Service Training

Linde IC Engined Truck

H 20/25/30/35 D-03, Series 351
H 20/25/30/35 T-03, Series 351

This training materiel is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
Service Training 06.01

TABLE OF CONTENT

2 IC-engined fork truck H 20/25/30/35 D-03, Type 351 1

2.1 Drive - Engine 1
2.1.1 Diesel Type 1
2.1.1.1 Technical Engine Data 1
2.1.1.2 Explanation of the Engine Serial Number 2
2.1.1.3 Checking and Setting of the Valve Clearance 3
2.1.1.3.1 Diagrammatic View of Setting of the Valve Clearance 3
2.1.1.4 Engine Timing Gear 4
2.1.1.5 Checking and Tightening the V-belt 4
2.1.1.6 Replacement of the Timing Gear 5
2.1.1.7 Cylinder Head 6
2.1.1.7.1 Dismantling 6
2.1.1.7.2 Mounting 6
2.1.1.8 Injection nozzles 8
2.1.1.9 Injection Pump 14
2.1.1.9.1 Removal and Installation of the Injection Pump, Version with Setscrew Timing 14
2.1.1.9.2 Fuel Injection Pumps with Pin Timing 17
2.1.1.10 Explanation of Cold Start Advance (CSA) 20
2.1.1.11 Fuel Supply Pump 20
2.1.1.12 Cooling Water System 21
2.1.1.13 Special Tools 22

2.2 Hydrostatic Drive 1

2.2.1 Schematic Diagram of the Drive Unit 2
2.2.2 Technical Data, Compact Axle Type AK 30-02 3
2.2.3 Connection Diagram Hydraulic System 5
2.2.4 Explanation of the Hydrostatic Drive 11
2.2.5 Flushing of the Axle Centre Casing 13
2.2.6 Engine Output Limitation and Anti-stalling Safeguard 14
2.2.7 Reversing lock of the Diesel Engine 15
2.2.8 Overrun Braking System 17
2.2.9 Oil Tank 18
2.2.10 Hydraulic Control M1F 19
2.2.10.1 Settings 20
2.2.10.1.1 Reversing Lock 23
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2.2.10.1.2 Hydraulic Setting of Zero Position 24
2.2.10.1.3 Pressure Difference Dp 26
2.2.10.1.4 Brake Shaft Stop Screw 27
2.2.10.1.5 Start of Rotation of the Drive Wheels 28
2.2.10.1.6 Symmetry of the Drive Transmitter 29
2.2.10.1.6.1 Start of Rotation of the Drive Wheels (Symmetry) 29
2.2.10.1.6.2 Speed Increase of the Drive Engine (Symmetry) 30
2.2.11 Towing Device (Grease Nipples and Short-circuit Slide) 31
2.2.12 Final Drive 33
2.2.13 Reduction Gear with Multi-disc Brake 34
2.2.13.1 Repairs of the Reduction Gear and the Multi-disc Brake 35
2.2.14 Trouble-shooting 40
2.2.14.1 Line Diagram and overview for Trouble-shooting 40
2.2.14.2 Auxiliary Tools for Measurements 42
2.2.14.3 Explanations on Trouble-shooting 44
2.2.14.4 Hydraulic Speed Adjustment of the Driving Engine 45
2.2.14.4.1 Functional Test 45
2.2.14.4.2 Trouble-shooting 45
2.2.14.5 Hydraulic Brake System 50
2.2.14.5.1 Functional Test 50
2.2.14.5.2 Trouble-shooting 50
2.2.14.6 Power-assisted Steering 53
2.2.14.6.1 Trouble-shooting without Measurement of Boost and Maximum Pressure 53
2.2.14.6.2 Trouble-shooting with Measurement of Boost and Maximum Pressure 53
2.2.14.7 Equal Pressure, Start of Control and End of Control 55
2.2.14.8 Hydrostatic Travel Drive 58

2.3 Vehicle Body 1

2.3.1 Display and Control Elements 2

2.4 Steering Hydraulics 1

2.4.1 Explanation of the Steering Hydraulics 3
2.4.2 Steering Axle 4
2.4.2.1 Description 5
2.4.2.2 Disassembling the Steering Axle 6
2.4.2.3 Installing the Steering Axle 7
2.4.2.4 Steering Axle Repairs 8
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2.4.2.4.1 Disassembly and Installation of the Steering Cylinder 8

2.4.2.4.2 Changing the Steering Cylinder Gaskets 10
2.4.2.4.3 Steering Stub Axle 11
2.4.2.4.4 Replacing the Wheel Bearings 12
2.4.2.4.5 Setting of the Steering Lock 13

2.5 Controls 1
2.5.1 Speed Adjustment 1
2.5.1.1 Instructions for Adjustment of Speed 1
2.5.2 Instructions for Adjustment of Accelerator Pedals 2
2.5.2.1 Forward and Reverse Accelerator Pedals, version with Welded pedal rocker 2
2.5.2.2 Brake Pedal, Welded Pedal Rocker Version 3
2.5.2.3 Forward and Reverse Accelerator Pedals, Light Metal Pedal Rocker Version 4
2.5.2.4 Brake Pedal, Version with Light Metal Pedal Rocker 5
2.5.2.5 Bowden Cable for Parking Brake 6

2.6 Electrical Power System 1

2.6.1 Wiring Diagram Standard Equipment 2
2.6.2 Wiring Diagram Standard Equipment with auxuliary relay K3 6
2.6.3 Wiring Diagram Special Equipment 9
2.6.4 Display Device 13
2.6.4.1 Description of Function and Malfunctions 14

2.7 Working Hydraulic System 1

2.7.1 Connection Diagram of the Working Hydraulic System 2
2.7.2 Explanation of the Working Hydraulic System 3
2.7.3 Sealing of the Control Valve 4
2.7.4 Setting of the Pressure-limiting Valve 5
2.7.5 Tilt Cylinder 6
2.7.5.1 Removal and Installation of the Tilt Cylinder 6
2.7.5.2 Sealing of the Tilt Cylinder 7
2.7.5.3 Setting of the Side Tilt Angle 8

2.8 Lift Mast 1

2.8.1 Standard Lift Mast Types 183/186 2
2.8.2 Duplex Lift Mast Types 183/186 3
2.8.3 Triplex Lift Mast Types 183/186 4
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2.8.4 Disassembling, Mounting the Lift Mast (all Types) 5
2.8.5 Lifting Cylinders 6
2.8.5.1 Lift Mast Type 183 with Final Position Damping 6
2.8.5.2 Lift Mast Type 186 with Final Position Damping 7
2.8.5.3 Removing/Installing the Outer Lifting Cylinder - Lift Mast Types 183/186 8
2.8.5.4 Removing/Installing the Middle Lifting Cylinder 9
2.8.5.5 Sealing of the Lifting Cylinders 10
2.8.5.6 Adjustment of the Lift Mast Chain - all Types 11
2.8.5.7 Setting of the Roller Clearance 12
2.8.5.7.1 Fork Carrier Roller Clearance - all Types 12
2.8.5.7.2 Outer, Middle and Inner Mast Roller Clearance - All Types 13
2.8.5.7.3 Outer, Middle and Inner Mast Roller Clearance, Type 183/186 14

2.9 LPG Trucks H 20/25/30/35 T-03, Series 351 1

2.9.1 Engine Renault 1
2.9.1.1 Engine 1
2.9.1.1.1 Engine Specifications 1
2.9.1.1.2 Explanation of Engine Serial Number 2
2.9.1.1.3 Valve Clearance Check and Adjustment 3
2.9.1.1.3.1 Shim Renewal 3
2.9.1.1.4 Engine Timing 4
2.9.1.1.5 Toothed Belt Removal and Installation 5
2.9.1.1.5.1 Removal 5
2.9.1.1.5.2 Installation 5
2.9.1.1.6 Timing Gear Renewal 6
2.9.1.1.6.1 Camshaft Sprocket 6
2.9.1.1.6.2 Intermediate Shaft Sprocket 6
2.9.1.1.6.3 Crankshaft Sprocket 6
2.9.1.1.7 Cylinder Head 7
2.9.1.1.7.1 Removal 7
2.9.1.1.7.2 Cleaning 8
2.9.1.1.7.3 Sealing Face Check 8
2.9.1.1.7.4 Cylinder Head Installation 9
2.9.1.1.7.5 Tightening the Cylinder Head Bolts 10
2.9.1.1.8 Radial Seal Removal 11
2.9.1.1.8.1 Camshaft Seals 11
2.9.1.1.8.2 Crankshaft Seals 12
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2.9.1.1.8.3 Intermediate Shaft Seal 13

2.9.1.1.9 Electronic Ignition System 14
2.9.1.1.9.1 Description 14
2.9.1.1.9.2 Method of Operation 14
2.9.1.1.9.3 Functional Schematic 15
2.9.1.1.9.4 Electronic Control Unit 19
2.9.1.1.9.5 Ignition Characteristic Map 20
2.9.1.1.9.6 Ignition Distributor 21
2.9.1.1.9.7 Ignition Cables and Spark Plugs 22
2.9.1.1.9.8 Ignition Point 23
2.9.1.1.9.9 Trouble-shooting 24
2.9.1.1.10 Special Tools 29
2.9.1.2 Circuit Diagram 32
2.9.1.2.1 Wiring Diagram with auxiliary relay K3 36
2.9.1.3 LPG System 40
2.9.1.3.1 Schematic 40
2.9.1.3.2 Types of Operation 41
2.9.1.3.3 Operation of Vaporiser 42
2.9.1.3.4 Operation of Mixer 44
2.9.1.3.5 LPG Mixer 46
2.9.1.4 Electronic Speed Control 49
2.9.1.4.1 Checks and Adjustments 53
2.9.1.4.1.1 Speed Adjustment 53
2.9.1.4.1.2 Desired Value Sender 54
2.9.1.4.1.3 Actual Value Sender 55
2.9.1.4.2 Trouble-shooting 56
2.9.1.4.2.1 Electronic Speed Control 58
2.9.2 Perkins Engine 61
2.9.2.1 Engine 61
2.9.2.1.1 Engine Specifications 61
2.9.2.1.2 Explanation of Engine Serial Number 62
2.9.2.1.3 Checking and Setting of the Valve Clearance 63
2.9.2.1.3.1 Diagrammatic View of Setting of the Valve Clearance 63
2.9.2.1.4 Engine Timing Gear 64
2.9.2.1.5 Checking and Tightening the V-belt 64
2.9.2.1.6 Replacement of the Timing Gear 65
2.9.2.1.7 Cylinder Head 66
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2.9.2.1.8 Electronic ignition 68
2.9.2.2 Wiring Diagram 74
2.9.2.2.1 Basic Wiring Diagram, up to 06/00 74
2.9.2.2.2 Basic Wiring Diagram with auxiliary relay K3, from 07/00 78
2.9.2.2.3 Wiring Diagram for Options 81
2.9.2.3 LPG System 87
2.9.2.3.1 LPG Mixer 88
2.9.2.4 Electronic Speed Control 90
2.9.2.4.1 Checks and Adjustments 92
2.9.2.4.1.1 Speed Adjustment 92
2.9.2.4.1.2 Desired Value Sender 93
2.9.2.4.1.3 Actual Value Sender 94
2.9.2.4.1.4 Electronic Speed Control 96
2.9.2.4.1.5 Troubleshooting the transistorised ignition system 98
 Section 2.1
Service Training 06.01 Page 1

2 IC-ENGINED FORK TRUCK H 20/25/30/35 D-03, TYPE 351

2.1 DRIVE - ENGINE

2.1.1 DIESEL TYPE

2.1.1.1 TECHNICAL ENGINE DATA

Engine type H 20/25/30/35 Perkins 903.27 HR

Number of cylinders 3
displacement 2,700 cm3
Power output H 20/25/30 38.4 kW at 2,100 rpm
H 35 39.5 kW at 2,250 rpm
Injection nozzle pressure 300 bar
Compression ratio 17.5 : 1
Compression pressure Set value 35 bar
Wear limit 25 bar
Maximum permissible pressure difference 4 bar
Lower idle speed 800 +50 rpm
Upper idle speed H 20/25/30 2,200 +50 rpm
H 35 2,350 +50 rpm
Valve clearance (with cold
or warm engine) Intake 0.2 mm ± 0.05 mm
Outlet 0.45 mm ± 0.05 mm
Start of delivery 4 ° before TDC
Firing order 1-2-3
Cylinder 1 opposite the engine output end (timing gear side)
Thermostat Opening start: 80 °C
fully opened: 96 °C
Minimum oil pressure at upper idle speed 2 bar
Section 2.1
Page 2 Service Training
2.1.1.2 EXPLANATION OF THE ENGINE SERIAL NUMBER

The identification plate (1) is attached on the right-hand side between the injection pump and the fuel filter.

BREAK-DOWN OF THE ENGINE SERIAL NUMBER

903 . 27

Displacement 2,700 cm3

900-series, number of cylinders: 3

EXAMPLE: SERIAL NUMBER

CP80776*U300381A*

Engine serial number

Type list number
 Section 2.1
Service Training Page 3

2.1.1.3 CHECKING AND SETTING OF THE VALVE CLEARANCE

The valve clearance is measured between the valve

stem and the rocker arm with a feeler gauge. With a
cold or a warm engine.

The valve clearance is adjusted with an adjusting

screw on the rocker arm, which can be adjusted after
the counternut has been loosened.

Valve clearance: Intake valve 0.20 mm cold or warm

Exhaust valve 0.45 mm cold or warm

2.1.1.3.1 DIAGRAMMATIC VIEW OF SETTING OF THE VALVE CLEAR-

ANCE
Cylinder 1 Cylinder 2 Cylinder 3

Crankshaft position I

Crankshaft position II

Crankshaft position III

NOTE: Cylinder I timing gear end. Valve overlap

(The exhaust valve is not closed yet. The intake
valve starts to open)

cannot be set can be set

Section 2.1
Page 4 06.01 Service Training
2.1.1.4 ENGINE TIMING GEAR

The camshaft which is directly connected with the

crankshaft via an idler gear, controls the intake and
exhaust valves via push rods and rocker arms.

2.1.1.5 CHECKING AND TIGHTENING THE V-BELT

CHECKING THE TENSION OF THE V-BELT

The condition and tension of the V-belt should be

checked subject to the service intervals. The belt
tension should be checked at a set value of 355 N with
testing device Part. No. 000 941 9435 (Perkins). If a
measuring device is not available, press the V-belt
down in the middle of the greatest free length under
application of approx. 45 N, and measure the deflex-
ion. The deflection value should be approx. 10 mm in
this case.

TIGHTENING OF THE V-BELT

- Loosen the hexagon head screws (1) of the alterna-

tor and (2) the fastening lever.
- Change the position of the alternator until the set
value of 355 N or a deflexion of 10 mm is obtained
under application of 45 N.
- Retighten screws (1) and (2).
 Section 2.1
Service Training Page 5

2.1.1.6 REPLACEMENT OF THE TIMING GEAR

TIGHTENING TORQUES

Fuel injection pump sprocket (1): 80 Nm

Crankshaft timing gear: (2)

(Crankshaft pulley): 325 Nm

Idler gear (3): 65 Nm

Camshaft sprocket wheel (4): 27 Nm

CAUTION!
The position of the markings must be
observed when replacing the timing gears
(re-installation).
Section 2.1
Page 6 Service Training
2.1.1.7 CYLINDER HEAD

2.1.1.7.1 DISMANTLING

- Dismantle the rocker shaft.

- Loosen the cylinder head bolt evenly and step-by-
step in the prescribed order. First, the cylinder head
bolts M12 (12 - 9), then the cylinder head bolts M14
(8 - 1), see diagram.

- Check the cylinder head bolts for deformation of the

bolt barrel (2) with a ruler.
- Check the bolt for visible reduction of the thread
diameter, near the bolt barrel (3).
- If the inspection of the cylinder head bolt is unsatis-
factory, deformed bolts must be replaced.

2.1.1.7.2 MOUNTING

- Clean the sealing surface of the cylinder head and

the engine cylinder block. The sealing surfaces
should not evidence any sealant residues.
- Check the cylinder head for distortion with a steel
ruler and a set of measuring gauges.
Maximum deformation 0.05 mm.

NOTE: Pay special attention to the area around

the threaded holes and the stay bolts.
 Section 2.1
Service Training 10.98 Page 7

- Position and align the cylinder head and the engine

cylinder block.

- Tighten the cylinder head bolts M14 (1 - 8) to 90 Nm

in the prescribed sequence.

- Retighten with 90 Nm (check).

- Turn the M14 cylinder head bolts by 60 ° in the

prescribed sequence with the protractor.

- Repeat further turning of the fastening screws by an

additional 60 ° with the protractor and in the pre-
scribed order.

- Tighten the cylinder head nuts M12 (9 - 12) to 60 Nm

in the prescribed order.

- Retighten with 60 Nm (check).

- Turn the M12 cylinder head nuts further by 60 ° with

the protractor.

- Mount the rocker shaft and tighten with 44 Nm.

NOTE: The cylinder head screws and the nuts

need not be retightened with a warm
engine or after 50 hours of operation.
Section 2.1
Page 8 10.98 Service Training
2.1.1.8 INJECTION NOZZLES

On 900 Series engines two types of injection nozzles are

used. On earlier engines the injection nozzle is mounted
with a clamp on the cylinder head. On new engines the
nozzle holder is mounted with a clamping nut.

DEFECTIVE INJECTION NOZZLES

Regular servicing of injection nozzles is not required.

The nozzle needle and nozzle body should be renewed
and not cleaned; renewal is also required only if the
injection nozzle is damaged. The most frequent signs
indicating that a nozzle needle/nozzle body need to be
replaced are:

Engine does not start or only with difficulty

Poor performance
Engine misfires or does not run evenly
High fuel consumption
Soot in exhaust
Engine knocks or vibrates
High engine temperature

ATTENTION!
Seek medical aid at once if fuel under high
pressure has come in contact with the skin.

When the engine is running, maintain suf-

ficient distance from moving parts. Some
moving parts can not be seen clearly when
the engine is running.

To find the defective injection nozzle, let the engine run

at fast idle. Loosen the union nut (1) at the injection line
of each injection nozzle one after the other and retighten
it. Do not loosen the union nut more than half a turn.
When the union nut is loosened at a damaged injection
nozzle, this will have little or no effect on the engine
speed.
 Section 2.1
Service Training 10.98 Page 9

REMOVING AND INSTALLING INJECTION NOZZLE WITH A CLAMP

CAUTION: Ensure that no dirt gets into the fuel

system. Before the removal of con-
nections, first thoroughly clean the
surrounding area. After the removal
of a part, seal the opening appropri-
ately.

REMOVAL

- Remove the leak-off pipe at port (2).

- Remove the union nuts of the fuel injection pipe at the

injection nozzle and at the fuel injection pump. Do not
bend the injection pipe. If necessary, remove the pipe
clamps.

- Remove the injection nozzle clamp screw (1). Take off

the injection nozzle clamp (3). Pull out the injection
nozzle (5) along with the seat washer (6).

- Inspect the injection nozzle clamp for damage and

replace it, if required. Renew the seat washer and dust
seal (4).

INSTALLATION

- Put the injection nozzle with seat washer in place with

the leak-off port (2) facing the rear of the engine. Be
sure that the injection nozzle is not tilted and install the
injection nozzle clamp so that its arms mate properly
with the shoulders of the nozzle holder. Torque the
clamping screw to 22 Nm (2.2 kgf m).

CAUTION: Do not exceed the recommended

torque for the union nuts on the fuel
injection lines. If a leak occurs at the
pipe connection, check if the line is
aligned correctly with the port of the
injection nozzle. Do not exceed the
recommended torque for the union
nut on the injection nozzle as this
could cause a restriction at the end of
the line. This could reduce the fuel
supply.
Section 2.1
Page 10 10.98 Service Training
- Install the injection line and torque the union nuts to
22 Nm (2.2 kgf m). If necessary, install the pipe
clamps.

- Renew the sealing washers and install the leak-off

pipe. Torque the banjo to 9.5 Nm (1.0 kgf m).

- Run the engine and check for fuel and air leaks.

REMOVING AND INSTALLING THE INJECTION NOZZLE WITH CLAMPING NUT

Consumables:

POWERPART Atomiser thread sealant

REMOVAL

CAUTION: Ensure that no dirt gets into the fuel

system. Before the removal of con-
nections, first thoroughly clean the
surrounding area. After the removal
of a part, seal the opening appropri-
ately.

- Remove the leak-off line at the port (2).

- Remove the union nuts at the fuel injection pipe on the

injection nozzle and on the fuel injection pump. Do not
bend the injection pipe. If necessary, remove the pipe
clamps. Seal the inlet port with a plastic cap (1).

- Loosen the clamping nut (3) and remove the injection

nozzle and seat washer from the cylinder head.
 Section 2.1
Service Training 10.98 Page 11

INSTALLATION

- Thoroughly clean the thread on the clamping nut (3)

and in the cylinder head.

CAUTION: Do not allow any thread sealant to get

on the nozzle holder below the clamp-
ing nut.

- Make sure that the wire clip (4) is in the position. Apply
a 2 mm wide bead of POWERPART injection nozzle
sealing compound on the first two threads. The bead
should go approximately 6 mm around each thread.
Do not allow any sealing compound to get on the
injection nozzle holders.

CAUTION: Remove and discard the old seat

washer (6). If the old seat washer
remains in the bore for the injection
nozzle, adding a new seat washer will
result in the nozzles not being screwed
in far enough.

- Place a new seat washer (6) into the bore in the

cylinder head.
- Put the injection nozzle in position and make sure that
the fitting ball (7) is seated correctly in the groove (5).
Carefully screw in the threads of the clamping nut (3)
into the threads of the cylinder head.

CAUTION: Do not turn the clamping nut again

after torquing it as this might destroy
the sealing joint produced with the
sealant.

- Tighten the nut in steps and evenly to 30 Nm (3.0 kgf m).

When tightening the nut, the injection nozzle will turn
clockwise as the ball moves in the groove; this is
acceptable. Remove excessive thread sealant.

CAUTION: Do not exceed the recommended

torque for the union nuts on the injec-
tion pipes. In case of a leak at the
union nut, check that the pipe is cor-
rectly aligned to the injection nozzle
inlet port. Do not tighten the injection
nozzle union nut further as this could
reduce the diameter at the end of the
pipe, which in turn could reduce the
fuel supply.
Section 2.1
Page 12 10.98 Service Training
- Remove the plastic cap (1), install the fuel injection
pipe and torque the union nuts to 22 Nm (2.2 kgf m).
If necessary, fit the pipe clamps.

- Renew the washers and fit the fuel leak-off pipe to the
leak-off port (2). Torque the banjo to 9.5 Nm (1.0 kgf m).

- Operate the engine and check for fuel and air leaks.
 Section 2.1
Service Training 10.98 Page 13

CHECKING THE INJECTION PRESSURE OF THE INJECTION NOZZLE

CAUTION
When checking injection nozzles, do not
let the fuel spray over your hands since
the high pressure causes the fuel to pen-
etrate into the skin, which can cause seri-
ous injuries.

- Connect the injection nozzle to the testing device.

- Press the lever down slowly. As soon as injection
starts, read the pressure, and correct it, if neces-
sary, by replacing the adjusting shims.

Set value injection pressure 300 bar

Re-usability 285 bar

CHECKING THE INJECTION NOZZLE FOR TIGHTNESS

- Press the lever down slowly, and hold it for approx.

10 - 15 seconds. In this process, fuel should not
come out of the jetting orifices.
Section 2.1
Page 14 10.98 Service Training
2.1.1.9 INJECTION PUMP

2.1.1.9.1 REMOVAL AND INSTALLATION OF THE INJECTION PUMP, VERSION WITH SETSCREW
TIMING

Two different types of series DP 200 fuel injection pumps are installed in engines types 903.27 and
903.27 HR. One type is provided with setscrew timing, the other with pin timing. The following assembly
instructions take this fact into consideration.

REMOVAL OF THE INJECTION PUMP

- Set the crankshaft to the TDC of cylinder 1 (valves

closed), and use the blocking drift (1) Part No.
000 008 61 00 to secure it against twisting.

- Loosen grub screw (1) of the injection pump by

approx. ½ turn.
- Slide the locking plate (2) so that it contacts the larger
recess on the screw head.
- Tighten the grub screw. This will block the injection
pump shaft.
- Dismount all fuel lines on the pump.
- Pull off the electrical connecting cables from the
shut-off valve and cold start injection advance.
- Separate the speed control linkage.

- Remove the cover for the drive wheel of the injection

pump at the timing case cover.
- Unscrew the drive shaft nut of the injection pump and
remove the snap ring.
- Unscrew the hexagon nuts of the pump flange and the
rear pump bracket on the engine cylinder block.
- Loosen the injection pump from the pump shaft with
extractor WM 146.
- Remove the pump and make sure that the wedge (4)
does not slip off the shaft.
 Section 2.1
Service Training 10.98 Page 15

INSTALLATION OF THE INJECTION PUMP

- Set the crankshaft to the TDC of cylinder 1 and

secure it against twisting with the blocking drift.
- Even in its as-supplied condition, the injection pump
is blocked in start of delivery cylinder 1 status.
- Insert the injection pump into the engine cylinder
block
- Look out for the wedge (4) and the O-ring (3).
- Mount the snap ring and the hexagon nut on to the
drive shaft. Tighten the nut with 80 Nm.
- Turn the pump in direction of the engine cylinder
block in order to eliminate the side play. The three
retaining nuts must be tightened in this position.
- Check the tightening torque of the drive shaft nuts
again and mount the end cover.
- Mount the rear pump bracket.
- Loosen the pump block and the locking plate back
into position. The loosened drive shaft corresponds
to the smaller elongated hole in the locking plate.
- Remove the blocking drift of the crankshaft.
- Mount the fuel lines.
- Attach the throttle linkage.
- Connect the electrical connecting cables.

NOTE: If the setscrew was loosened inadvert-

ently after the removal of the pump or a
new pump was delivered without the
pump shaft fixed in place, adjust the
fixing angle as described below.
Section 2.1
Page 16 10.98 Service Training
CHECKING THE FIXING ANGLE FOR THE INJECTION PUMP SETTING

Required special tools:

Universal adjusting device MS.67B

Intermediate gear PD.67-3

CAUTION: The following instructions should be

followed closely if:
- the engine performance is poor,
- the setscrew for the injection pump
shaft was loosened after removal of
the fuel injection pump from the
engine.

NOTE: The code letters for fuel injection pumps

used on 900 series engines are AN or
BN.

- Remove the fuel injection pump.

CAUTION: If the pump is clamped in a vice, do

not exert any pressure on the alu-
minium parts.

- Securely clamp the pump in a vice. Install the interme-

diate gear PD.67-3 (1) for the universal adjusting
device MS.6713 (5) on the injection pump shaft.
Fasten the intermediate gear with the nut for the
injection pump gear; tighten the nut with the fingers
only.

- Loosen the setscrew (2) on the universal adjusting

device and set the adjusting device for pumps with the
code letters AN to 89°, for pumps with the code letters
BN to 88°. Retighten the setscrew on the universal
adjusting device. These angles are called the fixing
angles.

- Install the adjusting device and spacer (4) on the

intermediate gear located on the injection pump shaft.
 Section 2.1
Service Training 10.98 Page 17

- Loosen the setscrew (6) on the adjusting device and

move the pointer (3) forward until its front edge is
located over the centre of the injection pump flange;
then retighten the setscrew. Check that the adjust-
ment mark on the flange is in the centre of the notch
on the pointer.

- If the adjustment mark position is not correct, remove

the adjusting device and the intermediate gear. Take
the pump to your nearest Perkins dealer and have it
checked. If the adjustment mark is in the centre of the
notch on the pointer, remove the adjusting device and
the intermediate gear from the pump.

- Install the fuel injection pump.

2.1.1.9.2 FUEL INJECTION PUMPS WITH PIN TIMING

Fuel injection pumps with a timing pin (1) meet the

emission control requirements and are provided with
untamperable adjusting screws.

This pump type has a drilled hole in the injection pump

flange through which a timing pin (1) is inserted to hold
the injection pump shaft in a defined position relative to
the pump housing. On this pump type the injection pump
shaft is also fixed with a setscrew (4). It is important that
the setscrew is loosened and the pump shaft can turn
when the pump is installed in the engine. An electrically
operated cold start injection advance (3), which retards
the start of injection for normal operation, and a cut-off
magnet (2) are installed in the pump. The pump is self-
priming.
Section 2.1
Page 18 10.98 Service Training
REMOVING THE FUEL INJECTION PUMP

Required special tools

Timing pin for pump 276 10 033

Blocking drift for crankshaft 000 008 61 00
Torx bit 276 10 122

- Bring the crankshaft to TDC of the number 1 cylinder

(valves closed) and prevent it from turning with a
blocking drift (1), Part No. 000 008 6100.
- Remove all fuel lines at the pump.
- Disconnect the electric cables at the shutoff valve and
cold start injection advance.
- Detach the throttle linkage.
- Remove the injection pump gear cover.

CAUTION: Insert a lint-free cloth between the

front side of the injection pump gear
and timing case to ensure that the
screws (5) used for fastening the gear
to the pump hub can not drop into the
timing case. If this happens, the tim-
ing case must be removed.

- Slide the timing pin (7) through the injection pump gear
and pump hub into the cutout in the pump housing.
This is done to check that the piston of the number 1
cylinder is at TDC of the compression stroke.
- Remove the four screws (5) and take the injection
pump gear off the pump hub.
- Unscrew the nuts (4) securing the injection pump
flange and withdraw the pump and timing pin from the
injection pump gear.
 Section 2.1
Service Training 10.98 Page 19

INSTALLING THE FUEL INJECTION PUMP

CAUTION: Before the installation of the injection

pump in the engine, set the piston of
the number 1 cylinder to TDC of the
compression stroke. If the crankshaft
must be rotated, the pump must be
installed temporarily, otherwise the
loose injection pump gear could dam-
age the timing case.
The pump shaft may not be turned
without the spacer (1) being installed
under the setscrew (2). Turning the
pump shaft with the setscrew tight on
the shaft will damage the shaft.
The spacer (1) must be installed un-
derneath the setscrew (2) before the
installation of the injection pump so
that the pump shaft can rotate.

- Check the O-ring (5) on the pump flange and, if

required, renew it. Apply a thin film of clean engine oil
to the O-ring.
- Insert the 8 mm timing pin (4) through the drilled hole
in the pump hub into the recess in the pump housing.
- Place the pump on the three timing case studs and
make sure that the timing pin is inserted in the slot in
the injection pump gear. Press the pump fully against
the timing case. Screw the injection pump flange nuts
(3) completely against the rear of the timing case.
- Install the screw and nut for the mounting bracket.
Ensure that the mounting bracket does not exert any
force on the pump during the installation.
- Tighten the injection pump flange nuts (3) to a torque
of 22 Nm (2.2 kgf m).

CAUTION: Do not remove the nut (7) on the

injection pump shaft. The injection
pump hub is mounted on the injec-
tion pump shaft in the factory so that
the pump can be adjusted correctly in
relation to the engine. If the hub is
removed, it must be reinstalled by a
Perkins dealer who has the special
equipment required for this work.
Section 2.1
Page 20 10.98 Service Training
- Position the injection pump gear so that it contacts the
pump hub. Screw the screws (6) through the slots in
the injection pump gear into the pump hub.
- Exert pressure on the injection pump gear in a anti-
clockwise direction to take up any backlash.
Fully tighten the screws to 28 Nm (2.9 kgf m). With-
draw the timing pin (4) and refit the injection pump gear
cover on the timing case cover.
- Pull the blocking drift out of the flywheel.

2.1.1.10 EXPLANATION OF COLD START ADVANCE (CSA)

The Lucas injection pump possesses a starting aid

device (CSA) which advances the fuel injection timing
in order to prevent the formation of white smoke, and to
enable a better starting procedure. This device is
electrically activated and works with a wax-filled ex-
pansion element.
With a cold engine and a cooling water temperature of
less than 50 °C, the fuel injection timing is 11° BTDC.
As soon as the engine reaches its normal operating
temperature, a sensor in the cooling water circulation
of the cylinder head releases a voltage of 12 V. This
causes a wax-filled element to be heated, and the early
setting from 11° to 4° is cancelled again.

2.1.1.11 FUEL SUPPLY PUMP

REMOVAL

- Disconnect the fuel lines at the fuel supply pump.

- Loosen the four fastening screws (3), and remove

the fuel supply pump with both retaining plates. In
some cases, removing the fuel supply pump is
problematic. In such cases, turn the crankshaft until
the camshaft eccentric cam releases the drive lever
of the supply pump.
 Section 2.1
Service Training 10.98 Page 21

INSTALLATION

- Prior to installing the delivery pump, make sure the

camshaft eccentric cam is in its minimum supply
position.

- Clean the gasket face of the supply pump and the

cylinder block.

- Mount the supply pump (new gasket) with the retain-

ing plates (2) and the four fastening screws (3) which
are tightened under application of 22 Nm.

- Connect both fuel lines.

- Loosen the bleed screw of the fuel filter head.

- Move the hand lever of the supply pump (1) in order

to remove any air between the supply pump and the
filter. Bubble-free fuel must come out of the bleed
screw.

- Close the bleed screw.

- Start the engine and look for fuel or air leaks.

2.1.1.12 COOLING WATER SYSTEM

In the event that the cooling water has to be drained off,

and the cooling system must be refilled, the system
must absolutely be bled.
The cooling system is bled at the bleed screw (1) which
is located at the thermostat.
Section 2.1
Page 22 10.98 Service Training
2.1.1.13 SPECIAL TOOLS

Part No. Designation

000 941 87 24 Degree display for tightening of cylinder head (square

annex 1/2'')

000 008 61 00 Blocking drift for TDC

000 941 91 08 WM 146: Extractor for drive wheel of injection pump

276 10 122 Torx bit for injection pump gear

218 255 13 Intermediate gear PD.67-3

(for use with MS.67B)

218 256 10 Universal start of delivery adjusting device MS.67B

 Section 2.2
Service Training Page 1

2.2 HYDROSTATIC DRIVE

The entire drive system is designed as a compact axle, into which the hydrostatic drive units, the adjusting
and control elements, and the final drives with the multi-disc brakes are integrated.

A tandem pump is flanged on to the axle. This assures the oil supply for both the working and the steering
hydraulic systems, and the control and supply of the hydrostatic drive. A suction filter is installed prior to
the tandem pump, while a constant flow which is branched off from a flow control valve is supplied to the
supply system via a by-pass filter.

Drive actuation is performed via the proven double-pedal control system. The multi-disc brakes are
actuated by the brake pedal which is located between the drive pedals.

The control pressures which vary the pump delivery and the speed of the diesel engine are pre-defined by
a drive transmitter which is actuated by the drive pedals.

A special control device prevents the diesel engine from being overloaded during drive, in addition to
preventing the engine from stalling during simultaneous activation of the working hydraulic system.

During rearward driving, the engine will only be provided with the signal for a speed increase when the
vehicle starts moving in the opposite direction.
Section 2.2
Page 2 Service Training
2.2.1 SCHEMATIC DIAGRAM OF THE DRIVE UNIT

1 Driving engine 9 Inner ring gearing wheel pump

2 Axial piston pump HPV 105-02 S Steering and supply
3 Distributor piece 10 Check valve
4 Axial piston engine HMF 55-02 S 11 Flow control valve 21 l/min
5 Multi-disc brake
6 Planetary gear A Working hydraulic system
7 Drive gears B Steering and supply hydraulic system
8 Inner ring gearing wheel pump
Working hydraulic system
 Section 2.2
Service Training Page 3

2.2.2 TECHNICAL DATA, COMPACT AXLE TYPE AK 30-02

VARIABLE DISPLACEMENT PUMP

Type HPV 105-02 S

Definition of type designation H = High pressure
P = Pump
V = variable
105 = max. delivery = 105 cm3/rev.
S = swash plate
Number of pistons 9
Piston diameter 21 mm
Max. working pressure H 20 D 300 bar H 20 T 300 bar
H 25 D 350 bar H 25 T 380 bar
H 30 D 380 bar H 30 T 380 bar
H 35 D 435 bar
Feed/control pressure 17.5 bar
Max. swash angle H 20/25/30 D 18 °
H 35 D 16.8 °
H 20/25/30 T 16 °
Max. RPM in vehicle H 20/25/30 D 2,100 min-1
H 35 D 2,250 min-1
H 20/25/30 T 2,500 min-1
Qmax at max. speed 220 l/min for H 20/25/30 D
Q of supply pump 16 cm3/rev.
Qmax of supply pump 33 l/min (after flow control valve 21 l/min)
for H 20/25/30/35 D
Control hydraulic
Actuation hydraulic remote
Pump drive directly via elastic coupling

FIXED DISPLACEMENT MOTORS

Type HMF 55-02 S

Definition of type designation H = High pressure
M = engine
F = fixed (constant)
55 = displacement = 55 cm3/rev.
S = swash plate
Section 2.2
Page 4 Service Training
Number of pistons 7

Piston diameter 19 mm
Constant swash angle 20.8 °

TANDEM GEAR PUMP

Working hydraulic pump H 20 D 16 cm3/rev.

H 25/30 D 28 cm3/rev.
H 35 D 25 cm3/rev.
H 20/30 T 16 cm3/rev.
H 25 T 22 cm3/rev.

Pump for steering, supply

and control 16 cm3/rev.

FINAL DRIVE-E (PLANETARY REDUCTION GEAR)

Planetary reduction single speed

Total ratio 9.8

OIL PRESSURE - MULTI-DISC BRAKES

- on extended motor shaft

- fully encapsulated - running in oil bath with purging
- only required as parking and emergency brake

HYDRAULIC CONTROL SYSTEM

Load-controlled, please refer to "Explanation of the Hydrostatic Drive".

 Section 2.2
Service Training Page 5

2.2.3 CONNECTION DIAGRAM HYDRAULIC SYSTEM

A WORKING HYDRAULIC SYSTEM

1 Multi-bank valve, completely consisting of:

2 Directional control valve - additional hydraulic unit
3 Directional control valve - additional hydraulic unit
4 Directional control valve - incline
5 Directional control valve - raise
6 Pilot-controlled check valves
7 Shuttle valves
8 Pressure-reducing valve
8a Throttle
8b Throttle
9 Pressure balance
10 Pressure-limiting valve
10 a Throttle
11 Working cylinder
Accessory hydraulic unit
12 Working cylinder
13 Inclination cylinder
14 Countertorque lowering valve
15 Boom connection

B COMPACT AXLE AK 30-02 COMPLETE

16 Directional-control valve - driving direction single pedal (special equipment)

17 Pressure-regulating valve 4 - 10 bar
18 Directional control valve - driving direction
19 Directional control valve - braking
20 Pressure-regulating valve - engine speed
21 Engine speed nozzle
22 External ventilation multi-disc brake
23 Y + Z nozzles
24 Directional control valve - brake protection
25 Pressure-limiting valve - max. Dp for adjustment pump
Section 2.2
Page 6 Service Training
26 Nozzle
27 Pilot piston
28 Directional control valve
Reversing lock
29 Directional-control valve
30 Directional-control valve - pilot control
31 Supply pressure valve
32 Adjusting circuit nozzles H 20 D, H 35 D 1.0 mm
H 25 D, H 30 D 0.9 mm
H 20/25/30 T 0.8 mm
33 Adjustment piston
34 Hydro-adjustment pump HPV
35 By-pass valve - recovery
36 Multi-disc brake
37 Combined supply/maximum valves
38 Hydro-constant engine HMF

C TANDEM PUMP

39 Check valve
40 Flow control valve
41 Directional-control valve
Overspeed protection
42 Orifice
43 Gear pump working hydraulic system
44 Gear pump supply

D SHUTTLE VALVE

E RADIATOR SAFETY VALVE

F SUCTION FILTER WITH BY-PASS VALVE

G OIL COOLER
 Section 2.2
Service Training Page 7

H OIL TANK

45 Ventilation filter with suction and loading valve

J STEERING CONTROL VALVE

46 Pressure-limiting valve
47 Steering servostat
48 Check valve - post-suction
49 Shock valves

K STEERING CYLINDER

L BOX-TYPE FILTER

M SPEED-SETTING CYLINDER

N INTERNAL COMBUSTION ENGINE

Section 2.2
Page 8 Service Training
 Section 2.2
Service Training Page 9

HYDRAULIC CIRCUIT DIAGRAMM H 20/25/30/35 D-03, H 20/25/30 T-03, TYPE 351

Section 2.2
Page 10 Service Training
 Section 2.2
Service Training Page 11

2.2.4 EXPLANATION OF THE HYDROSTATIC DRIVE

The pump (43) supplies the working hydraulic system while pump (44) supplies the steering control valve
(J), servo adjustment with integrated drive transmitter and the supply via current-flow control valve (40) with
a constant flow of 21 l/min. The constant flow is only reached at a drive engine speed of approx. 1,300 min -1.
This means that the oil flow is approx. 12 l/min in the lower idle range of the engine, and that it increases
proportionally with the speed until 21 l/min is reached at approx. 1,300 min-1. After the speed of approx.
1,300 min-1, the speed-dependent residual current is fed to the oil flow of the working hydraulic check valve
(39).

The oil which is issued by the current-flow control valve (40) flows through the steering control valve (J) via
connection P2 and T, through the pressure filter (L), and enters the regulating circuit at connection E. The
orifice (26) and the parallel-seated 2/2 directional control valve (24), which is pre-loaded with 12 bar and
which is switched to its open position permit the oil to travel to the supply and to the 17.5 bar supply pressure
valve (31). The 17.5 bar pressure switches the 2/2 directional control valve (24) into its locked position and
additionally increases the closing pressure of the 11 bar spring-loaded pressure-limiting valve (25) which
is located parallel to the orifice (26). At the same time, this pressure travels via the pressure-limiting valve
(17) and via the 4/3 directional control valve (18) (travel direction) to connections Y and Z. Then it reaches
connection BR via 4/3 directional control valve. The slave piston (27) is pressurised on both sides (thus
creating a uniform pressure) by this pressure via connections Y and Z, while the multi-disc brakes are
pressurised and ventilated via connection BR.

The oil flow which travels through the orifice (26) inevitably creates a Dp at the orifice. This differential
pressure is smallest in the lower idle range and reaches its highest value of 11 bar at approx. 1,100 min-1
- i.e. prior to the orifice approx. 28.5 bar, after the orifice approx. 17.5 bar.

The higher pressure which is pending in front of the orifice (26) is also supplied to the pressure-control valve
(17). Whenever an accelerator pedal is actuated, the directional control valve (18) pre-selects a travel
direction, and the directional control valve (20) for speed adjustment, and pressure-control valve (17) for
pump adjustment (17) are simultaneously actuated.
The control pressure which has been pre-defined by pressure-control valve (17) reaches the pilot piston
(27) via the actuated travel direction valve (18), and adjusts it from a Dp of 4 bar (21.5 ... 17.5 bar), i.e., the
pump starts to swash out. The simultaneous adjustment of the directional-control valve (20), and the
resulting change of the engagement ratios cause a control pressure (the extent of which depends upon the
pedal travel) to reach the piston side of the speed adjustment of the engine (M) via connection V1 and
directional change valve (D). The resulting speed increase of the engine creates an increased supply flow
from the pump (44), and thus a higher Dp at the orifice (26).

Whenever pedal travel is increased, the control pressure of the speed cylinder is increased via directional
control valve (20), and this increase of speed generates a greater oil flow from the pump (44) which causes
an increased Dp at the orifice (26), thus creating an increased control pressure at the pressure-control valve
(17) on the pilot piston (27), and a greater swash angle of the HPV 105-02 S. The entire pump adjustment
is performed in a pressure range between 21.5 and 27.5 bar, i.e., at a Dp of between 4 to 10 bar.
At an engine speed of approx. 1,300 min-1, the constant flow of 21 l/min is obtained, and the pump swashes
out at its maximum range.
Section 2.2
Page 12 Service Training

reverse forward
reverse

brake

forward
 Section 2.2
Service Training Page 13

Whenever the accelerator pedal is further depressed, the pressure in the speed adjustment (M) is increased
via valve (20), thus increasing the engine speed and the travel speed via the greater supply volume of the
pump; without, however, influencing the swash angle of the pump any more.
It is for this reason that the travel speed is only changed via the engine speed above this engine speed of
1,100 min-1.
The stable differential pressure of 11 bar is assured by the pressure-limiting valve (25). This constant Dp
is necessary for the accurate characteristic curve for power output.

Actuation of the brake pedal switches the 4/3 directional-control valve (19). This causes connection BR to
be linked with connection T, so that the brake has zero pressure and is blocked. At the same time, the orifice
(26) is switched parallel with the activated valve (19). This causes the differential pressure between
connections E and F to be reduced to such an extent that the existing supply pressure at pressure-control
valve (17) is no longer sufficient to keep the pump tilt, so that the swash returns to its neutral position.

In the event that the pressure behind the orifice (26) should drop to below 12 bar, the valve (24) switches
to its short-circuit position, reduces the differential pressure to less than 4 bar, and thus prevents the pump
from swashing while the brake is blocked. Since a differential pressure cannot build up in this position, the
pump cannot swash out while the brake is blocked.

2.2.5 FLUSHING OF THE AXLE CENTRE CASING

The flushing oil which flows off internally through the multi-disc brake (36) and the final drive is fed to the
hydraulic tank (H) along with any internal leakage from the compact axle and any oil which flows off from
the supply pressure valve (31) via connection T.
Section 2.2
Page 14 Service Training
2.2.6 ENGINE OUTPUT LIMITATION AND ANTI-STALLING SAFEGUARD

The drive is equipped with an engine output limitation in order to prevent the engine from being overloaded.
Depenant upon the operating pressure and independent of the pedal position, this installation reduces the
swash angle of the pump according to the power curve of the engine. A spring-loaded adjusting piston which
is connected to the respective high pressure works on both sides and against the pilot piston (27) belonging
to the hydraulic remote control. At a HP of approx. 90 bar this piston is adjusted against the spring pre-load,
it displaces the pilot piston (27) against the pedal-dependant control pressure, and thus reduces the swash
angle of the pump. If a consuming unit is then additionally switched on via the working hydraulic system
(lift, lower, or mounting devices), and the engine is reduced to a speed of 1,300 min-1, the supply volume
from the supply pump (44) will sink to less than 21 l/min. This reduces the differential pressure at both the
orifice (26) and in the slave piston (27) which leads to a further reduction of the pump angle so that the
engine is prevented from stalling.
 Section 2.2
Service Training Page 15

2.2.7 REVERSING LOCK OF THE DIESEL ENGINE

Whenever the direction of travel is changed, a special device in the control unit only allows the signal for
an increase of the engine speed when the vehicle starts moving in the new direction of travel.
As soon as an accelerator pedal is pressed, a control pressure which increases proportionally to the pedal
travel is passed into the allocated spring space of the pilot piston (27) via connection Z or Y, and displaces
this against the spring force which is active on the other end and the constant pressure of 17.5 bar. Thus,
the end of the pilot piston (27) which is pressurised at a control pressure of 17.5 bar is connected with valve
(29) via the switched directional-control valve (28), which is switched to position "b" via the 5-bar spring and
the pressure which is in the spring space. This creates a connection between the spring space of the
adjusting cylinder (M) and the tank via connection N.
In the process of rearward driving, the control pressure which is regulated by the pressure-reducing
valve (17) and that which is deflected by the travel direction throttle slide (18) is directed to the other side
of the pilot piston, and reaches the valve (29) via the directional control valve (28) which is still switched.
Whenever the pedal position signals to the pressure-reducing valve (17) that a higher pressure than 23 bar
has been specified, the supplied oil reaches the spring space of the speed adjustment (M) via the opening
valve (29), and suppresses the speed adjusting lever of the injection pump to low speed. It is only when
the pump has reached its zero position that the valve (29) closes again, and the valve (29) then switches
to its lower dead-point position. The blocking lock is again unlocked, and the speed increases again.
Section 2.2
Page 16 Service Training
BLOCKING LOGIC

1 Pilot piston
2 4/3 Directional-control valve
Reversing logic
3 3/2 Directional-control valve

F Supply pressure
N Engine speed cylinder
T Tank
Y, Z Control pressure direction of travel
 Section 2.2
Service Training Page 17

2.2.8 OVERRUN BRAKING SYSTEM

The diesel engine is driven by the pump through the dynamics of the vehicle mass and the resulting power
inversion during braking, tractive power into pushing power. Since the pump is supported by the internal
combustion engine, the engine speed is raised slowly. An overrun braking procedure becomes effective
in such cases in order to counteract this unchecked increase of speed and, consequentially a reduction of
braking effect and an increase in the noise level.

FUNCTION

An orifice (42) has been installed into the pressure passage from the supply pump (42) to the current-flow
control valve (40) for measurement of the supply flow and, thus of the drive speed. The pressure difference
which arises at the orifice (42) controls the position of the 2/2 directional-control valve (41).
Whenever the permissible speed is exceeded during braking, the differential pressure at the orifice (42)
increases to such an extent that the directional control valve (41) switches to open flow-through position,
and the pump pressure is fed to the spring-loaded side of the pressure balance (9) in the working hydraulic
control device. This causes the pressure balance (9) to move in direction of the locked position which effects
that the oil flow from the working hydraulic pump (43) plus the residual flow from control valve (40) is banked
up. This process provides an additional braking effect. The pressure-limiting valve (10) prevents an
excessively high pressure from arising.
Section 2.2
Page 18 Service Training
2.2.9 OIL TANK

The oil tank is pre-loaded to a pressure of 0.35 +0.1 bar which not only assures that the tandem pump is
adequately filled. At the same time, this almost completely prevents an air exchange from taking place via
the air-bleed valve (45). This prevents the hydraulic oil from being soiled and provides the oil with a high
service life.
 Section 2.2
Service Training 05.00 Page 19

2.2.10 HYDRAULIC CONTROL M1F

1 HP control (power limitation) 6 Spring cup (directional-control valve for rever-

2 Adjusting shims for start of regulation = 4 bar sing lock)
up to 2/97 7 Pilot piston springs
3 Stop screw for swash angle 8 Adjusting shims for capacity limitation
4 Pilot piston 9 Capacity limitation springs
5 Adjusting shims for start of regulation = 4 bar
from 3/97

NOTE: Dimension "X" specifies the adjustment travel of the pilot piston, and thus the swash angle of
the pump.
H 20/25/30 D X = 14.5 mm
H 35 D X = 13.2 mm
H 20/25 T X = 12.4 mm
H 30 T X = 10.3 mm
Section 2.2
Page 20 Service Training
2.2.10.1 SETTINGS

PREREQUISITES

- Jack the truck up high enough so that both drive wheels can spin freely.
- Hydraulic oil at operating temperature.

REGULATION START OF POWER ADJUSTMENT

- Connect the LP gauge to connections Y + Z.

- Let the engine run in the lower idle range.
- Release the brake.
- Press the F-pedal slowly and observe the pressure increase on the manometer.
- The wheels must start to turn at a differential pressure of 4 bar between Y and Z.
- The differential pressure can be corrected via the adjusting shims (2) on the pilot piston.
- The rearward regulation start is analog to the setting for forward motion.

MECHANICAL LIMITATION OF THE SWASH ANGLES (SPEED REDUCTION)

The speed can be reduced with a retrofitting kit (replacement of the threaded plug, HP control).
 Section 2.2
Service Training Page 21

OVERVIEW OF THE SETTINGS FOR THE HYDRAULIC CONTROL

1) REVERSING LOCK

Setting, please refer to "Speed Back-up Lock"

This special control device only enables the signal for an engine speed increase during change of travel
direction when the vehicle has started moving in the new direction of travel.

2) SPEED INCREASE OF THE DRIVE ENGINE - SYMMETRY FORWARDS AND REARWARDS

Setting, please refer to "Speed Increase of the Drive Engine (Symmetry)"

The pedal travel from zero to speed increase should be the same for both forward and rearward motion.

3) BRAKE SHAFT STOP SCREW

Setting, please refer to "Brake Shaft Stop Screw"

Shortly before the brake shaft reaches the stop screw, the brake must be vented, the pressure upon BR
must drop to approximately 1 bar.

4) HYDRAULIC ZERO POSITION

Setting, please refer to "Setting of the Hydraulic Zero Position"

When all pedals are in their neutral positions (brake vented), the vehicle must remain motionless at
maximum engine speed: no rolling away.
Section 2.2
Page 22 Service Training
5) START OF ROTATION OF THE DRIVE WHEELS - SYMMETRY FORWARD AND REARWARD

Setting, please refer to "Start of Rotation of the Drive Wheels (Symmetry)"

The pedal travel from zero the start of rotation should be the same for both forward and rearward motion.

6) START OF ROTATION OF THE DRIVE WHEELS - SPEED INCREASE

Setting, please refer to

The wheel rotation start must be set in such a manner that this occurs directly with the speed increase,
respectively shortly thereafter. By no means should the wheels start to rotate before the speed jump of the
engine has occurred.

7) MAXIMUM PRESSURE DIFFERENCE BETWEEN Y AND Z 10 - 11 BAR

Setting, please refer to "Pressure Difference Dp"

The exact pressure difference is necessary for the drive pump to reach the maximum slewing angle, and
for purposes of harmonisation of the stalling safeguard.
 Section 2.2
Service Training Page 23

2.2.10.1.1 REVERSING LOCK

TEST CONDITIONS

- Truck jacked up and securely supported.

- Engine and drive hydraulics at operating temperature
- Pedal setting in good order.
- Symmetry of the drive transmitter in good order.

Test Findings Evaluation

Start engine. During reversal (change Speed back-up lock

Loosen brake. of direction from forward in good order.
Press F-pedal until the to rearward), the
wheels reach full speed. speed-setting cylinder
Then quickly press the is held in its neutral
R-pedal (reversal). position until the wheels
stop.
The engine rotates almost
in idle position.
Then the speed-adjusting
cylinder is immediately set
to its final position, the
engine accelerates to its
upper idle, and the wheels
turn in the opposite
direction.

Whenever the findings deviate from the above-mentioned text, the speed back-up lock should be set in
the following manner:

- Loosen the lock nut (1) on the 23 bar-

valve of the speed back-up lock.
- Turn the screw (2) in until the stop can be
felt.
- Then turn the screw (2) out by 4½
rotations.
- Tighten the lock nut (1).

- Repeat the testing procedure.

In the event that setting cannot be performed, the steps that are described under the Fault-finding
Instructions of "Hydraulic Speed Adjustment" are to be followed.
Section 2.2
Page 24 Service Training
2.2.10.1.2 HYDRAULIC SETTING OF ZERO POSITION

1 Adjusting screw (pilot casing, hydraulic zero)

2 Lock nut
3 Pilot
 Section 2.2
Service Training Page 25

TEST CONDITIONS

- Jack the truck up and secure it safely, so that both drive wheels can spin freely.
- Truck is at operating temperature.
- Travel and braking actuation correctly set.

TEST

Test Findings Evaluation

Start engine. Release Wheels stop. Zero position in order.

brake, bring engine up
to full speed manually. Wheel/s turn. Zero position not in order.
Set in the following manner:

- Raise cover and remove the base plate.

- Loosen cap nut (2) and adjusting screw (1) (pilot casing) using flat spanner with jaw span by turning until
the drive wheels stop.
- Continue turning the adjusting screw (1) until the wheels start to turn.
- Mark the spanner position.
- Turn the adjusting screw back until the wheels start turning in the opposite direction.
- Mark the spanner position.
- Turn the adjusting screw (1) back to half of the marked position.
- Tighten lock nut (2).
- Bring the engine up to maximum speed manually. The wheels should not turn.
Section 2.2
Page 26 Service Training
2.2.10.1.3 PRESSURE DIFFERENCE Dp

TEST CONDITIONS

- Truck jacked up.

- Engine and drive at operating temperature.
- Pedal setting in order.
- Symmetry of travel transmitter in order.
- Two LP gauges attached to connections Y and Z of the remote adjustment.

TEST

Test Findings Evaluation

Start engine. Dp between connections Setting of pressure-

Loosen brake. Y and Z increases to limiting valve (3)
Press F- and R- 10 +0.1 bar. in order.
pedal to
stop. Dp between connections Setting of pressure-
Y and Z either does not limiting valve (3) not
increase to 10 +0.1 bar, in order.
or it is greater Set in the following manner:

- Loosen lock nut (2) on the pressure-limiting valve (3).

- If Dp was too great, turn screw (1) out.
- If Dp was too small, turn screw (1) in.
- Repeat testing procedure.
- Tighten lock nut (2).

If setting cannot be performed, the M1F control unit

must be either repaired or replaced.
 Section 2.2
Service Training Page 27

2.2.10.1.4 BRAKE SHAFT STOP SCREW

- Disconnect brake lever.

- Slacken lock nut (3) on stop screw (2).

- Turn brake lever (1) to the vertical position.

- Turn stop screw (2) clockwise and simultaneously hold the brake lever (1).

- Unscrew the stop screw (2) two turns counterclockwise.

- Tighten lock nut (3).

- Connect brake lever.

- Setting of brake pedal, please refer to "Brake Pedal".

Section 2.2
Page 28 Service Training
2.2.10.1.5 START OF ROTATION OF THE DRIVE WHEELS

The adjusting screw (1) is used to set the start of rotation of the wheels in such a manner that this
commences simultaneously with the speed increase of the engine, respectively shortly thereafter. By no
means should the wheels start to rotate before the speed jump of the engine has occurred.

PREREQUISITES TO SETTING

- Pedal setting in order.

- Truck jacked up so that both drive wheels can spin freely.
- Engine and drive at operating temperature.
- Base plate removed.
- Symmetry of speed adjustment in order.

TESTING

- Start engine and release brake pedal.

- Press the F-pedal gently until the engine speed increases and the wheels start to turn.
If the wheels start to turn either directly after or along with the speed increase of the engine, the setting
is correct.
In the event that the wheels turn before the speed jump of the engine, the setting should be corrected as
follows:
Loosen lock nut (2), and adjust the start of rotation of the wheels by turning the screw (1).

NOTE: The adjusting range of the screw (1) is 180 °, either in clockwise or in anti-clockwise direction.
If the setting cannot be performed in this range, the start of regulation for the remote
adjustment of the HPV 105-02 S, respectively of the adjusting cylinder should be checked
and corrected, if necessary.
 Section 2.2
Service Training Page 29

2.2.10.1.6 SYMMETRY OF THE DRIVE TRANSMITTER

2.2.10.1.6.1 START OF ROTATION OF THE DRIVE WHEELS (SYMMETRY)

TEST CONDITIONS

- Truck jacked up and securely supported, so that both wheels can spin freely.
- Brake blocked.
- Pedal setting correct.
- Start of regulation on servo piston Y and Z correct (Dp 4 bar).

TEST

- Sit in the driver's seat.

- Start the engine.

Test Findings Evaluation

Press the F- and R- Turning starts with Symmetry is

pedals gently until same pedal travel. correct.
the drive wheels
start to turn. Start of turning is Symmetry not obtained.
different with pedal Adjust by turning the rear
travel. bushing (in travel direction) of
the drive transmitter device
(see arrow).
Section 2.2
Page 30 Service Training
2.2.10.1.6.2 SPEED INCREASE OF THE DRIVE ENGINE (SYMMETRY)

TEST CONDITIONS

- Truck jacked up and securely supported, so that both wheels can spin freely.
- Brake blocked.
- Pedal setting correct.

TEST

- Sit in the driver's seat.

- Start the engine.

Test Findings Evaluation

Press the F- and R- Speed increase occurs Symmetry is

pedals gently until with same pedal travel. correct.
engine speed
increases. Speed increase differs Symmetry not obtained.
with same pedal Adjust by turning the
travel. front bushing (in travel direction)
of the drive transmitter device.
(see arrow).
 Section 2.2
Service Training Page 31

2.2.11 TOWING DEVICE (GREASE NIPPLES AND SHORT-CIRCUIT SLIDE)

Two conditions must be met in order to be able to tow the vehicle.

- It must be possible to open the closed brake at point 1 (grease nipple).

- It must be possible to sever the adhesion between the pump and the motors at point 2 (short-circuit valve).

reverse

brake

forward
Section 2.2
Page 32 Service Training
DESCRIPTION OF COMPONENTS

Grease nipple: Opening of the multi-disc brake

- Open the engine hood.

- Remove the base plate.
- Unscrew the cap nut (2) at connection BR of the combi cover, and remove the seal (4).
- Turn the grub screw (6) in to its stop, and tighten to 10 Nm.
- Lock the grub screw with lock nut (3). Tighten the nut to 25 Nm.
- Using a grease gun, pump grease into the grease nipple (5) (approx. 4 strokes) until the brake is released.

Short-circuit valve: Causing a short-circuit for towing

- Loosen lock nut (1).

- Screw the valve (2) out by two complete turns.
- Tighten lock nut (1).
 Section 2.2
Service Training Page 33

2.2.12 FINAL DRIVE

1 Hydraulic motor
2 Multi-disc brake
3 Reduction gear

Repair work can be performed on the reduction gear, the multi-disc brake, and the diesel engine without
having to remove the drive axle.
Section 2.2
Page 34 Service Training
2.2.13 REDUCTION GEAR WITH MULTI-DISC BRAKE

1 Planetary gear complete 8 Plate

2 Pan-head screw 9 Discs
3 Drive shaft 10 Disc support (diesel engine)
4 Circlip 11 O-ring
5 Pressure plate 12 O-ring
6 Brake springs 13 O-ring
7 Brake plunger
 Section 2.2
Service Training Page 35

2.2.13.1 REPAIRS OF THE REDUCTION GEAR AND THE MULTI-DISC BRAKE

PREREQUISITES

- Jack the truck up and support it securely.

- Remove the drive wheel.
- Place an oil drain pan under the gearbox (approx. 6 litres will flow out).

Required special tools:

000 941 94 24 000 941 94 29 000 941 94 64

- Screw out pan-head screws (2), and move the complete planetary gear (1) away from the drive axle. The
hydraulic oil from the axle will drain into the oilpan.
- Pull out the drive shaft (3).
- Insert the pre-loading bushing 000 941 9464 into the pressure plate (5). Screw the pressure strip 000 941
942 4 on to the axle tube using threaded rod 000 941 94 29.
- Press plate (5) in by turning threaded rod 000 941 94 29 in until the circlip (4) can be released.
- Remove circlip (4), relieve the threaded rod, and remove the pressure strip and the pre-loading bushing.
- Remove pressure plate (5) and brake springs (6).
- Turn 2 impact rods M8 into both brake plunger bores (7), and drive the brake plunger out.
- Reach behind the plate (8) with bent circlip pliers, and lever the plate out.
- Remove the discs (9) from the disc support.

Clean all dismantled parts, check them for wear, and replace them, if necessary.

Installation of the multi-disc brake:

NOTE: Principally, all O-rings must be replaced during assembly.

- Place drive shaft (3) on to the diesel engine shaft.

- Slide the discs over the drive shaft in their correct order, and insert them into the disc support.

NOTE: Make sure that the 4 bores in each individual disc are in alignment with each other.

- Insert new O-rings (11) and (12) into the plate (8), insert the plate into the axle tube, and drive it fully home
using light hammer blows.

NOTE: Observe the installation direction of the plate - the small ridge must point towards the brake
discs (see arrow).
Section 2.2
Page 36 Service Training

- Insert O-ring (13) into the axle tube, and slide the brake plunger (7) into the axle tube.
- Insert brake springs (6) into the brake plunger, insert plate (5), and press it in using spacer tube,
load 000 941 94 24, and threaded rod 000 941 94 29 until the circlip (4) can be fitted.
- Screw the planetary gear (2) on to the axle tube Ma = 35 Nm, refill hydraulic oil and perform a trial run.
 Section 2.2
Service Training Page 37

REDUCTION GEAR (PLANETARY GEAR)

1 Wheel shaft 8 O-ring

2 Tapered roller bearing 9 Pan-head screws
3 Gearbox housing 10 O-ring
4 Rotor gear 11 Magnetic plug
5 Planet gear 12 Spacer ring
6 Crown nut 13 Circlip
7 Pan-head screw 14 Radial sealing
Section 2.2
Page 38 Service Training
RENEWING THE RADIAL SEALING OF THE PLANETARY GEAR

PREREQUISITES

- Jack the truck up, and support it securely.

- Remove the respective power wheel.
- The final drive has been removed from the drive axle.

REQUIRED SPECIAL TOOLS

- Wrench for wheel shaft, Part No. 000 941 70 51

- Drive-in plunger for radial oil seal

 Section 2.2
Service Training Page 39

DISASSEMBLY

- Turn pan-head screws (9) out of the rotor gear (4), and remove the rotor gear from the gearbox housing
(3).
- Turn out pan-head screw (7), and pull off the complete planetary gear carrier with planet gears (5) from
the gear-tooth system of the wheel shaft (1).
- Insert the complete wheel gear into holding device, heat crown nut (6) (to loosen Loctite), and unscrew
the nut using a crown nut key and power-amplification device. Note: The loosening moment of the nut
(6) is approx. 2,100 - 2,300 Nm.
- Screw the push-out mandrel completely into the M8 bore of the wheel shaft.
- Using both hands, lift out the complete final drive on the wheel shaft, and lever it forcefully with the push-
out mandrel on a hard surface until the gearbox housing (3) has loosened itself from the tapered roller
bearing.
- Rebound the circlip (13), and lever the radial sealing (14) out of the wheel shaft
- Clean all parts, check them for damage, and prepare them for assembly.

ASSEMBLY

NOTE: The radial oil seal and the O-rings must be renewed during assembly.

- Press the radial sealing (14) with drive-in plunger into the wheel shaft (1).
- Deflect circlip (13).
- Place the wheel shaft (1) on to a flat surface with its axle end upwards.
- Insert the gearbox housing (3) into the lower bearing of the wheel shaft.
- Slide spacer ring (12) over the stub shaft.
- Heat the inner raceway of the outer bearing on a hotplate, slide it over the stub shaft, and let it take its
bearing on the spacer ring (12).
- Insert the wheel shaft (1) with gearbox housing (3) into the holding device (please ask your Service
Department for drawing).
- Cover the crown nut (6) with Loctite FK2 (Loctite 270), screw it in, and tighten it to 2,100 Nm by turning
the axle casing. Use special tool.
- After having turned the gearbox casing (3) several times, check the tightening torque again.
- Check the turning torque. Set value: 3 - 23 Nm.
- Insert the greased O-ring (10) into the gearbox housing (3), and screw the rotor gear (4) on to the gearbox
housing with screws (9).
- Insert the complete planetary gear carrier with planet gears (5) into the rotor gear, and screw it to the wheel
shaft with screw (7).
- Insert the greased O-ring (8) into the rotor gear, and screw the complete final drive to the drive axle. Note:
The magnetic plug (11) must be at its lowest position. Tightening torque for the fastening screws: 35 Nm.
- Refill hydraulic oil, mount the power wheel, and perform a trial run.
Section 2.2
Page 40 Service Training
2.2.14 TROUBLE-SHOOTING

2.2.14.1 LINE DIAGRAM AND OVERVIEW FOR TROUBLE-SHOOTING

DIAGRAM

A Internal combustion engine F Planetary gearbox

B Speed control cylinder G Gear pump
C Shuttle valve H Suction filter
D Power limiter I Renewable filter
E Combi cover J Steering control valve
 Section 2.2
Service Training Page 41

OVERVIEW OF PRESSURE INFORMATION (APPROX. VALUES)

Engine speed Brake Measuring point Pressure (bar)

lower idle open F 17.5
lower idle open E 22.5
upper idle open F 17.5
upper idle open E 28.5
lower idle open BR 17.5
lower idle closed BR 0
lower idle open Y-Z 0
Pressure difference Z-Y
upper idle open Y-Z 11
Pressure difference Z-Y
F- and R-pedals pressed
lower idle closed V 0
F- and R-pedals pressed closed V 17,5

High-pressure measurement: forward and rearward: see table

Regulation start measurement: Pressure difference at Y and Z when wheels start to turn
forward: 4 bar
rearward: 4 bar

Wheel speed: forward: 180 r.p.m.

rearward: 180 r.p.m.

TABLE HIGH PRESSURE SERIES 351 -03

H 20 D 300 bar
H 25 D 350 bar
H 30 D 380 bar
H 35 D 435 bar

H 20 T 300 bar
H 25 T 380 bar
H 30 T 380 bar
Section 2.2
Page 42 10.98 Service Training
2.2.14.2 AUXILIARY TOOLS FOR MEASUREMENTS

The tools and measuring devices used for trouble-shooting are analog to those specified in the catalogue
"Special Tools and Measuring Devices".
The mentioned part designations correspond to the consecutive catalogue numbers.
Example: Measurement box designation "Hollow screw 7a"

1.1 1.3 1.4 1.5

1.7 a 1.7 b 1.7 c 1.12

1.13 1.16 1.17 1.18

1.19 1.20 1.21 1.34

 Section 2.2
Service Training 10.98 Page 43

ITEM NO. PART DESIGNATION

1.1 Screw coupling M 14 x 1.5

1.3 Threaded sleeve
1.4 Measurement sleeve complete
1.5 Screw coupling M 8 x 1
1.7 a Hollow screw M 14 x 1.5 with filler cap and bore M 8 x 1
1.7 b Hollow screw M 14 x 1.5 with bore M 8 x 1
1.7 c Hollow screw M 14 x 1.5 with filler cap
1.12 LP gauge 0 - 40 bar
1.13 HP gauge 0 - 600 bar
1.16 Hollow screw M 14 x 1.5
1.17 Hollow screw M 18 x 1.5 with filler cap
1.18 Hollow screw M 18 x 1.5 with bore M 14 x 1.5
1.19 Hollow screw M 18 x 1.5 with bore M 14 x 1.5
1.20 Measurement sleeve complete
1.21 Measurement sleeve complete
1.34 Screw coupling M 12 x 1.5
Section 2.2
Page 44 Service Training
2.2.14.3 EXPLANATIONS ON TROUBLE-SHOOTING

The functional tests and possible trouble-shooting procedures are performed separately for the individual
main groups and refer to the following components or functions:

Hydraulic Speed Adjustment of the Driving Engine section 2.2.14.4

Hydraulic Brake System section 2.2.14.5
Power-assisted Steering section 2.2.14.6
Equal Pressure, Start of Regulation and End of Regulation section 2.2.14.7
Hydrostatic Travel Drive section 2.2.14.8

Prior to performing to work described in the following, the oil level must be checked, and corrected, if
necessary.

Whenever a test step specifies the installation of a gauge or a threaded plug, the tank preload must be
released, i.e., filler cap screwed out.

The installation positions into which the manometers or threaded plugs, for instance, must be brought for
testing, can be taken from the line diagram.

EMPLOYED ABBREVIATIONS

LP gauge = Low-pressure manometer

HP gauge = High-pressure manometer
LP = Low-pressure
HP = High-pressure
F-Pedal = Pedal forward
R-Pedal = Reverse pedal
Dp = Pressure difference

Unless specifically mentioned, all pressure measurements are to be performed with released brake pedal.
 Section 2.2
Service Training Page 45

2.2.14.4 HYDRAULIC SPEED ADJUSTMENT OF THE DRIVING ENGINE

The engine speed control check is first carried out as a functional test, described below. Should any
malfunctions occur, refer to the trouble-shooting guide.

2.2.14.4.1 FUNCTIONAL TEST

TEST CONDITIONS

- Engine and transmission are at operating temperature.

- Pedal adjustment is in order.
- Truck blocked up and secured so that both wheels can rotate freely.

Test Test result Evaluation

Start engine and, with Servo cylinder of speed Speed control

brake applied, depress control moves lever of is in order.
F- and R-pedals fully. injection pump to maxi-
With pedals in neutral mum each time and the
position, select lever of engine speed attains
mast control to "Lift" upper no-load range
position and hold there. H 20-30 2200 + 50 rpm,
Release the brake, fully H 35 2350 + 50 rpm.
depress the forward and
reverse travel pedals
alternately and release
them again.

Caution: Rotating
wheels!

If these results are not obtained, trouble-shoot and correct the fault as follows.

2.2.14.4.2 TROUBLE-SHOOTING

TEST CONDITIONS

- Pedal adjustment is in order.

- Engine and travel drive at operating temperature.
- Engine cover raised.
- Floor plate removed.
- Front cover plate removed.
- Brake pedal is locked in the "brake applied" position.
- Truck is jacked up so that both wheels can rotate freely.
Section 2.2
Page 46 Service Training

Start the engine and move the injection pump speed control lever as far as the
stop by hand.

yes Max. no Adjust engine speed, and put

engine speed injection pump or engine in
is reached. order. Repeat the test.

Disconnect line HB at control valve of the working hydraulics. Plug port. Start
the engine and depress drive pedals fully.

Over speeding device (addi-

Max.
tional brake) inside the flow yes no
engine speed
devider defective. Repair or
is reached.
replace.

Reconnect line HB at travel control valve. Connect low pressure gauge to port
F of travel control unit. Start the engine and read the pressure.

yes no Refer to trouble-shooting

Pressure ³ 17.5 bar. "Hydrostatic Travel Drive".

Release the brakes and fully depress one travel pedal.

CAUTION: Rotating wheels!

A
 Section 2.2
Service Training Page 47

Speed
yes control cylinder (M) extends no
fully (15 mm). Engine speed
increases to upper idle.

Apply the brakes again and fully depress a travel pedal again.

Speed con-
Valve (29) of the lock-out
yes trol cylinder (M) extends no
logic is defective or its
fully. Max. engine speed is
setting is too low.
reached

With pedals in neutral position and motor running, pull lift control lever back as
far as possible.

yes Speed no
control cylinder (M) extends
fully.

Disconnect the line at port N of the speed control cylinder. With the engine
running, again pull back the lift control lever as far as possible and hold it there.

Speed Control cylinder defec-

Valve (29) defective, re- yes no
control cylinder (M) extends tive, repair, and repeat
pair, and repeat the test. fully. the test.

B C
Section 2.2
Page 48 Service Training

B C

Reconnect line to port F of travel control unit. Connect low pressure gauge with
screw coupling to port V at travel control unit. Start the engine, fully depress a
travel pedal and observe the pressure gauge.

Pressure in-
Shuttle valve (D) defec- yes creases proportionally to no Faulty combi cover valve
tive stroke of pedal to 14 bar (20).
minimum.

Return the pedal to neutral position and then depress to about 1/3 of pedal
stroke.

Jump in engine speed yes Nozzle in valve (20) too

to over 1150 rpm. small or obstructed.

Nozzle of valve (20) too

No or minimal yes
large or supply circuit re-
increase in speed.
strictor clogged.

Increase
yes
in engine speed to
950 - 1150 rpm.

Fully depress one travel pedal and wait until full engine and wheel speed is
obtained, then depress the opposite travel pedal.

D
 Section 2.2
Service Training Page 49

Engine speed
yes falls to lower idle and only increases no Valve (29) of reversing lock
again after wheels start rotating in defective; repair valve.
new direction of travel.

Pedals in neutral position, pull the lift control lever fully back and hold in this
position.

yes Speed control cylinder no

(M) extends fully.

Reconnect the line to port F at travel control unit. Connect low pressure gauge
with screw coupling to port A1 of working hydraulics control valve (engine
speed control signal). Start the engine, pull the lift control lever fully back and
hold in this position.

Shuttle valve (D) defec- yes Pressure climbs to no Pressure reducing valve
tive. 14 bar minimum. (8) is defective.

Extend the lift cylinder fully and then move the control lever to the "Lower"
position.

Pressure balance defec- Engine

yes no Speed control unit is in
tive. Repair or replace speed rises during lowering
of fork carriage. order.
control unit.
Section 2.2
Page 50 Service Training
2.2.14.5 HYDRAULIC BRAKE SYSTEM

2.2.14.5.1 FUNCTIONAL TEST

TEST REQUIREMENTS

- Truck blocked up and secured so that both drive wheels can rotate freely.
- Pedals properly adjusted.
- Brake pedal locked in position "brake applied".

TEST

Test Symptoms Assessment

Start the engine and try to Drive wheels cannot be turned.

turn the right or left drive
wheel with a wheel nut
spanner or extension. Parking brake
in order.

Release the brake pedal Drive wheels can be turned.

and again try to turn the
right or left drive wheel.

After this test, lower the truck to check the braking characteristics of the moving truck.
For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock without
the truck pulling to one side. If the test results differ from the above diagnosis, determine and remedy the
fault by following the trouble-shooting procedures.

2.2.14.5.2 TROUBLE-SHOOTING

TEST REQUIREMENTS

- Truck blocked up and secured so that both traction wheels can rotate freely.
- Engine cover raised.
- Floor plate removed.
- Pedal adjustment in order.
- Engine and travel drive at operating temperature.
- Front cover plate removed.
- Brake pedal locked in position "brake applied".
 Section 2.2
Service Training Page 51

Connect low pressure gauge at port F of travel control unit. Start the engine and
read the pressure on gauge.

yes no Check "Hydrostatic Travel

Pressure min. 17.5 bar.
Drive".

Reconnect line to port F. Connect low pressure gauge to port BR at travel

control unit. Release the brakes and check the pressure with the engine
running.

yes no
Pressure min. 17.5 bar.

With the engine running, fully depress brake pedal and watch the pressure
gauge.

4/2-way valve (19) does not open.

yes Pressure drops to no
Repair the valve or replace the
approx. 0 bar. combi cover.

Plug port BR at the travel control unit. Start the engine, release the brake, fully
depress the F or R pedal.

The brake of the turning yes no

wheel is not in order. Remo- Drive wheels rotate. Brake system in order.
ve and remedy the fault.

A
Section 2.2
Page 52 Service Training

Remove adapter at port BR and connect low pressure gauge with adapter
(without brake line) to port BR. Measure the pressure with the engine running
and the brakes released.

Nozzle in port BR or connecting pas-

yes no sage in valve (19) is obstructed; clean.
Pressure min. 17.5 bar. Brake shaft adjustment incorrect;
readjust. Valve (19) defective, repair
or replace combi cover.

Remove adapter and reconnect low pressure gauge to port BR (with brake
line). Plug port BR of right brake with hollow screw with cap. Measure the
pressure with the engine running and the brakes released.

Seal at right-hand brake yes no Seal at left-hand brake

Pressure now 17.5 bar.
piston defective. piston defective.
 Section 2.2
Service Training Page 53

2.2.14.6 POWER-ASSISTED STEERING

Two different methods can be used to locate a malfunction in the steering system.

2.2.14.6.1 TROUBLE-SHOOTING WITHOUT MEASUREMENT OF BOOST AND MAXIMUM PRES-

SURE

TEST REQUIREMENTS

- Travel drive must be functioning.

TEST

Test Symptoms Assessment

Start the engine, release Steering not functioning, Malfunction in servostat

the brakes, depress the F truck still driving or steering cylinder.
or R pedal and turn the
steering wheel. Steering not functioning, Feeding pump or steering
truck stopping. pump of tandem pump
defective.

Steering functioning, Trouble-shooting

truck stopping. as described below.

If the malfunction cannot be localized with this method, use the method described as follows.

2.2.14.6.2 TROUBLE-SHOOTING WITH MEASUREMENT OF BOOST AND MAXIMUM PRESSURE

TEST REQUIREMENTS

- Truck blocked up and secured so that both drive wheels can rotate freely.
- Engine and travel drive at operating temperature.
- Front cover removed.
- Brake applied.

TEST

Connect high pressure gauge with test connector (T-piece) to port P2 at the tandem pump and one low
pressure gauge each to port E and F at the travel control unit. Start the engine, release the brake and
measure the Dp between ports E and F. If the Dp is less than 5 bar, continue trouble-shooting with
"Hydrostatic Travel Drive". If the Dp is 5 bar or more, continue with the following test procedure:
Section 2.2
Page 54 06.01 Service Training
- Depress either F or R pedal until engine speed "jump point" is reached and with this position turn the
steering wheel first to the right steering lock, then to the left steering lock, hold briefly and assess its
operation according to the table below (the values in brackets refer to model H 35). Repeat for the
opposite direction.

Symptoms Readings Assessment

1. Stiff steering. HP less than Safety valve of

150 (170) bar. servostat defective.
Dp 5 bar or more.

HP less than Gear pump 16 cc

150 (170) bar. defective.
Dp less than 4 bar. Replace the tandem pump.

2. Steering wheel can be HP under 100 bar, Leak in servostat or

turned further at stop Dp 5 bar or over. steering cylinder.
without much effort. Check as described below.

3. Steering wheel can be HP approx. Hydraulic steering system

turned as far as stop, 150 (170) bar as in order. If still faulty,
then blocked. required. replace the steering control
Dp 5 bar or over. valve.

To check for leakage in the steer cylinder, proceed as follows.

- Move the steer cylinder to the right as far as the stop.

- Disconnect the right-hand hose at the steer cylinder.
- Move (hold) the steer cylinder (with the steering wheel) to the stop - there should be no oil emerging.
- If oil is running out, check the packing and cylinder tube of the steer cylinder.
 Section 2.2
Service Training Page 55

2.2.14.7 EQUAL PRESSURE, START OF CONTROL AND END OF CONTROL

Connect low pressure gauge to port F of travel control unit. Start the engine
and read the pressure .

yes no
Pressure 17.5 - 21 bar. Refer to "Hydrostatic Travel Drive".

Connect a second low pressure gauge to port E at the travel control unit. Start
the engine, release the brakes and measure the Dp between ports E and F.

yes no Valves (19), (24) or (25) defective or

Dp = 5 bar maladjusted. Repair or replace the
or more. travel control unit.

Disconnect the low pressure gauge from ports E and F and connect it to ports
Y and Z at the servo control and measure the Dp.

Adjust the Dp by turning the rear

yes no bushing (seen in direction of travel)
Dp = 0 - 1.0 bar.
at the combi cover or replace the
combi cover.

Gently move the F and R travel pedals and measure the Dp at the start of
control (start of wheel rotation).

A
Section 2.2
Page 56 Service Training

yes Dp at start of control no Adjust the start of control with shims

= 4 +0.5 bar. (see cross section of control cover).

Fully depress the F and R travel pedals alternately and measure the Dp.

yes no
Dp = 10 - 11 bar.

Adjust the Dp to 10 - 11 bar with valve (25) of the travel control unit.

B C

Shims
 Section 2.2
Service Training Page 57

B C

yes no Combi cover defective, repair or

Dp can be adjusted.
replace.

Fully depress the F and R pedals alternately and measure the speed of the
right and left wheel, and determine the average wheel speed.

yes Average wheel speed no

In Order. Refer to "Hydrostatic travel drive".
180 -20 min-1.
Section 2.2
Page 58 Service Training
2.2.14.8 HYDROSTATIC TRAVEL DRIVE

TEST REQUIREMENTS

- Truck blocked up and secured so that both traction wheels can rotate freely.
- Power steering functioning.
- Hydraulic neutral position in order.
- Engine cover raised.
- Floor plate removed.
- Pedal adjustment in order.
- Brake pedal locked in position "brake applied".
- Front cover plate removed.
 Section 2.2
Service Training 06.01 Page 59

Install LP gauge toport F at travel control unit. Start the engine and read the
pressure.

yes Pressure min. 17.5 bar yes yes

Pressure over 21 bar. Pressure under 17.5 bar.
to max. 21 bar

Charge pressure valve

is set too high. Adjust set-
ting.

Check charge pressure valve, replace if necessary. Repeat test.

yes no Leakage in centre part of compact

Pressure now between
axle or in combi cover. Replace
17.5 bar - 21 bar.
axle or correct fault.

Install a second pressure gauge with adapter IV to port E of travel control valve.
Start engine, relase brake and compare pressures at E and F.

Dp between
yes ports E and F min. 5 bar no
and under 11 bar.

Reconnect line to port E or filter again. Check valve (32) in travel control and
remedy fault. Check if restrictor (26) is blocked; clean. Repeat check.

A B
Section 2.2
Page 60 Service Training

A B

yes Dp now min. 5 bar no Combi cover defective,

and under 11 bar. replace.

Increase engine speed to full rpm by hand. Compare pressures at ports E

and F.

yes Dp of 10 - 11 bar no
is attained.

Adjust valve (25) in combi cover set to Dp of 10 - 11 bar.

Valve (25) is defective.

yes no
Dp can be adjusted. Repair or replace travel
control unit.

Depress one drive pedal fully with brake pedal locked on and engine running

yes Engine accelerates no Check the engine speed

to full speed. control.

C
 Section 2.2
Service Training Page 61

C
Release the brake and alternately depress the F- and R-pedals approx. 1/3 of
pedal stroke.

yes Wheels rotate both no

forward and reverse

Measure the pressure at port F with the pedals depressed.

Leakage in high
pressure part of compact yes Pressure drops to no
axle. Replace acle or about 12 bar.
repair it.

Check brake system. Repeat test.

yes no
Wheels now rotate.

Reconnect lines at ports E and F. Install LP gauge with adapter to ports Y and
Z of pilot control. Start engine and compare pressure on gauges with the brake
released.

yes Equal pressure no

to max. Dp of 1.0 bar is
obtained.

D E F
Section 2.2
Page 62 Service Training

D E F
Set to equal pressure by turning the travel control shaft. See "Equal pressure
and start of control".

yes Equal pressure can no Combi cover is defective;

be adjusted repair or replace.

With brake released, fully depress F- and R-pedals alternately and measure
Dp on pressure gauges.

Servo circuit nozzle clog-

ged or pilot piston of pilot yes no Combi cover is defective;
control or servo valve of Dp of 10 - 11 bar
is reached. repair or replace.
servo control is defecti-
ve.

With brake released, depress F- and R-pedals fully alternately and calculate
average wheel speed.

The average
yes speed of 180 -20 rpm is no
reached in both
directions.

Install LP gauges with adapters to ports Y and Z of pilot control. Start the engine
and with brake released read the pressure on gauges.

G H
 Section 2.2
Service Training Page 63

G H

yes no
Dp 0 max. 1.0 bar.

Turn (in direction of travel) the front bushing of the travel control shaft until
equal pressure is attained.

yes Equal pressure no Combi cover is defective.

can be adjusted. Repair or replace.

With brake released, depress F- and R-pedals to stop and read the pressure
difference when in final position.

yes Dp of 10 - 11 bar no Combi cover is defective.

is reached in both Repair or replace.
directions.

With F- and R-pedals fully depressed, measure average wheel speed.

Possible causes: Pilot

Rated value piston is difficult to move.
yes no
of 180 - 20 rpm is attained Servo valve is defective.
in both directions. Internal leakage in high-
pressure section.

I
Section 2.2
Page 64 Service Training

I
With test connector install HP gauge at port HP of high-pressure test point (left
in travel direction). Seal port BR of travel control. Start engine, depress R-pedal
about 1/3 of travel and read LP at port F, and HP at test connector.

HP approx. see table. HP far below see table. HP and LP intermittent.

LP approx. 17.5 bar. LP approx. 17.5 bar.

High-pressure part for rever- Internal leakage. Possible Leakage in high-pressure

se travel is in order. causes: part for reverse travel.
Left charge valve on high- Dismantle axle and repair
pressure relief valve leaks. defect or replace axle.
Leakage at left high-pressure
superimposition, left pilot cy-
linder or short circuit valve.

Remove HP gauge from port HP and install it at port HS.

Repeat the same test with F-pedal depressed. Test results
now pertain to opposite direction of travel or components.

TABLE HIGH PRESSURE SERIES 351 -03

H 20 D 300 bar
H 25 D 350 bar
H 30 D 380 bar
H 35 D 435 bar

H 20 T 300 bar
H 25 T 380 bar
H 30 T 380 bar
 Section 2.3
Service Training Page 1

2.3 VEHICLE BODY

1 Counterweight 9 Lift mast

2 Engine hood 10 Lift chain
3 Battery room 11 Fork lock
4 Rear exhaust 12 Fork carrier
5 Driver overhead guard 13 Fork arm
6 Driver's seat 14 Final drive
7 Control dashboard 15 Frame
8 Lifting cylinder 16 Steer axle
Section 2.3
Page 2 Service Training
2.3.1 DISPLAY AND CONTROL ELEMENTS

1 Parking brake lever 10 Load-bearing capacity sticker (add-on unit)*

2 Starting switch with ignition key 11 Load-bearing capacity diagram
3 Steering wheel 12 Symbol sticker for working hydraulic unit
4 Horn 13 Actuating lever for working hydraulic unit
5 Display (concealed) 14 Drive pedal for forward driving
6 Rocker switch for additional function* 15 Brake pedal
7 Control lever for accessory hydraulic unit 16 Drive pedal for reverse driving
(add-on units)* 17 Fuses (concealed)
8 Symbol sticker for accessory hydraulic unit
(add-on units)* * Special equipment
9 Information label
 Section 2.4
Service Training Page 1

2.4 STEERING HYDRAULICS

Section 2.4
Page 2 Service Training

A Working hydraulics
B Pressure balance (overspeed controller)
C Supply
 Section 2.4
Service Training Page 3

2.4.1 EXPLANATION OF THE STEERING HYDRAULICS

The oil which is delivered by the pump (44) enters the steering control valve (J) at connection P2, passes
through the servostat (47), exits the valve at connection T, and is then fed to the supply unit via the filter
(L).
When the steering wheel is turned, connection P2/T is interrupted, and the oil from connection P2 is fed
to the steering cylinder (K) via connections R or L. Primarily, the maximum pressure is set to 120/150 bar.
Those restoring forces and related pressure peaks which arise whenever the steering wheel is inoperative
are limited by the shock valves (49).

Steering control valve, consisting of

46 Pressure relief valve H 20/25/30 120 bar

H 35 150 bar
47 Steering pump (servostat)
48 Check valve
49 Shock valves H 20/25/30 180 +20 bar
H 35 205 +20 bar
Section 2.4
Page 4 Service Training
2.4.2 STEERING AXLE

1 Wheel hub
2 Steering stub axle
3 Tie-rod bolt
4 Pivot bearing
5 Track rod
 Section 2.4
Service Training Page 5

EXPLANATION OF STEERING AXLE NUMBER

Steering axle number

302 H 11 5053

Serial no.
Month built
Year built
Axle type

2.4.2.1 DESCRIPTION

The rear wheels are controlled by a double-action balanced hydraulic cylinder which is mounted to the
steering cylinder and both steering stub axles with two track rods (fixed lengths).
Motion of the steering wheel activates the servostat which regulates the oil flow to the steering cylinder.
The oil is fed by a gearing wheel pump which is driven by the diesel engine.
The axle beam is attached to the frame with flexible bearings which permit the axle to move in an oscillating
manner on rough ground.
The steering cylinder is attached to the axle body with dowel pins and four screws.
A pivot bearing with gaskets is mounted to both ends of the track rods, and these are connected to the piston
rod and the steering stub axle with press-in pins and roll pins.
These connecting rods have a fixed length. For this reason, an axle alignment is not necessary.
Section 2.4
Page 6 Service Training
2.4.2.2 DISASSEMBLING THE STEERING AXLE

- Loosen ball-seat screws on both wheels.

- Jack the truck up in the rear and support it securely.
- Remove the rear wheels.
- Slide an oil pan underneath.
- Unscrew the oil pipes on both sides of the steer cylinder.
- Prop the steering axle (1).
- Turn out the fastening screws (4).
- Remove the shackle (3).
- Lower the steering axle (1) with buffer (2) slowly.
 Section 2.4
Service Training Page 7

2.4.2.3 INSTALLING THE STEERING AXLE

- Slip two rubber buffers (2) on to the central axle.

NOTE: The rubber buffers are not symmetrical - wide ridge on top!
- Insert the steering axle (1) from below in counterbalance, raise it a little until the rubber buffer (2) abuts
the counterweight, and prop it.
- Cover the fastening screws (4) with Loctite type 243.
- Screw two shackles (3) and rubber buffers (2) on with screws (4).
- Retighten screws (4) with 210 Nm.
- Screw the oil lines on both sides to the steering cylinder.
- Bleed the steering system by turning the steering wheel approximately 10 times from stop to stop.
- Mount the wheels.
- Lower the truck.
- Tighten the ball-seat screws of the wheels crosswise with 400 Nm.
Section 2.4
Page 8 Service Training
2.4.2.4 STEERING AXLE REPAIRS

NOTE: The work described in the following can be performed without having to remove the steer axle
from the truck.

2.4.2.4.1 DISASSEMBLY AND INSTALLATION OF THE STEERING CYLINDER

DISASSEMBLY

- Align the steering.

- Jack the truck up in the rear so that the wheels can spin freely, and support it securely.
- Unscrew the four fastening screws (3) from the steer cylinder (1).
- Pull the steer cylinder (1) off of the centering roll pins from behind.
- Remove the roll pin (5) from the pin (6).
- Place the push-out device (9)* over the collar of pin (6), place the jack (8) (6 - 8 t) on to the base plate
of the device, place the push-out pin (7) on to the plunger of the jack, and align the push-out pin (7).
- Use the jack (8) to press the pin (6) out.
- Remove the device and attach it to the opposite pin.
- Press the second pin out.
- Remove the device with the jack.
- Separate the two pipes (2) and (4) on the steering cylinder.
- Remove the steering cylinder.

* A drawing of the device is available from the Linde Customer Service department.
 Section 2.4
Service Training Page 9

INSTALLATION

- Lift the steer cylinder (10) into the steer axle - heed the centering roll pins.
- Insert the track rod (9) into the fork (8) on the steer cylinder (10), and align it.
- Insert the centering pin through the track rod (9) and the fork (8) of the piston rod.
- Align the pin (2) according to the illustration.
- Use the jack (4) to press the pin (2) in.
- Remove the jack and the centering pin.
- Drive the roll pin (1) into the pin centrically.
- Press in the second pin, and secure it with roll pin.
- Screw the pipe union nuts (6) and (7) on to the screwed connections of the steer cylinder, and tighten
them.
- Screw the steer cylinder to the steering axle using the four fastening screws (11), and tighten to
210 Nm.
- Check the steer axle for tightness.
Section 2.4
Page 10 Service Training
2.4.2.4.2 CHANGING THE STEERING CYLINDER GASKETS

- Remove the steer cylinder and clamp it into a vice.

- Pull out the piston rod (1) on one side against the stop.
- Drive the guide bush (5) in by approx. 1 - 2 mm.
- Loosen the snap ring (9) by hitting through the bore (3) at 2.5 mm, and remove it using a screwdriver.
- Slide the piston rod in direction of the dismounted snap ring, and drive out the guide bush (5) through
application of light blows (plastic hammer) to the opposite piston rod end.
NOTE: The piston rod can only be removed after the connection tubes of the hydraulic hoses have
been turned out.
- Pull the piston rod out of the cylinder, and remove the guide bush (5) from the piston rod.
- Remove the O-rings (4), the U-section ring (7), the scraper (8), and the guide tape (6) from the guide bush.
- Insert new O-rings, U-section ring, scraper, and guide tape, paying attention to the positions of the
individual sealing elements (please refer to Detail A).
- Remove the conical nipple (2) from the piston rod, and replace it with a new one.
- Remove the second snap ring (9).
- Remove the guide bush (5), and change the sealing elements.
- Grease or oil the guide bush (5) and the cylinder tube lightly, and insert them into the cylinder while paying
attention to their positions (the chamfer on the outer diameter points to the outside).
- Insert the snap ring (9).
- Carefully insert the piston rod (1) into the cylinder from the opposite side, and slide it through the guide
bush (5) to its stop. Do not damage the sealing lips of the sealing elements in this process.
- Insert the second greased guide bush (5), slide it in to its stop, and secure it with a snap ring (9).
 Section 2.4
Service Training 05.00 Page 11

2.4.2.4.3 STEERING STUB AXLE

1 Nut, tightening torque 290 Nm 7 Steering stub axle

2 Thrust washer 8 Spacer tube
3 Axle beam 9 Tapered roller bearing
4 Conical nipple 10 Conical nipple
5 Tapered roller bearing 11 Spacing ring
6 Steering swivel pin 12 Sealing ring (from 10/99)
Section 2.4
Page 12 Service Training
2.4.2.4.4 REPLACING THE WHEEL BEARINGS

- Loosen the wheel nuts.

- Jack the truck up.
- Dismount the wheel.
- Remove the grease cap (7).
- Loosen and turn out the nut (6).
- Drive out the wheel hub (1) from the inside to the outside using a go-easy hammer.
- Replace the outer bearing cup of the tapered roller bearings (2) and (5), and the rotary shaft seal (3).
- Pull the tapered roller bearings (2) from the steering stub axle (4), and replace them.
- Fill the wheel-bearing areas around the tapered roller bearings (according to the illustration) with grease.
- Place the wheel hub on to the steering stub axle, and drive the bearings (5) in, insert the thrust washer
(8), screw the nut (6) in, and tighten it with 225 Nm.
- Fill the grease cap (7) half-full with lithium-base grease (Part No. 7 33 74 00 160), and place it on to the
wheel hub, tightening it with light blows using the go-easy hammer.

1 Wheel hub 5 Outer tapered roller bearing

2 Inner tapered roller bearing 6 Castle nut
3 Rotary shaft seal 7 Grease cap
4 Steering stub axle 8 Thrust washer
 Section 2.4
Service Training Page 13

2.4.2.4.5 SETTING OF THE STEERING LOCK

1 Stop screw
2 Lock nut
3 Axle beam
4 Steering cylinder

In order to prevent the hydraulic steering cylinder from being damaged, the steering lock must be checked
and/or adjusted on the left and right after a steering stub axle, a track rod, or a steering cylinder have been
repaired.

- Loosen the lock nut (2), and turn the stop screw M12 x 60 (1) back by approx. 10 rotations.
- start the engine, and steer until the hydraulic steering cylinder has been completely extended.
- Turn in the stop screw until it comes into contact with the axle beam (3).
- Steer the steering cylinder (4) to its central position, and turn the stop screw (1) in by 2 - 3 rotations, then
lock it with nut (2).

NOTE: The steering lock for the other side is set in the same manner as described above.
Section 2.4
Page 14 Service Training
 Section 2.5
Service Training Page 1

2.5 CONTROLS

2.5.1 SPEED ADJUSTMENT

2.5.1.1 INSTRUCTIONS FOR ADJUSTMENT OF SPEED

Prerequisite: The engine is off, and the adjusting cylinder is completely retracted.

Setting procedure:

1. Mount the threaded rod (4) with angle joints to the outer bore of the injection pump lever (3), and to the
second-lowest bore of the transmission lever (5).

2. Turn the threaded rod (4) to put the control lever (3) of the injection pump into its idle speed stop position
(1) and to the stop position on the adjusting cylinder (6).

3. Start the engine, and extend the adjusting cylinder to its stop position.

4. The injection pump control lever must contact max. speed in its stop position (2), respectively must
press against the overload protection.

5. If stop position is not reached: Mount the threaded rod (4) to the transmission lever (5), moved up by
one or two bores.

6. Repeat the setting procedure, starting

with step 2. until the condition as de-
scribed under step 4. is obtained.

7. Tighten the counternuts on the threaded

rod (4) and angle joints.
Section 2.5
Page 2 10.98 Service Training
2.5.2 INSTRUCTIONS FOR ADJUSTMENT OF ACCELERATOR PEDALS

2.5.2.1 FORWARD AND REVERSE ACCELERATOR PEDALS, VERSION WITH WELDED PEDAL
ROCKER

SETTING

- On the pedal rocker (1), unscrew both hexagon nuts (2) belonging to the transmission linkage to the drive
transmitter.
- Level the pedals to the same height by attaching a straight rail and a screw clamp to the brake pedal.
- Loosen the hexagon nut (3) on the threaded rod (4) of the transmission linkage.
- Set the pedal rocker (1) to a side tilt angle of 4 ° using the template (please refer to the sketch).
- Turn the spherical type head (5) out of the threaded rod until the knuckle ball pivot (6) is flush with the
locating hole of the pedal rocker.
- Hang the knuckle ball pivot (6) in, and fasten it with hexagon nut (2).
- Adjust the pedal travel to 39 mm using the stop screws.
Height approx. 60 mm
Pedal case

Pedal rocker

Width approx. 60 mm
 Section 2.5
Service Training 10.98 Page 3

2.5.2.2 BRAKE PEDAL, WELDED PEDAL ROCKER VERSION

1. Lock the brake pedal (1) (after depressing to braking position, leaf spring (9)), pedal stroke is approx.
39 mm.
2. Loosen both lock nuts (5) on the threaded rod (4).
3. Adjust to 12.5 ± 0.5 mm by turning the threaded rod (4) (see illustration).
4. Tighten both lock nuts (5) on the threaded rod (4).
5. Unlock the brake pedal (1) (bring to the travel position).
6. Adjust the brake lever (6) at the combination block (8) by turning the grub screw (2) on the brake pedal
(1). Dimension 3.5 ± 1.5 mm between the front edge of the combination block and hexagonal nut on the
angle joint (7) at the brake lever (refer to illustration).
7. Tighten the lock nut (5) on the grub screw.

NOTE: The accelerator pedals and brake pedal can be at a different level.
For an easier adjustment of the brake pedal, two marking holes are provided from series 11/97
on with whose aid the pedal stroke for applying and releasing the brake can be set.
Section 2.5
Page 4 10.98 Service Training
2.5.2.3 FORWARD AND REVERSE ACCELERATOR PEDALS, LIGHT METAL PEDAL ROCKER
VERSION

- Using two Ø 6 mm pins (drilled holes (1)), set the pedals to 4° and bring both accelerator pedals to the same
height.
- Adjust the length of the accelerator linkage by turning the threaded rods, hooking them into the bracket
and fasten with 2 M10 hex nuts.
- Lock the threaded rods with two M10 hex nuts.
 Section 2.5
Service Training 10.98 Page 5

2.5.2.4 BRAKE PEDAL, VERSION WITH LIGHT METAL PEDAL ROCKER

- Depress the brake pedal until the leaf spring engages in the detent (braking position).
- Set the brake lever to the backmost position by turning the threaded rod until the drilled hole (1) (brake
lever) and slot (3) (combined block) are in line. Fix in position with the Ø 6 mm pin and lock the threaded
rod with two M6 hex nuts.
- Release the brake pedal (driving position).
- Adjust the front brake lever position by turning the grub screw in the brake pedal until the front edge of the
drilled hole (2) (combined block) and the rear edge of the brake lever are in line. Fix in position with the
Ø 6 mm pin and lock the grub screw with a M10 hex nut.
- Check that the start inhibit switch has operated (audible click) when the brake pedal is depressed and locked
in place.

NOTE: The height of the brake pedal plate can deviate from the height of the accelerator pedal plate.
Section 2.5
Page 6 10.98 Service Training
2.5.2.5 BOWDEN CABLE FOR PARKING BRAKE

- Press the brake pedal until the leaf spring (3) snaps into position.

- Put the lever on the instrument panel into the position "Brake Applied".

- Adjust the brake cable assembly (1) on the lower end by clamping the nipple (2) to a clearance of approx.
0.5 - 1.0 mm.

- Make a functional check. When the brake is released, the leaf spring (1) must be far enough away from
the notch.
 Section 2.6
Service Training Page 1

2.6 ELECTRICAL POWER SYSTEM

Section 2.6
Page 2 Service Training
2.6.1 WIRING DIAGRAM STANDARD EQUIPMENT

4C1 Noise suppression capacitor 53 V1/2/3 Decoupling diodes 28, 32, 42

V4 Recovery diode 59
F11 Fuse display device 5 A 32
F13 Fuse shut-off solenoid 5 A 58 X1 Plug-and-socket connector 15-pole
4F12 Fuse horn 15 A 54 X2 Plug-and-socket connector 12-pole
X3 Plug-and-socket connector single-pole 1
G1 Alternator with integral regulator 10 X7 Plug-and-socket connector two-pole 13
G2 Battery 1
Y1 Fuel cut-off valve 58
H1 Alternator indicator 28
H2-3 Engine temperature indicator 30, 32
H4 Hydraulic oil temperature indicator 34 CODE BASIC COLOUR
H5 Oil pressure indicator 36
H6 Suction filter vacuum indicator 38 BK black
H12 Turn indicator control 48 BN brown
H13 Fuel reserve indicator 40 BU blue
H24 Cooling fan 42 GN green
H25 Pre-heating 44 GY grey
H26 Particles filter - warning 46 OG orange
4H7 Audible warning device 54 RD red
VT violet
K1 Relief relay 20 - 22 WH white
K2 Starter relay 5, 13 YE yellow

M1 Starter 4
a to the special equipment circuit diagram
P1 Service hour counter 26 b to the circuit particles filter
6P3 Display device 25 - 50

R2 Heating element in wax engine 63

S1 Ignition and starting switch 13 - 17

S2 Engine temperature switch 32
S3 Oil temperature switch 34
S4 Oil pressure switch 36
S5 Suction filter vacuum switch 38
S6 Fuel reserve switch 40
S7 Temperature switch 50 °C 63
S8 Horn button 54
S14 Start inhibitor switch 13
 Section 2.6
Service Training Page 3

CIRCUIT DIAGRAMM H 20/25/30/35 D-03, TYPE 351

Section 2.6
Page 4 Service Training
 Section 2.6
Service Training 06.01 Page 5
Section 2.6
Page 6 06.01 Service Training
2.6.2 WIRING DIAGRAM STANDARD EQUIPMENT WITH AUXULIARY RELAY K3

F1 Fuse 50 A MTA 1 V1,3 Decoupling diodes 18,31

F2 Fuse 5 A 10 V5 Recovery diode 51
F3 Fuse 5 A 21
F4 Fuse 10 A 49 X1 Connector 16 pin 2,10,21-33
F5 Fuse 10 A 63 49,70-74
F6 Fuse 5 A X2 Connector 1 pin 1
(single pedal option) 71 X3 Connector 3 pin 10
F7 Fuse for options, not used 74 7X7 Connector 2 pin,
connection to soot filter 14,35
G1 Alternator with integral regulator 1,2
G2 Battery 4 Y5 Fuel cut-off valve 49
1Y1 Solenoid forward 70
H1 Alternator indicator 16 1Y2 Solenoid reverse 72
H2 Controller fault warning lamp 18
H3 Engine temperature indicator 21
H4 Hydraulic oil temperature indicator 23 CODE BASIC COLOUR
H5 Oil pressure indicator 25
H6 Suction filter vacuum indicator 27 BK black
H12 Turn indicator control 37 BN brown
H13 Fuel reserve indicator 29 BU blue
H24 Cooling fan 31 GN green
H25 Pre-heating 33 GY grey
H26 Particles filter - warning 35 OG orange
4H1 Audible warning device 63 RD red
VT violet
K2 Starter relay 7-10 WH white
K3 Auxiliary relay, terminal 15 65-67 YE yellow

M1 Starter 6,7

P1 Service hour counter 15

6P3 Display device 14-37

R2 Heating element in wax engine,

injection system 53

S1 Ignition switch 7-11

S2 Engine temperature switch 21
S3 Oil temperature switch 23
S4 Oil pressure switch 25
S5 Suction filter vacuum switch 27
S6 Fuel reserve switch 29
S7 Temperature switch 50 °C 53
S14 Brake pedal switch (start inhibit) 10
1S1 Single pedal switch 70-72
4S8 Horn button 63
 Section 2.6
Service Training 06.01 Page 7

CIRCUIT DIAGRAMM H 20/25/30/35 D-03, TYPE 351 WITH AUXILIARY RELAY K3

Section 2.6
Page 8 06.01 Service Training
 Section 2.6
Service Training 06.01 Page 9

2.6.3 WIRING DIAGRAM SPECIAL EQUIPMENT

5E2 Right dipped beam 25 9M1 Front wiper motor 63 - 64

5E3 Left dipped beam 28 9M2 Front, rear window washer 110
5E4 Front right marker light 36 9M3 Rear wiper motor 93 - 96
5E5 Front left marker light 31 9M6 Heater blower 118
5E6 Rear left marker light 33
5E8 Licence plate illumination 40 4S15 Switch rotating beam 7, 8
9E1-9E6 Spotlamp 10 - 22 5S11 Light control 28 - 33
9E13 Door-operated courtesy light 114 5S12 Warning light switch 47 - 54
5S13 Turn indicator switch 49 - 51
(F11) Fuse check point 9S1 Front windscreen wiper switch 72 - 77
Spot lamp 5 A 13 9S2 Rear windscreen wiper switch 103 -
5F31,32 Fuses turn indicator system 15 A 47, 49 106
5F33 Fuse left marker lights 9S3 Switch wipers washer 82 - 86
5A 30 9S5,6 Switch for spotlamp 12 - 20
5F34 Fuse right marker lights 9S7 Switch for safety shut-off single-
5A 35 pedal device 1-3
5F35 Fuse left dipped beam
15 A 28 5X1 Plug-and-socket conn. 9-pole 28, 30,
5F36 Fuse right dipped beam 46 - 56
15 A 25 5X2 Plug-and-socket conn. 6-pole 25 - 36,
9F15 Fuse heating, 46, 54
rotating beam 20 A 7, 118 5X3 Plug-and-socket conn. 6-pole 33, 38,
9F16 Fuse safety shut-off single- 46, 54
pedal device 5 A 2 5X4a Plug-and-socket conn. 6-pole 25, 35,
9F21 Fuse front windscreen wiper 52
15 A 77 5X4b Plug-and-socket conn. 6-pole 28, 31,
9F22 Fuse, rear windscreen wiper, 49
roof 15A 107 5X5 Plug-and-socket conn. 3-pole 41
9F23 Fuse courtesy light 9X1 Plug-and-socket conn. 9-pole ?
5A 114 9X2 Plug-and-socket conn. 9-pole ?
9F24-26 Fuse spotlamp 20 A 12, 18, 9X3 Plug-and-socket conn. 6-pole 63 - 66
20 9X5 Plug-and-socket conn. 2-pole 110
9X6 Plug-and-socket conn. 4-pole 13 - 20
4H14 Rotating beam 7 9X7 Plug-and-socket conn. 6-pole 10, 13
4H15 Switch illumination 1.2 W 8 9X8 Plug-and-socket conn. 6-pole 16, 18
5H8 Front left flasher signal 49 9X9 Plug-and-socket conn. 6-pole 20, 22
5H9 Left rear flasher signal 46 9X10 Plug-and-socket conn. 3-pole 1-3
5H10 Front right flasher signal 52 9X11 Plug-and-socket conn. 3-pole 2
5H11 Right rear flasher signal 54 9X12 Plug-and-socket conn. 3-pole 1-3
5H12,13 Switch illumination 1.2 W 32, 52 9X13 Plug-and-socket conn. 4-pole 93, 96
9H1-9H6 Switch illumination 1.2 W 14,16,
77, 85, 9Y3/4 Solenoid valves safety shut-off
107 single pedal device 1, 3

5K1 Turn indicator flasher 52, 54

9K1 Front interval relay 62 - 67
9K2 Rear interval relay 92 - 96
Section 2.6
Page 10 06.01 Service Training
SPECIAL EQUIPMENT

1 Single-pedal actuation
2 Rotating beam
3 Spotlight
4 Lighting
5 Turn indicator and hazard flasher system
6 Front windscreen wiper
7 Rear windscreen wiper
8 Courtesy light
9 Heating

CABLE COLOURS

BK black
BN brown
BU blue
GN green
GY grey
OG orange
RD red
VT violet
WH white
YE yellow

a to the basic equipment circuit diagram

 Section 2.6
Service Training 06.01 Page 11

CIRCUIT DIAGRAMM FOR OPTIONAL EQUIPMENT H 20/25/30/35 D-03, H 20/25/30 T-03, TYPE 351
Section 2.6
Page 12 06.01 Service Training
 Section 2.6
Service Training 06.01 Page 13

2.6.4 DISPLAY DEVICE

The display device contains the following control and display elements:

1 Service hour counter

2 Functional check for service hour counter
3 Cooling water temperature check
4 Particulate filter check*
5 Oil temperature check hydraulics
6 Engine oil pressure check
7 Glow-plug test*
8 Direction indicator test*
9 Alternator indicator
10 Low fuel check
11 Air filter check

* Special equipment
Section 2.6
Page 14 06.01 Service Training
2.6.4.1 DESCRIPTION OF FUNCTION AND MALFUNCTIONS

DISPLAY ELEMENT PURPOSE POSSIBLE MALFUNCTION

Service hour counter (1). displays the operating hours of the NOTE
The count field (13) displays the full stacker. The display serves as The past service hours must be noted
service hours, the number (12) evidence of the period of employment whenever a defective service hour
indicates tenths of an hour. of the stacker, and indicates counter is replaced. Attach this
inspection and maintenance work to information to a punched strip and
be performed. deposit it near the service hour
counter.

Functional check for the service hour indicates that the service hour
counter (2) counter is in operation

Cooling water temperature check (3) indicates that the cooling water - Ventilator V-belt tension too low
temperature is too high - radiator dirty
- leak in the cooling circuit
- engine coolant level too low

Particulate filter check* (4) indicates that the particulate filter is - regenerate the particulate filter
due for regeneration

Oil temperature check for the monitors the oil temperature of the - insufficient oil in hydraulic circuit
hydraulic system (5) hydraulic system - wrong oil used
- oil filter clogged
- oil cooler dirty

Engine oil pressure check (6) indicates that the oil pressure for - insufficient oil in crankcase
engine lubrication is too low - engine too hot
- wrong oil used
- internal leak in lubricating oil circuit

Glow-plug test* (7) lights up during cold start function*

Direction indicator test* (8) (Special indicates the function of the turn
equipment StVZO [C.U.R.]) indicator system when the turn
indicators are on

Battery charge indicator (9) indicates malfunctions in the - V-belt either torn, or V-belt not
electrical power system tight enough
- defective cable
- three-phase dynamo defective
- charging regulator or regulator cut-
out defective

Low fuel check (10) indicates a fuel reserve volume of

approx. 5.5 l

Air filter check (11) indicates that the air filter is - air-cleaner element dirty
excessively dirty

* Special equipment
 Section 2.7
Service Training Page 1

2.7 WORKING HYDRAULIC SYSTEM

Section 2.7
Page 2 Service Training
2.7.1 CONNECTION DIAGRAM OF THE WORKING HYDRAULIC SYSTEM

1 Multi-bank valve complete, consisting of 9 Pressure balance

2 Directional-control valve - hydraulic unit 10 Pressure relief valve
3 Directional-control valve - hydraulic unit 10a Orifice
4 Directional-control valve - incline 11 Working cylinder
5 Directional-control valve - raise Additional hydraulic
6 Pilot-controlled check valves unit
7 Shuttle valves 12 Working cylinder
8 Pressure-reducing valve 13 Tilt cylinder
8a Orifice 14 Countertorque lowering valve
8b Orifice
 Section 2.7
Service Training Page 3

2.7.2 EXPLANATION OF THE WORKING HYDRAULIC SYSTEM

When control levers are in neutral and engine stopped the pumps (C), directional-control valves (2), (3),
(4) and (5), as well as the pressure balance (9) are switched in their locked positions. Connection P1 is
connected with connection A1 via pressure-reducing valve (8).

Whenever the engine is running, the delivery flow from the pump (43) enters the valve block at connection
P1, and switches the pressure balance (9) into open position against the spring load, meaning almost zero
pressure circulation. The spring tension of the pressure balance, and the pressure at connection P1 are
balanced, the Dp is approx. 4 bar. Connection HB is connected with sequence valve (41) which is in its
closed position.

Operation of a control lever causes the load pressure to be passed on to the pressure-limiting valve (10)
and the spring space of the pressure balance (9) through a special spill port in the distributing slide valve
of the respective directional-control valve via the shuttle valves (7) and the orifice (10a). The changed power
ratio which is created by this process causes the balance to be put into its closed position, so that a volume
flow travels to the consuming unit via the switched directional control valve, the extent of which depends
on the adjustment of the directional-control valve slide. The residual volume is delivered directly to
connection T3 by the pressure balance.

As soon as the adjusting pressure of the pressure-limiting valve (10) is reached, the maximum valve opens
and permits oil to be delivered to connection T3. The resulting Dp at the orifice (10a) causes the load
pressure to be greater than the response pressure, and the pressure balance is regulated in such a manner
that only an adequate volume of oil can flow through it to maintain the Dp at the orifice (10a), while the excess
volume is delivered by the pressure balance (9) to connection T3.

SPEED REGULATION

The inlet of the pressure-reducing valve (8) is connected to channel P1 while the outlet is connected to the
speed adjustment via connection A1. The actual value signal is connected to the tank via the orifice path
(8a)/(8b); if the raising slide, however, is inoperative, the orifice (8b) is closed. Thus, the actual value for
the pressure-reducing valve is taken at a point between the orifices (8a) and (8b). Whenever the directional-
control valve tilt (4) or accessory hydraulic unit (2) or (3) is selected, the pressure-reducing valve reduces
the pressure level to approx. 7 bar on the outlet side, thus causing the engine speed to rise to approx. 1200
min-1.

Whenever valve (5) is actuated, orifice (8b) is gradually opened during raising, depending upon the extent
of adjustment travel of the slide (5), and this creates a connection to the tank. This process results in a Dp
between the signal for speed increase and the actual value reading, the size of which depends upon the
adjustment travel of the slide (5). Thus, the pressure level for engine adjustment will increase to such an
extent that the engine will accelerate to its maximum speed. Since there is no pressure build-up at
connection P1 during lowering, the engine speed will not be increased in this case.
Section 2.7
Page 4 Service Training
2.7.3 SEALING OF THE CONTROL VALVE

SEALING OF THE CONTROL VALVE SLIDES

- Remove the control valve.

- Remove the slide cover after the two fastening screws have been screwed out.
- Pull the slide out to the bottom, and mount a new seal set.

SEALING OF THE VALVE SEGMENTS

- Pull out the three tension bolts after the retaining nut M8 has been screwed out.
- Separate the individual valve segments from each other.
- Mount the new seal set.
- The torque for the retaining nuts of the tension bolts must be observed during assembly of the valve
segments.
 Section 2.7
Service Training Page 5

2.7.4 SETTING OF THE PRESSURE-LIMITING VALVE

The pressure-limiting valve (1) is built into the first section of the control valve block.

- Connect the pressure test gauge to the working hydraulic unit (pertaining to the type with accessory
hydraulic unit, the quick coupling is the best position for this).
- Loosen the lock nut (2) of the adjusting screw (3).
- Set the pressure level according to the table by turning the adjusting screw (3).

NOTE: Set values only apply to the upper idle speed of the engine.

PRESSURE-SETTING VALUES

Mast Type H 20 H 25 H 30 H 35

Standard 183 195 - - -

Duplex 183 205 - - -
Triplex 183 205 - - -
Standard 186 - 175 200 215
Duplex 186 - 175 200 225
Triplex 186 - 185 215 225

all set values in bar

Section 2.7
Page 6 Service Training
2.7.5 TILT CYLINDER

2.7.5.1 REMOVAL AND INSTALLATION OF THE TILT CYLINDER

REMOVAL

- Lower the fork carrier and tilt the mast completely to the front.
- Secure the lift mast with a crane against tilting.
- Remove the base plate.
- Unscrew the hydraulic connections in the front (9) and rear (10) of the tilt cylinder (1).
- Drive out the roll pin (7) in the front tilt cylinder bolt (6).
- Drive out the front tilt cylinder bolt (6).
Make sure that the lubricating nipple (5) of the bolt (6) is not damaged in this process.
- Loosen the mounting of the tilt cylinder bolt in the rear (2x ZS M16x100 (2))
- Remove the tilt cylinder (1) from the vehicle.

INSTALLATION

- Attach the tilt cylinder (1) to the mounting with the rear attachment of the tilt cylinder bolt (2x ZKSM16x100),
torque 275 Nm.
- Align the position of the self-aligning bearing (10) with the seating.
- Drive in the tilt cylinder bolt - observe the position of the roll pin (7) bore.
- Drive in the roll pin.
- Insert the tilt cylinder in the front of the front seat.
- Connect the hydraulic lines.
- Lubricate the self-aligning bearing.

1 Tilt cylinder 6 Bolt

2 Cylinder head screws 7 Roll pin
3 Pin 8 Self-aligning bearing
4 Lubricating nipple 9 Hydraulic line
5 Lubricating nipple 10 Hydraulic line
 Section 2.7
Service Training Page 7

2.7.5.2 SEALING OF THE TILT CYLINDER

- Screw out the front angular screw union (2).

- Drain the oil from the tilt cylinder.
- Slide the cylinder head (7) into the cylinder tube (1) by approx. 5 mm.
- Insert the drift through the opening on the front end of the tilt cylinder, and press the circlip (10) to the left.
- Press the circlip (10) out using a screwdriver.
Caution: the circlip can jump out (cover it from above with a cloth).
- Use a triangular scraper to remove any burrs which may have been created by the circlip.
- Pull out the cylinder head (7) by pulling the piston rod (5).
- Loosen the pinch bolt (11) on the eye bolt (12).
- Screw the eye bolt (12) off of the piston rod (5).
- Replace the sealing kit. The sealing kit consists of the piston cup (4), guide tape (3), U-section ring (6),
scraper (8), and O-ring (9).
- During assembly, make sure that the cylinder head (7) is not inserted too far into the cylinder tube (1) since
this would cause the O-ring to be sheared off by the opening of the front angular screw union (2).

ATTENTION: During assembly, the pinch bolt (11) must be tightened with 77 Nm.

1 Cylinder tube 7 Cylinder head

2 Angular screw union 8 Scraper
3 Guide tape 9 O-ring
4 Piston cup 10 Circlip
5 Piston rod 11 Pinch bolt
6 U-section ring 12 Eye bolt
Section 2.7
Page 8 Service Training
2.7.5.3 SETTING OF THE SIDE TILT ANGLE

After the eye bolt (2) on the tilt cylinder (1) has been removed, the side tilt angle of the lift mast must be
reset.
Make sure that both tilt cylinders are absolutely set in the same manner. If this condition is not met the lift
mast will twist during forward or rearward tilting.

- Loosen the fastening screw (3) on the eye bolts (2) of the tilt cylinder (1).
- Attach an angle protractor to the mast.
- Raise the forks and tilt the mast completely to the front.
- Place a fork spanner on to the key area of the piston. Turn the piston until a side tilt angle of 5 ° to the
front is obtained.
- Adjust the other tilt cylinder in the same manner.
- Tilt the mast all the way back.
- Check the side tilt angle during back-tilt in accordance with the Accident Prevention Regulations table.
 Section 2.8
Service Training Page 1

2.8 LIFT MAST

A lift mast number has been embossed into the profile of the lift mast for identification purposes (production
number).

Two types of lift masts are available for the 351-03 model.

351-03 H 20

Standard Lift mast Type 183

Duplex Lift mast Type 183
Triplex Lift mast Type 183

NOTE: The 7th digit of the production number distinguishes the design type with lift mast type 183.

Standard 1
Duplex 2
Triplex 3

For example: 183 F06 1023 42 Design type standard

351-03 H 25 - H 35

Standard Lift mast Type 186

Duplex Lift mast Type 186
Triplex Lift mast Type 186

NOTE: The 7th digit of the production number distinguishes the design type with lift mast type 186.

Standard 1
Duplex 2
Triplex 3

For example: 186 F06 2236 32 Design type duplex

Section 2.8
Page 2 Service Training
2.8.1 STANDARD LIFT MAST TYPES 183/186

Principally, the structure and function of standard lift mast types 183/186 are the same as those of type 163.
The differences are to be found in the mast profile of the outer mast, the U-profile section in contrast to the
T-profile section with type 163, and the arrangement of the lifting cylinders which are now located behind
the mast profile.

SECTIONAL VIEW OF THE STANDARD LIFT MAST

 Section 2.8
Service Training Page 3

2.8.2 DUPLEX LIFT MAST TYPES 183/186

The structure and function of duplex lift mast types 183/186 are similar to those of lift mast type 164. The
characteristic difference, as is the case with the standard mast, is to be found in the profile shape of the
outer mast and the arrangement of the lifting cylinders.

SECTIONAL VIEW OF THE DUPLEX LIFT MAST

Section 2.8
Page 4 Service Training
2.8.3 TRIPLEX LIFT MAST TYPES 183/186

Triplex lift mast types 183/186 are also similar in structure to lift mast type 165. The differences are to be
found in the profile shape (outer mast), the arrangement of the lifting cylinders, and the absence of the outer
chains which are substituted by an additional lifting cylinder. Regarding the function of the lift mast, it must
be mentioned that, after the middle cylinder has been extended (free lift), the inner cylinders raise the middle
mast completely, after which the outer lifting cylinders extend the inner mast in order to obtain the maximum
lifting height.

SECTIONAL VIEW OF THE TRIPLEX LIFT MAST

 Section 2.8
Service Training Page 5

2.8.4 DISASSEMBLING, MOUNTING THE LIFT MAST (ALL TYPES)

- Remove the fork arms.

- Lower the fork carrier.
- Tilt the mast completely to the front.
- Disconnect the pressure lines and perhaps the accessory hydraulic lines between the vehicle and the lift
mast.
- Attach a cable to the upper cross member of the outer mast, hitch it on to the hoist, and pre-stress it.
Observe the lift capacity of the hoist and the cable.
- Loosen the holding clamps on both bellows of the tilt cylinders.
- Drive out the hollow roll pin on the left and right seats of the tilt cylinder.
- Drive out the tilt cylinder bolt - take care of the lubricating nipples.
- Remove the bearing shells of the mast bearing on the left and right, and lift the mast out of its bedding.
- The lift mast is mounted in the reverse order (torques for the mast bearing bolts 195 Nm).
- The lifting cylinders must be bled, and the tilt cylinders and lift mast bearings must be lubricated at initial
operation.
Section 2.8
Page 6 Service Training
2.8.5 LIFTING CYLINDERS

2.8.5.1 LIFT MAST TYPE 183 WITH FINAL POSITION DAMPING

1 Piston rod 8 Cylinder tube

2 Scraper 9 Lift stop
3 Cylinder head 10 Guide ring
4 U-section ring 11 Circlip
5 Pick-up for 'C' spanner 12 Spring
6 O-ring 13 Immersion piston
7 Bleed screw 14 Pick-up for hexagonal spanner
 Section 2.8
Service Training Page 7

2.8.5.2 LIFT MAST TYPE 186 WITH FINAL POSITION DAMPING

1 Piston rod 9 Cylinder tube

2 Scraper 10 Disc
3 Cylinder head 11 Spring
4 U-section ring 12 Circlip
5 Pick-up for 'C' spanner 13 Immersion piston
6 O-ring 14 Lift stop
7 Bleed screw 15 Throttle bore
8 Guide bush 16 Pick-up for hexagonal spanner
Section 2.8
Page 8 Service Training
2.8.5.3 REMOVING/INSTALLING THE OUTER LIFTING CYLINDER - LIFT MAST TYPES 183/186

- Fully lower the mast and tilt it forward so that no pressure is applied to the system and access is ensured!
- Remove the circlip (2) at the top of the piston rod of the lift cylinder (3).
- Disconnect the connection line (5) at the bottom of the lift cylinder and seal the opening at the hose with
a dummy plug.
- Fully extend the inner mast (1) with the operational lift cylinder. Secure the inner mast against lowering!
- Lift out the faulty lift cylinder downward in the direction of travel. (First lift up briefly in order to allow a fitting
at the bottom of the cylinder to be lifted over the cross member of the outer mast.)
- Installation of the lift cylinder (3) is in the reverse order of removal.
- Install the lift cylinder.
- Remove the safety device securing the inner mast and lower the inner mast.
- Install the circlip (2).
- Connect the connection line (5).
- Bleed the hydraulic circuit.

1 Inner mast 4 Bedding

2 Circlip 5 Connection line
3 Lifting cylinder
 Section 2.8
Service Training Page 9

2.8.5.4 REMOVING/INSTALLING THE MIDDLE LIFTING CYLINDER

- Raise the fork carrier with the working hydraulic system by approx. 10 cm.
- Secure the fork carrier in this position to prevent it from lowering.
- Actuate the working hydraulic system so that the middle lifting cylinder retracts again and the chains are
loose.
- Remove the shackles (2) on the guide pulleys (1) of the chains.
- Remove the chains from the guide pulleys (1).
- Remove the connection line on the lower side of the lifting cylinder (4).
- Remove the retaining shackle (3) of the cylinder (4).
- Remove the lifting cylinder (4).

1 Guide pulley
2 Shackle
3 Retaining shackle
4 Lifting cylinder
Section 2.8
Page 10 Service Training
2.8.5.5 SEALING OF THE LIFTING CYLINDERS

- Dismantle the bracket and guide pulley on the middle lifting cylinder. Regarding the outer cylinders of
duplex and triplex lift masts, the connecting clamp to the middle lifting cylinder must be removed.
- Clamp the base section of the cylinder into a vice.
- Heat the cylinder head (3) (it is secured with Loctite), and unscrew it from the cylinder tube (6) with a pin
spanner.
- Remove the scraper (1), the U-section ring (2), and the O-ring (4) from the cylinder head (3).
- Install a new gasket set.
- Mount the cylinder head (3) with Loctite type 243.

1 Scraper 6 Cylinder tube

2 U-section ring 7 Piston rod
3 Cylinder head 8 Bleed screw
4 O-ring 9 Conical nipple
5 Guide bush

NOTE

The piston rod consists of a tube. The top piston plate is inserted into the upper end of the piston cover.
The circlip with the piston tube make it a non-detachable unit.

In the event of an oil loss in the upper piston cover, the lower piston cover is leaky and must be dismantled,
cleaned and re-installed with Loctite 243.
 Section 2.8
Service Training Page 11

2.8.5.6 ADJUSTMENT OF THE LIFT MAST CHAIN - ALL TYPES

The lift mast chain elongates throughout operation and must be re-adjusted for this reason.

- Tilt the lift mast all the way back and lower it completely.
- Adjust the chain by turning the adjusting nut on the chain armature.
- The lower guide pulley of the fork carrier may only protrude out of the inner lifting frame guide rail by a
maximum of 30 mm.

Protrusion
dimension
Section 2.8
Page 12 05.99 Service Training
2.8.5.7 SETTING OF THE ROLLER CLEARANCE

2.8.5.7.1 FORK CARRIER ROLLER CLEARANCE - ALL TYPES

FORK CARRIER - INNER MAST

SETTING OF RADIAL CLEARANCE (RS)

Dimension "RS" Supporting rollers

Position A+B+C
from to FH Part-No.:
see Parts Catalogue

- 81.3 Support roller size 1

81.3 81.6 Support roller size 2
81.6 81.8 Support roller size 3

PERMISSIBLE LATERAL CLEARANCE (AS)

The clearance dimension is adjusted with adjusting

shims which are slipped over the centering pivot.

- Support roller A + B
min. 0, max. 0.2 at narrowest point.

- Support roller C
Number of adjusting shims same as A + X.

Dimension "X" is embossed into the fork carrier ridge

(please refer to the sketch).
 Section 2.8
Service Training 05.99 Page 13

2.8.5.7.2 OUTER, MIDDLE AND INNER MAST ROLLER CLEARANCE - ALL TYPES

Illustrated: Support roller on inner mast to middle mast

SETTING OF RADIAL CLEARANCE (RS)

Dimension "RS" Support rollers

from to FH Part-No.:
see Parts Catalogue

- 81.3 Support roller size 1

81.3 81.6 Support roller size 2
81.6 81.8 Support roller size 3

PERMISSIBLE LATERAL CLEARANCE (AS)

The clearance dimension is adjusted with adjusting

shims which are slipped over the centering pivot.

- Adjusting clearance at narrowest point 0 + 0.2.

The clearance dimension is adjusted with adjusting shims.
Section 2.8
Page 14 05.99 Service Training
2.8.5.7.3 OUTER, MIDDLE AND INNER MAST ROLLER CLEARANCE, TYPE 183/186

(Illustrated: Support Roller on Inner Mast to Outer Mast)

SETTING OF RADIAL CLEARANCE (RS)

Dimension "RS" Support rollers

from to FH Part-No.: Guide
see Parts Catalogue

- 126.3 Support roller size 1

126.3 126.6 Support roller size 2
126.6 126.8 Support roller size 3

PERMISSIBLE LATERAL CLEARANCE (AS)

The clearance dimension is adjusted with adjusting

shims which are slipped over the centering pivot.

- Adjusting clearance at narrowest point 0 + 0.2.

 Section 2.9
Service Training 05.99 Page 1

2.9 LPG TRUCKS H 20/25/30/35 T-03, SERIES 351

2.9.1 ENGINE RENAULT

2.9.1.1 ENGINE

2.9.1.1.1 ENGINE SPECIFICATIONS

Engine type Renault F3R 262

No. of cylinders 4
Displacement 1998 cc
Power 32 kW at 2500 RPM
Compression ratio 9.8 : 1
Compression 15 bar rating
wear limit 8 bar
Max. admissible pressure difference 4 bar
Lower idle speed 1000 +50 RPM
Upper idle speed 2500 +50 RPM
Rated speed 2500 RPM
Speed limit 3200 RPM
Valve clearance (cold engine) intake 0.20 ± 0.05 mm
exhaust 0.40 ± 0.05 mm
Ignition electronic firing order
Ignition point 15° at 1000 RPM
Electrode gap (spark plug) 0.8 mm
Firing order 1-3-4-2
Lubricating oil pressure at 1000 RPM
and oil temperature of 80 °C 1 bar
No. 1 cylinder power takeoff (flywheel end)
Section 2.9
Page 2 05.99 Service Training
2.9.1.1.2 EXPLANATION OF ENGINE SERIAL NUMBER

The identification plate is located on the engine block between the oil dipstick and the flywheel.

Structure of engine number

F 3 R 2 62

Engine code number (Linde)

Code number (Linde)
Displacement
Piston
Type

B 000042

Manufacturer's serial number

 Section 2.9
Service Training 05.99 Page 3

2.9.1.1.3 VALVE CLEARANCE CHECK AND ADJUSTMENT

Valve clearance is measured between the tappets and

Set valves to Check valve clearance,
cams with the aid of a feeler gauge. The cams of the overlapping adjust as necessary
valves to be measured are at top dead centre (TDC).

Compare the measured values with the specifications

and change the shims, if necessary.

The shims are available with the following thickness:

from 3.25 to 4.25 mm in steps of 5/100, and also shims
ranging from 4.30 - 4.00 - 4.50 mm.

2.9.1.1.3.1 SHIM RENEWAL

Use tool P/N 000 941 97 23.

Do not forget to align the recesses (A)on the tappet at

a right angle to the camshaft:

Valve clearance with engine cold:

Intake: 0.20 mm
Exhaust 0.40 mm

Shim thickness is engraved on the shim; the engraved

side must point to the tappet.
Section 2.9
Page 4 05.99 Service Training
2.9.1.1.4 ENGINE TIMING

The camshaft is mounted in the cylinder head (overhead) and it is driven by a toothed belt.
The service life of the toothed belt and the correct drive of the camshaft rely upon the correct adjustment
of belt tension:

- a slack belt can skip one or more teeth when the engine is running (valves can possibly strike the
pistons),

- an overly tight belt wears fast and causes running noise.

 Section 2.9
Service Training 05.99 Page 5

2.9.1.1.5 TOOTHED BELT REMOVAL AND INSTALLATION

2.9.1.1.5.1 REMOVAL

- Remove the spark plugs.

- Turn the crankshaft to TDC of no. 1 cylinder.
- Remove the plug (1) and correctly install blocking drift P/N 000 008 61 00 (2).
- Remove the V-belt from the fan and the flat belt from the alternator.
- Remove the toothed belt cover.
- Loosen and remove the pulley (3).
- Loosen bolt (6) and remove the toothed belt.

2.9.1.1.5.2 INSTALLATION

- Check that the blocking drift P/N 000 008 61 00 (5) is installed correctly.
- Remove the distributor cap and the rotor arm, while preventing the camshaft from turning with device WM
139 (8) P/N 000 940 90 00. (No. 4 cylinder valves must be overlapping, as the case may be.)
- Put the toothed belt (4) in place.
- Remove device WM 139 P/N 000 940 90 00.
- Using a 45 mm M6 bolt (7) exert pressure on the tensioner (6) and tighten the toothed belt (4).
- Measure belt tension with belt tension gauge P/N 000 941 85 02 (5), scale range 12 ... 13.
- Tighten the tensioner to 20 Nm.
- Remove the blocking drift P/N 000 008 61 00 (2) and close the bore with plug (1).
- Rotate the crankshaft two turns in the direction of engine rotation and recheck that toothed belt tension
is as specified.
Section 2.9
Page 6 05.99 Service Training
2.9.1.1.6 TIMING GEAR RENEWAL

2.9.1.1.6.1 CAMSHAFT SPROCKET

Remove the camshaft sprocket using tool P/N

000 007 99 00. When installing the sprocket, be sure to
tighten it to 50 Nm.

2.9.1.1.6.2 INTERMEDIATE SHAFT SPROCKET

Remove the intermediate shaft sprocket with tool

WM 137 P/N 000 941 90 50. When installing the
sprocket, be sure to tighten it to 50 Nm.

2.9.1.1.6.3 CRANKSHAFT SPROCKET

Use puller WM 21 to remove the sprocket.

When installing the sprocket, be sure to tighten it to
120 Nm.
 Section 2.9
Service Training 05.99 Page 7

2.9.1.1.7 CYLINDER HEAD

2.9.1.1.7.1 REMOVAL

- Loosen the toothed belt tensioner.

- Remove the toothed belt.

- Remove the ancillary parts at the cylinder head:

intake and exhaust manifold, ignition distributor, rocker
cover.

Remove the cylinder head bolts (observe sequence).

Hit the cylinder head with a wooden block to loosen

from the engine block.
Section 2.9
Page 8 05.99 Service Training
2.9.1.1.7.2 CLEANING

Do not remove deposits on the sealing faces of light

metal parts with a scraper. Remove any gasket rem-
nants only with DECAPJOINT.
Apply the product to the surface to be cleaned, allow to
soak for 10 minutes and then remove the loosened
gaskets remnants with a wooden scraper.

Wearing gloves is recommended.

This work must be performed with the utmost care in

order to prevent any foreign objects entering the cam-
shaft lubricating passages. (These lubricating pas-
sages are both in the engine block and the cylinder
head.)

If these passages are plugged, damage will result to

the camshaft and tappets in the long term.

2.9.1.1.7.3 SEALING FACE CHECK

Check with a steel ruler and a set of feeler gauges.

- Maximum distortion 0.05 mm

Do not rework the sealing face.

 Section 2.9
Service Training 05.99 Page 9

2.9.1.1.7.4 CYLINDER HEAD INSTALLATION

- Position the crankshaft on TDC 1.

- Put the cylinder head gasket in place.
- Set the marking on the camshaft sprocket to the
12 o'clock position to prevent any contact between
the valves and the pistons when putting the cylinder
head in place.

- Put the cylinder head in place - it is centred by

sleeves (A) - and tighten the cylinder head bolts in the
correct sequence.
Section 2.9
Page 10 05.99 Service Training
2.9.1.1.7.5 TIGHTENING THE CYLINDER HEAD BOLTS

Perform the work in the described sequence:

- 1st tightening: 30 Nm
- 2nd tightening: 70 Nm

Wait at least 3 minutes.

Loosen all bolts and then:

- 1st tightening: 20 Nm
- 2nd tightening (graduated disc): 123 ° ± 2 °

NOTE: The cylinder head bolts do not have to be

retightened when the engine is warm or
after 50 service hours.
 Section 2.9
Service Training 05.99 Page 11

2.9.1.1.8 RADIAL SEAL REMOVAL

2.9.1.1.8.1 CAMSHAFT SEALS

RADIAL SEAL ON THE FLYWHEEL END

- Remove the no. 1 camshaft bearing bracket.

- Remove the seal.
- Install the bearing bracket.
- Press in a new seal using tool P/N 000 010 10 01.

RADIAL SEAL ON THE TIMING GEAR END

- Remove the no. 5 camshaft bearing bracket.

- Remove the seal.
- Install the bearing bracket.
- Press in a new seal using tool P/N 000 009 88 02.
Section 2.9
Page 12 05.99 Service Training
2.9.1.1.8.2 CRANKSHAFT SEALS

For the crankshaft seal renewal the engine must be

removed from the truck.

RADIAL SEAL ON THE FLYWHEEL END

- Remove the flywheel.

- Remove the bearing cap seal.
- Press in a new seal with tool P/N 000 009 91 00.

RADIAL SEAL ON THE HOUSING COVER

- Pull the sprocket from the camshaft.

- Remove the seal from the housing cover.
- Press in a new seal using tool P/N 000 009 90 02.
 Section 2.9
Service Training 05.99 Page 13

2.9.1.1.8.3 INTERMEDIATE SHAFT SEAL

- Remove the intermediate shaft housing cover.

- Remove the seal.
- Press in the new radial seal until the installation drift
P/N 000 009 89 00 contacts the support.
The tool is designed so that the new seal is installed
at a slight offset to the old one (due to any possible
grooves).
- Check that the centring pins are in the engine block.
Section 2.9
Page 14 05.99 Service Training
2.9.1.1.9 ELECTRONIC IGNITION SYSTEM

2.9.1.1.9.1 DESCRIPTION

The engine is equipped with the contactless integrated electronic ignition system "AEI" by Renix.
Due to its design the "AEI" is both dependable and does not need to be adjusted, and it offers the following
benefits:

- no centrifugal spark advance

- permanent stability of ignition timing curve
- high secondary voltage
- non-wearing control with electromagnetic sensor mounted opposite the flywheel without mechanical
contact
- firing and ignition timing are triggered by an electronic control unit appropriately programmed for the
characteristics of the engine.

2.9.1.1.9.2 METHOD OF OPERATION

A fully electronic ignition, as represented by the AEI in this case, is a stationary installation delivering the
ignition spark required for the engine to function at the correct moment.
In the case of the AEI, the flywheel teeth trigger pulses at the sensor without the flywheel coming in contact
with the sensor.
The vacuum control diaphragm is connected to the intake pipe with a tube, so that it is actuated
pneumatically.
The ignition sparks are distributed in the firing order by a mechanically driven distributor.
The main feature of this ignition system is the electronic control unit which receives all pulses and signals
and, after processing them, performs or triggers the following functions:
The ignition coil primary current circuit is controlled with a Darlington transistor. It is possible to control
ignition timing depending on engine speed (data from the flywheel sensor) and the vacuum in the intake
pipe (data from the vacuum tube) to the vacuum control diaphragm.
In this way an ignition spark with a constant ignition energy is generated independent of the battery voltage
and the speed of the engine.
The distributor conducts the high voltage to the spark plugs.
 Section 2.9
Service Training 05.99 Page 15

2.9.1.1.9.3 FUNCTIONAL SCHEMATIC

1 Ignition switch S1 5 Spark plugs E41

2 Battery G2 6 Dwell angle sensor B3
3 Control relay K3 7 Toothed disc
4 Ignition distributor E1 8 Ignition control unit A1 (with ignition coil)
Section 2.9
Page 16 05.99 Service Training
FLYWHEEL AND TOOTHED DISC DESIGN FEATURES

All electronic ignition systems require a sensor on the crankshaft or the flywheel for the control of the
primary current circuit and the ignition timing in order to obtain the optimum ignition point for the existing
operating state of the engine.
In the case of the AEI, the control is achieved with 40 teeth arranged on the flywheel adjacent to the starter
ring gear.

PULSE TRANSMISSION

- The task of the dwell angle sensor (pulse sender) is to send a pulse each time a tooth passes it.

- Each time a wide tooth passes the sensor a strong pulse is generated and sent to the electronic control
unit.
This allows the exact determination of the dead points, whose position is identical with the 11th tooth after
each wide tooth.

DWELL ANGLE SENSOR

This is a magnetic pick-up mounted on the bell housing opposite the flywheel.

This magnetic pick-up is a permanent magnet with an inductive winding that induces voltages when the
teeth pass it.
 Section 2.9
Service Training 05.99 Page 17

These voltages are sent to the electronic control unit as engine speed and crankshaft position data (the
resistance of the winding is 250 ± 50 W).

NOTE: The position of the dwell angle sensor in relation to the flywheel cannot be changed.

VACUUM CONTROL DIAPHRAGM

The vacuum control diaphragm gives an "electric picture" of the vacuum in the intake pipe.
The diaphragm is of a type largely identical to the vacuum control diaphragm used with a mechanical
ignition distributor. The diaphragm responds to the vacuum in the intake pipe, moving the plunger attached
to it inside a coil. This plunger movement produces the voltage frequencies.

1 Adjustable spring support 5 Coil

2 Vacuum port 6 Diaphragm
3 Plunger 7 Spring
4 Inlet/outlet
Section 2.9
Page 18 05.99 Service Training
IGNITION COIL

The ignition coil, largely identical to the coils used in conventional ignition systems as far as function and
construction is concerned, includes:

- a primary winding with a power consumption of 5.5 A

- a secondary winding capable of delivering approx. 27 kV.

This ignition coil is not customized for the electronic control unit and so it can be renewed individually.

Measure the primary resistance between terminal 1 (+) and 2 (-).

Specified value: 0.8 - 1.2 W

Measure the secondary resistance 2 (-) and 3 (+).

Specified value: 3.5 - 7.0 kW
 Section 2.9
Service Training 05.99 Page 19

2.9.1.1.9.4 ELECTRONIC CONTROL UNIT

The electronic control unit is comparable to a computer.

The pulses received from the sensor enable the electronic control unit to determine the exact engine
speed.

The signals from the vacuum control diaphragm supply the electronic control unit with data about the
vacuum existing at the intake pipe.

The control unit compares these two values with those specified for the particular type of engine.

As a result of this comparison, the control unit determines the optimum setting for dwell angle and ignition
timing.

Engine Speed Vacuum

Ignition Point
Electronic Control Unit (Variance Comparison)
Dwell Angle

With the built-in programme the timing is determined with high precision; it is as if the control unit were
working with a large number of timing advance curves.

The primary circuit is switched on and off with a Darlington transistor.

Section 2.9
Page 20 05.99 Service Training
2.9.1.1.9.5 IGNITION CHARACTERISTIC MAP

Conventional Ignition Characteristic Map

Pre-ignition
in degrees

Vacuum
Advance Speed-dependent Advance

Programmed Ignition Characteristic Map

Pre-ignition
in degrees

Vacuum
Advance Speed-dependent Advance
 Section 2.9
Service Training 05.99 Page 21

2.9.1.1.9.6 IGNITION DISTRIBUTOR

The ignition distributor, the only mechanically driven part in the ignition system, distributes the secondary
current to the spark plugs in the given firing order.
The ignition distributor is driven directly by the camshaft.
Section 2.9
Page 22 05.99 Service Training
2.9.1.1.9.7 IGNITION CABLES AND SPARK PLUGS

The ignition cables and spark plugs were taken from the conventional ignition system:

- the ignition cables incorporate noise suppression as required by regulations

- the spark plugs must match the particular engine characteristics.

Electrode gap X: 0.8 mm

Torque: 20 - 30 Nm
 Section 2.9
Service Training 05.99 Page 23

2.9.1.1.9.8 IGNITION POINT

- Block up the truck so that both

drive wheels are free to turn.
- Run the engine to normal operating
temperature.
- Connect the stroboscopic lamp as
specified by the manufacturer.
- Run the engine at low idle (1000 +50
RPM).
- Direct the stroboscopic lamp onto
the TDC mark (hole) on the fly-
wheel (1).
- If the setting is correct, the mark on
the flywheel (1) is aligned with the
reference point on the housing (lug)
(2) when the dwell angle is 15 ° ± 2
°.
- The ignition point is established by
the position of the dwell angle sen-
sor at the flywheel.

NOTE: As there is only one TDC mark on the flywheel, a stroboscopic lamp with adjustable ignition
timing device is required.

The ignition point can only be corrected in the direction of "retard" as follows:

The ignition point can be changed in steps of 5 ° via connector X3 by changing the cable jumper position.

15 ° BTDC, X3/15 connected 10 ° BTDC, X3/10 connected 5 ° BTDC, X3/5 connected

(factory setting)
Section 2.9
Page 24 05.99 Service Training
2.9.1.1.9.9 TROUBLE-SHOOTING

EXPLANATIONS TO TROUBLESHOOTING

Before starting the following checks are required:

- Jack up and secure the truck so that the wheels are free to rotate.
- Lock the brake pedal in the "brake applied" position.
- Engine at operating temperature.

Aids and instruments and gauges

- Digital voltmeter
- Tachometer
- Ignition system wiring diagram
- Electric circuit wiring diagram

The following tests are required:

- Ignition system

ATTENTION! Risk of accident!

All electronic ignition systems are dangerous systems in the sense of VDE guideline 0104.
Always switch off the ignition for work on the ignition system (even in the low voltage
section and with the engine stationary).

Before connecting the battery, make sure that the ignition is switched off.
 Section 2.9
Service Training 05.99 Page 25

INTEGRATED ELECTRONIC IGNITION (AEI)

1 Ignition point adjustment 13 High voltage terminal (terminal :4 in electric

2 Ignition point adjustment circuit diagram)
3 Free A Distributor cap
4 Dwell angle (sensor), plug X2 B Ignition coil
5 Dwell angle (sensor), plug X2 C Vacuum control diaphragm
6 Power supply, plug X3 D Electronic ignition control unit
7 Earth, plug X3 E Dwell angle sensor
8 "Output" speed sender to ignition control unit F Flywheel
9 + contact, ignition coil
10 - contact, ignition coil
11 + terminal, ignition coil (Terminal :15 in elec- NOTE: Terminals :6 and :9 are connected in-
tric circuit diagram) side the ignition control unit.
12 - terminal, ignition coil (Terminal :1 in electric
circuit diagram)
Section 2.9
Page 26 05.99 Service Training
TROUBLESHOOTING OF INTEGRATED ELECTRONIC IGNITION SYSTEM

TEST CONDITIONS

Battery voltage at least 11.3 V

Visual inspection of spark plugs, ignition cables, distributor cap, rotor arm and
connections (cables - plugs - earth).

yes no
Above points okay. Remedy all faults or renew.

Disconnect plug X3, switch on ignition. Measure voltage at plug X3 between

terminal 6 and earth on truck frame. Operate the starter.

yes no Check fuse, remedy cable connec-

Voltage over 9.5 V. tion from battery to ignition switch and
to ignition system.

Switch off ignition. Measure resistance between terminal 7 at plug X3 and earth
on truck frame.

yes no
Resistance R = 0 W. Connect to earth.

Remove the ignition coil.

Measure resistance between terminals 6 and 9 on ignition control unit.

A
 Section 2.9
Service Training 05.99 Page 27

yes no
Resistance R = 0 W. Renew the ignition control unit.

Disconnect plug X2. Measure resistance at plug X2 between terminals 4 & 5.

yes Resistance no
Renew dwell angle sensor.
R = 250 W ± 50 W.

Measure resistance at plug X2 between terminal 4 and earth of dwell angle

sensor and between terminal 5 and earth of dwell angle sensor.

yes no
R=¥W Renew dwell angle sensor.

Measure gap between flywheel and dwell angle sensor.

yes no
Gap 1 ± 0.5 mm. Renew dwell angle sensor.

Measure voltage (AC voltage) at plug X2 between terminals 4 and 5. Crank

engine with starter.

B
Section 2.9
Page 28 05.99 Service Training

yes AC voltage no
Renew the dwell angle sensor.
150 - 1050 mV.

Insert plugs X2 and X3 into ignition control unit, connect a test lamp between
ignition control unit terminals 9 and 10 and operate the starter.

yes The test lamp no

Renew the ignition control unit.
must flicker.

Measure resistance of primary coil between terminals 11 and 12 at ignition coil.

yes no
Resistance 0.8 - 1.2 W. Renew ignition coil.

Measure resistance of secondary coil between terminals 11 and 13 at ignition

coil.

yes no
Resistance 3.5 - 7.0 kW. Renew ignition coil.

Renew electronic ignition control unit along with ignition coil.

 Section 2.9
Service Training 05.99 Page 29

2.9.1.1.10 SPECIAL TOOLS

Part Number Description

000 941 87 24 Graduated scale for tightening the cylinder head

(1/2" socket)

000 007 99 00 Locking tool for timing sprockets

000 941 90 50 WM 137: Locking tool for intermediate shaft sprocket

000 008 61 00 Blocking drift for TDC position

000 940 90 00 WM 139: Camshaft adjusting gauge

000 941 85 02 Toothed belt tension gauge

000 941 97 23 Removal and installation tool for valve clearance ad-
justing shims
Section 2.9
Page 30 05.99 Service Training
Part Number Description

000 009 91 00 Installation tool for camshaft seal (flywheel side)

000 010 10 01 Installation tool for camshaft seal

000 133 16 01 Protective collar, inner diameter 16 mm

770 146 31 96 Unit of assorted valve adjusting shims 3.45 - 4.10 mm

000 009 88 02 Installation drift for camshaft seal

000 009 89 00 Installation tool for intermediate shaft housing cover

seal

000 009 90 02 Installation tool for camshaft seal (timing case side)
 Section 2.9
Service Training 05.99 Page 31
Section 2.9
Page 32 05.99 Service Training
2.9.1.2 CIRCUIT DIAGRAM

A1 Ignition control unit M1 Starter motor

M2 Wiper motor, rear*
B1 Actual engine speed sender M3 Wiper motor, front*
B2 Desired engine speed sender M4 Washer*
B3 Dwell angle sensor
B4 Engine speed/manual adjustment* N2 Engine speed control unit

E1 Ignition distributor P1 Hour meter

E2 Dip beam, left, 45 W* 6P3 Indicator
E3 Dip beam, right, 45 W*
E4 Side lights, front left, 5 W* S1 Ignition switch
E5 Side lights, front right, 5 W* S2 Engine temperature switch
E6 Side lights, rear left, 10 W* S3 Oil temperature switch
E7 Side lights, rear right, 10 W* S4 Oil pressure switch
E8 License plate light, 5 W* S5 Suction filter vacuum switch
E21.22 Working lights, front, 35 W* S6 Low fuel switch
E23,24 Working lights, rear, 35 W* S7 Directional switch (single-pedal model)*
E41 Spark plugs S8 Horn button
S9 Switch for front working lights*
F1-4 Fuses, basic vehicle S9.1 Switch for rear working lights*
F5-10 Fuses, lighting* S10 Windscreen wiper switch
F11-14 Fuses, working lights* S11 Light switch
S12 Hazard flasher switch*
G1 Alternator with regulator S13 Directional indicator switch*
G2 Battery, 88 Ah S14 Switch for start inhibitor
S15 Switch for revolving light*
H1 Charging indicator lamp, 1.2 W S18 Pressure switch
H2-H3 Engine temperature warning lamp, 1.2 W S19 Pressure switch
H4 Hydraulic oil temperature warning lamp,
1.2 W V1-3 Decoupling diodes
H5 Oil pressure warning lamp, 1.2 W
H6 Suction filter vacuum indicator X3 Ignition point adjustment
H7 Horn
H8 Turn signal light, front left, 21 W* Y1 Speed solenoid
H9 Turn signal light, rear left, 21 W* Y2 LPG shutoff solenoid
H10 Turn signal light, front right, 21 W* Y3,4 Solenoid, single-pedal model*
H11 Turn signal light, rear right, 21 W* Y5 Starting aid solenoid
H12 Indicator repeat light, 1.2 W*
H13 Low fuel warning light, 2 W
H14 Revolving light, 55 W* CABLE COLOURS
H15-18,23 Switch lighting, 1.2 W*
H19 Hazard flasher Turn signal light* BU blue
H24 Fan Turn signal light BN brown
YE yellow
K1 Indicator switch* GN green
K2 Start inhibitor relay GY gray
K3 LPG control relay RD red
K4 Charging indicator relay BK black
WH white
VT violet

* Optional
 Section 2.9
Service Training 05.99 Page 33

CIRCUIT DIAGRAMM H 20/25/30 T-03, TYPE 351

Section 2.9
Page 34 05.99 Service Training
 Section 2.9
Service Training 05.99 Page 35
Section 2.9
Page 36 06.01 Service Training
2.9.1.2.1 WIRING DIAGRAM WITH AUXILIARY RELAY K3

1A1 Ignition control unit Perkins 40-47 S14 Brake pedal switch
(start inhibit) 10
1B1 Actual engine speed sender 59,60 1S1 Single pedal switch 71-73
1B2 Desired engine speed sender 60-62 4S8 Horn button 65

F1 Fuse 50 A MTA 1 1T1-1T4 Ignition coils 41-45

F2 Fuse 5 A 10
F3 Fuse 5 A 21 V1-3 Decoupling diodes 17,21,31
F4 Fuse 10 A 49
F5 Fuse 10 A 65 X1 Connector 16 pin 2,10,21-33
F6 Fuse 5 A (single pedal option) 72 49,70-74
F7 Fuse for options, not used 75 X2 Connector 1 pin 1
X3 Connector 3 pin 10
G1 Alternator with regulator 1,2 X5 Connector 4 pin 39,45,47,49
G2 Battery 4 7X7 Connector 2 pin 14,35

H1 Charging indicator lamp 16 Y1 Speed solenoid 61

H2 Controller fault warning lamp 18 Y2 LPG shutoff solenoid 53
H3 Engine temperature warning lamp 21 Y5 Starting aid solenoid 55
H4 Hydraulic oil temperature warning 1Y1 Solenoid forward 71
lamp 23 1Y2 Solenoid reverse 73
H5 Oil pressure warning lamp 25
H6 Suction filter vacuum indicator 27
H12 Indicator repeat light 37
H13 Low fuel warning light 29 CABLE COLOURS
H24 Fan Turn signal light 31
H25 Preheating 33 BK black
H26 Particles filter - warning 35 BN brown
4H1 Horn 65 BU blue
GN green
K2 Starter relay 7-10 GY gray
K3 Auxiliary relay, terminal 15 67-69 RD red
K4 LPG control relay VT violet
WH white
M1 Starter motor 6,7 YE yellow

1N2 Engine speed control unit 57-62

P1 Hour meter 15
6P3 Indicator 14-37

S1 Ignition switch 7-11

S2 Engine temperature switch 21
S3 Oil temperature switch 23
S4 Oil pressure switch 25
S5 Suction filter vacuum switch 27
S6 Low fuel switch 29
 Section 2.9
Service Training 06.01 Page 37

CIRCUIT DIAGRAMM H 20/25/30 T-03, TYPE 351, WITH AUXILIARY RELAY K3

15° BTDC, X3/15 connected 10° BTDC, X3/10 connected

(factory setting)

5° BTDC, X3/5 connected

Section 2.9
Page 38 06.01 Service Training
 Section 2.9
Service Training 06.01 Page 39
Section 2.9
Page 40 06.01 Service Training
2.9.1.3 LPG SYSTEM

2.9.1.3.1 SCHEMATIC

1 Air filter 9 Gas line

2 Ignition switch Vaporiser - mixer
3 LPG bottle 10 Engine
4 Combined gas shutoff valve/filter 11 Intake manifold
5 Gas line 12 Mixer
Bottle - shutoff valve 13 LPG control relay
6 Gas line 14 Fitting with 1 mm nozzle
Shutoff valve - evaporator 15 Vacuum control diaphragm, ignition control
7 Vaporiser / pressure regulator unit
8 Vacuum line 16 Starting aid solenoid
Mixer - secondary side of vaporiser
 Section 2.9
Service Training 06.01 Page 41

2.9.1.3.2 TYPES OF OPERATION

OFF POSITION

- Ignition switch (2) off.

- Solenoid shutoff valve (4) closed.
- Throttle valve in mixer (12) closed.

OPERATING POSITION

- Ignition switch (2) on.

- Solenoid shutoff valve (4) closed.
- Throttle valve in mixer (12) open.

STARTING

During the starting procedure, the solenoid shutoff valve is opened through LPG control relay so that
liquefied gas flows to the primary side of the vaporiser, where the vacuum draws it from the intake manifold
(11) through the open throttle valve in the mixer (12) and line (9) to the diaphragm in the secondary section
of the vaporiser (7). Due to the vacuum, the diaphragm opens a control valve through which the now
depressurized gas flows in a gaseous state via line (9) to the mixer (12). There the gas is mixed with air
and the inflammable mixture then passes through the intake manifold (11) to the various cylinders.

OPERATION

During operation, the position of the throttle valve is changed by the engine speed control unit depending
on the speed and load on the engine. The resulting increase or reduction in the vacuum controls the
secondary diaphragm via line (9), which connects the mixer (12) and the vaporiser (7), and so changes
the gas flow and mixing ratio in the mixer (12).
When the vacuum increases due to a restricted air filter, this pressure counteracts the opening pressure
of the secondary diaphragm in the vaporiser (7) via line (8). This counterpressure closes the control valve
in the vaporiser (7) a little, reducing the flow of gas and preventing the mixture from becoming too rich.

SHUTOFF

When the ignition switch (2) is turned off, the ignition is switched off, the shutoff valve (4) and the throttle
valve in the mixer (12) are closed completely. Closing the shutoff valve (4) stops the flow of LP gas to the
vaporiser. Due to its low inertia, the engine stops directly without any after-running.
Section 2.9
Page 42 06.01 Service Training
2.9.1.3.3 OPERATION OF VAPORISER

VAPORISER IN OFF POSITION

1 Secondary diaphragm 8 Balancing hole

2 Hand primer 9 Primary diaphragm
3 Spring 10 Vaporiser chamber
4 Lever 11 Heater passage
5 Vacuum hose port 12 Valve pin with spring
6 Secondary valve 13 Primary valve
7 Drilled passage

The liquefied gas must be converted to a gaseous state before it can mix with the air in the mixer to produce
a flammable mixture.
This conversion is achieved with the vaporiser heated by the cooling water of the engine.

Its operation is as follows:

The IMPCO vaporiser is a combined 2-stage regulator with vaporiser. It receives the LP gas from the
solenoid with cleaning filter at container pressure and reduces this pressure in two stages to a pressure
slightly below atmospheric pressure (vacuum).

When the vaporiser is in the off position (engine shut off), the primary valve (13) is open, the secondary
valve (6) is closed. The secondary valve (6) prevents the gas from flowing out when the engine is shut
off. This action is supported by the lever spring (3).
 Section 2.9
Service Training 06.01 Page 43

The primary valve (13) is controlled by the pressure in the vaporising chamber (10) acting on the primary
diaphragm (9). This pressure passes through the drilled passage (7) into the chamber ahead of the
diaphragm. The valve pin (12) transfers the movement to the primary valve (13) (area valve). The spring
below the valve pin (12) establishes the counterpressure. Behind the primary diaphragm (9) there is
atmospheric pressure, which is produced by the balancing hole (8).

The secondary valve (6) can be operated mechanically with the hand primer (2) for cold starts.

With the engine running (throttle of mixer is open), a vacuum is created in the fuel line to the mixer, which
opens the secondary valve (6) allowing the LP gas to flow through the open primary valve (13) into the
vaporiser. The secondary valve (6) is controlled by the secondary diaphragm (1).

Due to the reduction of the LP gas pressure (approx. 10 bar in the LP container), the LP gas expands to
atmospheric pressure, causing it to cool. To compensate the cooling and to accelerate the vaporisation,
the vaporiser is heated by cooling water passing through the heating passage (11) in the vaporiser.
Depending on the position of the throttle (dependent on the position of the accelerator pedal), the secondary
diaphragm (1) is drawn in more or less, which controls the opening of the secondary valve (6).

VAPORISER IN OPERATING POSITION

Depending on engine speed and the load on the engine, the vacuum behind the secondary diaphragm (1)
in the secondary section of the vaporiser either increases or decreases, so that the gas flow at the
secondary valve (6) is also changed.

If a restricted air filter increases the vacuum, this vacuum counteracts the opening pressure of the
secondary diaphragm (1) through port (5). This causes the secondary valve (6) to close a little, reducing
the gas flow and preventing the mixture from becoming too rich.

When the engine is shut off, the vacuum at port (5) increases. The secondary valve (6) closes completely
and gas can no longer flow to the mixer.
Section 2.9
Page 44 06.01 Service Training
ENGINE IN SHORT-HAUL OPERATION

At extremely low temperature, the engine often does not reach operating temperature before being shut
off. This practice can lead to engine damage. In these cases, bubbles of LP gas vapour can form in the
vaporiser. When the LP gas vaporises with the engine shut off, the pressure in the vaporiser rises until
the overpressure building up presses the primary valve against its seat, closing the valve.

2.9.1.3.4 OPERATION OF MIXER

MIXER IN IDLE POSITION

1 Seal 6 Air bypass adjustment screw

2 Piston 7 Metering spring
3 Gas metering valve 8 Vacuum port
4 Passages 9 Throttle
5 Mixing valve

The correct gas-air mixture ratio is important for the proper operation of the engine. A mixing valve (the
mixer) is used for the correct metering of the gas and air.
 Section 2.9
Service Training 06.01 Page 45

The mixer operates as follows:

When the engine is started (throttle (9) open), there is a vacuum in the space below the piston (2), which
is created during the intake stroke of the engine piston. The vacuum moves the piston (2) down against
the pressure of the metering spring (7). This movement can continue until the piston is completely open.

The vacuum fluctuates depending on the engine speed and the position of the throttle (9). The piston (2)
meters the air flow into the engine. The gas metering valve (3) is connected to the piston (2) and formed
so that for every position of the piston (2) the correct amount of gas is always metered and mixed with the
air flowing in.
The mixer allows two limited mixture adjustments.

IDLE BYPASS AIR ADJUSTMENT

The air and gas passing the closed throttle (9) when the engine is idling is constant. For the idle adjustment
a part of the inflowing air is guided around the air intake valve. The idle is adjusted with the bypass air
adjusting screw (6), with which the gas-air mixture is made richer or leaner during idle.

FULL LOAD MIXTURE ADJUSTMENT

This adjustment controls the mixing ratio when the gas metering valve (3) is open. The adjustment only
takes effect when the engine reaches the full load condition. The adjustment of the mixing valve (5) is only
possible when the engine is under full load and running at its speed limit (rated speed).

Between idle and full load conditions, the mixture is formed by the form of the gas metering valve. The gas
metering valve is so formed that the mixture is lean when the load is low and enriched progressively as
the engine load and speed increase.
Section 2.9
Page 46 06.01 Service Training
2.9.1.3.5 LPG MIXER

ASSEMBLY

- Close the throttle.

- Clamp the lever (5) on the throttle shaft (6) at an angle of 25 ± 1.5 °.

- Install the mixer (4) and fasten the magnet (1) to the mounting (7).

- Close the throttle, adjust the link rod (3) between the magnet (1) and lever (5) to a preload of 1 mm, and
press onto the ball head of lever (5).

- Lock the rod (3) with nuts (2).

 Section 2.9
Service Training 06.01 Page 47

CO CONTENT ADJUSTMENT

Conditions:

- Ignition timing of engine is correct, i.e. 15 ± 2° BTDC at idling speed of 1000 +50 RPM.
- Engine at operating temperature and hydraulic oil in tank at 60 °C.
- Working hydraulics pressure relief valve set to 170 bar.
- Parking brake applied.

Shape of gas
regulating valve

Idle mixture:

- Turn the idle mixture adjusting screw (1) in as far as the stop and then unscrew 2 1/2 to 3 turns.
- Connect the CO tester.
- Start the engine and measure the CO content at operating temperature at low idling speed (1000 +50 RPM).
Specified value: CO £ 0.05 % vol.
If CO > 0.05 % vol., turn the screw (1) out further, but ensure that the engine is running
smoothly.

Full load mixture:

- Move the lift lever as far as the stop, adjust the engine to the maximum speed with the adjusting screw
towards "R".
NOTE: During this test, the engine must not be pushed under a speed of 2300 RPM. If this is the case,
troubleshooting is required.
- Then reduce the speed by 200 RPM by turning the adjusting screw towards lean ("L"). (Check that the
throttle is fully open.)
- After the adjustment, the CO content should be 0.05 % vol. maximum.
Specified value: CO < 0.1 % vol.

ATTENTION: After completing the test, set the pressure relief valve on the truck back to the appropriate
pressure.
Section 2.9
Page 48 06.01 Service Training
 Section 2.9
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2.9.1.4 ELECTRONIC SPEED CONTROL

TASK OF THE SPEED CONTROL

On LPG trucks, the electronic speed control holds the engine speed constant up to the performance limit
of the engine, despite varying loads from the traction and lift hydraulics. It ensures that, depending on the
position of the accelerator pedal (translation), the engine power is always available at a particular speed.

ADVANTAGES OF THE SPEED CONTROL

The speed control has an electronic controller with a proportional, integral and differential behaviour. Due
the integral behaviour, it has the following advantages over proportional controllers:

- no reduction in engine speed,

i.e. upper idling speed is approximately the rated speed,
resulting in less noise and a lower fuel consumption

- regulation of the idling speed

i.e. idle speed limiting screw not required resulting in minimal speed changes with varying engine
temperatures

- fuel cutoff when braking due to complete closing of the throttle

- no speed adjustment required,

allowing speed control unit renewal without any adjustments
Section 2.9
Page 50 06.01 Service Training
BLOCK DIAGRAM OF SPEED CONTROL

1 Renault LPG engine 9 Processing of actual value signal

2 Flywheel 10 Variance comparison
3 Actual speed sender 11 PID controller
4 HPV 75 12 End stage
5 Pressure switch for moment of inertia sensing 13 Servo actuator (proportional magnet)
6 Servo cylinder (hydraulically operated) 14 LPG mixer with throttle
7 Desired value sender (potentiometer) 15 Speed control unit
8 Processing of desired value signal
 Section 2.9
Service Training 06.01 Page 51

DESIRED VALUE SENDER

A servo cylinder (6) adjusts the desired value sender (7) dependent on the position of the accelerator pedal
or the operation of the working hydraulics. The desired value sender (7) converts this setting into a
proportional electric signal.
A conductive plastic potentiometer with a mechanical adjusting range of 120 ° and an active electrical
adjusting range of 95 ° is built into the desired value sender (7). The potentiometer is spraywater-proof and
designed for vehicular conditions in respect to temperature, vibrations and corrosion protection.
The input signal from the desired value sender (7) is adapted in the desired value processor (8).

ACTUAL VALUE SENDER

The actual value sender (3) senses the engine speed inductively via the starter ring gear. As the engine
turns, an alternating current voltage is induced in the sensor with a frequency proportional to the speed.
The speed sender is a proven automotive component.
In the speed signal processor, the AC voltage delivered by the actual value sender (3) is converted into
a DC voltage proportional to the speed.

VARIANCE COMPARISON

At the variance comparison point (10), the desired value set by the pedal is compared with the engine
speed measured by the actual value sender (3). Depending on the error value, the PID controller (11)
modifies the position of the throttle with the servo actuator (13). This keeps the specified desired value
(engine speed) constant independent of the load on the engine. The two end positions of the throttle are
also sensed and sent to the PID controller (11) through the magnet current sensor.

PID CONTROLLER

The desired and actual values are compared and the difference is transmitted to the PID controller (11).
The PID controller (11) has a proportional, differential and integral part, whereby the time constant for run
up and down vary for the latter part.

END STAGE

The end stage (12) amplifies the output signal of the PID controller (11) to a level allowing the servo magnet
(13) to be energized. The end stage is of the pulse-pause controlled and clocked type.
The current of the servo magnet (13) is sensed at a measuring resistor in the control and fed back to the
end stage (12). This improves the stability of the servomechanism.
The end position of the throttle (fully open or fully closed) is sensed by means of the current flowing through
the servo magnet. As the force and therefore also the stroke of the magnetic axle changes proportional
to the current, the controller (11) senses the position of the throttle and its end positions from the current.
Section 2.9
Page 52 06.01 Service Training
MOMENT OF INERTIA SENSING

To prevent the engine (1) from overspeeding due to the engine moment of inertia, there is very little P-
amplification in the acceleration phase.
As the moment of inertia increases with the swash angle of the pump (4), the swash angle is sensed with
two pressure switches (5) (one for each direction of travel) and transmitted to the controller (11) as
moment-of-inertia sensing signal. In the controller (11) the P-signal is further amplified in order to decrease
the remaining error value, i.e. the upper idling speed is approximately rated speed.

SERVO ACTUATOR

The servo actuator (13) is a proportional magnet with built-in pull-back spring. Increasing the magnet
current opens the throttle via a linkage and tensions the spring. When the current is cut off or a cable
breaks, the throttle is closed by the restoring force of the spring.
 Section 2.9
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2.9.1.4.1 CHECKS AND ADJUSTMENTS

2.9.1.4.1.1 SPEED ADJUSTMENT

- Loosen the locknut (7).

- Set dimension "X" to 1 ± 0.2 mm by turning the threaded rod (3). The piston (4) of the servo cylinder (2)
contacts lever (5).

- Tighten the locknut (7) on the threaded rod (3).

Section 2.9
Page 54 06.01 Service Training
2.9.1.4.1.2 DESIRED VALUE SENDER

- Loosen the fastening screw (6).

- Connect a tachometer.

- Start the engine and adjust the low idling speed to 1000 + 50 RPM with the potentiometer (1).

- Tighten the fastening screw (6).

 Section 2.9
Service Training 06.01 Page 55

2.9.1.4.1.3 ACTUAL VALUE SENDER

ATTENTION: Do not start the engine when adjusting or installing the actual value sender B1 and when
plug X1 is disconnected, otherwise the engine will overspeed (due to actual value signal for
engine speed control unit N2 missing)

- Remove the actual value sender.

- Crank the engine until one of the teeth is below the hole.

- Install the actual value sender, turn the nut (1) downward until the actual value sender contacts the tooth
of the flywheel. Unscrew the nut until it contacts the actual value sender.

+0.3
- Adjust the correct distance of 0.5 mm between the flywheel and actual value sender. Unscrew the
nut (1) ¾ to 1 turn.

- Tighten nut (2) again and torque to 10 Nm.

Section 2.9
Page 56 06.01 Service Training
2.9.1.4.2 TROUBLE-SHOOTING

Before beginning the following checks:

- Jack up and secure the truck so that both wheels can turn freely.
- Lock the brake pedal in the "brake applied" position.
- Engine at operating temperature.

AIDS, INSTRUMENTS AND GAUGES

- Digital voltmeter
- Tachometer
- Wiring diagram for engine speed control
- Electric circuit wiring diagram

The following tests are required:

Transistorized ignition system

Electronic speed control

WIRING DIAGRAM FOR ENGINE SPEED CONTROL

X1 Actual value sender (B1)

X2 Desired value sender (B2)

X3 Fuse (F3), starting relay (K2), Shutoff valve (Y2)

X4 Servo magnet (Y1)

X5
Pressure switches (S18/S19)
X6

X7 Speed control unit (N2)

 Section 2.9
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Section 2.9
Page 58 06.01 Service Training
2.9.1.4.2.1 ELECTRONIC SPEED CONTROL

SUPPLY VOLTAGE FOR SPEED CONTROL UNIT

- With plug X7 disconnected, connect a voltmeter (voltage measurement) between plugs 4/X7 and 25/X7.

- Switch on the ignition.

- The voltmeter must indicate 12 V (= supply voltage) from speed control unit N2.

NOTE: If this value is not obtained, check the positive leads and negative lead.

- Refit plug X7 on speed control unit N2.

CENTRE FEED VOLTAGE OF SPEED CONTROL UNIT

NOTE: For the following measurements, the speed control unit must function correctly and an exact
centre feed voltage is required.

- Disconnect plug X1 and connect a voltmeter (voltage measurement) between plug 2/X1 and vehicle
earth.

- Switch on the ignition.

- The voltmeter must indicate 5 V = centre feed voltage.

NOTE: If the voltmeter indicates no or incorrect voltage values, check the wiring to plug X1 and the
power supply for N2, or renew speed control unit N2.

- Reconnect plug X1.

DESIRED VALUE SENDER

- Connect a voltmeter for measuring the voltage between plugs 1/X2 and 2/X1. The plugs remain
connected. Insert the tips of the probes in the specified test points from the rear. On plug X1 remove the
rubber grommet.

- Turn on the ignition.

The voltmeter indicates a voltage of 1.8 V ± 15 mV (as set by the speed control unit).
- Measure the voltage between plugs 3/X2 and 2/X1. The plugs remain connected. Insert the tips of the
probes in the specified test points from the rear. On plug X1 remove the rubber grommet. The voltmeter
indicates a voltage of 720 ± 15 mV (as set by the speed control unit).
 Section 2.9
Service Training 06.01 Page 59

- Measure the voltage between plugs 2/X2 and 2/X1 (voltage of basic adjustment). The plugs remain
connected. Insert the tips of the probes in the specified test points from the rear. On plug X1 remove the
rubber grommet.
The voltmeter indicates a voltage of 715 ± 15 mV (can be set by turning the potentiometer).
- Start the engine.
- Smoothly depress one accelerator pedal fully. The voltage indicated on the voltmeter must rise uniformly
from 715 ± 15 mV to 1.725 V ± 15 mV.

NOTE: If the four readings are not obtained, check the basic adjustment of desired value sender B2,
the wiring and the power supply as well as the centre feed voltage, or renew the speed control
unit N2 or desired value sender B2.

ACTUAL VALUE SENDER

- Disconnect plug X1.

- Connect the test lead of a voltmeter to plugs 2/X1 and 1/X1 and measure the resistance.
Desired value: 1 kOhm ± 100 Ohm

- Change voltmeter to AC voltage and set to 100 V range.

- Disconnect speed control unit N2.

- Connect a tachometer.

- Pull out the servo magnet axle approx. 1/3 of the way by hand, start the engine. Set the engine speed
to approx. 1000 RPM by manual manipulation of the servo magnet axle and read the voltage on the
voltmeter.
Reading: approx. 30 - 50 Volt

- Now increase engine speed to 2300 RPM by manual manipulation of the magnet axle and read the
voltage on the voltmeter.
Reading: approx. 80 - 90 Volt

NOTE: The specified voltage values vary within the given tolerance range depending on the setting
of the actual value sender and can deviate even more, depending on the voltmeter used.
The test only serves to determine if the voltage value varies with a different RPM.
Section 2.9
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 Section 2.9
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2.9.2 PERKINS ENGINE

2.9.2.1 ENGINE

2.9.2.1.1 ENGINE SPECIFICATIONS

Engine type H 20/25/30/35 Perkins G 903.27 S

Build list CT 81007
No. of cylinders 3
Displacement 2700 cc
Power H 20/25/30 35 kW at 2100 RPM
H 35 39 kW at 2250 RPM
Compression ratio 9.5 : 1
Compression 10 bar rating
wear limit 6 bar
Max. admissible pressure difference 2 bar
+50
Lower idle speed 800 RPM
Upper idle speed H 20/25/30 2100 +50 RPM
H 35 2250 +50 RPM
Speed limit 3400 RPM
Valve clearance (cold or warm engine) intake 0.20 ± 0.05 mm
exhaust 0.45 ± 0.05 mm
Ignition point 12° BTDC
Firing order 1-2-3
Spark plug Champion RC 78 PYP
Electrode gap (spark plug) 0.5 ± 0.05 mm
No. 1 cylinder opposite the power takeoff end (timing gear end)
Thermostat opens at: 80 °C
fully open at: 90 °C
Minimum oil pressure at top idle 1 bar
Section 2.9
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2.9.2.1.2 EXPLANATION OF ENGINE SERIAL NUMBER

The identification plate is located below the heat shield on the engine block.

Structure of the engine type

G 90 3 - 27 S

Spark Ignition
2700 cc displacement
3 cylinders
Series 900
Gas

Structure of the engine serial number

CT81007 U 800127 D

Year built, A = 1995

Serial number
Country of manufacture, U = UK = England
Build list no.
 Section 2.9
Service Training 06.01 Page 63

2.9.2.1.3 CHECKING AND SETTING OF THE VALVE CLEARANCE

The valve clearance is measured between the valve

stem and the rocker arm with a feeler gauge. With a cold
or a warm engine.

The valve clearance is adjusted with an adjusting screw

on the rocker arm, which can be adjusted after the
counternut has been loosened.

Valve clearance: Intake valve 0.20 mm cold or warm

Exhaust valve 0.45 mm cold or warm

2.9.2.1.3.1 DIAGRAMMATIC VIEW OF SETTING OF THE VALVE CLEARANCE

Cylinder 1 Cylinder 2 Cylinder 3

Crankshaft position I

Crankshaft position II

Crankshaft position III

NOTE: Cylinder I timing gear end. Valve overlap

(The exhaust valve is not closed yet. The intake
valve starts to open)

cannot be set can be set

Section 2.9
Page 64 06.01 Service Training
2.9.2.1.4 ENGINE TIMING GEAR

The camshaft which is directly connected with the

crankshaft via an idler gear, controls the intake and
exhaust valves via push rods and rocker arms.

2.9.2.1.5 CHECKING AND TIGHTENING THE V-BELT

CHECKING THE TENSION OF THE V-BELT

The condition and tension of the V-belt should be

checked subject to the service intervals. The belt
tension should be checked at a set value of 355 N with
testing device Part. No. 00094/9435 (Perkins). If a
measuring device is not available, press the V-belt
down in the middle of the greatest free length under
application of approx. 45 N, and measure the deflex-
ion. The deflection value should be approx. 10 mm in
this case.

TIGHTENING OF THE V-BELT

- Loosen the hexagon head screws (1) of the alterna-

tor and (2) the fastening lever.
- Change the position of the alternator until the set
value of 355 N or a deflexion of 10 mm is obtained
under application of 45 N.
- Retighten screws (1) and (2).
 Section 2.9
Service Training 06.01 Page 65

2.9.2.1.6 REPLACEMENT OF THE TIMING GEAR

TIGHTENING TORQUES

Drive gear for ignition unit (1): 28 Nm

4 fastening screws M8x15
Special spanner required

Crankshaft timing gear: (2)

(Crankshaft pulley): 325 Nm

Idler gear (3): 65 Nm

Camshaft sprocket wheel (4): 27 Nm

CAUTION!
The position of the markings must be
observed when replacing the timing gears
(re-installation).
Section 2.9
Page 66 06.01 Service Training
2.9.2.1.7 CYLINDER HEAD

DISMANTLING

- Dismantle the rocker shaft.

- Loosen the cylinder head bolt evenly and step-by-
step in the prescribed order. First, the cylinder head
bolts M12 (12 - 9), then the cylinder head bolts M14
(8 - 1), see diagram.

- Check the cylinder head bolts for deformation of the

bolt barrel (2) with a ruler.
- Check the bolt for visible reduction of the thread
diameter, near the bolt barrel (3).
- If the inspection of the cylinder head bolt is unsatis-
factory, deformed bolts must be replaced.

MOUNTING

- Clean the sealing surface of the cylinder head and

the engine cylinder block. The sealing surfaces
should not evidence any sealant residues.
- Check the cylinder head for distortion with a steel
ruler and a set of measuring gauges.
Maximum deformation 0.05 mm.

NOTE: Pay special attention to the area around

the threaded holes and the stay bolts.
 Section 2.9
Service Training 06.01 Page 67

- Position and align the cylinder head and the engine

cylinder block.

- Tighten the cylinder head bolts M14 (1 - 8) to 90 Nm

in the prescribed sequence.

- Retighten with 90 Nm (check).

- Turn the M14 cylinder head bolts by 60 ° in the

prescribed sequence with the protractor.

- Repeat further turning of the fastening screws by an

additional 60 ° with the protractor and in the pre-
scribed order.

- Tighten the fastening screws M12 (9 - 12) to 50 Nm

in the prescribed order.

- Retighten with 50 Nm (check).

- Turn the M12 fastening screws further by 60 ° with

the protractor.

- Mount the rocker shaft and tighten with 44 Nm.

NOTE: The cylinder head screws and the fasten-

ing screws need not be retightened with a
warm engine or after 50 hours of opera-
tion.
Section 2.9
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2.9.2.1.8 ELECTRONIC IGNITION

SCHEMATIC DIAGRAM

1 Ignition switch
2 Battery
3 Ignition electronic unit
4 Ignition coil
5 Spark plug
6 Pickup
7 Toothed disc
 Section 2.9
Service Training 06.01 Page 69

DESCRIPTION

The engine is equipped with an integrated electronic ignition system without contact breaker points.

Due to its design, the ignition system is reliable, non-adjustable and has the following advantages:

- No centrifugal advance.
- Permanent stability of the ignition timing curve.
- High secondary voltage.
- No wear of the controller due to a magnetic pickup without mechanical contact.
- Ignition and ignition advance are controlled by an electronic controller which is programmed accordingly.

METHOD OF OPERATION

A fully electronic ignition, as in this case, is a static installation, which provides the ignition spark for the
operation of the engine at the correct time.

The electronic ignition system employed, uses a toothed disc to generate pulses. The system uses
individual ignition coils mounted on each spark plug.

The ignition pulses are conducted to the ignition coils in the firing order and from there to the respective
spark plugs.

The main feature of this ignition system is the electronic controller, which receives all pulses and signals
and, after processing them, performs or initiates the following functions.

The control of the primary circuit of the ignition coils is by means of the ignition electronics. A regulation
of the ignition timing, depending on the engine speed (information of the generator) is possible.
A spark is generated with a constant energy independent of the battery voltage and the speed of the engine.
The sparks reach the spark plug directly without a high tension ignition cable.

DESIGN CHARACTERISTICS OF THE TEETH

All electronic ignition systems require a pickup for sensing the engine speed for the control of the primary
circuit and the ignition timing, in order to continually adjust the ignition timing to the operating state of the
engine.

With the electronic ignition system, the ignition is controlled by means of teeth on a toothed disc, which is
driven by the engine timing gear.
Section 2.9
Page 70 06.01 Service Training
TRANSMISSION OF THE PULSES

The purpose of the advance angle sensor (generator)

is to generate a pulse whenever it passes a tooth.

The electronic controller receives a unique pulse when-

ever a specially formed tooth passes the generator.
This allows the top dead centre point (TDC) to be
determined accurately.

ADVANCE ANGLE SENSOR

This sensor is a magnetic pickup mounted adjacent to the teeth of the toothed disc. This magnetic pickup
consists of a permanent magnet with an inductive coil in which a voltage is induced when it passes the
teeth.

These voltages are transmitted to the electronic controller as information on engine speed and position of
the crankshaft.

NOTE: The position of the generator in relation to the toothed disc can not be changed.

IGNITION COIL

The ignition coil is largely identical with coils of conventional ignition systems in construction and in
operation.

A single coil, which is plugged on the plug without a high tension lead and screwed to an angle bracket,
is used for each spark plug.

ELECTRONIC CONTROLLER

The electronic controller is comparable to a computer. The pulses coming from the generator allow the
electronic controller to determine the speed of the engine exactly. The controller compares the current
speed with the firing point programmed into the ignition characteristic map and triggers the ignition spark
via the appropriate ignition coil with high precision.
 Section 2.9
Service Training 06.01 Page 71

CHECKING THE IGNITION TIMING

A timing light is required for measuring the ignition point. It must be connected between the ignition coil and
spark plug of the number 1 cylinder. For the check, the ignition coil must be unscrewed from the bracket
of the number 1 plug. The removed coil is then connected, using a spare ignition cable to the spark plug,
the timing light can then be attached to this cable.
NOTE: A conventional spark plug HT lead is required for this test.

The firing point is 12° ± 2° BTDC at an idle speed of 800 + 50 rpm.

MARKING THE FIRING POINT CONNECTING DIAGRAM FOR SPARK PLUG

CABLES
The firing point is fixed by the ignition electronics
and can only be adjusted in the direction of
„retarded“ with appropriate resistors (see circuit
diagram).

1 Reference mark on flywheel housing

2 Timing mark on flywheel
Section 2.9
Page 72 06.01 Service Training
FIRING POINT CHARACTERISTIC CURVE FOR G 903.27

27k white (E) 2861A305 4k7 green (B) 2861A302

16k yellow (D) 2861A304 2k2 red (A) 2861A301

9k1 blue (C) 2861A303

Firing Point (° BTDC)

red

green

blue

yel-
low
white

Engine Speed (rpm)

 Section 2.9
Service Training 06.01 Page 73
Section 2.9
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2.9.2.2 WIRING DIAGRAM

2.9.2.2.1 BASIC WIRING DIAGRAM, UP TO 06/00

A1 Perkins electronic ignition 40-49 S1 Ignition switch 7-10

S2 Engine temperature switch 21
B1 Actual engine speed sender 62-64 S3 Oil temperature switch 23
B2 Desired engine speed sender 62-64 S4 Oil pressure switch 25
S5 Suction filter vacuum switch 27
E41 Spark plugs 42-45 S6 Low gas level switch
(option) 29
F1 Fuse, composite instrument, S8 Horn button 71
8A 21 S14 Switch for start inhibitor 10
F2 Fuse, horn, 8 A 71 S18 Pressure switch 60
F3 Fuse, control relay, 8 A 54 S19 Pressure switch 62
F4 Fuse 73
F10 Fuse MTA 50 A 1 T1-3 Ignition coils 40-45
F20 Fuse, start inhibit relay, 5 A 10 V1-3 Decoupling diodes
18,21,31
G1 Alternator with regulator 1, 2
G2 Battery 5 X1 Connector 50 pins 1-37,53
X2 Connector 3 pins 10
H1 Charging indicator lamp 18 X4 Connector 4 pins 39,
H2-H3 Engine temperature warning 45-49
lamp 19-21 X15 Connector 13-15
H4 Hydraulic oil temperature
warning lamp 23 Y1 Speed solenoid 66
H5 Oil pressure warning lamp 25 Y2 LPG shutoff solenoid 54
H6 Suction filter vacuum indicator 27 Y5 Auxiliary solenoid valve 57
H7 Horn 71
H12 Indicator repeat light 37
H13 Low fuel warning light 29
H24 Fan Turn signal light 31 CABLE COLOURS
H25 Preheating 33
H26 Soot filter warning 35 BK black
BN brown
K2 Start inhibitor relay 8-10 BU blue
K3 LPG control relay 50-55 GN green
GY gray
M1 Starter motor 7 RD red
VT violet
N2 Engine speed control unit 60-68 YE yellow
WH white
P1 Hour meter 16
6P3 Indicator 16-39
 Section 2.9
Service Training 06.01 Page 75

CIRCUIT DIAGRAMM H 20/25/30/35 T-03, PERKINS ENGINE, TYPE 351, UP TO 06/00

Section 2.9
Page 76 06.01 Service Training
 Section 2.9
Service Training 06.01 Page 77
Section 2.9
Page 78 06.01 Service Training
2.9.2.2.2 BASIC WIRING DIAGRAM WITH AUXILIARY RELAY K3, FROM 07/00

1A1 Ignition control unit Perkins 39-45 S1 Ignition switch 7-11

1A1.1 Ignition control unit/power S2 Engine temperature switch 21
supply 39-42 S3 Oil temperature switch 23
1A1.2 Ignition control unit/control 43-45 S4 Oil pressure switch 25
S5 Suction filter vacuum switch 27
1B1 Actual engine speed sender 60,61 S6 Low gas level switch 29
1B2 Desired engine speed sender 60-63 S14 Brake pedal switch (start inhibit) 10
1B3 Dwell angle sensor 44,45 S18 Pressure switch 55
S19 Pressure switch 57
1E1 Distributor 39-43 1S1 Single pedal switch 72-74
E41 Spark plugs 39-43 4S8 Horn button 66

F1 Fuse 50 A 1 V1,3 Decoupling diodes 18,31

F2 Fuse 5 A 10 V5 Freewheel diode 25
F3 Fuse 5 A 21
F4 Fuse 10 A 50 X1 Connector 16 pin 1016,21-33
F5 Fuse 10 A 66 50,72-74
F6 Fuse 5 A (single pedal option) 73 X2 Connector 1 pin 1
F7 Fuse for options, not used 76 X3 Connector 3 pin 10
X5 Connector 4 pin 43-47
G1 Alternator with regulator 1,2 7X7 Connector 2 pin 14,35
G2 Battery 4 9X1 Connector 3 pin 72,74

H1 Charging indicator lamp 16 Y1 Speed solenoid 62

H2 Controller fault warning lamp 18 Y2 LPG shutoff solenoid 49
H3 Engine temperature warning Y5 Auxiliary solenoid valve 52
lamp 21 1Y1 Solenoid forward 72
H4 Hydraulic oil temperature 1Y2 Solenoid reverse 74
warning lamp 23
H5 Oil pressure warning lamp 25
H6 Suction filter vacuum indicator 27
H12 Indicator repeat light 37 CABLE COLOURS
H13 Low fuel warning light 29
H24 Fan Turn signal light 31 BK black
H25 Preheating 33 BN brown
H26 Soot filter warning 35 BU blue
4H1 Horn 66 GN green
GY gray
K2 Starter relay 7-10 OG orange
K3 Auxiliary relay, terminal 15 68-70 RD red
K4 LPG control relay 48-52 VT violet
K5 Charging control relay 25-29 YE yellow
WH white
M1 Starter 6,7

1N2 Engine speed control unit 57-63

P1 Hour meter 15
6P3 Indicator 13-38
 Section 2.9
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CIRCUIT DIAGRAMM H 20/25/30/35 T-03, PERKINS ENGINE, TYPE 351, WITH AXILIARY RELAY K3,
FROM 07/00
Section 2.9
Page 80 06.01 Service Training
 Section 2.9
Service Training 06.01 Page 81

2.9.2.2.3 WIRING DIAGRAM FOR OPTIONS

5A1 Electronics for stop light 5H10 Turn signal light, front right 35
control 197-204 4H11 Revolving light 172
7A1 Soot filter controller * 82-106 5H11 Turn signal light, rear right 36
7A1 Lambda controller ** 130-140 5H18 Switch lighting (1.2 W) 22
7A2 Glow plug current regulator * 97-99 9H16 Switch lighting (1.2 W) 7
7A2 Actuator ** 139-140 9H17 Switch lighting (1.2 W) 9
7A3 Diagnostic LED 105-107 5H19 Switch lighting (1.2 W) 35
7A10 Hour meter 160-169 5H20 Stop light, left 197
5H21 Stop light, right 195
4B1 Buzzer 167 7H22 ON lamp 110
5B1 Signal transmitter 200-202 7H23 Emergency stop lamp 96
7B1 Buzzer * 91-92 H25 Indicator light 162
7B1 Lambda probe ** 130-131 H26 Indicator light 164
4B2 Buzzer 183 H27 Indicator light 179
H28 Indicator light 181
5E2 Dip beam, left 17
5E3 Dip beam, right 18 5K1 Flasher unit 35-37
5E4 Position light, front left 20 7K3 Regen inhibit relay 80-84
5E5 Position light, front right 23 7K4 Start inhibit relay 106-110
5E6 Position light, rear left 22 7K5 Warning stage 1 relay 99-103
5E7 Position light, rear right 25 9K5 Wiper relay, front 42-47
5E8 License plate light 27 7K6 Time relay 88-92
5E10 Reversing light 200 9K6 Wiper relay, rear 62-67
9E21-26 Working light 1-13 7K8 Reset relay 93-97

7F1 Fuse 5 A 130 9M1 Wiper motor, front 42-46

7F2 Fuse 1 A 132 9M2 Wiper motor, rear 62-66
5F5 Fuse 15 A 17 7M4 Fan 81-83
5F6 Fuse 15 A 18 7M5 Metering pump 87-89
F7 Fuse 5 A 169 9M6 Heating fan 124-126
5F7 Fuse 5 A 20
5F8 Fuse 5 A 23 6P4 Engine temperature gauge 187-189
5F9 Fuse 15 A 30
5F10 Fuse 15 A 33 7R2 Glow plug 98
9F4 Fuse 10 A 57
9F5 Fuse 10 A 75 7S1 Vacuum switch 136-137
7F11 Fuse 30 A 84-85 9S1 Working light switch, front 2-7
9F11 Fuse 15 A 3 S2 Temperature sensor/ switch 188-191
7F12 Fuse 20 A 82-83 9S2 Working light switch, rear 9-14
9F12 Fuse 15 A 5 9S3 Front wiper switch 51-57
7F13 Fuse 5 A 84-85 5S4 Brake pedal switch 204
9F13 Fuse 15A 11
9F14 Fuse 10A 125
9H3 Switch lighting (1.2 W) 57
9H4 Switch lighting (1.2 W) 76
5H8 Turn signal light, front left 32
5H9 Turn signal light, rear left 30
4H10 Switch lighting 174
Section 2.9
Page 82 06.01 Service Training
9S4 Rear wiper switch 70-76 CABLE COLOURS
S6 Low gas level switch 211
4S10 Revolving light switch 172 BK black
5S11 Light switch 15-20 BN brown
5S12 Warning light switch 30-38 BU blue
5S13 Turn signal switch 31-35 GN green
7S16 Ignition switch 80-83 GY gray
7S17 Emergency stop switch 90-97 RD red
7S20 Reset switch 163 VT violet
WH white
7V1 Freewheel diode 86 YE yellow
7V2 Decoupling diode 104-105
7V3 Decoupling diode 104-105

5X1 Connector 8 pins 17-37

7X1 Connector 2 pins 130
9X1 Connector 6 pins 43-46
9X1.1 Connector 3 pins,
Single pedal switch 39
9X1.2 Connector 3 pins,
Single pedal loom 39
5X2 Connector 6 pins 22-37
7X2 Connector 4 pins * 82-85
7X2 Connector 2 pins ** 131
9X2 Connector 3 pins 63-66
9X2a Connector 3 pins 63-68
5X3 Connector 3 pins 27
7X3 Connector pins * 98
7X3 Connector 6 pins ** 130-134
7X4 Connector 2 pins * 102-104
7X4 Connector 2 pins ** 137
7X5 Connector 4 pins 88,90,
109
5X6 Connector 3 pins 204
5X7 Connector 3 pins 200,202
7X7 Connector 2 pins 80,116,
160
9X7 Connector 6 pins 1,3,11
5X8 Connector 4 pins 197,2
9X8 Connector 6 pins 5,7,13
4X11 Connector 3 pins 172
7X20 Connector 3 pins 163

7Y3 Shut-off valve 84,85

* Soot filter system version

** Lambda control version
 Section 2.9
Service Training 06.01 Page 83

CIRCUIT DIAGRAMM FOR OPTIONAL EQUIPMENT H 20/25/30/35 T-03, PERKINS ENGINE,

SERIES 351
Section 2.9
Page 84 06.01 Service Training
CIRCUIT DIAGRAMM FOR OPTIONAL EQUIPMENT H 20/25/30/35 T-03, PERKINS ENGINE,
SERIES 351
 Section 2.9
Service Training 06.01 Page 85

CIRCUIT DIAGRAMM FOR OPTIONAL EQUIPMENT H 20/25/30/35 T-03, PERKINS ENGINE,

SERIES 351
Section 2.9
Page 86 06.01 Service Training
 Section 2.9
Service Training 06.01 Page 87

2.9.2.3 LPG SYSTEM

1 LPG bottle 10 Vacuum line

2 Gas line 11 Intake manifold
3 Gas line 12 Vacuum line
4 Relief valve 13 Mixer
5 Filter/shutoff valve 14 Gas line
6 Water pipe 15 VPV gas line (not with computer-controlled
7 Vaporiser catalytic converter)
8 Water pipe 16 Air filter
9 Shutoff valve 17 Vacuum line
18 Vacuum line
Section 2.9
Page 88 06.01 Service Training
2.9.2.3.1 LPG MIXER

1 Maximum adjustment cock 5 Rod

2 Idle mixture 6 Nut
3 Temperature switch 7 Lever
4 Operating magnet 8 Mixer

ADJUSTMENT INSTRUCTIONS

- Close the throttle by hand, set the linkage rod (5) to a pretension of 1 mm and press it on the ball of lever
(7).

- Lock the rod (5) with nuts (6).

 Section 2.9
Service Training 06.01 Page 89

CO CONTENT ADJUSTMENT

Conditions:

- Ignition timing of engine is correct, i.e. 12 ± 2° BTDC at idling speed of 800 +50 RPM.
- Engine at operating temperature and hydraulic oil in tank at 60 °C.
- Working hydraulics pressure relief valve set to 180 bar (H 20/25/30) or 215 bar (H35).
- Parking brake applied.

Idle mixture:

- Turn the idle mixture adjusting screw (1) in as far as the stop.
- Connect the CO tester.
- Start the engine and measure the CO content at operating temperature at low idling speed (800 +50 RPM).
Specified value: CO £ 0.1 % vol.
If CO > 0.1 % vol., turn the screw (1) out further, but ensure that the engine is running
smoothly.

Full load mixture:

- Set the full load adjustment screw to "R".

- With the brake pedal locked, run the engine at full speed, operate the tilt control lever as far as possible
and hold it.
- Measure the CO value with the engine under load.
Specified value: CO £ 0.1
Correction: Turn the adjustment screw in direction "L".

NOTE: For this measurement, the engine speed should not be lower than
1800 rpm for H 20/25/30
1700 rpm for H 35.

ATTENTION
After completing the test, set the pressure relief valve on the truck back to the appropriate
pressure.
Section 2.9
Page 90 06.01 Service Training
2.9.2.4 ELECTRONIC SPEED CONTROL

TASK OF THE SPEED CONTROL

On LPG trucks, the electronic speed control holds the engine speed constant up to the performance limit
of the engine, despite varying loads from the traction and lift hydraulics. It ensures that, depending on the
position of the accelerator pedal (translation), the engine power at a particular speed is always available.

ADVANTAGES OF THE SPEED CONTROL

The speed control has an electronic controller with a proportional, integral and differential behaviour. Due
the integral behaviour, it has the following advantages over proportional controllers:

- no reduction in engine speed,

i.e. upper idling speed is approximately the rated speed,
resulting in less noise and a lower fuel consumption

- regulation of the idling speed

i.e. idle speed limiting screw not required resulting in minimal speed changes with varying engine
temperatures

- fuel cutoff when braking due to complete closing of the throttle

- no speed adjustment required,

allowing speed control unit renewal without any adjustments
 Section 2.9
Service Training 06.01 Page 91

BLOCK DIAGRAM OF SPEED CONTROL

1 Perkins LPG engine 8 Variance comparison

2 Flywheel with starter ring 9 PID controller
3 Actual speed sender 10 End stage
4 Servo cylinder (hydraulically operated) 11 Speed control unit
5 Desired value sender (potentiometer) 12 Servo actuator (proportional magnet)
6 Processing of desired value signal 13 LPG mixer with throttle
7 Processing of actual value signal
Section 2.9
Page 92 06.01 Service Training
2.9.2.4.1 CHECKS AND ADJUSTMENTS

2.9.2.4.1.1 SPEED ADJUSTMENT

- Loosen the locknut (7).

- Set dimension "X" to 1 ± 0.2 mm by turning the threaded rod (3). The piston (4) of the servo cylinder (2)
contacts lever (5).

- Tighten the locknut (7) on the threaded rod (3).

 Section 2.9
Service Training 06.01 Page 93

2.9.2.4.1.2 DESIRED VALUE SENDER

- Loosen the fastening screw (6).

- Connect a tachometer.

- Start the engine and adjust the low idling speed to 800 + 50 RPM with the potentiometer (1).

- Tighten the fastening screw (6).

Section 2.9
Page 94 06.01 Service Training
2.9.2.4.1.3 ACTUAL VALUE SENDER

ATTENTION
Do not start the engine when adjusting or installing the actual value sender B1 and when plug X/B1
is disconnected, otherwise the engine will overspeed (due to actual value signal for engine speed
control unit N2 missing)

- Remove the actual value sender.

- Crank the engine until one of the teeth is below the hole.

- Install the actual value sender, turn the nut (1) downward until the actual value sender contacts the tooth
of the flywheel. Unscrew the nut until it contacts the actual value sender.

+0.3
- Adjust the correct distance of 0.5 mm between the flywheel and actual value sender. Unscrew the
nut (1) ¾ to 1 turn.

- Tighten nut (2) again and torque to 10 Nm.

 Section 2.9
Service Training 06.01 Page 95

WIRING DIAGRAM FOR ENGINE SPEED CONTROL

X/B1 Actual value sender B1 X/Y1 Servo magnet

X/B2 Desired value sender B2 X/S18 Pressure switch
X/F3 Fuse X/S19 Pressure switch
X/K2 Starter relay X/N2 Speed control unit
Section 2.9
Page 96 06.01 Service Training
2.9.2.4.1.4 ELECTRONIC SPEED CONTROL

SUPPLY VOLTAGE FOR SPEED CONTROL UNIT

- With plug X/N2 disconnected, connect a voltmeter (voltage measurement) between plugsX/N2:1/2 and
X/N2:25.

- Switch on the ignition.

- The voltmeter must indicate 12 V (= supply voltage) from speed control unit N2.

NOTE: If this value is not obtained, check the positive leads and negative lead.

- Refit plug X/N2 on speed control unit N2.

CENTRE FEED VOLTAGE OF SPEED CONTROL UNIT

NOTE: For the following measurements, the speed control unit must function correctly and an exact
centre feed voltage is required.

- Disconnect plug X/B1 and connect a voltmeter (voltage measurement) between plug X/B1:2 and vehicle
earth.

- Switch on the ignition.

- The voltmeter must indicate 5 V = centre feed voltage.

NOTE: If the voltmeter indicates no or incorrect voltage values, check the wiring to plug X/B1 and the
power supply for N2, or renew speed control unit N2.

- Reconnect plug X/B1.

DESIRED VALUE SENDER

- Connect a voltmeter for measuring the voltage between plugs X/B2:1 and X/B1:2. The plugs remain
connected. Insert the tips of the probes in the specified test points from the rear. On plug X/B1 remove
the rubber grommet.

- Turn on the ignition.

The voltmeter indicates a voltage of 2.0 V ± 15 mV (as set by the speed control unit).

- Measure the voltage between plugs X/B2:3 andX/B1:2. The plugs remain connected. Insert the tips of
the probes in the specified test points from the rear. On plug X/B1 remove the rubber grommet. The
voltmeter indicates a voltage of 750 ± 15 mV (as set by the speed control unit).
 Section 2.9
Service Training 06.01 Page 97

- Measure the voltage between plugs X/B2:2 and X/B1:2 (voltage of basic adjustment). The plugs remain
connected. Insert the tips of the probes in the specified test points from the rear. On plug X/B1 remove
the rubber grommet.
The voltmeter indicates a voltage of 700 ± 15 mV (can be set by turning the potentiometer).

- Start the engine.

- Smoothly depress one accelerator pedal fully. The voltage indicated on the voltmeter must rise uniformly
to 1.98 V ± 15 mV.

NOTE: If the four readings are not obtained, check the basic adjustment of desired value sender B2,
the wiring and the power supply as well as the centre feed voltage, or renew the speed control
unit N2 or desired value sender B2.

ACTUAL VALUE SENDER

- Disconnect plug X/B1.

- Connect the test lead of a voltmeter to plugs X/B1:2 and X/B1:1 and measure the resistance.
Desired value: 1 kOhm ± 100 Ohm

- Change voltmeter to AC voltage and set to 100 V range.

- Disconnect speed control unit N2.

- Connect a tachometer.

- Pull out the servo magnet axle approx. 1/3 of the way by hand, start the engine. Set the engine speed
to approx. 1000 RPM by manual manipulation of the servo magnet axle and read the voltage on the
voltmeter.
Reading: approx. 30 - 50 Volt

- Now increase engine speed to 2300 RPM by manual manipulation of the magnet axle and read the
voltage on the voltmeter.
Reading: approx. 80 - 90 Volt

NOTE: The specified voltage values vary within the given tolerance range depending on the setting
of the actual value sender and can deviate even more, depending on the voltmeter used.
The test only serves to determine if the voltage value varies with a different RPM.
Section 2.9
Page 98 06.01 Service Training
2.9.2.4.1.5 TROUBLESHOOTING THE TRANSISTORISED IGNITION SYSTEM

Fault: Engine cranking, but not starting

Test condition: Battery voltage at least 11.3 V

NOTE: See appendix for connector and wiring diagram excerpt.

Check gas supply:

Bottle, shutoff valve, pressure regulator, mixer.

yes no
Above points are OK. Remedy or replace.

Visual inspection of cables, cable connections, connectors, contacts.

yes no
Above points are OK. Remedy or replace.

Turn on ignition (do not start engine). Disconnect connector X4. Measure
voltage between terminals 1 and 2 on truck end (man symbol).

yes Voltage over no Check wiring loom on truck end and

10 V, but less than 14 V
remedy.

A
 Section 2.9
Service Training 06.01 Page 99

A
Shut off the gas supply (close bottle valve). Measure voltage between
terminals 1 and 2 at connector X4 on truck end.
Operate the starter.

yes Voltage over no Check battery and starter cable loom.

8V Remedy or replace.

Connect connector X4. Remove connector at ignition module. Turn on the

ignition. Measure voltage between terminals 4 and 9.

yes no
Voltage over 0 V Remedy or replace cable loom.

Replace ignition module.

Section 2.9
Page 100 06.01 Service Training
Fault: Engine misfiring, running unevenly, performing poorly, not starting

Test condition: First perform troubleshooting on ignition system as described under "Engine not starting“.

NOTE: See the appendix for the connector and wiring diagram excerpt.

Check gas installation:

Bottle, shutoff valve, pressure regulator, mixer.

yes no
Above points are OK. Remedy.

Visual inspection of cables, cable connections, connectors and terminals.

yes no
Above points are OK. Remedy.

Check if correct ignition point characteristic curve is being used (resistance),

see ignition point characteristic curve for Perkins G903.27.

yes Resistance no
Install correctect resistance.
is OK

A
 Section 2.9
Service Training 06.01 Page 101

Visual inspection of ignition coils, plugs, spark plug connectors.

yes no
Above points are OK Remedy.

Visual inspection of plugs: burn-off, condition.

yes no
OK Adjust plug gap or replace.

Turn on the ignition. Install voltmeter between terminal 3 of individual ignition

coils and truck earth.

yes no
12 V Replace cable loom.

Turn off the ignition. Disconnect connector X4. Measure resistance between
terminal 2 at connector X4 and terminal 2 at individual ignition coil connectors.

B
Section 2.9
Page 102 06.01 Service Training

yes no
Resistance = 0 W Replace cable loom.

Disconnect connector at ignition module and ignition coils. Measure resist-

ance between the following terminals:

Connector at Connector at
Ignition module ignition coil

Terminal 7 to terminal 1 at ignition coil 1

Terminal 8 to terminal 1 at ignition coil 2
Terminal 18 to terminal 1 at ignition coil 3
Terminal 16 to terminal 3 at ignition coil 1
Terminal 16 to terminal 3 at ignition coil 2
Terminal 16 to terminal 3 at ignition coil 3

yes no
Resistance = 0 W Replace cable loom.

Connect connectors at ignition coils. Measure resistance at connector for

ignition control module between terminal 7 and terminal 16.

yes no
Resistance under 4 W Replace ignition coil 1.

Measure resistance at connector for ignition control module between terminal

8 and terminal 16.

C
 Section 2.9
Service Training 06.01 Page 103

yes no
Resistance under 4 W Replace ignition coil 2.

Measure resistance at connector for ignition control module between terminal

18 and terminal 16.

yes no
Resistance under 4 W Replace ignition coil 3.

Measure resistance between terminal 3 and terminal 4 at connector for ignition

control module.

Resistance
Replace ignition control yes no
between 1.8 kW and Replace cable loom.
module.
120 kW
Section 2.9
Page 104 06.01 Service Training
TROUBLESHOOTING APPENDIX

CONNECTOR FOR IGNITION COILS 1 - 3

View of connector from cable loom end

CONNECTOR AT IGNITION CONTROL MODULE

View of connector from cable loom end

 Section 2.9
Service Training 06.01 Page 105

CONNECTOR X4

View of connector X4 from cable loom end

 Page
Section

View of connec-
tor for ignition Connector for
106
2.9

control module ignition coil 1

seen from plug
end Connector for
ignition coil 2
06.01

Connector for
ignition coil 3

Cconnector for
ignition control Cable colours
module
B black
G green
W white
GW green white
WIRING DIAGRAM FOR TROUBLESHOOTING (SCHEMATIC)

GB green black
O orange
Y yellow
K pink
R red
N brown
S grey

Resistance
for ignition point
characteristic curve
(X4)
Service Training
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: [email protected] 351 804 4701.0601