SB4219E01

Jan. 2008

Vehicle System
Specification
System Operation
Testing & Adjusting

D20G, D25G, D30G with B3.3 Engine

D20G, D25G, D30G with 4TNE98 Engine
G20G, G25G, G30G with G424F Engine
G20G, G25G, G30G with G424FE Engine
 Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.

Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.

Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety
precautions are listed in the “Safety” section of the owner/operation/maintenance publication. Specific safety
warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards.
If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings
in this publication and on the product labels are identified by the following symbol.

WARNING

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this
product, until you have read and understood the operation, lubrication, maintenance and repair
information.

Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.

DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.

The information, specifications, and illustrations in this publication are on the basis of information available at
the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and
other items can change at any time. These changes can affect the service given to the product. Obtain the
complete and most current information before starting any job. DOOSAN dealers have the most current
information avail-able.

1
Index
Specification.................................. 5 Testing and Adjusting ................ 32
Hydraulic Control Valve......................................... 5 Troubleshooting ..................................................32
Hydraulic Pump .................................................... 6 Visual Checks ..............................................32
Lift Cylinder........................................................... 6 Performance Tests .......................................32
Standard........................................................ 6 Hydraulic Oil Temperature (Too Hot) ............32
Full Free Triple and Full Free Lift.................... 7 Hydraulic System and Mast ..........................33
Tilt Cylinder........................................................... 8 Hydraulic Pump............................................36
Mast ..................................................................... 9 Hydraulic Control Valve ................................37
Carriage................................................................ 9 Steering System...........................................38
Lift Relay Group - Full Free Lift ........................... 11 Brake System...............................................39
Lift Relay Group - Full Free Triple Lift.................. 12 Parking Brake...............................................40
Lift & Tilt Mounting Group.................................... 13
Steering Wheel ................................................... 14 Hydraulic System ................................................41
Steering Gear ..................................................... 15 Relief Valve Pressure Check ........................41
Steer Axle and Wheel ......................................... 16 Lift Cylinder Air Removal (Only FFT & FFL
Steer Wheel Mounting......................................... 17 Mast)............................................................43
Shoe Brake......................................................... 17
Delayed Engine Shutdown System......................44
Operation .....................................................44
System Operation ....................... 18 Diagram of Delayed Engine Shutdown System
....................................................................45
Hydraulic System................................................ 18 Trouble shooting of Delayed Engine Shutdown
Basic Schematic - Standard ......................... 18 System.........................................................46
Optional Schematic with hyd. locking system... 20 Diagnostic Fault Codes ................................46
Hydraulic Control Valve................................ 22 Delayed Engine Shutdown System Schematic
....................................................................47
Steering System ................................................. 27 Delayed Engine Shutdown System Schematic
Steering Cylinder ......................................... 27 ....................................................................47
Steering Gear .............................................. 28 Delayed Engine Shutdown System Schematic
....................................................................48
Brake System ..................................................... 30
Master Cylinder............................................ 30 OSS (Operator Sensing System).........................49
Shoe Type Brake ......................................... 31 Operation .....................................................49
Automatic Adjustment .................................. 31 Symbols of OSS...........................................49
Parking Brake .............................................. 31 Operator Sensing System Schematic ...........50
Trouble shooting of Operator Sensing System
....................................................................51

Mast and Carriage...............................................53

Mast Adjustment...........................................53
Carriage Adjustment.....................................58
Chain Adjustment .........................................59
Chain Wear Test ..........................................60
Carriage and Mast Height Adjustment ..........61
Forks Parallel Check ....................................61

Vehicle System 3 Index

Tilt Cylinder Alignment ........................................ 62

Drift Test............................................................. 63

Steering System ................................................. 64

Steer Wheel Bearing Adjustment.................. 64
Steering Axle Stop Adjustment..................... 65
Steering Knuckle Bearing Preload Adjustment
.................................................................... 65
Steering System Pressure Check................. 66
.................................................................... 66

Brake System ..................................................... 67

Brake System Air Removal .......................... 67
Brake Adjustment......................................... 67
Parking Brake Test ...................................... 71
Parking Brake Adjustment............................ 71

Vehicle System 4 Index

Specification
Hydraulic Control Valve

(1) Torque for bolts that hold control valve sections

together ..................... 40 ± 3 N·m (360±24 lb·in)

(2) Adjust main system relief valve pressure for lift

and tilt as shown above. See “Relief valve
pressure check” in Testing &Adjusting.

(3) Adjust auxiliary relief value pressure for the

attachment as shown above. See “Relief valve
pressure check” in Testing &Adjusting.

(4) Torque for screws .......... 6 ± 2 N·m (53±20 lb·in)

CONTROL VALVE

ITEM psi kPa bar Kgf/㎠

EU LIFT
(2,630±35) 18,100±250 (181±2.5) (185±2.5)
USA TILT
2.0t NON - EU LIFT
(3,130±35) 21,550±250 (216±2.5) (220±2.5)
NON - USA TILT
EU LIFT
(2,840±35) 19,500±250 (195±2.5) (199±2.5)
USA TILT
2.5t NON - EU LIFT
(3,130±35) 21,550±250 (216±2.5) (220±2.5)
NON - USA TILT
EU LIFT
(3,130±35) 21,550±250 (216±2.5) (220±2.5)
USA TILT
3.0t NON - EU LIFT
(3,130±35) 21,550±250 (216±2.5) (220±2.5)
NON - USA TILT
ALL ALL Aux (2,040±35) 14,000±250 (140±2.5) (143±2.5)

Vehicle System 5 Specification

Hydraulic Pump Lift Cylinder
Flow rate of flow protector

FFL and FFT Mast

D700495.................................... 45 to 53 liter/min
A215044 .................................. 90 to 106 liter/min

STD Mast

A371156 .................................... 85 to 90 liter/min

Standard

(1) Tighten mounting bolts to a torque of

.................................55 ±10 N·m (440±90 lb·in)

(2) Apply Loctite #262.

A372287 for D20/25/30G with B3.3 engine.

Nominal displacement...............................32mL/rev
Rated pressure..............................................25Mpa
Rotation is counter clockwise when seen from drive
end.
Type of pump : Gear

D514289 for D20/25/30G with 4TNE98 Engine.

Displacement .......................................... 26.5㎤/rev
Rotation is counter clockwise when seen from drive
end.
Type of pump : Gear

A601502 for G20/25/30G

Rotation is counter clockwise when seen from drive
end.
Type of pump : Gear
Displacement .............................................29ml/rev
(1) Put pipe sealant on the last three threads of cap.

(2) Torque for setscrew ........ 6 ±1 N·m ( 53 ±9 lb·in)

NOTE : All seals to be lubricated with hydraulic oil.

Vehicle System 6 Specification

Full Free Triple Lift and Full Free Lift Full Free Triple Lift And Full Free Lift
Primary Secondary

(1) Put pipe sealant on the last three threads of cap. (1) Put pipe sealant on the last three threads of cap.

NOTE : All seals to be lubricated with hydraulic oil. NOTE : All seals to be lubricated with hydraulic oil.

Vehicle System 7 Specification

Tilt Cylinder

TILT CYLINDER
Model Tilt Gp Forward Tilt Backward Cyl. Stroke (X) Cyl. Closed (Z)
Part No. Angle* Tilt Angle* mm (in) mm (in)
A375282 6° 12° 167 (6.57) 514 (20.24)
D20G, G20G
A375322 6° 6° 110 (4.33) 571 (22.48)
D25G, G25G
A375324 6° 4° 92 (3.62) 589 (23.19)
D30G, G30G
A375335 6° 10° 148 (5.83) 533 (20.98)
* Permissible tolerance of 1/2°

(1) Adjust pivot eye to dimension (Z) with cylinder

closed.

(2) Torque for bolt ............ 95 ±15 N·m (70 ±10 lb·ft)

(3) Torque for head ............................. 270 ±30 N·m

(200 ±22 lb·ft)

(4) Torque for piston nut...................... 270 ±30 N·m

(200 ±22 lb·ft)

Vehicle System 8 Specification

Mast Carriage

(1) With mast at 475 mm (18.7 in) channel lap,

equally shim both sides until contact (A) is made (1) Select bearings from the chart to obtain
(zero clearance) between bearings and mast minimum clearance (C) between bearings and
uprights. channel leg for full channel length. Use same
bearing at all six locations.
(2) With mast at full extension, shim behind pads
until there is clearance (B) between the mast (2) Equally shim both sides until contact (A) is
uprights and the pads of .........0.80 mm (.031 in) made (zero clearance) between bearings and
inner mast at narrowest point.
(3) Select lower bearings from the chart to obtain
minimum clearance (C) between bearing and (3) Shim bolt as needed to obtain a 6.0 to 9.0 mm
channel leg for full channel length. Use same (.236 to .354 in) overlap (B) between bolt (3)
bearing on left and right side. and the carriage stop on the inner upright.(See
Carriage Adjustment in Testing & Adjusting).
(See Mast Adjustment in Testing & Adjusting).
(4) Torque for screw ......... 34 ±7 N·m (360±24 lb·in)
MAST BEARING CHART
CARRIAGE BEARING CHART
D581814 Undersize 108.60mm (4.276in)
Part No. Bearing Size Bearing OD*
D581815 Standard 109.60mm (4.315in)
D581814 Undersize 108.60 mm (4.276 in)
D581816 Oversize 110.70mm (4.358in)
* Permissible tolerance of ±0.08 mm (.003 in). D581815 Standard 109.60 mm (4.315 in)
D581816 Oversize 110.70 mm (4.358 in)
* Permissible tolerance of ±0.08 mm (.003 in).

Vehicle System 9 Specification

Lift Relay Group-Standard Lift
WARNING
Do not put a lift truck into service if the chain
wear indication is 2% or more. A reading of 2%
or more could cause damage or injury to
persons.

(1) Put LOCTITE NO. 242 Thread Lock on the

threads of the relay group locknuts after
adjustment of the lift chains is completed.

(2) Maximum chain wear ....................Less than 2%

(See Chain Wear Test in TESTING &
ADJUSTING).

(3) Distance from bottom of inner mast to bottom of

lower bearing on carriage must be even (flush)
with the inner mast.

Vehicle System 10 Specification

Lift Relay Group - Full Free Lift
WARNING
Do not put a lift truck into service if the chain
wear indication is 2% or more. A reading of 2%
or more could cause damage or injury to
persons.

(1) Tighten bolts until contact is made with guard.

(2) Put LOCTITE NO. 242 Thread Lock on the

threads of the relay group locknuts after
adjustment of the lift chains is completed.

(3) Maximum chain wear ....................Less than 2%

(See Chain Wear Test in TESTING &
ADJUSTING).

(4) Distance from bottom of inner mast to bottom of

lower bearing on carriage must be 41 ±1.5 mm
(1.61±0.6 in).
Bottom of inner mast must be even (flush) with
bottom of stationary mast. Adjust inner first.

Vehicle System 11 Specification

Lift Relay Group - Full Free Triple
Lift WARNING
Do not put a lift truck into service if the chain
wear indication is 2% or more. A reading of 2%
or more could cause damage or injury to
persons.

(1) Maximum chain wear ....................Less than 2%

(See Chain Wear in TESTING & ADJUSTING).

(2) Put LOCTITE NO. 242 Thread Lock on the

threads of the relay group locknuts after
adjustment of the lift chains is completed.

(3) Tighten bolts until contact is made with guide

assembly.

(4) Distance from bottom of inner mast to bottom of

lower bearing on carriage must be 41±1.5 mm
(1.61±0.6 in). Bottom of inner mast be even
(flush) with bottom of stationary mast. Adjust
inner mast first.

Vehicle System 12 Specification

Lift & Tilt Mounting Group

pack must not be more than three shims maxi-

mum.

(2) Install bearing outer race to a depth of (F) .........

.............................. 4.5±0.8 mm (.177±.031 in).

(3) Tilt cylinder installation shown.

(4) Install bearing outer race to a depth of (G)

.............................. 4.5±0.8 mm (.177±.031 in).

(5) (Std Mast Only) Tighten the bolt, until the middle
plastic shim touches the cylinder slightly.

(6) (Std Mast Only) Tighten the nut, until the U-Bolt
touches the cylinder slightly. Repeat procedure
(5), (6), until the torque is to 20 N·m (15 lb·ft).
(1) With chains adjusted for equal tension, run mast
to full lift. If mast does not kick (move) to one (7) (Std Mast Only) Tighten the nut, the torque is
side, no shims are needed. If mast does kick 55N·m (40lb·ft)
(move) to one side, disconnect cylinder from the
bar on that side. Add shim, connect cylinder, (8) (Std Mast Only) Tighten the nut, the torque is
adjust chains and run mast to full lift to check for 100N·m (74 lb·ft).
kick. Repeat process if necessary. The total shim

Vehicle System 13 Specification

(9) (Full Free Lift Mast Only) : Steering Wheel
Tighten nuts until U-bolt is firm against cylinder,
do not apply standard torque.

(10) (Full Free Lift Mast Only):

With chains adjusted for equal tension run mast
to full lift. If mast does not kick (move) to one
side, no shims are needed. If mast does kick
(move) to one side, hold lift cylinder tube on that
side and loosen bearing 1/4 turn and check
mast again. Loosen bearing until kicking
(movement) stops or gap (H) reaches 3.0 mm
(.12 in) (approximately 1.5 turns), whichever is
less. Insert shims (11) under bearing (it may be
necessary to loosen bearing an additional
amount of turns to install shims). Tighten
bearing again.

(12) Tighten the bolt of mounting mast, the torque is

240±40 N·m (177±30 lb·ft).

(1) Torque for steering wheel nut ......... 60 ~ 70 N·m

(44~52 lb·ft)

Vehicle System 14 Specification

Steering Gear

(1) Pin (1) in the body must be aligned with internal

pump gear (gerotor) (2) and drive (3) as shown.

(4) Tighten bolts in sequence shown. Tighten to a

first torque of ................................ 14.1±2.8 N·m
(125±25 lb·in)

Tighten to a final torque of ............ 28.2±2.8 N·m

(250±25 lb·in)

(5) Torque for plug ....................11.3 N·m (100 lb·in)

Plug to be flush (even) with or below mounting

surface.

Vehicle System 15 Specification

Steer Axle and Wheel

NOTE : Steer axles with tapered roller bearings

shown.

(1) Do the steps that follow for steer wheel bearing

adjustment.

a. Tighten nut (1) slowly to 135 N·m (100 lb·ft)

while turning the wheel.

b. Loosen nut (1) completely. Tighten it again to

.................................. 50 ±5 N·m (37 ± 4 lb·ft)

c. Insert the pin (2) into lock nut (1) and bend it
over nut.

(3) Torque for bolt that holds pin

..................................... 11 ±1 N·m (100 ±9 lb·ft)

(4), (6) Loosen nuts (5) on both sides. Adjust bolts

(4) to get steering knuckle turning angle (A) of
.......................................................76°to 77.5°

See Steering Axle Stop Adjustment in Testing

And Adjusting section.

(8) Tapered Roller Bearing Axles Only:

Torque for bolts that hold steer cylinder to axle
beam ......................250 ± 40 N·m (220 ±30 lb·ft)

Vehicle System 16 Specification

Steer Wheel Mounting Shoe Brake

(1) Torque for bolts and nuts that hold steer wheel
.................................. .120±20 N·m (90±15 lb·ft)

(1) Axle shaft bolt...............110±10N·m(81±7.4 lb·ft)

(2) Nut .............................200±10N·m(148±7.4 lb·ft)

(3) Torque for bolts that hold plate to final drive

cover .........................180±30N·m(133±22 lb·ft)

(4) Torque for nuts that hold brake drum to hub

.................................460±20N·m(339 ±15 lb·ft)

Vehicle System 17 Specification

 System Operation
Hydraulic System
Basic Schematic - Standard
FFT mast
3 STD mast
1
6 1

18
2
5

19
4 4

22
21 10

20
7

15

16
Engine

11

12 14 13

Basic Hydraulic Actuator System Schematic

(1) Lift Cylinder (2) Flow Protector-primary (3) Lift Cylinder-Primary (4) Flow Protector-Secondary (5) Side Shfit Cylinder
(6) Tilt Cylinder (7) Control Valve (8) Hydraulic Line (To Steering Unit) (9) Relief valve-Auxiliary (10) Relief Valve-Main
(11) Gear Pump (12) Suction Filter (13) Return Filter (14) Hydraulic Tank (15)-(21) Hydraulic Line (22) Flow Regulator Valve

Vehicle System 18 System Operation

The hydraulic system has a hydraulic tank (14) and
a gear pump (11) which is installed at the engine.
The gear pump (11) sends the pressurized fluid
through hydraulic line (15) to control valve (7).

The first block of control valve contains a steering

spool to supply the control flow (12 LPM) through
hydraulic line (8) to steering unit with the higher
priority. In case of no movement of spools the
remainder of fluid from the first block of control valve
returns through a hydraulic line (16) back to a
hydraulic tank.

The movement of spool makes a fluid for a lift

cylinder (1,3) and/or tilt cylinder (6) and/or side shift
cylinder (5). The hydraulic fluid from each cylinder
flows through control valve, hydraulic line (16) and a
filter-return (13), and back to a hydraulic tank (14).

The relief valve-main (10) releases the excessive

pressure to the hydraulic tank when the pressure in
the lift circuit or tilt circuit goes higher than setting
pressure shown at CONTROL VALVE SECTION of
SPECIFICATION. The relief valve-auxiliary (9)
releases the excessive pressure to the hydraulic
tank when the pressure in auxiliary circuit goes
higher than setting pressure shown at CONTROL
VALVE SECTION of SPECIFICATION.

The speed when lift cylinders are lowered is

controlled by the flow regulator valve (22).

Flow protector (2)&(4) integrated to lift cylinder acts

as a fuse valve if the line between control valve (flow
regulator) and flow protector is broken when the lift
cylinder is raised or lowered. This prevents the
sudden fall of mast or carriage if a hydraulic line is
broken.

There is a counter-balance valve ( or, tilt lock valve)

in tilt spool to prevent the cavitation (development of
air pocket) in tilt cylinder.

Vehicle System 19 System Operation

 Optional Schematic with hyd. locking system
FFT mast
3 STD mast
1
6 1

18

5 2

19
4 4
29
25 27
21 10 23 26

28

20
7

24

8 16

15

17
Engine 22

11

12 14 13

Basic Hydraulic Actuator System Schematic

(1) Lift Cylinder (2) Flow Protector-primary (3) Lift Cylinder-Primary (4) Flow Protector-Secondary (5) Side Shfit Cylinder
(6) Tilt Cylinder (7) Control Valve (8) Hydraulic Line (To Steering Unit) (9) Relief valve-Auxiliary (10) Relief Valve-Main
(11) Gear Pump (12) Suction Filter (13) Return Filter (14) Hydraulic Tank (15)-(24) Hydraulic Line (25) Flow Regulator Valve
(26) Solenoid Block (27) Lift Lock Solenoid (28) Unload Solenoid (29) Emergency Manual Over Ride Valve

Vehicle System 20 System Operation

In addition to the basic hydraulic operation, there is
safety unload function on the first block of control
valve that lifting and tilting don’t work even though
its lever is shifted, when operator leaves a seat for
more than 3 seconds. The solenoid valve (28) for
unload function is electrically connected to the
electric on-off switch beneath a seat. When the
operator leaves a seat for more than 3 seconds, the
solenoid valve (28) becomes off. This lets system
pressure go down to low pressure. Once the
operator sits on a seat, the solenoid valve becomes
on and immediately all functions work normally.

There is a safety lift lock function on lift block that

lowering of carriage or mast becomes unable if the
lift lever is shifted for lowering, when the operator
leaves a seat for more than 3 seconds or a start key
is off. The solenoid valve (27) for lift lock is
electrically connected to the electric on-off switch
beneath a seat. When the operator leaves a seat
for more than 3 seconds or a start key is off, the
solenoid valve become off. This leads to block the
lowering flow passage. Once the operator sits on
seat, and a start key is on, the solenoid valve
becomes on and immediately lowering works
normally.

On the emergency that lowering doesn’t work

normally, the button of emergency manual override
valve (29) should be pushed and twisted 180 degree
counterclockwise. Then, the override will be locked
in position until released. This makes it possible to
lower the mast or carriage when lift spool is shifted
for lowering. After lowering the mast or carriage to
the ground and a start key turning off, the suspected
causes can be inspected. Its detailed trouble
shooting guide will be shown in TESTING and
ADJUSTING. To release the manual override, the
push button should be pushed and twisted 180
degree clockwise.

Vehicle System 21 System Operation

Hydraulic Control Valve

Control valve has specific section of lift and tilt.

Overflow valve and flow-priority valve could be
mounted on the side port of inlet.
Oil circuit is of parallel with neutral back-flow
function. When the spool is in the neutral position,
pump is in the free load condition.
When controlling two or more than two spools at the
same time, usually actuator with less load acts first
and the one with more load acts later for the sake of
load difference. Work the more-load spool first and
control the stroke of the less one to have
simultaneous action under different load.

Principle of Side Cover of Inlet Port 2. When MF flow pressure is lower than PF flow
pressure ( in steering)
Side cover of inlet port is composed of main relief
valve to limit max pressure in circuit, flow-priority When in steering, PF flow pressure increases. And
valve to supply oil in priority to steering and PF relief overall pressure increases too. Flow is increasing
valve to limit pressure in priority. See the description too with one side of MF flow pressure goes down.
of principle of relief valve below is only a introduction So, when flow by throttle hole goes down, the
of flow-priority valve. pressure difference decreases as well and FD spool
Flow-priority valve may classify the oil as pre-set moves to the part to shut the MF throttle to keep
priority flow (PF flow) and maintain flow (MF flow). flow go stable as well as the pressure difference of
PF is for steering, MF is for valve sections to control throttle back and forward.
the loading.
Oil from Port P goes from throttle hole, check valve,
PF throttling part inside of spool FD into PF port. If
oil from port P is increased, pressure difference will
be generated in front and back of throttle hole.
Because of the pressure difference on ends of FD
spool, the spool goes toward the part to shut the PF
throttle part. And then, pressure difference goes
down as well as PF flow is reduced. Therefore, the
flow set by throttle hole and spring is ensured.

1. When MF flow pressure is higher than PF flow

pressure (in loading)

When in loading, MF flow pressure increases,

overall pressure increase as well. At this time, flow
in priority is increasing since PF flow pressure is
lower than MF flow. Once flow in priority increases,
pressure difference of throttle increases too. And
throttle effect is generated on PF throttle parts and
flow keeps stable.

Vehicle System 22 System Operation

Working Principle of Lifting Valve Section

1. Neutral Position
Oil from the pump returns to the tank through
unload path.

Working principle of tilting valve

1. Neutral Position
2. Lifting up of spools
Oil from the pump returns to the tank through unload
Close the unloading path, oil from the pump opens a path.
load check through parallel path and flow out from
port A. Spool returns to neutral position by the
neutral spring.

2. Tilting up of spool

While unload path is closed, oil from pump opens a

3. Lifting down of spool load check through parallel path and flow out from
Port B. Flow back oil at port Are turn to the tank
When lifting down the spool, unload path is not through tank path. When the cylinder load is in
closed, oil from the pump returns to the tank. excess of the rated pressure of relief valve, the relief
Meanwhile, oil from Port Are turns to tank through valve works with oil flows into tank path and the
the back flow path open by the spool. And the spool spool return to the neutral position by the spring.
comes back to the neutral position by reset spring.

Vehicle System 23 System Operation

3. Tilting down of spool

While unload path is closed, oil from pump opens a

load check through parallel path and flow out from Working Principle of Accessory Valve Section
Port B. With the pressure goes up, oil at Port Are
turn to the tank through the inner path of spool. 1. Neutral Position Oil from the pump returns to tank
When cylinder load is in excess of the rated through unload path.
pressure of relief valve, the relief valve works and oil
flow into the tank path. The spool returns to the
neutral position by the spring.

2. Spool-up

4. Tilting lock When unload path is closed, oil opens a load check
through parallel path. Flowing out from Port A,
If no coming oil, tilt cylinder doesn’t work even backflow at Port B return to the tank through tank
spool-down is performed. When spool is down with path. When cylinder loading is in excess of the rated
no coming oil, tank path from Port A is closed since pressure of relief valve, the valve works and oil flow
no pressure to open pilot spool. Therefore no action into the tank path. The spool returns to the neutral
is done by a tilt cylinder which is in a lock condition. position by the spring.

Vehicle System 24 System Operation

 Main Relief Valve

1. Free Action Condition of relief valve

When the circuit pressure is lower than the rated

values, relief valve keeps balance. Pressure at Port
P is filled in the spring chamber through poppet
throttle hole. By the work of spring force and oil
pressure, main poppet is squashed into the seat of
slip while the pilot poppet is also in the condition of
close by the force of spring. Therefore, all paths to
the tank port are closed and all flow in the circuit is
delivered to the working part.

3. Spool-down

When unload path is closed, oil opens a load check

through parallel path and flow out from Port B. Flow
back oil returns to the tank through the tank path.
When cylinder loading is in excess of the rated
pressure of over-flow valve, the valve works and oil
flow into the tank path. The spool returns to the
neutral position by the spring.

2. Working Condition of Relief Valve

When the circuit pressure goes up and higher than

the rated value, the balance is broken and relief
valve works. When the circuit pressure is in excess
of the rated valve of pilot poppet, the pressure push
by the pilot poppet and flow into the tank.
The pressure difference is generated at the back
and forward of the throttle hole of the main poppet
and the spring chamber pressure goes down. Main
poppet is pushed open and tank port is open too.
Pressure oil flows into the tank and keeps the circuit
at a set value.
Working Principle of Relief Valve

There are 3 kinds of relief valves in control valve.

Main relief valve to limit a max. pressure and PF
relief valve to limit PF flow pressure mounted on the
inlet side cover. Over-loaded valves are amounted
on the sides of inlet Port of the valve sections (lifting
and tilting valve-sections are not included) to limit
the Max. pressure of each port. And the valve also
equips the function of cavitation when in negative
pressure.

Vehicle System 25 System Operation

PF Relief Valve
Working principle is same as main relief valve.
Instruction is omitted here.

Over-load Relief Valve (Port Over-flow Valve)

Working principle is same as main relief valve.
Below is only the description of cavitation-proof.
When working port pressure is lower than that off
low-back port, main poppet is open and flow-back oil
goes into working port to play the function of
cavitation.

Vehicle System 26 System Operation

Steering System Steering Cylinder

Steering cylinder (1) gives power assistance through

the use of pressure oil at either end of the cylinder
piston. The steering cylinder is double ended and
the body of the cylinder is mounted stationary to the
steer axle. The rod assembly is connected to the
steering link assembles at both ends of the cylinder
which allows the cylinder to move the link
assemblies.

Steering Cylinder
(1) Steering cylinder.
Steering System Schematic
(Non Load Sensing Open Center)
(1) Steering gear. (2) Hose (to hydraulic tank). (3)Hose.(to
steer cylinder) (4) Hose.(to steer cylinder) (5)Check Valve. (6)
Control Valve. (7) Steering Cylinder. (8)Hydraulic Pump. (9)
Hydraulic Tank. (10) Hose (to steer gear). (11) Hose. (12)
Priority Valve.

REFERENCE : For the Hydraulic System

Schematics.

The steering system is a non load sensing open

center type and uses hydraulic oil for its operation.
Oil flow through the steering system is open to tank
regardless of turn on a steering wheel. When the
steering wheel is turned, it allows metered oil flow of
steering gear(1) to steering cylinder(7).

Hydraulic oil is pulled from hydraulic tank (9) through

a strainer to hydraulic pump (8). The pump sends
the oil through hose (11) to prioriey valve (12).The
priority valve(12) supplies 12 Lpm of all pump flow to
steering gear(1) and make it’s remaider flow go to
the sections of control valve(6)

Check valve (5) in priority valve(12) is in hose

(10)near the steering gear to prevent oil flow back to
priority valve(12) priority, which could cause a
sudden jerk of the steering wheel. Relief valve in the
priority valve body will open if the steering pressure
goes above 9000 kPa (1300 psi).

Vehicle System 27 System Operation

Steering Gear

Steering Gear
(1) Spool. (2) Sleeve. (3) Outlet (to tank). (4) Inlet (for pump oil). (5) Internal pump gear. (6) External pump gear. (7) Centering springs. (8)
Pin. (9) Left turn port. (10) Right turn port. (11) Body. (12) Drive. (A) Control section. (B) Metering section.

Lift trucks use the non load sensing, open center (oil The metering section is a small hydraulic pump. It
flow to steering gear only when needed) steering controls (meters) the oil that goes to the steering
gear. cylinder. As the steering wheel is turned faster, there
is an increase in the flow of oil to the steering
All lift truck hydraulic lines serve a dual purpose in cylinder. This increased flow causes the main valves
that they serve both the steering and cylinder pool to move farther. As the spool moves farther,
hydraulics through the use of a priority valve. The more oil can flow from the priority valve or power
priority valve sends oil to the steering gear before steering pump to the steering cylinder, and a faster
the needs of the cylinder hydraulics are met. turn is made.
The steering gear has two main sections: control
section (A), and pump or metering section (B).
These two sections work together to send oil to the
steering cylinder.

Oil from the priority valve goes through inlet (4) into
the control section of the steering gear. When the
steering wheel is turned, the control section sends
the oil to and from the metering section and also to
and from the steering cylinder.

Vehicle System 28 System Operation

Oil Flow

The oil from the priority valve flows through inlet (4).
When the steering wheel is stationary (NEUTRAL),
the oil is stopped by spool (1). The oil can not flow
through the steering gear to the steering cylinder
until the steering wheel is turned.

The steering wheel is connected to spool (1) by a

shaft assembly and splines. When the steering
wheel is turned, spool (1) turns a small amount until
springs(7) are compressed. Then, sleeve (2) starts
to turn.

As long as the steering wheel is turned, the spool

and sleeve both turn as a unit, but they turn a few
degrees apart.

When the spool and sleeve are a few degrees apart,

oil passages are opened between them. This lets
the pump oil from inlet (4) flow through passages in
body(11) to the metering section.
Pump Gears In Metering Section
When the steering wheel is turned, pin (8) turns with (5) Internal pump gear. (6) External pump gear. (8) Pin.(12) Drive.
the sleeve and causes drive (12) to turn also. The
drive causes a rotation of gear (5) inside gear If the steering wheel rotation is stopped, springs (7)
(6).This rotation of the gear sends a controlled will move sleeve (2) back in alignment with spool (1)
(metered) flow of pilot oil back through body (11). (NEUTRAL position). This will close passages
between the metering section and control section
This oil flows to port (9) or (10) and then to the and the steering gear will be in the NEUTRAL
steering cylinder. Port (9) or (10), that is not used for position.
pressure oil to the steering cylinder, is used for
return oil from the other end of the steering cylinder. When the engine is off, the steering gear can be
manually operated. The control section will work as
a pump. The oil that is returned from the steering
cylinder is not returned to the tank. The suction of
the control section will open an internal check valve
and let return oil from the steering cylinder go to the
inlet side of the control section. During power
operation, supply pressure keeps the check valve
closed.

Vehicle System 29 System Operation

Brake System
Master Cylinder

(2) Master cylinder

Brake fluid from remote reservoir (1) to replenish

master cylinder (2).

The master cylinder has a piston which pushes

brake liquid into the brake lines. The reservoir,
located on the cowl, is connected to inlet of master
cylinder. The supply lines keep master cylinder (2)
filled so no air enters the system. Reservoir (1)
supplies brake liquid to the system.

When the brake pedal is first pushed, the piston

moves into the master cylinder and push brake
liquid through outlet into the brake lines. When
floating piston seats on seal, the liquid that is
pushed by piston goes around cup seal, out through
loading piston and outlet. This action continues until
the liquid pressure in piston bore reaches the
Master Cylinder And Wheel Cylinder pressure that opens relief valve. The liquid, being
(1) Master cylinder reservoir. (2) Master cylinder. (3) Wheel pushed by piston, now returns to reservoir(1). Cup
cylinder. seal, seal sand the liquid inside piston is pushed
through piston and outlet.

The liquid pushed through outlet goes through the

brake lines to wheel cylinders (3).

Check valve in the master cylinder keeps a small

amount of pressure in the brake lines and wheel
cylinders (3) when the pedal is released. This small
amount of pressure helps the wheel cylinder piston
cup seal seat, which keeps air out of the brake
system.

Remote Reservoir
(1) Remote reservoir.

Vehicle System 30 System Operation

Shoe Type Brake Automatic Adjustment

Brakes with automatic adjustment are adjusted on

the reverse braking action. In this example the drum
rotation is counterclockwise (in reverse) which
causes a counterclockwise rotation of the brake
shoes.

Secondary shoe (4) moves away from cylinder (2)

that causes link (1) to move toggle lever (6) in a
clockwise rotation. Link (8) is connected to the lower
part of toggle lever (6) and to adjustment lever (9).
By this connection, adjustment lever (9) is moved in
a counterclockwise rotation.

When the brakes are released at the end of a

reverse brake application, adjustment spring (11)
puts adjustment lever (9) into its original position. If
the brake shoe lining has worn enough to let lever
(9) engaged, lever (9) will rotate screw (10) to put
the brake into the correct adjustment.
Brake with Automatic Adjustment (Right Side Shown)
(1) Upper adjustment link. (2) Cylinder assembly. (3) Piston. Parking Brake
(4) Secondary shoe. (5) Primary shoe. (6) Toggle lever. (7)
Support plate. (8) Lower adjustment link. (9) Adjustment lever.
(10) Adjustment screw. (11) Adjustment spring.

When the brake pedal is pushed down, the master

cylinder sends brake fluid to wheel cylinder (2).
Wheel cylinder pistons (3) are pushed out and move 1
primary shoe (5) and secondary shoe (4). The brake
shoes move until they make contact with the brake
drum.

When the brake action first starts, primary shoe (5)

comes in contact with the brake drum as it is in
rotation. This contact of the primary shoe puts some
force on secondary shoe (4) to help put it in position 2
against the drum.

Parking brakes use the shoe brake system

described above. The brakes are activated
mechanically instead of the hydraulic function. The
brakes are designed to hold the truck positively for
sure of parking by using parking lever (1) and cables
(2).

Vehicle System 31 System Operation

Testing and Adjusting Visual Checks

Troubleshooting A visual inspection of the hydraulic system and its

components is the first step when a diagnosis of a
Troubleshooting can be difficult. A list of possible problem is made. Lower the carriage to the floor and
problems and corrections are on the pages that follow these inspections;
follow.
1. Measure the oil level. Look for air bubbles in the
This list of problems and corrections will only give an oil tank..
indication of where a problem can be and what
repairs are needed. Normally, more or other repair 2. Remove the filter element and look for particles
work is needed beyond the recommendations on the removed from the oil by the filter element. A
list. Remember that a problem is not necessarily magnet will separate ferrous particles from
caused only by one part, but by the relation of one nonferrous particles (piston rings, O-ring seals,
part with other parts. This list can not give all etc.).
possible problems and corrections. The serviceman
must find the problem and its source, then make the 3. Check all oil lines and connections for damage or
necessary repairs. leaks.

Tools Needed 4. Check all the lift chains and the mast and carriage
welds for wear or damage.
Fittings Group 1

The Fitting Group is used to make the pressure tests Performance Tests
of the hydraulic system. Before any test is made,
visually inspect the complete hydraulic system for The performance tests can be used to find leakage
leakage of oil and for parts that have damage. in the system. They can also be used to find a bad
valve or pump. The speed of rod movement when
the cylinders move can be used to check the
WARNING condition of the cylinders and the pump.
To prevent personal injury when testing and
adjusting the hydraulic system, move the Lift, lower, tilt forward and tilt back the forks several
machine to a smooth horizontal location and times.
lower the mast and carriage to the ground. If the
mast and carriage can not be on the ground, 1. Watch the cylinders as they are extended and
make sure they are blocked correctly to keep retracted. Movement must be smooth and regular.
them from a fall that is not expected. Move away
from machines and personnel that are at work.
There must be only one operator. Keep all other 2. Listen for noise from the pump.
personnel away from the machine, or where the
operator can see the other personnel. 3. Listen for the sound of the relief valve. It must not
open except when the cylinders are fully extended
Before any hydraulic pressure plug, line or or retracted without load on forks.
component is removed, make sure all hydraulic
pressure is released.
Hydraulic Oil Temperature (Too Hot)

When the temperature of the hydraulic oil gets over

98.8° C (210° F), polyurethane seals in the system
start to fail. High oil temperature causes seal failure
to become more rapid. There are many reasons why
the temperature of the oil will get this hot.

1. Hydraulic pump is badly worn.

2. Heavy hydraulic loads that cause the relief valve

to open.

Vehicle System 32 Testing and Adjusting

3. The setting on the relief valve is too low. Problem: The hydraulic system will not lift the
load.
4. Too many restrictions in the system.
Probable Hydraulic Cause:
5. Hydraulic oil level in the tank is too low.
1. There is an air leak, which lets air into the
6. High Pressure oil leak in one or more circuits.
hydraulic system on the inlet side of the hydraulic
pump.
7. Very dirty oil.
2. The relief valve opens at low oil pressure.
8. Air in the hydraulic oil.
3. The hydraulic pump has too much wear.
NOTE: If the problem is because of air in the oil, it
must be corrected before the system will operate at
4. The priority valve does not work correctly.
normal temperatures. There are two things that
cause air in the oil (aeration). These are:
5. The load is not correct.
a. Return oil to the tank goes in above the level of
6. Unload function doesn’t work correctly.
the oil in the tank.

b. Air leaks in the oil suction line between the pump Probable Mechanical Cause:
and the tank.
1. The mast is not in alignment with the other lifting
Hydraulic System and Mast components and does not move freely.
During a diagnosis of the hydraulic systems,
2. Not enough lubricant on the parts of the mast that
remember that correct oil flow and pressure are
move.
necessary for correct operation. The output of the
pump (oil flow) increases with an increase in engine
3. The carriage or mast rollers and bearings are
speed (rpm) and decreases when engine speed
worn and do not move (seized).
(rpm) is decreased. Oil pressure is caused by
resistance to the flow of oil.
4. Mast shimmed too tight.
Visual checks and measurements are the first step
Problem: Lift cylinder extends too slowly.
when troubleshooting a possible problem. Then do
the operation checks and finally, do instrument tests
with pressure gauges. Probable Hydraulic Cause:

Use the Fittings Group, a stop watch, a magnet, a 1. Not enough oil supply to lift cylinder.
thermometer, and an inch(mm) ruler for basic tests
to measure : 2. Defective lift cylinder seals.

1. The pressure of the oil to open the relief valve. 3. Relief pressure set too low.
Relief valve pressures that are too low will cause
a decrease in the lift and tilt characteristics of the 4. Unload function doesn’t work correctly.
lift truck. Pressures that are too high will cause a
decrease in the life of hoses and components.

2. Drift rates in the cylinders. Cylinder drift is caused

by a leakage past cylinder pistons, O-ring seals in
the control valve, check valves that do not seat
correctly or poor adjustment or fit in the control
valve spools.

3. Cycle times in the lift and tilt circuits : Cycle times

that are too long are the result of leakage, pump
wear and/or pump speed (rpm).

Vehicle System 33 Testing and Adjusting

Probable Mechanical Cause: 8. Seals in tilt cylinder worn or damaged.

9. Unload function doesn’t work correctly.

1. The mast is not in alignment with the other lifting
components and does not slide freely.
Probable Mechanical Cause:
2. Not enough lubricant on the parts of the mast that
move. 1. Damage or failure of the tilt cylinders.

3. The carriage or mast rollers and bearings are 2. Mast mounting pins seized.
worn and do not move (seized).
Problem: The carriage will not lower correctly.
4. Mast shimmed too tight. Probable Cause:

Problem: Mast does not move smoothly. 1. There are restrictions in the lift line.

Probable Hydraulic Cause: 2. The lift spool in the control valve has a restriction
caused by foreign material and does not operate
freely.
1. Air in the hydraulic system.
3. The lift cylinder flow control valve has a restriction.
2. Relief valve sticks or defective.
4. Air in the hydraulic system.
3. Damaged cylinders.

Probable Mechanical Cause:

Probable Mechanical Cause:

1. Not enough lubricant on the parts of the mast that 1. The mast is not in alignment with the other lifting
move. components and does not move freely.

2. Load rollers defective or not adjusted correctly. 2. Carriage chains need an adjustment.

3. Mast rollers not shimmed correctly. 3. Not enough lubricant on the part of the mast that
move.
4. Mast assembly is damaged or not in alignment.
4. The carriage or mast rollers (bearings) are worn
Problem: The mast does not tilt correctly or and do not move (seized) or shimmed too tight.
moves too slowly.
Problem: Unload function doesn’t work
Probable Hydraulic Cause:
Unload function: Once the operator leaves a seat
1. There is a restriction in the hydraulic tilt lines. more than 3 seconds, lifting and tilting don’t work
even though each spool is shifted in or out. Once
2. There is an air leak, which lets air into the the operaton sits on seat, each function will
hydraulic system on the inlet side of the hydraulic normally work immediately.
pump.
The probable Electric Cause:
3. The relief valve opens at low oil pressure.
1. The electric switch (on-off) below a seat is
4. The hydraulic pump has too much wear.
damaged.
5. The internal valve of the tilt spool is stuck.
2. The electric parts (relay and controller) related to
a unload solenoid is in trouble.
6. Control valve tilt spool has a restriction.

7. The priority valve does not work correctly.

Vehicle System 34 Testing and Adjusting

The probable Hydraulic cause:

1. Sleeve in a solenoid valve for unload function is

stuck to a housing.
button of an emergency manual
override valve in solenoid block

Unload solenoid in
solenoid block

Probable Electric Cause:

1. Not to supply the electric power to solenoid valve

in solenoid block.

Problem: Mast will not lower completely or will Probable Hydraulic cause:
not lower at all.
1. A broken lift lock solenoid valve in solenoid block.

Probable Mechanical Cause:

WARNING
First of all, the button for an emergency manual 1. Lift cylinder damaged or bent.
override valve in solenoid block as seen below
should be pushed and twisted 180 degree 2. Load roller defective (bearing) or not adjusted
counterclockwise. Then, the override will be
locked in position until released. This makes it correctly.
possible to lower the mast or carriage when lift
spool is shifted for lowering. After lowering the 3. Not enough lubricant on the parts of mast which
mast or carriage to the ground and a start key that moves.
off, the suspected causes can be inspected. If
mast or carriage con not be lowered by this, its
cause would be mechanical problem or a Problem: Safety lift lock doesn’t work.
hydraulic problem rather than an electrical
problem. After the related problems are Safety lift lock function : Once the operator leaves
completely fixed, in order to release the manual a seat more than 3 seconds or a start key switch
override for the normal operation, the push
button should be pushed and twisted 180 degree is off, the lift cylinder doesn’t lower, even though
clockwise. lift spool is pulled for lowering. Once the operator
sits on seat and the key switch is on, the lowering
will normally work immediately.

Probable Electric Cause:

1. The electric switch (on-off) below a seat was

damaged.

2. The electric parts (relay and controller) related to

a lift lock solenoid for in solenoid block is trouble.

Probable Hydraulic cause:

1. Lift lock solenoid valve is damaged or

contaminated.

2. Emergency manual override valve is released.

Vehicle System 35 Testing and Adjusting

Problem: The lift or tilt cylinders do not hold 7. The system operates at too high a pressure.
their position with the valve control levers in
neutral position. a. Relief valve setting too high.

Probable Electric Cause b. Attachment components cause a restriction

during movement.
1. The valve spools do not hold their positions
c. Restrictions in flow control valve, load check
because the springs for the valve spools are weak
valve and in oil lines.
or broken.
8. Severe hydraulic usage.
2. Control valve leakage caused by worn valve
spools or seals.
Problem: Leakage on the shaft seal.
3. The check valves in the control valve are
Probable Cause:
defective.
1. The shaft seal is worn.
4. Leakage of the cylinder lines or piston seals.
2. There is a broken gasket behind the seal..
5. There is foreign material in the control valve.
3. The inner parts of the pump body are worn.
Hydraulic Pump
4. Operation with too low oil level in tank causes
Problem: Noise in the pump. suction on the seal.

5. Seal cut on shoulder of pump or keyway during

Probable Cause:
installation.

1. The oil level is low. 6. Seal lips are dry and hardened from heat.

2. The oil is thick (viscosity too high) or seals.

Problem: There is failure of the pump to deliver
3. The pump inlet line has a restriction in it.(strainer fluid.
plugged).
Probable Cause:
4. Worn parts in the pump.
1. Low level of the oil in the tank.
5. Oil is dirty.
2. There is a restriction in the pump inlet line.
6. Air leaks into the inlet line
3. There is air leakage in the pump inlet line.
Problem: The oil temperature is too high.
4. The viscosity of the oil is wrong.
Probable Cause:
5. The pump has too much wear.
1. The oil level is low.
6. Failure of the pump shaft or coupling.
2. There is a restriction in an oil passage.
7. The bolts of the pump do not have the correct
3. The relief valve setting is too low. torque.

4. The oil is too thin. 8. Filter by-pass not working or installed backwards.

5. There is air leakage in the system.

6. The pump has too much wear.

Vehicle System 36 Testing and Adjusting

Hydraulic Control Valve Problem: Spools do not return to neutral.

Probable Cause:
Problem: The control spools do not move freely.
1. The springs are broken.
Probable Cause:
2. The spool is bent.
1. The temperature of the oil is too high.
3. The system or valve has foreign particles in it.
2. There is foreign material in the fluid.
4. The control linkage is not in alignment.
3. The fitting connections in the valve body are too
tight.
5. The fastening bolts of the valve have too much
torque.
4. The mounting bolts of the valve assembly do not
have the correct torque and have twisted the body.
Problem: No motion or slow, then a too sudden
action of the hydraulic system.
5. Linkage of the lift and tilt levers does not operate
smoothly.
Probable Cause:
6. Bent lift or tilt spools.
1. The relief valve is not correctly set, or will not
move in base and/or is worn.
7. Damage to the return springs of the spools.
2. There is air in the system.
8. The valve is not at normal temperature for
operation.
3. Dirt or foreign particles between relief valve
control poppet and its seat.
Problem: Control valve spools have leakage
around the seals.
4. Valve body has a crack inside.
Probable Cause:
5. Spool not moved to a full stroke.
1. There is foreign material under the seal.
Lift and Tilt Cylinders
2. The valve spools are worn.
Problem: Leakage around the cylinder rod.
3. The seal plates are loose.
Probable Cause:
4. The seals have damage or are badly worn.
1. Cylinder head (bearing) seals are worn.
Problem: The load lowers when the lift spool is
2. Cylinder rod is worn, scratched or bent.
moved from the neutral position to the raise
position.
Problem: There is leakage of oil inside the
cylinder or loss of lift or tilt power.
Probable Cause:
Probable Cause:
1. There is foreign material in the load check valve
area.
1. The piston seals are worn and let oil go through.
2. The load check valve and seat show wear.
2. Cylinder has damage.
3. Sudden loss of pump oil pressure.
Problem: The piston rods show wear.
4. Damage to the relief valve which causes low oil
Probable Cause:
pressure.
1. The cylinders are not in correct alignment.

2. Oil is dirty.

Vehicle System 37 Testing and Adjusting

Problem: Foreign material behind the wiper Problem: Low oil pressure.
rings causing scratches on the cylinder rod.
Probable Cause:
Probable Cause:
1. Low oil level.
1. The wiper rings show wear and do not remove dirt
and foreign material. 2. Priority valve relief valve spring weak.

3. Relief valve (priority valve) will not move from the

Steering System open position.

4. Oil leakage inside or outside of the system.

Problem: Too much force needed to turn
steering wheel.
5. Defective pump.
Probable Cause:
Problem: Pump makes noise and the steering
cylinder rod does not move smoothly.
1. Priority valve releases pressure oil at a low setting.
Probable Cause:
2. Pump oil pressure is low, worn pump.
1. Air in the steering hydraulic circuit.
3. Steering gear covers are too tight.
2. The pump has too much wear.
4. Steering column not aligned with steering gear.
3. Loose connection of the oil line on the inlet side of
5. Priority valve spool is held in one position.
the pump.
6. Steering gear without lubrication.
4. The viscosity of the oil is wrong.
7. Low fluid level in the hydraulic supply tank.
5. The oil level in the hydraulic tank is low.
8. Steer axle damaged.
6. Worn steer cylinder piston seal.
9. Worn steer cylinder piston seal.
Problem: Lift truck does not turn when steering
wheel is slowly turned
Problem: Steering wheel does not return to
center position correctly.
Probable Cause:
Probable Cause:
1. The oil level of the tank is low.
1. Steering gear covers are too tight.
2. There is air in the steering system.
2. Steering column is not in correct alignment.
3. The pump operation is not correct.
3. Valve spool in the steering gear has a restriction.
4. Dirt in the steering system.
4. Priority valve check valve permits lift and tilt
5. Steering gear operation is not correct.
hydraulic oil to affect steering hydraulic circuit.
6. Steering cylinder has worn parts.
Problem: Oil leakage at the pump.
7. Restriction in the steer axle linkage.
Probable Cause:

1. Loose hose connections.

2. Detective shaft seal.

Vehicle System 38 Testing and Adjusting

Problem: The temperature of the oil is too hot. Problem: Pedal resistance is not solid (spongy).

Probable Cause: Probable Cause:

1. The viscosity of the oil is wrong. 1. Leakage or low fluid level.

2. Air mixed with the oil. 2. Air in the brake hydraulic system.

3. The relief valve is set too high (priority valve). 3. Loose master cylinder mounting.

4. There is a restriction in the line circuit. Problem: Hard pedal.

5. Unit being held in relief mode for long periods of Probable Cause:
time.
1. Mechanical resistance on the pedal or shoe.

Brake System 2. Brake shoe adjustment not correct.

3. Restriction in the brake line.

Problem: Brakes make noise or pull (grab).
4. Defective master cylinder.
Probable Cause:
5. Lining surface looks like glass (glazed), or is worn.
1. Brake shoe adjustment not correct.
Problem: Pedal gradually goes to the floor.
2. Lining surface looks like glass (glazed) or is worn.
Probable Cause:
3. Oil or brake fluid is on the lining.
1. Leakage or low fluid level.
4. Dirt on the brake drum lining surface.
2. Defective master cylinder.
5. Brake drum is badly worn or has grooves (scored).
Problem: Extra (excessive) pedal travel.
6. Restriction in the brake line.
Probable Cause:
7. Brake drum is out of round.
1. Leakage or low fluid level.
Problem: Both brake shoes will not release all
the way (drag).
2. Air in the brake hydraulic system.
Probable Cause:
3. Defective master cylinder.
1. Brake shoe adjustment not correct.
4. Lining surface looks like glass (glazed), or worn.
2. Brake pedal adjustment not correct.
5. Operation of brake adjuster is not correct.
3. Mechanical resistance at the pedal or shoe.
6. Pedal adjustment is not correct.
4. Restriction in the brake line.

5. Defective wheel cylinder.

Vehicle System 39 Testing and Adjusting

Problem: Brake will not make application.

Probable Cause:

1. Leakage or low fluid level.

2. Lining surface looks like glass (glazed), or worn.

3. Oil or brake fluid is on the lining.

4. Air in the brake hydraulic system.

5. Defective master cylinder.

6. Linkage is not in correct adjustment, or is bent.

Problem: Not braking evenly, or rough feeling of

braking (chatter).

Probable Cause:

1. Lining surface looks like glass (glazed), or worn.

2. Oil or brake fluid is on the lining.

3. Defective contact between the lining and drum.

4. Loose lining.

5. Brake drum out of round.

6. Loose wheel bearing.

7. Defective wheel cylinder.

Parking Brake

Problem: Brake will not make application.

Probable Cause:

1. Parking brake assembly out of adjustment.

2. Parking brake control cable out of adjustment.

3. Worn brake band.

Vehicle System 40 Testing and Adjusting

Hydraulic System
Relief Valve Pressure Check

CONTROL VALVE
Kgf/
ITEM psi kPa bar
㎠
EU LIFT (2630 18100 (181± (185±
USA TILT ±35) ±250 2.5) 2.5)
NON EU
2.0t LIFT (3130 21550 (216± (220±
NON
TILT ±35) ±250 2.5) 2.5)
USA
EU LIFT (2840 19500 (195± (199± Pressure Tap Location
USA TILT ±35) ±250 2.5) 2.5) (1) Pressure tap.

NON EU
2.5t LIFT (3130 21550 (216± (220± With the engine off, remove cap (1) from nipple
NON
TILT ±35) ±250 2.5) 2.5) assembly (2) and connect the 28,000 kPa (4000 psi)
USA
gauge to the nipple assembly.
EU LIFT (3130 21550 (216± (220±
USA TILT ±35) ±250 2.5) 2.5) Lift Relief Valve Check and Adjustment
NON EU
3.0t LIFT (3130 21550 (216± (220± 1. Start the engine and activate the hydraulics until
NON
TILT ±35) ±250 2.5) 2.5) the hydraulic oil is at the normal operating
USA
temperature.
(2040 14000 (140± (143± 2. Lift mast to maximum fork height without load on
ALL ALL Aux
±35) ±250 2.5) 2.5) forks. Increase engine rpm to high idle. Hold the
lift control lever in the lifting position and watch the
Use the Fittings Group to check the relief valve gauge. The gauge indication is the pressure that
opens the relief valve at the end of lift cylinder
pressure. stroke.

Caution : Make sure there is adequate ceiling

WARNING height. Lift cylinder must be fully extended. Mast
Hydraulic oil, under pressure can remain in the should be in the vertical position and truck parked
hydraulic system after the engine and pump on level ground.
have been stopped. Personal injury can be
caused if this pressure is not released before 3. The correct pressure setting is shown in the chart.
any work is done on the hydraulic system. To
prevent possible injury, lower the carriage to the
ground, turn the engine off and move the control
levers to make sure all hydraulic pressure is
released before any fitting, plug, hose or
component is loosened, tightened removed or
adjusted. Always move the lift truck to a clean
and level location away from the travel of other
machines. Be sure that other personnel are not
near the machine when the engine is running
and tests or adjustments are made.

Relief Valve Adjustment.

(3) Lock Nut. (4) Stud.

Vehicle System 41 Testing and Adjusting

Tilt and Sideshift Relief Valve Check and
Adjustment

1. Start the engine and activate the hydraulics until

the hydraulic oil is at the normal operating
temperature. Put the mast in the full tilt back
position.

2. With the engine at high idle, hold the tilt control

lever in the full tilt back position and watch the
gauge. The gauge indication is the pressure that
opens the relief valve.

3. The correct pressure setting is shown in the chart.

4. If an adjustment to the relief valve setting is

necessary, loosen nut (5).

Relief Valve Adjustment

(5) Locknut. (6) Stud.

5. Turn setscrew (6) clockwise to increase or

counterclockwise to decrease the pressure setting
of the relief valve.

6. Tighten the locknut and check the pressure

setting again for correct adjustment.

Vehicle System 42 Testing and Adjusting

Lift Cylinder Air Removal (Only FFT & 6. Repeat Steps 4 and 5 until there are no air
bubbles at the setscrews.
FFL Mast)
7. After all the air is removed, tighten the setscrews
After the lift cylinder has been disassembled and to a torque of 5 to 7 N·m (45 to 60 lb·in).
then assembled again, it may be necessary to
remove the air (bleed) from the cylinder. 8. Fill the hydraulic tank to the full mark.

1. With no load, lift and lower the mast and carriage 9. Lift and lower the mast and carriage again
through several complete cycles. through one complete cycle. If the mast does not
operate smoothly, repeat Steps 3 through 9.
2. With the forks on the floor, check the oil level in
the hydraulic tank. Add oil (if necessary) to bring NOTE : Standard lift cylinder doesn’t need air
the oil level to the full mark. removal because its return line is connected to the
oil tank.
3. With no load, lift and lower the mast and carriage
again through several complete cycles.

WARNING
The oil will have high pressure. To prevent
personal injury, do not remove the bleed screws
completely. Keep hands and feet away from any
parts of the truck that move, because the forks
will lower when the bleed screw is loosened.

4. Lift the forks high enough to put a load on all

stages of the lift cylinders.

(Typical example) Setscrew Locations (Standard Cylinders)

NOTE : The Full Free and Full Free Triple Lift mast
has one primary and two secondary cylinders.

5. Locate the setscrew on each lift cylinder. Slowly

open setscrews no more than one turn. The
weight of the carriage will force air and hydraulic
oil out of the cylinders through the setscrews.
Close the setscrews before all the pressure is out
of the cylinders. This will prevent air from entering
through the setscrews.

Vehicle System 43 Testing and Adjusting

Delayed Engine Shutdown System

Operation

The delayed engine shutdown system will shut the

engine down if no proper action is taken by the
operator. This system makes use of the engine oil
pressure switch, transmission oil temperature switch
and water (coolant) temperature sensor to get
the required truck condition.

If an engine damaging condition arises, such as too

much oil pressure drop, this system will alert the
operator by warning MIL Lamp.

If the operator ignores this warning and does not

shutdown the engine within thirty seconds, this
delayed engine shutdown system will interrupt the
fuel supply to the engine, thereby saving the engine
from the critical damage.

1. Low engine oil pressure

The warning MIL lamp will turn on when the oil

pressure drops to approximately 28KPa
(4 psi) and the delayed engine shutdown
System will interrupt the fuel supply to the engine
after thirty seconds.

2. Hot engine coolant

The warning MIL lamp will turn on when the

coolant temperature reaches approximately
115℃(239℉) and the delayed engine
shutdown system will interrupt the fuel supply to the
engine after thirty seconds.

3. Hot transmission oil

The warning MIL lamp will turn on

when the transmission oil temperature
reaches approximately 125℃(257℉) and the
delayed engine shutdown system will
interrupt the fuel supply to the engine after thirty
seconds.

Vehicle System 44 Testing and Adjusting

Diagram of Delayed Engine Shutdown System

G20/25/30G G424F(E) ENGINE – LP TRUCK

G20/25/30G G424F(E) ENGINE – GAS TRUCK

Vehicle System 45 Testing and Adjusting

Trouble shooting of Delayed Engine Shutdown System
When the ignition key is turned on, the MIL Lamp 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 Lamp will illuminate and remain ON. This signals the operator that a fault
has been detected by the SECM. If the MIL Lamp turns on while operating the lift truck, park the lift truck
and stop the engine, and then check the follows.

Delayed Engine shutdown : Some faults, such as low oil pressure, will cause the MIL Lamp to
illuminate for 30 seconds and then shut down the engine

CODE
FAULT DESCRIPTION
(M104 CODE)
Engine Coolant Temperature Sensor Input is High.
ECT Over Range
Normally set if coolant sensor wire has been disconnected or 151(15)
High
circuit has opened to the SECM
ECT Over Engine Coolant Temperature is High.
Temperature The sensor has measured an excessive coolant temperature 161(15)
Fault typically due to the engine overheating
Low Oil Pressure
Low engine oil pressure 521(52)
Fault
Transmission Oil
Excessive transmission oil temperature 933
Temperature

Diagnostic Fault Codes

DFC PROBABLE FAULT FAULT ACTION CORRECTIVE ACTION FIRST CHECK

151 ECT Range High (1) Turn on MIL Check if ECT sensor connector is
(15) Coolant sensor (2) Delayed Engine disconnected or for an open ECT
disconnected Shutdown circuit SECM (Signal) Pin B15 to ECT
or open circuit (3) Check Engine Light Pin 3 SECM (Sensor GND) Pin B1 to
ECT Pin 1
161 ECT Over Temperature (1) Turn on MIL Check coolant system for radiator
(15) Fault (2) Delayed Engine blockage, proper coolant level and for
Engine coolant temperature Shutdown leaks in the system.
is high. (3) Check Engine Light Possible ECT short to GND, check ECT
The sensor has measured signal wiring SECM (Signal) Pin B15 to
an excessive coolant ECT pin 3 SECM (Sensor GND) pin B1
temperature typically due to to ECT pin 1 SECM (System GND) pin
the engine overheating. A16, B 17 Check regulator for coolant
leaks
521 Low Oil Pressure Fault (1) Turn on MIL Check engine oil level
(52) Low engine oil pressure (2) Delayed Engine Check electrical connection to the oil
Shutdown pressure switch SECM Pin B9 to Oil
(3) Check Engine Light Pressure Switch
933 Trans Oil Temperature (1) Turn on MIL Refer to drive train manufacturer’s
Excessive Transmission oil (2) Delayed Engine Transmission service procedures
temperature Shutdown

Vehicle System 46 Testing and Adjusting

Delayed Engine Shutdown System Schematic

DELAYED ENGINE SHUTDOWN : G20/25/30G G424F(E) - LP

Vehicle System 47 Testing and Adjusting

Delayed Engine Shutdown System Schematic

DELAYED ENGINE SHUTDOWN : G20/25/30G G424F(E) - GAS

Vehicle System 48 Testing and Adjusting

OSS (Operator Sensing System)

Operation 4. Water separator (sediment) warning – only diesel

Water separator lamp indicates when the engine
is running and there is much water in the fuel filter
Operator Sensing System is operated by seat switch
exceeding 100cc.
built into the seat. If the operator leaves the seat
If the lamp turns on with the engine running, park
without applying the parking brake within three
the lift truck and stop the engine. Drain some fuel
seconds after leaving the seat, Operator Sensing
(and any water) until clean fuel flows from the
System will automatically disengage the
filter which approximately takes 5 to 6 seconds.
transmission and interrupt the operation of mast.
In addition, the warning lamp and buzzer are
5. Mast interlock
operated in order to prevent the unintentional
Alarm warning lights when operator leaves the
movement.
seat without applying parking brake and then,
operation of mast is automatically interrupted .
Symbols of OSS
6. Air cleaner warning
Alarm warning lights if the dust is chock – full at
the air clean.

1. Parking alarm
Alarm warning lights when the operator leaves
the seat without applying parking brake.

2. Seat belt indicator

Seat belt warning lights for 10 seconds reminds
the operator to fasten seat belt.
The truck is normally operated although warning
lamp is turned on.

3. Neutral shift feature

Transmission is automatically shifted to the
neutral when the operator leaves the seat with
the engine running and the direction lever in
forward or reverse. To restore the lift truck, return
the directional lever to the neutral position and
then, reselect a direction of travel (either forward
or reverse). The transmission will then re-engage.

Vehicle System 49 Testing and Adjusting

 Testing and Adjusting
SEAT SWITCH
SEAT BELT SWITCH
AIR CLEANER SWITCH
PARKING
BRAKE SW

50
Operator Sensing System Schematic

INDICATOR AS
PILOT BUZZER RELAY FUSE FUSE
REV FWD CREEPING SPEED
SOL_VALVE_LIFT LOCK
CIRCUIT BREAKER
SOL_VALVE_UNLOAD
LP PR SW DIR SWITCH IGNITION SW
CONTROLLER - VCS
BATTERY

Vehicle System
SEDIMENT SW
Trouble shooting of Operator Sensing System

CONDITION PROBABLE FAULT CORRECTIVE ACTION

1. Buzzer warning 1. Seat switch open 1. Check seat switch

2. Parking brake 2. Parking brake switch open 2. Check parking brake switch
light
3. Controller defect 3. Check continuity of wire from seat switch to
controller (SW2)
4. Wiring defect
4. Measure the voltage between controller(SW2)
and GND : 12V is no problem
1. Seat belt warning 1. Seat switch open 1. Check seat switch
light
2. Controller defect 2. Check continuity of wire from seat belt switch to
controller (SW3)
3. Wiring defect
3. Measure the voltage between controller(SW3)
and GND : 12V is no problem
1. Buzzer warning 1. Seat switch open 1. Check seat switch

2. Neutral light 2. Relay (REV/FWD/Creep 2. Check relay (REV/FWD/Creep speed)

speed) defect
3. No drive 3. Check FWD/REV Solenoid
operation 3. Directional switch defect
4. Check continuity of wire from relay creeping
4. Wiring defect speed (85) to controller (C/RELAY)

5. FWD/REV Solenoid defect 5. Check continuity of wire from relay-REV(86)or Dir

SW(3) to controller (REW SW)
6. Controller defect
6. Check continuity of wire from relay-FWD(86)or
Dir SW(2) to controller (FWD SW)
1. Buzzer warning 1. Sediment switch short 1. Check sediment switch

2. Water separator 2. Wiring defect 2. Check continuity of wire from sediment switch to
warning light controller (AUX2)
3. Controller defect
3. Measure the voltage between controller(AUX2)
and GND : 12V is no problem

Vehicle System 51 Testing and Adjusting

 CONDITION PROBABLE FAULT CORRECTIVE ACTION

1. Buzzer 1. Seat switch open 1. Check seat switch

warning
2. Fift lock / Unload 2. Check Lift lock/Unload Solenoid
2. Mast interrupt solenoid defect
light 3. Check continuity of wire from solenoid-lift lock(2) or
3. Wiring defect solenoid-unload(2) to controller (ISO3691 VALVE)
3. No mast
operation 4. Controller defect 4. Check continuity of wire from solenoid-lift lock(1) or
solenoid-unload(1) to controller (IGN)

5. Measure the voltage between controller(IGN) and

controller(ISO3691 VALVE) : 12V is no problem
1. Air cleaner 1. Air cleaner switch 1. Check air cleaner switch
light short
2. Check continuity of wire from air cleaner switch to air
2. Wiring defect cleaner lamp

Vehicle System 52 Testing and Adjusting

Mast and Carriage
Mast And Carriage Bearings
Mast Adjustment
Part No. Bearing Size Bearing O.D.*
NOTE: The Standard, Full Free Lift and Full Free D581814 Under Size 108.6 mm (4.276 in)
Triple Lift mast load bearings are all adjusted the
same way. The mast shown in the following D581815 Standard 109.6 mm (4.135 in)
illustrations is the Full Free Triple Lift mast. D581816 Over Size 110.7 mm (4.358 in)
To make the mast clearance adjustments, mast *Permissible tolerance ±0.08mm (.003in)
must be removed from the lift truck.
Carriage, chain and lift cylinder must be removed
from the mast for easy adjustments.
Use the procedure that follows to adjust the load
bearings.

A. Lower Bearing Adjustment of Intermediate Mast

2. Find narrowest point by ruler on the stationary

mast in the area where the bearings make contact
at 475 mm (18.7 in) channel lap.

Mast Adjustment Lower Bearings

(A) Zero clearance. (B) Minimum clearance. (C) Zero
clearance.(3) Bearing. (4) Bearing. (5) Shims. (6) Shims.

1. Select lower bearings (3) and (4) from the chart to

obtain minimum clearance (B) between bearing
and channel leg for full channel length. Use same
bearing on left and right side.

Vehicle System 53 Testing and Adjusting

 Mast Adjustment Lower Bearings
(A) Zero clearance. (B) Minimum clearance. (C) Zero
clearance. (3) Bearing. (4) Bearing. (5) Shims. (6) Shims
3. Install 1 mm shim to each bearing of intermediate
lower and stationary upper basically. Lifting by
crane, insert intermediate mast into stationary
mast from the upper side.

NOTE : When installing shims (5) behind bearing (4),

make sure the amount of shim is divided equally
when positioned behind each bearing (4).

4. Make surer intermediate mast lower bearings are

properly shimmed in the stationary mast by rolling
up and down and moving intermediate mast to
right and left. If clearance between both masts
can be detected, pull out the intermediate mast
from the stationary mast with crane and add shim
0.5mm or 1 mm to both intermediate lower
bearings.

Vehicle System 54 Testing and Adjusting

 B. Upper Bearing Adjustment of Stationary Mast

5. In case of standard and full free mast, inner lower

bearings can be easily extruded by pulling down
1. Lift by crane, and pull out intermediate mast from
the inner mast from the bottom of stationary mast.
stationary mast. Install 1 mm shim to each bearing
If intermediate mast is stuck and cannot move by
of stationary mast upper. Bearing should be part
rolling up and down, there might be excessive
number D581814 under size bearing.
shims. Pull out the intermediate mast from the
stationary mast and remove shim 0.5 mm to both
intermediate lower bearings. Repeat same
procedure of above until properly shimmed. There
is to be contact zero clearance (C) between
intermediate lower bearings and stationary
channel at approximately 475 mm (18.7 in)
channel lap.

Mast Adjustment Upper Bearings

(D) Zero clearance. (E) 0.80 mm (.031 in) Clearance maximum.
(F) Zero clearance. (7) Pads. (8) Shims. (9) Shims. (10) Shims.

Vehicle System 55 Testing and Adjusting

 C. Upper Pad Adjustment

2. Make sure stationary mast upper bearings are

properly shimmed by rolling up and down and
moving intermediate mast to right and left. If
clearance between both masts can be detected,
pull out the intermediate mast from the stationary
mast with crane and add shim 0.5 mm or 1 mm to
both stationary upper bearings.

Mast Adjustment Upper Bearings

(D) Zero clearance. (E) 0.80 mm (.031 in) Clearance maximum.
(F) Zero clearance. (7) Pads. (8) Shims. (9) Shims. (10) Shims.

3. In case of standard and full free mast, stationary

upper bearings can be easily extruded by pulling
down the inner mast from the bottom of stationary
mast. If intermediate mast is stuck and cannot
move by rolling up and down, there might be
excessive shims. Pull out the intermediate mast
from the stationary mast and remove shim 0.5 mm
to both stationary upper bearings. Repeat same 1. Install shims (8) behind each pad (7) until there
procedure of above until properly shimmed. There is0.80 mm (.031 in) maximum clearance (E)
is to be contact zero clearance (C) between between the pads and the inner and intermediate
stationary upper bearings and the widest point of masts with the masts at full extension. Lift by
intermediate mast to be checked before. crane, and pull out intermediate mast from
stationary mast and insert the shims behind each
pad. In case of standard and full free mast, the
pads of stationary upper can be easily extruded
by pulling down the inner mast from the bottom of
stationary mast.

Vehicle System 56 Testing and Adjusting

D. Lower Bearing Adjustment of Inner Mast

2. Find narrowest point by ruler on the intermediate

mast in the area where the inner lower bearings
make contact full length of intermediate mast
excluding minimum channel lap 475 mm (18.7 in).

Mast Adjustment Lower Bearings

(A) Zero Clearance. (B) Minimum Clearance. (C) Zero
Clearance. (3) Bearing. (4) Bearing. (5) Shims. (6) Shims.

1. Select lower bearings (3) and (4) from the chart to

obtain minimum clearance (B) between bearing
and channel leg for full channel length. Use same
bearing on left and right side.
3. Install 1 mm shim to each bearing of inner lower
Mast And Carriage Bearings and intermediate upper basically. Lift by crane,
insert inner mast into intermediate mast from the
Part No. Bearing Size Bearing O.D.* upper side.
D581814 Under Size 108.6 mm (4.276 in)
D581815 Standard 109.6 mm (4.135 in)
D581816 Over Size 110.7 mm (4.358 in)
*Permissible tolerance ±0.08mm (.003in)

Vehicle System 57 Testing and Adjusting

 Carriage Adjustment

NOTE : The standard, Full Free Lift and Full Free

Triple Lift carriage load bearings are all adjusted the
same way. The Full Free Triple Lift carriage is
shown in the following illustrations.

To make the carriage clearance adjustments,

carriage must be removed from the mast.

Use the procedure that follows to adjust carriage

load bearings.

Mast Adjustment Lower Bearings

(A) Zero Clearance. (B) Minimum Clearance. (C) Zero clearance.
(3) Bearing. (4) Bearing. (5) Shims. (6) Shims.

4. Make sure inner mast lower bearings are properly

shimmed in the intermediate mast by rolling up
and down and moving inner mast to right and left.
If clearance between both masts can be detected,
pull down the inner mast from the bottom of
intermediate mast. Inner lower bearings can be
easily extruded. Add shim 0.5 mm or 1 mm to
both inner lower bearings. If inner mast is stuck
and cannot move by rolling up and down, there
might be excessive shim. Pull out the inner mast
from the intermediate mast and remove shim 0.5
mm to both inner lower bearings. Repeat same
procedure of above until properly shimmed. There
is to be contact zero clearance (C) between inner
lower bearings and intermediate channel at
narrowest point. Carriage Adjustment
(3) Upper Bearings. (4) Shims. (5) Bolt. (6) Screw. (7) Middle
E. Upper Bearing Adjustment of intermediate Bearings. (8) Lower Bearings. (A) Zero Clearance. (B) 6.0 to
Mast 9.0 mm. (.236 to .354 in) Clearance. (C) Minimum Clearance.

Follow same procedure with above B. 1. Select lower bearings from the chart to obtain
minimum clearance (B) between bearings and
F. Upper Pad Adjustment of Intermediate Mast channel leg for full channel length. Use same
bearing in all six locations.
Follow same procedure with above C.

Vehicle System 58 Testing and Adjusting

 Mast And Carriage Bearings
Part No. Bearing Size Bearing O.D.*
D581814 Under Size 108.6 mm (4.276 in)
D581815 Standard 109.6 mm (4.135 in)
D581816 Over Size 110.7 mm (4.358 in)
*Permissible tolerance ±0.08mm (.003in)

5. Tighten screw (5) that holds the top bearings to

the carriage to a torque of 34L7 N·m (25L5 lb·ft)

Chain Adjustment

Chain Adjustment Check

Fork Heel Height Check

2. Find narrowest point by ruler on the inner mast in

the area where the bearings make contact.

3. Install enough shims (4) that have been divided

into two equal groups behind bearings (3). At
installation, there is to be contact [zero clearance
(A)] between the bearings and the narrowest point
of inner mast.

4. Do step 2 through 3 for other sets of bearings.

Chain Adjustment Check

Lift the carriage and mast high enough to put their

full weight on the carriage and mast chains. Check
the chains, and make sure the tension is the same.

Vehicle System 59 Testing and Adjusting

Chain Adjustment Chain Wear Test
If the tension is not the same on both chains, do the
Chain wear test is a measurement of wear of the
procedure that follows:
chain links and pins. Do the steps that follow to
check chain wear.
WARNING
1. Lift the mast and carriage enough to put tension
Personal injury can be caused by sudden on the lift chains.
movement of the mast and carriage. Blocks
must be used to prevent the mast and carriage
from any movement while the adjustments are 2. Measure precisely ten links of chain distance at
made. Keep hands and feet clear of any parts the center of pins in millimeter. A chain wear
that can move. gauge can also be used.

3. Calculate chain wear rate.

Inner Lift Chains (1) Chain Anchor Nuts. WARNING

1. Lift the mast and carriage and put blocks under Do not put a lift truck into service if the chain
the mast and carriage to release the tension from wear indication is 2% or more.
the lift chains. A reading of 2% or more could cause damage or
injury to persons.
2. Make adjustments to chain anchor nuts (1) or
bolts (2) for equal tension of the mast and
carriage chains. 4. If the chain wear indication is 2% or more, replace
the lift chain.
3. Put LOCTITE NO.242 Thread Lock on the
threads of the locknuts after the adjustment is
completed.

Outer Lift Chains (2) Chain Anchor Bolts.

Vehicle System 60 Testing and Adjusting

Carriage and Mast Height Adjustment Forks Parallel Check

1. Move the mast either forward or backward so it is 1. Lift the mast and operate the tilt control lever, until
in the vertical position. the top surface of the forks is parallel with the floor.
Place two straight bars, that are the same width
2. Lower the carriage completely. as the carriage, across the forks as shown.
Measure the distance from the bottom of each
end of the two bars to the floor. The forks must be
parallel within 3 mm (.12 in) for Full Tapered and
Polished (FTP) forks, all other forks 6.4 mm
(.25in), for their complete length.

2. If not parallel, determine which one is defective

and replace it.

(Typical example)

3. On Full Free Lift and Full Free Triple Lift models,

the bottom of the inner mast must be even with
the bottom of the stationary mast.
Forks Parallel Check (Typical Example)

4. Measure the distance from the bottom of the inner

upright to the bottom of carriage bearing.

5. The measurement (A) must be as follows:

STD ............................................................. Zero
FFL& FFTL................ 41 L 1.5 mm (1.61 L .06 in)

NOTE: On Standard Lift models the bearing must be

even (flush) with the inner mast. If the above
measurements are not correct, make adjustments to
the chains to get the correct measurement. See
Chain Adjustments in TESTINGAND ADJUSTING.

Vehicle System 61 Testing and Adjusting

Tilt Cylinder Alignment Tilt Cylinder Length Check

If the tilt cylinders are out of alignment, extra

stresses in the mast assembly and the mast hinge
area will result. To prevent damage, the tilt cylinders
must stop evenly at the end of the tilt back and tilt
forward strokes.

Tilt Angle Check

Tilt Cylinder Length Check

1. Tilt the mast to full forward position. Measure the

extended length of the cylinder rods from the
cylinder housing to the mast. The difference of
length between the two cylinder rods must be
within 3.18 mm (.125 in) of each other.

Tilt Angle Check (Typical Example)

Tilt Cylinders With Tilt Back Limiting Group
The tilt angle of the mast must be checked in the full
tilt back and full tilt forward positions. Atilt indicator
or a protractor can be used to measure the angle.
Both sides of the mast must be checked to make
sure that the mast is not twisted.

The tilt angle is determined by the tilt cylinders used.

See tilt cylinders in specifications to determine the
tilt angle from the cylinder being used.

Tilt Cylinder Adjustment

(1) Pivot eye. (2) Bolt. (3) Rod. (4) Shims. (5) Spacer. (6) Head.

1. With the mast at full forward tilt, loosen bolt (2).

2. Slide spacer (5) back so rod (3) can be turned

into or out of pivot eye (1) to obtain the correct
length or angle.

Vehicle System 62 Testing and Adjusting

 Drift Test
WARNING
Drift is movement of the mast or carriage that is
Tilt cylinder pivot eyes can loosen if the torque
on the pivot eye clamping bolt is not tight there sult of hydraulic leakage in the cylinders or
enough. This will let the tilt cylinder rod turn in control valve. Before testing the drift:
the tilt cylinder eye. The cylinder rod may then
twist our of the pivot eye and the tilt cylinder will
be out of alignment or may let the mast fall and WARNING
cause personal injury or damage. When the rod
lengths are made even, the tilt angle differences Personal injury can be caused by sudden
or the mast alignment will no longer be a movement of the mast or carriage. Use
problem. woodblocks and clamps to hold the mast in this
position. Keep hands and feet clear of any parts
that can move.

3. Tighten bolt (2) and the nut to a torque of

...................................... 95±15N·m (70±10 lb·ft).
1. Check the chain adjustment and tilt cylinder
4. With mast at full back tilt, install shims (4) as alignment and make necessary adjustments.
required to permit no gap between spacer (5) and
head (6). Shim so mast does not twist at full tilt 2. Lift the mast approximately 762 mm (30 in). Use
back. wood blocks and clamps to hold the mast in this
position.

3. Check the mast hinge bolts to make sure they are

tight.

4. Remove the blocks and clamps and lower the

mast.

Drift Test For Lift System

1. Secure a rated capacity load on the forks of the

lift truck. Operate the lift truck through a complete
lift and tilt cycle until the oil is at normal
temperature of operation, 45 to 55 °C (113 to
131 °F).

2. Put the mast in a vertical position. Raise a rated

capacity load to a sufficient height to test the lift
cylinders.

3. Measure any drift of the carriage for a ten minute

period. Drift for all models shall not exceed
100.0mm (4.00 in).

Vehicle System 63 Testing and Adjusting

Drift Test For The Tilt System Steering System
Steer Wheel Bearing Adjustment
1. Put a rated capacity load on the forks on the lift
truck. Operate the lift truck through a complete lift
and tilt cycle until the oil is at normal temperature
for operation, 45 to 55°C (113 to 131°F).

2. Put the mast in a vertical position. Raise a rated

capacity load to a height of 2.5 meters (8.2 ft). In
the case of trucks with less than 2.5 meters (8.2
ft) height extension, raise the load to the truck’s
maximum height.

Bearing Adjustment
(1) Nut. (2) Lock.

1. Tighten nut (1) slowly to 135 N·m (100 lb·ft)

while the wheels is rotated in both directions to
put the bearings into position. Use tool numbered
T059.

2. Loosen nut (1) completely. Tighten nut (1) again

to ..................................50 ± 5 N·m (37 ± 4 lb·ft) .
Tilt Drift Check.
3. Insert the pin into the nut and bend the pin over
nut (1) to hold the nut inposition.
3. The tilt drift is measured as the charge in the tilt
cylinder stroke. Measure any drift of the mast for
ten minute period. Drift for shall not exceed 35.5
mm (1.40 in).

Vehicle System 64 Testing and Adjusting

Steering Axle Stop Adjustment Steering Knuckle Bearing Preload
Adjustment

Steer Angle
(1) Bolt. (2) Nut. (3) Bolt. (A) 76°angle.

Use the procedure that follows to make an Steering Knuckle Bearing Preload Adjustment
adjustment to the steer axle turning angle. (4) Steering link. (5) Shims. (6) Bearing.

1. Adjust the cylinder rod extension so it is equal on 1. During assembly of the steering knuckle, install
both sides of the axle. the thrust bearing and bushing without shims.

2. Loosen nuts (2) on both sides of the steer axle. 2. Measure the clearance between bearing (6) and
the axle beam.
3. Turn the steer wheel one direction until the steer
cylinder rod extension measures 97.5 mm (3.8 in) 3. Take an average of the measurements found in
than the straight ahead measurement. Step 2. Select shims (5) equal in thickness to the
average clearance. For reference, the gad should
4. Adjust stop bolt (1) on both sides. be less than 0.5 mm.

5. Tighten nut (2) on both sides. Turn the steer 4. Remove the bearing group and install shims (5).
wheel the opposite direction and do the same
procedure for the opposite stop bolts. This will 5. With steering links (4) disconnected from the
give a maximum cramp angle of 76° steering cylinder, check knuckle for 4.5 to 6.8 N·m
(40 to 60 lb·in) of rolling torque.

6. Connect links (4) to the steering cylinder.

Vehicle System 65 Testing and Adjusting

Steering System Pressure Check 5. The indication on the pressure gauge must be the
priority valve relief setting of 9,000 +0 /+300 kPa
(1,305 +0 /+43 psi). If the indication is correct and
If the steering system does not work correctly, check
a problem exists, then there is possibly a
the hydraulic tank for the correct oil level and the
mechanical failure in the steering system.
hoses and connections for leakage. If all these items
are correct, use the Pressure Gauge Kit to check the
6. If the indication is not correct, then there is
steering hydraulic system and its relief pressure
steering hydraulic failure in the components.
setting.

Hydraulic Steering Gear

(1) Elbow (Pressure line from priority valve).

WARNING
Hydraulic pressure can cause personal injury.
Before any hydraulic lines or steering system
components are disconnected, make sure all
hydraulic pressure is released in the steering
system. Move the steer wheels to the left and
right and then, to the straight forward direction. (4) Pressure-Checking Adapter. (5) Pressure-Tube.
(6) Pressure Gauge.

Check steering system relief pressure as follows: a. With the engine running, turn the steer wheels
in any directions and read the indication on
1. Turn the engine off. pressure gauge (6).

2. Remove the plug from elbow (1) Install pressure- b. If the indication is approximately the pressure
checking adapter (4) and connect pressure-tube shown in Step 5, then the steering gear is
(5) and pressure gage (6). Pressure gage (6) has normal.
a range of 2800 kPa (4000psi).
c. If the indication is too low or too high, then the
3. Move the seat to the normal position for operation, priority valve in the control valve or its
start the engine and activate the hydraulic controls components must be replaced.
until the oil is at a temperature for normal
operation. 7. If the steering gear and the priority valve are
working properly, the steering cylinder is defective
4. Turn the steer wheels to the left or right against and must be repaired.
the stops and make a note of the indication on the
pressure gauge. 8. Correct the problem and check steering relief
valve pressure again.

Vehicle System 66 Testing and Adjusting

Brake System Brake Adjustment

The brakes make an adjustment automatically when

Brake System Air Removal an application is made in reverse, but only after an
application has been made in the forward direction.
Systems With Remote Reservoir
With each reverse brake application, there happens
an adjustment until the lining-to-drum clearance is
made small enough to stop the movement of the
automatic adjustment linkage.

To do this on the vehicle condition, execute the

braking while driving in backward. Repeat about (15)
times.

Manual brake adjustment is necessary only when

new brake shoes are installed and the automatic
adjustment has been moved.
Remote Reservoir Location
To make a manual adjustment to the brakes:
(1) Remote reservoir.

When the brake pedal resistance is spongy (not

solid), it is usually an indication that there is air in
the brake hydraulic system. The cause may be low
fluid or oil level, leakage in the system, a broken
brake line or a brake line that is not connected.
To remove air from the brake system, do the
procedure that follows :

1. Fill remote reservoir (1) with the correct brake

fluid to 12 mm (.50 in) from the filler cap. See the
Operation and Maintenance Manual for the
correct brake fluid. Brake Adjustment
(3) Adjustment screw.
2. Put pressure on the brake pedal and open bleed
screw to let air out of the system. Close bleed
screw while pressure is still on the brake pedal WARNING
and then, let the pedal return to the original
Wood blocks or jack stands of the correct
position. capacity must be used under the machine to
prevent the machine from a fall that is not
3. Do Step 2 again as many times as necessary until expected. Failure to do so can result in injury or
the brake fluid is free of air. death.

4. Use the procedure in Steps 2 and 3 again, except

this time use the right bleed screw. 1. Put wood blocks or jack stands of the correct
capacity under the machine.
5. Fill remote reservoir (1) again, with the correct
fluid, to the level explained in Step 1. 2. Remove the plugs from wheel brake plate to
access the adjusting screw.

3. Put a brake adjustment tool such as a driver

through the hole and into a tooth on the
adjustment screw (3).

Vehicle System 67 Testing and Adjusting

 Pedal Adjustment

The brake pedal must have proper free play to let

the master cylinder piston return to the release
position and open the relief outlet.

Approximately 5 mm of free play on the pedal is

required.

Hydraulic pressure in the brake lines goes back

through the relief opening and releases the brakes.
If there is no pedal free play, the pressure can not
go back through the relief opening, and the brakes
will tighten and not release.

If there is too much free play, the brake pedal will

Brake Assembly below even with the correct brake adjustment.
(3) Adjustment screw. (4) Adjustment lever.
The master cylinder push rod must be adjusted so
4. Turn adjustment screw (3) up until a heavy the brake pedal has 3 to 8 mm (.118 to .315 in) of
resistance (drag) is felt on the brake shoes as the free play from the pedal stop to the push rod contact
drum is turned. point with the master cylinder piston.

5. Put a thin blade screwdriver into hole and hold

adjustment lever (4) away from the adjustment
screw.

NOTE: The adjustment lever must be held away

from the adjustment screw when the adjustment
screw is turned backwards.

6. Put the brake tool through a hole into a tooth on

the adjustment screw and turn screw (3)
backward until the brake shoes are free of
resistance (drag).
Location of Master Cylinder
7. Do steps 3 through 6 to adjust the other brake (1) Master Cylinder. (2) rod.9
lining to drum clearance.
If the pedal adjustment is not correct, do the
8. Install the plugs. Test the brake to be sure that procedure that follows:
both that wheels stop evenly when a brake
application is made.

9. If required, conduct the burning on the brake

shoes and linings for 5 ~ 10 minutes.

1. Remove Accel. Pedal for removing floor plate.

Vehicle System 68 Testing and Adjusting

2. Adjust stopper bolt for the brake pedal to meet
130 ~135 mm (A) between end of pedal & floor
plate. 353 mm

For reference, the distance (B) between the top of

transmission and pedal shown below is about 353
mm

130 ~ 135 mm

3. After finish the adjustment, tighten the bolt with

nut.

Vehicle System 69 Testing and Adjusting

4. Adjust the push rod clearance for the brake 7. Make sure the same level of 2 pedals.
master cylinder. The required free play on the
brake pedal is about 3 ~ 8 mm.

8. Finally check the distance between floor plate &

end of brake pedal should be 130 mm.
5. Level the height of Inching Pedal with the brake
pedal's by inching rod. 9. Test the brake performance and adjust once
again if required additionally.

6. Adjust the engaging point of inching pedal to the

brake pedal when the stroke of inching spool
becomes 2 mm.

Vehicle System 70 Testing and Adjusting

Parking Brake Test Parking Brake Adjustment

WARNING
To prevent personal injury, the operator must be
ready to use the service brake if the parking
brake is not adjusted correctly and the lift truck
starts to move.

1. Drive the fully loaded lift truck up a 15% incline.

2. Half way up the incline, stop the lift truck with the
service brakes. Apply the parking brake.

3. If the parking brake has the correct adjustment,

the lift truck can be held in this position.

4. If the parking brake does not hold, do the steps in

parking Brake Adjustment.

1. Put the control lever in the released position.

2. Turn the screw (1) on the lever in clockwise

direction to tighten the cable assembly with driver.

3. Turn the screw (1) on the lever in counter-

clockwise direction to loosen the cable assembly
with driver

4. Test the parking brake. If required, adjust the

screw additionally.

Vehicle System 71 Testing and Adjusting