engine. Total Displacement : 3319 cu˜cm (202.5 cu˜in)

Number of Cylinder : 4 Rated Output : 44.3 kw (60.2ps) @ 2300rpm

Combustion Chamber : Direct injection Maximum Torque : 21.9 kgf˜m(158 lb˜ft) @ 1000 rpm

Total Displacement : 3054 cu˜cm (186 cu˜in)
Rated Output : 44 kw (59.8ps) @ 2500rpm
Maximum Torque : 21 kgf˜m(152 lb˜ft) @ 1700 rpm
Compression pressure (STD): 35±1kgf/cm2 (497±14.2psi) @ 250rpm
Engine Speed (rpm) :
Idle : 750±30 rpm
Converter Stall : 2460±30rpm
Maximum No-Load : 2700±30 rpm
Compression pressure (STD): 30±1kgf/cm2 (427±2psi) @ 250rpm
Engine Speed (rpm) :
Idle : 850±25 rpm
Converter Stall : 2460±30rpm
Maximum No-Load : 2725±25 rpm
Fuel Consumption (rated) : 170 g/PS-h
Fuel Injection Timing (FIR, BTDC) : 10~12q
Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side)

Fuel Consumption (rated) : 175 g/PS-h Output Shaft : Flywheel

Fuel Injection Timing (FIR, BTDC) : 5q

40-2-10 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Direction of Rotation : Counterclockwise(viewed from Steer Tires :

flywheel)
C15/20s 880 kPa (128 psi)
Fuel Oil : Diesel oil (Capacity : 45 L) C20/25/30 880 kPa (128 psi)
C35 1000 kpa(145 psi)
Engine oil : 15W 40, API CD, CF-4 Engine oil.
Oil Pan Capacity : Max ; 9.2L(2.4gal), Min ; 7.2L(1.9gal) Cushion Truck Wheel and Tires
Drive Tires Steer Tires
Engine Dimension : C15C 18Ý6Ý12.125 14Ý4.5Ý8
Overall Length : 710mm (28.0in) C18/20s 18Ý7Ý12.125 14Ý4.5Ý8
C20/25C 21Ý7Ý15 16Ý5Ý10.5
Overall width : 516mm (20.3in) C30C 21Ý8Ý15 16Ý6Ý10.5
C32C 21Ý9Ý15 16Ý6Ý10.5
Overall height : 758mm (29.8in)
Engine weight (dry) : About 225 kg (496 lb) Group 23(G) brake/Inching System
Start Motor : 12V-2.3 kW Specifications (Standard Transaxle)
Alternator : 12V-40A
Service Brake

Group 22, Wheels and Tires Specifications Type : Drum and shoe. Step-bore master cylinder.
Self-adjusting.
Steer Tire Types : Pneumatic Rubber/Cushion Rubber,
non-marking, and urethane. Fluid : Brake Fluid (SAE dot 3) by reservoir.
Drive Tire Type : Pneumatic Rubber/Cushion Rubber, Brake System Residual Pressure :
non-marking, and urethane. C15-20s : 69-167 kPa (10-24.2 psi).
C20-35 : 49-127 kPa (7.1-8.4psi)
Pneumatic Truck Wheel and Tires
Shoe-to-Drum Gap : C15-20s : 0.26-0.38 mm (0.008-
Tire Sizes and Ratings 0.015 in), C20-35 : 0.10-0.35 mm (0.004-0.014 in).
Drive Tires : Shoe Lining Thickness(C15-35) : 1.0 mm ( 0.039 in) min.
C15-20s Single : 6.50Ý10-12 ply rating Drum Thickness : C15-20s : 17.5 mm (0.69 in), C20-35 :
C20/25 Single : 7.00Ý12-14 ply rating 20.6 mm (0.787 inch).
Dual : 7.00Ý12-14 ply rating
C30 Single : 28Ý9Ý15-14ply rating Maximum Rebore Diameter : C15-20s : 232 mm (9.13 in),
Dual : 7.00Ý12-14 14ply rating C20-35 : 312 mm (12.3 in).
C35 Single : 250Ý15-18ply rating
Dual : 7.00Ý12-14 ply rating Pedal Freeplay : 4~6mm (0.16~0.24 in).
Steer Tires : Star Wheel Adjustment Gap : C20-35 : 0.5-0.6 mm
C15-20s 5.00Ý8-10 ply rating (0.020-0.023 in).
C20/25 6.00Ý9-10 ply rating
C30 6.50Ý10-12 ply rating Parking Brake
C35 6.50Ý10-14 ply rating
Type : Ratchet linked to service brake shoe at each wheel.
Tire Pressures
Holding Test : Rated load on 15% grade.
Drive Tires :
C15/20s Single : 1000 kPa (145 psi) Inching (also see transaxle specs)
C20/25 Single : 1000 kPa (145 psi) Type : Inching pedal mechanically linked to brake pedal
Dual : 1000 kPa (145 psi)
C30 Single : 1000 kPa (145 psi) and to inching spool on transaxle.
Dual : 1000 kPa (145 psi) Pedal Freeplay : None.
C35 Single : 1000 kPa (145 psi)
Dual : 1000 kpa(145 psi) Overlap Adjustment : 1.5-4.5 mm (0.06-0.18 in).

SM 709, Jun ’04 General Specifications • 40-2-11

Group 40, Specifications

Group 25, Steering Column and Gear
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Steering System Relief Pressure Setting : C15-20s : 8800-
9300 kPa (1276-1350 psi), C20-35 : 8620-9300 kPa
(1250-1350 psi)
32C, 40L (10.6 gallones) for C20-25 and 44L(11.6 gal-
lones) for C30-35.
Hydraulic Fluid Type : Clark Hydraulic Fluid specifica-
tion MS-68.
Tank top Return Filter Type : Disposable, glass micro-
fiber element.
Suction Screen : 100 mesh stainless steel screen.

Nominal Flow Rating : 23 L/min (6 gal/min) Dirty Filter Element Indicator Pressure Switch Setting :
200±40 kPa (29±6 psi).
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum Drawbar Pull
With standard upright and standard transaxle.
Group 26, Steer Axle Specifications
with load(kg) without load(kg)
Cushion tire type LPG
Cushion-Tire Truck C15C 1775 820
Steering System Relief Pressure Setting : C15-20s : 8800- C18C 1717 800
C20sC 1713 785
9300 kPa (1276-1350 psi), C20-32C: 8620-9300 kPa C20 C 2183 1046
(1250-1350 psi). C25 C 2173 981
C30 C 2194 928
Steer Cylinder Type : Double-acting, piston-type. C32 C 2120 923
Turning Arc : C15-20s : 75qC20-32C : 83q max. inside Cushion tire type GAS
turning angle C20 C 1930 963
C15-20s : 53.5q C20-32C: 60q max. outside C25 C 1922 882
turning angle. C30 C 1867 816
C32 C 1860 798
Pneumatic-Tire Truck Pneumatic tire type LPG
Steering System Relief Pressure Setting : 8620-9300 kPa C15 1774{1580} 1100
(1250-1350 psi). C18 1780{1588} 1100
C20s 1785{1595} 1000
Steer Cylinder Type : Double-acting, piston-type. C20 1717{1573} 1018{997}
C25 1722{1587} 975{997}
Turning Arc : 75q max. inside turning angle C30 1555{1492} 1021{1002}
C15-20s : 53.5q, 20-35 : 54q max. out- C35 1545{1306} 1010{1008}
sideturning angle Pneumatic tire type GAS
The number of handwheel turns required for lock-to-lock C15 1580 1100
turning differs between the cushion and pneumatic-style C18 1588 1100
C20s 1595 1000
axles. C20 1654 1008
C25 1624 957
C30 1550 1005
Group 29, Hydraulic Sump, Filters, and Pump C35 1522 999
Specifications
Pneumatic tire type Diesel
Hydraulic Pump Type : Transmission-driven, gear-type C15 1525 1100
with integral load sensing priority flow valve and pressure C18 1532 1100
C20s 1538 1000
relief valve ; pump is connected to, and works in conjunc- C20 2463{2491} 1020
tion with the transmission charging pump. C25 2478{2510} 976
C30 2251{2288} 1020
Sump Type and Capacity : Tank is built into truck frame C35 2090{2104} 1033
with capacity of 24L (6.3 gallones) for C15-20sC, 34L { } ; EPA Tier2 emission complied truck (4TNV94L)
(9.0 gallones) for C15-20s, 37L (9.8 gallones) for C20-

40-2-12 • General Specifications SM 709, Mar ’05

 Group 40, Specifications

Travel Speeds Turning Radius (outside)

Maximum speeds with standard upright and standard tran-
saxle. For standard transaxle truck.

with load(km/h) without load(km/h) mm in

Cushion tire type LPG Cushion tire type Gas & LPG
C15C 16.9 17.0 C15C 1930 76.0
C18C 16.9 17.0 C18C 1972 77.6
C20sC 16.9 17.0 C20sC 2000 78.7
C20 C 17.1 16.6 C20 C 1975 77.8
C25 C 17.2 16.6 C25 C 2035 80.1
C30 C 17.0 16.5 C30 C 2090 82.3v
C32 C 16.8 16.6 C32 C 2130 83.9

Cushion tire type GAS Pneumatic tire type Gas & LPG
C20 C 17.3 16.6 C15 2073 81.6
C25 C 17.2 17.6 C18 2121 83.5
C30 C 17.1 16.9 C20s 2154 84.8
C32 C 16.9 17.7 C20 2245 88.4
C25 2300 90.6
Pneumatic tire type LPG C30 2405 94.7
C35 2480 97.6
C15 18.0 18.4
C18 17.9 18.4
C20s 17.9 18.4 Pneumatic tire type Diesel
C20 20.3 20.9 C15 2073 81.6
C25 20.1 20.5 C18 2121 83.4
C30 20.2 21.0 C20s 2154 84.8
C35 21.5 22.3 C20 2245 88.4
C25 2300 90.6
Pneumatic tire type GAS C30 2405 94.7
C35 2480 97.6
C15 17.9 18.3
C18 17.9 18.4
C20s 17.8 18.5
C20 20.3 20.9
C25 20.1 20.5
C30 20.1 21.2
C35 20.1 20.1

Pneumatic tire type Diesel

C15 17.2 17.9
C18 17.6 17.9
C20s 17.4 18.1
C20 19.0{19.3} 19.9{20.4}
C25 19..{19.3} 19.9{20.4}
C30 20.0{20.5} 20.6{21.4}
C35 20.6{21.1} 21.2{21.7}
{ } ; EPA Tier2 emission complied truck (4TNV94L)

SM 709, Jun ’04 General Specifications • 40-2-13

 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 709, Jun ’04 Hydraulic Fitting Tightening Procedure • 40-3-1

What is a#Ydoxh#mark ?
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
#1 The best service #1 The lowest maintenance cost