350 Series

Service Training
Linde IC Engined Truck

H 12/16/18/20 D-03/T-03
Series 350
with Linde Hydraulic Control (LHC)
350 804 4701.0400
H01 / Chapter 1
This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
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Table of content
Service Training Page 1
IC-ENGINED TRUCKS H 12/16/18/20 D-03/T-03, SERIES 350
1 Diesel engine 1
1.1 Engine specifications 1
1.2 Crankshaft 2
1.2.1 Adjusting alternator V-belt tension 2
1.2.2 Removing toothed belt 2
1.3 Fuel injection pump 5
1.3.1 Removal and installation of the fuel injection pump 5
1.3.2 Removing and installing the crankshaft sprocket 7
1.3.3 Check and adjust static injection pump timing 8
1.3.4 Checking engine timing 9
1.3.5 Stop leaks from the adapter of the injection pump 10
1.3.6 Adjust the idling speed and the governed speed (without load) 10
1.4 Fuel injectors 11
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1.4.1 Remove and install fuel injectors 11

H01 / Chapter 1
1.4.2 Servicing fuel injectors 12

1.4.3 Fuel injector parts 12
1.4.4 Check injector needle tip (visual check) 12
1.4.5 Check of fuel pressure 13
1.4.6 Check for leakages 13
1.5 Cylinder head 14
1.5.1 Cylinder head removal 14
1.5.2 Check cylinder head for distortion 14
1.5.3 Markings of cylinder head gaskets 14
1.5.4 Check piston at TDC 15
1.5.5 Fitting the cylinder head 15
1.5.6 Check compression pressure 17
1.5.7 Check hydraulic tappets 18
1.6 Glow plug system 19
1.6.1 Checking the glow plugs 19
1.6.2 Check the glow plugs 19
1.6.3 Glow plugs with burnt electrodes 20
2 Transmission 1
2.1 Digital electric-hydraulic control (LHC) 1
2.1.1 General 1

Table of content
Page 2 02.01 Service Training
2.1.2 Electronic control of truck speed 2
2.2 Schematic diagram of the drive unit 4
2.3 Technical data of the travel drive system 5
2.4 Hydraulic circuit diagram 7
2.5 View of the variable pump 11
2.6 Cross sectional view of drive pump 12
2.7 Electric-hydraulic adjustment 13
2.7.1 Hydraulic adjustment with electronic control 15
2.7.2 Electric-hydraulic control 16
2.7.2.1 Begin of pump control 17
2.7.2.2 Swash angle of variable pump 17
2.7.2.3 Hydraulic zero position 17
2.7.2.4 Hydraulic brake valve 18
2.8 Towing device 19
2.9 Drive axle AH 20 -01 with wheel drive, multiple disc brake and hydraulic motor 20
350 804 4701.0201

2.9.1 Repairing the reduction gear, multiple disc brake and hydraulic motor 22
H01 / Chapter 1
2.9.2 Renewing the radial sealing ring of the planetary gear 23
2.9.3 Removing and installing the multiple disc brake and hydraulic motor with
swashplate 02.01 26
2.10 Truck diagnostics and troubleshooting 30
2.10.1 Electrical system diagnostics 30
2.10.1.1 Working with the Linde Test Module 31
2.10.1.2 Diagnostics with a PC and the Linde Interface Converter 32
2.10.1.2.1 Linde Interface Converter 33
2.10.1.2.2 Installation of the Diagnostic software “Test & Setup” 33
2.10.1.2.3 Selecting the Linde Program 34
2.10.1.2.4 Starting the Diagnostic Program “Test & Setup” 02.01 35
2.10.1.3 Linde Diagnostic Program 02.01 36
2.10.1.3.1 Help Function 38
2.10.1.3.2 Overview of menu windows - LHC Software version 1.1 - 1.3 02.01 41
2.10.1.3.3 Menu windows in detail - LHC Software version 1.1 - 1.3 02.01 42
2.10.1.3.4 Overview of menu windows - LHC Software version 1.4 and 1.5 02.01 62
2.10.1.3.5 Menu windows in detail - LHC Software version 1.4 and 1.5 02.01 63
2.10.1.3.6 Overview of menu windows - LHC Software version 1.6 02.01 97
2.10.1.3.7 Menu windows in detail - LHC Software version 1.6 02.01 98
2.10.2 Hydraulic system diagnostics 131
2.10.2.1 Circuit diagram and overview for diagnostics 131

Table of content
Service Training 02.01 Page 3
2.10.2.2 Test aids 133

2.10.2.2.1 Explanations to troubleshooting 133
2.10.2.3 Power-assisted steering 135
2.10.2.3.1 Troubleshooting without measurement of boost and maximum pressure 135
2.10.2.3.2 Troubleshooting with measurement of boost and maximum pressure 135
2.10.2.4 Hydraulic brake system 137
2.10.2.4.1 Functional test 137
2.10.2.4.2 Troubleshooting 137
2.10.2.5 Hydrostatic travel drive 140
2.10.2.5.1 Troubleshooting 140
4 Steering system 1
4.1 Schematic diagram of the steering system 1
5 Controls 1
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5.1 Pedal stroke adjustment instructions 2

H01 / Chapter 1
5.2 Adjustment instructions for the speed control 4

5.3 Engine speed sensor adjustment instructions 6
6 Electrical system 1
6.1 Basic diagram Diesel version 02.01 1
6.2 Basic diagram LPG version 02.01 7
6.3 Diagram for optional equipment 13
6.4 Layout of electrical installation 21
6.5 Composite instrument 22
7 Hydraulic system 1
7.1 Schematic 1
7.2 Sealing of the control valve 2
7.3 Setting of the pressure-limiting valve 3
9 LPG model of IC-engined fork truck H 12/16/18/20 T-03, series 350 1

9.1 Engine 1
9.1.1 Engine specifications 02.01 1
9.1.2 Toothed belt 2
9.1.2.1 Overall view of toothed belt guard 2
9.1.2.2 Removing, installing, tensioning the toothed belt 3

Table of content
9.1.2.3 Adjusting the alternator V-belt tension 5
9.1.3 Cylinder head 6
9.1.3.1 Removing and installing the cylinder head 6
9.2 Electrical system 10
9.2.1 Electronic ignition 10
9.2.1.1 TSZ-H ignition system (transistorised ignition system) 11
9.2.1.2 Safety measures for TSZ-Hall system 12
9.2.1.3 Installation of distributor 12
9.2.1.4 Checking and adjusting the ignition timing 14
9.2.1.5 Checking the TSZ-H ignition system 15
9.2.1.5.1 Switch unit A1 16
9.2.1.5.2 Hall generator 18
9.3 LPG installation 20
9.3.1 Schematic 20
9.3.2 LPG mixer 21
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H01 / Chapter 1
Index 02.01

Section 1
1 DIESEL ENGINE
1.1 ENGINE SPECIFICATIONS
Engine Type VW ADG

Capacity 1896 cm3
Output 27 kW at 2200 rpm
Injection Pressure 130 +8 bar
Point of Injection 1.00 ± 0.02 mm stroke
Compression Ratio 23 : 1
Compression Specified Value: 34.0 bar
Wear Limit: 26.0 bar
Max. Permissible Pressure Difference 5 bar
Lower Idling Speed 1030 + 30 rpm
Upper Idling Speed 2350 rpm
Rated Speed 2200 rpm
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Valve Clearance Hydraulic Valve Timing Balance

H01 / Chapter 1
Firing Order 1-3-4-2

Minimum Oil Pressure at Top Idling Speed
and Oil Temperature approx. 80 °C 2 bar
The engine number is stamped on the cylinder block

between the injection pump and the vacuum pump.
The engine number is always shown on the vehicle data

plate on the toothed belt cover.

Section 1
Page 2 Service Training
1.2 CRANKSHAFT
1.2.1 ADJUSTING ALTERNATOR V-BELT TENSION
- Loosen all security bolts (1) for tensioner (3) and alter-
nator by at least one turn.
ATTENTION
The alternator must be easily moveable by hand.
- Tension V-belt by tensioning nut (2) with a torque wrench.

Specification:
New V-belt: 8 Nm
Used V-belt: 4 Nm
and tighten tensioning nut securing bolt to 30 Nm.
- Tighten all tensioner and alternator securing bolts.
NOTE: Adjustment is ideally carried out with the torque
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H01 / Chapter 1
wrench V.A.G. 1410 in connection with the
socket spanner V.A.G. 1410/2.
1.2.2 REMOVING TOOTHED BELT
REMOVAL
- Remove upper belt guard and cylinder head cover.
- Turn crankshaft to TDC on No. 1 cylinder.

The TDC mark (5) on the flywheel (6) must be in line with
the boss (4) on the bell housing.
- Fix camshaft in position with setting bar (2065 A).
- Align setting bar as follows:

Turn camshaft until one end of bar touches the cylinder
head. Measure the gap at the other end of the setting bar
with the feeler. Take half of gap measurement and insert
feeler of this thickness between setting bar and cylinder
head. Now turn the camshaft so that the setting bar
touches the feeler. Insert second feeler of the same
thickness between the other end of the setting bar and the
cylinder head.

Section 1
- Hold injection pump sprocket in position with drift (2064).
- Loosen tensioner.
- Remove pulley for coolant pump.
- Remove lower toothed belt guard.
- Remove belt guard.
INSTALLATION
- Check and ensure TDC mark on flywheel is aligned with

reference mark.
- Loosen camshaft sprocket bolt (2) by half a turn. Free

sprocket (1) on taper by tapping with hammer (using a
drift through the hole in the rear toothed belt guard).
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- Fit toothed belt and remove pin from injection pump

sprocket.
- Install the idling pulley. Torque loading: 25 Nm.
- Turn the tensioning pulley clockwise with a spanner (eg Matra

V159) until the notch and boss (arrows) are in line.
- Tighten the clamping nut at the tensioning pulley. Torque

loading: 20 Nm.
- Recheck if the TDC mark on the flywheel and the reference

mark are in line.
- Tighten fastening screw of valve timing sprocket to 45 Nm.
- Remove the setting bar.
- Turn the crankshaft by two turns in normal direction and

check that the tension of the toothed belt is in accordance
with the specification.
- Install V-belt, toothed belt guard and cylinder head cover.
- Check the point of injection of the injection pump.

Section 1
CHECKING THE SEMIAUTOMATIC TENSIONING PULLEY
TEST CONDITION
- Toothed belt installed and tensioned
TEST PROCEDURE
- Push down on the toothed belt with the thumb. The notch and
boss -arrow- should go out of line.
- Release the pressure on the toothed belt. The tensioning pulley

should return to its initial position. (Notch and boss are in line
again.)
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Section 1
1.3 FUEL INJECTION PUMP
1.3.1 REMOVAL AND INSTALLATION OF THE FUEL INJECTION PUMP
NOTE: In case a defect is noted on the fuel injection

pump the fuel injection pump has to be exchan-
ged since to repair it a fuel injection test bed is
necessary.
REMOVAL
- Turn crankshaft to TDC on No. 1 cylinder. The TDC mark

(2) on the flywheel (3) must be in line with the boss (1)
on the bell housing. Fix camshaft with setting bar (2065
A). Align setting bar as follows:
Turn camshaft until one end of the setting bar touches the
cylinder head. Measure the gap at the other end of the
setting bar with the feeler gauge. Insert the feeler gauge
with one half of the thickness between the setting bar and
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H01 / Chapter 1
the cylinder head. Turn the camshaft now so that the

setting bar rests on the feeler gauge. Insert a second
feeler gauge with the same thickness at the other end
between the setting bar and the cylinder head.
- Remove toothed belt from camshaft and injection pump

gears.
- Loosen nut of the fuel injection gear.
- Loosen the puller legs and put on puller (3032).
- Align puller legs with holes in the fuel injection pump gear
and tighten.
- Put the injection pump gear under tension with the puller.
- Loosen the injection pump gear from the taper of the fuel
injection pump by tapping slightly on the puller spindle
(see arrow). (Hold fuel injection pump sprocket so that it
does not fall down).
- Detach all fuel pipes from the fuel injection pump and
cover the holes with a clean cloth.
NOTE: Use open ring spanner (3035) to loosen injec-

tion pipes.

Section 1
- Remove securing bolts (2) from bracket (3 bolts).
- Remove securing bolt (1) from rear support bracket.
NOTE: Loosen the lower and right-hand securing bolt

from the front.
ATTENTION
Under no circumstances should the securing
bolts (see arrows) holding the fuel injection pump
head be loosened.
Loosening the securing bolts would allow the
head to move and would cause the breakage of
the distributor plunger.
INSTALLATION
- Install the fuel injection pump and align centrally in the

elongated flange holes.
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Tightening torques:
Pump mounting bolts: 25 Nm

Fuel pipes: 25 Nm
Injection pump sprocket: 45 Nm
ATTENTION
Do not interchange the feed and return pipe banjo
bolts. The inside diameter of the bolt for the return
pipe is smaller and the hexagon head is marked
"OUT".
- Install injection pump sprocket and fix position with

positioning pin (2064).
- Loosen bolt of camshaft sprocket by half a turn. Free

camshaft sprocket from the taper by tapping with a
hammer (using a drift through the hole in the rear toothed
belt guard).
- Check that TDC mark on the flywheel is aligned with the

reference mark
- Install toothed belt and remove the positioning pin from

the fuel injection pump sprocket.

Section 1
- Install the pulley. Torque loading: 25 Nm.
- Turn the tensioning pulley clockwise with a spanner (eg Matra

V159) until the notch and boss (arrows) are in line.
- Tighten the clamping nut at the tensioning pulley. Torque

loading: 20 Nm.
- Recheck if the TDC mark on the flywheel and the reference

mark are in line.
- Tighten the camshaft pulley fastening screw to 45 Nm.
- Remove the adjustment ruler.
- Rotate the crankshaft another two turns in the direction of

engine rotation and recheck the tension of the toothed belt.
- Check the operation of the tensioning pulley.
- Check the start of delivery.

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- Check and adjust the idling speed and stall speed.
1.3.2 REMOVING AND INSTALLING THE CRANKSHAFT SPROCKET
Precondition:
- The toothed belt (3) is removed.
REMOVAL
- Remove the fastening screw (1).
- Take the sprocket (2) off the crankshaft.
INSTALLATION
- Slide the sprocket (2) onto the crankshaft.
- Use a new fastening screw (1).
- Oil the thread and head mating surface and install

the screw.
Tightening procedure: 90 Nm + 90°

Section 1
1.3.3 CHECK AND ADJUST STATIC INJECTION PUMP TIMING
CHECK AND ADJUSTMENT CONDITIONS
Toothed belt tension OK.
Operating lever of fuel injection pump on stop.
Set engine to TDC on No. 1 cylinder.
Engine installed:
- Turn the crankshaft until TDC mark (2) on the flywheel (3)
is in line with the boss (1) on the bell housing.
CHECKING AND ADJUSTING
- Unscrew plug from fuel injection pump head.
ATTENTION
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H01 / Chapter 1
Always fit a new washer when installing the plug.
Tightening torque 15 Nm. If leaks occur the plug
can be tightened to a maximum torque of 25 Nm.
- Install adaptor (2066) and small dial gauge (measuring

range 0 ... 3.0 mm) in place of the plug and preload the
dial gauge to about 2.5 mm.
- Turn the crankshaft slowly anticlockwise (opposite to

normal rotation) until the dial gauge needle does not
move any more.
- Adjust the dial gauge with approx. 1 mm preload to "0".
- Turn the crankshaft clockwise (normal rotation) until the

TDC mark on the flywheel is aligned with the reference
mark.
- Read the point of injection from the dial gauge.
Test figure = 0.93 ... 1.07 mm stroke

Setting figure = 1.00 ± 0.02 mm stroke
ATTENTION
In case the value is within the specified tolerance
an adjustment is not required.
- To adjust loosen the three screws on the bracket and the

screw holding the rear support.

Section 1
- Adjust the point of injection by turning the fuel injection pump

to give the setting value.
- Tighten the bolts to 25 Nm.
1.3.4 CHECKING ENGINE TIMING
- Remove cylinder head cover.
- Check the tension of the toothed belt.
- Set the engine to TDC on the cylinder No. 1.

The setting bar (2065A) must fit into the slot on the camshaft.
If the setting bar cannot be inserted adjust the valve timing
as follows:
- Turn the crankshaft so that the setting bar can be inserted and
align the setting bar as follows:
Turn the camshaft so that one end of the setting bar touches
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H01 / Chapter 1
the cylinder head. Measure the gap at the other end of the
setting bar with a feeler gauge. Insert a feeler gauge with one
half of the measurement between the setting bar and the
cylinder head. Now turn the camshaft so that the setting bar
touches the feeler gauge. Insert a second feeler gauge with
the same measurement at the other end between the setting
bar and the cylinder head.
- Loosen bolt of the valve timing sprocket by half a turn. Free

the sprocket from taper by inserting a drift through the hole
in the rear toothed belt guard and by striking the drift with a
hammer.
- Fix injection pump sprocket with the fixing pin (2064).
- Check TDC position; if necessary turn the crankshaft until

TDC mark (2) on the flywheel (3) is aligned with the boss (1)
on the bell housing.
NOTE: To adjust the injection pump sprocket and the

TDC mark on the flywheel it may be necessary to
remove the toothed belt.
- Remove fixing pin.
- Tension the toothed belt and tighten the bolt of the valve
timing sprocket to 45 Nm.
- Remove the setting bar.
- Check the timing of the injection pump.

Section 1
1.3.5 STOP LEAKS FROM THE ADAPTER OF THE INJECTION PUMP
1 Sealing ring
2 Pressure valve
3 Adapter
- Loosen the injection pipe.
- Tighten the adapter to 45 Nm.
- Tighten the injector pipe to 25 Nm.
In case the leak is not being stopped install new adapter

and new washer.
ATTENTION
When replacing the new adapters do not
interchange the pressure valve.
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1.3.6 ADJUST THE IDLING SPEED AND THE GOVERNED SPEED (WITHOUT LOAD)
Engine oil temperature minimum 60 °C.
The engine speed can be measured with the ignition tester

(V.A.G. 1367) using the TDC sender or the adapter (VW
1324).
ADJUST THE IDLING SPEED OR MIN. GOVERNED

SPEED (WITHOUT LOAD)
- Adjust the idling speed with the idling adjustment screw (4)
according to the engine specifications.
- Lock the adjusting screw.
ADJUST GOVERNED SPEED OR MAX. GOVERNED

SPEED (WITHOUT LOAD)
- Open the throttle fully and set the engine speed with the
adjustment screw (5) according to the engine
specifications.
- Lock the adjustment screw.

Section 1
1.4 FUEL INJECTORS
1.4.1 REMOVE AND INSTALL FUEL INJECTORS
NOTE: Defective fuel injectors cause the following

troubles:
- Misfiring
- Knocking in one or more cylinders
- Engine overheating
- Loss of power
- Excessively smoky black exhaust
- Increased fuel consumption
- Excessive blue smoke on cold start
Defective fuel injectors can be located by loosening the fuel

pipe unions on each fuel injector when the engine is running
at a fast idle. If the engine speed remains constant after
loosening a pipe union this denotes the faulty fuel injector.
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REMOVAL
- Detach the injector pipes with the slotted ring spanner

(3035)
- Remove the fuel injectors with the SW27 socket.
ATTENTION
Always remove the fuel pipe set complete. Do not
alter the shape of the fuel pipes.
INSTALLATION
ATTENTION
Always fit new heat shields between the cylinder
head and the fuel injectors.
Fitting position of the heat shields: The arrow points

towards the cylinder head.
Tightening torques:
Fuel injector pipes: 25 Nm
Fuel injectors: 70 Nm

Section 1
1.4.2 SERVICING FUEL INJECTORS
- Clamp the upper part of the fuel injector in vice and loosen
the hexagon.
- To prevent the parts from falling out clamp the lower part
in vice and dismantle injector. When dismantling the
injector keep all individual parts together and do not
interchange with parts from other injectors.
Tightening torque for the upper and the lower part of the fuel
injector: M = 70 Nm.
1.4.3 FUEL INJECTOR PARTS
1 Upper part of injector

2 Setting washer
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3 Injector spring
4 Thrust pin
5 Nozzle holder insert
6 Injector needle
7 Nozzle body
8 Lower part of injector
9 Heat shield
1.4.4 CHECK INJECTOR NEEDLE TIP (VISUAL CHECK)
If the needle tip is broken off or bent replace fuel injector or

nozzle with needle.

Section 1
1.4.5 CHECK OF FUEL PRESSURE
ATTENTION
When testing the injectors take care not to expose
the hands to the injector spray as the high pressure
will cause the fuel spray to penetrate the skin and
cause severe injuries.
Gauge valve open:
- Move pump lever down slowly. When injecting read the

injection pressure from the gauge and adjust if necessary
by changing the setting washer.
Specified pressure value:

New injectors: 130 ... 138 bar
Wear limit: 120 bar
Thicker setting washer = increases the injection pressure

Thinner setting washer = decreases the injection pressure
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Increasing the thickness of the setting washer by 0.05 mm

increases the injection pressure by approx. 5.0 bar.
Setting washers are available in thicknesses from

1.00 ... 1.95 mm in steps of 0.05 mm. The box 3065 should
be used to store the washers.
NOTE: When servicing used injectors set the injection

pressure to the value of new injectors.
1.4.6 CHECK FOR LEAKAGES
Gauge valve open:
- Press the pump lever down slowly and hold a pressure

of about 110 bar for 10 seconds. Then no fuel should leak
from the nozzle tip.

Section 1
1.5 CYLINDER HEAD
1.5.1 CYLINDER HEAD REMOVAL
NOTE: The cylinder head can be removed and installed with

the engine installed. If a replacement cylinder head
is installed with the camshaft mounted, the mating
surfaces of cup tappets and cams must be oiled after
installation of the head. The supplied plastic covers
for the protection of the open valves may only be
removed immediately before the installation of the
cylinder head. If the cylinder head is to be replaced,
the entire coolant must be drained. Check
compression pressure.
1.5.2 CHECK CYLINDER HEAD FOR DISTORTION
- max 0.1 mm
NOTE: It is not allowed to rework cylinder heads of
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Diesel engines.
1.5.3 MARKINGS OF CYLINDER HEAD GASKETS
Spare part number = (1)
Notches/holes = (2)
Depending of the piston height cylinder head gaskets of

different thicknesses have to be installed. When replacing
the cylinder head gasket install new gasket with the same
marks

Section 1
1.5.4 CHECK PISTON AT TDC
The piston height at TDC must be measured when fitting

new pistons or short engines. Depending on the piston
height the corresponding cylinder head gasket (3) has to
be fitted in line with the following table.
Piston height Identification

Notches/Holes
0.66 mm ... 0.86 mm 1

0.87 mm ... 0.90 mm 2
0.91 mm ... 1.02 mm 3
1.5.5 FITTING THE CYLINDER HEAD
NOTE: - Before installing the cylinder head cover,

turn the crankshaft to TDC.
- Then turn the crankshaft backwards until all

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pistons are equally below TDC.
- After securing the cylinder head turn the

camshaft sprocket so that the cams for
cylinder No. 1 face upwards equally. Before
fitting the toothed belt turn the crankshaft
according to engine rotation to TDC.
ATTENTION
Always replace cylinder head bolts.
- Position the cylinder head gasket on the fitted pins.
- To centre screw the guide pins from guider (3070) into the
outer holes of the intake side.
- Fit the cylinder head and install the remaining 8 cylinder

head bolts and tighten by hand.
- Remove the guide pins using the tool from guider (3070)
and install the cylinder head bolts.
- Tighten the cylinder head bolts - when loosening them,

reverse the sequence.
- Tighten all cylinder head bolts one after the other in three
stages (when the engine is cold).

Section 1
Tightening torques:
Stage I = 40 Nm
Stage ll = 60 Nm
Stage lll = ½ turn (180 °)
without stopping further turn with normal spanner

(2 x 90 ° is also permissible).
- Run engine warm (oil temperature above 50 °C) and

tighten the securing bolts ¼ turn (90 °) with a normal
spanner in one movement and without loosening them
(watch sequence).
ATTENTION
There is no need to retighten the cylinder head bolts
after 10 hours engine running.
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Section 1
1.5.6 CHECK COMPRESSION PRESSURE
Engine oil temperature min. 30 °C.
- Disconnect the wire from the stop control at the injection

pump and insulate it.
- Remove the injector pipes with slotted ring spanner

(3035).
- Remove all fuel injectors and remove the heat shields.
- Fit the adapter (V.A.G. 1381/2A) instead of the injectors.

Place the old heat shields between the adapter and the
cylinder head.
- Fit the compression pressure tester (V.A.G. 1381)

manually into the adapter.
NOTE: See use instructions for compression pressure

tester.
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H01 / Chapter 1
- Operate the starter motor until the compression pressure

tester does not show a further pressure increase.
Compression pressure for V.A.G. 1381 and VW 1323
(Gauge pressure)
Specified value: 34.0 bar

Wear limit: 26.0 bar
Max. permissible pressure limit: 5.0 bar
ATTENTION
Always fit new heat shields between the cylinder
head and the injectors.
- Fitting position for the heat shields: Arrow points to the

cylinder head
- Tightening torques:
Injector pipes = 25 Nm
Injectors = 70 Nm

Section 1
1.5.7 CHECK HYDRAULIC TAPPETS
NOTES: - Place the removed tappets with the cams-

haft contact surface on a clean surface.
- Replace tappets complete only (cannot be

adjusted or repaired).
- Irregular valve noises when starting the

engine are normal.
- Start the engine and run it until the radiator

fan has switched on once.
- Increase the engine speed to the max.

idling speed for 2 minutes. If the hydraulic
tappets are still noisy locate the defective
tappets as follows:
- Remove cylinder head cover.
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- Turn the crankshaft until the cam of the
tappet to be checked is pointing upwards.
- Press the tappet down with a wooden or

plastic wedge. If a free travel is in excess
of 0.1 mm before the valve opens replace
the hydraulic tappet.
ATTENTION
When the new tappets have been installed the
engine must not be started for about 30 minutes
(the valves will strike the pistons).

Section 1
1.6 GLOW PLUG SYSTEM
1.6.1 CHECKING THE GLOW PLUGS
Test conditions:
Engine cold.
Battery voltage OK.
Voltage is present at the glow plugs.
- Connect the current supply to the test appliance

(V.A.G. 1315A)
- Place the glow plug wire in the current clamp.
- Press the button for the current measurement with the
clamp.
- Pull the wire off the engine temperature sender.
- Hold the ignition key in glow plug position for max.
15 seconds.
Current draw approx. 48 A, the glow plugs are OK. Current

draw below 48 A, see "check the glow plugs".
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1.6.2 CHECK THE GLOW PLUGS
After stabilization on the rapid glow system the current

draw from the glow plugs is approx. 12 A per plug. If the glow
plugs show a current draw of abt.
36 A = one glow plug is defective

24 A = two glow plugs are defective
12 A = three glow plugs are defective
0A = all glow plugs are defective
These values can only be achieved with a battery voltage

above 11.5 V.
- Remove the wire and the bus bar for the glow plugs.
- Attach the diode test lamp (V.A.G. 1572) to the battery
positive (+) and apply probe in turn to each glow plug.
Diode test lamp lights up: glow plug OK.

Diode test lamp does not
light up: replace the glow plug
(torque 25 Nm).

Section 1
NOTE: The glow plug tightening torque of 25 Nm must
not be exceeded otherwise the ring gap bet-
ween the glow pin and the thread will be
squeezed together.
The glow plugs can fail prematurely due to this
situation.
If no defects are found but the engine is still hard to start the
glow plugs should be visually checked (injectors removed)
while glowing.
1.6.3 GLOW PLUGS WITH BURNT ELECTRODES
Burnt electrodes in glow plugs are very often caused by

faulty injectors Damages of this nature are not due to faults
in or on the glow plugs.
When a damage of this nature is found (see arrow) it is not
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H01 / Chapter 1
sufficient to merely replace the glow plug. The injectors
must also be checked for nozzle pressure and nozzle
leakages.

Section 2
2 TRANSMISSION
2.1 DIGITAL ELECTRIC-HYDRAULIC CONTROL (LHC)
The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Instead
of the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerful
microcontroller assumes all the control functions of the traction drive and parts of the working hydraulics
functions.
2.1.1 GENERAL
ENCODING FOR VARIOUS TRUCKS
The electronic controller is able to control trucks of different series and with different motors. In order to take
the various truck parameters into consideration, each truck wiring loom is encoded thus allowing the
electronic controller to recognise the type of truck it is installed in.
FAULT DETECTION
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The processor can detect non-logical conditions and system errors from the analogue and digital signals
in the electronic controller and indicate this on the test set via the serial interface.
Additionally, the controller initiates various actions, depending on the potential danger of the error:
- Warning lamp flashes.

- RPM limitation of IC engine.
- Truck brakes with normal braking deceleration and will not move off again.
- Truck brakes with emergency function and IC engine shuts down.
These measures can be reversed by shutting down the truck with the ignition switch. When the truck is
restarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continue
to operate normally. If the error still exists, one of the above measures will reappear.
BRAKE
The brake is designed as a parking and emergency brake. It is of the mechanical-hydraulic type and operated
with a valve. Two microswitches are also installed at the half-stroke and full-stroke position of the brake pedal.
RELEASE VALVE
The release valve is a safety valve which brakes the truck to a controlled stop via nozzles after the control
through the pressure reducing valve has failed. When the accelerator is operated, the valve is released and
when the truck has stopped it is reapplied.

Section 2
2.1.2 ELECTRONIC CONTROL OF TRUCK SPEED
The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and the
transmission ratio (swashplate angle, output of variable pump, capacity of hydraulic motors).
In order to maintain the speed specified by the accelerator pedal, the electronic controller regulates both
of these variables, namely the engine RPM and the pump swashplate angle.
If the speed reference value is constant, any variation in the engine RPM is compensated with a change in
the swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to the
performance limit of the engine; beyond this point, the speed will be reduced.
The various control situations at different accelerator pedal positions will be discussed below.
MOVING OFF ON A SLOPE
The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via a
valve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.
If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If the
accelerator pedal is depressed at the same time, the electronic controller will only allow a limited pump
swashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is released
fully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pump
swashplate angle is removed, the brake is released and the truck moves off without rolling back.
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DRIVING
Start the engine and release the brake. Depressing the accelerator pedal increases engine speed to approx.
1300 RPM. Simultaneously, the variable pump swashplate angle is increased until the speed of the truck
corresponds to the value set by the accelerator pedal.
If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pump
swashplate angle is increased while the engine speed will remain constant until the maximum pump
swashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speed
directly proportional to the pedal stroke until the maximum engine speed is reached and therefore also the
maximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified by
the accelerator pedal - applies only as long as engine power is not exceeded. The power control will prevent
the maximum available engine power from being exceeded.
POWER CONTROL
As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controller
dependent on the stroke of the accelerator pedal.
A speed sensor measures the engine RPM and transmits them as actual value to the electronic controller.
There a variance comparison is performed and the pump swashplate angle is either increased or decreased
if a variance exists.

Section 2
If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplate
angle (reduced power demand) until the engine speed (actual value) corresponds again to the value specified
with the accelerator pedal. Through this variance comparison of the engine speed, the power demand of
the working hydraulics is also included in the controller.
WORKING HYDRAULICS SPEED CONTROL
Two pressure switches, 6 and 14 bar, are screwed into the signal port for the engine speed on the working
hydraulics way valve block. When a pressure of 6 bar is reached, one switch transmits a signal to the
electronic controller which cause the engine to accelerate to approx. 1200 RPM (tilting and auxiliary
hydraulics).
When lifting, the 14 bar switch will put out a signal and the engine speed will increase to the maximum limit.
SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING HYDRAULICS
The engine speed and the position of the pump swashplate angle are controlled by the electronic controller
based on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controller
by the working hydraulics than already specified by the accelerator pedal, the controller will respond to the
higher value and increase engine speed. As the actual engine speed now exceeds the value specified by
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H01 / Chapter 1
the accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increase
in truck speed. The response is so fast that the driver will not notice a change in speed.
BRAKING
The time required to set the swashplate angle from Qmin to Qmax or from Qmax to Qmin is specified by the electronic
controller. In order to obtain a braking deceleration nearly uninfluenced by the load condition on the engine,
the electronic controller regulates the pump swashplate angle dependent on the engine speed within a fixed
time.
REVERSAL OF DIRECTION OF TRAVEL
When reversing the direction of travel, the signals for the new direction and the engine speed are only
released when the electronic controller has sensed the neutral (zero) position of the variable pump. (This
ensures that the engine speed drops to low idle speed and will increase only when the new direction has
been selected.).

Section 2
2.2 SCHEMATIC DIAGRAM OF THE DRIVE UNIT
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H01 / Chapter 1
1 Driving engine 8 Planetary gear

2 Variable pump HPV 55 -02 9 Multiple disc brake
3 Gear pump 14 cm³/rev 10 Hydraulic motor HMF 35 -02
4 Gear pump 11 cm³/rev 11 Suction filter
5 Check valve
6 Priority valve A Working hydraulic system
7 Drive gears B Steering - boost pressure

Section 2
2.3 TECHNICAL DATA OF THE TRAVEL DRIVE SYSTEM
VARIABLE DISPLACEMENT PUMP
Type HPV 55 -02

Number of pistons 7
Piston diameter 19 mm
Max. working pressure 420 bar
Boost/pilot pressure 17.5 bar
Swash angle 19.7°
RPM in vehicle 2300 rpm
Q Maximum of feed pump 16 - 17 l/min
Control hydraulic
Actuation Linde Hydraulic Control LHC
Pump drive directly via flexible coupling
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H01 / Chapter 1
DRIVE AXLE
Type AH 20 -01
Two fixed displacement pumps HMF 35 -02
Number of pistons 7
Piston diameter 17 mm
Constant swash angle 20.8 °
REDUCTION GEARBOXES (PLANETARY GEAR)
Planetary reduction single speed

Total ratio 7.615 : 1
2 OIL PRESSURE - MULTI-DISC BRAKES
- on extended motor shaft

- fully encapsulated - running in oil bath
- only required as parking and emergency brake
TANDEM GEAR PUMP
1 working hydraulics pump 14 cm³

1 pump for steering, supply and control 11 cm³

Section 2
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H01 / Chapter 1

Section 2
2.4 HYDRAULIC CIRCUIT DIAGRAM
A WORKING HYDRAULICS
1 Service cylinder (auxiliary hydraulics)
3 Tilt cylinder
4 Lift cylinder, standard
5 Lift cylinder, duplex
6 Lift cylinder, triplex
7 Slow lowering valve
8 Control valve block, assy., including:
9 Way valve - auxiliary hydraulics
11 Check valve (pilot controlled)
12 Way valve - tilting
13 Way valve - lifting
14 2/2-way valve (pressure balance)
15 Maximum pressure valve
16 Restrictor
17 Shuttle valve
18 Pressure reducing valve
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H01 / Chapter 1
19 Restrictor
20 Pressure switch
B IC ENGINE
C ENGINE SPEED PROPORTIONAL SOLENOID
D VARIABLE PUMP HPV 55 -02, ASSY., INCLUDING:

21 Variable pump HPV 55 -02
22 Solenoid
23 Release valve
24 Spool
A = forward
B = reverse
25 Proportional valve
26 2/2-way valve
27 Nozzle
28 Servo circuit nozzles
29 4/2-way valve
30 Pilot valve
31 Boost pressure valve 17.5 +0.5 bar
32 Spool
Y = forward
Z = reverse
33 Combined boost and maximum pressure valve 420 +15 bar
E HYDRAULIC DRIVE AXLE AH 20 -01, ASSY., INCLUDING:

34 Hydraulic motors
35 Disc brakes

Section 2
F BYPASS VALVE
G OIL COOLER
H CHECK VALVE
J PRESSURE FILTER 9 mm
K Tandem pump, assy., including:

36 Check valve
37 Flow controller
38 Gear pump 11 cc/rev
39 Gear pump 14 cc/rev
L DAMPER
M HYDRAULIC OIL TANK

40 Suction filter 25 µm with bypass valve
N BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR
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H01 / Chapter 1
O BRAKE VALVE
P ELECTRONICS
41 RPM increase, stage 1
42 Free
43 RPM increase, stage 2
44 Free
45 Actual RPM
46 Brake pedal depressed
47 IC engine
48 Brake released
49 Forward (output signal)
50 Forward (output signal)
51 Emergency stop
52 Reverse (input signal)
53 Reverse (input signal)
54 Brake
Q STEERING CONTROL VALVE INCLUDING:

55 Steering control valve
56 Hose safety valve 190 ± 10 bar
57 Make-up valve
58 Pressure relief valve 120 bar
R STEER CYLINDER
S SPEED LIMITER FOR PUSHING OPERATION (H 20 ONLY)

59 Restrictor
60 2/2-way valve

Section 2
HYDRAULIC CIRCUIT DIAGRAM, H 12/16/18/20 D-03/T-03, SERIES 350

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H01 / Chapter 1

Section 2
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H01 / Chapter 1

Section 2
2.5 VIEW OF THE VARIABLE PUMP

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H01 / Chapter 1
1 Bypass valve 9 Maximum swash angle - forward

2 Release valve 10 Test port for pilot pressure F" upstream of
3 Proportional valve - forward release valve
4 Setting start of control - reverse 11 Hydraulic zero setting
5 Maximum swash angle - reverse 12 Proportional valve - reverse
6 Test port Y - forward servo pressure 13 HP test ports
7 Test port Z - reverse servo pressure
8 Setting start of control - forward

Section 2
2.6 CROSS SECTIONAL VIEW OF DRIVE PUMP
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H01 / Chapter 1
1 Boost pressure valve

2 High pressure relief valves
3 High pressure test ports (forward and reverse)
4 Short circuit valve (towing valve)

Section 2
2.7 ELECTRIC-HYDRAULIC ADJUSTMENT
CIRCUIT DIAGRAM
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H01 / Chapter 1
1 Hydraulic variable pump HPV 55 -02 8 Servo circuit nozzles

2 Release valve 9 4/2-way valve
3 Solenoid 10 Pilot valve
4 Proportional valve 11 Spool
5 2/2-way valve 12 Boost pressure valve
6 Nozzle Ø 1 mm 13 Combined boost and maximum pressure valve
7 Spool 14 Change filter

Section 2
FUNCTIONAL DESCRIPTION
When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is de-
energised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, is
connected to tank via the open release valve (2) and is thus without pressure.
The spool (7) is connected to port F on both sides via the pilot valve (10), the way valve (9) and the servo
circuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.
After the electronic controller has released the switching signal to the release valve (2), the valve closes the
connection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are set
to the open position so that boost pressure from passage F is applied to the unactuated proportional valves
(4). Simultaneously, the way valve (9) is shifted from the throttled to the unthrottled position.
Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. A
pressure corresponding to the signal value of the solenoid is applied through the downstream proportional
valve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of the
spool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts the
pilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.
Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, the
proportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and the
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H01 / Chapter 1
truck is braked.
When the electronic controller detects an error in the speed control, the truck must be brought to a controlled
stop, independent of the position of the accelerator pedal.
To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0 bar.
The way valves (5) move to the closed position, thus removing the boost pressure going to the proportional
valves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid (3),
mechanically to the home position and the pressure applied to the spool (11) is removed. The piston is pushed
mechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening of
the release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from the
unthrottled to the throttled position.
The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servo
circuit nozzles (8) and the throttling with the way valve (10). This arrangement prevents sudden braking.
EMERGENCY STOP WITH THE BRAKE PEDAL
If, due to a fault, the truck can no longer be braked with the accelerator pedals, it is possible to make an
emergency stop with the brake pedal.
Depressing the brake pedal actuates the microswitches in the pedal console. This cuts off the power to the
release valve (2) and the truck is brought to a controlled stop as with a fault in the controller. The brake release
pressure at the disc brakes is also reduced and the truck is thus also braked mechanically.

Section 2
2.7.1 HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL

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H01 / Chapter 1
1 Locknut 9 Proportional valve

2 Swashplate angle setscrew 10 Solenoid
3 Setting bush - start of control 11 Release valve
4 Locknut 12 Servo circuit nozzles
5 Control spring 13 Way valve
6 Spool
7 Control pilot X Travel of servo piston 15.1 mm
8 Way valve

Section 2
2.7.2 ELECTRIC-HYDRAULIC CONTROL
- Begin of pump control

- Max. swash angle of pump
- Hydraulic zero position
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H01 / Chapter 1
Setting the start of control and swash angle, Setting the hydraulic zero position
reverse
7 Pilot housing
1 Adjusting pin (swash angle max.) 8 Slotted nut
2 Set ring (start of control) wheel begin
3 Slotted nut (start of control) wheel begin 9 HP test port
10 Towing bypass valve
F" Servo pressure - upstream of release
Setting start of control and swash angle, valve (test point)
forward Y Pilot pressure, forward
Y2 Control magnet, forward
4 Slotted nut (start of control) wheel begin Y3 Control magnet, reverse
5 Set ring (start of control) wheel begin Y4 Release valve
6 Adjusting pin (swash angle max.) Z Reverse pilot pressure

Section 2
2.7.2.1 BEGIN OF PUMP CONTROL
Precondition:
- Jack up and support the truck and block 1 wheel.

- Start the engine and release the brake pedal.
- Connect the diagnostics module or laptop and select window 6.
- Depress the forward and reverse accelerator pedals until iY2 or iY3 = 440 - 460 mA.
- Hold the accelerator pedal in this position, loosen the slotted nut (4) and turn the adjustment ring (5) on
the servo cover until the wheel just begins to turn. Then lock the slotted nut (4) again.
If iY3 = 440 - 460 mA, perform the same adjustment at the set ring (2).
- Release the blocked wheel.
- Fully depress the blocked wheel. A value of 1180 mA must be obtained in window 6 of the diagnostics
module or laptop (specified by the computer).
- Determine the average wheel revolutions (desired value 210 RPM).
Q = oil flow
Accelerator pedal stroke
440 - 460 mA 1180 mA

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H01 / Chapter 1
Q=0 Q = max
Start of traction wheel rotation
Release valve actuated
If the electronic data is correct, but the wheels do not rotate or the full wheel RPM is not achieved, check
and adjust, if necessary, the stroke of the servo piston (swash angle).
2.7.2.2 SWASH ANGLE OF VARIABLE PUMP
- Block up the truck and block 1 wheel.

- Start the engine and release the brake pedal.
- Loosen the adjusting pin locknut (1) on the Y side of the controller and turn in the setscrew (1) until the
free wheel just begins to rotate.
- Then turn the adjusting pin (1) out for 12 turns and relock the locknut.
- Repeat the same procedure on side Z .
2.7.2.3 HYDRAULIC ZERO POSITION
- Jack up the truck and block 1 wheel.

- Start the engine and release the brake.
- Loosen the slotted nut (8) and turn the pilot housing (7) to one side until the free wheel begins to rotate.
Then turn the pilot housing in the opposite direction until the wheel rotates in the other direction. Half the
travel of the pilot housing between the start of forward and reverse wheel rotation and lock the slotted nut.
- Release the blocked wheel.
- Bring the engine to full speed by hand. If the wheels are still rotating after the adjustment, perform the
adjustment again.

Section 2
2.7.2.4 HYDRAULIC BRAKE VALVE
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H01 / Chapter 1
1 Valve spool 8 Spring plate
2 Boot 9 O-ring
3 Snap ring 10 Snap ring
4 Washer
5 Slotted ring BR Outlet to multiple disc brake
6 Valve housing E Boost pressure oil inlet
7 Return spring T Tank port
When the engine is running, boost pressure is applied to port “E”. When the brake pedal is released, E and
BR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.

Section 2
2.8 TOWING DEVICE
To allow a truck to be towed, two conditions must be fulfilled:

- The multiple disc brake must be released.
- The towing bypass valve must be set to the towing position.
PREPARING THE TRUCK FOR TOWING
Releasing the multiple disc brake:
- Remove the cover at the front of the truck.

- Remove the cap nut (1) and sealing ring (3).
- Slacken the locknut (5).
- Turn in the setscrew (4) as far as possible and
torque it to 10 Nm.
- Lock the setscrew with the locknut (5). Tighten
the nut to 25 Nm.
- Using a grease gun, apply about 4 shots of
grease through grease nipple (2) until the brake
is released.
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H01 / Chapter 1
Opening the hydraulic bypass valve:
- Open the bonnet.

- Loosen the 19 mm locknut (6) at the variable
pump.
- Loosen the 8 mm pin (7) by three turns with a
socket.
- Lock the setcrew with the locknut (6), torque to
40 Nm.
CAUTION
The truck can not be braked.
NOTE: After towing, return the grease nipple

and bypass valve to the initial position.

Section 2
2.9 DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULIC
MOTOR
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H01 / Chapter 1

Section 2
1 Planetary gear assembly

2 Allen screw
3 Drive shaft
4 Snap ring
5 Pressure plate
6 O-ring
7 Brake spring
8 Brake piston
9 O-ring
10 Brake discs
11 Swashplate with hydraulic motor assembly
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H01 / Chapter 1

Section 2
2.9.1 REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
Reduction gear assembly (planetary gear):
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H01 / Chapter 1
1 Wheel shaft 8 O-ring

2 Snap ring 9 Allen screw
3 Radial sealing ring 10 Retaining plate
4 Tapered roller bearing 11 Planetary carrier assembly
5 Spacer (bearing adjustment) 12 Internal gear
6 Gearbox 13 Allen screw
7 Slotted nut

Section 2
2.9.2 RENEWING THE RADIAL SEALING RING OF THE PLANETARY GEAR
Precondition:
- Wheel drive removed from AH 20 -01 axle.
Required special tools.
- Grooved nut key

- Drift
- Torque wrench up to 700 Nm.
REMOVAL
Remove the screw (1) and pull the planetary carrier (2) out
of the gearbox.
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H01 / Chapter 1
Heat the nut (3) (to loosen the Loctite).

Section 2
Remove the slotted nut with a grooved nut key (5) and T-
sliding handle socket wrench (4). (Hold the wheel shaft, eg
in a vice.)
Screw a drift (6) into the wheel shaft.
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H01 / Chapter 1
Drive the wheel shaft out of the gearbox by impacting the
drift on a hard surface.

Section 2
Removed wheel shaft
7 Gearbox
8 Wheel shaft
9 Bearing
10 Spacer (bearing adjustment)
Remove the radial sealing ring (11) from the casing.

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H01 / Chapter 1
ASSEMBLY
After cleaning all parts, carry out the assembly in the reverse order or disassembly. Secure the nut (3) and
screw (1) with Loctite 270.
Torque for nut (3): 650 + 50 Nm.

Section 2
2.9.3 REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
WITH SWASHPLATE
NOTE: For the following procedures you do not

have to remove the axle from the truck.
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H01 / Chapter 1
REMOVAL
Multiple disc brake
1 Snap ring
2 Disc (on brake springs)
3 Drive shaft
Draw the drive shaft (3) out of the brake discs.

Section 2
Prestress the disc (2) with threaded rods (4), bar (5) and
distance pins (6), pry out the snap ring (1) and take the disc
(2) out of the axle tube.
Take the brake springs (7) out of the brake piston (8).
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H01 / Chapter 1
Screw a M8 impact driver (9) into the brake piston (8) and
drive out the brake piston.

Section 2
Remove all discs (10) and take the two O-rings out of the
axle tube.
Brake removed
11 Brake piston
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H01 / Chapter 1
12 Springs
13 Brake discs
14 Disc
HYDRAULIC MOTOR WITH SWASHPLATE
Remove the fastening screws (15) (4 items).

Section 2
Screw the M8 impact driver (16) into the hydraulic motor

shaft (17) and pull out the swashplate along with the
hydraulic motor.
Hydraulic motor assembly

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H01 / Chapter 1
18 Cylinder block
19 Swashplate with disc carrier
20 Fastening screws
ASSEMBLY
After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts and
both O-rings.
Torque for screws (20) : 64 Nm.

Section 2
2.10 TRUCK DIAGNOSTICS AND TROUBLESHOOTING
As traction and speed are controlled electrically and hydraulically, the check is also divided into electric and
hydraulic tests.
For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulic
test case is required for the check of the hydraulic section.
2.10.1 ELECTRICAL SYSTEM DIAGNOSTICS
It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controller
can be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. The
selected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnostic
module). If a PC is used, additional information is displayed at the bottom of the PC screen. Furthermore,
the PC permits parameters to be stored and printed out on an attached printer.
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H01 / Chapter 1
WINDOW
DISPLAY
PC SCREEN LINDE DIAGNOSTIC MODULE

Section 2
2.10.1.1 WORKING WITH THE LINDE TEST MODULE
Conditions
- Traction wheels of truck off the ground

- Accelerator pedals in neutral position
- Brake pedal held in braking position
- Ignition switched off
Before using the Test Module, check if it is operational by pressing the EIN (ON) button. The following
information will be displayed:
--------------------
* Linde Test Modul * Software version and version date
* V2.27-P 10/96 St * of the module
* Terminal ready * Module is operational
* No data received * No data received
--------------------
Truck Diagnostic
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H01 / Chapter 1
Connector
LHC Diagnostic
Cable
Linde
Red LHC Electronics
Warning 4 Leads:
Lamp 2 x Power Supply Leads
2 x Signal Leads
Data in display
is updated
every ½ s
Wiring Loom

Section 2
NOTE: The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version is
installed. If no or the wrong information appears after the EIN (ON) button is depressed, replace
the batteries and check the Test Module.
- Connect the Test Module to the diagnostics connector of the controller.
NOTE: The connector, sealed with a cap, is fastened in a holding angle bracket on the control lever
console.
- Turn on the ignition; the red warning lamp will flash.
NOTE: If the red warning lamp is not flashing, check fuse 1F17 and the cable connection and power
supply from the controller to the diagnostics connector. Also check the adapter cable from the
connector to the Test Module.
If the connection is correct, window 1 will be displayed.

The other windows can be selected by pressing the appropriate buttons.
NOTE: After the ignition is turned on, the fault lamps 1H20 (up to 05/98, from 06/98 H2) will light steady.
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H01 / Chapter 1
(Lamp and cable connection self-test.)
The lamp will go off when the engine is running.
2.10.1.2 DIAGNOSTICS WITH A PC AND THE LINDE INTERFACE CONVERTER
System requirements for the PC or the notebook:
Operating system: MS-DOS 5.0 or higher must be installed

Microsoft Windows 3.10 or higher can be installed
Microsoft Windows 95 or higher can be installed
RAM storage
requirement: minimum 512 Kbytes for DOS operating system
minimum 4 Mbytes for Windows operating system
Hard disc storage

requirement: minimum: 1 Mbyte for DOS operating system
Monitor requirement: DOS operating system:

recommended: VGA resolution (640 x 480 pixel) monochrome
Windows operating system:

minimum: VGA resolution (640 x 480 pixel) monochrome
recommended: VGA resolution (640 x 480 pixel) colour

Section 2
2.10.1.2.1 LINDE INTERFACE CONVERTER
The Linde interface converter must be used to communicate between the PC and the appropriate LDC digital
controller. The digital controller has a 4-pin diagnostics connector which uses the ISO protocol for data
transfer. The serial interface of the PC uses the RS232 protocol. The interface converter converts signals
between the two protocols , thus permitting communication between the PC and digital controller and vice
versa.
The data transfer uses 9600 baud, 8 bit data, 1 stop bit and no parity. The interface converter is connected
between the 9 pole sub-D terminal of the serial interface of the PC and the 4 pole AMP-Saab connector to
the diagnostics connector on the digital controller. The second 6 pole AMP connector is used for connection
to other Linde vehicles (E 10, P 60) which are equipped with a Zapi control system. This latter system has
a serial electrical interface for data transfer.
The diagnostic software normally uses the serial interface COM1 of the PC. If this connector is already in
use, it is necessary to convert to the COM2 serial interface. This procedure is included in the installation
procedures.
The interface converter is delivered with the appropriate diagnostic software.

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H01 / Chapter 1
2.10.1.2.2 INSTALLATION OF THE DIAGNOSTIC SOFTWARE “TEST & SETUP”
The diagnostic software is available as a master program or as a service program. The master program
permits access to all truck parameters. The master program can only be ordered through the customer
service school. The service program permits access only to the service functions (fault storage, switching
conditions, etc.) and can be ordered from the Linde spare parts organisation.
Both software programs are available as a complete program or as an update program. When a complete
program has been installed on a computer, only an update program is required in the future.
The diagnostic software is delivered on 3.5 inch diskettes. The diagnostic software version is identified on
the diskette labels. In addition the following is noted; master or service program and if it is a complete program
or only an update program.
e.g. Software version: V1.3-P
The diagnostic software is available in German, English or French. The desired language must be selected
during the installation process.
The diagnostic software cannot be copied and can only be installed on an appropriate computer once.
Through installation on a computer, the user accepts the conditions of the software license. When a master
program is ordered, the updates are provided automatically. Updates for the service program can be ordered
from the Linde spare parts organisation.

Section 2
INSTALLATION INSTRUCTIONS FOR COMPLETE PROGRAM (MASTER AND SERVICE PROGRAMS)
- Go to the DOS operating system.

- Insert the diskette 1 into the disc drive.
- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.
- INSTALL <source disc drive>: <destination disc drive:> : <language> <serial interface>.
NOTE: The desired language is selected by typing a number after the destination disc drive letter;
1 = German, 2 = English, 3 = French. Furthermore, the correct serial interface must be selected;
1 = COM1, 2 = COM2.
- E.g. For an installation in German on serial interface COM1, type the following command; INSTALL A:
C: 1 1 and press ENTER.
- A directory named “lindiag.dos” will be created in the hard drive and the software on the diskette will now
be copied into the directory on the hard disc.
- Insert diskette 2 when prompted and press the RETURN key.
- Type DIAG and press ENTER. A window “TRUCK SELECTION” appears, on which the appropriate
diagnostic program can be selected.
- Press the cursor up é or down ê arrow to select the diagnostic program.
- To start the selected diagnostic program press ENTER.
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H01 / Chapter 1
INSTALLATION INSTRUCTIONS FOR UPDATE PROGRAM (MASTER AND SERVICE PROGRAMS)
NOTE: A software update can only be made when the computer already has a complete program.
- Go to the DOS operating system.

- Insert the diskette 1 into the disc drive.
- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.
- ENTER UPDATE <source disc drive>: <destination disc drive:> : <language> <serial interface>.
- E.g. For an installation in German on serial interface COM1, type the following command; UPDATE A:
C: 1 1 and press ENTER.
- Insert diskette 2 when prompted and press the RETURN key.
2.10.1.2.3 SELECTING THE LINDE PROGRAM
- Go to the DOS operating system (root directory c:\).

- Enter cd lindiag.dos.
- Open the window by typing DIAG and press ENTER.
- A window appears with the appropriate programs.
- Press the cursor up é or down ê arrow to select the program.

Section 2
2.10.1.2.4 STARTING THE DIAGNOSTIC PROGRAM “TEST & SETUP”
- Press the cursor up é or down ê arrow to place the arrow beside the fork truck model 350. Starting
with software version 1.5-P, select the LHC controller.
- The selected model (controller type) is identified with the arrow.
- Press the ENTER key.
- The Linde diagnostic program starts.
SELECTION WINDOW UP TO SOFTWARE VERSION 1.4
Linde AG Equipment Program Selection Test&Setup
Series 335 E 14/16/16C/18/20

Series 336 E 20/25/30
-> Series 350 H 12/16/18
============================
Series 144 T20S/T20R
Series 149 N20
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Series 360 T 16/18/20

Series 379 L 10/12
Series 126 P60Z
Combined Instrument
============================
Change configuration
End program (return to DOS)
Select equipment program with cursor up or down key
SELECTION WINDOW FROM SOFTWARE VERSION 1.5

Section 2
2.10.1.3 LINDE DIAGNOSTIC PROGRAM
Depending on the installed diagnostic program (master program or service program), different window
menus can be displayed. The service program permits the same menus as in the Linde diagnostic module
to be displayed. The Master program (identified by M) permits additional menus to be displayed. Information
on the diagnostic program installed on the computer is displayed at the bottom of the computer window.
After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the main
window appears on the computer monitor.
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Serial Interface Interface converter Access to Window Menu Help text

status Program
The main window can be divided into an upper window and a lower window area. The upper window displays
the window menu, which is identical to the menu on the diagnostic module.
The lower window displays text which is different for every window. This text contains clarifying information.
SERIAL INTERFACE
This symbol displays the active serial interface (COM1 or COM2).

Section 2
INTERFACE CONVERTER STATUS
This symbol, two connectors, appears to the right of the serial interface symbol at the bottom of the computer
window. When the interface converter is correctly installed and correctly operating, the two plugs are together
and green in colour. If the two connectors are open and red in colour, a problem exists with the data transfer
(false COM serial interface, the interface converter is incorrectly installed or the key switch is not turned on).
ACCESS TO PROGRAM
Key symbol Service program

Open lock symbol Master program (menu windows M can be displayed)
The diagnostic program works with menu windows. Each window shows different information about the truck.
The windows are called up by simply entering the window number, e.g. 1. When calling up a window with
two digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to another
window, enter the new window number. Depending on the software version for the controller, the following
windows can be displayed.
Window 1: Information on software version and truck type

M Window 11: Information on truck type code in the cable loom
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M Window 12: Comparison of master and safety processor codes

Window 2: Current fault messages
Window 3: Stored fault messages
Window 31: Clearing fault messages in window 3 (up to including version 1.3)
Window 32: Stored fault messages (up to including version 1.3)
M Window 33: Clearing window 32 (up to including version 1.3)
Window 4: Inputs
M Window 41: Switch signals of both processors
Window 5: Outputs
M Window 51: Additional information on outputs
Window 6: Analogue values
M Window 61: Analogue values (master and safety processor) - potentiometer
M Window 62: Analogue values (master and safety processor) - potentiometer and pump
control solenoids.
Window 7: Setting truck speed and specified RPM
Window 71: Resetting parameters to standard factory settings
M Window 72: Seat switch
M Window 73: Resetting parameters of window 72 to standard factory settings
M Window 74: Maximum speed
M Window 75: Setting of initial inverse current and final pump current
M Window 76: Resetting parameters of window 75 to standard factory settings
Window 8: Zero adjustment of potentiometer (teach-in)

Section 2
2.10.1.3.1 HELP FUNCTION
When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining the
meaning of the individual keys. Keys PgUp é and PgDn ê serve to scroll the help text. The text is selected
by using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining the
respective window appears.
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Scroll bar

Section 2
The following table provides a summary of important keys on the Linde diagnostic module and PC.
FUNCTIONS OF THE KEYS
Module Key PC Key Function
+ (Plus) Cursor é up Increase value

- (Minus) Cursor ê down Decrease value
New data Tab bar Save data
Enter Enter (Return) End of input
CE Backspace or Del Correct or delete input
PgUp é Help function window: scroll up
PgDn ê Help function window: scroll down
Home Help function window: go to text beginning
End Help function window: go to text end
F1 Call up help function window
F2 Store the active parameter
F3 Call up the last stored parameter
F4 On/Off: combined instrument, diagnostic mode
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F5 Long distance diagnostics: dial telephone number via modem

(tone dial mode) and make the connection
Long distance diagnostics: break the telephone connection
Shift F5 Long distance diagnostics: dial telephone number via modem
Same as F5 except use pulse dial mode
Long distance diagnostics: break the telephone connection
F9 Print the status and the parameter window displayed on the computer
monitor
ESC Break off (escape) a store, call up or print procedure
ALT x or ALT F4 End the program

Section 2
ERROR HANDLING
An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). In
this way, brief and non-critical error events due to signal noise or delays in the sensing elements are not taken
into consideration.
If an error is detected by the processor, the following occurs:
- The fault warning lamp flashes.

- Interventions are controlled by the microprocessor depending on the seriousness of the errors: truck
deceleration, RPM limitation, solenoids de-energised, etc.
- An error number describing the fault is stored in a non-volatile store (EEPROM).
- The error number can be read in the windows <2> and <3> of the diagnostic unit.
A troubleshooting with the diagnostic unit is possible at any time subsequently. The error number, stored
in the EEPROM when the fault occurred, can be displayed by selecting window <3> of the diagnostic unit.
In this way it is afterwards possible to identify unstable, sporadic or non-reproducible errors.
TEST CONDITION
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The battery voltage should be at least 11.3 V.
Before starting work on the LHC diagnostic program, identify the software version (shown in window 1).
Software version
(main processor)
Depending on the software version, select the diagnostics description as follows:
from 1.1 to 1.3 Section 2.10.1.3.2

from 1.4 and 1.5 Section 2.10.1.3.4
ab 1.6 Section 2.10.1.3.6
NOTE: The first step in the diagnosis should be to perform a calibration of the traction potentiometer
in window 8 of the respective software version.
All of the values given in the windows in the document are examples only.

Section 2
VERSION 1.1 - 1.3 Service Training 02.01 Page 41
2.10.1.3.2 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.1 - 1.3

8
71+
72+
7+
73
ð ð ð
6+
61
ð
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5+
51
ð
4+
41
ð
31+
32+
ð ð ð
3+
33
2
Service
Master
11+
ð ð
1+
12

Section 2
VERSION 1.1 - 1.3

2.10.1.3.3 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.1 - 1.3
WINDOW 1 INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE

ALL SOFTWARE VERSIONS
This window displays general information on the truck as detected by the Test Module.
1st line: Controller designation

2nd line: Software version of both processors
3rd line: Designation of diagnostic program
4th line: Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s), series/special truck
NOTE: If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.
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WINDOW 11 (MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE
LOOM
CTrk Truck series code

1100 BR 350 H18, H20
0110 BR 351 H20, H25
1001 BR 351 H30, H35
0011 BR 352 H40
CEng Engine type code

01 Diesel
10 LPG
CPed: Pedal type code

0 2 pedals
1 1 pedal

Section 2
CSpl Equipment code

01 Special truck
10 Series truck
WINDOW 12 (MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR

CODES
The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
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Y is the code read by the safety processor

In trouble-free operation X always equals Y, with both processors reading the same code.
CTrk XY XY
11 11 BR 350
00 11 BR 351 H20, H25
11 00 BR 351 H30, H35
00 00 BR 352
CEng XY
00 Diesel
11 LPG
CPed XY
00 Two-pedal
11 Single-pedal
CSpl XY
00 Special truck
11 Series truck

Section 2
VERSION 1.1 - 1.3

WINDOW 2 CURRENT STATUS MESSAGES AND FAULT MESSAGES
This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.
Example: (31) = Potentiometers 1 and 2 are incompatible
Example: 1 = Brake switch 1 operated
In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
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and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.
The fault codes have the following meaning:
Status messages:
If none of the following status messages are shown in window 2, the

truck is operational if no other fault has been detected in the truck.
1 Brake pedal switch 1S5 operated (brake pedal is partially depressed)

2 Brake pedal switch S14 operated (brake pedal is depressed)
3 Brake pedal not yet depressed after turning on the ignition
4 Seat switch not operated

Section 2
Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W Warning lamp flashing

K Truck drives at creep speed
B Truck brakes to a standstill or remains stationary if not yet moving
R Current only achieves start of pump control
E All power stages without power
L Engine goes to low idling speed
F Release magnet de-energised, truck braking with brake jets (restrictors)
S Safety relay in the controller de-energised, all power stages without power
Truck responses
19 No calibration new LHC controller in truck

not yet calibrated
20 Invalid truck code maybe cable loom WELFS
21 Invalid engine type code maybe cable loom WELFS
22 Invalid series code maybe cable loom WELFS
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23 Invalid series/special truck code maybe cable loom WELFS

31 Both pot signals do not match,
and neither is 0 V incompatible WBL
32 UPot1 too low or too high out of range WBL
33 UPot2 too low or too high out of range WBL
34 Both pot signals at 0 V too low
35 Inadmissible pedal code and not all inputs are open WBL
36 Inadmissible pedal code and all inputs are open
37 Both inputs of the brake microswitch
have the same status same status WB
38 Brake switch S14 switching before 1S5 WB
39 Both inputs of the seat microswitch
have the same status same status WBL
41 10 V power supply is too low (< 8 V) whereas
battery voltage is too high (> 11 V)
43 Power stage supply interrupted
(eg fuse blown, relay oxidized)
44 Power supply can not be cut out by relay
(relay sticking, final relay stage leaky)
45 Release power stage not conducting or
output shorted against (-) unequal WB
46 Release power stage fused or
output shorted against (-)
47 Release magnet resistance too high
51 Engine control element resistance too low or
power stage leaky too high WELFS
52 Engine control element resistance too high or
power stage defective or magnet shorted against (-) WELFS
53 Pump control element V resistance too low or

Section 2
VERSION 1.1 - 1.3

54 Pump control element V resistance too high or
55 Pump control element R resistance too low or
56 Pump control element R resistance too high or
57 Gas shutoff valve resistance too low or
power stage leaky (LP-gas only) too high
58 Gas shutoff valve resistance too high or
power stage defective or magnet shorted against (-)
(LP-gas only)
59 Release valve: drive and feedback (status) unequal WB
61 Speed signal too high W
62 Jump of RPM signal from over 800 rpm
to 0 rpm (cable broken)
65 Tilt pressure signal 1S1 6 bar with engine stationary W
66 Lift pressure signal 1S2 14 bar with engine stationary W
67 Signal 1S2 no signal 1S1 (14 bar without 6 bar) W
Master processor: monitoring of safety processor:
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71 Safety processor not releasing WELFS
72 Pot signals both processors incompatible W
73 Pot 1B2.1 out of range W
74 Input signals of both processors incompatible W
75 Serial data transfer inactive W
Safety processor: self-monitoring:
80 Invalid series code maybe cable loom FS

81 Invalid 1-/2-pedal code maybe cable loom FS
82 Accelerator pedal: signal 1B2.1 out of range FS
83 Built-in test detected release valve not OK FS
84 Built-in test detected safety relay not OK FS
85 Pump forward and reverse current simultaneously FS
86 Pump forward current with specified value of pot = 0 FS
87 Pump reverse current with specified value of pot = 0 FS
88 Pump forward current too high FS
89 Pump reverse current too high FS
90 Stimuli for Bosch test not OK FS
91 Stimuli for Linde test not OK FS
99 Internal fault in safety processor FS

Section 2
WINDOW 3 STORED FAULT MESSAGES
Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
Fault number
Fault frequency

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Fault messages:
The following reactions can occur on the truck with individual faults:

K Truck driving at creep speed
B Truck brakes to a full stop or remains stationary when not moving
R Current achieves only start of pump control
E All power stages are without power
L engine goes to low idling speed
Reactions on the truck

23 Invalid Series/special truck code maybe cable loom WELFS
31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL
32 Accelerator pedal: signal from pot 1B2.1 out of range WBL
34 Accelerator pedal: pot supply voltage too low
35 1-/2-pedal: invalid combination of direction signals WBL

Section 2
VERSION 1.1 - 1.3

37 Brake switch 1S5 breaker/maker same status WB
39 Seat switch 1S8 breaker/maker same status WBL
43 Safety relay: drive/feedback unequal
45 Release valve: drive and feedback unequal WB
51 Engine magnet: current too high WELFS
52 Engine magnet: open circuit WELFS
53 Magnet for pump forward 1Y2: current too high WELFS
54 Magnet for pump forward 1Y2: open circuit WELFS
55 Magnet for pump reverse 1Y3: current too high WELFS
56 Magnet for pump reverse 1Y3: open circuit WELFS
57 Magnet for working hydraulics: current too high
58 Magnet for working hydraulics: open circuit
61 RPM signal too high W
67 Signal 1S2 without signal 1S1 (14 bar without 6 bar) W
Master processor: monitoring of safety processor:
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72 Potentiometer signals of both processors incompatible W
Safety processor: self monitoring:

86 Pump forward current with pot setting = 0 FS
87 Pump reverse current with pot setting = 0 FS

Section 2
WINDOW 31 CLEARING THE FAULT MESSAGES IN WINDOW 3
With the CE key it is possible to clear the faults shown in window 3; at the same time a slash "/" appears
in window 32 behind the last fault after clearing.
This slash means: The service engineer has read the faults stored in memory in window 3 and then cleared
the memory.

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In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer
Fault number and frequency of occurrence after acknowledgement
If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The fault
occurred again twice subsequently.

Section 2
VERSION 1.1 - 1.3

Fault messages:
The following truck responses can occur with individual faults:

Reactions on the truck

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23 Invalid series/special truck code maybe cable loom WELFS
31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL
34 Accelerator pedal: pot supply voltage too low
35 1-/2-pedal: inadm. combination of direction signals WBL
37 Brake switch 1S5 breaker/maker same status WB
39 Seat switch 1S8 breaker/maker same status WBL
43 Safety relay: drive/feedback unequal
45 Release valve: drive and feedback unequal WB
51 Engine magnet: current too high WELFS
52 Engine magnet: open circuit WELFS
53 Magnet for pump forward 1Y2: current too high WELFS
54 Magnet for pump forward 1Y2: open circuit WELFS
55 Magnet for pump reverse 1Y3: current too high WELFS
56 Magnet for pump reverse 1Y3: open circuit WELFS
57 Working hydraulics magnet: current too high
58 Working hydraulics magnet: open circuit
61 Speed signal too high W
67 Signal 1S2 without signal 1S1 (14 bar without 6 bar) W

Section 2
Master processor: monitoring of safety processors:

72 Potentiometer signals of both processors incompatible W
Safety processor: self monitoring:

86 Pump forward current with pot setting = 0 FS
87 Pump reverse current with pot setting = 0 FS
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WINDOW 33 (MASTER VERSION) CLEARING WINDOW 32
The faults displayed in window 32 can be cleared with the CE key.

Section 2
VERSION 1.1 - 1.3

WINDOW 4 INPUTS
The switch input signals are displayed in window 4.

The switches are numbered and carry the same designation as in the current path diagram. The status of
single switches is indicated behind the switch number; for selective switches the status of both channels is
displayed.
Switches Switching states
Seat switch
Brake pedal switch 1 Pressure switch 6 bar
Directional switch Auxiliary hydraulics
Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
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0: contact open
1: contact closed
1S5 Brake pedal 01: < half operated

10: > half operated
S14 Brake pedal 1: not fully operated

0: fully operated
1S25 Travel direction 010/1: 1-pedal at zero position

100/1: 1-pedal forward
001/1: 1-pedal reverse
111/0: 2-pedal
NOTE: The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.
1S8 Seat switch 11: not connected (cable connected)

01: not operated
10: operated
00: not connected (cable open)
1S1 Tilt pressure 0: < 6 bar

1: > 6 bar

Section 2
1S2 Lift pressure 0: < 14 bar

1: > 14 bar
1S3 Aux. hydraulics 0: not operated or not connected

1: operated
WINDOW 41 (MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS

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0: contact open
1: contact closed
The signals are displayed in pairs (XY) with following declaration:

X is the switch signal read by the master processor
Y is the signal of the same switch read by the safety processor
During faultless operation X always equals Y, with both processors seeing the same status of a switch.
1S8 Seat switch XY XY

00 11 not operated
11 00 operated
00 00 possibly not present
1S25 Travel direction XY XY XY

00 00 / 11: 1-pedal at zero position
11 00 / 11: 1-pedal forward
00 11 / 11: 1-pedal reverse
11 11 / 00: 2-pedal

Section 2
VERSION 1.1 - 1.3

WINDOW 5 OUTPUT SIGNALS
Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.
Fault lamps
Safety relay in electronic controller Stop light
Release valve Flashing light during reversing
Fuel shutoff valve Reversing light
REPRESENTATION OF SWITCHING STATES
0 means not driven

1 means driven
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1K1 Safety relay in electronic controller
1K1:1 appears after the ignition is turned on.
1Y4 Release valve
Depress the accelerator pedal with the engine running and the brake released. Output 1Y4:1 will be
displayed.
1Y5 Fuel shutoff valve
During the starting procedure the output changes from 1Y5:0 to 1Y5:1.
1H20 Fault lamps
With the ignition on, lamps on: 1H20:1

With the engine running, lamps off: 1H20:0
With malfunction, lamps flashing: alternately 1H20:0/1
5K10 Stop light
5K10:0 Stop light off

5K10:1 Stop light on

Section 2
5K11 Flashing light during reversing
5K11:0 Flashing light off

5K11:0/1 Flashing light on alternately
5K12 Reversing light
5K12:0 Light off

5K12:1 Light on
NOTE: Optional equipment can be connected via outputs 5K10, 11, and 12.
WINDOW 51 (MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS

350 804 4701.0201
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0: output off
1: output on
1K1 Safety relay XYZ

1Y4 Release valve XYZ
Power stage feedback to safety processor

Control signal from safety processor
Control signal from master processor
5K*s Status of lamp power stage
to *
For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputs
mentioned above jointly. Depending upon the type of equipment on the truck, a different number of
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicated
simultaneously.

Section 2
VERSION 1.1 - 1.3

1Y4s Status of release valve power stage
1Y5s Status of gas shutoff valve
NOTE: For 1Y5s status has the following meaning:
Input Status Output
Normal function 0 1 0
1 1 1
Open load 1 0 1
Overtemperature 1 0 1
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Section 2
WINDOW 6 ANALOGUE SIGNALS
Window 6 displays the analogue values for the travel and RPM control.
Engine RPM
Supply voltage Current for engine operating magnet
Pot 1 value Pump forward current
Pot 2 value Pump reverse current
TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VS - V1C AND V2C
- Accelerator pedal in neutral position

- Brake pedal released
- Ignition on
350 804 4701.0201
- Battery voltage > 11.3 V

H01 / Chapter 1
vs Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500 -
10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.
v1c Corrected value of potentiometer 1 (1B2.1)
After the zero adjustment of potentiometer 1B2 (see window 8), the following values are shown under
v1c:
Accelerator pedals released: 4950 - 5050

Accelerator pedals max. forward: 8450 - 8550
Accelerator pedals max. reverse: 1450 - 1550
NOTE: Set the maximum forward and reverse values with the appropriate pedal screw.
v2c Corrected value of potentiometer 2 (1B2.2)
The following values must be shown for v2c
Zero position of pedals v2c = v1c ± 600 mV (read u1c in window 8)
NOTE: Replace potentiometer 1B2 if the values for v2c are out of range.

Section 2
VERSION 1.1 - 1.3

TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1 (OPERATING MAGNET)
- Accelerator pedals released

- Brake pedal depressed
- Engine idling
nB1 Engine RPM
Low idling speed: 970 - 1030 rpm

Maximum RPM with
accelerator fully depressed: 2250 - 2350 rpm
iY1 Current of engine operating magnet
Depending on the position of the accelerator pedals and engine load: imax = 1800 mA
NOTE: The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.
350 804 4701.0201

H01 / Chapter 1
iY2 Pump forward current
Depress forward pedal

until traction wheels
start rotating i = 440 - 460 mA
Depress forward
pedal fully i = max 1180 mA
iY3 Pump reverse current
Depress reverse pedal

Depress reverse
NOTE: If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.

Section 2
WINDOW 61 (MASTER VERSION) ANALOGUE VALUES (MASTER AND SAFETY

PROCESSOR)
The analogue readings shown here have the following meaning:
vs: Pot power supply read by 2nd processor
v1: Pot 1B2.1 read by 1st processor
iY1: Pump forward current read by 1st processor
iY2: Pump reverse current read by 1st processor

350 804 4701.0201
H01 / Chapter 1
The analogue readings of both processors must correspond as much as possible.

Section 2
VERSION 1.1 - 1.3

WINDOW 7 SETTING TRUCK SPEED AND SPECIFIED RPM
This window displays the parameters specified by the controller. These parameters can be modified up to
certain limits.
Maximum speed in km/h Tilting RPM, switch 6 bar

Engine RPM Lifting RPM, switch 14 bar
swashplate angle in % Auxiliary hydraulics RPM
(option)
HOW TO CHANGE THE PARAMETERS
- Press the ENTER button.

- The cursor will appear and jump to the first parameter.
- The value can be changed within limits using the “+” and “-” buttons.
- The modification is stored instantly and is in effect.
350 804 4701.0201

H01 / Chapter 1
- Go to the next parameter by pressing ENTER again.
- The entry of parameters can be ended by selecting a different window number.
NOTE: Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.
WINDOW 71 RESETTING PARAMETERS TO STANDARD FACTORY SETTINGS
Pressing 71 (7 and 1) quickly displays window 71 (sub-window of 7).
In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.

Section 2
WINDOW 72 (MASTER VERSION) SEAT SWITCH AND MAXIMUM PUMP CURRENT
t1S8 Specified time after which the seat switch function becomes active
iY2x Maximum current for the pump forward control magnet (standard 1180 mA)
iY3x Maximum current for the pump reverse control magnet (standard 1180 mA)
WINDOW 73 (MASTER VERSION) RESETTING PARAMETERS IN WINDOW 72 TO STANDARD

350 804 4701.0201
H01 / Chapter 1
FACTORY SETTINGS
The parameters are reset by pressing the <CE> key.
WINDOW 8 ABGLEICH DES FAHRPOTENTIOMETERS
u1d: Potentiometeristwert in mV (approx. 5000 ± 10 %), abgleichbar as longs as "OK" is displayed
For the calibration of the traction potentiometer, the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.

Section 2
VERSION 1.4 AND 1.5

2.10.1.3.4 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.4 AND 1.5
8
71+
74+
72+
73+
75+
7+
76
ð ð ð ð ð ð
6+
61
62
ð ð
350 804 4701.0201

H01 / Chapter 1
5+
51
ð
4+
41
ð
31+
ð ð
3+
32
2
Service
Master
11+
ð ð
1+
12

Section 2
VERSION 1.4 AND 1.5 Service Training 02.01 Page 63
2.10.1.3.5 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.4 AND 1.5

1/2 pedal(s), series/special truck
NOTE: If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.
350 804 4701.0201
H01 / Chapter 1

LOOM

1100 BR 350 H18, H20
0110 BR 351 H20, H25
1001 BR 351 H30, H35
0011 BR 352 H40

01 Diesel
10 LPG

0 2 pedals
1 1 pedal

Section 2
VERSION 1.4 AND 1.5

CSpl Equipment code
01 Special truck
10 Series truck

CODES
350 804 4701.0201

H01 / Chapter 1
CTrk XY XY
11 11 BR 350
00 11 BR 351 H20, H25
11 00 BR 351 H30, H35
00 00 BR 352
CEng XY
00 Diesel
11 LPG
CPed XY
00 Two-pedal
11 Single-pedal
CSpl XY
00 Special truck
11 Series truck

Section 2
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.
Example: (31) = Potentiometers 1 and 2 are incompatible
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
350 804 4701.0201
H01 / Chapter 1
and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
Status messages:



Section 2
VERSION 1.4 AND 1.5

Fault messages:

Test conditions:
Battery min. 11.3 V

Potentiometer calibration --> window 8
NOTE: If no calibration is possible, there may be a problem with the pedal mechanism in addition to
350 804 4701.0201

H01 / Chapter 1
a defective potentiometer.
Error number
19 Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W – E – L – F – S
20 Invalid truck encoding

No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
21 Invalid engine type encoding

The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W – E – L – F - S
22 Invalid series encoding

A wrong series was identified (e. g. 351 instead of 350)
the LHC module.

Section 2
23 Invalid series / special version encoding

A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
the LHC module.
26 Pressure sensor signal too high, and in particular over 9.5 V

The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W
27 Pressure switch and pressure sensor signals are both active

The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W
28 Pressure switch active although engine speed is zero

A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
350 804 4701.0201
H01 / Chapter 1
Possible cause: pressure sensor defective, cable loom

Truck responses: W
31 The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32 The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W – B – L
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
34 Both potentiometers 1B2.1 and 1B2.2 at 0 Volt

The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom

Section 2
VERSION 1.4 AND 1.5

35 Travel direction signal encoding is not OK
The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
36 Signal from travel direction switch

A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
37 Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W – B
38 Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
350 804 4701.0201

H01 / Chapter 1
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
39 Seat switch breaker and maker have the same signal

The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
41 vs is under 8 Volt although vr is over 11 Volt

Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
43 Controller without power

The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
44 Safety relay in the controller can no longer be switched off

Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.

Section 2
Possible cause: K1 relay in the LHC module is oxidized, sticking

45 Release valve can no longer be activated

Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
46 Release valve can no longer be deactivated

Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently “+”
47 Current of release valve is too low

Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
350 804 4701.0201
H01 / Chapter 1
51 Current of solenoid for IC engine is too high

The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A --
> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
52 Current of solenoid for IC engine is too low

The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
53 Current for pump forward solenoid is too high

Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
54 Current for pump forwards solenoid is too low

The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
55 Current for pump reverse solenoid is too high

The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W – E – L – F –S

Section 2
VERSION 1.4 AND 1.5

56 Current for pump reverse solenoid is too low
--> window 6
defective
57 Current for gas shutoff valve is too high

The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W
58 Current for gas shutoff valve is too low

The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W
59 Status of release valve

The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
350 804 4701.0201

H01 / Chapter 1
61 Engine speed too high

This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W
62 Sudden change in RPM signal from over 800 to 0 rpm

The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W
65 Tilt pressure signal of 6 bar without RPM

The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66 Lift pressure signal of 14 bar without RPM

The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

Section 2
67 Lift and tilt signals incompatible (14 bar before 6 bar)

The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W
70 - 79 Mutual monitoring of both processors

The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
80 - 99 Safety processor error messages

The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
NOTE: If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
350 804 4701.0201
H01 / Chapter 1
NOTE: If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK

- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

Section 2
VERSION 1.4 AND 1.5

In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.
Fault number
Fault frequency
350 804 4701.0201

H01 / Chapter 1
Fault messages:

Test conditions:
Battery min. 11.3 V


Section 2
Error number
19 Not calibrated

the LHC module.

LHC module.
350 804 4701.0201
H01 / Chapter 1

the LHC module.

the LHC module.

--> window 61
Truck responses: W

Truck responses: W

Truck responses: W

Section 2
VERSION 1.4 AND 1.5

could be defective.

350 804 4701.0201

H01 / Chapter 1
--> Window 4)


Section 2



negative terminals.

350 804 4701.0201
H01 / Chapter 1


defective

--> window 5


> window 6

Section 2
VERSION 1.4 AND 1.5



--> Window 6
defective

350 804 4701.0201

H01 / Chapter 1
--> window 6
defective

Truck response: W

in the solenoid
Truck response: W


Truck response: W

Section 2

ignition key.
connection
Truck response: W

--> window 4

Truck response: W

350 804 4701.0201
H01 / Chapter 1
Truck responses: W




Section 2
VERSION 1.4 AND 1.5

WINDOW 31 STORED ERRORS
Fault number
Fault frequency
350 804 4701.0201

H01 / Chapter 1
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The
fault occurred again twice subsequently.
Fault messages:

Test conditions:
Battery min. 11.3 V


Section 2
Error number
19 Not calibrated

the LHC module.

LHC module.
350 804 4701.0201
H01 / Chapter 1

the LHC module.

the LHC module.

--> window 61
Truck responses: W

Truck responses: W

Truck responses: W

Section 2
VERSION 1.4 AND 1.5

could be defective.

350 804 4701.0201

H01 / Chapter 1
--> Window 4)


Section 2



negative terminals.

350 804 4701.0201
H01 / Chapter 1


defective

--> window 5


> window 6

Section 2
VERSION 1.4 AND 1.5



--> Window 6
defective

350 804 4701.0201

H01 / Chapter 1
--> window 6
defective

Truck response: W

in the solenoid
Truck response: W


Truck response: W

Section 2

ignition key.
connection
Truck response: W

--> window 4

Truck response: W

350 804 4701.0201
H01 / Chapter 1
Truck responses: W




Section 2
VERSION 1.4 AND 1.5

The errors indicated in window 31 can be cleared with the “CE“ key.
350 804 4701.0201

H01 / Chapter 1

Section 2
WINDOW 4 INPUTS

The switches are numbered and carry the same designation as in the current path diagram. The status
of single switches is indicated behind the switch number; for selective switches the status of both channels
is displayed.
Seat switch
350 804 4701.0201
H01 / Chapter 1
0: contact open
1: contact closed

10: > half operated

0: fully operated

111/0: 2-pedal
for double-pedal.

01: not operated
10: operated

1: > 6 bar

Section 2
VERSION 1.4 AND 1.5

1: > 14 bar

1: operated
WINDOW 41 (MASTER FUNCTION) SWITCH SIGNALS OF BOTH PROCESSORS
350 804 4701.0201

H01 / Chapter 1
0: contact open
1: contact closed


00 11 not operated
11 00 operated

11 11 / 00: 2-pedal

Section 2
Fault lamps
0 means not driven

1 means driven
350 804 4701.0201
H01 / Chapter 1
1Y4 Release valve
displayed.
NOTE: Function not supported by version 1.4.
1H20 Fault lamps

5K10 Stop light


Section 2
VERSION 1.4 AND 1.5


5K12:0 Light off

5K12:1 Light on
NOTE: Optional equipment can be connected via outputs 5K10, 11 and 12.
350 804 4701.0201

H01 / Chapter 1
0: output off
1: output on


to *
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is
indicated simultaneously.

Section 2
1Y5s Status of gas shutoff valve
NOTE: For 1Y5s status has the following meaning:
Input Status Output
Normal function 0 1 0
1 1 1
Open load 1 0 1
Overtemperature 1 0 1
350 804 4701.0201
H01 / Chapter 1

Section 2
VERSION 1.4 AND 1.5

Voltage behind relay contact K1 Engine RPM

in the LHC module Current for engine operating magnet
Power supply Pump forward current
Potentiometer actual Pump reverse current
value in %
TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS

- Ignition on
350 804 4701.0201

H01 / Chapter 1
vr: Voltage behind relay contact K1 in the LHC module
The voltage should be approx. battery voltage.
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
p1: Potentiometer actual value in %
After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained
for maximum forward and reverse pedal stroke.
NOTE: The maximum values for forward and reverse should be set with the respective pedal
stop screws.

Section 2
TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)

- Engine idling
nB1 Engine RPM

Maximum RPM with
parameters.
350 804 4701.0201
H01 / Chapter 1

Depress forward

Depress reverse

Section 2
VERSION 1.4 AND 1.5

WINDOW 61 (MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS
vs: Potentiometer supply voltage ± 200 mV
v1: Potentiometer voltage 1B2.1 in mV (physical)
p1: Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))
v1 + v2: Potentiometer voltage 1B2.1 and 1B2

(desired value 9 - 11 V) with a supply of 10 V
350 804 4701.0201

H01 / Chapter 1

Potentiometer voltage 1B2.1 in mV (at processor)
iY2: Desired current for pump valve forwards

Desired current for pump valve forwards (at processor)
iY3: Desired current for pump valve reverse

Desired current for pump valve reverse (at processor)

Section 2
This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.

(option)

350 804 4701.0201
H01 / Chapter 1

depressed.

Section 2
VERSION 1.4 AND 1.5

WINDOW 72 (MASTER VERSION) SEAT SWITCH AND ACCELERATION
accl Deceleration is adjustable from 90 to 120 (in steps of 10)
toff Truck shutdown after XX seconds (10 - 500, in steps of 10)
tbrk Truck brakes after XX seconds (1 - 20, in steps of 1)
NOTE: To use these functions, a seat switch must be installed. If "toff:--“ or "tbrk:--“ is displayed, the
respective function is not activated.
350 804 4701.0201

H01 / Chapter 1
WINDOW 73 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO
STANDARD FACTORY SETTINGS

Section 2
WINDOW 74 (MASTER VERSION) MAXIMUM TRUCK SPEED
vlim: Indication of the factory-set maximum truck speed. Can not be modified!
WINDOW 75 (MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND
FINAL VALUES)
350 804 4701.0201
H01 / Chapter 1
iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

Section 2
VERSION 1.4 AND 1.5

WINDOW 76 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO
STANDARD FACTORY SETTING
WINDOW 8 ADJUSTMENT OF TRACTION POTENTIOMETER
350 804 4701.0201

H01 / Chapter 1
v1: Potentiometer voltage 1B2.1 (physical)
p1: Potentiometer actual value in %, adjustable as long as "OK" is displayed
For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition

Section 2
VERSION 1.6 Service Training 02.01 Page 97
2.10.1.3.6 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.6

8
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72+
73+
75+
7+
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62
ð ð
350 804 4701.0201
H01 / Chapter 1
5+
51
ð
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ð
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ð ð
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Service
Master
11+
ð ð
1+
12

Section 2
VERSION 1.6
2.10.1.3.7 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.6

1/2 pedal(s)
NOTE: If the information displayed in the window does not correspond to the truck version, there is
a fault in the wiring or the electronic controller.
350 804 4701.0201

H01 / Chapter 1
LOOM
The first line displays a 12-digit number, the so-called compiler

number of the software version.

0110 BR 350 H12, H16, H18, H20
1001 BR 351 H30, H35
0011 BR 352 H40

01 Diesel
10 LPG

0 2 pedals
1 1 pedal

Section 2
CSpl Equipment code

01 Special truck -> not displayed on all trucks or not supported
10 Series truck

CODES
350 804 4701.0201
H01 / Chapter 1

CTrk XY XY
11 11 BR 350
00 11 BR 351 H20, H25
11 00 BR 351 H30, H35
00 00 BR 352
CEng XY
00 Diesel
11 LPG
CPed XY
00 Two-pedal
11 Single-pedal
CSpl XY
00 Special truck -> not displayed on all trucks or not supported
11 Series truck

Section 2
VERSION 1.6
The current truck status messages are displayed as a single-digit number, the fault message as a two-
digit number.
Example: (19) = not calibrated
detected, i.e. not calibrated. When the brake pedal is released, the numbers 1 and 2 will disappear,
350 804 4701.0201

H01 / Chapter 1
whereas the fault number 19 will still be displayed. The engine can be therefore be started, but the truck
will not move off if an accelerator pedal is operated.
Status messages:



Section 2
Fault messages:

Test conditions:
Battery min. 11.3 V

350 804 4701.0201
H01 / Chapter 1
Error number
19 Not calibrated

the LHC module.

LHC module.

the LHC module.

Section 2
VERSION 1.6
the LHC module.

--> window 61
Truck responses: W

Truck responses: W

350 804 4701.0201

H01 / Chapter 1
Truck responses: W
could be defective.


Section 2

--> Window 4)

350 804 4701.0201
H01 / Chapter 1




negative terminals.


Section 2
VERSION 1.6
defective

--> window 5


> window 6
350 804 4701.0201

H01 / Chapter 1



--> Window 6
defective


Section 2

--> window 6
defective

Truck response: W

in the solenoid
Truck response: W

350 804 4701.0201
H01 / Chapter 1

Truck response: W

ignition key.
connection
Truck response: W

--> window 4

Truck response: W

Section 2
VERSION 1.6
Truck responses: W


350 804 4701.0201

H01 / Chapter 1


Section 2
WINDOW 3 STORED FAULT MESSAGES (DISPLAY AND DELETE FUNCTION)
In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.
Fault number
Fault frequency
350 804 4701.0201
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Fault messages:

Test conditions:
Battery min. 11.3 V


Section 2
VERSION 1.6
Error number
19 Not calibrated

the LHC module.

LHC module.
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H01 / Chapter 1
the LHC module.

the LHC module.

--> window 61
Truck responses: W

Truck responses: W

Truck responses: W

Section 2
could be defective.

350 804 4701.0201
H01 / Chapter 1

--> Window 4)


Section 2
VERSION 1.6


negative terminals.

350 804 4701.0201

H01 / Chapter 1

defective

--> window 5


> window 6

Section 2



--> Window 6
defective

350 804 4701.0201
H01 / Chapter 1

--> window 6
defective

Truck response: W

in the solenoid
Truck response: W


Truck response: W

Section 2
VERSION 1.6
ignition key.
connection
Truck response: W

--> window 4

Truck response: W

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H01 / Chapter 1
Truck responses: W




Section 2
WINDOW 31 STORED ERRORS (DISPLAY AND DELETE FUNCTION)
Fault number
Fault frequency
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In the example fault 54 was detected one time. Then the service engineer acknowledged the fault. The fault
52 then occurred.
Fault messages:


Section 2
VERSION 1.6
Test conditions:
Battery min. 11.3 V

Error number
19 Not calibrated

350 804 4701.0201

H01 / Chapter 1
the LHC module.

LHC module.

the LHC module.

the LHC module.

--> window 61
Truck responses: W

Section 2

Truck responses: W

Truck responses: W
could be defective.
350 804 4701.0201
H01 / Chapter 1


--> Window 4)


Section 2
VERSION 1.6

350 804 4701.0201

H01 / Chapter 1

negative terminals.


defective

--> window 5

Section 2


> window 6


350 804 4701.0201
H01 / Chapter 1

--> Window 6
defective


--> window 6
defective

Truck response: W

Section 2
VERSION 1.6
in the solenoid
Truck response: W


Truck response: W

ignition key.
connection
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H01 / Chapter 1
Truck response: W

--> window 4

Truck response: W

Truck responses: W



Section 2

The errors indicated in window 31 can be cleared with the “CE“ key.
350 804 4701.0201
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Section 2
VERSION 1.6
WINDOW 4 INPUTS

The switches are numbered and carry the same designation as in the current path diagram. The status
of single switches is indicated behind the switch number; for selective switches the status of both channels
is displayed.
Seat switch
Brake pedal switch 1 Pressure switch 6 bar *
Brake pedal switch 2 Pressure switch 14 bar *
* (not active if a pressure sensor is used)
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0: contact open
1: contact closed

10: > half operated

0: fully operated

111/0: 2-pedal
for double-pedal.

01: not operated
10: operated

1: > 6 bar

Section 2

1: > 14 bar

1: operated
WINDOW 41 (MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS

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H01 / Chapter 1
0: contact open
1: contact closed


00 11 not operated
11 00 operated

11 11 / 00: 2-pedal

Section 2
VERSION 1.6
ALL SOFTWARE VERSIONS
Fault lamps
0 means not driven

1 means driven
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1Y4 Release valve
displayed.
On an LPG truck the number “1“ after the slash indicates the presence of a connection to the solenoid
(shutoff valve).
1H20 Fault lamps

5K10 Stop light


Section 2

5K12:0 Light off

5K12:1 Light on
NOTE: Optional equipment can be connected via outputs 5K10, 11 and 12.

350 804 4701.0201
H01 / Chapter 1

0: output off
1: output on


to *
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is
indicated simultaneously.

Section 2
VERSION 1.6
Voltage behind relay contact K1 Engine RPM

in the LHC module Current for engine operating magnet
Power supply Pump forward current
Potentiometer actual Pump reverse current
value in %
TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS

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- Ignition on
vr: Voltage behind relay contact K1 in the LHC module
The voltage should be approx. battery voltage.
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
p1: Potentiometer actual value in %
After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained
for maximum forward and reverse pedal stroke.
NOTE: The maximum values for forward and reverse should be set with the respective pedal
stop screws.

Section 2
TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)

- Engine idling
nB1 Engine RPM

Maximum RPM with
parameters.
350 804 4701.0201
H01 / Chapter 1

Depress forward

Depress reverse

Section 2
VERSION 1.6
p1: Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))
v1 + v2: Potentiometer voltage 1B2.1 and 1B2

(desired value 9 - 11 V) with a supply of 10 V
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v3: voltage for working hydraulics pressure sensor (1000 - 9000 mV)

Potentiometer voltage 1B2.1 in mV (at processor)
iY2: Desired current for pump valve forwards

Desired current for pump valve forwards (at processor)
iY3: Desired current for pump valve reverse

Desired current for pump valve reverse (at processor)

Section 2
This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.

(option)

350 804 4701.0201
H01 / Chapter 1

depressed.

Section 2
VERSION 1.6
WINDOW 72 (MASTER VERSION) SEAT SWITCH AND ACCELERATION
accl Deceleration is adjustable from 100 to 120 (in steps of 10)
toff Truck shutdown after XX seconds (10 - 500, in steps of 10)
tbrk Truck brakes after XX seconds (1 - 20, in steps of 1)

(To use this function, a seat switch must be installed. If "toff:--“ or "tbrk:--“ is displayed, the
respective function is not activated.
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WINDOW 73 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO
STANDARD FACTORY SETTINGS

Section 2
WINDOW 74 (MASTER VERSION) MAXIMUM TRUCK SPEED
vlim: Indication of the factory-set maximum truck speed. Can not be modified!
WINDOW 75 (MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND
FINAL VALUES)
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iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

Section 2
VERSION 1.6
WINDOW 76 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO
STANDARD FACTORY SETTING
WINDOW 8 ADJUSTMENT OF TRACTION POTENTIOMETER
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v1: Potentiometer voltage 1B2.1 (physical)
p1: Potentiometer actual value in %, adjustable as long as "OK" is displayed
For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition

Section 2
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Section 2
2.10.2 HYDRAULIC SYSTEM DIAGNOSTICS
2.10.2.1 CIRCUIT DIAGRAM AND OVERVIEW FOR DIAGNOSTICS
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Section 2
1 Tandem pump
2 Bypass valve
3 Hydraulic variable pump HPV 55 -02
4 Test port - servo piston "Y"
5 Test port F" - pilot pressure upstream of release valve
6 Test port - servo piston "Z"
7 Test ports - (HP)
8 Hydraulic damper
9 Steering control valve
10 Pressure filter
11 Brake valve
12 Drive axle AH 20 -01
1Y2 Control magnet, forward
1Y3 Control magnet, reverse
1Y4 Release valve
V Flushing oil inlet, from HPV 55 -02
U Flushing oil outlet, to oil cooler
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Section 2
2.10.2.2 TEST AIDS
The screw couplings, adapters, test lines and pressure gauges required for the measurements are contained
in the test case.
2.10.2.2.1 EXPLANATIONS TO TROUBLESHOOTING
The functional tests and any ensuing troubleshooting is performed separately for each main group. The
following components and functions are affected:
Hydraulic steering system Section 2.10.2.3

Hydraulic braking system Section 2.10.2.4
Hydrostatic travel drive Section 2.10.2.5
Before commencing with the activities described below, first check the oil level and top up the oil, if required.
If a pressure gauge or a plug must be installed for a test procedure, first depressurise the tank by unscrewing
the breather valve.
The installation points for pressure gauges or plugs are shown in the line hook-up diagram.
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H01 / Chapter 1
In some test steps the Drive axle AH 20 -01 must be disconnected. In this case proceed as follows:
Unscrew the union nuts on the HP hoses connected to the AH20 -01 drive axle, plug the openings and
reconnect the hoses.
LIST OF ABBREVIATIONS USED
LP gauge = low pressure gauge

HP gauge = high pressure gauge
LP = low pressure
HP = high pressure
F pedal = forward accelerator pedal
R pedal = reverse accelerator pedal
If not specified otherwise, all pressure measurements must be performed with the brake pedal released.

Section 2
OVERVIEW OF PRESSURE READINGS (APPROXIMATE VALUES)
Position of accelerator pedal Position of brake pedal Test point Pressure (bar)
Zero position released F 17.5

Zero position depressed F” 0
Depressed approx. 20 mm released F” 17.5
F pedal fully depressed released Y 17.5
R pedal fully depressed released Z 17.5
Zero position released BR 17.5
Zero position depressed BR 0
HIGH PRESSURE MEASUREMENT
Test port: 7
Brake pedal released, brake piston of valve 11 pushed in fully with a long screwdriver. Forward or reverse
pedal depressed.
Specified reading: 420 ± 20 bar
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AVERAGE WHEEL RPM
Forward: 210 rev/min

Reverse: 210 rev/min

Section 2
2.10.2.3 POWER-ASSISTED STEERING
Two different methods can be used to locate a malfunction in the steering system.
2.10.2.3.1 TROUBLESHOOTING WITHOUT MEASUREMENT OF BOOST AND MAXIMUM PRESSURE
TEST REQUIREMENTS
- Travel drive must be functioning
TEST
Test Symptoms Assessment
Start the engine, release Steering not functioning, Malfunction in servostat

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

truck stopping. as described below.
If the malfunction cannot be localized with this method, use the method described as follows.
2.10.2.3.2 TROUBLESHOOTING WITH MEASUREMENT OF BOOST AND MAXIMUM PRESSURE
TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can rotate freely.
- Engine and travel drive at operating temperature.
- Front cover removed.
- Brake applied.
TEST
Connect a HP pressure gauge with test fitting (tee) to port P2 of the tandem pump and a LP pressure gauge
to port F of the throttle. Start the engine, release the brake and read the pressure at F at low idling speed.
If the pressure is under 17 bar, continue the troubleshooting as described in "Hydrostatic Travel Drive".
If the pressure is 17 bar or over, carry out the following test procedure.

Section 2
With engine at idling speed, turn the steering wheel to the right and left through the full cycle, hold it briefly
and assess operation according to the following evaluation table:
Symptoms Readings Assessment
1. Stiff steering. HP less than Safety valve of

120 bar. servostat defective
Boost pressure 17 bar
or more.
HP under Gear pump 11 cc

120 bar. defective.
Boost pressure under Replace the tandem
17 bar. pump.
2. Steering wheel can be HP under 100 bar, Leak in servostat or

turned further at stop Boost pressure 17 bar steering cylinder. Check
without much effort. or over. as described below.
3. Steering wheel can be HP approx. Hydraulic steering system

turned as far as stop, 120 bar as required. in order. If still faulty,
350 804 4701.0201
H01 / Chapter 1
then blocked. Boost pressure 17 bar replace the steering

or over. control valve.
To check for leakage in the steer cylinder, proceed as follows.
- Move the steer cylinder to the right as far as the stop.

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

Section 2
2.10.2.4 HYDRAULIC BRAKE SYSTEM
2.10.2.4.1 FUNCTIONAL TEST
TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can rotate freely.
- Pedals properly adjusted.
- Brake pedal locked in position "brake applied".
TEST
Test Symptoms Assessment
Start the engine and try to Drive wheels cannot

turn the right or left drive be turned.
wheel with a wheel nut
spanner or extension. Parking brake
in order.
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H01 / Chapter 1
Release the brake pedal Drive wheels can
and again try to turn the be turned.
right or left drive wheel.
After this test, lower the truck to check the braking characteristics of the moving truck.
For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock without
the truck pulling to one side. If the test results differ from the above diagnostics, determine and remedy the
fault by following the troubleshooting procedures.
2.10.2.4.2 TROUBLESHOOTING
TEST REQUIREMENTS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Engine cover raised.
- Floor plate removed.
- Pedal adjustment in order.
- Engine and travel drive at operating temperature.
- Front cover plate removed.

Section 2
Screw in low pressure gauge into port F of pressure filter. Start the engine and
read the pressure on gauge.
yes no
Pressure min. 17.5 bar.
Plug port E at brake valve with a blanking plug and repeat the test.
350 804 4701.0201
yes no
H01 / Chapter 1
Check "Hydrostatic Travel

Brake valve defective. Pressure min. 17.5 bar.
Drive".
Screw in low pressure gauge into port BR at Brake valve. Release the brakes and
check the pressure with the engine running.
yes no
With the engine running, fully depress brake pedal and watch the pressure gauge.
yes Pressure drops to no Brake valve does not open.

approx. 0 bar. Repair or replace the valve.
A B

Section 2
A B
Plug port BR at the brake valve. Start the engine, release the brake, fully depress
the F or R pedal.
The brake of the turning

wheel is not in order. yes no
Drive wheels rotate. Braking system in order.
Remove and remedy the
fault.
Remove test fitting at port BR and connect low pressure gauge (without brake
line) to port BR at the brake valve. Measure the pressure with the engine running
and the brakes released.
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yes no Brake valve defective. Repair
or replace valve.
Remove test fitting and reconnect low pressure gauge to port BR (with brake
line). Plug port BR of right brake with banjo screw with cap. Measure the pressure
with the engine running and the brakes released.
Seal at right-hand brake yes no Seal at left-hand brake piston

piston defective. defective.

Section 2
2.10.2.5 HYDROSTATIC TRAVEL DRIVE
2.10.2.5.1 TROUBLESHOOTING
TEST CONDITIONS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Power steering functioning.
- Electronic controller does not indicate an error (warning lamp not flashing).
- Engine can not be started.
- Pedal adjustment in order.
- No error is indicated during the electrical system diagnostics with the test module or Laptop, and the test
readings and settings are OK.
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Section 2
Connect LP pressure gauge to port F, engine at idling speed, brake applied.
yes no
LP approx. 17.5 bar
Seal port E with blanking plug, repeat measurements.
Fault in the braking Pressure now

yes no
system. See "Hydraulic approx. 17.5 bar
Braking System".
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H01 / Chapter 1
Check or replace boost pressure valve, repeat measurement.
yes no
LP now approx. 17.5 bar
Disconnect axle AH 20 -01, repeat measurement.
AH 20 -01 defective, yes Pressure now no HPV 55 -02 defective,

repair or replace. approx. 17.5 bar repair or replace.

Section 2
A Connect the electric diagnostic unit to the test connector.

Connect the LP pressure gauge to port F" (release valve). Line reconnected to
port E.
Start the engine, open window 5 and release the brake, depress the F or R pedal
until 1Y4 is activated.
Check operation of the

When operating magnet and
yes 1Y4 is operated, pressure no hydraulic section of
at 5 rises to approx. release valve or replace
17.5 bar. valve assembly.
Remove LP pressure gauge at port F" and install at it port Y. Start engine, release
brake, open window 6 and sensitively depress forward pedal. Current iY2 should
rise at diagnostic unit (forward control magnet), pressure rise at Y and wheels
start rotating.
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iY2 rising, Check or replace propor-

pressure stays at 0 bar, yes
tional valve 1Y2.
wheels not turning.
Current and Check servo control or

yes
pressure rising, wheels not control piston of pressure
turning. balance.
Current and
yes
pressure rising, wheels
turning
Depress forward pedal again and read iY2 at start of wheel rotation.

Section 2
Wheels
yes start rotating at no
i = 440 - 460 mA.
Adjust start of control, see "Start of Pump Control".
yes no Check hydraulic servo

Start of control can be
control
adjusted.
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H01 / Chapter 1
Fully depress the forward pedal.
yes no Perform electrical sys.

iY2 approx. 1180 mA
diagnostics, window 6.
Fully depress the forward pedal again and read the pressure.
Pressure at Check or replace propor-

yes no
stop at least tional valve and servo
16 bar or more. control.
With F pedal fully depressed, determine avg. wheel speed. Des. value = 210 rpm.

Section 2
Check swash angle of

yes Average wheel no variable pump, see
speed OK. "Swash angle of the va-
riable pump".
Connect LP pressure gauge to port F", HP pressure gauge to HP test point (on
right side). Block the brake (with brake release valve by pressing brake piston
down with a long screwdriver), depress the forward pedal, read HP and LP.
HP approx. 420 bar, HP far under 420 bar, As HP rises,

LP approx. 17.5 bar. LP approx. 17.5 bar. LP drops to 0 bar.
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HP valve for forward Internal leakage, possible Leakage in the HP

travel direction is OK. causes: feed valves/ section for forward travel.
relief valves or towing Disconnect AH 20 -01 to
bypass valve leaking. localise fault in the HPV
55 -02 or AH 20 -01.
Remove HP pressure gauge from right HP test points and install on left HP test
points (LP pressure gauge stays on port F") and then perform the check with the
reverse accelerator pedal. The readings now refer to the other direction of travel
or components.

Section 2
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Section 4
4 STEERING SYSTEM
4.1 SCHEMATIC DIAGRAM OF THE STEERING SYSTEM

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H01 / Chapter 1
1 Gear pump A Working hydraulics

2 Pressure relief valve 120 bar B Feed
3 Steering valve 45 cm³
4 Make-up valve
5 Hose safety valves 190 bar

Section 4
350 804 4701.0400

H01 / Chapter 1

Section 5
5 CONTROLS
350 804 4701.0400
H01 / Chapter 1

Section 5
5.1 PEDAL STROKE ADJUSTMENT INSTRUCTIONS
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H01 / Chapter 1

Section 5
1 Forward stop screw

2 Reverse stop screw
3 Microswitch 2
4 Stop screw for limiting pedal stroke upwards (forward pedal)
5 Spacer, thickness = 3 mm
CONDITIONS
- Pedals mechanically in good working order.

- Traction pot 1B2 and brake switches 1S5 and S14 are connected.
- Test module connected to interface 6X6.
ADJUSTMENT OF ACCELERATOR PEDAL
- Pedals in neutral position. Window 8 of the diagnostic unit selected. "OK" shown in the window.
- Calibrate the pedals by pressing the ENTER key. "STORED" will appear for 1 second. If "OK" is not shown,
do not proceed with calibration. --> Renew the potentiometer and repeat the procedure.
- Select window 6.
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H01 / Chapter 1
- Depress the "FORWARD" accelerator pedal on the right as far as possible and adjust stop screw (1) so
that voltage v1c reads between 8450 mV and 8550 mV. Lock the pedal stop screw.
- Depress the "REVERSE" accelerator pedal on the left as far as possible and adjust stop screw (2) so that
voltage v1c reads between 1450 mV and 1550 mV. Lock the pedal stop screw.
- Depress the accelerator pedals again and check the final readings. Readjust the pedals if necessary.
- Adjustment of stop screw (4).
Depress the accelerator pedal onto adjusted stop screw (2) and hold it. Screw in stop screw (4) of the other
accelerator pedal (forward) as far as the pedal plate and lock it.
ADJUSTMENT OF BRAKE PEDAL
- Depress the brake pedal as far as possible. The leaf spring must engage.
- Place a spacer (thickness = 3 mm) between the brake valve and brake pedal, clamp the brake pedal against
the brake valve block.
- Shift both microswitches to the switching point of microswitch 2 (3) (starter lockout). Be sure that the
microswitch 2 has operated.

Section 5
5.2 ADJUSTMENT INSTRUCTIONS FOR THE SPEED CONTROL
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Section 5
CONDITION
Engine is shut down, threaded rod (5) is removed from the control lever (1) along with the ball of the ball-
and-socket joint (3).
ADJUSTMENT
1 Fasten the ball of the joint (3) in the centre notch of the lever (1).
2 Move the speed control lever (1) by hand against the top idle stop screw (10) and pull the solenoid shaft
and threaded rod (5) out completely.
3 Now adjust the length of the threaded rod (5) so that the socket of the joint (3) can be mounted on the
ball without play, but do not install it yet.
4 Fully retract the solenoid shaft with threaded rod (5) and press the lever (1) against the low idling speed
stop. The socket should now also fit on the ball without play.
NOTE: If the rod is too long or too short, the position of the ball in the notch of the lever (1) must be changed
and the adjustment repeated as described in step 3.
350 804 4701.0400
H01 / Chapter 1
5 Now press the socket on the ball and tighten the locknut on the ball and socket joint (3).
6 Turning the rod (5) 3/4 of a turn anticlockwise pretensions the rod 0.7 mm.
7 Now lock the nut on the threaded rod (5) at the solenoid end.

Section 5
5.3 ENGINE SPEED SENSOR ADJUSTMENT INSTRUCTIONS
NOTE: The engine can not be started if the actual value sensor B1 is removed or connector X1 is
separated.
ADJUSTMENT
- Slacken nuts (1) and (2).
- Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speed
sensor B1.
- The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.
- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10 Nm).
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Section 6
6 ELECTRICAL SYSTEM
6.1 BASIC DIAGRAM DIESEL VERSION
A1 Glow duration unit 45 - 49

9A2 Fan controller 80 -95
1B1 Actual speed sensor 101 - 103

1B2 Accelerator double potentiometer 116 - 121
1B10 Pressure sensor 112 - 114
F1 Fuse 50 A 3
F2 Fuse 5 A 10
F3 Fuse 5 A 24
F4 Fuse 15 A 49
F5 Fuse 10 A 74
F8 Fuse 50 A 1
1F17 Fuse 1 A 133
1F18 Fuse 15 A 102
9F16 Fuse 30 A 84
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G1 Alternator with regulator 3, 4

G2 Battery 6
H1 Battery charging indicator lamp 19

H2 Controller fault warning lamp 21
H3 Coolant temperature warning lamp 24
H4 Hydraulic oil temperature warning lamp 26
H5 Engine oil pressure warning lamp 28
H6 Suction filter vacuum warning lamp 30
H12 Directional indicator lamp 40
H13 Fuel level warning lamp 32
H24 Fan 34
H25 Preheating 36
H26 Soot filter warning lamp 38
4H7 Horn 73
K2 Starter relay 9 - 11
K3 Auxiliary relay, terminal 15 75 - 77
1K1 Relay terminal 30 in LHC electronics 103 - 106
9K4 Additional relay 92 - 94
9K1/2/3 Relay 82 - 94
M1 Starter 7-9
9M5 Fan 84
1N2 Electronic Hydraulic Control LHC 101 - 135
P1 Hour meter 17
6P3 Composite instrument 16 - 41
R1 Glow plugs 49 - 54
R2 Temperature sensor of automatic preheating 47
Section 6
9R1/2/3 Resistor 81, 86, 91
9R4 Fan resistor 84
S1 Ignition switch 7 - 12
S2 Coolant temperature switch 24
S3 Oil temperature switch 26
S4 Engine oil pressure switch 28
S5 Suction filter vacuum switch 30
S6 Fuel level warning light switch (option) 32
S14 Brake pedal switch 2 (Start inhibit) 11
1S1 Pressure switch (6 bar) 111
1S5 Brake pedal switch 1 124 - 126
1S25 Travel direction switch, single-pedal model 128 - 133
4S8 Horn button 73
9S17 Temperature switch (85/93 °C) 90 - 93
V1/3 Decoupling diodes 21, 34

9V1/2/3 Decoupling diodes 80 - 82
X1 Connector 16 pins 4, 9, 10, 22 - 36, 49, 73
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H01 / Chapter 1
X2 Connector 3 pins 10 - 12
X3 Connector 1 pins 3
1X10 Connector 3 pins 101 - 104
1X20 Connector 3 pins 124, 125
1X23 Connector 6 pins 102, 129 - 133
6X6 Connector 4 pins 140
1Y1 RPM operating magnet (butterfly valve) 124

1Y2 Solenoid y, forward 127
1Y3 Solenoid z, reverse 130
1Y4 Release valve 115
1Y5 Fuel shutoff solenoid 117
1 Ignition system
2 Fan control
3 Electro-hydraulic control
(zum) Stromlaufplan Sonderausrüstung (to) Diagram for Optional Equipment

Bremslicht Stop light
Drehzahlanhebung Zusatz Engine speed increase option
Rückfahr-Blinksignal Back-up flasher signal
Rückfahr-Permanentsignal Continuous back-up light signal
Sitzschalter Schließen Seat switch close
Sitzschalter Öffnen Seat switch open
Codierstecker for Zweipedalsrkennung Coded plug for two-pedal sensing
Fahrtrichtungsschalter Einpedal Travel direction switch, single-pedal model
ISO-Schnittstelle ISO interface

Section 6
BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SWITCHES
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Section 6
SWITCHES
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Section 6
SENSOR
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Section 6
SENSOR
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Section 6
6.2 BASIC DIAGRAM LPG VERSION
1A1 Ignition controller 45 - 48

9A2 Fan controller 54 - 70
1B1 Actual speed sensor 104, 105

1B2 Accelerator double potentiometer 122 - 127
1B10 Pressure sensor 118 - 120
1E40 Distributor 42 - 48
1E41 Spark plugs 42 - 45
F1 Fuse 50 A 1
F2 Fuse 5 A 13
F3 Fuse 5 A 20
F4 Fuse 15 A 43
F5 Fuse 10 A 80
1F17 Fuse 1 A 139
1F18 Fuse 15 A 108
9F16 Fuse 30 A 58
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H01 / Chapter 1
G1 Alternator with regulator 1-2

G2 Battery 4
H1 Battery charging indicator lamp 15

H2 Fault warning lamp 17
H3 Coolant temperature warning lamp 20
H4 Hydraulic oil temperature warning lamp 22
H5 Engine oil pressure warning lamp 24
H6 Suction filter vacuum warning lamp 26
H12 Directional indicator lamp 36
H13 Fuel level warning lamp 28
H24 Fan 30
H25 Preheating 32
H26 Soot filter warning lamp 34
4H7 Horn 80
K2 Starter relay 7-9

K3 Auxiliary relay, terminal 15 83 - 85
1K1 Relay terminal 30 in LHC electronics 109 - 111
9K1/2/3 Relay 56 - 69
9K4 Additional relay 67 - 69
M1 Starter 5-7
9M5 Fan 58
1N2 Electronic Hydraulic Control (LHC) 107 - 141
P1 Hour meter 13
6P3 Composite instrument 12 - 37
9R1/2/3 Resistor 55 - 66
9R4 Fan resistor 58
Section 6
S1 Ignition switch 9 - 13
S2 Coolant temperature switch 20
S3 Oil temperature switch 22
S4 Engine oil pressure switch 24
S5 Suction filter vacuum switch 26
S6 Fuel level warning light switch (option) 28
S14 Brake pedal switch 2 (Start inhibit) 9
1S5 Brake pedal switch 1 131
1S25 Travel direction switch, single-pedal model 133 - 139
4S8 Horn button 80
9S17 Temperature switch (85/93 °C) 70 - 73
1T1 Ignition coil 42 - 44
V1/3 Decoupling diodes 17, 30

9V1/2/3 Decoupling diodes 55 - 57
X1 Connector 16 pins 2, 7, 8, 20 - 43, 80, 117

X2 Connector 3 pins 8 - 10
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H01 / Chapter 1
X3 Connector 1 pins 1
1X20 Connector 3 pins 130, 131
1X23 Connector 6 pins 108, 135 - 139
1Y1 RPM operating magnet (butterfly valve) 130

1Y2 Solenoid y, forward 133
1Y3 Solenoid z, reverse 136
1Y4 Release valve 121
1Y5 Fuel shutoff solenoid 123
1 Ignition system
2 Fan control
3 Electro-hydraulic control
Stromlaufplan Sonderausrüstung Diagram for Optional Equipment

Bremslicht Stop light
Rückfahr-Blinksignal Back-up flasher signal
Rückfahr-Permanentsignal Continuous back-up light signal
Sitzschalter Schließen Seat switch close
Sitzschalter Öffnen Seat switch open
Codierstecker for Zweipedalsrkennung Coded plug for two-pedal sensing
Fahrtrichtungsschalter Einpedal Travel direction switch, single-pedal model
ISO-Schnittstelle ISO interface
Rußfilter Particle filter

Section 6
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
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Section 6
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
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H01 / Chapter 1

Section 6
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR
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H01 / Chapter 1

Section 6
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR
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H01 / Chapter 1

Section 6
6.3 DIAGRAM FOR OPTIONAL EQUIPMENT
7A1 Controller (LPG) 130 - 149

7A1 Controller particle filter (Diesel) 163 - 187
7A2 Servo (LPG) 151, 152
7A2 Glow plug current regulator (Diesel) 178 - 179
7A3 Diagnostic LED 187
7B1 Lambda sensor (LPG) 126, 127

7B1 Buzzer (Diesel) 170 - 171
7B2 Flame sensor 182 - 183
5E2 Dip beam, left 18

5E3 Dip beam, right 20
5E4 Side marker light, front left 22
5E5 Side marker light, front right 24
5E6 Side marker light, rear left 23
5E7 Side marker light, rear right 26
5E8 License plate light 28
9E21-26 Working lights 1 - 13
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5F5 Fuse 10 A 18
5F6 Fuse 15 A 20
5F7 Fuse 5 A 22
5F8 Fuse 5 A 24
5F9 Fuse 15 A 31
5F10 Fuse 15 A 35
7F1 Fuse 5 A 135
7F2 Fuse 1 A 136
7F11 Fuse 30 A 165
7F12 Fuse 20 A 162
7F13 Fuse 5 A 164
9F4 Fuse 10 A 93
9F5 Fuse 10 A 115
9F11 Fuse 15 A 3
9F12 Fuse 15 A 5
9F13 Fuse 15 11, 49, 54, 59
9F14 Fuse 10 A 212
4H14 Revolving light 45

4H23 Switch light (1.2 W) 79
5H8 Turn signal light, front left 33
5H9 Turn signal light, rear left 31
5H10 Turn signal light, front right 36
5H11 Turn signal light, rear right 37
7H22 "On" light 190
7H23 Emergency stop light 175

Section 6
K2 Starter relay 205 - 208

5K1 Flasher unit 36 - 38
5K10 Relay for optional equipment 49 - 51, 54 - 56, 59 - 61
7K3 Regeneration ihibit relay 160 - 163
7K4 Start inhibit relay 186 - 190
7K5 Warning stage 1 relay 179 - 184
7K6 Time relay 168 - 170
7K7 Auxiliary starter relay 199 - 202
7K8 Reset relay 173 - 177
9K5 Wiper relay, front 78 - 83
9K6 Wiper relay, rear 100 - 105
7M4 Fan 162

7M5 Metering pump 168
9M1 Wiper motor, front 78 - 82
9M2 Wiper motor, rear 100 - 104
9M6 Heater fan 212
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H01 / Chapter 1
7R2 Glow plug 178
4S15 Revolving light switch 44 - 46

5S11 Light switch 18 - 23
5S12 Hazard light switch 31 - 38
5S13 Flasher switch 34, 35
7S1 Vacuum switch 134
7S16 Ignition switch 162
7S17 Emergency stop switch 171 -175
9S1 Working light switch, front 2-7
9S2 Working light switch, rear 9 - 13
9S3 Switch for front windscreen wiper 88 - 94
9S4 Switch for rear windscreen wiper 110 - 116
9S10 Seat switch 65
9S11 Engine speed increase option switch 69
7V1 Rcovery diode 166

7V2 Decoupling diode 184
7V3 Decoupling diode 184
X3 Connector 1 pin 162

X3.1 Connector 1 pin 167
7X2 Connector 2 pins (LPG) 127
7X2 Connector 4 pins (Diesel) 162 - 164

Section 6
7X4 Connector 2 pins (LPG) 134

7X4 Connector 2 pins (Diesel) 182, 183
7X5 Diagnostics connector 6 pins 139 - 146
9X7 Connector 6 pins 1, 8, 11
9X8 Connector 6 pins 5, 7, 13
9X10 Connector 6 pins 49, 51, 54, 56, 59, 61
7Y3 Cut-off valve 164
*) 5X2 becomes scrap if lightning is mounted higher

**) If total load over 170 W: use fuse 20 A. Maximum load: 200 W
***) e. g. brake light, back-up light, revolving light when driving reverse
1 Working light
2 Lighting
3 Directional indicator and hazard warning
4 Revolving light
5 Stop light
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H01 / Chapter 1
6 Back-up flasher signal

7 Continuous back-up light signal
8 Seat switch
9 Engine speed increase option
10 Front windscreen wiper
11 Rear windscreen wiper
12 Lambda control
13 Particle filter system
14 Heating system
Stromlaufplan Grundausrüstung Basic diagram

max 2 AS pro Kontaktebene max. 2 working lights per contact layer
Zündspule Ignition coil
9F4, 9F5 in Sicherungsleiste III, Kammer 5 + 6 9F4, 9F5 in fuse box III, chamber 5 + 6
Masse über Fahrerschutzdach mit A6-2.5 Earth signal via overhead guard using A6-2.5
zum Zündstartschalter to ignition switch
zum Generator to alternator
zum Bremspedalschalter to brake pedal switch
zum Anlasser to starter

Section 6
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Section 6
DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350

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Section 6
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Section 6

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Section 6
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Section 6
6.4 LAYOUT OF ELECTRICAL INSTALLATION
F2 Starter relay, 5 A 5F8 Sidelights, right, 5 A

F3 Composite instrument, 5 A 5F9 Main fuse, lighting terminal 15, 15 A
F4 Ignition system, 15 A 5F10 Main fuse, lighting terminal 30, 15 A
F5 Horn and auxiliary relay terminal 15, 10 A 9F4 Wiper, front, 10 A
1F17 Electro-hydraulic control LHC, 1 A 9F14 Heater, 10 A
1F18 Electro-hydraulic control LHC, 15 A 9F5 Wiper, rear, 10 A
5F5 Dip beam, left, 10 A 9F11 Working light, 15 A
5F6 Dip beam, right, 10 A 9F12 Working light, 15 A
5F7 Sidelights, left, 5 A 9F13 Working light, 15 A
free
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II Lighting acc. for

H01 / Chapter 1
UPA
to STVZO
I Basic Version
III Wiper, Working Lights,
Heater
VIEW OF FUSE BOXES I - III AS SEEN FROM ABOVE Basic Colour Code
black BK green GN
II Lighting acc.to STVZO white WH violet VT
blue BU red RD
A-F
orange OG yellow YE
Fuse Output
brown BN grey GY
1-6
III Wiper, Working Light,
Fuse Input
Heater
I Basic Version
A-F A-F
Fuse Output Fuse Output
1-6 1-6
Fuse Input Fuse Input

Section 6
6.5 COMPOSITE INSTRUMENT
The composite instrument contains the following control and indicator elements:
1 Hour meter
2 Hour meter ON indicator
3 Engine temperature warning light
4 Hydraulic oil temperature warning light
5 Engine oil pressure warning light
6 Directional indicator light*
7 Battery charge indicator light
8 Fan warning light
9 LHC warning light for system faults in the electronic control unit
10 Air filter warning light
11 Fuel level warning (Diesel)
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Section 6
INDICATOR FUNCTION POSSIBLE CAUSE(S)

Hour meter (1). Indicates lift truck service hours. NOTE
The meter indicates the elapsed The elapsed service hours should be re-
service hours of the truck and ser- corded when replacing a faulty hour meter.
ves to determine inspection and Record the data on durable tape and affix
maintenance intervals. near the hour meter.
Hour meter ON indicator (2) Indicates operation of the hour me-

ter.
Engine temperature warning Indicates coolant temperature is - Fan faulty

light (3) too high. - Fan motor brushes worn
- Fan motor fuse blown
- Thermal switch faulty
- Radiator faulty
- Cables defective
- Leak in cooling circuit
- Dirt on radiator
Hydraulic oil temperature warning Monitors the oil temperature of the - Low hydraulic oil level
light (4) hydraulic system. - Oil not as specified
- Oil filter restricted
- Dirt on oil cooler
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Engine oil pressure warning light Indicates low oil pressure of engine - Low oil level in crankcase
H01 / Chapter 1
(5) lubrication. - Engine is overheating

- Oil not as specified
- Internal leakage in lubricating system
Directional indicator light* (6) Indicates the operation of the direc-

tional indicator when actuated.
Battery charge indicator light (7) Indicates malfunctions in the elec- - V-belt broken or slipping
trical system. - Cables defective
- Alternator faulty
- Regulator faulty
Fan warning light (8) Indicates that voltage is applied to - Fuse defective
the fan motor. - Fan motor defective
- Fan motor shorted
LHC warning light (9) Indicates system faults in the elec- - Fault can be identified with the diagnos-
tronic control unit. tic equipment
Air filter warning light (10) Indicates excessive accumulation - Air filter element restricted
of dirt in the air filter element.
Fuel level warning (11) Indicates minimum fuel level (Die-

sel).
* Option

Section 6
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H01 / Chapter 1

Section 7
7 HYDRAULIC SYSTEM
7.1 SCHEMATIC
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H01 / Chapter 1

3 Tilt cylinder
4 Lift cylinder, standard
7 Slow lowering valve
8 Control valve block, assy., including:
11 Check valve (pilot controlled)
12 Way valve - tilting
13 Way valve - lifting
14 2/2-way valve (pressure balance)
15 Maximum pressure valve
16 Restrictor
17 Shuttle valve
18 Pressure reducing valve
19 Restrictor
20 Pressure switch

Section 7
7.2 SEALING OF THE CONTROL VALVE
SEALING OF THE CONTROL VALVE SLIDES
- Remove the control valve.

- Remove the slide cover (3) after the two fastening screws (2) have been screwed out.
- Pull the slide (1) out to the bottom, and mount a new seal set.
SEALING OF THE VALVE SEGMENTS
- Pull out the three tension bolts after the retaining nut M8 has been screwed out.
- Separate the individual valve segments from each other.
- Mount the new seal set.
- The torque for the retaining nuts of the tension bolts must be observed during assembly of the valve
segments.
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H01 / Chapter 1
1 Slide
2 Fastening screws
3 Slide cover

Section 7
7.3 SETTING OF THE PRESSURE-LIMITING VALVE
The pressure-limiting valve (1) is built into the first section of the control valve block.
- Connect the pressure test gauge to the working hydraulic unit (pertaining to the type with accessory
hydraulic unit, the quick coupling is the best position for this).
- Loosen the lock nut (2) of the adjusting screw (3).
- Set the pressure level according to the table by turning the adjusting screw (3).
NOTE: Set values only apply to the upper idle speed of the engine.
PRESSURE-SETTING VALUES (WORKING HYDRAULIC PRESSURES)
Standard Duplex
Triplex
H 12 175 +5 bar 165 +5 bar

H 16 215 +5 bar 200 +5 bar
H 18 230 +5 bar 210 +5 bar
H 20 250+5 bar 230 +5 bar
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Section 7
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H01 / Chapter 1

Section 9
9 LPG MODEL OF IC-ENGINED FORK TRUCK H 12/16/18/20 T-03, SERIES

350
9.1 ENGINE
9.1.1 ENGINE SPECIFICATIONS
Engine model VW ADF

Number of cylinders 4
Displacement 1781 cc
Compression 9 - 12 bar
Wear limit 7.5 bar
Lower idle speed 950 +50 rpm
Upper idle speed 2300 +50 rpm
Nominal speed 2300 rpm
Speed limitation 3200 rpm
Valve clearance self-adjusting
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H01 / Chapter 1
Engine power / speed 27 kW at 2300 rpm

Ignition timing 18 ° ± 1 ° BTDC / 950 +50 rpm
Electrode gap (spark plugs) 0.8 mm
Firing order 1-3-4-2
Spark plugs W8 DTC
The engine number (engine code letter and "consecutive

number") is stamped on the left side of the cylinder block
(arrow).

Section 9
9.1.2 TOOTHED BELT
9.1.2.1 OVERALL VIEW OF TOOTHED BELT GUARD
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1 Upper toothed belt guard 11 V-belt pulley H01 / Chapter 1
2 Fastening nut (45 Nm) 12 Fastening screw (20 Nm)
3 Idler pulley 13 V-belt
4 Toothed belt 14 Fastening screw (10 Nm)
5 Fastening screw (30 Nm) 15 Lower toothed belt guard
6 Toothed belt guard 16 Hex head screw (180 Nm)
7 Nut (10 Nm) 17 Crankshaft sprocket
8 Rear toothed belt guard 18 Fastening screw (80 Nm)
9 Fastening screw (10 Nm) 19 Intermediate shaft sprocket
10 Fastening screw (20 Nm)

Section 9
9.1.2.2 REMOVING, INSTALLING, TENSIONING THE TOOTHED BELT
REMOVAL
- Remove the V-belt, pulley and upper and lower toothed belt
guards.
- Mark the running direction of the toothed belt.
- Loosen the idler pulley and remove the toothed belt.
INSTALLATION
NOTE: When rotating the camshaft, the crankshaft must

not be at TDC. Risk of damage to valves/piston
head.
- Install the toothed belt on the crankshaft sprocket and the

intermediate shaft sprocket (observe direction or rotation).
- Lock the V-belt pulley with a screw (observe fixing).
- Bring the mark on the ignition timing gear into line with the
mark on the rocker cover -A- or toothed belt guard -B-
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H01 / Chapter 1
(arrow).
- Bring the mark on the pulley in line with the mark on the
intermediate shaft sprocket (TDC of cylinder no. 1).
- Install the toothed belt on the camshaft sprocket.

Section 9
- Tension the toothed belt by turning the idler pulley with a
spanner (eg Matra V159) in the direction of the arrow.
It should just still be possible to twist the toothed belt 90

degrees with the thumb and index finger midway between the
camshaft sprocket and intermediate shaft sprocket.
- Tighten the clamping nut at the idler pulley.

Torque: 45 Nm
- Rotate the crankshaft twice and check the adjustment.
- Remove the V-belt pulley.
- Install the lower toothed belt guard.
- Install the V-belt pulley.
- Install the upper toothed belt guard and V-belt.
- Check and adjust, if necessary, the ignition timing point.
NOTE: In case of repairs requiring the removal of the

toothed belt from camshaft sprocket only, perform
the adjustment of the toothed belt as follows.
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H01 / Chapter 1
- Bring the mark on the ignition timing gear in line with the mark
on the rocker cover -A- or the toothed belt guard -B- (arrow).
- Install and tension the toothed belt on the camshaft sprocket.
- Check if the distributor rotor points to the mark for cylinder

number 1 on the distributor housing. If this is not the case,
turn the distributor until the marks are in line; if necessary,
remove and reinstall the distributor.
- Rotate the crankshaft twice and check if the camshaft and

crankshaft marks are in line with their reference points.
- Check the ignition timing point and adjust, if necessary.

Section 9
9.1.2.3 ADJUSTING THE ALTERNATOR V-BELT TENSION
(Only if provided with tensioning bracket.)
- Slacken all fastening screws for tensioning bracket -A- and

alternator at least one turn.
NOTE: It should be easy to move the alternator by hand.
- Tighten the V-belt by turning the tensioning nut -B- with a

torque wrench
Specified tension: 8... 10 Nm
and tighten the tensioning nut locking bolt to 35 Nm.
- Tighten the alternator fastening bolts at the mounting to 35
Nm, and the tensioning bracket at the mounting hole/
cylinder head to 25 Nm.
- Start the engine and allow it to idle about 5 minutes.
- Turn off the ignition.
- Slacken the fastening screws again and tighten the V-belt
again to 8 Nm.
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H01 / Chapter 1
NOTE: Torque wrench V.A.G 1410 in combination with

the 22 mm socket spanner V.A.G 141012 is
especially suited for this adjustment.

Section 9
9.1.3 CYLINDER HEAD
9.1.3.1 REMOVING AND INSTALLING THE CYLINDER HEAD
NOTE: If a replacement cylinder head with camshaft is installed, valve clearances do not need to be
adjusted. The contact surface between the bucket tappets and cam faces must be oiled after
installation of the head.
The plastic caps supplied for the protection of the open valves must not be removed until just
before the installation of the cylinder head.
If the cylinder head is replaced, the cooling system must be filled with fresh coolant.
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H01 / Chapter 1
1 Seal for rocker cover 10 Toothed belt

2 Oil filler cap 11 Nut (10 Nm)
3 Oil barrier 12 Camshaft sprocket
4 Rocker cover 13 Rocker cover gasket
5 Metal gasket 14 Cylinder head gasket
6 Nut (10 Nm) 15 Cylinder head
7 Upper toothed belt guard 16 Cylinder head bolt
8 Nut (45 Nm) 17 Plug
9 Idler pulley

Section 9
REMOVAL
Remove the cylinder head bolts in the given sequence.
CHECK THE CYLINDER HEAD FOR FLATNESS
Max. deviation allowed : 0.1 mm

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H01 / Chapter 1
INSTALLATION
Engine cold
Pistons not at TDC
NOTE: Take the new cylinder head gasket just before

installation out of its packaging.
Handle the new gasket with extreme care. Dam-
age to the gasket will lead to leaks.
- To centre the gasket, screw a guide pin into the holes for the
number 8 and 10 cylinder head bolts.
- Put the cylinder head gasket in place.
- Install the cylinder head, fit the remaining 8 cylinder head
bolts and tighten by hand.
- Remove the guide pins through the bolt holes and fit the
cylinder head bolts.
NOTE: On engines with centring pins for the cylinder

head gasket in the cylinder block, centring with
guide pins is no longer required.

Section 9
Tighten the cylinder head in four stages and in the sequence
shown:
1. Pretighten with a torque wrench:

Stage I = 40 Nm
Stage II = 60 Nm
2. Tighten further with a normal spanner:

Stage III = 1/4 turn (90°)
Stage IV = 1/4 turn (90°)
NOTE: The cylinder head bolts do not need to be

retightened after repairs.
CHECKING COMPRESSION PRESSURE
Miniumum engine oil temperature 30 °C
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H01 / Chapter 1
- Disconnect the plug on the Hall generator (distributor). On
engines without a Hall generator disconnect the high voltage
lead from the ignition coil at the distributor and connect to
ground (-).
- Fully open the throttle valve.
- Check the compression pressure with a compression tester.
- Operate the starter until no further pressure increase is
indicated on the compression tester.
- Compression pressure readings:
new: 9 ... 12 bar overpressure
Wear limit: 7.5 bar overpressure
- Permissible pressure difference between cylinders: 3 bar.
CHECKING HYDRAULIC TAPPETS
NOTE: Replace tappets only as a kit (can not be adjusted

or repaired).
Irregular valve noises when starting the engine
are normal.
- Start the engine and increase engine speed to approx. 2500

rpm for 2 minutes.
If the hydraulic tappets are still noisy, locate the defective

tappet as follows:

Section 9
- Remove the rocker cover.

- Turn the crankshaft at the sprocket fastening screw until the
cams of the tappets to be checked are pointing upwards.
- Determine the clearance between cams and tappets.
- If the clearance exceeds 0.1 mm, replace the tappet. If the
clearance measured is less than 0.1 mm or nil, continue the
check as follows:
- Press the tappet down with a wooden or plastic wedge. If free
travel in excess of 0.1 mm is perceptible before the valve
opens, replace the tappet.
NOTE: After installing new tappets, wait for approx. 30

minutes before starting the engine. The hydraulic
compensating elements must settle (valves could
strike pistons).
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H01 / Chapter 1

Section 9
9.2 ELECTRICAL SYSTEM
9.2.1 ELECTRONIC IGNITION
DESCRIPTION
The engine is provided with a Bosch transistorised coil ignition system (TSZ) with contactless ignition control.
Ignition timing without mechanical contacts has the following advantages:
- The ignition system and the contact breaker are not subject to wear so that they are completely
maintenance-free.
- The ignition timing is accurate for all engine operating conditions and remains nearly constant for the entire
service life of the distributor.
- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the dwell
angle is electronically controlled and contact chatter eliminated.
The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuated
contact breaker. The purpose of the pulse generator is to generate control pulses without the aid
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H01 / Chapter 1
of mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to the
transistorised ignition switch unit. The pulse generator is a Hall generator.
CIRCUIT DIAGRAM
Terminal "15"
Terminal "15" from ignition switch
A1 = Switch unit
E40 = Distributor with Hall generator
E41 = Spark plugs
T1 = Ignition coil
Earth

Section 9
9.2.1.1 TSZ-H IGNITION SYSTEM (TRANSISTORISED IGNITION SYSTEM)

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H01 / Chapter 1
1 Suppressor plug 0.6 - 1.4 kW 14 Trigger wheel

2 Distributor cap 15 Clip
3 Ignition lead 16 Vacuum diaphragm (not connected)
4 Spark plug connector 4 - 6 kW 17 Screw (20 Nm)
5 Carbon contact with spring 18 Terminal
6 Rotor 0.6 - 1.4 kW 19 TSZ-H electronic control unit
7 Dust shield 20 Heat sink
8 Spark plug (25 Nm) 21 Ignition lead
9 Connector 22 Terminal 4
10 Connector 23 Terminal 15 (+)
11 Baseplate 24 Terminal 1 (-)
12 Distributor 25 Ignition coil
13 Seal

Section 9
9.2.1.2 SAFETY MEASURES FOR TSZ-HALL SYSTEM
In order to avoid injuries to persons and/or damage to the TSZ-Hall System the following must be noted when
working on vehicles with the TSZ-Hall System:
The ignition must be switched off before any ignition wiring - including HT leads and test appliance leads
- is disconnected or connected.
When the engine is to be turned at starter speed without starting (e.g. when checking the compression) pull
the HT lead (terminal 4) out of the distributor and earth it.
A starting boost with quick charger is only permissible for 1 minute at a maximum of 16.5 Volts.
Ignition must be switched off before washing the engine.
When electric and spot welding is required the battery must be disconnected completely.
Vehicles which have a defect in the ignition system or where this is suspected may only be towed with the
TSZ-H switch unit disconnected.
Do not connect a condensor to terminal 1 (-).
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H01 / Chapter 1
Do not change rotor arm 1 kW (designation: R1) against another.
9.2.1.3 INSTALLATION OF DISTRIBUTOR
Engine installed
- Set flywheel (1) to TDC on cylinder No. 1.
1 Flywheel
2 Reference mark
3 TDC mark

Section 9
VERSION A
The mark on the ignition timing sprocket must be in line with

the rocker cover (arrow).
VERSION B
The mark on the ignition timing sprocket must in line with the
arrow on the toothed belt guard.
- Set the take-up journal for the oil pump shaft parallel to the
crankshaft.
350 804 4701.0400
H01 / Chapter 1
- Install the distributor so that the rotor is pointing to the mark

for cylinder number 1 on the distributor housing.
- Before installation, clean the distributor cap, check it for
cracks and traces of arcing currents; replace the cap, if
necessary.

Section 9
9.2.1.4 CHECKING AND ADJUSTING THE IGNITION TIMING
- Engine oil temperature minimum 60 °C.
- Connect tester for ignition timing and revolution.

- Start the engine and run it at idling speed.
- Check the ignition timing.
Checking with stroboscope:
Direct flashes on to the timing mark (3).
The ignition timing mark must be in line with the reference
mark (2) on the flywheel (1).
Specified value: 18 ± 1 ° before TDC
- If necessary, adjust the ignition timing by turning the
distributor.
350 804 4701.0400

H01 / Chapter 1

Section 9
9.2.1.5 CHECKING THE TSZ-H IGNITION SYSTEM

350 804 4701.0400
H01 / Chapter 1
A1 TSZ switch unit S1 Ignition switch

E40 Distributor with Hall generator T1 Ignition coil
G2 Battery
IGNITION COIL T1
- Measure the primary resistance between terminals 1 (-) and 15 (+).

Desired value: 0.52 to 0.76 W
- Measure the secondary resistance between terminals 4 and 15.

Desired value: 2.4 to 3.5 kW

Section 9
9.2.1.5.1 SWITCH UNIT A1
TEST REQUIREMENT
- Ignition coil is in order.
TEST
- Unhook the clip and disconnect the plug from the TSZ switch unit.
350 804 4701.0400

H01 / Chapter 1
- Connect the voltmeter to pins 4 (+) and 2 (-) of the male plug.
- Turn on the ignition.

Desired value: Approximate battery voltage, otherwise locate discontinuity with the wiring diagram, and
remedy fault.
- Switch off the ignition.
- Reconnect the plug at the TSZ switch unit.
- Press on the clip and disconnect the Hall generator plug (distributor).

Section 9
- Connect the voltmeter between terminal 1(-) and terminal 15 (+) of the ignition coil.
- Switch on the ignition.

Desired value: min. 2 V, must drop to 0 V after 1 to 2 seconds. If not, replace the TSZ switch unit and test
the ignition coil for emerging sealing compound; replace it as well, if required.
- Touch the centre pin of the distributor connector to earth. The voltage should briefly read at least 2 V. If
not, locate the break in the centre cable and remedy the fault, or replace the TSZ switch unit.
- Switch off the ignition.

350 804 4701.0400
H01 / Chapter 1
- Connect the voltmeter to the outside pins on the Hall generator (distributor).
- Switch on the ignition

Desired value: min. 5 V
NOTE: If the malfunction persists despite obtaining the desired values, replace the TSZ switch unit, or
locate and remedy a break in the cable between the Hall generator plug and the switch unit.

Section 9
9.2.1.5.2 HALL GENERATOR
TEST REQUIREMENTS
- TSZ-H switch unit must be in order.

- Ignition coil must be in order.
- Lead and connections between the TSZ-H switch unit and the distributor must be in order.
- Connectors and the attaching parts at the distributor, Hall generator and TSZ-H must be in order.
TEST
- Pull the high voltage lead terminal 4 out of the distributor and earth it with the aid of another cable.
- Remove the rubber boot on TSZ-H switch unit connector. The plug remains connected.
350 804 4701.0400

H01 / Chapter 1
- Connect the voltmeter between pins 6 and 3.
- Switch on the ignition.
- Slowly crank the engine by hand in the normal direction of rotation and watch the voltmeter.
Desired value: Voltage alternates between 0 and 2 V minimum. If not, replace the Hall generator.

Section 9
CHECKING THE SPEED LIMITER
Check the resistance at the speed limiter contacts.

Specified value: 4 - 6 kW.
If the specified value is not obtained: renew the speed limiter.
CHECKING THE STALL SPEED
- Disconnect the lift magnet linkage.

- Read the stall speed at the speed limiter.
- Start the engine and increase the engine speed until the
speed limiter begins to limit the speed.
- Compare the stall speed with the speed reading (± 100 rpm),
replacing the speed limiter if necessary.
350 804 4701.0400
H01 / Chapter 1

Section 9
9.3 LPG INSTALLATION
9.3.1 SCHEMATIC
350 804 4701.0400

H01 / Chapter 1
1 Air filter 8 Vacuum pipe

2 Ignition switch Mixer - secondary section of vaporizer
3 LPG cylinder 9 Gas pipe
4 Combined gas cut-off valve Vaporizer - mixer
5 Gas pipe 10 Engine
Cylinder - shutoff valve 11 Intake manifold
6 Gas pipe 12 Mixer
Shutoff valve - vaporizer 13 Pressure relief valve
7 Vaporizer / pressure regulator

Section 9
9.3.2 LPG MIXER
MOUNTING
350 804 4701.0400
H01 / Chapter 1
- Close the throttle valve.
- Block lever (2) at an angle of 25 ° ± 1.5 ° on throttle valve shaft (1).
- Install the mixer (3) and fix solenoid (6) on console (7).
- Close the throttle valve and set the connecting linkage (5) between solenoid (6) and lever (2) to a pretension
of 1 mm. Press on the ball head of lever (2).
- Lock rod (5) with nuts (4).

Section 9
ADJUSTING THE "CO" CONTENT
Requirements:
- Ignition timing is in order, i.e. 18 ° BTDC at 1030 +50 rpm.

- Engine and the hydraulic oil at operating temperature.
- Pressure-relief valve of working hydraulics set to 220 bar.
- Parking brake applied.
GAS REGULATING VALVE
Mixer CA 50
350 804 4701.0400

Mixer CA 55
H01 / Chapter 1
IDLE MIXTURE
- Screw in idle mixture adjustment screw (1) as far as possible and then turn out 2½ to 3 turns.
- Connect the "CO" tester.
- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle speed
(1030 - 1080 rpm).
Setting: "CO" content £ 0.06 - 0.08 %
If "CO" content is over 0.08 %, turn screw (1) out further, but the engine must run smoothly.
FULL LOAD MIXTURE
- Set the full load adjustment screw (2) to "R".
- With the brake pedal depressed, accelerate the engine to maximum speed and operate the tilt control lever
as far as possible and keep in this position to put a load on the engine.

Section 9
- Measure the "CO" content with a load on the engine.

Setting: "CO" content £ 0.06 and 0.08 %
Correction: To reduce the "CO" content = turn adjusting screw (2) to "L".
NOTE: During the measurement, the engine speed must not drop below 2300 rpm. If this is the case,
a trouble-shooting is required.
ATTENTION
After the test, the pressure-relief valve must be reset to the proper pressure.
350 804 4701.0400
H01 / Chapter 1

Section 9
350 804 4701.0400

H01 / Chapter 1

Index
section/page
Injection pump adapter 1/10

Alternator V-belt tension 1/2, 9/5
Basic diagram Diesel version 6/1

Basic diagram LPG version 6/7
Check cylinder head for distortion 1/14

Composite instrument 6/22
Compression pressure 1/17
Control valve sealing 7/2
Controls 5/1
Crankshaft sprocket 1/7
Crankshaft 1/2, 9/6
350 804 4701.0201
Cylinder head 1/14, 1/15

H01 / Chapter 1
Cylinder head gaskets, markings 1/14
Diagnostic software ”Test & Setup” 2/33, 2/35

Diesel engine 1/1
Digital electric-hydraulic control (LHC) 2/1
Distributor 9/12
Drive axle AH 20 -01 2/20
Drive pump 2/12
Drive unit schematic diagram 2/4
Electrical installation layout 6/21

Electrical system diagnostics 2/30
Electrical system 6/1, 9/10
Electric-hydraulic adjustment 2/13
Electric-hydraulic control 2/16
Electronic control of truck speed 2/2
Electronic ignition 9/10
Engine specifications Diesel 1/1
Engine specifications LPG 9/1
Engine speed sensor 5/6
Engine timing 1/9

Index
Fuel injection pump 1/5
Fuel injectors 1/11
Fuel injectors, servicing 1/12
Fuel pressure 1/13
Functional test 2/138
Glow plug system 1/19

Glow plugs, burnt electrodes 1/20
Governed speed adjustment 1/10
Hall generator 9/18

Help Function 2/38
Hydraulic adjustment with electronic control 2/15
Hydraulic brake system 2/138
Hydraulic brake valve 2/18
350 804 4701.0201

Hydraulic circuit diagram 2/7
H01 / Chapter 1
Hydraulic motor with swashplate, removing and installing 2/26
Hydraulic motor 2/20
Hydraulic motor, repairing 2/22
Hydraulic system 7/1
Hydraulic system diagnostics 2/132
Hydraulic tappets 1/18
Hydraulic zero position 2/17
Hydrostatic travel drive 2/141
Idling speed adjustment 1/10

Ignition timing 9/14
Injector needle tip (visual check) 1/12
Leakages 1/13
Linde Diagnostic Program 2/36
Linde Interface Converter 2/32, 2/33
Linde Test Module 2/31
LPG engine
LPG installation 9/20
LPG mixer 9/21
Menu windows, software version 1.1 - 1.3 2/41, 2/42
Menu windows, software version 1.4 and 1.5 2/62, 2/63

Index
Menu windows, software version 1.6 2/97, 2/98

Multiple disc brake 2/20, 2/22, 2/26
Optional equipment diagram 6/9

Overview for diagnostics 2/132
Pedal stroke 5/2

Piston at TDC 1/15
Power-assisted steering 2/136
Pressure-limiting valve 7/3
Pump control, beginning 2/17
Radial sealing ring of the planetary gear 2/23

Reduction gear, repairing 2/22
350 804 4701.0201
Speed control 5/4

H01 / Chapter 1
Static injection pump timing 1/8

Steering system 4/1
Swash angle of variable pump 2/17
Switch unit A1 9/16
Test aids 2/134

Toothed belt 1/2, 9/2, 9/3
Toothed belt guard 9/2
Towing device 2/19
Transmission 2/1
Travel drive system, technical data 2/5
Troubleshooting with measurement of boost and maximum pressure 2/136
Troubleshooting without measurement of boost and maximum pressure 2/136
Troubleshooting 2/30, 2/138, 2/141
Troubleshooting, explanation 2/134
Truck diagnostics 2/30
TSZ-H ignition system (transistorised ignition system) 9/11, 9/15
TSZ-Hall system 9/12
Variable pump 2/11
Wheel drive 2/20

Index
350 804 4701.0400

H01 / Chapter 1

350 804 4701.0201
H01 / Chapter 1
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de 350 804 4701.0201

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Service Training

Linde IC Engined Truck

IC-ENGINED TRUCKS H 12/16/18/20 D-03/T-03, SERIES 350

1.4.1 Remove and install fuel injectors 11

1.4.2 Servicing fuel injectors 12

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2.10.2.2 Test aids 133

5.1 Pedal stroke adjustment instructions 2

5.2 Adjustment instructions for the speed control 4

9 LPG model of IC-engined fork truck H 12/16/18/20 T-03, series 350 1

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350 804 4701.0201

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1.1 ENGINE SPECIFICATIONS

Engine Type VW ADG

Valve Clearance Hydraulic Valve Timing Balance

Firing Order 1-3-4-2

The engine number is stamped on the cylinder block

The engine number is always shown on the vehicle data

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1.2.1 ADJUSTING ALTERNATOR V-BELT TENSION

- Tension V-belt by tensioning nut (2) with a torque wrench.

and tighten tensioning nut securing bolt to 30 Nm.

- Tighten all tensioner and alternator securing bolts.

NOTE: Adjustment is ideally carried out with the torque

350 804 4701.0400

1.2.2 REMOVING TOOTHED BELT

- Remove upper belt guard and cylinder head cover.

- Turn crankshaft to TDC on No. 1 cylinder.

- Fix camshaft in position with setting bar (2065 A).

- Align setting bar as follows:

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- Hold injection pump sprocket in position with drift (2064).

- Remove pulley for coolant pump.

- Remove lower toothed belt guard.

- Remove belt guard.

- Check and ensure TDC mark on flywheel is aligned with

- Loosen camshaft sprocket bolt (2) by half a turn. Free

- Fit toothed belt and remove pin from injection pump

- Install the idling pulley. Torque loading: 25 Nm.

- Turn the tensioning pulley clockwise with a spanner (eg Matra

- Tighten the clamping nut at the tensioning pulley. Torque

- Recheck if the TDC mark on the flywheel and the reference

- Tighten fastening screw of valve timing sprocket to 45 Nm.

- Remove the setting bar.

- Turn the crankshaft by two turns in normal direction and

- Install V-belt, toothed belt guard and cylinder head cover.

- Check the point of injection of the injection pump.

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- Toothed belt installed and tensioned

- Release the pressure on the toothed belt. The tensioning pulley

350 804 4701.0400

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1.3 FUEL INJECTION PUMP

1.3.1 REMOVAL AND INSTALLATION OF THE FUEL INJECTION PUMP

NOTE: In case a defect is noted on the fuel injection

- Turn crankshaft to TDC on No. 1 cylinder. The TDC mark

the cylinder head. Turn the camshaft now so that the