TCM F-Series Service Manual

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No. SEF-0F7BE
SERVICE MANUAL
SERVICE MANUAL
FORKLIFT TRUCK
FD20T3 – FD30T3, FHD15T3, FHD20T3A – FHD30T3A, FD35T3S

FG20T3 – FG30T3, FHG15T3 – FHG30T3, FG35T3S
FHD15T3 FHG15T3
FHD18T3 FHG18T3
FD20T3 FG20T3
FHD20T3A FHG20T3
FD25T3 FG25T3
FHD25T3A FHG25T3
FD30T3 FG30T3
FHD30T3A FHG30T3
FD35T3S FG35T3S
No. SEF-0F7BE
TCM CORPORATION
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FOREWORD
TCM’s new forklift trucks with capacities from 1.5 through 3.5 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 gasoline engines used for this series are equipped with an electronically-controlled fuel supply
unit to reduce emissions from the engine.
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.
February 2010
The specifications and equipment covered in this manual will vary according to the intended
destination. In our documents and manuals, these differences are coded according to the destination as
follows.
Export specification code Destination

EXA North America
EXB All regions excluding North America, EU member countries, Oceania and
South Africa
EXC Oceania
EXE EU member countries (excluding Scandinavia)
EXK South Africa
EXN Scandinavia
No. SEF-0F7BE
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SPECIFICATIONS (1)
Truck model
FHG15T3 FHD15T3 FHG18T3 FHD18T3
Item
Performance
Max. load kg[lbs] 1360 [3000] 1580 [3500]
Basic load center mm[in.] 600 [24]
Lift height mm[in.] 3000 [118.1]
Tilt angle (fwd-bwd) ° 6 - 12
Free lift mm[in.] A 155 [6.1]
Lift speed mm/s[fpm]
(unloaded) 680 [133.9] 660 [129.9] 680 [133.9] 660 [129.9]
(loaded) 650 [127.9] 620 [122.1] 650 [127.9] 620 [122.1]
Traveling speed km/h[mph]
fwd 1st 19.5 [12.1]
2nd *
rev 1st 19.5 [12.1]
2nd *
Max. drawbar pull kN{kgf}[lbf]
(unload) 6.9 {700}
[1540]
(loaded) 15.7 {1600} 18.6 {1900} 15.7 {1600} 18.6 {1900}
[3530] [4190] [3530] [4190]
Gradeability
(unload) 1/5.5 1/5.8
(loaded) 1/3.0 1/3.2
Min. turning radius mm[in.] B 1980 [78] 2010 [79.1]
Min. 90° intersecting aisle mm[in.] C 1780 [70.1] 1800 [70.9]
Dimensions mm[in.]
Overall length D 3165 [124.6] 3195 [125.8]

Overall width E 1070 [42.1] 1100 [43.3]
Overall height
(at overhead guard) F 2070 [81.5]
Overall height with
extended mast G 4250 [167.3]

Wheelbase H 1425 [56.1]
Tread
(front) J 890 [35] 920 [36.2]
(rear) K 920 [36.2]
Fork overhang L 395 [15.6]
Rear overhang M 425 [16.7] 455 [17.9]
Fork size 920 x 100 x 35
(Length (N) x Width (P) x Thickness (Q)) [36.2 x 3.9 x 1.4]
Fork spacing R 200 - 920
[7.9 - 36.2]
Under clearance (at frame) 105 [4.1]
Weight
Operating weight kg[lbs] 2510 [5530] 2620 [5780] 2670 [5580] 2780 [6120]
No. SEF-0F7BE
SPECIFICATIONS (2)
Truck model
FG20T3 FHG20T3 FG25T3 FHG25T3 FG30T3 FHG30T3
Item
No. SEF-0F7BE
Performance
Max. load kg[lbs] 1810 [4000] 2260 [5000] 2720 [6000]
Free lift mm[in.] A 160 [6.3] 135 [5.3]
(unloaded) 590 [116.3] 640 [125.9] 590 [116.3] 640 [125.9] 500 [98.4] 540 [106.3]
(loaded) 580 [114.2] 620 [122.1] 580 [114.2] 620 [122.1] 490 [96.4] 520 [102.4]
fwd 1st 19.0 [11.8] 19.5 [12.1]
2nd *
rev 1st 19.0 [11.8] 19.5 [12.1]
2nd *
(unload) 8.3 {850} 9.8 {1000}
[1866] [2203]
(loaded) 16.7 {1700} 22.1 {2250} 16.7 {1700} 22.1 {2250} 14.2 {1450} 19.6 {2000}
[3754] [5000] [3754] [5000] [3192] [4400]
Gradeability
(unload) 1/5.0 1/5.6 1/5 1/5.6 1/5 1/5.6
(loaded) 1/3.5 1/2.8 1/4.2 1/3.0 1/5.6 1/4.1
Min. turning radius mm[in.] B 2170 [85.4] 2240 [88.2] 2400 [94.5]
Min. 90° intersecting aisle mm[in.] C 1920 [75.6] 2010 [79.1] 2110 [83.1]
Dimensions mm[in.]
Overall length D 3555 [140] 3625 [142.7] 3775 [148.6]
Overall width E 1150 [45.3] 1225 [48.2]
Overall height
(at overhead guard) F 2070 [81.5] 2090 [82.3]
Overall height with
extended mast G 4250 [167.3] 4260 [168]
Wheelbase H 1600 [63.0] 1700[66.9]
Tread
(front) J 970 [38.2] 1000 [39.4]
(rear) K 970 [38.2]
Fork overhang L 450 [17.7] 450 [17.7] 480 [18.9]
Rear overhang M 435 [17.1] 505 [19.9] 525 [20.7]
Fork size 1070 x 122 x 40 1070 x 122 x 40 1070 x 125 x 45
(Length (N) x Width (P) x Thickness (Q)) [42.1 x 4.8 x 1.6] [42.1 x 4.8 x 1.6] [42.1 x 4.9 x 1.8]
Fork spacing R 245 - 1020 250 - 1090
[9.65 - 40.2] [9.8 - 42.9]
Under clearance (at frame) 110 [4.33] 140 [5.5]
Weight
Operating weight kg[lbs] 3210 [7080] 3220 [7110] 3570 [7870] 3580 [7890] 4250 [9370] 4260 [9390]
SPECIFICATIONS (3)
Truck model
FD20T3 FHD20T3A FD25T3 FHD25T3A FD30T3 FHD30T3A
Item
Performance
Max. load kg[lbs] 1810 [4000] 2260 [5000] 2720 [6000]
Free lift mm[in.] A 160 [6.3] 135 [5.3]
(unloaded) 670 [131.9] 640 [126.0] 670 [131.9] 640 [126.0] 590 [116.1] 540 [106.3]
(loaded) 630 [124.0] 620 [122.1] 630 [124.0] 620 [122.1] 520 [102.4] 520 [102.4]
fwd 1st 18.5 [11.5] 19.5 [12.1]
2nd *
rev 1st 18.5 [11.5] 19.5 [12.1]
2nd *
(unload) 8.3 {850} 9.8 {1000}
[1866] [2203]
(loaded) 19.1 {1950} 26.5 {2700} 19.1 {1950} 26.5 {2700} 17.2 {1750} 23.5 {2400}
[4300] [6000] [4300] [6000] [3850] [5300]
Gradeability
(unload) 1/5.0
(loaded) 1/2.9 1/2.9 1/3.5 1/3.5 1/4.8
Min. turning radius mm[in.] B 2170 [85.4] 2240 [88.2] 2400 [94.5]
Min. 90° intersecting aisle mm[in.] C 1920 [75.6] 2010 [99.1] 2110 [83.1]
Dimensions mm[in.]
Overall length D 3555 [140] 3625 [142.7] 3775 [148.6]

Overall width E 1150 [45.3] 1225 [48.2]
Overall height
(at overhead guard) F 2070 [81.5] 2090 [82.3]
Overall height with
extended mast G 4250 [167.3] 4260 [168]

Wheelbase H 1600 [63.0] 1700 [66.9]
Tread
(front) J 970 [38.2] 1000 [39.4]
(rear) K 970 [38.2]
Fork overhang L 450 [17.7] 450 [17.7] 480 [18.9]
Rear overhang M 435 [17.1] 505 [19.9] 525 [20.7]
Fork size 1070 x 122 x 40 1070 x 122 x 40 1070 x 125 x 45
(Length (N) x Width (P) x Thickness (Q)) [42.1 x 4.8 x 1.6] [42.1 x 4.8 x 1.6] [42.1 x 4.9 x 1.8]
Fork spacing R 245 - 1020 250 - 1090
[9.65 - 40.2] [9.8 - 42.9]
Under clearance (at frame) 110 [4.33] 140 [5.5]
Weight
Operating weight kg[lbs] 3340 [7360] 3700 [8160] 4390 [9680]
No. SEF-0F7BE
SPECIFICATIONS (4)
No. SEF-0F7BE
Truck model
FG35T3S FD35T3S
Item
Performance
Max. load kg[lbs] 3500 [7000]
Free lift mm[in.] A 170 [6.7]
(unloaded) 450 [88.6] 490 [96.5]
(loaded) 440 [86.6] 460 [90.6]
fwd 1st 19.5 [12.1]
2nd *
rev 1st 19.5 [12.1]
2nd *
(unload) 10.8 {1100}
[2420]
(loaded) 18.9 {1930} 18.1 {1850}
[4250] [4070]
Gradeability
(unload) 1/6.4 1/6
(loaded) 1/6 1/5.5
Min. turning radius mm[in.] B 2470 [97.2]
Min. 90° intersecting aisle mm[in.] C 2280 [89.8]
Dimensions mm[in.]
Overall length D 3870 [152.4]

Overall width E 1290 [50.8]
Overall height
(at overhead guard) F 2140 [84.3]
Overall height with
extended mast G 4255 [167.5]

Wheelbase H 1700 [66.9]
Tread
(front) J 1060 [41.7]
(rear) K 970 [38.2]
Fork overhang L 495 [19.5]
Rear overhang M 605 [23.8]
Fork size 1070 x 150 x 50
(Length (N) x Width (P) x Thickness (Q)) [42.1 x 5.9 x 2.0]
Fork spacing R 300 - 1090
[11.8 - 42.9]
Under clearance (at mast) 145 [5.7]
Weight
Operating weight kg[lbs] 4940 [10870] 4820 [10605]
Unit: mm [in.]
3000 [118.1]
Free lift
Fig. 1 Truck Dimensions

No. SEF-0F7BE
TABLE OF CONTENTS
1. ENGINE ............................................................................................................................................ 1
1.1 GENERAL DESCRIPTION............................................................................................................. 3
1.1.1 FUEL SYSTEM (Gasoline and Diesel).................................................................................. 10
1.1.2 FUEL SYSTEM (LPG).......................................................................................................... 17
1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG)........................................................... 19
1.1.4 COOLING SYSTEM............................................................................................................. 22
1.1.5 ACCELERATOR PEDAL...................................................................................................... 27
1.1.6 AIR CLEANER...................................................................................................................... 29
1.1.7 MUFFLER.............................................................................................................................. 35
2. AUTOMATIC TRANSMISSION SYSTEM ....................................................................... 37

2.1 GENERAL DESCRIPTION........................................................................................................... 37
2.1.1 TORQUE CONVERTER....................................................................................................... 40
2.1.2 CHARGING PUMP............................................................................................................... 41
2.1.3 TRANSMISSION.................................................................................................................. 42
2.1.4 TRANSMISSION CONTROL VALVE................................................................................. 46
3. DRIVE AXLE ................................................................................................................................ 51

3.1.1 REDUCTION GEAR AND DIFFERENTIAL....................................................................... 57
4. BRAKE SYSTEM ....................................................................................................................... 61

4.1.1 BRAKE PEDAL..................................................................................................................... 61
4.1.2 MASTER CYLINDER........................................................................................................... 66
4.1.3 WHEEL BRAKE.................................................................................................................... 67
4.1.4 PARKING BRAKE LEVER.................................................................................................. 69
4.1.5 WHEEL BRAKE TROUBLESHOOTING . ......................................................................... 72
5. STEERING SYSTEM . .............................................................................................................. 73

5.1.1 STEERING AXLE................................................................................................................. 74
5.1.2 STEERING WHEEL ASSEMBLY........................................................................................ 77
5.1.3 ORBITROL............................................................................................................................ 78
5.1.4 POWER CYLINDER............................................................................................................. 81
5.1.5 STEERING WHEEL DEVIATION CONTROL.................................................................... 82
No. SEF-0F7BE
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6. HYDRAULIC SYSTEM ............................................................................................................ 85

6.1.1 MAIN PUMP.......................................................................................................................... 86
6.1.2 CONTROL VALVE................................................................................................................ 90
6.1.3 VALVE CONTROLS........................................................................................................... 103
6.1.4 LIFT CYLINDER................................................................................................................ 104
6.1.5 FLOW REGULATOR VALVE............................................................................................ 109
6.1.6 TILT CYLINDER................................................................................................................. 110
6.1.7 OIL TANK............................................................................................................................ 111
7. LOAD HANDLING . ................................................................................................................. 115

7.1 GENERAL DESCRIPTION......................................................................................................... 116
7.1.1 OUTER AND INNER CHANNELS.................................................................................... 116
7.1.2 CARRIAGE.......................................................................................................................... 118
7.1.3 LOCATIONS OF ROLLERS .............................................................................................. 120
8. ELECTRIC WIRING ................................................................................................................ 123

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1. ENGINE
Gasoline and LPG engine
Truck Model FG20T3 FHG20T3

FHG15T3 FHG25T3
FG25T3
FHG18T3 FHG30T3
Item FG30T3 FG35T3S
Name K21 K25
Type 4-cycle, water-cooled, in-line, overhead valve type gasoline engine
No. of cylinders – Bore x stroke 4 – 89 x 83.0 4 – 89 x 100
mm [in.] 4 – [3.50 x 3.27] 4 – [3.50 x 3.94]
Total displacement cc [in.3] 2065 [126] 2488 [151.8]
Compression ratio
GAS: 8.7
LPG (Exclusive): 9.3 9.2
Dual fuel: 8.7
Performance
Rated speed rpm 2700
Rated output kW {PS} [HP]
GAS (Exclusive and Dual): 38.7 {52.6} [51.9] 44.7 {60.8} [59.9]
LPG (Exclusive): 40.0 {54.3} [53.7] 44.6 {60.7} [59.8]
LPG (Dual): 39.8 {54.1} [53.4] 44.4 {60.4} [59.4]
Max. torque
N-m {kgf-m} [lbs-ft]/rpm
GAS (Exclusive and Dual): 148 {15.1} [109.2]/2000 174 {17.7} [128.4]/1600
LPG (Exclusive): 151 {15.4} [111.4]/2000 185 {18.4} [136.5]/1600
LPG (Dual): 150 {15.3} [110.6]/2000 183 {18.7} [135.0]/1600
Full-load rated fuel consumption
g/kW-h {g/PS-h}/rpm
GAS (Exclusive and Dual): 303 {223}/1600 302 {222}/1600
LPG (Exclusive): 230 {169}/2000 215 {158}/1600
LPG (Dual): 235 {173}/2000 223 {164}/1600
No-load minimum speed rpm 700 rpm (off the truck)
Weight kg [lbs]
GAS: 151 [333] 152 [335]
LPG (Exclusive): 151 [333] 152 [335]
Dual fuel: 152 [335] 153 [337]
Dimensions mm [in.] 719.4 x 568 x 726 [28.3 x 22.4 x 28.6]
Ignition order 1-3-4-2
Rotational direction Clockwise when viewed from the fan
-1-
1. ENGINE
Diesel engine
Truck Model FHD20T3A
FD20T3
FHD15T3 FHD25T3A
FD25T3
FHD18T3 FHD30T3A
FD30T3
Item FD35T3S
Name TD27 QD32
Type 4-cycle, water-cooled, in-line,
overhead valve type diesel engine with swirl chamber
No. of cylinders- Bore x stroke mm [in.] 4-96 x 92 [4-3.78 x 3.62] 4-99.2 x 102 [4-3.91 x 4.02]
Total displacement cc 2663 3153
Compression ratio 24.6 22
Performance
Rated speed rpm 2300 2300
Rated output kW [HP] 41 [55] 44 [60]
Maximum torque N-m{kgf-m}[lbf-ft] 170 {17.3} [125]/ 2300 189 {19.3} [139.4]/ 1800
Full-load rated fuel consumption g/kw·h{g/ps·h} 253 {186} 255 {187}
No-load minimum speed rpm 750 750
Weight kg [lbs] 259 [571] 262 [578]
Dimensions (L x W x H) mm [in.] 787 x 614 x 722 [31 x 24.2 x 28.4] 794 x 616 x 747 [31.3 x 24.3 x 29.4]
Ignition order 1– 3– 4– 2
Rotational direction Clockwise when viewed from fan.
-2-
1.1 GENERAL DESCRIPTION

This series comes equipped with either a gasoline or diesel engine. 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
-3-
1. ENGINE
ALTERNATOR
INJECTOR
(GAS)
INJECTOR
(LPG)
AIR FLOW METER
THROTTLE
IGNITION COIL CHAMBER
DRAIN PLUG
(WATER)
PRESSURE SWITCH STARTER
DRAIN PLUG
OIL FILTER
Fig. 1.2 Gasoline and LPG Engines
-4-
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Model
K21 K25
Item
Main Construction
Type of cylinder liner Cylinder and cylinder block cast
into one piece
Valve operation
Suction valve
opens at BTDC: -4°
closes at ABDC: 40°
Exhaust valve
opens at BBDC: 36°
closes at ATDC: 0°
Valve clearance,
suction valve 0.38 mm [0.015 in.]
exhaust valve 0.38 mm [0.015 in.]
Ignition system Ignition type
Ignition timing BTDC 0° at 700 rpm
Ignition order 1-3-4-2
Ignition coil Incorporated in igniter
Ignition plug FR2A-D (NGK)
Spark gap 0.8 – 0.9 mm [0.032 – 0.035 in.]
Governor Electronic type, fixed-range control
Air cleaner Filter paper type
Lubrication system Forced lubrication
Lubrication pump Gear type
Lubrication oil filter Filter paper
Filtration Full-flow filtration
Cooling system Water-cooling, forced circulation
Cooling fan Pusher type, 10-blade,
O.D. of 400 mm [15.8 in.]
Drive V-belt drive, pulley ratio 1:1.20
Water pump Centrifugal type
Water temperature regulator Wax type (valve opening temp.:
82°C or 179.6°F)
Starting motor Magnet shift type
Voltage 12 V
Output 1.2 kW
-5-
1. ENGINE
Model
K21 K25
Item
Charging generator
Voltage 12 V
Output 50 A
Generation 3-phase a.c.
Voltage/current regulator
Type Transistor type
(built in charging generator)
Water and oil capacities
Lubrication oil 3.8 liter [1 gal]
(oil pan 3.5 liter [0.92 gal],
oil filter 0.3 liter [0.08 gal])
Cooling water 3.5 liter [0.92 gal]
-6-
ALTERNATOR
FUEL FILTER
DRAIN PLUG
(WATER)
STARTER
INJECTION
PUMP
OIL FILTER
DRAIN PLUG
(OIL)
Fig. 1.3 Diesel Engine (TD27, QD32)
-7-
1. ENGINE
Model
TD27 QD32
Item
Main Construction
Valve system Overhead valve type ←
Fuel system
Injection pump Bosch distributor type ←
Plunger (diameter x stroke) 10 mm x 2.2 mm [0.394 in. x 0.087 in.] 11 mm x 2.88 mm [0.433 in. x 0.113 in.]
Injection nozzle Throttle type ←
Fuel feed pump Vane type ←
Fuel filter Filter paper type with sedimenter ←
Governor
Governing Centrifugal, all-speed control ←
Lubrication Fuel lubrication ←
Lubrication system
Pump Gear type ←
Drive Gear-driven ←
Oil pressure regulator Regulator valve ←
Oil pressure indicator Switch type ←
Filtration Full-flow, filter paper type ←
Oil cooler Incorporated, water cooling ←
Cooling system
Cooling method Water cooling ←
Cooling fan Pusher type with 6 blades ←
O.D.: 380 mm [14.96 in.] O.D.: 430 mm [16.93 in.]
Drive Belt drive ←
Pump Centrifugal type ←
Water temperature regulator
Type Wax type ←
Temperature at which valve 82°C [179.6°F] ←
begins to open
Temperature at which valve 95°C [203°F] ←
opens fully
Starting motor
Type Magnet shift type ←
Voltage 12 V ←
Output 2.5 kW 2.8 kW
Stopping device Fuel cut-off type ←
Engine preheater Provided (QGS) Provided
-8-
Model
TD27 QD32
Item
Charging generator
Type A.C. generation, ←
diode rectification
Voltage 12 V ←
Output 60 A ←
Automatic charging regulator IC type ←
(built in generator)
Reference data
Oil sump capacity 5.5 liters [1.45 U.S. gal] max. 6.5 liters [1.72 U.S. gal] max.
4.0 liters [1.06 U.S. gal] min. 5.0 liters [1.32 U.S. gal] min.
Cooling water volume 5.4 liters [1.43 U.S. gal] 6.2 liters [1.64 U.S. gal]
Valve clearance
Suction valve 0.35 mm [0.014 in.] (at warm) ←
Exhaust valve 0.35 mm [0.014 in.] (at warm) ←
Valve operation
Suction valve opens at BTDC 16° ←
closes at ABDC 52° ←
Exhaust valve opens at BBDC 66° ←
closes at ATDC 12° ←
Injection timing (BTDC) 5° 2°
Injection start pressure 9.8 MPa ←
{100 kgf/cm2}
[1421 psi]
Compression pressure 2.94 MPa ←
{30 kgf/cm2}
[426 psi]
(200 rpm)
-9-
1. ENGINE
1.1.1 FUEL SYSTEM (Gasoline and Diesel)

The fuel system is integral with the truck frame and consists of a fuel tank, filter, pump and level
sender.
(1) Fuel tank (Gasoline)

The fuel tank is welded into one integral body with the frame and located at the left side of the frame.
The fuel tank has on its top a tank cover where a tank unit is provided to check the fuel level in the tank.
to ENGINE
STOP VALVE
CAP
LEVEL SENDER
FULL
3/4
1/2
1/4
EMPTY
FUEL PUMP DRAIN PLUG
Fig. 1.4 Fuel Tank (Gasoline)
- 10 -
Fuel pump (Gasoline)

The fuel pump has a design as shown in Fig. 1.5. It consists of a pump, a regulator and a filter. The
fuel pump is started when the key switch is turned to ON, to send fuel under pressure to the engine
injector.
to ENGINE
from
PUMP
QUICK CONNECTOR
REGULATOR
to CHAMBER
JET
CHAMBER
FILTER
PUMP
FILTER
Fig. 1.5 Fuel Pump (Gasoline Engine)
- 11 -
1. ENGINE
(2) Fuel tank (Diesel)
Capacity: 70 liters [18.5 U.S. gal]
to FUEL
FILTER
from ENGINE
CAP
STOP VALVE
FULL
1/2
EMPTY 17L
FUEL LEVEL SENDER

DRAIN PLUG
Fig. 1.6 Fuel System (diesel-powered trucks with TD27, QD32)
- 12 -
The fuel level sender converts the fuel level in the fuel tank into an electric current signal. Its
construction is shown in Figure 1.7. 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 10.5 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
Ａ
FUEL LEVEL
SENDER
FUEL LAMP
BATTERY
FULL
3/4
Float Resistance value (Ω)

FULL 10 ± 0.5
3/4 19
1/2 32 ± 1.0
1/2 1/4 49.5
EMPTY 87 ± 1.5
1/4
EMPTY
FLOAT
View A
Fig. 1.7 Fuel Level Sender
- 13 -
1. ENGINE
ENGINE COOLING
FUEL METER WATER TEMP. GAUGE
HOUR METER
1. LOAD HANDLING AND TRAVELING INTERLOCK WARNING LIGHT

2. PREHEATER INDICATOR (FOR DIESEL TRUCKS)
3. NEUTRAL WARNING LIGHT
4. ENGINE OIL PRESSURE WARNING LIGHT
5. BATTERY CHARGE WARNING LIGHT
6. FUEL LEVEL WARNING LIGHT
Fig. 1.8 Combination Meter
- 14 -
(3) Fuel Filter (Diesel)

The fuel filter removes dust and dirt from the fuel to be supplied to the engine. It is located on the fuel
tank. The fuel filter for the diesel engine model also removes water from the fuel.
PUMP
CARTRIDGE
LEVEL SWITCH
DRAIN COCK
for diesel engine model
Fig. 1.9 Fuel Filter (Diesel engine)
Replacement of fuel filter

There is no need to replace the fuel filter of the
gasoline engine, because it is incorporated into the fuel
pump.
(1) Using a filter wrench, remove the filter.
Replacement criteria: Damage or clogging
(2) Apply fuel oil on the packing of a new filter and CARTRIDGE
(FILTER)
install the filter. After the packing comes in contact
with the body, give an additional 2/3 of a turn.
(3) If the sedimentor warning light comes on, loosen
the drain cock to drain off water. “O”-RING
Note: After draining off water, make sure to close

SENSOR
the drain cock.
DRAIN COCK
(for water removal)
Fig. 1.10
- 15 -
1. ENGINE
Air bleeding (Diesel engine)

Operate the fuel filter (sedimentor) pump to send
fuel into the injection pump.
After it feels a little hard, operate the pump 5 to 10 PUMP
more times.
Fig. 1.11 Air Bleeding
- 16 -
1.1.2 FUEL SYSTEM (LPG)

The fuel system that uses LPG as a fuel has a construction shown in Fig. 1.12. It consists of a LPG
cylinder, a vaporizer, and a solenoid valve. The LPG cylinder is attached to the upper part of the rear
counterweight and both the vaporizer and the solenoid valve are located at the left side inside the engine
room.
LPG flows from the LPG cylinder through the solenoid valve to the vaporizer where the gas pressure
is properly regulated, before being controlled by the LPG injector and then injected into the cylinders of
the engine.
The vaporizer case is warmed by the radiator water to prevent the vaporizer from freezing due to
latent heat which occurs when the fuel vaporizes.
CYLINDER
SOLENOID VALVE
(w/ FILTER) VAPORIZER
WIRE HARNESS, ECM
AIR HORN
RELIEF VALVE
Fig. 1.12 LPG Fuel System (Outline)
- 17 -
1. ENGINE
Vaporizer
The vaporizer has a construction shown in Fig. 1.13. It converts high-pressure gas supplied from the
LPG cylinder into low-pressure gas.
High-pressure gas from the LPG cylinder flows between the valve seat and valve and enters the
pressure-reducing chamber so that the pressure inside the pressure-reducing chamber rises. Therefore,
the diaphragm pushes up the diaphragm spring and the hook pulls up the valve lever so that the valve is
pressed against the valve seat. The higher the pressure inside the pressure-reducing chamber, the stronger
the valve is pressed against the valve seat. When the pressure inside the pressure-reducing valve is high
enough to reach the set value, the gas flow is cut off by the valve.
When the pressure inside the pressure-reducing valve drops below the set value, the diaphragm spring
is decompressed to reduce the lever pulling-up force. This opens the valve to allow high-pressure LPG to
enter the pressure-reducing chamber.
This process is repeated to maintain the pressure inside the pressure-reducing chamber at a constant
value.
19.6 – 35.3 kPa [2.9 - 5.1 psi]

{0.20 – 0.36 kgf/cm2}
14 – 15 mm
[0.55 – 0.59 in.]
to INJECTOR HOLDER
1. VALVE 5. DIAPHRAGM SPRING

2. VALVE SEAT 6. HOOK
3. PRESSURE-REDUCING 7. LEVER
CHAMBER 8. PRESSURE CHECK
4. DIAPHRAGM PORT PLUG
Fig. 1.13 Vaporizer (Outline)
- 18 -
1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG)

The gasoline and LPG engines are electronically controlled and the schematic diagrams of their
control systems are shown in Figs. 1.19 and 1.20.
The amount of fuel, mixing ratio and ignition timing are controlled by the ECM based on the
information about the amount of accelerator pedal depression, the quantity of air to be sucked, and
rotating angles of the crankshaft and camshaft.
The amount of accelerator pedal depression is
detected by the accelerator sensor shown in Fig. 1.21
and the quantity of air to be sucked is detected by the air
AIR FLOW
flow sensor installed on the air horn. METER
The rotating angle of the crankshaft is detected by

the position sensor (POS) installed on the front cover
of the engine and the rotating angle of the camshaft by
the position sensor (PHASE) installed inside the chain
AIR HORN
housing of the engine .
Fig. 1.14 Air Flow Sensor
CRANKSHAFT
POSITION (POS)
SENSOR
“O”-RING
FRONT COVER
Fig. 1.15 POS
CHAIN HOUSING
“O”-RING
CAMSHAFT POSITION
(PHASE) SENSOR
Fig. 1.16 PHASE
- 19 -
1. ENGINE
Injector (LPG engines)

The amount of fuel to be injected is controlled by
the injectors. Four injectors are installed on the intake
manifold and independently controlled respectively.
FUEL
CONNECTOR MAIN
INJECTOR
HARNESS
CONNECTOR
(for main injector)
HARNESS
CONNECTOR
(for assist
injector)
FUEL
PRESSURE
HOLDER SENSOR
ASSIST
INJECTOR
Fig. 1.17 Injector (LPG)
Throttle
The quantity of air to sucked is controlled by the
throttle shown in Fig. 1.18.
The throttle valve is driven by a motor which is ELECTRONIC
CONTROL
controlled by the ECM. THROTTLE
INTAKE MANIFOLD
Fig. 1.18 Throttle
Ignition coil
The ignition coils are used only for the ignition plugs and directly attached to them.
Inside each ignition coil is an igniter using transistors.
- 20 -
Map
sensor
- 21 -
El
ectro
nicthr
ottl
e
c
ontr
ola c
tuator
(
Thro
ttlesensor，du
al)
F
uelpumpr
ela
y
Inter
cep
tion
valverel
ay
Fig. 1.19 Electronic Controlled System Diagram (LPG)

M
uff
ler Cataly
tic F
ueltank(
Gas
oli
ne)
mO宮o
converter
ohF
M
1. ENGINE
1. ENGINE
1.1.4 COOLING SYSTEM

The cooling system consists primarily of a radiator and a reserve tank, as shown in Figure 1.20. 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
Fig. 1.20 Cooling System
- 22 -
RADIATOR-SIDE
BRACKET
RUBBER
FRAME-SIDE
BRACKET
RESERVE TANK
Detail of
RADIATOR
CAP (Valve opening pressure:
49 kPa {0.5 kgf/cm2} [7.11psi])
- 23 -
Fig. 1.21 Cooling System (Gas-powered trucks)

1. ENGINE
1. ENGINE
RADIATOR-SIDE
BRACKET
RUBBER
FRAME-SIDE
BRACKET
RESERVE TANK
Detail of
RADIATOR
CAP (Valve opening pressure:
49 kPa {0.5 kgf/cm2} [7.11psi])
- 24 -
Fig. 1.22 Cooling System (Diesel-powered trucks)

Adjusting fan belt tension

Make sure the engine is shut off.
K21, K25
Loosen generator fitting bolts.
Move the generator away from the engine to adjust the belt tension. So that the fan belt has a
deflection of 10 mm at on the span when pressed by a finger pressure of about 98.1 N {10 kgf}.
Tighten the fitting bolts and then .
TD27, QD32
Loosen the tension pulley nut.
Adjust the adjust bolt so that the fan belt has a deflection of 10 mm when the area is pressed with
a force of 98.1 N {10 kgf}.
Tighten the tension pulley nut.
ADJUSTMENT
BOLT
PULLEY NUT
K21, K25 TD27, QD32
Fig. 1.23 Fan Belt
- 25 -
1. ENGINE
Checking cooling liquid

Check the cooling liquid in the reserve tank. If the
CAP
level is below the LOW mark, add cooling liquid of
appropriate concentration listed in Table 1.1, to bring
level:
Up to the FULL mark when the engine is warm 2/3
of the capacity when the engine is cold.
Charging cooling liquid 2/3

Shut off the engine and wait for more than 30
minutes.
Remove the radiator cap and loosen the drain cock
at the radiator side.
Loosen the drain cock at the engine side to drain off Fig. 1.24 Reserve tank
the cooling liquid.
Tighten the drain cocks at both the radiator and the engine sides.
Add cooling liquid of appropriate concentration listed in Table 1.1, into the radiator. The rate of
addition is less than 2 liter/min.
Table 1.1
Unit: liter
K21 K25 TD27, QD32
1.5- to 1.75- ton trucks 8.0 [2.11] * *
2.0- to 3.5- ton trucks 9.0 [2.38] 9.9 [2.62]
Coolant concentration: 30% for general-climate regions

50% for cold regions
After adding cooling liquid, start the engine and let

it run at idle rpm for a couple of minutes and check
the cooling liquid level. If the level is low, add
appropriate cooling liquid.
Tighten the radiator cap securely. Add cooling
liquid to bring level up to 2/3 of the capacity.
DRAIN COCK
Fig. 1.25 Drain Cock Location
- 26 -
1.1.5 ACCELERATOR PEDAL

(1) Gasoline engine
The accelerator pedal, designed as shown in Fig. 1.26, is installed on the floorboard.
The movement of the pedal is converted into voltage by the potentiometer and outputted to the engine
control module.
Adjustment of K type engine accelerator pedal

No Description
Install a sensor to the accelerator pedal. Apply a voltage of 5.12 V (ECM
output power supply) to the AVCC1 and AVCC2. Monitor the APS1 and
APS2 output signals at the same time.
Adjust the sensor mounting angle so that APS1 output is 0.67 to 0.87 V
when the accelerator is fully opened and then tighten the sensor mounting
bolt securely.
Under the condition of step , make sure the APS2 output is within 0.33 to
0.43 V.
Make sure the accelerator fully-open stroke is within the specified range.
Step can be controlled according to AWU ouptut, but not the stroke.
With the accelerator fully opened, make sure APS1 output is within the
range of 4.4 to 4.6 V.
With the accelerator fully closed, make sure APS1 output is 0.67 to 0.87 V.
29 mm PEDAL
CABLE
SENSOR
ASP1
AVCC1
AVCC2
ASP2
14 mm
Detail of area Detail of sensor
Fig. 1.26 Accelerator Pedal (Gasoline engine)
- 27 -
1. ENGINE
(2) Diesel engine

The accelerator pedal controls engine output. It is installed as shown in Figure 1.27.
The movement of the accelerator pedal is transmitted by way of a wire cable to the engine.
LINK
PEDAL
Pedal height
Unit: mm [in.]
H
TD27, QD32 19 [0.75]
1. Adjust the wire length with the nut so that the looseness of the link is 0.5 to 1.0 mm
[0.0197 to 0.0394 in.] when the engine is running at idle rpm.
Fig. 1.27 Accelerator Pedal (TD27, QD32)
- 28 -
1.1.6 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. 1.28 Air Cleaner (Gas-powered, 1.5- to 1.8-ton trucks with K21 or K25)
- 29 -
1. ENGINE
AIR CLEANER
OUTSIDE AIR
to ENGINE
Fig. 1.29 Air Cleaner (Gas-powered, 2.0- to 3.5-ton trucks with K21 or K25)
- 30 -
https://truckmanualshub.com/ 1. ENGINE
LATCH
ELEMENT
COVER to ENGINE
FILTER BODY OUTSIDE AIR
EVACUATION VALVE
View
Fig. 1.30 Air Cleaner (Gas-powered trucks with K21 or K25)
- 31 -
1. ENGINE
AIR CLEANER
OUTSIDE AIR
to ENGINE
Fig. 1.31 Air Cleaner (Diesel-powered trucks with TD27, QD32)
- 32 -
OUTSIDE AIR ELEMENT LATCH COVER
to ENGINE
FILTER BODY
EVACUATION VALVE
View
Fig. 1.32 Air Cleaner (Diesel-powered trucks with TD27, QD32)
- 33 -
1. ENGINE
Air cleaner inspection and replacement

(1) Remove the air cleaner element.
(2) Inspect the element for contamination and damage. If the element is dirty, clean it by blowing low-
pressure air from inside to outside. If the element is damaged or clogged, replace it with a new one.
(3) Clean the filter cover.
ELEMENT to ENGINE
CLAMP
EVACUATION Free air
VALVE
Fig. 1.33 Air Cleaner
Be careful not to touch the muffler and exhaust manifold since they are hot when the engine is
running and for a while after it is shut off; otherwise you might burn your hand.
- 34 -
1.1.7 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.
from ENGINE
Detail of area
EXHAUST EMISSION
CONTROL SYSTEM
(THREE-WAY CATALYST)
MUFFLER
EXHAUST
1.5 to 1.8 t
Detail of area
from ENGINE
MUFFLER
EXHAUST
EXHAUST EMISSION CONTROL SYSTEM

2 to 3.5 t (THREE-WAY CATALYST)
Fig. 1.34 Exhaust System (Gasoline Trucks)
- 35 -
1. ENGINE
TD27
QD32
MUFFLER
EXHAUST
Fig. 1.35 Exhaust System (Diesel Trucks)
- 36 -
2. 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} [56.6 – 100.1 psi]
Charging pump
Type Internal gear type
Discharge 15.93 cm3 [0.97 in.3]/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 [4.92 x 3.19 x 0.102 in.]
Clutch oil pressure 1.08 – 1.47 MPa {11.01 – 15.0 kgf/cm2} [156.6 – 213.2 psi]
Differential
Reduction ratio 5.833
Weight 110 kg [242.5 lbs]
Oil capacity 9.0 liters [2.4 U.S. gal]
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 2.1 and 2.2.
- 37 -
2. AUTOMATIC
TRANSMISSION CHARGING
CLUTCH PACK CONTROL VALVE PUMP
TORQUE
CONVERTER
COUNTER GEAR
OUTPUT FLANGE
OIL SEAL
STRAINER
OUTPUT GEAR
Fig. 2.1 Automatic Transmission System 1/2
- 38 -
CONVERTER
BREATHER RELIEF VALVE
INLINE FILTER
OIL LEVEL GAUGE
View
Fig. 2.2 Automatic Transmission System 2/2
- 39 -
2. AUTOMATIC
2.1.1 TORQUE CONVERTER

The torque converter consists of a pump wheel, a turbine wheel, and a stator wheel, as shown in
Figure 2.3.
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. 2.3 Torque Converter
- 40 -
2.1.2 CHARGING PUMP

The charging pump consists of a drive gear, driven gear, a case, and a stator support as shown in
Figure 2.4 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}
[0.723 – 2.17 lbf-ft]
DRIVE GEAR
OIL SEAL
Tightening torque: DRIVEN GEAR

20 – 26 N-m
{2.04 – 2.65 kgf-m}
[14.75 – 19.18 lbf-ft] STATOR SUPPORT
Section -
SUCTION
PORT
DISCHARGE
PORT
View
View
Fig. 2.4 Charging Pump
- 41 -
2. AUTOMATIC
2.1.3 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 2.1 and 2.2.)
(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. 2.5 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}
[56.6 – 100.1 psi]
CHOKE
ø1.4
MAIN RELIEF VALVE INCHING VALVE
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
TRANSMISSION CONTROL VALVE
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 2.6 Transmission Oil Pressure Circuit Diagram (in neutral)
- 43 -
2. AUTOMATIC
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}
[56.6 – 100.1 psi]
CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 2.7 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}
[56.6 – 100.1 psi] CHOKE
ø1.4
1.08 – 1.47 MPa

{11.01 – 14.99 kgf/cm2}
[156.6 – 213.2 psi]
COIN FILTER
CHARGING
PUMP SOLENOID VALVE
SHUTTLE VALVE
ACCUMULATOR
CLUTCH PACK
ASSEMBLY
Fig. 2.8 Transmission Oil Pressure Circuit Diagram (in reverse gear)
- 45 -
2. AUTOMATIC
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. 2.9 Transmission Oil Pressure Circuit Diagram (during inching)
2.1.4 TRANSMISSION CONTROL VALVE

The transmission control valve consists of an inching valve, a regulator valve, and an accumulator, as
shown in Figure 2.10. 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. 2.10 Transmission Control Valve (1/2)
- 47 -
2. AUTOMATIC
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. 2.11 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. 2.12 Oil Pressure Check Ports

DRAIN PLUG OIL TEMP. SENDER

MOUNTING AREA SUCTION STRAINER
2. AUTOMATIC
NOTE
- 50 -
www.pdfmanual4trucks.com https://truckmanualshub.com/ AXLE
3. DRIVE AXLE
Truck Model
FG20T3 FD20T3 FG30T3
FHG15T3 FHG18T3 FHG20T3 FHD20T3A FHG30T3 FG35T3S
FHD15T3 FHD18T3 FG25T3 FD25T3 FD30T3 FD35T3S
FHG25T3 FHD25T3A FHD30T3A
Item
Type Full-floating type
Wheel
Size 2-6.50-10-10PR(I) 2-7.00-12-12PR(I) 2-28x9-15-12PR(I) 2-250-15-16PR(2)
Tread pattern J-LUG
Rim
Type Split type (1.5 t) Split type Disc type
Disc type (1.8 t)
Size 5.00F x 10DT (1.5 t) 5.00S x 12DT 7.00T x 15
5.00F x 10TB (1.8 t)
Tire inflation pressure 690 kPa [100 psi] 850 kPa [123 psi]


The drive axle has a construction as shown in Figures 3.1 and 3.2 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 -
3. DRIVE AXLE
Tightening torque:
98 – 113 N-m
{980 – 1130 kgf-cm}
[72.3 – 83.3 lbf-ft]
Apply LOCTITE #262.
- 52 -
Fill this space with
Tightening torque: 120 – 140 N-m 100 cc of grease.
{1200 – 1400 kgf-cm}
[88.5 – 103.3 lbf-ft]
Apply LOCTITE #575 inside.

Tightening torque:
150 – 175 N-m
{1500 – 1750 kgf-cm}
Apply LOCTITE #575 outside. [110.6 – 129.1 lbf-ft]
Apply a small amount of grease inside.
Fig. 3.1 Drive Axle (Trucks with capacities from 1.5 to 1.8 tons)
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}
[70.8 – 81.9 lbf-ft]
- 53 -
100 cc of grease.
Tightening torque:
471 – 549 N-m

Tightening torque: {4800 – 5600 kgf-cm}
206 – 226 N-m [347.4 – 404.9 lbf-ft]
{2100 – 2300 kgf-cm}
[151.9 – 166.7 lbf-ft]
Tightening torque:
392 – 559 N-m
{4000 – 5700 kgf-cm}

[289.1 – 412.3 lbf-ft]
Fig. 3.2 Drive Axle (Trucks with capacities from 2.0 to 2.5 tons)
3. WHEEL BRAKE 8. OIL SEAL
4. BRAKE DRAM & HUB 9. ADJUSTMENT NUT
AXLE
View
3. DRIVE AXLE
Tightening torque:
96 – 111 N-m
{980 – 1130 kgf-cm}
[70.8 – 81.9 lbf-ft]
- 54 -
100 cc of grease.
Tightening torque:
471 – 549 N-m
Tightening torque: {4800 – 5600 kgf-cm}
206 – 226 N-m [347.4 – 404.9 lbf-ft]
{2100 – 2300 kgf-cm}

[151.9 – 166.7 lbf-ft] Tightening torque:
392 – 559 N-m
{4000 – 5700 kgf-cm}
[289.1 – 412.3 lbf-ft]
Fig. 3.3 Drive Axle (Trucks with a capacity of 3.0 tons)

View 3. WHEEL BRAKE 8. OIL SEAL
4. BRAKE DRUM & HUB 9. ADJUSTMENT NUT
Tightening torque:
471 – 549 N-m
{48.0 – 56.0 kgf-m}
[347.4 – 404.9 lbf-ft]
Tightening torque:
96 – 111 N-m
{9.8 – 11.3 kgf-m}
[70.8 – 81.9 lbf-ft]
- 55 -
Tightening torque:
206 – 226 N-m
{21.0 – 23.0 kgf-m}
[151.9 – 166.7 lbf-ft]
(Fill 50% of the

space with grease)
Tightening torque:
392 – 559 N-m
Fig. 3.4 Drive Axle (Trucks with a capacity of 3.5 tons)

{40.0 – 57.0 kgf-m}
[289.1 – 412.3 lbf-ft]
View A
1. HOUSING 5. TAPERED ROLLER BEARING 9. OIL SEAL

2. AXLE SHAFT 6. TAPERED ROLLER BEARING 10. HUB
3. WHEEL BRAKE 7. LOCK NUT 11. AXLE SUPPORT
AXLE
4. BRAKE DRUM 8. ADJUSTMENT NUT 12. OIL SEAL

3. 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} [7.2 lbf-ft] 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 ADJUSTMENT NUT
tightening the adjustment nut. LOCK WASHER

LOCK NUT
Starting force: 49 – 147.1 N {5 – 15 kgf}
[11 – 33.1 lbf] Fig. 3.5 Filling Grease
(4) Install the lock washer and lock nut and secure the
lock nut by bending the tang on the lock washer.
Starting force: 49 – 147.1 N {5 – 15 kgf} [11 – 33.1 lbf]
Fig. 3.6 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. 3.7 Wheel Assembly (Trucks with capacities from 1.5, 2.0 to 2.5 tons)
- 56 -
3.1.1 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.
- 57 -
3. DRIVE AXLE
0.4 – 0.5 mm
[0.016 – 0.02 in.]
Let the front end of the speed sensor come in

slight contact with the tip of a gear tooth and
then back it off 1/4 - 1/3 of a turn.
SPEED SENSOR (OPTION)

Tightening torque:
23 ± 3 N-m {234.5 ± 30.6 kgf-cm}
[17.0 ± 2.21 lbf-ft] Tightening torque: 1. LOCK NUT
(Apply ThreeBond #1324N.) 45 ± 5 N-m 2. TAPERED ROLLER
{458.9 ± 51.0 kgf-cm}
[33.2 ± 3.69 lbf-ft] BEARING
3. DRIVEN GEAR
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
(FLANGE HALF)
15. SPIDER
16. BALL BEARING
Tightening torque:
157 ± 20 N-m 17. DRIVE GEAR
{1601 ± 203.9 kgf-cm}
[115.8 ± 14.8 lbf-ft] 18. ROLLER BEARING
(Apply ThreeBond #1324N.)
19. OIL SEAL
Tightening torque:
45 ± 5 N-m {458.9 ± 51.0 kgf-cm} 20. INPUT FLANGE
[33.2 ± 3.69 lbf-ft]
Tightening torque:
78 ± 10 N-m {795 ± 102.0 kgf-cm}
[57.5 ± 7.38 lbf-ft]
Fig. 3.8 Reduction Gear and Differential (Trucks with capacities from 1.5 to 1.75 tons)
- 58 -
0.4 to 0.5 mm
[0.016 to 0.02 in.]
Let the front end of the speed sensor

come in slight contact with the tip of
a gear tooth and then back it off 1/4 -
1/3 of a turn.
SPEED SENSOR
(OPTION) 1. LOCK NUT
2. TAPERED ROLLER
BEARING
Tightening torque:
23 ± 3 N-m
3. DRIVEN GEAR
{234.5 ± 30.6 kgf-cm} 4. TAPERED ROLLER
[17.0 ± 2.21 lbf-ft]
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: (FLANGE HALF)
45 ± 5 N-m
{458.9 ± 51.0 kgf-cm} 15. SPIDER
[33.2 ± 3.69 lbf-ft]
16. BEARING
Tightening torque: 17. BALL BEARING
23 ± 3 N-m
{234.5 ± 30.6 kgf-cm} 18. DRIVE GEAR
[17.0 ± 2.21 lbf-ft]
19. ROLLER BEARING
20. OIL SEAL
21. INPUT FLANGE
Tightening torque:
216 ± 20 N-m
{2203 ± 203.9 kgf-cm}
[159.3 ± 14.8 lbf-ft] Tightening torque:
Tightening torque: 78 ± 10 N-m
157 ± 20 N-m {795 ± 102.0 kgf-cm}
{1601 ± 203.9 kgf-cm} [57.5 ± 7.38 lbf-ft]
[115.8 ± 14.8 lbf-ft]
Fig. 3.9 Reduction Gear and Differential (Trucks with capacities from 2.0 to 3.5 tons)
- 59 -
3. DRIVE AXLE
NOTE
- 60 -
www.pdfmanual4trucks.com https://truckmanualshub.com/ 4. BRAKE SYSTEM
4. BRAKE SYSTEM
Truck Model
FG30T3
FHG15T3 FG20T3 FD20T3 FHG30T3
FHG18T3 FHG20T3 FHD20T3A FD30T3
FHD15T3 FG25T3 FD25T3 FHD30T3A
FHD18T3 FHG25T3 FHD25T3A FG35T3S
Item FD35T3S
Type Front two-wheel braking internal expansion, hydraulic type
Pedal ratio 5.3 6.3
Master cylinder bore 19.05 mm [0.75 in.] [3/4]
Wheel brake
Type Duo-servo type
Wheel cylinder bore 22.22 mm [0.87 in.] 28.58 mm [1.13 in.] [9/8]
Brake drum inner dia. 254 mm [10 in.] 310 mm [12.21 in.] 314 mm [12.36 in.]
Lining size 279 x 48.5 x 5 mm 324 x 60 x 7 mm 348 x 76 x 7.67 mm
[10.98 x 1.91 x 0.01 in.] [12.76 x 2.36 x 0.28 in.] [13.7 x 2.99 x 0.30 in.]
Surface brake 4 x 13530 mm2 4 x 19440 mm2 4 x 26400 mm2
[4 x 20.97 in.2] [4 x 38.37 in.2] [4 x 40.92 in.2]
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.
4.1.1 BRAKE PEDAL

The brake pedal unit has a structure as shown in Figure 4.1 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.
- 61 -
4. BRAKE SYSTEM https://truckmanualshub.com/
BRAKE PEDAL (RIGHT)
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
BRAKE PEDAL (LEFT)

(INCHING PEDAL)
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.]

Inching pedal play: 40 mm [1.575 in.]
(until the master cylinder moves)
[4.53 in.]
115 mm
Fig. 4.1 Brake Pedal (Trucks with capacities from 1.5 to 1.75 tons) 1/2
- 62 -
View
85 mm 3 mm
[3.35 in.] [0.02 in.]
Detail of brake master cylinder Detail of brake lamp switch
- 63 -
CABLE
BRAKE PEDAL (RIGHT)
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
BRAKE PEDAL (LEFT)

(INCHING PEDAL)
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.]

Inching pedal play: 50 mm [1.969 in.]
131 mm [5.16 in.]
- 64 -
PEDAL STOPPER (R)
PEDAL STOPPER (L)
Detail of
View
85 mm 3 mm
[3.35 in.] [0.02 in.]
Detail of brake master cylinder Detail of brake lamp switch
- 65 -
4.1.2 MASTER CYLINDER

The master cylinder has a structure as shown in Figure 4.5 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. 4.5 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.
- 66 -
4.1.3 WHEEL BRAKE

The wheel brake is a duo-servo type, and is mounted
on each of both ends of the drive axle.
m tion
ANCHOR PIN
dru ec
The wheel brake consists of two pairs of brake shoes,
of n dir
a wheel cylinder and an adjuster. The brake shoe, one
io
tat
Working force
Ro
end of it being connected to the anchor pin and the other
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. 4.6 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.4.6)
In reverse travel, the braking force works in the
reverse direction. (See Fig.4.7) Fig. 4.7 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. 4.8 Parking Brake Unit
- 67 -
(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 4.9 and 4.10.
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. 4.9 Trucks with capacities from 2.0 Fig. 4.10 Trucks with capacities from
to 2.5 tons 1.5 to 1.75 and 3.0 to 3.5 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 4.9, 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 [0.016
in.], 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 [0.016 to 0.018 in.] by the above
operation.
Fig. 4.11 Automatic Clearance Adjuster
(Trucks with capacities from 2.0 to
2.5 tons)
- 68 -
Trucks with a capacity of 1.5 to 1.75 tons and 3.0

to 3.5 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 4.10, 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 [0.0098 to 0.016 in.]. Fig. 4.12 Automatic Clearance Adjuster
(Trucks with capacities from 1.5
to 1.75 tons and 3.0 to 3.5 tons)
4.1.4 PARKING BRAKE LEVER
The parking brake lever is a toggle type and installed as shown in Figure 4.13. 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}
[44 to 55 lbf].
Turn the point clockwise to make the pulling
force stronger and counterclockwise to make it
weaker.
Fig. 4.13 Parking Brake Lever
- 69 -
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. 4.14 Wheel Brake (Trucks with capacities from 2.0 to 2.5 tons)
- 70 -
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. 4.15 Wheel Brake (Trucks with capacities from 1.5 to 1.75 tons and 3.0 to 3.5 tons)
- 71 -
4. BRAKE SYSTEM
4.1.5 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.
- 72 -
5. STEERING SYSTEM
5. STEERING SYSTEM
Truck Model FG20T3 FD20T3 FG30T3
FHG15T3 FHG18T3 FHG20T3 FHD20T3A FHG30T3 FG35T3S
FHD15T3 FHD18T3 FG25T3 FD25T3 FD30T3 FD35T3S
Item FHG25T3 FHD25T3A FHD30T3A
Steering axle
Type Center-pin supported, Elliot type with box-shaped
cross section of weld construction
King pin spacing 780 mm [30.71 in.] 810 mm [31.89 in.]
King pin angle 0°
Toe-in 0 mm
Camber 1°
Caster 0°
Steering angle
Inner wheel 78° 78.9°
Outer wheel 54° 54.1° 57°
Orbitrol
Type Open-centered, non-load reaction type
with steering wheel knob deviation control
Discharge 80 cm3 [4.88 in.3]/rev 96 cm3 [5.86 in.3]/rev
Power cylinder
Type Double-acting piston type
Cylinder bore 71 mm [2.8 in.] 80 mm [3.15 in.]
Piston rod diameter 40 mm [1.57 in.] 50 mm [1.97 in.]
Stroke 132 mm [5.2 in.] 171 mm [6.73 in.] 177 mm
[6.97 in.]
Flow divider valve
Flow rate 20 liters [5.28 U.S. gal]/min 60 liters [15.85 U.S. gal]/min
2
Pressure setting 6.86 MPa {70 kgf/cm } [995 psi] 8.8 MPa {90 kgf/cm2} [1276 psi]

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 -
5. STEERING SYSTEM https://truckmanualshub.com/
5.1.1 STEERING AXLE

The steering axle is of steel-welded construction with a box shaped cross section, incorporating a
power cylinder inside it. See Figures 5.1 and 5.2. 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. 5.3.
POWER CYLINDER AXLE
Detail of
Fig. 5.1 Steering Axle (Trucks with capacities from 1.5 to 1.75 tons)
- 74 -
www.pdfmanual4trucks.com https://truckmanualshub.com/ 5. STEERING SYSTEM
KNUCKLE SUPPORT KNUCKLE

(LEFT) (FRONT) (RIGHT)
YOKE
(LEFT) YOKE
(RIGHT)
STEERING
SENSOR SUPPORT
See Fig. 5.3.
POWER CYLINDER
Detail of
Fig. 5.2 Steering Axle (Trucks with capacities from 2.0 to 3.5 tons)
- 75 -
(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 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
NEEDLE BEARING
LOCK PIN
OIL SEAL KING PIN
Fig. 5.3 Knuckle
(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.
- 76 -
5.1.2 STEERING WHEEL ASSEMBLY

The steering wheel assembly is arranged as shown in Figure 5.4. 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. 5.4 Steering Wheel Assembly
- 77 -
5.1.3 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. 5.5 Orbitrol
- 78 -
(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. 5.6
(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. 5.7
- 79 -
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. 5.8
(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} [2.14 lbf-ft]). 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 is 96 cc/revolution.
(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.
- 80 -
(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.
5.1.4 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
[0.256 in.]
BOLT Tightening torque:
27.7 – 41.5 N-m {282.5 – 423.2 kgf-cm}
[20.43 – 30.6 lbf-ft]
BUSHING
PISTON ROD CAP PACKING “O”-RING ROD PACKING
DUST SEAL
View
Fig. 5.9 Power Cylinder
- 81 -
5.1.5 STEERING WHEEL DEVIATION CONTROL

The orbitrol type steering system has a drawback that the steering 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 1

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

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

(signal output) 6
Purple Tire angle sensor GND (GND) 7
Output of solenoid valve driving 1

Light green signal (+)

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. 5.10 EPACS Controller
- 82 -
(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
STEERING WHEEL DEVIATION
W TERMINAL
Blu
CONTROL UNIT
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
OUTPUT VOLTAGE OF POTENTIOMETER
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. 5.11 Schematic and Connection Diagrams
- 83 -
(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 5.10.
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
1 • Centering is not yet finished. 1 blink

• Controller has been initialized with plug receptacles connected.
2 • Initial setting mode selected 2 blinks
• If a setting error is detected, you cannot exit the initial setting mode. (*1)
3 • Initial setting completed (ready for operation) LED stays on (*2)
4 Steering wheel sensor defective 3 blinks

• Sensor coil broken
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.
- 84 -
www.pdfmanual4trucks.com https://truckmanualshub.com/ 6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
Truck Model FG20T3
FHG20T3
FG25T3
FHD20T3A
FHG15T3 FHD15T3 FHG25T3 FD20T3
FHD25T3A FG35T3S
FHG18T3 FHD18T3 FG30T3 FD25T3
FHD30T3A
FHG30T3
FD30T3
Item FD35T3S
Main pump
Type Gear type
Model name KFP2328 KFP2325 SGP1A30.8 SGP1A27 SGP1A36 SGP1A32
Discharge 3
28.2 cm /rev 3
24.5 cm /rev 3
30.8 cm /rev 3
27.8 cm /rev 36.6 cm /rev3
33.2 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} [2567 psi]
Steering 6.9 MPa {70 kgf/cm2} [1000 psi] 8.8 MPa {90 kgf/cm2} [1276 psi]
Lift cylinder
Type Single-acting piston
Cylinder bore 45 mm [1.77 in.] 2 - 2.5 t: 50 mm [1.97 in.] 3 t: 55 mm [2.17 in.]
3.5 t: 60 mm [2.36 in.]
Stroke 1495 mm [58.9 in.]
Tilt cylinder
Type Double-acting piston
Cylinder bore 65 mm [2.56 in.] 80 mm [3.15 in.]
Rod diameter 30 mm [1.18 in.] 35 mm [1.38 in.]
Stroke 130 mm [5.12 in.] 128 mm [5.04 in.]
Oil tank
Capacity 21 liters [5.55 U.S. gal] 32 liters [8.45 gal]
- 85 -
6. HYDRAULIC SYSTEM https://truckmanualshub.com/

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.
6.1.1 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.
GEAR PLATE MOUNTING

COVER FLANGE
DRIVEN GEAR
DRIVE GEAR
SNAP RING
SIDE PLATE OIL SEAL

(PLATE SEAL) (BACK UP)
(PLATE SEAL)
SIDE PLATE
Section - Section -
Fig. 6.1 Main Pump (Trucks with capacities from 1.5 to 1.75 tons)
- 86 -
https://truckmanualshub.com/ 6. HYDRAULIC SYSTEM
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. 6.2 Main Pump (Trucks with capacities from 2.0 to 3.5 tons)
- 87 -
(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. 6.3 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. 6.4. At the same time, the oil pressure also acts
on the back side of the side plates, pressing the shaded section in Fig. 6.5. 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. 6.4 Pressure Distribution on Side-Plate Side Fig. 6.5 Pressure Distribution on Gear Side
- 88 -
(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
0.01 – 0.06 mm
Eccentricity [0.00039 – 0.0024 in.]
Center of
pump body
Discharge Suction port

port
Trace of wipe
CROSS SECTION A - A
Fig. 6.6 Body Wipe
- 89 -
6.1.2 CONTROL VALVE

1.5 to 1.75 tons
The control valve consists of two types of spool sections assembled with three bolts as shown in
Figure 6.7.
The lift spool section contains a main relief valve, a flow priority valve and a PF relief valve.
MAIN RELIEF VALVE
LIFT PLUNGER
TILT PLUNGER
PORT T
PORT B2
PORT P
PORT A2
PORT PF
PS RELIEF VALVE PORT A1
Note: See Figure 6.8 for each cross section.
Fig. 6.7 Control Valve (Trucks with capacities from 1.5 to 1.75 tons)
- 90 -
(1) Lift spool section

The lift spool section consists of a lift plunger, a PF relief valve which controls the steering circuit oil
pressure, and a flow divider valve which distributes the oil flow from the main pump into both the load
handling circuit and the steering circuit.
The lift spool section is also provided with a cartridge type relief valve which sets the load handling
circuit oil pressure and the steering circuit oil pressure.
PORT PF PORT P
SPOOL
FLOW DIVIDER PART
MAIN RELIEF VALVE

MOUNTING PART
PF RELIEF VALVE
Section -
PLUNGER
LOW PRESSURE
PASSAGE Section -
PORT T
LOAD CHECK VALVE
Section -
Fig. 6.8 Lift Spool Section
- 91 -
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. 6.9
(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. 6.10
(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. 6.11
(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. 6.12
- 92 -
(2) Tilt spool section

Figure 6.13 shows sectional views of the tilt spool section. The plunger attached to the housing is kept
in neutral by the return spring. The plunger incorporates a tilt lock valve.
LOAD CHECK VALVE
PARALLEL FEEDER
PORT B
PORT A
RETURN SPRING
PLUNGER
LOW PRESSURE
PASSAGE
Fig. 6.13 Tilt Spool Section
Tilt spool section operation

(a) In neutral
When the plunger is in neutral position, oil
discharged from the pump returns to the tank by
way of the neutral passage. PORT B PORT A
(b) Plunger pushed in
When the plunger is pushed in, it blocks up the
neutral passage so the oil runs to the cylinder
port “B” by pushing up the load check valve.
The oil returning from the cylinder port “A”
runs to the low pressure passage through which
it then flows into the tank. Then plunger is put
back in neutral position by the return spring. Fig. 6.14 Pushed In
- 93 -
(c) Plunger pulled out

When the plunger is pulled out, the neutral oil
PORT B PORT A
passage is blocked up. The oil from the parallel
feeder pushes open the load check valve and flows
to the cylinder port A.
The oil returning from the cylinder port B flows to
the low-pressure oil passage and back into the oil
tank. The plunger is pushed back to neutral by the
return spring. Fig. 6.15 Pulled Out
Tilt lock valve operation

TILT CYLINDER
(a) Plunger pulled out
With the plunger pulled out, the oil flows in the
PORT A PORT B
same manner as in shown Figure 6.15.
Figure 6.16 shows a spool section in neutral, with a
tilt lock valve incorporated inside.
(b) Plunger pushed in (pump in operation)

When the plunger is pushed in, the oil from the
SPRING POPPET PLUNGER
pump flows from the cylinder port B into the
cylinder. The oil from the cylinder enters the hole Fig. 6.16 In Neutral
A in the plunger to move the poppet. Therefore,
the oil returning from the cylinder flows through the
holes ( A and B ) in the plunger, passing through
PORT A PORT B
the low-pressure oil passage, back into the tank.
(c) Plunger pushed in (pump at rest) PLUNGER
If the plunger is pushed in with the pump at rest,

the oil won’t flow to the cylinder port B and the
pressure at area P also won’t rise. The poppet does POPPET
not move so that the cylinder won’t move and thus Fig. 6.17
the oil at the cylinder port A also does not return
back into the tank.
PORT A PORT B
PLUNGER
POPPET
Fig. 6.18
- 94 -
2.0 to 3.5 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.
LIFT PLUNGER
TILT PLUNGER
PF PORT
FDM REAR COVER

FDM FRONT COVER
COMBINATION VALVE
Fig. 6.19 Control Valve (Trucks with capacities from 2.0 to 3.5 tons)
- 95 -
(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 P PORT
MF FLOW
increases and thus the entire oil pressure of the hydraulic PF MF THROTTLE PF FLOW
THROTTLE
system also increases. This allows more oil to flow to the
MF flow side because it is lower in pressure than the PF
flow side. For this reason, the flow rate of oil to the control CONTROL
ORIFICE
orifice drops to create a pressure differential across the

control orifice, thus shifting the FD spool into the direction MAIN PR
RELIEF RELIEF
that closes the MF throttle hole so that the pressure LOAD CHECK FD SPOOL PF
differential across the control orifice is maintained to keep to LOAD HANDLING PORT
TANK PASSAGE
CONTROL VALVE
the priority flow at the fixed flow setting. (See Figure 6.20.)
Fig. 6.20 (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 6.21.)
Fig. 6.21 (MF pressure > PF pressure)
- 96 -
(2) Lift section

(a) In netural to PORT A1
LOAD CHECK
The oil discharged from the pump flows through
PARALLEL
the unload passage back to the oil tank. The port A1 PASSAGE
is blocked so that no pressure oil is supplied to the lift

cylinders. (See Figure 6.22.)
SPOOL
SPRING
TANK PASSAGE UNLOAD
PASSAGE
Fig. 6.22
(b) Spool pulled out (when forks are lifted)

The unload passage is closed so that the oil from
the pump flows through the parallel passage to push
open the load check and lock poppet and enters the lift
cylinders through the port A1. The spool is returned to
neutral by the return spring. (See Figure 6.23.)
Fig. 6.23
(c) Spool pushed in (when forks are lowered)

When the spool is pushed in, the unload passage is
not closed and thus the oil from the pump returns to the
tank passage. The oil that has the lift cylinders through
the port A1 flows to the return passage, returning into
the oil tank. The spool is returned to neutral by the
return spring. (See Figure 6.24.)
Fig. 6.24
- 97 -
(3) Tilt section

LOAD CHECK
(a) In neutral
PORT A1 PORT A2 PORT B2
The oil discharged from the pump flows, passing
through the unload passage, back into the oil tank. The PARALLEL
ports A2 and B2 are blocked so that the no pressure oil PASSAGE
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 port SPOOL PASSAGE PASSAGE
A2. The oil returning from the tilt cylinders flows through Fig. 6.25
the port B2 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 6.26.)
(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 port
B2. The oil returning from the tilt cylinders enters at the Fig. 6.26
port A2, 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
port A2 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 6.27.)
(d) Tilt lock mechanism Fig. 6.27

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 port A2. 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 6.28.) Fig. 6.28
- 98 -
(4) Accessory section (option)

(a) In neutral LOAD CHECK PARALLEL
The oil from the pump flows through the unload PORT A PORT B PASSAGE
SPRING
passage, back into the oil tank. The ports A and B
are blocked so that no oil pressure is supplied to the
cylinder. (See Figure 6.29.)
SPOOL
TANK UNLOAD
PASSAGE PASSAGE
Fig. 6.29
(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 port
A. The oil returning from the cylinder flows through the
port B, 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. 6.30
(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 port
B. The oil returning from the cylinder flows through the
port A, 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 to Fig. 6.31
- 99 -
(5) Operation of main relief valve

(a) When relief valve is closed PILOT POPPET MAIN
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 port P 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. 6.32 Main Relief Valve (closed)
port. Therefore, all the oil sent into the circuit flows to
the operating area. (See Figure 6.32.)
(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 port P to the tank passage, thus
controlling the oil pressure in the circuit. (See Figure
6.33.)
Fig. 6.33 Main Relief Valve (open)
- 100 -
(6) 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 6.34 and 6.35.)
TANK PASSAGE
Fig. 6.34 PF Relief Valve (closed)
Fig. 6.35 PF Relief Valve (open)
(7) Operation of port relief valve

(a) When port relief valve is closed MAIN
PILOT POPPET
If the circuit oil pressure is lower than the pressure POPPET INTERMEDIATE PORT A
PISTON OR B
SEAT
setting, the relief valve is closed.
The oil at the port A or B 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
by spring pressure to block oil flow to the tank passage.
SPRING
CHAMBER TANK ORIFICE
PASSAGE
The main poppet is closely seated to the sleeve by both
the spring force and the difference in area on which the
Fig. 6.36 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 6.36)
- 101 -
(b) When port relief valve opens

If the circuit oil pressure becomes higher than the relief
PORT A OR B
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
main poppet. This opens the main poppet and thus the TANK PASSAGE
passage to the tank port is also opened to allow the pressure

oil to flow into the tank. (See Figure 6.37.)
Fig. 6.37 Port Relief Valve (open)
(c) Anticavitation
If the oil pressure at the port A or B 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 port A or B, thus preventing
the actuator pressure from going negative. (See Figure 6.37.)
- 102 -
6.1.3 VALVE CONTROLS

The control valve plungers are actuated with the levers as shown in Fig. 6.38, 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 plungers.
TILT LEVER
ATTACHMENT LEVER
LIFT LEVER (OPTION)
CONTROL VALVE
SPACER
Detail of
Fig. 6.38 Valve Controls (Ref.)
- 103 -
6.1.4 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 PISTON
hose or for any other reason, the pressure differential across
SPRING
the piston becomes greater than the spring force to move
the 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. 6.39 Flow Rate Smaller than Setting
CASE
Fig. 6.40 Flow Rate Greater than Setting
- 104 -
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. 6.41 Lift Cylinder (VM-0A7)
- 105 -
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. 6.42 Lift Cylinder (VM-2N5)
- 106 -
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. 6.43 Lift Cylinder (VM-2N9)
- 107 -
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
Mast side Lift bracket side 16. CHAIN
17. ANCHOR PIN
18. ADJUSTMENT NUT
19. LOCK NUT
Fig. 6.44 Lift Cylinder (VM-2Y5)
- 108 -
6.1.5 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.6.44.
Flow regulator valve operation LIFT CYLINDER

(LEFT)
The oil returning from the lift cylinders enters the from
CONTROL
chamber , passing through chambers , , , , , VALVE
and , back to the control valve.

The more the oil flows through the hole in the to OIL
TANK
piston , 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
so that the oil flow is restricted to slow the fork REGULATOR
VALVE
descending speed.
When the forks are raised, the high-pressure oil from
the control valve flows, passing through , , , , ,
and , into the lift cylinders.
Fig. 6.44
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. 6.45 Flow Regulator Valve
- 109 -
6.1.6 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. 6.46 Tilt Cylinder
- 110 -
6.1.7 OIL TANK

The oil tank is integral with the frame and located at the right-hand side of the truck body. Figure 6.47
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. 6.47 Oil Tank
- 111 -
6. HYDRAULIC SYSTEM
OIL TANK
POWER CYLINDER
PUMP
TILT CYLINDER
(RIGHT)
PART OF LIFT
CYLINDER
to UPPER
PART OF LIFT
CYLINDER
to LOWER
CONTROL VALVE
ORBITROL
TILT CYLINDER
(LEFT)
Fig. 6.48 Hydraulic Oil Piping (Trucks with capacities from 1.5 to 1.75 tons)
- 112 -
OIL TANK
POWER CYLINDER
TILT CYLINDER
(RIGHT)
PUMP
to LIFT CYLINDER
CONTROL VALVE
TILT CYLINDER
ORBITROL
(LEFT)
Fig. 6.49 Hydraulic Oil Piping (Engine-powered, 2.0- to 3.5-ton trucks)
- 113 -
NOTE
- 114 -
www.pdfmanual4trucks.com https://truckmanualshub.com/ 7. LOAD HANDLING SYSTEM
7. LOAD HANDLING SYSTEM

Truck Model FHG15T3 FG20T3 FD20T3
FHG18T3 FHG20T3 FHD20T3A FG30T3 FD30T3 FG35T3S
FHD15T3 FG25T3 FD25T3 FHG30T3 FHD30T3A FD35T3S
Item FHD18T3 FHG25T3 FHD25T3A
Name VM-0A7 VM-2N5 VM-2N9 VM-2Y5
Type Roller type 2-stage telescopic mast with free lift
Standard max. lifting height 3000 mm [118.11 in.]
Fork lifting system Hydraulic
Fork tilting system Hydraulic
Lift chain Leaf chain BL534 Leaf chain BL634 Leaf chain BL823 Leaf chain BL834
Channel shape
Outer channel
A : 44 mm [1.73 in.] A : 48 mm [1.89 in.] A : 60 mm [2.36 in.]

B : 102.5 mm [4.04 in.] B : 119.5 mm [4.7 in.] B : 124 mm [9.88 in.]
C : 134.5 mm [5.3 in.] C : 161.5 mm [6.36 in.] C : 170 mm [6.69 in.]
Inner channel
A : 43 mm [1.69 in.] A : 48 mm [1.89 in.] A : 45 mm [1.77 in.]

B : 102.5 mm [4.04 in.] B : 119.5 mm [4.7 in.] B : 119.5 mm [4.70 in.]
C : 134.5 mm [5.3 in.] C : 161.5 mm [6.36 in.] C : 159.5 mm [6.28 in.]
D : 72 mm [2.83 in.] D : 76 mm [2.99 in.] D : 76 mm [2.99 in.]
- 115 -
7. LOAD HANDLING SYSTEM https://truckmanualshub.com/

The roller-type two-stage telescopic upright consists of an outer channel, an inner channel and a
carriage.
7.1.1 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. 7.1 Outer and Inner Channels (VM-0A7)
- 116 -
https://truckmanualshub.com/ 7. LOAD HANDLING SYSTEM
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. 7.2 Outer and Inner Channels (VM-2N5, VM-2N9, VM-2Y5)
- 117 -
7.1.2 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. 7.3 Carriage (VM-0A7)
- 118 -
https://truckmanualshub.com/ 7. LOAD HANDLING SYSTEM
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. 7.4 Carriage (VM-2N5, VM-2N9, VM-2Y5)
- 119 -
7.1.3 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
INNER CHANNEL
OUTER CHANNEL
adjusted)
adjusted)
ROLLER
ROLLER
SLIPPER
adjusted)
(shim
(shim
END
(shim
END
Fig. 7.5 Locations of Rollers (VM-0A7)
- 120 -
Upper side Lower side
INNER CHANNEL
END ROLLER SIDE ROLLER CARRIAGE
OUTER
CHANNEL
END ROLLER
END ROLLER (shim adjusted)
(shim adjusted)
END
ROLLER
(shim
- 121 -
adjusted)
SLIPPER
(shim
adjusted)
Fig. 7.6 Locations of Rollers (VM-2N5, VM-2N9)

Upper side Lower side
INNER CHANNEL
END ROLLER SIDE ROLLER
(shim adjusted) (shim adjusted)
OUTER
CHANNEL SIDE ROLLER
(shim adjusted)
END
ROLLER
- 122 -
END ROLLER (shim
(shim adjusted) adjusted)
END ROLLER
(shim adjusted)
SLIPPER
(shim adjusted)
Fig. 7.7 Locations of Rollers (VM-2Y5)

www.pdfmanual4trucks.com https://truckmanualshub.com/ 8. ELECTRIC WIRING
8. 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 8.1 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 8.2 Connector symbol
Connection type Plug-in side Receptacle side Remarks
Housing The alphabetic letters means colors.

Plug-in type
(Table 8.1)
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 -
to LIGHTING SWITCH
to F/R SWITCH 40 41 39 45 47 46
Br Lg R GL GR GB
91 92 93 94 95 96 97 98
V Sb WL O OL YR YR Y
42
3BG
44 43
2LR 3BY
8. ELECTRIC WIRING
to KEY SWITCH
51
G
52
for OPTIONAL B
ELECTRICAL PARTS to HORN SWITCH to HORN

to COMBINATION METER
LW O 27 35 100 34 30 36 156 103 G
BR YG L LY RW YW WG RB
2B 61 28 49 142 141 102 62 GY
WB YB WR B BrR BrB LB
W
to ORBITROL
2L
121 120 to PARKING SWITCH
B LY
124 123 122
BW GO WBr 145 160
RB B
WIRE HARNESS,
OVERHEAD GUARD P
(LEFT)
Sb LW
71 19 18
B RY B B
21 20 to WIRE HARNESS,
GR RW
OVERHEAD GUARD
(RIGHT)
70 57 56
- 124 -
B RY B
59 58
GL RW
WHITE TAPE
111 113
WL 2LR
RED TAPE 112 107
B 2YL
to SAFETY RELAY
76 77
Fig. 8.1 Wire Harness, Front Guard

Lg R
79 78
Sb B RW RB
72 73 to TAIL LAMP RELAY LG

Br 2R
P 75 74
B RY to ALARM BUZZER
to HEAD LAMP RELAY

161 163 152 158 151 159
WL BrB GW BrW GW BrW
109 14 17 162 164
2L 3BY 3BG B B
86 66 13
to LIFT LOCK to INTERLOCK
2YL BrW 2B to NEUTRAL RELAY VALVE VALVE
82 15 108
YR 2R LW
5 126 127 125 155 12 2 1 11 10

YB GO BW WBr GW GB W RW GR GL
8 6 63 4 48 83 143 149 150 9
YW YG WB LY GY Y BrR BrB RY BR
170 157 147 64
WL WG LG LB
87 85 84 37
V OL Sb WR
to WIRE HARNESS, ENGINE

to WIRE HARNESS, FRONT GUARD
to WIRE
HARNESS, ECM
3BG 3BY 2L
GL GR RW W
2B BrW 2YL
2B RY LB BR RY BrB BrR GB GW WBr BW GO YB
LW 2R YR
BrB RB Lg LB WL Y GY LY YG YW
WR RL OL V
to BRAKE LAMP
to LEAD WIRE SIL SWITCH
BrY RB
Lg B B
GW Br Br
to F/R VALVE
LW L BrR
V OL
OL G V
G G
L
SI
to FUSE BOX G G
OL V DIODE
LW WY GY BrY 2R
3BY 3BG
WG Y LY YR 3B
2L 3BY 3BG
GROUND
Not used
to AUTO Y
CHOKE RELAY 3BY 3BG Normally connected
LG BR RL
3BY 3BG Not used
WR WG
YW B YR
to FUEL LEVEL SENDER to WATER
B
DIODE TEMPERATURE WL
WG SENDER 3BL
- 125 -
YG
LG
to STARTER
5BY Not used
WG
WY B
to FUSIBLE LINK
WIRE to OIL PRESSURE
GB
2YL B SWITCH
to FLASHER UNIT YB
3BL 3BY
to STEERING
to STARTER RELAY POTENTIOMETER
3B
Fig. 8.2 Wire Harness, Engine (K21, K25)

BW GO WBr
to ALTERNATOR
E
5BY 3BY 15A 2R HEAD AND

BR 3BY A POSITION
7.5A BrY STOP
3BY 7.5A GY HORN
to REAR COMBINATION LAMP
to BACK-UP 15A 2L RWL OPTION
BUZZER 3BG 7.5A WY TURN
RW Y GR
RL B 3A
RB RL GL YR T/M
3A LY METER
3BG 7.5A Y BACK
W 3A WG E/G
B
7.5A LW OPTION
Br B
2B
to REAR WORK FUSE BOX
to SEAT LIGHT
SWITCH
8. ELECTRIC WIRING
8. ELECTRIC WIRING https://truckmanualshub.com/
to WIRE HARNESS, FRONT GUARD

to F/R
SOLENOID
VALVE DIODE
to BRAKE
LAMP
SWITCH
to FUSE BOX
to BACK-UP
LAMP RELAY
GROUND to FUEL CUT-
to STARTER OFF VALVE FUSE BOX
to METER to OIL
to FUEL PRESSURE
LEVEL SWITCH
SENDER
to RELAY
to GLOW PLUG
to ALTERNATOR
to WATER
TEMP.
SENDER
to BATTERY
to FLASHER
UNIT DIODE
to STARTER
RELAY
QOS3 to WATER TEMP.

to TIMER SENSOR
to DETECTOR to SEDIMENTER
to STEERING
POTENTIOMETER
to GLOW PLUG
RELAY
to BACK-UP BUZZER
to REAR WORK to REAR COMBINATION LAMP

LIGHT (OPTION)
to LICENSE
NUMBER PLATE
LAMP (OPTION)
Fig.8.3 Wire Harness, Engine (Trucks with TD27, QD32)
- 126 -
8. ELECTRIC WIRING
ACCELERATOR NEUTRAL RELAY

TAIL LAMP RELAY
POTENTIOMETER
DIODE
SAFETY RELAY
HEAD LAMP RELAY
6P
6P
4P
POT HORN
ALARM
4P
F/R SOLENOID
YB YG
ALTERNATOR
2P
FUSIBLE
LINK WIRE B
10P 2P 8P 4P 4P
SEAT SWITCH BY
2P
2P
W/H ECM
1t
A
BACK-UP BUZZER
LPG SOL
BATTERY -
RELAY
TIMER 2-3t
RIGHT SIDE
RIGHT STEP
STEP FUSE BOX
STARTER RELAY SPEED UNIT
View looking from A
FLASHER UNIT AUTO CHOKE
to SEAT SWITCH RELAY
LPG SWITCH
10P DIODE (BLUE) PARKING
2P
10P SWITCH
GAS
GAS
LPG
Z
LPG
COM
NO
6P NC
9P 12P 16P
6P
Y
6P
6P
R 2P
6P
CONNECTION
VIEW Z
ECM
Fig. 8.4 Location of Electrical Parts (Engine powered trucks with K21 or K25)
- 127 -
8. ELECTRIC WIRING
DIODE DIODE (BLUE) TAIL LAMP NEUTRAL RELAY

F/R SOLENOID RELAY to STEERING
to WIRE HARNESS, WHEEL
OVERHEAD GUARD HEAD
4P 2P 2P (LEFT) LAMP RELAY SAFETY RELAY
WIRE HARNESS,
OVERHEAD GUARD
ALARM (RIGHT)
4P
HORN
WIRE HARNESS,
ENGINE
SEAT SWITCH
TIMER (QOS) 2P 8P 4P
4P 2P
FUSIBLE LINK WIRE

DIODE
ONLY OPTION SIL
WIRE HARNESS,
FRONT GUARD 2P
to WIRE HARNESS,
ENGINE
GLOW RELAY BACK-UP BUZZER

(1.5 - 1.8 t)
DETECTOR
FLASHER UNIT
to WIRE HARNESS, RESISTOR
REAR COMBINATION LAMP BACK-UP BUZZER
BACK-UP RELAY
(2 - 3.5 t)
DIODE (BLUE) View Looking from A

2P
to SEAT SWITCH
FUSE BOX
FUEL SENSOR
TIMER
RELAY (IC)
RELAY
6P WIRE HARNESS,
9P 12P 16P
ENGINE
6P RELAY (SIL)
6P STARTER RELAY
6P Detail of area B
LEAD WIRE, SIL
Fig. 8.5 Locations of Electrical Parts (Engine-powered trucks with T27, QD32)
- 128 -
8. ELECTRIC WIRING
to ACCELERATOR POTENTIOMETER
B
BR GW BW
2Br
B
B-3
YR GR YW
2Br WB WL
POT
to OIL FILTER
89
97
B
BG
FI
LT
ER to VARI VSP
VARI VSP
B-1
B-2
LB BW
BrB RB
BL BY BR BrG WG
YW YR
Lg RY BW BR
GR
GW
to THROTTLE 6
CHAMBER
63
25
ETC
W B B W R W
BL
B BW
to RELAY
Y
Lg YR BW
4 5 6
W Y
RB P
to LPG PRESSURE SENSOR

EGI EGI ETC MOTOR MAIN CRANK FUEL PUMP PTC HEATER
W
G
W Lg RL R YB YL
A-3
A-2
BrR 2BrG BrR BrR BrB BrB Br Br BrW BrW Br 2L Y Br

Y
1
LB
LB YR GW G YW WR
BR 2Br BR RG BG RB BY G BL WL BL 2W
to LPG ASSIST SOLENOID
1 2 3 4 5 6
WY
WB WL
R
to AIR FLOW METER

BL
to LPG INJECTOR
Y
to SPEED SENSOR UNIT

Br BW YB YW BW
L
to FAST TAS
YW
LEARNING SWITCH
43
B B WB
LR LB
LW
YR YB WL
Br G GW
TAS
B
WL WR
A-1
RB
YL Lg
W B
BL WG
4 3 1
2
to FUSE to O2 SENSOR
2L WG BrR 2BrG
View looking from A
2
Y BrY YR BrY YW BrY YB BrY
BrW Sb BrB BrY
to INJECTOR
Sb B B Lg WG
OPTION BrB
OP
to FUEL PUMP (GAS LOOP
-
RG
+
for CONSULT
POWERED TRUCKS ONLY) RG 2B
RG B LB
1
to LPG SELECTOR RG
3 WL 4 3 2
SWITCH
B
RG B L RG B LR RG B LW
BW G Lg
RL GW
Y
to BATTERY (-) LPG GAS
R to MAP SENSOR to IGNITION COIL
B BW Y
PT
to WATER
BATTERY -
C
H TEMPERATURE
EA
TE SW
R CO B W Br SENSOR
LPG SOL E
B P Br
9 G 8 LB RY 2B Lg RB
10 to CRANK ANGLE
RBBrB
B SENSOR
2W
230C2-42161
to WIRE WB GW to ECO SWITCH
to PTC to LPG HARNESS, (OPTION)
HEATER SOLENOID ENGINE
A
7
(OPTION) (LPO TRUCKS,
LPG TRUCKS)
GW WB
to WIRE HARNESS,
CONTROLLER to SPEED
SENSOR
Fig. 8.6 Wire Harness, ECM (K21, K25)
- 129 -
8. ELECTRIC WIRING
FUSE BOX FLASHER SW TURN SIGNAL SW LTG

R-R' OFF
7.5A
TURN WY N T
7.5A
OPTIONS LW L-L' H HEAD LAMP(R.H.) RY B
3A
METER LY
B
WY
GB
TB TR TL EL LT LH
7.5A HEAD LAMP(L.H.) RY B
BACK Y
3A
GB
GL
GR
R
Lg
Br
F/R VALVE YR FRONT COMB. LAMP(R.H.)
3A
ENGINE WG RW G CLEARANCE B
15A
HEAD & POSITION 2R HEAD LAMP
7.5A B Br 2R RY GL GW TURN SIGNAL B
3 CRANK/ANGLE
STOP BrY BrG 110 BATT PHASE 14 W 1 Br B
2 SEN(PHASE)
7.5A
HORN GY EGI Br 118 VB POS 13 P Br
5 CRANK/ANGLE
15A 2BrG 2Br Br 121 VB B 4 POSITION FRONT COMB. LAMP(L.H.)
6 SEN(POS)
OPTIONS 2L BrR BR BR 111 SSOFF Lg B
Fuel Select SW(LPG併用式) R RW RW G CLEARANCE B
RELAY 1 WL WL SEE TABLE 3 SPEED SENSOR
LPG INJ 1 119 LPG INJ VB#1
** WB WB 120 LPG INJ -#1 FUELSW#1 70 Y LPG
#1 2
15A NEUT GR GW TURN SIGNAL B
EGI 2BrG FUELSW#2 32 GW GAS
7.5A ETC MOTOR
ETC BrB BrB RB RB RL
GW
WB
3 VMOT AVCC 49
15A BrB BG BG 104 MOTRLY REAR COMB. LAMP(R.H.)
EGI 2BrR
RELAY 3 Br GW GL TURN SIGNAL B
7.5A 6 SPEED SEN 4
CONT. & OPTION Sb W W 5 MOTOR1 VSP8 33 G WB HORN SW BRAKE
1 5 UNIT 1
7.5A B B 4 MOTOR2 B B BrY RB
2 2 3
ECM WG THROT B B 66 GND-A2 RW TAIL B
3
7.5A CHAMBER R R 50 TPS1 RB STOP
5
FUEL INJ. BrY (ETC) W W 69 TPS2 APS1 106 GR GR
4 5
W W YR YR SW HORN RL BACK-UP B
G
GY
7.5A 6 47 AVCC2 AVCC 90 6 ACCEL
FUEL INJ. PUMP BrW B GND-A 82 BR BR B
3 WORK
APS2 98 GW GW
2 UNIT
* AVCC2 91 YW YW
4 (APS)
FUEL PUMP GND-A2 83 BW BW REAR COMB. LAMP(L.H.)
1
3BG
3BY
3BY
3BG
BL BL 113 FPR DIRECTION SWITCH
WL F BACK BUZZER GR TURN SIGNAL B
Lg 85 KLINE SLOW INJ 11 Y Y
RELAY 5 2 LPG ASIST INJ ** 1 Br
LOOP N
EGI RW TAIL B
* BrR BR MAIN/C ** RB STOP
B
RL
LPG FUEL CUT VALVE

GASOLINE P WL 2BrR 2RG RG 1 2 G Br R
FOR CAR **
FUEL PUMP LB 62 IGN#1 MAIN/C RLY 112 BY BY Br RL BACK-UP B
RELAY 2
2RG
RELAY 4
N IG1 IG2 VF VF2 ST VR Ra
B
LR 61 IGN#3
KEY SWITCH ELECTROLYTIC
LICENSE LAMP RW B
OFF CAPACITOR
YR
YR
Y
OL
O
WL
V
Sb
LW 81 IGN#2
1 Sb RL
2 L 80 IGN#4
OL G
2B
B BR R1 B F/R VALVE
OL
WG G F
109 IGNSW
BrY YB SW SNOW(ECO) G
3BY
3BG
2LR
INJ #1for the GAS * 23 INJ#1
YW RB Lg V R
INJ #2for the GAS * 42 INJ#2 SNOWSW 12
YR 22 INJ#3
INJ #3for the GAS * Y 41 INJ#4 AVCC 48 Lg V G
INJ #4for the GAS *
GND-A 67 BW
3 WL YB BW
B
B
Lg
24 O2HFR QA+ 51 AIR FLOW 4
WG WG WR 35 O2SFR 3 Br
1 2 3 4 5 6 7 8 2 O2 SNS FR 1 METER 5
BrB BL 78 GND-A TA 34 YW BW
9 10111213141516 2 AIR/TEMP SEN 1
4 OPTIONS OPTIONS
CONSULT
WY 56 GOVERNORSW TW 73 Y BW
(故障診断器用ポート) 1 W/TEMP SEN 2
RB
LW
2B
2B
O
LW
2L
W
101 BRAKE
SW GOVERNOR(ECO) LPGPRES 31 YR BW
FUEL/PRES 2
B WY RY 84 H/LMP 3 ** Lg
SEN 1
PRES 71 G
BrB 102 NEUT BW
WL V
W OL
MAP 3
2 Lg
SEN 1
VARI
VSP
LG WG LB 30 LED VARI VSP 54 LB (OPTION SCS10～15)
2
1 R1(SEE TABLE 1,USUALLY OPEN)
AUTO CHOKE S TAS SW 52 YL IDLE AIR VOL LEARN
2
GND 1 R2(SEE TABLE 2,USUALLY OPEN) RWL W B
1
TAS
LG BR PARKING SW
GND 2
GND 115
SEAT
ECM(Engine Control Module) GND 116
SW SEAT
LB
NEUTRAL LAMP ALARM
BrB B B
E 3B WL B
RB
LG
ALTERNATOR
B
RB
B S L BR LG Lg RW
5BY
3BY
CONTROL VALVE
B
GW
N SAFETY B INTERLOCK
WG LB
GND
B WL
RW
B
2LR 2LR ILLUMINATION B
WR GW GW LIFT LOCK
STARTER
WR
B 2LR 5V BATT. + L
DC/DC
3BY 3BL
12V KEY ON + LY
DC/DC
G
L
W
LB
WR
LW
WL
RW
BrR
A
INTER LOCK BrR
5BY
HOUR METER
WR 8 4 1 9 10 6 2 3 5
GND
D
BrB Ry3
NEUTRAL
B
B
B
B
2B
3B
FUEL SENSOR TIMER UNIT Ry1
5BY
YW FUEL LEVEL
FUSIBLE LINK
B YW
N
CPU WG
E/G CHECK
3BL
BATTERY
55B24R YG WATER TEMP. SW-OIL PRESS
G
20B 20B OIL PRESSURE YB

B 5V
WATER TEMP. 電源回路
SENSOR
H
STARTER MOTOR YG SEDIMENTER

Ry2
ENGINE
WATER TEMP.
J
METER CHARGE BR
PIC
12F675
K
Ry1
AIR CLEANER
L
RADIATOR
FUEL LEVEL
METER BATTERY
M
Ry2 Ry3
LEVEL
7
B
B
SEAT BELT
PARKING
HOUR METER
F
C
METER FUEL
PANEL EMPTY
Fig. 8.7 Wiring Diagram (K21, K25)
- 130 -
8. ELECTRIC WIRING
METER PANEL
FUEL LEVEL WATER TEMP. ILLUMINATION

CPU HOUR METER METER METER
RW
HEAD FRONT COMBINATION C A J G H E N D M B L K F FRONT COMBINATION HEAD

LAMP (L.H) LAMP (L.H) DIRECTION SWITCH LAMP (R.H) LAMP (R.H)
F KEY SWITCH LITING SWITCH TURN SIGNAL SWITCH PARKING BRAKE SW
for STD & EXE,N,A
ORBIT ROL N OFF OFF R & SIL &OKM
5V
FUEL
EMPTY
12V
1 HORN SWITCH T N
R ↑
2 ON H L
COM
Y
Y
DC/DC
DC/DC
WB
RW
RW
WB
PTGPTSPT+OV PV N IG1 IG2 VF VF2 ST VR Ra B Ig S HO-HO+ EL LT LH TB TL TR
NO
HORN
BATT. +
GND
KEY ON +
CHARGE
OIL PRESSURE
GLOW
BATTERY
LEVEL
RADIATOR
AIR CLEANER
PARKING
RY
B
GW
B
G
YR
YR
Y
OL
O
WL
V
Sb
G
B
GW
B
RY
3BY
3BG
2LR
B
G
R
Lg
Br
GB
GR
GL
Sb
W
BW
GO
WBr
B
LY
B
RB
L
WR HOUR METER GND
YW FUEL LEVEL
YG WATER TEMP.
B
LY
BrR INTER LOCK
BR
YB
WB SEDIMENTER
LB
WG E/G CHECK
BrB NEUTRAL
Y
BrW SEAT BELT
YL
RG
RB
OPTION OPTION
TERMINALS TERMINALS
P
Sb
2B
LW
2L
W
O
G
GY
LW
B
B B B B
B B B B
G RW RW G
GW GR GL GW
RY RY RY RY
ALARM BUZZER
RB
LG
5V
電源回路
Ry3
Ry1
PIC
WL
B
2YL
2LR
Br
B
RY
2R
Lg
B
RW
R
WL
B
BrB
B
BrW
GW
BrW
GW
12F675
TOR-CON ONLY
Sb
P
W
3BY
3BG
RW
RY
2B
YR
Y
OL
WL
V
Sb
2R
BW
GO
WBr
LY
2L
LW
2YL
GB
GR
GL
BrR
BR
YB
WB
LB
WG
BrB
WR
YW
YG
GY
LG
GW
BrW
B
LY
Y
BrW
YL
RG
Ry2 Ry3
F/R
VALVE
LIFT LOCK INTERLOCK
Ry1 BRAKE LAMP SOLENOID SOLENOID
SWITCH NEUTRAL SAFTY HEAD LAMP RELAY TAIL LAMP RELAY NEUTRAL RELAY
Ry2
TIMER UNIT
RELAY CONTROL VALVE
W
3BY
3BG
RW
2B
YR
Y
OL
WL
V
RL
2R
BW
GO
WBr
LY
2L
LW
2YL
GB
GR
GL
BrR
BR
YB
WB
LB
WR
YW
YG
GY
Lg
GW
BrW
B
LY
Y
BrW
YL
RG
1 4 7 8 9 10 6 3 5 2 F R
B
W
W
B
B
LW
WR
B
G
WL
W
LB
L
RW
BrR
BrR BrR BrR BrR
RW RW RW Lg
WR WR WR GW
BrY
RB
LW LW LW LW
OL
G
G
V
L L L L
W W W OL
G G G G
WL WL WL V
LB LB LB Br
OL
G
G
V
B B B B
CLUTCH ONLY
BACK LAMP SW.

DETECTOR B WR
GLOW RELAY OIL PRESS. SW Y
DIODE RESISTOR To A STARTER
STARTER RELAY FLASHER UNIT 40B YB RL
TIMER QOS B B
FUEL LEVEL DIODE UNIT
SENDING UNIT 3BL (600V 3A×2)
1 2 3 4 5 6 7 S NEUTRAL SW.
YW
B FUEL CUT VALVE YR
WG WL
WG
LG
LG
BR
E B L
2YL
OG
B
LB
WL
BW
LY
WL
B
5BY
5BW
B
WB
LY
RY
AIR CLEANER
2YL
B
3BY
3BL
B
WY
GB
RG
B
F.L.W. REGULATOR
0.85R
5BY 5BY 5BY B
3B E
3BY S (LEVEL)
BR
3BG
3BG
3BY
3BY
L (RELAY)
FUSE BOX 5BW
3BY 15A HEAD & POSITION 2R 2R GLOW WATER TEMP.

7.5A STOP BrY BrY PLUG SENDING UNIT
3BY 7.5A HORN GY GY SEDIMENTER YG

To B
5BY
40B 15A RWL OPTION RY
A
7.5A SEAT BELT RELAY
+
3BG TURN WY WY
Y 3A T/M YG YR WATER TEMP. SENSOR
3A METER LY LY
BATT. CAP 7.5A OG
SENSOR 3BG BACK RY Y

3A B
E/G WG WG YL
BATTERY 12V
RADIATOR
7.5A INTERLOCK B LEVEL
- & OPTUON 2L 2L SENSOR
BrW
B
LY
W
LW LW
40B
SEAT BELT SW
3B W
B
W W W Br
R.W.L B B B
E/G SEAT SW
EARTH
RL POTENTIOMETER
BACK WBr WBr WBr
BACK LAMP RELAY BUZZER B
GO GO GO
BW BW BW
2B
GR
GL
RL
RB
RW
Y
B
RL
Sb
B
RW
LICENCE
LAMP
for RRE
2B
GR
GL
RL
RB
RW
TURN (23W) G GR GL G TURN (23W)
RW RW RW RW
RB RB RB RB
TAIL (8W) TAIL (8W)
STOP (23W) B B B B STOP (23W)
RL RL RL RL
BACK(STD : 10W) BACK(STD : 10W)
(RRE : 20W) (RRE : 20W)
REAR CONBINATION REAR CONBINATION
LAMP (L.H.) LAMP (R.H.)
Fig. 8.8 Wiring Diagram (TD27, QD32)
- 131 -
(Empty page)
No. SEF-0F7BE
Issued: February, 2007
Revised: February, 2010
MARKETING GROUP: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo

105-0003, Japan
FAX: Japan +81-3-35918154
All rights reserved JB-1002010(HO) Printed in Japan

TCM F-Series Service Manual

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FD20T3 – FD30T3, FHD15T3, FHD20T3A – FHD30T3A, FD35T3S

Export specification code Destination

Overall length D 3165 [124.6] 3195 [125.8]

extended mast G 4250 [167.3]

Overall length D 3555 [140] 3625 [142.7] 3775 [148.6]

extended mast G 4250 [167.3] 4260 [168]

Overall length D 3870 [152.4]

extended mast G 4255 [167.5]

Fig. 1 Truck Dimensions

2. AUTOMATIC TRANSMISSION SYSTEM ....................................................................... 37

3. DRIVE AXLE ................................................................................................................................ 51

4. BRAKE SYSTEM ....................................................................................................................... 61

5. STEERING SYSTEM . .............................................................................................................. 73

6. HYDRAULIC SYSTEM ............................................................................................................ 85

7. LOAD HANDLING . ................................................................................................................. 115

8. ELECTRIC WIRING ................................................................................................................ 123

Truck Model FG20T3 FHG20T3

1.1 GENERAL DESCRIPTION

Apply LOCTITE#262 FRAME-SIDE

Fig. 1.1 Engine Mounting

PRESSURE SWITCH STARTER

Fig. 1.2 Gasoline and LPG Engines

Fig. 1.3 Diesel Engine (TD27, QD32)

1.1.1 FUEL SYSTEM (Gasoline and Diesel)

(1) Fuel tank (Gasoline)

FUEL PUMP DRAIN PLUG

Fig. 1.4 Fuel Tank (Gasoline)

Fuel pump (Gasoline)

Fig. 1.5 Fuel Pump (Gasoline Engine)

(2) Fuel tank (Diesel)

Capacity: 70 liters [18.5 U.S. gal]

FUEL LEVEL SENDER

Fig. 1.6 Fuel System (diesel-powered trucks with TD27, QD32)

Float Resistance value (Ω)

Fig. 1.7 Fuel Level Sender

1. LOAD HANDLING AND TRAVELING INTERLOCK WARNING LIGHT

Fig. 1.8 Combination Meter

(3) Fuel Filter (Diesel)

for diesel engine model

Fig. 1.9 Fuel Filter (Diesel engine)

Replacement of fuel filter

Note: After draining off water, make sure to close

Air bleeding (Diesel engine)

Fig. 1.11 Air Bleeding

1.1.2 FUEL SYSTEM (LPG)

WIRE HARNESS, ECM

Fig. 1.12 LPG Fuel System (Outline)

19.6 – 35.3 kPa [2.9 - 5.1 psi]

1. VALVE 5. DIAPHRAGM SPRING

Fig. 1.13 Vaporizer (Outline)

1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG)

The rotating angle of the crankshaft is detected by

Fig. 1.15 POS

Fig. 1.16 PHASE

Injector (LPG engines)

Fig. 1.17 Injector (LPG)

Fig. 1.18 Throttle

Fig. 1.19 Electronic Controlled System Diagram (LPG)