Sef 0l6ae

No.
SEF-0L6AE
FORKLIFT TRUCK
FHD15C3Z FHD15T3Z
FHD18C3Z FHD18T3Z
FD20C3Z FD20T3Z
FD25C3Z FD25T3Z
FD30C3Z FD30T3Z
TCM CORPORATION
No. SEF-0L6AE
FOREWORD
TCM’s new forklift trucks with capacities from 1.5 through 3.0 tons feature low operating noise
and reduced vibration as well as improved controllability and higher safety, and come equipped with
new high-performance engines.
The steering system can correct steering wheel knob deviation automatically to provide better driver
control. The instrument panel accommodates optional OK monitors which allow the operator to check
the water level, air cleaner plugging, and battery condition of charge with just a glance. The
serviceability of these trucks has been greatly improved by these changes.
This Service Manual describes all of the major components and their service procedures. We
encourage you to make practical use of it while servicing the trucks.
We also hope you will understand that, due to on-going improvements of the parts and components,
the values and some of the descriptions in this manual are subject to change without notice.
June, 2007
SPECIFICATIONS
EXB, EXK
Truck model FHD15C3Z FHD18C3Z FD20 C3Z FD25C3Z FD30C3Z
Item FHD15T3Z FHD18T3Z FD20T3Z FD25T3Z FD30T3Z
Performance
Max. load kg 1500 1750 2000 2500 3000
Basic load center mm 500
Lift height mm 3000
Tilt angle (fwd-bwd) ° 6 - 12
Free lift mm A 155 160 135
Lift speed mm/s
(unloaded) 660 570 460
(loaded) 620 530 450
Traveling speed km/h C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z
fwd 1st 9.0 19.5 8.0 18.5 8.5 19.0
2nd 19.0 * 18.0 * 19.0 *
rev 1st 9.0 19.5 8.0 18.5 8.5 19.0
2nd 19.0 * 18.0 * 19.0 *
Max. drawbar pull kN{kgf} C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z
(unload) 6.9{700} 8.3{850} 9.8{1000}
(loaded) 13.2{1350} 16.2{1650} 11.7{1200} 13.7{1500} 10.8{1100} 13.7{1400}
Gradeability C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z C3Z T3Z
(unload) 1/5.5 1/5.8 1/5.0 1/5.5 1/5.0
(loaded) 1/4.0 1/4.5 1/3.2 1/3.5 1/6.0 1/5.0 1/6.5 1/6.0 1/8.0 1/7.0
Min. turning radius mm B 1980 2010 2170 2240 2400
Min. 90° intersecting aisle mm C 1780 1800 1920 2010 2110
Dimensions
Overall length mm D 3165 3195 3400 3625 3775
Overall width mm E 1070 1100 1150 1225
Overall height
(at overhead guard) mm F 2070 2090
Overall height with
extended mast mm G 4030 4250
Wheelbase mm H 1425 1600 1700
Tread mm
(front) J 890 920 970 1000
(rear) K 920 970
Fork overhang L 395 445 450 480
Rear overhang mm M 425 455 435 505 525
Fork size mm 920 x 100 x 35 920 x 122 x 36 1070 x 122 x 40 1070 x 125 x 45
(Length (N) x Width (P) x Thick (Q)
Fork spacing mm R 200 - 920 245 - 1020 250 - 1090
Under clearance mm 105 (at frame) 110 (at mast) 140 (at mast)
Weight
Operating weight kg 2610 2770 3320 3680 4370
No. SEF-0L6AE
No. SEF-0L6AE
Unit: mm
3000
Free lift
Fig. 1 Truck Dimensions

No. SEF-0L6AE
TABLE OF CONTENTS
1. ENGINE ........................................................................................................................................... 1
1.1 GENERAL DESCRIPTION .......................................................................................................... 2
1.1.1 FUEL SYSTEM ..................................................................................................................... 6
1.1.2 COOLING SYSTEM ........................................................................................................... 11
1.1.3 ACCELERATOR PEDAL ................................................................................................... 14
1.1.4 AIR CLEANER ................................................................................................................... 15
1.1.5 MUFFLER ............................................................................................................................ 18
2. MANUAL TRANSMISSION SYSTEM .......................................................................... 21

2.1 GENERAL DESCRIPTION ........................................................................................................ 21
2.1.1 SYNCHROMESH TRANSMISSION ................................................................................ 21
2.1.2 CLUTCH COVER AND CLUTCH DISC ......................................................................... 28
2.1.3 RELEASE CYLINDER ....................................................................................................... 31
2.1.4 MASTER CYLINDER ........................................................................................................ 31
2.1.5 CLUTCH PEDAL ................................................................................................................ 32
3. AUTOMATIC TRANSMISSION SYSTEM .................................................................... 37

3.1.1 TORQUE CONVERTER .................................................................................................... 40
3.1.2 CHARGING PUMP ............................................................................................................. 41
3.1.3 TRANSMISSION ................................................................................................................ 42
3.1.4 TRANSMISSION CONTROL VALVE .............................................................................. 46
4. DRIVE AXLE ............................................................................................................................... 51

4.1.1 REDUCTION GEAR AND DIFFERENTIAL .................................................................. 56
5. BRAKE SYSTEM ..................................................................................................................... 59

5.1.1 BRAKE PEDAL .................................................................................................................. 59
5.1.2 MASTER CYLINDER ........................................................................................................ 64
5.1.3 WHEEL BRAKE ................................................................................................................. 65
5.1.4 PARKING BRAKE LEVER ............................................................................................... 67
5.1.5 WHEEL BRAKE TROUBLESHOOTING ........................................................................ 71
6. STEERING SYSTEM .............................................................................................................. 73

6.1.1 STEERING AXLE ............................................................................................................... 74
No. SEF-0L6AE
6.1.2 STEERING WHEEL ASSEMBLY ..................................................................................... 78

6.1.3 ORBITROL .......................................................................................................................... 79
6.1.4 POWER CYLINDER .......................................................................................................... 82
6.1.5 STEERING WHEEL DEVIATION CONTROL ............................................................... 83
7. HYDRAULIC SYSTEM .......................................................................................................... 87

7.1.1 MAIN PUMP ....................................................................................................................... 88
7.1.2 CONTROL VALVE (1.5 to 1.8 tons) ................................................................................. 91
7.1.3 CONTROL VALVE (2.0 to 3.0 tons) ................................................................................. 98
7.1.4 VALVE CONTROLS ......................................................................................................... 107
7.1.5 LIFT CYLINDER .............................................................................................................. 108
7.1.6 FLOW REGULATOR VALVE ......................................................................................... 112
7.1.7 TILT CYLINDER .............................................................................................................. 113
7.1.8 OIL TANK .......................................................................................................................... 114
8. LOAD HANDLING SYSTEM ............................................................................................ 117

8.1 GENERAL DESCRIPTION ...................................................................................................... 118
8.1.1 OUTER AND INNER CHANNELS ................................................................................ 118
8.1.2 CARRIAGE ........................................................................................................................ 119
8.1.3 LOCATIONS OF ROLLERS ............................................................................................ 120
9. ELECTRIC WIRING .............................................................................................................. 123

1. ENGINE
1. ENGINE
Diesel engine
Truck Model
FD20C3Z FD20T3Z
FHD15C3Z FHD15T3Z
FD25C3Z FD25T3Z
FHD18C3Z FHD18T3Z
FD30C3Z FD30T3Z
Item
Name C240
Type 4-cycle, water-cooled, in-line,
overhead valve type diesel engine with swirl chamber
No. of cylinders- Bore x stroke mm 4-86.0 x 102.0
Total displacement cc 2369
Compression ratio 21.3
Performance
Rated speed rpm 2500
Rated output kW 34.3 34.7
Maximum torque N-m{kgf-m}/rpm 137.7 {14} / 1800 138.5 {14.1} / 1800
Full-load rated fuel consumption g/kw·h 292.3
No-load minimum speed rpm 700
Weight kg 252
Dimensions (L x W x H) mm 693 x 550.5 x 720 693 x 550.5 x 689
Ignition order 1– 3– 4– 2
Rotational direction Clockwise when viewed from fan.
-1-
1. ENGINE
1.1 GENERAL DESCRIPTION

The engine is installed inside the truck frame along with the drive unit to deliver power to both the
drive and hydraulic systems.
The engine is rubber mounted at four points in the frame.
ENGINE-SIDE BRACKET
Apply LOCTITE#262
BRACKET
Apply LOCTITE#262 FRAME-SIDE

BRACKET
Apply LOCTITE#262
RUBBER MOUNT
Apply LOCTITE#262
View View
Fig. 1.1 Engine Mounting
-2-
1. ENGINE
THERMO SENSOR
ALTERNATOR
OIL FILTER
INJECTION PUMP
OIL PRESSURE SWITCH
DRAIN PLUG STARTER
MOTOR
Max torque
More than 138.5 Nm/approx. 1800 min-1
Shaft torque
(N-m)
Max output
34.7 +220 /kW/2500 min-1
Shaft output
(kW)
No load max speed

2750 ± 50 min-1
consumption
Rate of fuel
(g/kWh)
Fuel sumption (at 100% rated output)

Less than 292.3 g/kW.h
Engine speed (x 100 min -1)
Fig. 1.2 Diesel Engine (C240)
-3-
1. ENGINE
Model
C240
Item
Main Construction
Valve system Overhead valve type
Fuel system
Injection pump Bosch distributor type
Plunger (diameter x stroke) 9 mm x 2.2 mm
Injection nozzle Throttle type
Fuel feed pump Diaphragm type
Fuel filter Filter paper type with sedimenter
Governor
Governing Centrifugal, all-speed control
Lubrication Forced circulation
Lubrication system
Pump Trochoid type
Drive Camshaft drive
Oil pressure regulator Piston/spring type
Oil pressure indicator Switch type
Filtration Full-flow, filter paper type
Oil cooler Not provided
Cooling system
Cooling method Water cooling
Cooling fan Pusher type with 6 blades
O.D.: 380 mm
Drive Belt drive
Pump Impeller type
Drive Belt drive
Water temperature regulator
Type Wax pellet type
Temperature at which valve 82°C
begins to open
Temperature at which valve 95°C
opens fully
Starting motor
Type Magnet type
Voltage 12 V
Output 2.2 kW
Stopping device Fuel cut-off type
Engine preheater Provided
-4-
1. ENGINE
Model
C240
Item
Charging generator
Type A.C. generation,
diode rectification
Voltage 12 V
Output 35 A
Drive Belt drive
Automatic charging regulator IC type (built in generator)
Reference data
Oil sump capacity 5.2 liters max.
4.0 liters min.
Cooling water volume 5.2 liters
Valve clearance
Suction valve 0.45 mm
Exhaust valve 0.45 mm
Valve operation
Suction valve opens at BTDC 0.192 rad
closes at ABDC 0.855 rad
Exhaust valve opens at BBDC 0.890 rad
closes at ATDC 0.157 rad
Injection timing (BTDC) 0.157 rad
Injection start pressure 11.8 MPa {120 kgf/cm2}
Compression pressure 3.04 MPa {31 kgf/cm2} (200 rpm)
-5-
1. ENGINE
1.1.1 FUEL SYSTEM

The fuel system is integral with the truck frame and consists of a fuel tank, a fuel filter, a fuel feed
pump, and an injection pump.
(1) Fuel tank

The fuel tank is welded with the truck frame into one integral body and located on the left side of
the frame.
The fuel tank has, on its top, a tank cover on which a fuel level sender is provided to detect the fuel
level inside the fuel tank.
The truck has a return pipe as well as a suction pipe.
Capacity: 70 liters
to ENGINE
from ENGINE
CAP
FUEL FILTER
FUEL LEVEL SENDER DRAIN PLUG
Fig. 1.3 Fuel Tank (1.5 to 1.8 tons)
-6-
1. ENGINE
Capacity: 70 liters
to ENGINE
from ENGINE
CAP
FUEL FILTER
FUEL LEVEL SENDER DRAIN PLUG
Fig. 1.4 Fuel Tank (2.0 to 3.0 tons)
-7-
1. ENGINE
The fuel level sender converts the remaining fuel level to a resistance value. Its construction is
shown in Figure 1.5. The resistance element is a variable resistor made of nichrome wire. The slider
that changes the resistance is connected to the float.
When the float is at the top level, the resistance value between the grounding and the “G” terminal
is in the range of about 9.5 to 11 Ω. As the float lowers, the resistance value becomes greater. Changes
in the resistance are transmitted to the CPU in the combination meter. The fuel meter indicator moves
in the “F” direction when the resistance is small and moves in the “E” direction when the resistance
value is large.
In addition, if the float lowers near to the bottom, the CPU sends the signal to light the fuel lamp to
inform the operator that fuel should be added.
FUEL METER
LEVEL
SENDER
CPU
FULL
FUEL LAMP
3/4
BATTERY
1/2
Float Resistance value (Ω)
FULL 10 ± 0.5
3/4 19
1/2 32 ± 1.0
1/4
1/4 49.5
EMPTY 87 ± 1.5
EMPTY
Fig. 1.5 Fuel Level Sender
-8-
1. ENGINE
ENGINE COOLING
WATER TEMP. GAUGE
FUEL METER
HOUR METER
SEAT BELT WARNING LIGHT BATTERY ELECTROLYTE WARNING

DRIVING AND LOAD HANDLING LIGHT (OPTION)
INTERLOCK WARNING LIGHT RADIATOR WATER LEVEL WARNING
NEUTRAL WARNING LIGHT LIGHT (OPTION)
ENGINE OIL PRESSURE WARNING BATTERY CHARGE WARNING LIGHT
LIGHT PARKING BRAKE WARNING LIGHT
SEDIMENTOR WARNING LIGHT PREHEATER INDICATOR
(FOR DIESEL TRUCKS) (FOR DIESEL TRUCKS)
AIR CLEANER WARNING LIGHT FUEL LEVEL WARNING LIGHT
(OPTION)
Fig. 1.6 Combination Meter
-9-
1. ENGINE
(2) Fuel filter

The fuel filter removes dust and dirt from fuel to be supplied to the engine. It is located on the fuel
tank. The fuel filter used for the diesel engine also removes water from fuel.
PUMP
CARTRIDGE
FUEL LEVEL SWITCH

DRAIN COCK
Fig. 1.7 Fuel Filter
- 10 -
1. ENGINE
1.1.2 COOLING SYSTEM

The cooling system consists primarily of a radiator and a reserve tank, as shown in Figure 1.8. The
radiator is a cross-flow type. On the automatic transmission trucks, the outlet tank has an oil cooler
inside it.
The water pump is attached to the engine and driven by way of the V-belt as the engine starts
running.
CAP
OIL COOLER
RADIATOR
RESERVE TANK
DRAIN VALVE
Note: The oil cooler is installed only on the automatic transmission trucks.
Fig. 1.8 Cooling System
- 11 -
1. ENGINE
FRAME-SIDE
RADIATOR-SIDE BRACKET
BRACKET
RUBBER
RESERVE TANK
Detail of
CAP (Valve opening pressure:

49 kPa {0.5 kgf/cm 2})
RADIATOR
- 12 -
Fig. 1.9 Cooling System (Diesel-powered trucks) (1.5 to 1.8 tons)
RESERVE TANK
RADIATOR-SIDE
BRACKET
RUBBER
FRAME-SIDE
BRACKET
Detail of
CAP (Valve opening pressure:

49 kPa {0.5 kgf/cm 2})
- 13 -
Fig. 1.10 Cooling System (Diesel-powered trucks) (2.0 to 3.0 tons)
1. ENGINE
1. ENGINE
1.1.3 ACCELERATOR PEDAL

The accelerator pedal controls engine output. It is installed as shown in Figure 1.11.
The movement of the accelerator pedal is transmitted by way of a wire cable to the engine.
83.5 mm
53.5 mm
19 mm
N
F
83 mm
Engine-side
35 mm
LINK
PEDAL
STOPPER
1. Adjust the wire length with the nut so that the looseness of the link is 0.5 to 1.0 mm
when the engine is running at idle rpm.
Fig. 1.11 Accelerator Pedal
- 14 -
1. ENGINE
1.1.4 AIR CLEANER

The air cleaner removes dust and dirt from the air to be supplied to the engine. It is located on top
of the oil tank at the right side of the frame.
The outside air enters the air cleaner through the duct provided at the mounting part of the rear right
pillar of the overhead guard.
Dust and other foreign matter is removed by the air cleaner element before being supplied to the
engine.
AIR CLEANER OUTSIDE AIR
to ENGINE
Fig. 1.12 Air Cleaner (1.5 to 1.8 tons)
- 15 -
1. ENGINE
AIR CLEANER OUTSIDE AIR
to ENGINE
Fig. 1.13 Air Cleaner (2.0 to 3.0 tons)
- 16 -
1. ENGINE
OUTSIDE AIR
ELEMENT COVER
EVACUATION
to ENGINE VALVE
FILTER BODY
LATCH
View
Fig. 1.14 Air Cleaner
- 17 -
1. ENGINE
1.1.5 MUFFLER
The muffler helps reduce the sound of escaping gases of the engine, and it is provided between the
radiator and the counterweight at the rear of the truck.
to ENGINE Detail of
MUFFLER
EXHAUST
Fig. 1.15 Exhaust System (1.5 to 1.8 tons)
- 18 -
1. ENGINE
Detail of
to ENGINE
MUFFLER
EXHAUST
Fig. 1.16 Exhaust System (2.0 to 3.0 tons)
- 19 -
1. ENGINE
NOTE
- 20 -
2. MANUAL TRANSMISSION SYSTEM

Truck Model FD20C3Z
FHD15C3Z
FD25C3Z
FHD18C3Z
Item FD30C3Z
Transmission
Type Synchromesh transmission
Reduction ratio
Fwd 1st 3.738 3.343
Fwd 2nd 1.712
Rev 1st 3.732 3.329
Rev 2nd 1.705
Q’ty of oil to be used 5.5 liters
Weight 91 kg
Clutch
Type Dry single plate
Operation Foot-controlled
Clutch disc
Outer diameter 275 mm
Inner diameter 175 mm
Thickness 9.2 ± 0.3 mm (when not engaged)
Surface area (one side) 354 cm2
Clutch cover weight 12.5 kg

The manual transmission system consists of a synchromesh transmission and a clutch unit. Power
transmission to the drive axle is implemented through a propeller shaft.
2.1.1 SYNCHROMESH TRANSMISSION

The transmission consists broadly of an input gear, a counter gear, a main shaft, and an output gear.
The traveling direction and speed range of the truck are selected by controlling the main shaft sleeves
with the shift arm.
The power of the output gear is transmitted through a propeller shaft to the differential.
- 21 -
1. COVER 10. THRUST 18. OUTPUT FLANGE 25. SECOND GEAR

2. NEEDLE BEARING BEARING 19. REVERSE GEAR 26. SNAP RING
3. NEEDLE BEARING 11. DRIVE SHAFT 20. FIRST GEAR 27. BALL BEARING
4. COUNTER GEAR 12. BALL BEARING 21. INSERT 28. CAP
5. SPACER 13. FORWARD GEAR 22. SLEEVE 29. CLUTCH HUB
6. BALL BEARING 14. BALL BEARING 23. SYNCHRONIZING 30. PLUG
7. OIL SEAL 15. OUTPUT GEAR CONE 31. BALL BEARING
8. RETAINER 16. BALL BEARING 24. SYNCHRONIZING 32. INPUT GEAR
9. SHIFT BLOCK 17. OIL SEAL CONE
Fig. 2.1 Synchromesh Transmission 1/2
- 22 -
MATCH MARK
33. SET BOLT 39. BACK-UP LAMP SWITCH 45. “O”-RING 51. SNAP RING
34. SUPPORT 40. SHIFT FORK 46. SHAFT 52. YOKE
35. SPACER 41. OIL DIPSTICK 47. SNAP RING 53. BUSHING
36. NEUTRAL SWITCH 42. BREATHER 48. WASHER 54. SHAFT
37. SHIFT FORK 43. PIN 49. BALL 55. BUSHING
38. FORK SHAFT 44. LEVER 50. SPRING 56. SNAP RING
Fig. 2.2 Synchromesh Transmission 2/2
- 23 -
(1) Power flow

In neutral position
The power from the main drive shaft is transmitted to the Hi gear and Lo gear on the main
shaft, both of which are in constant mesh with “a” and “b” of the input gear , respectively. When the
speed range shift sleeve and the direction shift sleeve are in neutral, any of the main shaft, output
gear and output shaft does not rotate so that no power transmission is implemented.
Gearshifting
When the speed range and direction shift levers are operated, the sleeves move to connect the gears
to the clutch hub and main shaft. The power is thus transmitted in the following order: main drive
shaft, input gear, Hi gear or Lo gear, synchromesh mechanism, main shaft, synchromesh mechanism,
reverse or forward gear, output gear, and output shaft.
Power flow:
Fwd 1st: b
Fwd 2nd: a
Rev 1st: b
Rev 2nd: a
1. MAIN DRIVE SHAFT

2. INPUT GEAR
3. Hi GEAR
4. Lo GEAR
5. REVERSE GEAR
6. FORWARD GEAR
7. OUTPUT GEAR
8. COUNTER GEAR
9. COUNTER GEAR
10. SLEEVE
11. SYNCHRONIZING CONE
to DRIVE AXLE 13. SLEEVE
Fig. 2.3 Power Flow
- 24 -
(2) Synchronizer
The synchronizer synchronizes gears which are about to mesh by letting the block ring come in
contact with the tapered flanks of the gears.
1. TEETH OF OUTER RING

(BLOCK RING)
2. OUTER RING (BLOCK RING)
3. INNER RING (BLOCK RING)
4. MIDDLE RING
(SYNCHRONIZING CONE)
5. GEAR
6. DOG TEETH OF GEAR
7. SLEEVE
8. SPLINES OF SLEEVE
9. INSERT
10. ANNULAR SPRING
11. CLUTCH HUB
12. SHIFT FORK
13. CONSTANT-MESH GEAR
14. TEETH OF GEAR
15. CONSTANT-MESH GEAR
16. TEETH OF GEAR
Fig. 2.4 Synchronizer

The synchromesh mechanism consists primarily of the following components:
Outer ring
(block ring): The block ring has a female cone friction surface which is the mating surface
of the male friction surface of the middle ring (synchronizing cone) . The
outer ring also has three equally spaced notches on its circumference, with
which it is guided to the index position along with the sleeve splines through
the insert in the process of synchronization.
Middle ring
(synchronizing cone): The middle ring meshes with the hole in the gear via a latch. It has female
and male (inner and outer diameters) cone friction surfaces which mate with
the outer ring and inner ring.
Inner ring
(block ring): It has a male cone friction surface which mates with the female friction surface
of the middle ring (synchronizing cone) .
Insert: The center projection of the insert is fitted in the inner annular groove provided
in the splines of the sleeve . It is forced against the inner side of the
sleeve splines by the spring so that initial load is created to guide the
outer ring to the index position.
- 25 -
The synchronizer operates in the following six steps from neutral to the completion of synchronization.
In the explanation given below, the gear in Figure 2.4 is regarded as a gear to be synchronized.
First step
When the shift arm is moved to the left by
operating the shift levers, the sleeve and insert
also move to the left.
When the insert moves a distance of X 1 , it
displaces the outer ring (block ring) a distance of
X2.
Fig. 2.5
Second step
If the sleeve further moves, the raised section of
the insert rides on the annular groove in the sleeve
splines to force the outer ring (block ring) farther
toward the gear side.
When the raised section of the insert has ridden
completely on the annular groove, it means that the
sleeve has shifted a distance of Z.
Fig. 2.6
Third step
The force applied through the insert on the outer
ring (block ring) creates friction force on the cone
friction surface to make the block ring’s notches to come
in contact with the side face of the insert as shown in
Figure 2.7. At this time, the inner ring (block ring) also
has friction force on its cone friction surface. (The
position occupied by the block ring teeth and the
sleeve splines is called an index position.)
Fig. 2.7
- 26 -
Fourth step
When the outer ring (block ring) takes the position
shown in the step 3, the sleeve moves a clearance of Z
so that chamfer of the teeth of the outer ring (block
ring) comes in contact with the chamfer of the sleeve
splines .
This produces a cone torque Tc necessary for
synchronization on the cone friction surface, thus causing
synchronization.
Fig. 2.8
Fifth step
When the relative speed of the synchronized constant-
mesh gear against the sleeve becomes zero (or when
synchronization is completed), the cone torque Tc also
becomes zero.
At this time, Ti becomes smaller than Tc so that the
outer ring (block ring) moves in the circumferential
direction, passing the sleeve splines through the teeth
and the synchronization action stops completely.
Both the outer ring (block ring) and the inner ring Fig. 2.9
are in idle state because they have no longer any external
force. This allows the sleeve splines to easily pass through the teeth of the outer ring (block ring) .
Sixth step
When the synchronization has been completed, the sleeve splines pass the outer ring (block ring)
, moving a clearance of Y1. This lets the chamber of the sleeve splines come in contact with the
chamfer of the dog teeth of the gear . The contact of the two chamfers produces a torque TG which
acts on the dog teeth to pass the sleeve splines , causing the gear and constant-mesh gear to
move in the circumferential direction. The sleeve splines pass the dog teeth of the gear to
complete the engagement.
Fig. 2.10
- 27 -
2.1.2 CLUTCH COVER AND CLUTCH DISC

The clutch cover is attached to the engine flywheel. Its construction is shown in Figure 2.11.
The clutch disc is located between the clutch cover pressure plate and the flywheel, with the clutch
disc boss splined to the transmission drive shaft.
When the release lever is pushed in by the movement of the shift block, the pressure plate leaves
the clutch disc, thus shutting off the power from the engine.
RELEASE LEVER
55 ± 0.7 mm
PRESSURE SPRING
PRESSURE PLATE
CLUTCH COVER
Fig. 2.11 Clutch Cover
- 28 -
Engine side Transmission side
Fig. 2.12 Clutch Disc
- 29 -
10 mm 12 mm
(limit) (Max. allowance)
55 ± 0.7 mm
Apply molybdenum
disulfide-based grease.
CLUTCH DISC
CLUTCH COVER
Fig. 2.13 Clutch Housing
- 30 -
2.1.3 RELEASE CYLINDER

The release cylinder is attached to the left-hand side of the transmission. Figure 2.14 shows a
sectional view of the release cylinder. It consists of a piston, a spring and a pushrod. The movement of
the cylinder piston is transmitted via the pushrod to the shift arm.
1. BLEEDER 6. PUSHROD
2. CYLINDER 7. BOOT
3. SPRING 8. LOCK NUT
4. CUP 9. YOKE
5. PISTON
Fig. 2.14 Release Cylinder
2.1.4 MASTER CYLINDER

The master cylinder is installed on the pedal section at the upper part of the front guard. Figure 2.15
shows its sectional view.
The master cylinder consists primarily of a piston, a spring and a pushrod. The movement of the pedal is
transmitted via the pushrod to the piston where mechanical force is converted into hydraulic force.
1. YOKE
from RESERVE TANK
2. PUSHROD
3. BOOT
to RELEASE CYLINDER
4. SNAP RING
5. STOP PLATE
Section
6. PISTON
7. CUP
8. SPRING
9. VALVE ROD
10. CYLINDER
Fig. 2.15 Clutch Master Cylinder
- 31 -
2.1.5 CLUTCH PEDAL

The clutch pedal is installed together with the brake pedal on the front guard. The foot pressure
applied on the pedal is converted into hydraulic force to control the release cylinder.
BRAKE PEDAL
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
CLUTCH PEDAL
CLUTCH MASTER
CYLINDER
RESERVE
TANK
Brake pedal play: 10 mm

Clutch pedal play: 0 – 15 mm
115 mm
CLUTCH RELEASE
CYLINDER
Fig. 2.16 Clutch and Brake Pedals (1.5 to 1.8 tons) 1/2
- 32 -
View
85 mm 3 mm
105 mm
Detail of brake master cylinder Detail of clutch master cylinder Detail of brake lamp switch
- 33 -
BRAKE LAMP SWITCH
CLUTCH MASTER
CYLINDER
RESERVE
TANK Brake pedal play: 10 mm
Clutch pedal play: 0 mm
131 mm
CLUTCH RELEASE
CYLINDER
- 34 -
View
85 mm 105 mm 3 mm
Detail of brake master cylinder Detail of clutch master cylinder Detail of brake lamp switch
- 35 -
NEUTRAL
SWITCH
Detail of
BACK-UP
LAMP
OIL FILL CAP SWITCH
(W/ DIPSTICK)
Detail of
- 36 -
Fig. 2.20
BREATHER
DRAIN PLUG
3. AUTOMATIC TRANSMISSION SYSTEM

Model 2N5-25
Speeds 1 fwd/rev
Torque converter
Type 3-element, 1-stage, 2-phase type
Stall torque ratio 3
Charging oil pressure 0.39 – 0.69 MPa {3.98 – 7.04 kgf/cm2}
Charging pump
Type Internal gear type
Discharge 15.93 cm3/rev
Transmission
Type Constant-mesh, power-shift type
Reduction ratio 1.638 for fwd, 1.674 for rev.
Clutch disc
Dimensions 125 x 81 x 2.6 mm
Clutch oil pressure 1.08 – 1.47 MPa {11.01 – 15.0 kgf/cm2}
Differential
Reduction ratio 5.833
Weight 110 kg
Oil capacity 9.0 liters
Oil to be used SAE10W or equivalent

The automatic transmission system consists of a torque converter and a power-shift transmission as
shown in Figures 3.1 and 3.2.
- 37 -
TRANSMISSION CHARGING
CLUTCH PACK CONTROL VALVE PUMP
TORQUE
CONVERTER
COUNTER GEAR
OUTPUT FLANGE
OIL SEAL
STRAINER
OUTPUT GEAR
Fig. 3.1 Automatic Transmission System 1/2
- 38 -
CONVERTER
BREATHER RELIEF VALVE
INLINE FILTER
OIL LEVEL
GAUGE
View
Fig. 3.2 Automatic Transmission System 2/2
- 39 -
3.1.1 TORQUE CONVERTER

The torque converter consists of a pump wheel, a turbine wheel, and a stator wheel, as shown in Figure
3.3.
As the engine is started, the pump wheel is driven and the fluid inside the pump wheel begins to be
ejected along with the row of pump wheel vanes under centrigugal force, flowing into the row of turbine
wheel vanes. The direction of fluid leaving the turbine wheel is changed by the stator wheel so that it may
flow into the pump wheel at a proper angle. At this time, reaction torque pushing the stator is created so that
the output torque exceeds the input torque by this reaction torque.
If the rotational speed of the turbine wheel increases and gets closer to the input rotational speed, the
angle change in the fluid will become smaller and the output shaft torque will decrease, finally letting the
fluid flow into the row of stator vanes in the reverse direction, causing reverse reaction torque.
As a result of this, the output shaft torque will become smaller than the input shaft torque. To prevent
this from happening, the stator wheel is designed to rotate freely when reaction torque acts in the reverse
direction. The output torque is kept equal to the input torque so that highly effective operation is ensured.
Since the phase of torque transmission is converted by the mechanical means, this type of torque
conversion is called 2-phase type, which ensure smooth and effective operation.
The pump wheel of the torque converter is connected through the input plate to the engine flywheel,
with area of the pump wheel boss driving the charging pump.
TURBINE WHEEL PUMP WHEEL
STATOR WHEEL
Detail of
ONE-WAY
CLUTCH
Fig. 3.3 Torque Converter
- 40 -
3.1.2 CHARGING PUMP

The charging pump consists of a drive gear, driven gear, a case, and a stator support as shown in
Figure 3.4 and is incorporated into the torque converter housing.
The drive gear is driven by the pump wheel boss of the torque converter to pick up oil from the
lower part of the transmission case and send it to the transmission and the torque converter.
CASE
“O”-RING
Tightening torque:
0.98 – 2.94 N-m {0.1 – 0.3 kgf-m}
DRIVE GEAR
OIL SEAL
Tightening torque: DRIVEN GEAR

20 – 26 N-m
{2.04 – 2.65 kgf-m} STATOR SUPPORT
Section -
SUCTION
PORT
DISCHARGE
PORT
View
View
Fig. 3.4 Charging Pump
- 41 -
3.1.3 TRANSMISSION
The transmission is a power-shift type consisting of a clutch pack assembly, an output shaft, a
reverse gear, and transmission control valve. (See Figures 3.1 and 3.2.)
(1) Clutch pack assembly

The clutch pack assembly consists of forward and reverse clutch packs, each of which consists
primarily of a piston, a spring, clutch discs and a steel plate.
The piston is always forced against the far end of the drum by the spring. When the oil pressure is
applied, the piston locks up the inner and outer discs.
The clutch lock-up oil is supplied through the groove in the clutch shaft and the lubrication oil is
fed through the oil hole in one end of the shaft.
OUTER DISC CHECK BALL SNAP RING

INNER DISC SEAL RING END PLATE
PISTON SPRING
“O”-RING SNAP RING
BALL BEARING
BALL BEARING
BALL BEARING BALL BEARING
REV CLUTCH OIL

PRESSURE
LUBRICATION OIL
FWD CLUTCH
OIL PRESSURE
SEAL RING
SEAL RING
SNAP RING SNAP RING
FORWARD GEAR REVERSE GEAR
Fig. 3.5 Clutch Pack Assembly
- 42 -
(2) Transmission oil pressure circuit

As the engine is started and the charging pump is driven, oil is picked up from the lower part of the
transmission case to flow through the strainer to the main relief valve where it is regulated to the
specified clutch oil pressure.
The oil relieved from the main relief valve flows, passing through the torque converter, oil cooler,
and inline filter, to some parts of the truck for cooling and lubrication before returning into the
transmission case.
The oil pressure inside the torque converter is controlled to a specified value by the torque converter
relief valve.
In neutral
With the solenoid vale in neutral, the oil is blocked by the solenoid valve and therefore all the oil
supplied from the charging pump flows to the torque converter.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
CHOKE
ø1.4
MAIN RELIEF VALVE INCHING VALVE
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
COIN FILTER
TRANSMISSION CONTROL VALVE
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.6 Transmission Oil Pressure Circuit Diagram (in neutral)
- 43 -
In forward gear
As the solenoid valve is switch to the forward position, the oil flows to the forward clutch pack
while the shuttle valve moves to the right to allow the oil to flow also to the accumulator. Until the
accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure
is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure rises rapidly
to the specified value to lock up the forward clutch pack completely.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.7 Transmission Oil Pressure Circuit Diagram (in forward gear)
- 44 -
In reverse gear
When the solenoid valve is switch to the reverse position, the oil flows to the reverse clutch pack
while the shuttle valve moves to the left to allow the oil to flow also to the accumulator. Until the
accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure
is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure rises rapidly
to the specified value to lock up the reverse clutch pack completely.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
TORQUE
CONVERTER
RELIEF VALVE
0.39 – 0.69 MPa
{3.98 – 7.04 kgf/cm2}
CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 3.8 Transmission Oil Pressure Circuit Diagram (in reverse gear)
- 45 -
Inching
When the inching spool is pushed in, the oil flowing to the clutch pack assembly is drained through
the inching spool piston. In addition, the oil returning from the clutch pack assembly is also drained.
CHOKE
ø1.4
INCHING VALVE
Fig. 3.9 Transmission Oil Pressure Circuit Diagram (during inching)
3.1.4 TRANSMISSION CONTROL VALVE

The transmission control valve consists of an inching valve, a regulator valve, and an accumulator,
as shown in Figure 3.10. It is attached to the transmission case cover.
The inching valve spool is controlled by the lever installed on the case cover. The lever is in turn
controlled through the cable connected to the left-side brake pedal. As the left-side brake pedal is
pressed, the cable is pulled so that the lever pushes the inching valve spool.
The case cover has a solenoid valve which switches over the directions of travel.
- 46 -
SOL B
(REV)
SOL A
(FWD)
Detail of connector
ACCUMULATOR MAIN RELIEF VALVE
CABLE
to BRAKE
PEDAL
MANUAL BUTTON
(the forward position is SOLENOID VALVE
selected by pushing)
SHUTTLE VALVE
INCHING VALVE
CHOKE
ø1.4
Fig. 3.10 Transmission Control Valve (1/2)
- 47 -
SNAP RING
PLUG
“O”-RING
SPOOL
SNAP RING
SNAP RING
PLUG
SHUTTLE VALVE
“O”-RING
PISTON
PLUG SPRING
SPRING
SPRING
SPRING
VALVE
Detail of Inching valve

“O”-RING PISTON
SNAP RING
Detail of shuttle valve, accumulator, and main relief valve
“O”-RING OIL SEAL
COIN FILTER
Detail of lever
Fig. 3.11 Transmission Control Valve (2/2)
- 48 -
TORQUE
CONVERTER
SOL B SOL A CHARGING OIL
(REV) (FWD) PRESSURE
CHARGING PUMP
OIL PRESSURE
FWD CLUTCH
OIL PRESSURE
REV CLUTCH
OIL PRESSURE
to OIL COOLER
from OIL COOLER
- 49 -
Fig. 3.12 Oil Pressure Check Ports
DRAIN PLUG OIL TEMP. SENDER
MOUNTING AREA SUCTION STRAINER
NOTE
- 50 -
4. DRIVE AXLE
4. DRIVE AXLE
Truck Model
FD20C3Z FD20T3Z
FHD15C3Z FHD15T3Z FHD18C3Z FHD18T3Z FD30C3Z FD30T3Z
FD25C3Z FD25T3Z
Item
Type Full-floating type
Wheel
Size 2-6.50-10-10PR(I) 2-7.00-12-12PR(I) 2-28x9-15-12PR(I)
Tread pattern J-LUG
Rim
Type Split type Disc type Split type Disc type
Size 5.00F x 10DT 5.00F x 10TB 5.00S-12DT 7.00T-15
Tire inflation pressure 700 kPa
{7.0 kgf/cm2}

The drive axle has a construction as shown in Figures 4.1 and 4.2 and is mounted on the front area
of the frame.
It has a wheel hub and a wheel brake at its each spindle end and an axle shaft running through its
center. The wheel hub is provided with a brake drum, which is installed on the spindle through two
tapered roller bearings. The two tapered roller bearings have oil seals to prevent grease inside from
oozing out and water from entering the brake unit.
At the center of the housing is a differential which transmits the power from the transmission to the
right and left wheels.
- 51 -
4. DRIVE AXLE
Tightening torque:
98 – 113 N-m
{980 – 1130 kgf-cm}
Apply LOCTITE #262.
- 52 -
Fill this space with
Tightening torque: 120 – 140 N-m 100 cc of grease.
{1200 – 1400 kgf-cm}
Apply LOCTITE #575 inside.

Tightening torque:
150 – 175 N-m
{1500 – 1750 kgf-cm}
Fig. 4.1 Drive Axle (1.5 to 1.8 tons)

Apply LOCTITE #575 outside.
Apply a small amount of grease inside.
1. HOUSING 6. TAPERED ROLLER BEARING

2. AXLE SHAFT 7. TAPERED ROLLER BEARING
3. WHEEL BRAKE 8. OIL SEAL
4. BRAKE DRAM & HUB 9. ADJUSTMENT NUT
5. OIL SEAL 10. LOCK NUT
Tightening torque:
96 – 111 N-m
{980 – 1130 kgf-cm}
- 53 -
100 cc of grease.
Tightening torque:
471 – 549 N-m
Tightening torque: {4800 – 5600 kgf-cm}
206 – 226 N-m
{2100 – 2300 kgf-cm}
Tightening torque:
392 – 559 N-m
{4000 – 5700 kgf-cm}
Fig. 4.2 Drive Axle (Trucks with capacities from 2.0 to 2.5 tons)
3. WHEEL BRAKE 8. OIL SEAL
View 4. BRAKE DRAM & HUB 9. ADJUSTMENT NUT
4. DRIVE AXLE
4. DRIVE AXLE
Tightening torque:
96 – 111 N-m
{980 – 1130 kgf-cm}
- 54 -
100 cc of grease.
Tightening torque:
471 – 549 N-m
Tightening torque: {4800 – 5600 kgf-cm}
206 – 226 N-m
{2100 – 2300 kgf-cm}
Tightening torque:
392 – 559 N-m
{4000 – 5700 kgf-cm}
Fig. 4.3 Drive Axle (Trucks with a capacity of 3.0 tons)

View 3. WHEEL BRAKE 8. OIL SEAL
4. BRAKE DRUM & HUB 9. ADJUSTMENT NUT
4. DRIVE AXLE
Wheel hub installation procedure

(1) Fill the space in the wheel hub with approximate
100 cc of grease and install the wheel hub on the
spindle.
(2) Tighten the adjustment nut to about 9.8 N-m
{1 kgf-m} torque and back it off 1/2 of a turn.
(3) Set a spring balance on the stud bolt and adjust the
hub starting torque for the specified value,
gradually tightening the adjustment nut. ADJUSTMENT NUT
Starting force: 0.49 – 1.47 N {5 – 15 kgf-cm} LOCK WASHER

LOCK NUT
(4) Install the lock washer and lock nut and secure the
lock nut by bending the tang on the lock washer. Fig. 4.4 Filling Grease
Starting force: 0.49 – 1.47 N {5 – 15 kgf-cm}
Fig. 4.5 Measuring Starting Force
(5) Assembling wheels

Put a tube and flap in a tire and assemble the rims, observing the following conditions:
Note: 1. The air valve should be pointed outward, being matched with the rim notch.
2. The rim assembling bolts should be installed with their heads pointing the outside of the truck.
Configuration of rim assembling bolt
1. TIRE 4. RIM (INSIDE)

2. TUBE 5. RIM (OUTSIDE)
3. FLAP 6. ASSEMBLING BOLT
Fig. 4.6 Wheel Assembly (Trucks with capacities from 1.5 and 2.0 to 2.5 tons)
- 55 -
4. DRIVE AXLE
4.1.1 REDUCTION GEAR AND DIFFERENTIAL

The reduction gear is located on the input shaft of the differential and reduces the power from the
transmission, transmitting it to the differential.
The differential is fitted to the differential carrier through ball bearings with bearing caps and
housed in the axle housing.
The differential cross case is a split type containing two side gears and four pinion gears, with
thrust plates installed between the cross case and each gear according to their backlash.
The pinion gear is supported by the spider.
On the outer diameter of the cross case is a ring gear bolted. Each side gear is splined to the drive
shaft so that the power sent from the transmission through the reduction gear is further reduced and
differentiated by this device to drive the drive shaft.
- 56 -
4. DRIVE AXLE
1. LOCK NUT
2. TAPERED ROLLER
BEARING
Tightening torque:
23 ± 3 N-m SPEED SENSOR 3. DRIVEN GEAR
{234.5 ± 30.6 kgf-cm} (OPTION)
4. TAPERED ROLLER
BEARING
5. DRIVE PINION GEAR
6. WASHER
7. CROSS CASE
(PLANE HALF)
8. ADJUSTMENT NUT
9. TAPERED ROLLER
BEARING
10. SIDE GEAR
11. PINION GEAR
12. RING GEAR
13. THRUST WASHER
14. CROSS CASE
Tightening torque:
45 ± 5 N-m (FLANGE HALF)
{458.9 ± 51.0 kgf-cm} 15. SPIDER
16. BEARING
Tightening torque:
23 ± 3 N-m 17. BALL BEARING
{234.5 ± 30.6 kgf-cm}
18. DRIVE GEAR
19. ROLLER BEARING
20. OIL SEAL
21. INPUT FLANGE
Tightening torque:
216 ± 20 N-m
{2203 ± 203.9 kgf-cm}
Tightening torque:
Tightening torque: 78 ± 10 N-m
157 ± 20 N-m {795 ± 102.0 kgf-cm}
{1601 ± 203.9 kgf-cm}
Fig. 4.7 Reduction Gear and Differential
- 57 -
4. DRIVE AXLE
NOTE
- 58 -
5. BRAKE SYSTEM
5. BRAKE SYSTEM
Truck Model
FHD15C3Z FHD15T3Z FD20C3Z FD20T3Z
FD30C3Z FD30T3Z
FHD18C3Z FHD18T3Z FD25C3Z FD25T3Z
Item
Type Front two-wheel braking internal expansion, hydraulic type
Pedal ratio 5.3 6.3
Master cylinder bore 19.05 mm [3/4]
Wheel brake
Type Duo-servo type
Wheel cylinder bore 22.22 mm [7/8] 28.58 mm [1-1/8]
Brake drum inner dia. 254 mm 310 mm 314 mm
Lining size 279 x 48.5 x 5 mm 324 x 60 x 7 mm 348 x 76 x 7.67 mm
Surface brake 4 x 13530 mm 2 4 x 19440 mm2 4 x 26400 mm2
Parking brake
Type Front two-wheel braking internal expansion, mechanical type

The brake system is a front two-wheel braking internal expansion, hydraulic type consisting of a
brake pedal, master cylinder and wheel brakes.
5.1.1 BRAKE PEDAL

The brake pedal unit has a structure as shown in Figure 5.1 and is installed through a bracket on the
left side of the frame.
Pedal movement pushes the master cylinder piston through the push rod, converting brake pedal
effort to oil pressure.
- 59 -
5. BRAKE SYSTEM
BRAKE PEDAL (RIGHT)
BRAKE LAMP SWITCH
BRAKE PEDAL (LEFT)

(INCHING PEDAL)
RESERVE TANK

Inching pedal play: 40 mm
(until the master cylinder moves)
115 mm
Note: See Figure 2.16 for trucks with manual transmission.

Fig. 5.1 Brake Pedal (Trucks with automatic transmission 1.5 to 1.8 tons) 1/2
- 60 -
5. BRAKE SYSTEM
View
85 mm 3 mm
Detail of brake master cylinder Detail of brake lamp switch
Fig. 5.2 Brake Pedal (Trucks with automatic transmission 1.5 to 1.8 tons) 2/2
- 61 -
5. BRAKE SYSTEM
CABLE
BRAKE LAMP SWITCH
RESERVE TANK

Inching pedal play: 50 mm
131 mm

Fig. 5.3 Brake Pedal (trucks with automatic transmission 2.0 to 3.0 tons) 1/2
- 62 -
5. BRAKE SYSTEM
PEDAL STOPPER (R)
PEDAL STOPPER (L)
Detail of
View
85 mm 3 mm
Detail of brake master cylinder Detail of brake lamp switch
Fig. 5.4 Brake Pedal (trucks with automatic transmission 2.0 to 3.0 tons) 2/2
- 63 -
5. BRAKE SYSTEM
5.1.2 MASTER CYLINDER

The master cylinder has a structure as shown in Figure 5.5 and is fitted to the bracket on the brake
pedal. Built in the master cylinder are a spring and a piston which are kept in position by a snap ring.
The piston has a primary cup and a secondary cup and is slid in the cylinder by operating the brake
pedal.
SNAP RING from RESERVE

TANK
to WHEEL
YOKE BRAKE
NUT
PUSH ROD
SPRING
BOOT
PRIMARY CUP
SECONDARY CUP CHECK VALVE
PISTON
Fig. 5.5 Master Cylinder
The check valve works to leave some pressure inside the wheel cylinder and brake pipe in order to
lock up the piston cup of the wheel cylinder. This prevents oil leakage and the occurrence of vapor
lock.
- 64 -
5. BRAKE SYSTEM
5.1.3 WHEEL BRAKE

The wheel brake is a duo-servo type, and is mounted
on each of both ends of the drive axle.
n
m tio
ANCHOR PIN
dru rec
The wheel brake consists of two pairs of brake shoes,
of n di
a wheel cylinder and an adjuster. The brake shoe, one
io
Working force
ta t
end of it being connected to the anchor pin and the other
Ro
SECONDARY
PRIMARY
end to the adjuster, is forced against the backing plate
with a hold spring and pin.
In addition, the wheel brake is provided with a
parking brake mechanism and an automatic clearance
ADJUSTER
adjuster.
Fig. 5.6 Braking Operation in Forward Travel

(1) Wheel brake operation
As the wheel cylinder presses the primary and
secondary shoes with an equal force to the brake drum,
they turn together with the brake drum until the
secondary shoe top comes in contact with the anchor
Working force
pin. When the secondary shoe top comes in contact with
SECONDARY
PRIMARY
the anchor pin, the brake lining-to-brake drum friction
force is produced and the primary shoe presses against
the secondary shoe with force greater than offered by
operation of the wheel cylinder, thus providing large
braking force. (See Fig.5.6)
In reverse travel, the braking force works in the
reverse direction. (See Fig.5.7) Fig. 5.7 Braking Operation in Reverse Travel
(2) Parking brake SECONDARY SHOE

PIN
The parking brake unit is built in the wheel brake
unit and consists of a lever and a strut. The lever is
LEVER STRUT
pinned to the primary shoe and movement of the lever
is transmitted to the secondary shoe through the strut.
PRIMARY SHOE
Fig. 5.8 Parking Brake Unit
- 65 -
5. BRAKE SYSTEM
(3) Automatic clearance adjuster

The automatic clearance adjuster keeps a proper lining-to-brake drum clearance automatically. The
structure of the adjuster is shown in Figures 5.9 and 5.10.
This adjuster actuates only when the truck is braked in reverse travel. It varies in structured and
operation with different truck models.
CABLE
SPRING
GUIDE
SPRING LEVER
ADJUSTER
ADJUSTER
LEVER
Fig. 5.9 Trucks with Capacities from 2.0 Fig. 5.10 Trucks with a capacity of 1.5 to
to 2.5 tons 1.8 and 3.0 tons
Automatic clearance adjuster operation

Trucks with capacities from 2.0 to 2.5 tons
When the brake is applied in reverse travel, the
secondary shoe and the brake drum rotate together
slightly. The lever turns to the right round the section
shown in Figure 5.9, causing the section to rise.
When the brake is released, the lever is turned to
the left round the section by spring force, causing
the section to move down.
As the lining-to-brake drum clearance becomes
larger, the vertical movement of the section grows.
When the clearance becomes more than 0.4 mm, the
section is engaged with the next tooth of the
adjuster. When the section engaged with the tooth
moves down, the adjuster length expands to extend
the shoe.
The clearance is thus adjusted within the range Expands in this direction
from 0.4 to 0.45 mm by the above operation.
Fig. 5.11 Automatic Clearance Adjuster

(Trucks with capacities from 2.0 to
2.5 tons)
- 66 -
5. BRAKE SYSTEM
Trucks with a capacity of 1.5 to 1.8 and 3.0 tons

When the brake is applied in reverse travel, the
secondary shoe and the brake drum rotate together
slightly. This turns the lever clockwise round the
section shown in Figure 5.10, thus making the
section turn the adjuster.
If the braking force increases further, the force
applied on the adjuster thread becomes so great that
the adjuster cannot be turned any further.
When the brake is released, the brake shoe returns
to the original position. This turns the lever
counterclockwise round the section while the
section moves down.
At this time, if the position of an adjuster tooth is
aligned with the section of the lever, they engage
Expands in this direction
with each other so that the clearance is adjusted to
0.25 to 0.4 mm.
Fig. 5.12 Automatic Clearance Adjuster
(Trucks with a capacity of 1.5 to
1.8 and 3.0 tons)
5.1.4 PARKING BRAKE LEVER
The parking brake lever is a toggle type and installed as shown in Figure 5.13. The lever has an
adjuster on its head, with which you can adjust the braking force properly.
RELEASE
RELEASE BUTTON
BUTTON
View
RIGHT-SIDE CABLE
LEFT-SIDE CABLE
Adjusting parking brake lever operating force

(1) Place the parking brake lever in the release position.
(2) Adjust the lever so that it has the operating position
as shown in the sketch when the point of the lever
is pulled with a force of 200 to 250 N {20 to 25 kgf}.
Turn the point clockwise to make the pulling force
stronger and counterclockwise to make it weaker.
Fig. 5.13 Parking Brake Lever
- 67 -
5. BRAKE SYSTEM
Section -
Section -
Section -
Section -
Wheel cylinder
Section -
1. SPRING 8. SPRING 15. PUSHROD

2. WHEEL CYLINDER 9. LEVER 16. PISTON
3. SPRING 10. ADJUSTER 17. SPRING
4. STRUT 11. SPRING 18. CUP
5. SPRING 12. BRAKE LEVER 19. BOOT
6. SECONDARY SHOE 13. PIN
7. PIN 14. PRIMARY SHOE
Fig. 5.14 Wheel Brake (1.5 tons)
- 68 -
5. BRAKE SYSTEM
Section -
Shoe expands
in this direction.
Section -
Section -
1. PUSHROD 8. ROD 15. PRIMARY SHOE

2. PISTON 9. LEVER 16. BRAKE LEVER
3. CUP 10. SECONDARY SHOE 17. STRUT
4. SPRING 11. BACKING PLATE 18. PIN
5. CYLINDER 12. ADJUSTER 19. SPRING
6. SPRING 13. SPRING 20. WHEEL CYLINDER
7. SPRING 14. CABLE
Fig. 5.15 Wheel Brake (Trucks with capacities from 2.0 to 2.5 tons)
- 69 -
5. BRAKE SYSTEM
Section -
Section -
Section -
Shoe expands
in this direction.
Section -
Section -
1. PUSHROD 7. SPRING 13. ADJUSTER

2. PISTON 8. SECONDARY SHOE 14. SPRING
3. CUP 9. BACKING PLATE 15. PRIMARY SHOE
4. SPRING 10. PIN 16. BRAKE LEVER
5. SPRING 11. SPRING
6. STRUT 12. LEVER
Fig. 5.16 Wheel Brake (Trucks with a capacity of 3.0 tons)
- 70 -
5. BRAKE SYSTEM
5.1.5 WHEEL BRAKE TROUBLESHOOTING
Problem Probable cause Remedy
1. Fluid leaks from brake system Repair.
2. Maladjustment of brake shoe clearance Check and adjust

adjuster.
3. Overheated brake Check for dragging.

Poor braking
4. Poor contact between brake drum and lining Adjust contact.
5. Foreign matter adhered to lining Replace.
6. Foreign matter mixed in brake fluid Change brake fluid.
7. Maladjustment of brake pedal Adjust.
1. Hardened lining surface or foreign matter adhered thereto Replace.
2. Deformed backing plate Replace.
Noisy brake 3. Deformed or improperly installed shoe Repair or replace.
4. Uneven wear of lining Replace.
5. Defective wheel bearing Replace.
1. Contaminated lining Replace.
2. Maladjustment of brake shoe clearance Check and adjust

adjuster.
Uneven braking 3. Malfunctioning wheel cylinder Repair or replace.
4. Defective shoe return spring Replace.
5. Run out of drum Repair or replace.
6. Improper inflation pressure of tire Adjust.
1. Fluid leaks from brake system Repair.
2. Maladjustment of break shoe clearance Check and adjust

adjuster.
Soft or spongy
brake 3. Air mixed in brake system Bleed air out of
system.
4. Maladjustment of brake pedal Adjust.
- 71 -
5. BRAKE SYSTEM
NOTE
- 72 -
6. STEERING SYSTEM
6. STEERING SYSTEM
Truck Model
FD20C3Z FD20T3Z
FHD15C3Z FHD15T3Z
FD25C3Z FD25T3Z
FHD18C3Z FHD18T3Z
FD30C3Z FD30T3Z
Item
Steering axle
Type Center-pin supported, Elliot type with box-shaped
cross section of weld construction
King pin spacing 780 mm 810 mm
King pin angle 0°
Toe-in 0 mm
Camber 1°
Caster 0°
Steering angle
Inner wheel 78° 78.9°
Outer wheel 54° 54.1°
Orbitrol
Type Open-centered, non-load reaction type
with steering wheel knob deviation control
Discharge 80 cm3/rev 96 cm3/rev
Power cylinder
Type Double-acting piston type
Cylinder bore 71 mm 80 mm
Piston rod diameter 40 mm 50 mm
Stroke 132 mm 171 mm
Flow divider valve
Flow rate 20 liters/min 60 liters/min
Pressure setting 6.86 MPa {70 kgf/cm2} 8.8 MPa {90 kgf/cm2}

The steering system consists primarily of a steering wheel, an orbitrol, and a power cylinder. When
the steering wheel is turned, the rotation is transmitted to the orbitrol; the oil passages in the orbitrol
are changed over to direct the hydraulic pressure from the flow divider valve to the power cylinder,
which extends or contracts depending on the hydraulic pressure, thereby steering the truck.
- 73 -
6. STEERING SYSTEM
6.1.1 STEERING AXLE

The steering axle is of steel-welded construction with a box shaped cross section, incorporating a
power cylinder inside it. See Figure 6.1. The power cylinder is housed in the axle to protect it from
being damaged by obstacles on the road surface. The axle is installed onto the truck frame through a
center pin with bushing and cap, and it cradles around this center pin.
KNUCKLE
KNUCKLE (RIGHT)
(LEFT) SUPPORT
(FRONT)
YOKE
(LEFT)
YOKE
SUPPORT (RIGHT)
(REAR)
STEERING
SENSOR
See Fig. 6.3.
POWER CYLINDER AXLE
Detail of
Fig. 6.1 Steering Axle (1.5 to 1.8 tons)
- 74 -
6. STEERING SYSTEM
KNUCKLE SUPPORT KNUCKLE

(LEFT) (FRONT) (RIGHT)
STEERING
SENSOR SUPPORT
See Fig. 6.4.
POWER CYLINDER
Detail of
Fig. 6.2 Steering Axle (2.0 to 3.0 tons)
- 75 -
6. STEERING SYSTEM
(1) Knuckle and king pin

The knuckle is supported with a king pin which in turn is secured at the knuckle side with a lock
pin. The top and bottom of the king pin are fitted to the axle boss with needle bearings.
Between the axle boss and the knuckle is a thrust bearing to let the knuckle smoothly rotate around
the king pin, sustaining load.
The top and bottom needle bearings and thrust bearing are lubricated by grease supplied through
the grease fittings at top and bottom of the king pin.
NEEDLE BEARING
OIL SEAL THRUST BEARING
HUB
CAP
LOCK NUT
TAPERED ROLLER BEARING

OIL SEAL
OIL SEAL
LOCK PIN
NEEDLE BEARING
OIL SEAL KING PIN
Fig. 6.3 Knuckle (1.5 to 1.8 tons)
- 76 -
6. STEERING SYSTEM
NEEDLE BEARING
OIL SEAL THRUST BEARING
HUB
CAP
LOCK NUT
TAPERED ROLLER BEARING

OIL SEAL
OIL SEAL
NEEDLE BEARING
LOCK PIN
OIL SEAL KING PIN
Fig. 6.4 Knuckle (2.0 to 3.0 tons)
(2) Wheel hub

The wheel hub is mounted on the knuckle spindle with two tapered roller bearings and its preload
is adjusted with a nut.
- 77 -
6. STEERING SYSTEM
6.1.2 STEERING WHEEL ASSEMBLY

The steering wheel assembly is arranged as shown in Figures 6.5. The orbitrol is located at the
bottom of the assembly. At the center of the steering wheel is the horn button.
The steering shaft is connected to the drive shaft of the orbitrol. The steering wheel can be moved
to a certain extent back and forth to suit the driver’s physique.
STEERING WHEEL
TILT LOCK LEVER
ORBITROL
Fig. 6.5 Steering Wheel Assembly
- 78 -
6. STEERING SYSTEM
6.1.3 ORBITROL
The orbitrol sends pressure oil from the pump selectively to the steering cylinder. It consists primarily
of a control valve and a metering device.
The control valve used in this orbitrol is not an ordinary spool type whose spool moves in the axial
direction, but a rotary type consisting of a sleeve and a spool, which rotates to switch over the oil
passages. The housing has four ports which lead to the pump, tank, right and left chambers of the
steering cylinder, respectively. Between the P port and T port is a check valve provided.
The metering device consists of an internally-toothed stator and an externally-toothed rotor. It
works as an oil motor under normal operating conditions and can be used as a hand pump if the truck
becomes disable for any reason. The rotor is mechanically linked to the sleeve with the drive shaft so
that feedback operation is possible.
The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the
spool is splined to the steering shaft.
EPACS CONTROLLER
CONTROLLER STATUS
DISPLAY (LED)
DEVIATION
CONTROL VALVE
T PORT L PORT
P PORT R PORT
SOLENOID
Fig. 6.6 Orbitrol
- 79 -
6. STEERING SYSTEM
(1) Operation of orbitrol

(a) In “Neutral”
While the steering wheel is in straight position, the
oil from the pump flows through oil passage to oil
groove . The sleeve has 24 oil holes which are
now in line with the holes in the spool so that the oil
that flowed into groove passes through oil holes
and to space between the spool and drive shaft.
Then the oil flows through spool groove and sleeve
groove back to the oil tank.
Since cylinder ports and are respectively open
to oil holes and in the sleeve but not to groove
nor in the spool, the oil in the cylinder does not go
any where.
Oil passage that leads to the hydraulic motor is
open to oil hole in the sleeve which is used as the
inlet and outlet for the hydraulic motor, but not to
grooves nor in the spool and thus the oil remain
unmoved.
Fig. 6.7
(b) When steering wheel is turned counterclockwise

As the steering wheel is turned counterclockwise,
the grooves in the spool shift to the left in relation with
the holes and grooves in the sleeve so that holes in
the spool get out of line with holes in the sleeve.
The oil that has flowed into groove thus far begins
to flow into hole in the sleeve, passing through
grooves and in the spool, hole in the sleeve,
and oil passage in the housing, to the hydraulic motor.
The hydraulic motor thus rotates in the
counterclockwise direction and the oil discharged from
the hydraulic motor flows through oil hole in the
sleeve, groove in the spool, and oil hole in the
sleeve to the cylinder port L in the housing and thus
actuates the steering cylinder.
Fig. 6.8
- 80 -
6. STEERING SYSTEM
The returning oil from the power cylinder flows, passing through the cylinder port R, groove in the
valve housing, oil hole in the sleeve, groove in the spool, oil hole in the sleeve, and groove in the
valve housing, back to the oil tank.
(c) When steering wheel is turned clockwise

As the steering wheel is turned clockwise, the grooves
in the spool shift to the right in relation to the oil holes
and grooves in the sleeve so that oil holes in the spool
get out of line with holes in the sleeve. The oil that has
flowed into groove thus far begins to flow into oil hole
in the sleeve and then flows through grooves and
in the spool, oil hole in the sleeve, and oil passage in
the valve housing to the hydraulic motor. The hydraulic
motor thus rotates in the clockwise direction and the oil
discharged from the hydraulic motor flows through oil
hole in the sleeve, groove in the spool, and oil hole
in the sleeve to the cylinder port R in the housing and
thus actuates the power cylinder.
The returning oil from the power cylinder flows,
passing through the cylinder port L, groove in the
housing, oil hole in the sleeve, groove in the spool,
oil hole in the sleeve and groove in the housing back
to the oil tank.
Fig. 6.9
(2) Relationship between the rotating speed and operating force of the steering wheel
The force required to operate the orbitrol is basically a valve operating force (the force required to
compress the centering spring: 2.9 N-m {0.3 kgf-m}. That is, there is no mechanical linkage between the
steering wheel and the tires, and thus the operating force of the steering wheel remains constant regardless
of the rotating speed of the steering wheel. The discharge of oil from the orbitrol rotor to the steering
cylinder.
(3) Neutral feedback of orbitrol

The neutral feedback function of the orbitrol is performed by the valve switching over the oil passages
according to the reaction force of the centering spring. (If the steering wheel is turned and then released
with the engine turned off, it will automatically return to the straight-ahead position.) Should the neutral
feedback not function properly, the steering wheel might turn by itself when the operator does not turn it.
- 81 -
6. STEERING SYSTEM
(4) When the pump fails to operate normally

If the pump fails to supply pressure oil to the orbitrol, the orbitrol can serve as an emergency
manual steering device. Even if the orbitrol does not receive pressure oil from the pump, you can
rotate the spool by turning the steering wheel. However, when the spool turns 8°, it hits against the
cross pin, which in turn turns the rotor through the drive shaft. This way, the metering device of the
orbitrol works as a hand pump to send oil to the steering cylinder. At this time, the check valve provided
between the return port and the suction port opens to allow the oil to flow from the cylinder to the
suction side, making it possible to steer the truck manually.
6.1.4 POWER CYLINDER

The power cylinder is attached to the steering axle and operated by oil from the orbitrol. The cylinder
body is secured to the axle, with both ends of the piston rod connected to the knuckles with joints.
The cylinder cap has a bushing, an oil seal, and a dust seal, and is assembled on the cylinder with
two bolts.
BUSHING BUSHING
6.5 mm
BOLT Tightening torque:
27.7 – 41.5 N-m {282.5 – 423.2 kgf-cm}
BUSHING
PISTON ROD CAP PACKING “O”-RING ROD PACKING
DUST SEAL
View
Fig. 6.10 Power Cylinder
- 82 -
6. STEERING SYSTEM
6.1.5 STEERING WHEEL DEVIATION CONTROL

The orbitrol type steering system has a drawback that the sheering wheel operating angle does not
agree with the rotational angle of the knuckle exactly. In particular, the steering wheel may move
gradually away from the center position, which the operator wants to hold while traveling.
To correct the drawback, the truck has a steering wheel deviation control unit consisting of an
EPACS controller, a compensation valve, and a tire angle sensor.
The steering angle sensor is located on top of the left-side king pin of the rear axle.
CONTROLLER
STEERING WHEEL
ANGLE SENSOR
Wire color Function Pin No.
Input of power supply

Red (rated voltage: 12 V or +24V) 1
Black Input of power supply (0 V) 2
Output of power supply for tire

Pink angle sensor (+) 5
Input of tire angle sensor

Yellow (signal output) 6
Purple Tire angle sensor GND (GND) 7
Output of solenoid valve driving

Light green signal (+) 1
Output for solenoid valve driving

Brown signal (-) 2
Plug
White Input of initial setting (+) receptacle
(F)
Plug
Blue Input of initial setting (GND) receptacle
(M)
Fig. 6.11 EPACS Controller
- 83 -
6. STEERING SYSTEM
(1) Schematic diagram

STEERING WHEEL DEVIATION CONTROL UNIT
STATUS
STEERING ANGLE SENSOR

INDICATING LED
OUTPUT OF
P/D ANALOG POWER COMPENSATION VALVE
CIRCUIT TRANSISTOR DRIVING SIGNAL
INPUT OF TIRE
ANGLE DETECTION BUFFER
POTENTIOMETER
STATUS
INDICATING CENTER POSITION
LED
SETTING
INPUT OF POWER NOISE DC/DC

SUPPLY (DC10V- FILTER CONVERTER
DC26.4 V)
(2) Connection diagram

SCOPE OF SPECIFICATION
INITIAL SETTING
TERMINAL
DEVIATION CONTROL UNIT
W
Blu
STEERING WHEEL
L/G
Br NORMALLY CLOSED VALVE
SOL
VALVE
(Sumitomo Denso)
(Sumitomo Denso)
R
POWER
NOISE FILTER Bl SUPPLY
INPUT
(about 50 mA, with solenoid valve off)
Pi
CONTROLLER
OPERATING STATUS LED Y
Pu
To be selected according to the

potentiometer
mounting position.
(2 kΩ is
recommended)
TIRE ANGLE DETECTION
POTENTIOMETER
OUTPUT VOLTAGE OF
TIRE ANGLE DETECTION
POTENTIOMETER
STEERING WHEEL
ROTATIONAL POSITION
LEAD-OUT WIRE FROM CONTROLLER: AUTOMOTIVE HEAT-RESISTANT, LOW-VOLTAGE WIRE AEX 0.5 f (Sumitomo
Denso)
Fig. 6.12 Schematic and Connection Diagrams
- 84 -
6. STEERING SYSTEM
(3) How to set the center position of the steering wheel

Turn off the key switch and connect the plug receptacles M and F shown in Figure 6.11.
Turn the key switch on.
Make sure the LED blinks once and then repeats it.
If the LED blinks three or four times and stays off for a while and then repeats this cycle, it indicates
that the steering wheel angle sensor or tire angle sensor is defective.
(See (4) Operating status LED.)
Put the steering wheel and the tires in the straight-ahead position.
(You can skip this step if the truck is in the straight-ahead position before the key switch is turned on
in step .)
With the key switch turned ON, disconnect the plug receptacles from each other.
Make sure that the LED blinks twice continuously and repeats it.
Turn the steering wheel from center to clockwise end, turn it to counterclockwise end, and then return
to the center position. Caution should be exercised not to allow the tires to slip at each of the turning
ends. You cannot complete the setting if the steering wheel is not turned more than 1.5 turns from
center to end in each direction.
Make sure the LED comes on. If the LED does not stay on, but blinks twice and repeats it, start all over
again.
(4) Operating status LED
Operating status of controller LED
• Centering is not yet finished.

1 • Controller has been initialized with plug receptacles connected. 1 blink
• Initial setting mode selected

2 • If a setting error is detected, you cannot exit the initial setting mode. (*1) 2 blinks
3 • Initial setting completed (ready for operation) LED stays on (*2)
Steering wheel sensor defective

4 • Sensor coil broken 3 blinks
Tire angle detection potentiometer defective

5 • Wire leading to tire angle sensor or controller is broken. 4 blinks
• Wire leading to tire angle sensor or controller is shorted. (*3)
• Power voltage is lower than rated voltage.

6 • CPU inside controller is defective. Off
• Controller is being initialized
(*1) Setting error:

A setting error occurs if the steering wheel is not turned more than 1.5 turns in each of the
clockwise and counterclockwise directions or if the steering wheel is returned in midstream
through rotation from center to end or vice versa.
(*2) No error is detected (LED stays on.).
(*3) 1: Shorting between +V terminal and signal output terminal of tire angle sensor
2: Steering wheel angle sensor has one of the following errors:
• Shorting between sin drive signal wires
• Shorting between cos signal wires
• Shorting between sin signal wires
3: Solenoid valve driving FET is defective.
- 85 -
6. STEERING SYSTEM
NOTE
- 86 -
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
Truck Model
FD20C3Z FD20T3Z
FHD15C3Z FHD15T3Z
FD25C3Z FD25T3Z
FHD18C3Z FHD18T3Z
FD30C3Z FD30T3Z
Item
Main pump
Type Gear type
Model name KFP2328A SGP1A31.9
Discharge 28.2 cm3/rev 31.9 cm3/rev
Control valve
Type 2-spool sliding type, with relief valve,
flow divider and tilt-lock valve
Model name KVMF-70VPF MSV04A
Pressure setting
Main 17.7 MPa {180 kgf/cm2}
Steering 6.86 MPa {70 kgf/cm2} 8.82 MPa {90 kgf/cm2}
Lift cylinder
Type Single-acting piston
Cylinder bore 45 mm 2 - 2.5 t: 50 mm 3 t: 55 mm
Stroke 1495 mm
Tilt cylinder
Type Double-acting piston
Cylinder bore 65 mm 80 mm
Rod diameter 30 mm 35 mm
Stroke 130 mm 128 mm
Oil tank
Capacity 21 liters 32 liters
- 87 -
7. HYDRAULIC SYSTEM

The hydraulic system consists of a main pump, a control valve, lift cylinders and tilt cylinders. The
oil is supplied from the tank at the right side of the frame.
7.1.1 MAIN PUMP

The main pump is a gear type directly driven by the engine PTO device and picks up oil from the oil
tank and sends to the control valve.
The main pump consists of a pump body, a pair of gears, bushings and packings. This pump uses
pressure-balanced bearings and a special lubrication method to minimize the clearance of the gear
flank.
The pressure-balanced method is to press the pressure plate toward the gear side by introducing
part of the discharge oil between the pressure plate and the pump body.
2.0 to 3.0 tons
1.5 to 1.8 tons
1. DRIVE GEAR 7. GASKET

2. SNAP RING 8. BUSHING
3. OIL SEAL 9. REAR COVER
4. BUSHING 10. DRIVEN GEAR
5. FRONT COVER 11. SIDE PLATE
6. BODY 12. GASKET
Fig. 7.1 Main Pump
- 88 -
7. HYDRAULIC SYSTEM
(1) Oil flow

The oil which has flowed through the inlet port in the rear cover then enters the chamber formed by
the tooth spaces of the gears, side plates, and the pump body, and flows along the peripheries of the
gears out of the discharge port.
TOOTH SPACE
SUCTION PORT
DISCHARGE PORT
: Oil flow
Fig. 7.2 Hydraulic Oil Flow

(2) Pressure balance
While the pump is not operating or the discharge pressure is low, the side plates are pressed against
the gears’ side faces by the rubber gasket. When the discharge pressure becomes high, a force which
repels the side plates acts on the shaded section in Fig. 7.3. At the same time, the oil pressure also acts
on the back side of the side plates, pressing the shaded section in Fig. 7.4. The shapes and surface
areas of both shaded sections are almost the same, so that the side plates are always pressed against the
sides faces of the gears with a constant elastic force, regardless of the discharge pressure of the pump.
Fig. 7.3 Pressure Distribution on Side-Plate Side Fig. 7.4 Pressure Distribution on Gear Side
- 89 -
7. HYDRAULIC SYSTEM
(3) Body wipe

While the discharge pressure is low, the centers of the gears are almost aligned with the centers of
the pump body holes, maintaining the radial clearance which is determined by machined size. When
the discharge pressure increases, the gears are pushed toward the low-pressure side by the clearance
between the gear and bearing and a deflection of the shaft, to make the gear teeth to contact with the
pump body. During this process, the cast pump body is worn away, because the gears, which are
usually heat treated, are harder than the pump body. This is called “body wipe.”
In order to keep the optimum radial clearance of gears when loaded, the pump is run-in at a little
higher pressure than the rated pressure before it is delivered to the customer. Also, the pump is tested
for discharge and specified torque.
Wipe depth
Eccentricity 0.01 – 0.06 mm
Center of
pump body
Discharge
port Suction port
Trace of wipe
CROSS SECTION A - A
Fig. 7.5 Body Wipe
- 90 -
7. HYDRAULIC SYSTEM
7.1.2 CONTROL VALVE (1.5 to 1.8 tons)

The control valve consists of two types of spool sections assembled with three bolts as shown in
Figure 7.6.
The lift spool section contains a main relief valve, a flow priority valve and a PF relief valve.
SHUT-OFF VALVE
SOLENOID VALVE
(LIFT LOCK)
RELIEF VALVE SOLENOID VALVE

(UNLOAD)
LIFT SPOOL
TILT SPOOL
T PORT
B2 PORT
P PORT
B2
P
A2
A2 PORT
PF PORT
PF RELIEF VALVE
A1 PORT
A2
Fig. 7.6 Control Valve
- 91 -
7. HYDRAULIC SYSTEM
PF PORT P PORT
SPOOL
FLOW DIVIDER PART
MAIN RELIEF VALVE

MOUNTING PART
PF RELIEF VALVE
Section -
SOLENOID VALVE
SHUT-OFF VALVE
LIFT LOCK POPPET
SPOOL
Section -
UNLOAD POPPET
SOLENOID VALVE
Section -
Fig. 7.7 Lift Spool Section
- 92 -
7. HYDRAULIC SYSTEM
(1) Unloader valve

When the unloading solenoid valve is OFF:
The oil directed to the excess circuit by the VPF
valve pushes up the unloader poppet to return to Tank pressure
the tank. Therefore, if the lift, tilt or attachment spool
is operated, the oil pressure won’t rise so that you
cannot move the forks or any other attachment. It
should be noted that any attachment which moves
of its own weight will operate (because the unloader
Oil pressure passes
poppet opens due to a pressure differential through solenoid to tank.
produced between the unloader poppet spring Oil flows to tank port.
chamber and tank oil passage).
Poppet opens.
Fig. 7.8
When the unloading solenoid valve is ON:

Same as pump
Unlike when the unloading solenoid valve is OFF, pressure
high pressure is applied to the unloader poppet spring
chamber side to close the unloader poppet due
to the difference in area on which the oil pressure
acts. Therefore, if the lift, tilt or attachment spool is
operated, the pump pressure increases to activate the
actuator.
This area is closed
Same as pump
pressure
Oil flows through poppet

to excess circuit.
Fig. 7.9
- 93 -
7. HYDRAULIC SYSTEM
(2) Changing over lift spool positions

Lifting the forks
If the lift spool is pulled, the neutral oil passage is blocked to cause the pump pressure to
increase. The oil led through the P port opens the load check valve to flow through the lift spool ,
pushing up the lift lock poppet to enter through the A1 port into the lift cylinders.
Fig. 7.10
- 94 -
7. HYDRAULIC SYSTEM
Lowering the forks Solenoid in ON

Communication
(a) When the lift lock solenoid valve is ON: with tank oil
passage is
When the lift spool is pushed, the oil inside Poppet opens.
established.
the lift cylinders pushes up the lift lock poppet to
flow through the lift spool , being drained to the
tank port.
(Because the lift lock solenoid valve is opened,
the lift lock poppet spring chamber is
communicated with the tank oil passage to produce
a pressure difference, which opens the lift lock
poppet .)
To down-stream section
Fig. 7.11
(b) When the lift lock solenoid valve is OFF:

Same as pump pressure Solenoid in OFF
When the communication between the lift lock Poppet seats due to Communication
difference in area with tank oil
poppet spring chamber and the tank oil passage is passage is
blocked.
blocked by the lift lock solenoid valve , high
hydraulic pressure acts on the lift lock poppet spring
chamber so that lift lock poppet seats
completely due to a difference in area on which
hydraulic pressure acts. Therefore, if the lift spool
is pushed, the forks won’t lower.
Fig. 7.12
- 95 -
7. HYDRAULIC SYSTEM
(3) Changing tilt spool positions

Forward tilt
When the tilt spool is pushed, the neutral oil LOAD CHECK
passage is blocked to cause the oil pressure to
increase. The oil supplied through the P port opens
the load check valve and flows through the tilt spool
and B2 port to enter into the bottom side of the
tilt cylinders. The tilt lock valve is operated by
the pump pressure to open the oil passage. As shown
in Figure 7.13, the oil at the rod side of each tilt
cylinder flows through the A2 port and the inside of
the tilt spool to be drained to the tank port T.
Fig. 7.13
Backward tilt LOAD CHECK

When the tilt spool is pulled, the neutral oil
passage is blocked to cause the oil pressure to
increase. The oil supplied through the P port opens
the load check valve and flows through the tilt spool
A2 port to enter into the rod side of the tilt
cylinders. The oil at the bottom side of each tilt
cylinder flows through the B2 port and the tilt spool
to be drained to the tank port T.
Fig. 7.14
(4) Changing over attachment spool positions
When the attachment spool is pulled, the LOAD CHECK
neutral oil passage is blocked to cause the oil PORT RELIEF
pressure to increase. The oil supplied through the P

port opens the load check valve and flows through
the attachment spool to the A port. The oil at the
B port flows through the attachment spool to the
tank port T. When the attachment spool is pushed,
the operation is the reverse of the above.
Port relief valve (option)

The port relief valve prevents the cylinder port Fig. 7.15
maximum pressure from exceeding the pressure setting for the attachment. It also prevents the
occurrence of cavitation.
- 96 -
7. HYDRAULIC SYSTEM
Main relief valve operation

(a) The oil in the high-pressure oil passage HP flows
through the oil in the piston C to act on two
different surface areas and , so that the
poppets D and K are securely seated.
Fig. 7.16
(b) When the oil pressure in the high-pressure oil

passage HP reaches to the preset pilot spring
force, the pilot poppet E opens to allow the oil
to flow around the poppet, passing through the
drilled hole, to the low-pressure side LP.
Fig. 7.17
(c) When the pilot poppet E opens, the pressure at

the back of the poppet D drops to cause pressure
differential between the high-pressure side HP
and the low-pressure side, so that the poppet D
is opened to allow the oil to flow directly to the
low-pressure oil passage LP.
Fig. 7.18
(d) If the pressure in the high-pressure oil passage

HP is lower than the pressure in the low-pressure
oil passage LP, the poppet D opens due to the
difference in area between and to allow
enough oil to flow from the low-pressure oil
passage LP into the high-pressure oil passage
HP to fill the space.
Fig. 7.19
- 97 -
7. HYDRAULIC SYSTEM
7.1.3 CONTROL VALVE (2.0 to 3.0 tons)

The control valve consists of FDM front and rear covers and a combination valve, which are
assembled with three bolts.
The FDM front cover contains a main relief valve, a flow priority valve and a PF relief valve. The
combination valve is composed of a lift section and a tilt section.
PF RELIEF LIFT SPOOL

VALVE
LIFT LOCK TILT SPOOL
RELEASE SCREW SOLENOID VALVE
B2 PORT
A2 PORT
T1 PORT
P PORT
A1 PORT
MAIN RELIEF
VALVE SOLENOID VALVE
(LIFT LOCK)
Fig. 7.20 Control Valve
- 98 -
7. HYDRAULIC SYSTEM
(1) Operation of flow priority valve

The flow priority valve receives a single stream of oil through the P port and divides it into separate
output streams: the priority flow (PF flow) of a constant flow setting and the excess flow (MF flow).
The PF flow is supplied to the steering system and the MF flow to the load handling system.
The oil coming through the pump port (P port) flows, passing through the PF throttle hole, the
control orifice and load check in the FD spool, to the PF port. As the flow rate of oil coming through
the P port increases, the pressure differential across the control orifice also increases. This moves the
FD spool, both ends of which receive the pressure across the control orifice, into the direction that
closes the PF throttle hole, thus reducing the PF flow. As a result, the pressure differential across the
control orifice also drops so that the priority flow is maintained at the flow setting determined by both
the control orifice and set spring.
(a) MF flow pressure is lower than PF flow pressure (during steering)

When the steering wheel is turned, the PF flow pressure
increases and thus the entire oil pressure of the hydraulic
system also increases. This allows more oil to flow to the P PORT
MF FLOW
MF flow side because it is lower in pressure than the PF PF MF THROTTLE PF FLOW
THROTTLE
flow side. For this reason, the flow rate of oil to the control
orifice drops to create a pressure differential across the
CONTROL
control orifice, thus shifting the FD spool into the direction ORIFICE
that closes the MF throttle hole so that the pressure

differential across the control orifice is maintained to keep MAIN PR
RELIEF RELIEF
the priority flow at the fixed flow setting. (See Figure LOAD CHECK FD SPOOL PF
to LOAD HANDLING PORT
TANK PASSAGE
7.21.) CONTROL VALVE
Fig. 7.21 (MF pressure < PF pressure)
(b) MF low pressure is higher than PF flow pressure (during load handling)
When the load handling means is operated, the MF flow
pressure increases and thus the entire oil pressure of the
hydraulic system also increases. Since the PF flow pressure
is lower than the MF flow pressure, the priority flow begins
to increase. Therefore, the pressure differential across the
control orifice increases so that the FD spool moves in the
direction that closes the PF throttle hole, to keep the control
flow constant. (See Figure 7.22.)
Fig. 7.22 (MF pressure > PF pressure)
- 99 -
7. HYDRAULIC SYSTEM
(2) Lift section to A1 PORT LOAD

LIFT LOCK RELEASE
SCREW
LOCK POPPET
(a) Neutral CHECK (FOR EMERGENCY)
PARALLEL OIL
The oil discharged from the pump flows through the SOLENOID
VALVE
PASSAGE
FORK LOWERING
FREE CONTROL
unloading oil passage to the tank. The A port is blocked VALVE (FRV)
to prevent the pressure oil from entering into the lift
cylinders. (See Fig. 7.23.)
SPOOL
SPRING TANK OIL UNLOADING

PASSAGE OIL PASSAGE
Fig. 7.23
(b) Spool pulled (lifting the forks)
The unloading oil passage is blocked. The oil
discharged from the pump flows through the parallel
oil passage to open the load check and then opens the
lock poppet to flow out the A1 port. The spool is
returned to neutral by the return spring. (See Fig. 7.24.)
Fig. 7.24
(c) Spool pushed (lowering the forks) Hydraulic pressure acts
on the back of the lock
When the spool is pushed down, the unloading oil poppet to prevent the
poppet from opening.
passage remained still open to allow the oil discharged
from the pump to return to the tank oil passage.
Solenoid not energized:

The oil returning from the A port is blocked by the
lock poppet so that the lowering of the forks is
prevented. (See Fig. 7.25.) Fig. 7.25
Solenoid energized
The oil returning from the A port flows through
the control orifice of the lock poppet to the solenoid
valve before flowing to the return oil passage, thus
producing a pressure difference that causes the lock
poppet to open. The oil flowing through the lock
poppet returns, passing through the spool land that
opens in the tank oil passage direction, back to the
Fig. 7.26
tank. The spool is returned to neutral by the return
spring. (See Fig. 7.26.)
- 100 -
7. HYDRAULIC SYSTEM
(3) Tilt section LOAD CHECK

(a) In neutral
A1 PORT A2 PORT B2 PORT
The oil discharged from the pump flows, passing
through the unload passage, back into the oil tank. The PARALLEL
A2 port and B2 port are blocked so that the no pressure PASSAGE
oil is supplied to the tilt cylinders. SPRING
(b) Spool pulled out (when upright is tilted back)

When the unload passage is closed, the oil from the SPOOL
pump flows through the parallel passage to push open the PILOT TANK UNLOAD
load check and enters the tilt cylinders through the A2 SPOOL PASSAGE PASSAGE
port. The oil returning from the tilt cylinders flows through
Fig. 7.27
the B2 port and tank passage, back into the oil tank.
If the load inside the tilt cylinders is higher than the
relief valve pressure setting, the relief valve opens to allow
oil to return into the tank passage. The spool is returned
to neutral by the return spring. (See Figure 7.28.)
(c) Spool pushed in (when upright is tilted forward)

With the unload passage closed, the oil from the pump
flows though the parallel passage to push open the load
check and enters the tilt cylinders through the B2 port.
The oil returning from the tilt cylinders enters at the A2 Fig. 7.28
port, but is blocked by the tilt lock valve. However, as the
oil pressure rises, the pilot spool moves in the direction
that compresses the spring so that the oil at the A2 port
flows through the oil passage inside the spool, back into
the oil tank.
If the load inside the tilt cylinders is higher than the
relief valve pressure setting, the relief valve opens to allow
oil to return to the tank passage. The spool is returned to
neutral by the return spring. (See Figure 7.29.)
(d) Tilt lock mechanism Fig. 7.29

The tilt spool is provided with a tilt lock mechanism
that prevents the tilt cylinders from moving when the tilt
lever is placed in the forward tilt position with no oil flow
to the main valve.
If the spool is pushed in (the tilt lever is placed in the
forward tilt position) with no oil flow from the pump, the
oil at the loaded side inside each of the tilt cylinders tries
to flow out the A2 port. However, since no pilot pressure
is supplied, the pilot spool does not move so that the return
passage to the oil tank is closed. This prevents the tilt
cylinders from operating. (See Figure 7.30.) Fig. 7.30
- 101 -
7. HYDRAULIC SYSTEM
(4) Accessory section (option)

(a) In neutral LOAD CHECK PARALLEL
The oil from the pump flows through the unload A PORT B PORT PASSAGE
SPRING
passage, back into the oil tank. The A port and B port
are blocked so that no oil pressure is supplied to the
cylinder. (See Figure 7.31.)
SPOOL
TANK UNLOAD
PASSAGE PASSAGE
Fig. 7.31
(b) Spool pulled out

The unload passage is closed and the oil from the
pump flows through the parallel passage to push open
the load check and enters the cylinder through the A
port. The oil returning from the cylinder flows through
the B port, past the tank passage, back into the oil tank.
If the load inside the cylinder is higher than the relief
valve pressure setting, the relief valve opens to allow
oil to return into the oil tank. The spool is returned to Fig. 7.32
neutral by the return spring. (See Figure 7.32.)
(c) Spool pushed in

The unload passage is closed and the oil from the
pump flows through the parallel passage to push open
the load check and enters the cylinder through the B
port. The oil returning from the cylinder flows through
the A port, past the tank passage, back into the oil tank.
If the load inside the cylinder is higher than the relief
valve pressure setting, the relief valve opens to allow
oil to return to the tank passage. The spool is returned Fig. 7.33
to neutral by the return spring. (See Figure 7.33.)
- 102 -
7. HYDRAULIC SYSTEM
(5) UL cover rear section

The rear cover is provided with a hose mounting port UNLOADING
PARALLEL
POPPET
through which used hydraulic oil can be returned to OIL PASSAGE
SOLENOID
the tank, and an electromagnetic unloader valve, which VALVE
unloads load handling hydraulic oil.

HOSE
MOUNTING
(a) Solenoid not energized: PORT
The hydraulic oil having passed through the orifice TANK OIL
PASSAGE
inside the unloader poppet flows through the solenoid
valve to the tank oil passage, thus producing a pressure
difference across the orifice to open the unloader poppet Fig. 7.34
so that the parallel oil passage is opened to the tank oil
passage. This makes it difficult for the parallel oil
passage to distribute hydraulic oil to each section, thus
preventing load handling operation. (See Fig. 7.34.)
(b) Solenoid energized:

When the solenoid is energized, the oil flow from
the solenoid valve is blocked. The oil no longer flows
into the orifice inside the unloader poppet. The unloader
poppet is closed so that hydraulic oil can be distributed Fig. 7.35
through the parallel oil passage to each section. (See
Fig. 7.35.)
- 103 -
7. HYDRAULIC SYSTEM
(6) Operation of main relief valve

(a) When relief valve is closed PILOT MAIN
POPPET POPPET
If the circuit oil pressure is lower than the relief valve SEAT SLEEVE
pressure setting, the relief valve is closed.
The oil at the P port flows through the orifice in the
poppet to fill the spring chamber.
The oil inside the spring chamber acts on the pilot
poppet, which is however forced against the seat by
spring pressure to block oil flow to the tank passage.
The main poppet is closely seated to the sleeve by SPRING ORIFICE
CHAMBER
both the spring force and the difference in area on which
the oil pressure acts, to block the oil passage to the tank Fig. 7.36 Main Relief Valve (closed)
port. Therefore, all the oil sent into the circuit flows to
the operating area. (See Figure 7.36.)
(b) When relief valve opens

If the circuit oil pressure becomes higher than the
relief valve pressure setting, the relief valve opens.
That is, when the oil pressure in the circuit reaches
the pilot poppet pressure setting, the pressure oil pushes
up the pilot poppet to flow into the tank passage. This
causes a pressure differential across the orifice in the
main poppet to push open the main poppet to allow the
oil to flow from the P port to the tank passage, thus
controlling the oil pressure in the circuit. (See Figure
7.37.)
Fig. 7.37 Main Relief Valve (open)
- 104 -
7. HYDRAULIC SYSTEM
(7) Operation of PF relief valve

The PF relief valve is a direct-acting type. The main PF FLOW
MAIN POPPET
VALVE BODY
poppet is closely seated to the valve body by the spring. SPRING
If the PF flow pressure is higher than the pressure setting
of the relief valve, main poppet opens to direct the PF
flow to the tank passage. (See Figures 7.38 and 7.39.)
TANK PASSAGE
Fig. 7.38 PF Relief Valve (closed)
Fig. 7.39 PF Relief Valve (open)
(8) Operation of port relief valve

(a) When port relief valve is closed PILOT
MAIN
POPPET
POPPET INTERMEDIATE A PORT OR
If the circuit oil pressure is lower than the pressure SEAT PISTON B PORT
setting, the relief valve is closed.

The oil at the A port or B port flows through the orifice
in the intermediate piston inside the main poppet to fill
the spring chamber. The oil in the spring chamber acts on
the pilot poppet, which is however forced against the seat SPRING
SPRING
by spring pressure to block oil flow to the tank passage. CHAMBER TANK
PASSAGE
ORIFICE
The main poppet is closely seated to the sleeve by both

the spring force and the difference in area on which the
Fig. 7.40 Port Relief Valve (closed)
oil pressure acts, to block the oil passage to the tank port.
Therefore, all the oil sent into the circuit flows to the operating area. (See Figure 7.40)
- 105 -
7. HYDRAULIC SYSTEM
(b) When port relief valve opens

If the circuit oil pressure becomes higher than the relief A PORT OR
B PORT
valve pressure setting, the pressure pushes up the pilot
poppet to flow into the tank passage. This causes a pressure
differential across the orifice in the intermediate piston so
that intermediate piston is forced against the front end of
the pilot poppet. As a result, the oil pressure in the spring
chamber drops to cause a pressure differential across the
TANK PASSAGE
main poppet. This opens the main poppet and thus the
passage to the tank port is also opened to allow the pressure
oil to flow into the tank. (See Figure 7.41.)
Fig. 7.41 Port Relief Valve (open)
(c) Anticavitation
If the oil pressure at the A port or B port is lower than the oil pressure in the tank passage, a force
occurs in the direction that opens the main poppet because of the difference in area across the main
poppet. This force opens the main poppet to direct the oil from the tank passage into the A port or B
port, thus preventing the actuator pressure from going negative. (See Figure 7.41.)
- 106 -
7. HYDRAULIC SYSTEM
7.1.4 VALVE CONTROLS

The control valve spools are actuated with the levers as shown in Fig. 7.42, with each lever mounted
on a single shaft.
The shafts are supported by brackets which are attached to the front guard. The movement of each
lever is transmitted through a rod to the respective spools.
TILT LEVER
ATTACHMENT LEVER
LIFT LEVER (OPTION)
CONTROL VALVE
SPACER
Detail of
Fig. 7.42 Valve Controls
- 107 -
7. HYDRAULIC SYSTEM
7.1.5 LIFT CYLINDER

The lift cylinder is a single-acting piston type consisting of a cylinder, a piston rod, a piston and a holder.
The piston is secured to the piston rod with a snap ring, with a wear ring and packing on its outer
diameter.
At the bottom of one cylinder is a cut-off valve which will act as a safety device if the high-pressure hose
connecting the right and left lift cylinders bursts for any reason.
The holder has a bushing and an oil seal pressed to support the piston rod and provide dust proofness for
the cylinder.
Cut-off valve operation

When the oil in the cylinder returns into the oil tank, it
passes through the holes and in the piston.
If the flow rate of the oil passing through those holes is
less than the setting of the flow regulator valve, the pressure
differential across the piston is smaller than the spring force
so that the piston won’t move.
If its flow rate becomes greater than the flow regulator
valve pressure setting due to a burst of the high-pressure hose
or for any other reason, the pressure differential across the PISTON
piston becomes greater than the spring force to move the
SPRING
piston to the right, so that the piston comes in close contact
with the area on the case. This prevents the oil from flowing
cut of the cylinder, to stop the lowering of the forks.
Fig. 7.43 Flow Rate Smaller than Setting
CASE
Fig. 7.44 Flow Rate Greater than Setting
- 108 -
7. HYDRAULIC SYSTEM
Details of mast support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. HOLDER
6. “O”-RING
7. BUSHING
8. CYLINDER
9. ROD
10. LOCK RING
11. PISTON
12. WEAR RING
13. PACKING
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.45 Lift Cylinder (VM-0A7)
- 109 -
7. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. HOLDER
6. “O”-RING
7. BUSHING
8. CYLINDER
9. ROD
10. LOCK RING
11. PISTON
12. WEAR RING
13. PACKING
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.46 Lift Cylinder (VM-2N5)
- 110 -
7. HYDRAULIC SYSTEM
Details of cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. HOLDER
6. “O”-RING
7. BUSHING
8. CYLINDER
9. ROD
10. LOCK RING
11. PISTON
12. WEAR RING
13. PACKING
14. SNAP RING
15. SHEAVE
16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
20. COTTER PIN
Fig. 7.47 Lift Cylinder (VM-2N9)
- 111 -
7. HYDRAULIC SYSTEM
7.1.6 FLOW REGULATOR VALVE

The flow regulator valve controls the fork descending
speed and acts as a safety device if the high-pressure hose LIFT CYLINDER
(RIGHT)
bursts for any reason. It is located as shown in Fig.7.48.
LIFT CYLINDER
Flow regulator valve operation (LEFT)
The oil returning from the lift cylinders enters the from
CONTROL
chamber , passing through chambers , , , , , VALVE
and , back to the control valve.

to OIL
The more the oil flows through the hole in the piston TANK
, the greater the pressure differential across the piston
becomes to move the piston to the right.
For this reason, the hole is narrowed by the hole FLOW
REGULATOR
so that the oil flow is restricted to slow the fork descending VALVE
speed.
When the forks are raised, the high-pressure oil from
the control valve flows, passing through , , , , ,
and , into the lift cylinders.
Fig. 7.48
FREE FLOW
CONTROLLED FLOW
LIFT CYLINDER SIDE CONTROL VALVE SIDE
1. CASE 6. ORIFICE
2. SPRING 7. SPRING
3. BALL 8. “O”-RING
4. PISTON 9. NIPPLE
5. SLEEVE
Fig. 7.49 Flow Regulator Valve
- 112 -
7. HYDRAULIC SYSTEM
7.1.7 TILT CYLINDER

The tilt cylinder is a double-acting type, and its piston rod end is supported by the mast and the
cylinder tail is connected to the frame with a pin. This truck is provided with two tilt cylinders on both
sides of the front of the truck.
The tilt cylinder assembly consists primary of a cylinder body, a cylinder cap, a piston and a piston
rod. The piston, attached to the piston rod with lock nuts, has a back-up ring and an “O”-ring installed
on its circumference, and moves along the inner surface of the cylinder by the force of hydraulic oil.
A bushing is press-fitted inside the cylinder cap to support the piston rod, with a packing and dust
seal to provide oil tightness for the piston rod and the cylinder cap. The cylinder cap, fitted with an
“O”-ring on its outer periphery, is screwed into the cylinder body.
When the tilt lever in the operator’s compartment is tilted forward, high-pressure oil enters the
cylinder tail side, moving the piston forward, tilting the mast forward.
When the tilt lever is tilted backward, high-pressure oil enters the cylinder cap side and moves the
piston backward, tilting the mast backward.
1. JOINT 6. CYLINDER CAP 11. PISTON

2. DUST SEAL 7. LOCK RING 12. PACKING
3. BUSHING 8. “O”-RING 13. LOCK NUT
4. “O”-RING 9. ROD
5. PACKING 10. CYLINDER
Fig. 7.50 Tilt Cylinder
- 113 -
7. HYDRAULIC SYSTEM
7.1.8 OIL TANK

The oil tank is integral with the frame and located at the right-hand side of the truck body. Figure
7.51 shows its construction.
Inside the oil tank are a suction filter and a return filter to remove dust from the oil.
CAP
SUCTION FILTER
BREATHER
to LIFT
CYLINDER
to PUMP STEERING
RETURN
from CONTROL VALVE
RETURN FILTER
DRAIN PLUG
Fig. 7.51 Oil Tank
- 114 -
CONTROL VALVE
to LIFT CYLINDER
T
ORBITROL
P
TILT CYLINDER
(PF) (RIGHT)
(LS)
T R
P OIL TANK
- 115 -
TILT CYLINDER PUMP
(LEFT)
Fig. 7.52 Hydraulic Oil Piping

R
POWER CYLINDER
7. HYDRAULIC SYSTEM
7. HYDRAULIC SYSTEM
NOTE
- 116 -
8. LOAD HANDLING SYSTEM

Truck Model
FHD15C3Z FHD15T3Z FD20C3Z FD20T3Z FD30C3Z
FHD18C3Z FHD18T3Z FD25C3Z FD25T3Z FD30T3Z
Item
Name VM-0A7 VM-2N5 VM-2N9
Type Roller type 2-stage telescopic mast with free lift
Standard max. lifting height 3000 mm
Fork lifting system Hydraulic
Fork tilting system Hydraulic
Lift chain Leaf chain BL534 Leaf chain BL634 Leaf chain BL823
Channel shape
Outer channel
A : 44 mm A : 48 mm
B : 102.5 mm B : 119.5 mm
C : 134.5 mm C : 161.5 mm
Inner channel
A : 43 mm A : 48 mm
B : 102.5 mm B : 119.5 mm
C : 134.5 mm C : 161.5 mm
D : 72 mm D : 76 mm
- 117 -

The roller-type two-stage telescopic upright consists of an outer channel, an inner channel and a
carriage.
8.1.1 OUTER AND INNER CHANNELS

The outer and inner channels are of welded construction. The outer channel has a support at its
lower part, with which the upright assembly is mounted on the drive axle.
The outer channel is supported to the frame through the tilt cylinders, which extend and retract to
tilt the upright forward and backward, respectively.
The end rollers are installed on the lower outside of the inner channel and upper inside of the outer
channel with shims.
1. INNER CHANNEL
2. OUTER CHANNEL
3. END ROLLER
4. SHIM
5. END ROLLER
6. SHIM
7. SLIPPER
8. SHIM
9. PIN
10. CAP
11. BUSHING
Fig. 8.1 Outer and Inner Channels
- 118 -
8.1.2 CARRIAGE
The carriage has end rollers installed with bearings on its end roller shafts welded to the carriage.
The end rollers are shim adjusted and roll along inside the inner channel assembly.
The fore-and-aft load is sustained by the end rollers and the lateral load by the side rollers provided
at the lower part of the carriage. When the forks are raised to the top position, the top end rollers come
out beyond the top of the upright.
1. FORKS
2. STOPPER
3. SPRING
4. HANDLE
5. CARRIAGE
6. END ROLLER
7. LOCK BOLT
8. SIDE ROLLER
9. SHIM
10. SHIM
11. SPACER
12. LOAD BACKREST
Fig. 8.2 Carriage
- 119 -
8.1.3 LOCATIONS OF ROLLERS

The end and side rollers are installed on the carriage.
The end rollers support the fore-and-aft load and the side rollers support the lateral load so that the
inner channels and carriage are raised and lowered smoothly.
(shim adjusted)
(shim adjusted)
END ROLLER
END ROLLER
CARRIAGE
(shim adjusted)
SIDE ROLLER
CHANNEL
INNER
OUTER CHANNEL
adjusted)
adjusted)
ROLLER
ROLLER
SLIPPER
adjusted)
(shim
(shim
END
(shim
END
Fig. 8.3 Locations of Rollers (VM-0A7)
- 120 -
Upper side Lower side
INNER END ROLLER SIDE ROLLER CARRIAGE

CHANNEL
OUTER
CHANNEL
END ROLLER
END ROLLER (shim adjusted)
(shim adjusted)
END
ROLLER
- 121 -
(shim
adjusted)
SLIPPER
(shim
adjusted)
Fig. 8.4 Locations of Rollers (VM-2N5, VM-2N9)

NOTE
- 122 -
9. ELECTRIC WIRING
9. ELECTRIC WIRING
The electric components of the truck are wired through several types of wire harnesses and color
coded by circuit.
The wire harnesses are connected with connectors (2 types) or screw.
Table 9.1 Color symbols and examples
B Black R Red
G Green W White
L Blue Y Yellow
O Orange Lg Light green
Example: Yellow coating with a blue marking P Pink Lb Light blue Example: White coating without marking
Table 9.2 Connector symbol
Connection type Plug-in side Receptacle side Remarks
The alphabetic letters means colors.

Plug-in type
Housing
(Table 9.1)
Plug
Screw type
The dotted lines in the circuit diagrams are given for optional equipment.
DANGER ! Use due caution when handling the battery unit.

1. Never short the circuit, spark, smoke or use fire near the battery unit. Since flammable gas
is always released from the battery, there is a danger of causing an explosion.
2. The battery electrolyte is dilute sulfuric acid. It will cause burns if it gets on the skin. If
electrolyte comes in contact with the skin, flush with water. It can cause blindness if it gets
into eyes. If electrolyte gets into your eyes, flush your eyes out with water and get to a
doctor.
- 123 -
9. ELECTRIC WIRING
Replacing light bulbs 12V - 55W (HALOGEN) SCREW

Remove the bulb by pushing in and then turning to
REFLECTOR
the left.
Reinstall the bulb by pushing in and then turning to BULB
the right. GASKET
(1) Head light and work light

Remove the screw securing the rim and housing
and remove the rim, lens and gasket.
LENS
Remove the bulb from the reflector and install a
RIM
new bulb.
Fig. 9.1 Head Light (Work light)
1. Use caution not to get burnt because the surface of a bulb is hot soon after it is turned off.
2. Use caution not to contaminate the bulb surface and reflector surface.
3. With the gasket, install the lens and reflector.
With the gasket, install the lens and reflector. BULB

(BACK-UP)
12V - 23W
12V - 8W
(2) Rear and front combination lamps •
Remove the screw and separate the lens from the •

body.
Remove the burned-out bulb and reinstall a new
one. •
Reassemble the lens and body with the screw. BULB

(BRAKE,
PARKING)
BULB 12V - 10W
(FLASHER)
12V - 27W
Fig. 9.2 Rear Combination Lamp
BULB
(FLASHER)
SCREW
BODY
BULB
(PARKING)
Fig. 9.3 Front Combination Lamp
- 124 -
9. ELECTRIC WIRING
Fuse box
The fuse box holds fuses which prevent the wire harnesses from burning due to overcurrent. The
fuses are installed for each circuit. The fuses have different capacities for different circuits. Use caution
when replacing the fuses.
When a spare fuse is used, add a fuse of the same capacity.
SPARE FUSE (15A)

SPARE FUSE (3A)
SPARE FUSE (7.5A)

FUSE PULLER
N
H
J E
K F
L G
M I
D C
B A
15A HEAD LAMP AND

POSITION LAMP
A E
7.5A STOP LAMP
F
7.5A HORN
B G
15A RWL (OPTION)
H
7.5A TURN SIGNAL
C I
3A TRANSMISSION
J
3A METER
K
7.5A BACK-UP LAMP
D L
3A ENGINE
M
7.5A OPTION
N
Fig. 9.4 Fuse Box
- 125 -
to HORN SWITCH
to LIGHTING SWITCH
9. ELECTRIC WIRING
for OPTIONAL
ELECTRICAL PARTS
to COMBINATION to COMBINATION
METER CN2 METER CN1
to KEY SWITCH
to PARKING BRAKE
SWITCH (OPTION)
to WIRE HARNESS,
OVERHEAD GUARD (LEFT) to ORBITROL
- 126 -
to WIRE HARNESS,
OVERHEAD GUARD
(RIGHT)
to NEUTRAL RELAY
to TAIL LAMP RELAY
to HORN
Fig. 9.5 Wire Harness, Front Guard (Manual transmission trucks)

to HEAD LAMP RELAY
to WIRE HARNESS, ENGINE

to HORN SWITCH
to F/R SWITCH
to LIGHTING SWITCH
for OPTIONAL
ELECTRICAL PARTS
to COMBINATION to COMBINATION
METER CN2 METER CN1
to KEY SWITCH
to PARKING BRAKE
SWITCH (OPTION)
to ORBITROL
to WIRE HARNESS,
OVERHEAD GUARD (LEFT)
- 127 -
to WIRE HARNESS,
OVERHEAD GUARD
(RIGHT)
to NEUTRAL RELAY
to TAIL LAMP RELAY
to HORN
Fig. 9.6 Wire Harness, Front Guard (Automatic transmission trucks)

to HEAD LAMP RELAY
to WIRE HARNESS, ENGINE

9. ELECTRIC WIRING
9. ELECTRIC WIRING
to WIRE HARNESS, FRONT GUARD
W 2YL RW YB YG WR GL
GR GB GO LB BrB GY
to BRAKE to BACK-UP
LAMP LAMP SWITCH to NEUTRAL
2R 2B SWITCH SWITCH
WBr BW LW 2L
3BY 3BG
RY
RL
B BrB B
15A HEAD AND

3BY 2R POSITION
to FUSE BOX 7.5A
STOP
BrY
7.5A
GY HORN
15A RWL OPTION
LW BrY 2R L
3BY 3BG
7.5A
2L TURN
WG RY LY 3BY 3BG 3A
YR T/M
3BL to STARTER 3A
LY METER
to RESISTOR 3B
3BG
3A
Y BACK
GROUND to SEDIMENTER 3A
WG E/G
to FUEL LEVEL 7.5A

LW OPTION
SENDER YW FUSE BOX
B to to METER WB
WG
DIODE WR B
to GLOW PLUG
LG
B 5BW
to ALTERNATOR
to FUEL CUT- YB
to STARTER OFF VALVE WR

E B
3B
RELAY to OIL BR 5BY
PRESSURE
WY B
SWITCH
2YL B to BATTERY
GB 3BL 3BY
B WG
LG LB to FLASHER
OG 2YL
UNIT
WG WR
YG
to QOS3 DIODE OG B
TIMER
to WATER
5BY
5BW
to WATER TEMP. SENSOR
WG TEMP. SENDER
LG
to BACK-UP GO WBr
to STEERING
BUZZER POTENTIOMETER
to GLOW RELAY
B RL
B RW
B
W to REAR
to REAR B COMBINATION LAMP
WORK LIGHT RW GR
to LICENSE RB RL GL
NUMBER
PLATE LAMP
Fig. 9.7 Wire Harness, Engine (Manual transmission trucks with C240)
- 128 -
9. ELECTRIC WIRING
to F/R SOLENOID
to WIRE HARNESS, FRONT GUARD VALVE
W 2YL RW LY YG WR GL
GR GB GO YW BR LB GY DIODE
to BRAKE
LAMP B
B
WBr BW LW 2L YR
2R 2B
SWITCH V
OL
3BY
15A
2R
HEAD AND
POSITION
3BY 3BG 7.5A
B B STOP
RY Sb OL V BrY
7.5A
3BY GY HORN
BrY RB 15A RWL OPTION
L
7.5A
3BG WY TURN
to FUSE BOX YR T/M
3A
LY METER
3A
3BG Y BACK
LW WY GY BrY 2R 3BY 3BG 3A E/G
WG
to FUEL 2L
WG RY LY YR 3BY 3BG 7.5A
LW OPTION
LEVEL FUSE BOX
SENDER to STARTER
to RESISTOR 3B
3BL
GROUND
to SEDIMENTER
Sb RY to
to METER
YW
B RL B WG
DIODE WR WB
B
to REVERSE LG
B to GLOW PLUG
LAMP RELAY 5BW to ALTERNATOR
to FUEL CUT- YB
to STARTER OFF VALVE E B

RELAY WR 3B
BR 5BY
to OIL
WY B
2YL B
to BATTERY PRESSURE
GB 3BL 3BY SWITCH
B WG
LG LB to FLASHER
UNIT
OG 2YL
WG WR
to WATER
YG
to QOS3 DIODE
TIMER OG B
TEMP. SENSOR
5BY
5BW
to WATER
WG TEMP. SENDER
to STEERING
to BACK-UP
LG
BW GO WBr
POTENTIOMETER
BUZZER
to GLOW RELAY
B RL
B RW
B
to REAR
W
to REAR
WORK LIGHT B RW GR
COMBINATION LAMP
to LICENSE
RB RL GL
NUMBER
PLATE LAMP
Fig. 9.8 Wire Harness, Engine (Automatic transmission trucks with C240)
- 129 -
9. ELECTRIC WIRING
to F/R SOLENOID VALVE

(Torque converter trucks only)
FUSIBLE
LINK WIRE
2
DIODE
(Torque converter
trucks only)
BACK-UP BUZZER
(1.5 to 1.8 tons)
BACK-UP
BUZZER
(2.0 to 3.0 tons)
GLOW RELAY FLASHER UNIT

BATTERY
TIMER STARTER RELAY
View
FUSE BOX RESISTOR DIODE
2
2
WIRE HARNESS, ENGINE
NEUTRAL
For trucks with capacities from 1.5 to 1.8 tons INDICATOR RELAY
GLOW RELAY TAIL LAMP NEUTRAL
RELAY SAFETY RELAY
FLASHER UNIT
HEAD LAMP HORN

RELAY
BACK-UP
LAMP RELAY
STARTER TIMER
RELAY
FUSE BOX
RESISTOR
DIODE
WIRE HARNESS, FRONT GUARD
Fig. 9.9 Locations of Electrical Parts (Diesel-powered trucks with C240)
- 130 -
9. ELECTRIC WIRING
HOUR M/T COMBINATION METER
WATER
FRONT COMBINATION FUEL M/T TEMP M/T FRONT COMBINATION
LAMP TOR-CON ONLY LAMP
CPU
for STD EXB,C E C
KEY SW
F for STD EXE,N,A SIL
ORBITROL N OFF H R
T N
10W
ON R DIODE C/V
HEAD LAMP OFF L
WINKER
WINKER
CLEARANCE
CLEARANCE
H
HO+ PTGP
PTS
S
PT+
+ PV N S VR Ra
ST UNIT LIFT LOCK INTERLOCK
55W HALO R1 LT LH HEAD LAMP
B
Sb
W
BW
WBr
B
YR
YR
Y
OL
O
WL
V
Sb
G
R
Lg
Br
GB
GR
GL
Y
WB
Y
RW
OPTION
TERMINALS
P
Sb
WR
B
WR
B
WR
B
WR
B
B
GW
G
B
RY
CH1
RY
B
B
GW
G
O
LW
LW
2B
3BY
3BG
2LR
WR
BrW 1
BrB 6
RW 1
YG 10
HORN
G RW G
B B
RY
G
GY
B B
PARKING BREAK SW
for OKM
PW
B
R NC
TOR-CON ONLY
R F for STD EXE,N,A SIL
SWITCH DIODE DIODE
BW
2L
LW
YR
OL
V
3BY
3BG
2R
2B
GY
2YL
W
GO
RW
GR
GB
LY
YG
GL
WR
WL
Y
YL
RG
BrW
for STD EXB,C DIODE
RELAY UNIT
RELAY RELAY (1.1A) (1.1A)
WL
B
Br
B
RY
2R
Lg
B
RW
R
Sb
POTENTIOMETER (3A x 2)
B
2YL
STARTER BACK
Y
YL
RG
BrW
OL
3BY
3BG
2R
2B
GY
2YL
GB
LY
YG
BW
GO GO
WBr WBr
L
L
SEDIMENTER
B
WB
V
W
W
OL
BrY
RB
V
G
OL
G
YW
RAD. LEVEL FUEL LEVEL B
NEUTRAL HEAD LAMP TAIL LAMP NEUTRAL
SENDING UNIT SAFETY RELAY RELAY LAMP OL W
2YL
3BY
3BL
BR
B
LG
LR
SENSOR
B
Y
RELAY RELAY
B F
YL
F/R
G B VALVE
B R
L GB
FLASHER B WY
UNIT B
LR 3BY 3BY D AND POSITION 2R 2R

RESISTOR LG P RB BrY
3BY 3BY RN GY GY
3BG 3BG YG YR BACK LAMP SW.

DIODE WG
LY LY Y
UNIT LG RL
RL Y
for STD EXE,N,A SIL
3BG 3BG WG WG NEUTRAL SW.
YR
R
WL
RW
G THERMO SW. GLOW
LW L
B
FUSE BOX W OG
LW 2L AIR CLEANER
F.L.W. OIL PRESS SW B B
B
6
0.85R YB R
5BY 5BY LG
5
RG
OG
LY
R
B
QOS3 WG YG STARTER
3
WG
TOR-CON ONLY
+ A LB B
2
B
G 2YL G
1
WATER TEMP.
SENDING UNIT Br
BATT. BATT. CAP 3BL C
SENSOR B
5BW 5BW
GLOW PLUG
WG REGULATOR P
RELAY
LG B
RELAY W W W R
3B
E
B B B W R.W.L
WG R (LEVEL)
3B LR
RW L (RELAY)
LICENCE
B B LAMP
RL LW LW
E/G EARTH BACK
L L P
W W Y
FRAME EARTH REAR COMBINATION REAR COMBINATION BrR BrR BrR
LAMP LH LAMP RH
G G
TURN 23W GR GL G TURN
RW RW RW LW 1
RB RB RB TAIL for STD EXE,N,A SIL
TAIL 8W B B B
STOP 23W STOP
ON-DELAY TIMER
RL RL RL NO COM LB B B 2
BACK 20W BACK B
B
NO COM W
LB
RW
WR
TIMER
for EXB,C,K
for OKM
CIRCUIT
B
LB
LB LB 13
RW
L L
RELAY 6
11
4
3
Fig. 9.10 Wiring Diagram
- 131 -
No. SEF-0L6AE
Issued: June, 2007
INTERNATIONAL MARKETING DIVISION: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo

105-0003, Japan
FAX: JAPAN +81-3-35918152, 3-35918153
All rights reserved JB-0706030(HO) Printed in Japan

Sef 0l6ae

Uploaded by

Copyright:

Available Formats

Sef 0l6ae

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Sef 0l6ae

Uploaded by

Copyright:

Available Formats

What are the main components of the forklift trucks described in the manual?

What are the main components of the forklift trucks described in the manual?

What improvements have been made to the new forklift truck models?

What improvements have been made to the new forklift truck models?

No.

Fig. 1 Truck Dimensions

2. MANUAL TRANSMISSION SYSTEM .......................................................................... 21

3. AUTOMATIC TRANSMISSION SYSTEM .................................................................... 37

4. DRIVE AXLE ............................................................................................................................... 51

5. BRAKE SYSTEM ..................................................................................................................... 59

6. STEERING SYSTEM .............................................................................................................. 73

6.1.2 STEERING WHEEL ASSEMBLY ..................................................................................... 78

7. HYDRAULIC SYSTEM .......................................................................................................... 87

8. LOAD HANDLING SYSTEM ............................................................................................ 117

9. ELECTRIC WIRING .............................................................................................................. 123

1.1 GENERAL DESCRIPTION

Apply LOCTITE#262 FRAME-SIDE

Fig. 1.1 Engine Mounting

No load max speed

Fuel sumption (at 100% rated output)

Engine speed (x 100 min -1)

Fig. 1.2 Diesel Engine (C240)

1.1.1 FUEL SYSTEM

(1) Fuel tank

FUEL LEVEL SENDER DRAIN PLUG

Fig. 1.3 Fuel Tank (1.5 to 1.8 tons)

FUEL LEVEL SENDER DRAIN PLUG

Fig. 1.4 Fuel Tank (2.0 to 3.0 tons)

Fig. 1.5 Fuel Level Sender

SEAT BELT WARNING LIGHT BATTERY ELECTROLYTE WARNING

Fig. 1.6 Combination Meter

(2) Fuel filter

FUEL LEVEL SWITCH

Fig. 1.7 Fuel Filter

1.1.2 COOLING SYSTEM

Fig. 1.8 Cooling System

CAP (Valve opening pressure:

CAP (Valve opening pressure:

1.1.3 ACCELERATOR PEDAL

Fig. 1.11 Accelerator Pedal

1.1.4 AIR CLEANER

AIR CLEANER OUTSIDE AIR

Fig. 1.12 Air Cleaner (1.5 to 1.8 tons)

AIR CLEANER OUTSIDE AIR

Fig. 1.13 Air Cleaner (2.0 to 3.0 tons)

Fig. 1.14 Air Cleaner

Fig. 1.15 Exhaust System (1.5 to 1.8 tons)

Fig. 1.16 Exhaust System (2.0 to 3.0 tons)

2. MANUAL TRANSMISSION SYSTEM

2.1 GENERAL DESCRIPTION

2.1.1 SYNCHROMESH TRANSMISSION

1. COVER 10. THRUST 18. OUTPUT FLANGE 25. SECOND GEAR

Fig. 2.1 Synchromesh Transmission 1/2

Fig. 2.2 Synchromesh Transmission 2/2

(1) Power flow

1. MAIN DRIVE SHAFT

Fig. 2.3 Power Flow

1. TEETH OF OUTER RING

Fig. 2.4 Synchronizer