Service Manual: G420FE LP/Dual Fuel Engine G420F LP/Gasoline Dual Fuel Engine

SB4241E00
Apr. 2007
Service Manual
G420FE LP/Dual Fuel Engine
G420F LP/Gasoline Dual Fuel Engine
G15S-5, G18S-5, G20SC-5

GC15S-5, GC18S-5, GC20SC-5
G20E-5, G25E-5, G30E-5
GC20E-5, GC25E-5, GC30E-5, GC33E-5
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Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety
precautions are listed in the “Safety” section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards
exist. WARNING labels have also been put on the product to provide instructions and to identify specific
hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product. Obtain the complete and
most current information before starting any job. DOOSAN dealers have the most current information available.

Index Inspect Ignition System................................. 25
Inspection of Ignition Timing ......................... 25
Inspection of Spark Plug ............................... 26
Chapter 1. GENERAL INFORMATION Fuel System Maintenance ................................. 28

Replace LP Fuel Filter Element..................... 28
Testing Fuel Lock-off Operation .................... 29
Precautions before Service ................................. 7
Pressure Regulator/Converter Inspection...... 29
Tightening Torque ............................................. 10
Inspect Air/Fuel Valve Mixer Assembly ......... 30
Recommended Lubricants and Capacities....... 11
Inspect for Intake Leaks................................ 30
Engine Model and Engine Serial Number ......... 12
Inspect Throttle Assembly............................. 30
General Specification ........................................ 13
Checking the TMAP Sensor.......................... 30
Engine Power and Torque ................................. 15
Exhaust System Maintenance........................... 30
Inspect Engine for Exhaust Leaks................. 30
Chapter 2. RECOMMENDED
Maintenance Schedule ...................................... 31
MAINTENANCE
Chapter 3. ENGINE MECHANICAL
General Maintenance......................................... 16
SYSTEM
Test Fuel System for Leaks........................... 16
Inspect Engine for Fluid Leaks ...................... 16
General Information........................................... 33
Inspect Vacuum Lines and Fittings................ 16
Engine Outline.............................................. 33
Inspect Electrical System .............................. 16
Specifications ............................................... 34
Inspect Foot Pedal Operation........................ 16
Specifications ............................................... 35
Engine Oil Classification................................ 17
Torque Specification ..................................... 38
Checking Engine Oil Level ............................ 18
Special Tools................................................ 39
Replacing Engine Oil and Filter ..................... 18
Troubleshooting............................................ 41
Checking Compressed Pressure ................... 19
Timing Belt System ........................................... 42
Adjusting Timing Belt Tension ....................... 20
Components ................................................. 42
Cooling System Maintenance............................ 21
Removal ....................................................... 43
Coolant Recommendation............................. 21
Inspection..................................................... 44
Check Coolant Level ..................................... 21
Assembly...................................................... 46
Inspect Coolant Hoses .................................. 21
PCV Valve .......................................................... 48
Checking coolant leaks ................................. 22
Outline and Operation Principle .................... 48
Specific gravity test ....................................... 22
Service Procedure ........................................ 49
Relation between Coolant concentration and
Intake and Exhaust System............................... 50
Specific Gravity............................................. 22
Intake Manifold ............................................. 50
Checking and Adjusting Drive Belt ................ 23
Exhaust Manifold .......................................... 52
Adjusting....................................................... 24
Cooling System ................................................. 54
Checking Belt for Damage ............................ 24
General Description ...................................... 54
Ignition System Maintenance ............................ 25
Testing and Adjusting ................................... 55
Inspect Battery System ................................. 25
G420F(FE) Service Manual 3 Index

Cooling System Recommendation ................ 58 Troubleshooting...........................................143
Coolant Pipe and Hose ................................. 60 Starter .........................................................144
Water Pump.................................................. 61
Thermostat ................................................... 63 Chapter 5. ENGINE MANAGEMENT
Cylinder Head Assembly ................................... 65
SYSTEM (EMS)
Lubrication System............................................ 74
General Description ...................................... 74
General Information..........................................150
Testing and Adjusting.................................... 75
Specifications ..............................................150
Oil Pressure Switch....................................... 77
Service Standard .........................................155
Front Case and Oil Pump.............................. 78
Component Location....................................156
CAM Shaft, HLA, Timing Chain ......................... 83
Components ................................................. 83
G420FE EMS (Engine Management System)
Removal ....................................................... 84
Overview ...........................................................160
Inspection ..................................................... 85
General Description .....................................160
Crankshaft.......................................................... 90
LPG Fuel System Operation ........................163
Flywheel and Housing ....................................... 94
MPI Gasoline System Operation ..................170
Piston and Connection Rod .............................. 95
Electronic Throttle System ...........................171
Cylinder Block.................................................. 110
Ignition System............................................172
Exhaust System...........................................173
Chapter 4. ENGINE ELECTRICAL SECM..........................................................175
SYSTEM SECM Wiring Diagrams for G420FE ............178
Specifications .................................................. 118 G420F EMS (Engine Management System)

Ignition System ................................................ 119 Overview ...........................................................180
Coil-On-Plug Ignition System ...................... 119 General Description .....................................180
COP Components....................................... 119 LPG Fuel System Operation ........................183
Inspection of Ignition Timing........................ 122 MPI Gasoline System Operation ..................187
Inspection of Ignition Coil Drivers (Power TR) Electronic Throttle System ...........................187
................................................................... 122 Ignition System............................................187
Inspection of Ignition Coil ............................ 123 Exhaust System...........................................187
Inspection of Spark Plug ............................. 124 SECM..........................................................187
Charging System ............................................. 126 SECM Wiring Diagrams for G420F ..............188
General Description .................................... 126
Troubleshooting .......................................... 128 EMS Inspection and Repair..............................189
Disassembly and Installation ....................... 134 Engine Control Module (SECM) ...................189
STARTING SYSTEM......................................... 139 Camshaft Position Sensor ...........................191
General Description .................................... 139 Crank Shaft Position Sensor ........................192
Diagnosis Procedure................................... 140 MAP (Manifold Absolute Pressure) Sensor ..193
Start Relay Tests ........................................ 142 IAT (Intake Air Temperature) .......................194

Sensor ........................................................ 194 N-2001 Regulator Service Testing .225
Oxygen Sensor (Pre-Catalyst)..................... 195 AVV (Air Valve Vacuum) Testing....227
Oxygen Sensor (Post-Catalyst) ................... 196 Connection of the MI-07 Service Tool
ECT (Engine Coolant Temperature) Sensor 197 ......................................................227
LP Fuel Temperature Sensor ...................... 199 Idle Mixture Adjustment .................228
Angle Sensor-Accelerator ........................... 200 Parts Description .........................................230
Transmission Oil Temperature Switch ......... 201 CA100 Mixer for G420F Engine .....230
Ground Speed Limit Switch (optional) ......... 202 N-2001 Regulator for G420F Engine
Electronic Throttle Body .............................. 203 ......................................................234
Chapter 6. LPG FUEL DELIVERY Chapter 7. MPI GASOLINE FUEL

SYSTEM DELIVERY SYSTEM
G420FE LP System Inspection and Repair ..... 204 Specification .....................................................239

Removal and Installation ............................. 204 Special Tools ....................................................239
Hose Connections......................... 205 Components Location......................................240
Removal and Installation of ........... 206 Fuel Pressure Test ...........................................241
N-2007 LP Regulator .................... 206 Injector ..............................................................243
Removal and Installation of CA100 Injector Inspection............................................245
Mixer for G420FE.......................... 207 Fuel Pump.........................................................247
Tests and Adjustments................................ 209
N-2007 Regulator Service Testing. 210
Chapter 8. BASIC TROUBLESHOOTING
AVV (Air Valve Vacuum) Testing... 211
AVV (Air Valve Vacuum) Testing... 212
Preliminary Checks ..........................................248
Connection of the MI-07 Service Tool
Before Starting ............................................248
..................................................... 212
Visual/Physical check ..................................248
Idle Mixture Adjustment................. 213
Basic Troubleshooting Guide ..........................249
Parts Description......................................... 216
Customer Problem Analysis Sheet...............249
CA100 Mixer for G420FE Engine .. 216
Basic Inspection Procedure .........................250
N-2007 Regulator for G420FE Engine
Connector Inspection Procedure..................251
..................................................... 218
Symptom Troubleshooting Guide Chart .......255
Basic Troubleshooting .....................................261
G420F LPG System Inspection and Repair..... 220
Intermittents.................................................261
Removal and Installation ............................. 220
Surges and/or Stumbles ..............................262
G420F Fuel System Connections.. 221
Engine Cranking but Will Not Start / Difficult to
Removal and Installation of N-2001 LP
Start ............................................................263
Regulator/Converter...................... 222
Lack of Power, Slow to Respond / Poor High
Removal and Installation of CA100
Speed Performance / Hesitation During
Mixer for G420F ............................ 223
Acceleration.................................................265
Tests and Adjustments................................ 225

Detonation / Spark Knock............................ 267
Backfire ...................................................... 268
Dieseling, Run-on ....................................... 268
Rough, Unstable, Incorrect Idle, or Stalling.. 269
Cuts Out, Misses......................................... 271
Poor Fuel Economy / Excessive Fuel
Consumption LPG Exhaust Smell ............... 272
High Idle Speed .......................................... 273
Excessive Exhaust Emissions or Odors....... 274
Diagnostic Aids for Rich / Lean Operation ... 275
Chart T-1 Restricted Exhaust System Check276
Chapter 9. ADVANCED DIAGNOSTICS
Reading Diagnostic Fault Codes..................... 277

Displaying Fault Codes (DFC) from SECM
Memory............................................................. 277
Clearing Fault (DFC) Codes............................. 277
Fault Action Descriptions................................ 278
Fault List Definitions........................................ 278
Table 1. Fault List Definitions ...................... 279
Table 2. Diagnostic Fault Codes (Flash Codes)
................................................................... 289
Appendix
Service Tool Software (MotoView) .................. 307

Service Tool Connection to SECM .............. 308
Service Tool Display ................................... 309
SECM field update with Service Tool........... 313
SECM field update with Service Tool........... 314
Ground Speed Limits (Option) ........................ 318
LPG And LPG Fuel Tanks................................ 320
Regulatory Compliance ................................... 324
Special Conditions for Safe Use ..................... 324
Abbreviations................................................... 325

Chapter 1. GENERAL INFORMATION
Precautions before Service Tightening Torque
Removal and Disassembly
Tighten the part properly to specified torque.
For prevention of wrong installation or reassembly Sealant

and for ease of operation, put mating marks to the
parts where no function is adversely affected.
Special Tool
Use specified brand of sealant.

Use of sealant other than specified sealant may
cause water or oil leaks.
Be sure to use Special Tools when their use is

specified for the operation.
Use of substitute tools will result in malfunction of
the part or damage it.
G420F(FE) Service Manual 7 Chapter 1. General Information

Replacement Part Genuine Part
When oil seal, O-ring, packing and gasket have When the part is to be replaced, be sure to use
been removed, be sure to replace them with new genuine part.
parts. For selection of appropriate parts, refer to the Parts
However, rocker cover gasket may be reused if it is Catalog.
not damaged.
Electrical System
Rubber Parts
1. Be sure to disconnect the battery cable from the

Do not stain timing belt and V-belt with oil or water.
negative(-) terminal of the battery.
Therefore, do not clean the pulley and sprocket with
detergent.
2. Never pull on the wires when disconnecting
connectors.
Oil and Grease
3. Locking connectors will click when the connector
is secure.
4. Handle sensors and relays carefully. Be careful

not to drop them or hit them against other parts.
Before reassembly, apply specified oil to the rotating

and sliding parts.

Precautions for catalytic Converter
CAUTION
If a large amount of unburned gasoline flows
into the converter, it may overheat and create a
fire hazard. To prevent this, observe the
following precautions and explain them to your
customer.
1. Use only unleaded gasoline.
2. Do net run the engine while the truck is at rest for

a long time. Avoid running the engine at fast idle
for more than 5 minutes and at idle speed for
more than 10 minutes.
3. Avoid spark-jump tests. Do spark-jumps only

when absolutely necessary. Perform this test as
rapidly as possible and, while testing, never race
the engine.
4. Do not measure engine compression for an

extended time. Engine compression tests must be
made as rapidly as possible
5. Do not run the engine when the fuel tank is nearly

empty. This may cause the engine to misfire and
create and extra load on the converter.
6. Avoid coasting with the ignition turned off and

during prolonged braking
7. Do not dispose of a used catalytic converter

together with parts contaminated with gasoline or
oil.

Tightening Torque
Tightening Torque Table of Standard Parts
Bolt nominal Torque (kg·m)

Pitch(mm)
diameter(mm) Head mark 4 Head mark 7
M5 0.8 0.3 ~ 0.4 0.5 ~ 0.6

M6 1.0 0.5 ~ 0.6 0.9 ~ 1.1
M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5
M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0
M12 1.25 3.5 ~ 4.5 6~8
M14 1.2 7.5 ~ 8.5 12 ~ 14

M16 1.5 11 ~ 13 18 ~ 21
M18 1.5 16 ~ 18 26 ~ 30
M20 1.5 22 ~ 25 36 ~ 42
M22 1.5 29 ~ 33 48 ~ 55
M24 1.5 37 ~ 42 61 ~ 70
M5 0.8 0.3 ~ 0.4 0.5 ~ 0.6
M6 1.0 0.5 ~ 0.6 0.9 ~ 1.1
M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5
M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0
NOTE: The torques shown in the table are standard 1. When spring washers, toothed washers and the
vales under the following conditions. like are inserted.
1. Nuts and bolt are made of steel bar and 2. If plastic parts are fastened.
galvanized.
3. If oil is applied to threads and surfaces.
2. Galvanized plain steel washers are inserted.
NOTE: If you reduce the torques in the table to the
3. All nuts, bolts, plain washers are dry. percentage indicated below under the following
conditions, it will be the standard value.
NOTE: The torques shown in the table are not
applicable, 1. If spring washers are used : 85%
2. If threads and bearing surfaces are stained with

oil: 85%

Recommended Lubricants and Capacities
Recommended Lubricants
Lubricant Specification Remarks
Engine Oil API Classification SJ or above SAE 10W30 or SAE 5W30

Automotive antifreeze
Concentration level 50%(normal)
Coolant (Antifreeze) suitable for gasoline engines
Concentration level 40%(tropical)
having aluminum alloy parts
Lubricant Capacities
Description G(C)18S-5, G(C)20SC-5 G(C)20/25/30E-5
Oil Pan 3.7 3.7
Engine Oil (liters) Oil Filter 0.3 0.3
Total 4.0 4.0
Engine 3.0 3.0

Coolant (liters) Radiator & Hoses 5.5 5.5
Total 8.5 8.5

Engine Model and Engine Serial Indication of Engine Model and Serial
Number Number
Engine Emission
Fuel Type
Model Regulation
EPA/CARB*
G420FE LP/Dual Fuel 2007
Compliant
LP/Gasoline/Dual
G420F
Fuel
* EPA: Environmental Protection Agency
* CARB: California Air Resources Board
G420FE Engine
• Comply with EPA 2007 Emission Regulation Engine Model Engine Serial Number
G420FE/G420F 30700001 to 39999999

• Electronic Control by ECM
• Certified LP/Dual Fuel System available Features and Benefits of G420FE/G420F Engine
– Closed loop LP Carburetion system • Al head with valve seat inserts

– Closed loop MPI Gasoline system
– Aluminum head and valve seat system
• 3-way Catalytic Muffler is standard
• DOHC 16 valve system
G420F Engine
• Durable timing belt system
• Not comply with EPA 2007 Emission Regulation
– Durable timing belt material and rubber-
• Electronic Control by ECM sealed cover
• Standard LP/Gas/DF/Dual Fuel System available • Distributorless Ignition system (coil on plug)
– Open loop LP Carburetion system • Electronic control system by ECM

(Engine control module)
– Closed loop MPI Gasoline system
– Drive-by-wire system
• Muffler is standard
– Higher efficiency and lower fuel consumption
– Min./Max. governor control
– Automatic engine protection from overheating

and/or low engine oil pressure
– Automatic transmission protection from

overheating
– Engine diagnostics by service-tool software
– Forklift ground speed limit (optional)

General Specification
G420FE Engine G420F Engine
GENERAL DESCRIPTION
ENGINE TYPE: Water-cooled, Inline 4-Cycle, 4-Cylinders
COMBUSTION SYSTEM: Semi-Rent Roof
INTAKE MANIFOLD Cast Aluminum (with injector ports)
EXHAUST MANIFOLD Cast Iron, Dry
VALVE CONFIGURATION: DOHC, 4 Valves per Cylinder
VALVE LIFTER/LASH ADJUSTER Hydraulic Lash Adjuster
VALVE ROTATOR Intake/Exhaust Rotator
CAMSHAFT DRIVE Timing belt system (25.4 mm Toothed Belt)
DISPLACEMENT: 1,975 cc (120.5 cid)
BORE x STROKE 82mm (3.23 in) x 93.5 mm (3.68 in)
BLOCK STRUCTURE Grey Cast Iron
HEAD STRUCTURE Aluminum with seat inserts
COMPRESSION RATIO: 9.4:1
COMPRESSION PRESSURE: 1,450 kPa (210 psi)
Intake Valve: 2° BTDC(Open)/ 16° ABDC(Close)
VALVE TIMING:
Exhaust Valve: 6° BBDC(Open)/ 2° ATDC(Close)
FIRING ORDER: 1-3-4-2
WEIGHT: 170 kg (Dry)
ENGINE ROTATION: Counter-Clockwise (CCW) when viewed from Flywheel End
FUEL TYPE: LPG, Gasoline, Dual Fuel (LPG or Gasoline)
CRANK VENTILATION Foul Air System with PCV
IGNTION SYSTEM
IGNITION TYPE: Distributorless (coil on plug)
IGNITION TIMING: Electronic controlled by ECM
POWER TRANSISTOR Ignition coil driver
IGNITION COIL: 12 V operation volt, 4 coils (coil on plug)
SPARK PLUGS: Platimum Spark Plug (Air Gap: 0.8mm)
LUBRICATION SYSTEM
OIL PRESSURE: 167 kPa (24 psi) @ low Idle (90-100C oil temperature)
Upper Limit: 125°C (257°F)
OIL TEMPERATURE: Recommended: 99 - 110°C (210 - 230°F)
Lower Limit:80°C (176°F)
OIL PAN Cast Aluminum
OIL PAN CAPACITY 3.7 L (EXCLUDES OIL FILTER)
OIL FILTER: 0.3 L
ENGINE OIL SPECIFICATION: API - SJ, SAE 10W30 or SAE 5W30
COOLING SYSTEM
WATER PUMP ROTATION: V-Belt Drive - Clockwise (CW) when viewed from engine front
THERMOSTAT: Opening Temperature: 82°C (180°F)
Fully Open Temperature: 95°C (203°F)
COOLING WATER CAPACITY: 3.0 L (block only)

General Specification
G420FE Engine G420F Engine

LP FUEL SYSTEM
Closed loop LP Carburetion
LP FUEL SYSTEM Open loop LP Carburetion System
System
Diaphragm Type Air Valve Diaphragm Type Air Valve
MIXER: Assembly inside, Downdraft Assembly inside, Downdraft
(Model: CA-100) (Model: CA-100)
Two-Stage Negative Pressure Two-Stage Negative Pressure
REGULATOR:
Regulator (Model: N-2007) Regulator (Model: N-2001)
FUEL TRIM VALVE (FTV): Dual Dither System No FTV
FUEL FILTRATION: 40 Microns Maximum 40 Microns Maximum
GASOLINE FUEL SYSTEM
GASOLINE FUEL SYSTEM Closed loop MPI System and In-Tank Fuel Pump System
FUEL PUMP MODULE Electric Fuel Pump (12V)
Fuel Filter & Strainer
Gasoline Pressure Regulator (3.5 bar)
FUEL INJECTOR ASS’Y Electric Fuel Injector (12V)
ENGINE ELECTRIC
ENGINE CONTROL
12 V operation volt, 48 pins of I/O
MODULE(ECM):
CRANK SENSOR Magnetic Inductive type
CAM SENSOR Hall sensor
TMAP: Intake Air Temp. & Manifold Absolute Press. Sensor
PEDAL ANGLE SENSOR: Two-Output Signals (built in Accelerator Pedal)
Gasoline : One Oxygen sensor
OXYGEN SENSOR: Dual Oxygen Sensor System
LPG: No Oxygen sensor
ECT-ECM: Engine Coolant Temperature Sensor for ECM
ECT-GAUGE Engine Coolant Temp. Sensor for GAUGE on Instrument Panel
TPS: Throttle Position Sensor (built in Throttle Body)
THROTTLE BODY: Electronic Throttle Body
LP FUEL LOCK-OFF: 12 V operation volt
ENGINE OIL PR. S/W: 28.4 kPa (4.1 psi)
STARTING MOTOR: 12 Volts, 1.7 kW
ALTERNATOR: 13.5 Volts, 90 Amp
EXHAUST SYSTEM
Muffler Catalytic Muffler Muffler (without catalyst)

Engine Power and Torque
G420FE Engine Power & Torque
FORKLIFT MODEL G(C)15/18S-5 G(C)20/25/30E-5

G420FE-DF(LP)
ENGINE MODEL G420FE-LP G420FE-DF(Gas)
& G420FE-LP
RATED POWER Kw 33.6 39.5 39.5
hp 45 53 53
PS 46 54 54
rpm 2,400 2,550 2,550
MAX TORQUE N-m 147 157 157
lbf-ft 108 116 116
kgf-m 15,0 16.0 16.0
rpm 1600 1600 1600
GOVERNED SPEED rpm 2450 2600 2600
LOW IDLE rpm 750 750 750
G420F Engine Power & Torque
FORKLIFT MODEL G(C)15/18S-5

G420F-DF(LP)
ENGINE MODEL G420F-DF(Gas) G420F-GAS
& G420F-LP
hp 45 48 49
PS 45.6 48.7 49.7
rpm 2,400 2,400 2,400
lbf-ft 108 112 114
kgf-m 15,0 15.5 15.7
rpm 1600 1600 1600
FORKLIFT MODEL G(C)20/25/30E-5

G420F-DF(LP)
ENGINE MODEL G420F-DF(Gas) G420F-GAS
& G420F-LP
hp 53 53 54
PS 53.7 53.7 54.7
rpm 2,550 2,550 2,550
lbf-ft 116 116 118
kgf-m 16.0 16.0 16.3
rpm 1600 1600 1600

Chapter 2. RECOMMENDED MAINTENANCE
Suggested maintenance requirements for an engine equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a customized maintenance schedule using the requirements
listed in this section and any other requirements listed by the engine manufacturer.
General Maintenance • Solvent or oil damage may cause vacuum lines to

become soft, resulting in a collapsed line while the
engine is running.
Test Fuel System for Leaks • If abnormally soft lines are detected, replace as
necessary.
Inspect Electrical System

• Check for loose, dirty or damaged connectors and
wires on the harness including: fuel lock-off, TMAP
sensor, O2 sensors, electronic throttle, control
relays, fuel trim valves, crank position sensor, and
cam position sensor.
• Repair and/or replace as necessary.
Inspect Foot Pedal Operation

• Verify foot pedal travel is smooth without sticking.
• Obtain a leak check squirt bottle or pump spray

bottle.
• Fill the bottle with an approved leak check solution.
• Spray a generous amount of the solution on the
fuel system fuel lines and connections, starting at
the storage container.
• Wait approximately 15-60 seconds, then perform a
visual inspection of the fuel system. Leaks will cause
the solution to bubble.
• Listen for leaks
• Smell for LPG odor which may indicate a leak
• Repair any leaks before continuing.
• Crank the engine through several revolutions. This
will energize the fuel lock-off and allow fuel to flow to
the pressure regulator/converter. Apply additional
leak check solution to the regulator/ converter fuel
connections and housing. Repeat leak inspection as
listed above.
• Repair any fuel leaks before continuing.
Inspect Engine for Fluid Leaks

• Start the engine and allow it to reach operating
temperatures.
• Turn the engine off.
• Inspect the entire engine for oil and/or coolant
leaks.
• Repair as necessary before continuing.
Inspect Vacuum Lines and Fittings

• Visually inspect vacuum lines and fittings for
physical damage such as brittleness, cracks and
kinks. Repair/replace as required.
G420F(FE) Service Manual 16 Chapter 2. Recommended Maintenance

Engine Oil Classification
Recommended API classification: Above SJ

Recommended SAE viscosity classification
*1. 10W-30 engine oil is recommended

If 10W-30 is not applicable, proper engine oil will be possible according to temperature ranges.
The following lubricants should be selected for all

engines to enhance excellent performance and
maximum effect.
1. Observe the API classification guide.
2. Proper SAE classification number should be

selected within ambient temperature ranges. Do
not use the lubricant with SAE classification
number and API grade not identified on the
container.

Checking Engine Oil Level Replacing Engine Oil and Filter
CAUTION
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation and dermatitis.
In addition, used engine oil contains potentially
harmful contaminants which may cause skin
cancer.
Exercise caution in order to minimize the length
and frequency of contact of your skin to used oil.
In order to preserve the environment, used oil
and used oil filter must be disposed of only at
designated disposal sites.
1. Drain engine oil.
1) Remove the oil filler cap.
2) Remove the oil drain plug, and drain the oil into
a container.
2. Replace oil filter.
1) Remove the oil filter.
2) Check and clean the oil filter installation

surface.
3) Check the part number of the new oil filter is as

same as old one.
4) Apply clean engine oil to the gasket of a new

oil filter.
5) Lightly screw the oil filter into place, and

tighten it until the gasket contacts the seat.
1. Check that the oil level is between “MIN” and 6) Tighten it an additional 3/4 turn.
“Max” marks on the engine oil level gauge.
3. Refill with engine oil filter.
2. If the oil level is below “MIN” mark, add oil until
the level is within the specified ranges. 1) Clean and install the oil drain plug with a new
gasket.
3. Check the engine for oil contamination and
viscosity and replace if necessary.
39.2~44.1N.m(4.0~4.5kgf.m,
Torque
28.9~32.5lb-ft)
2)Fill with fresh engine oil.
Capacity Drain
4.0L(4.23US qts, 3.52Lmp qts)
and refill
Oil filter 0.3L(0.32US qts, 0.26Lmp qts)

Standard 15kg/㎠
3) Install the oil filler cap. Standard(250~400rpm)
Limit 14kg/㎠
4. Start engine and check for oil leaks.
8. Follow the procedures (no.6-7) to each cylinder
and check that compressed pressure values of all
5. Recheck engine oil level.
cylinders are within the limit.
Checking Compressed Pressure Limit 1.0kg/㎠
9. If any of all cylinders is out of limit, add a small

amount of engine oil to the spark plug hole, and
re-proceed the procedures (no.6-7) to the cylinder.
At this time, if the compressed pressure is increased,

it means that the piston, piston ring or cylinder
surface are worn or damaged, and if the
compressed pressure is decreased, it means that
the valve is clogged, the valve contact is faulty, or
the pressure leaks through gasket.
CAUTION
1. Prior to inspection, check that the engine oil,
If a large amount of incomplete combustion
starter motor and battery are normal.
gaso-line comes into the catalytic converter,
emergency such as a fire can occur due to
2. Start the engine and run it until the engine coolant
overheating. So this job should be done quickly
temperature reaches 80 ~ 95°C.
with the engine not operated.
3. Stop the engine and disconnect the ignition coil
and air cleaner element.
4. Remove the spark plug.
5. After opening the throttle valve completely, crank

the engine to remove foreign material from the
cylinder.
CAUTION
At this time, necessarily screen the spark plug
hole with a rag. Because hot coolant, oil, fuel,
and other foreign material, being penetrated in
the cylinder through cracks can come into the
spark hole during checking compressed
pressure.
When cranking the engine to test compressed
pressure, necessarily open the throttle valve be-
fore cranking.
6. Install the compression gauge to the spark plug

hole.
7. With the throttle valve opened, crank the engine

to measure the compressed pressure.

Adjusting Timing Belt Tension
7. Install the timing belt upper cover (A) and tighten
the bolt(B).
Tightening torque 0.8~1.0kg·m
Adjust the tension as the following order.
1. Remove the fan drive bracket.
2. Loosen the timing belt upper cover bolt (B) and

disconnect the upper cover (A).
3. As the illustration, insert the hex wrench to the

adjuster groove and turn it counterclockwise to
move the arm indi-cator in the middle of the base
groove.
CAUTION
If it is turned in reverse direction, be sure that
the tensioner may function abnormally.
4. Tighten the tensioner fixing bolt with the arm

indicator fixed.
Tightening torque 2.3~2.9kgf·m
5. Rotate the crankshaft 2 turns clockwise and make

sure the auto tensioner arm indicator is placed in
the middle of the base groove.
6. If the arm indicator is out of the middle, loosen the

bolt and repeat the previous procedure.

Cooling System Maintenance Antifreeze
DOOSAN recommends selecting automotive
antifreeze suitable for gasoline engines using
Coolant Recommendation aluminum alloy parts. The antifreeze should meet
ASTM-D3306 standard.
The engine cooling system is provided with a
mixture of 50% ethylene glycol anti-freeze and 50% Check Coolant Level
water (For the vehicles of tropical area, the engine
cooling system is provided with a mixture of 40%
• The items below are a general guideline for
ethylene glycol anti-freeze and 60% water at the
system checks. Refer to the engine manufacturer’s
time of manufacture.)
specific recommendations for proper procedures.
Since the cylinder head and water pump body are
• Engine must be off and cold.
made of aluminum alloy casting, be sure to use a 30
to 60% ethylene glycol antifreeze coolant to assure
corrosion protection and freezing prevention. WARNING—PROPER USE
Never remove the pressure cap on a hot engine.
CAUTION
If the concentration of the antifreeze is below • The coolant level should be equal to the “COLD”
30%, the anticorrosion property will be adversely mark on the coolant recovery tank.
affected. In addition, if the concentration is
above 60%, both the antifreeze and engine • Add approve coolant to the specified level if the
cooling properties will decrease, adversely system is low.
affecting the engine. For these reasons, be sure
to maintain the concentration level within the Inspect Coolant Hoses
specified range.
• Visually inspect coolant hoses and clamps.
Remember to check the two coolant lines that
Coolant Water connect to the pressure regulator/converter.
Hard water, or water with high levels of calcium and
magnesium ions, encourages the formation of • Replace any hose that shows signs of leakage,
insoluble chemical compounds by combining with swelling, cracking, abrasion or deterioration.
cooling system additives such as silicates and
phosphates.
The tendency of silicates and phosphates to

precipitate out-of-solution increases with increasing
water hardness. Hard water, or water with high
levels of calcium and magnesium ions encourages
the formation of insoluble chemicals, especially after
a number of heating and cooling cycles.
DOOSAN prefers the use of distilled water or

deionized water to reduce the potential and severity
of chemical insolubility.
Acceptable Water
Water Content Limits (pps)
Chlorides (CI) 40 maximum
Sulfates (SO4) 50 maximum
Total Hardness 80mg/ℓ maximum
Total Solids 250 maximum
pH 6.0 ~ 8.0
ppm = parts per million

Checking coolant leaks
1. After the coolant temperature drops below 38°C

loosen the radiator cap.
2. Check that the coolant level reaches filler neck.
3. Install the radiator cap tester to the radiator filler

neck and apply a pressure of 1.4kg/cm2 .
While maintaining it for 2 minutes, check the
radiator, hose, and connecting part for leak.
CAUTION
Because the coolant in the radiator is too hot,
never open the cap when it hot, or injury may
occur due to an outburst of hot water.
Dry out the inspection part.
When removing the tester, take care not to spill
the coolant.
When removing/installing the tester as well as
testing, take care not to deform the filler neck.
4. Replace parts if leak is detected.
Specific gravity test
1. Measure specific gravity of the coolant using a

hydrometer.
2. After measuring the coolant temperature,

calculate specific gravity using the following table.
Relation between Coolant concentration and Specific Gravity
Temperature and Specifiv gravity of coolant (Temp.:℃) Freezing Coolant Concentration

10 20 30 40 50 temp(℃) (Specific Volume)
1.054 1.050 1.046 1.042 1.036 -16 30%
1.063 1.058 1.054 1.049 1.044 -20 35%
1.071 1.067 1.062 1.057 1.052 -25 40%
1.079 1.074 1.069 1.064 1.058 -30 45%
1.087 1.082 1.076 1.070 1.064 -36 50%
1.095 1.090 1.084 1.077 1.070 -42 55%
1.103 1.098 1.092 1.084 1.076 -50 60%

Checking and Adjusting Drive Belt
1. Checking tension
1) Press the middle of the water pump pulley and

alternator pulley with 10kgf.
2) Inspect the belt deflection by pressing it.
3) If the belt deflection is out of the standard,

adjust it as follows.
Standard
Item
New belt Used belt 1) Type
Drive belt deflection (L) 4.0~4.4mm 5.1~5.7mm
• BORROUGHS BT - 33 - 73F
2. Using a tension gauge • NIPPONDENSO BTG – 2
2) How to use
• Insert the belt between the gauge hook and

spindle and press the tension gauge handle.
• Leave the handle and read the gauge.
Standard
Tension(T) New belt Used belt
65~75kg 40~50kg
CAUTION
The belt used over 5 minutes should be ad-
justed as used belt of standard
Check that the belt is installed correctly.
When the belt is loosened, slip noise is heard.

Adjusting Checking Belt for Damage
Crank
pulley
1. Loosen the alternator support bolt “A” nut and Check the following items and replace the belt if
adjusting lock bolt “B”. defective.
2. Adjust the belt tension by moving the alternator 1. Check the belt surface for damage, wear and
brace adjusting bolt to “T” direction. crack.
Alternator adjusting lock bolt “B” 1.2~1.5kg·m 2. Check the belt surface for oil or grease
contamination.
Alternator support bolt “A” 2~2.5kg·m
3. Check the rubber part for wear or hardening.
3. Tighten the bolt “A” and then tighten “B” to the
4. Check the pulley surface for crack or damage.
specified torque.
CAUTION
If the belt tension is too excessive, noise as well
as early wear of belt occurs and the water pump
bearing and alternator bearing are damaged.
If the belt is too loose, due to early wear of belt
and insufficient power of alternator, battery and
water pump become inefficient and finally en-
gine is overheated or damaged.

Ignition System Maintenance
CAUTION
Inspect Battery System Because ignition timing is fixed by set data
value in ECU, it is impossible to control on
• Clean battery outer surfaces with a mixture of
purpose.
baking soda and water.
Fist, check that sensors send output properly to
• Inspect battery outer surfaces for damage and help determine ignition timing control.
replace as necessary.
• Remove battery cables and clean, repair and/or NOTE: Affective ECU input to lgnition timing control
replace as necessary.
• Coolant temperature sensor
• Oxygen sensor
Inspect Ignition System
• Battery voltage
• MAP sensor (Engine load)
• Remove and inspect the spark plugs. Replace as • Crankshaft position sensor
required. • Throttle position sensor
• Intake Air Temperature sensor
• Inspect the ignition coil for cracks and heat
deterioration. Visually inspect the coil heat sink 5) Check that actual ignition timing is changed
fins. If any fins are broken replace as required. with engine RPM increased.
Inspection of Ignition Timing
1. Inspection condition
Coolant temperature : 80-90°C(At normal

Temperature)
Lamp and all accessories : OFF
Transmission : In neutral position
Parking brake : ON
2. Inspection
1) Connect the timing light.
2) Measure RPM.
RPM
Low Idle 750±15rpm
NOTE: If RPM is not normal, it is impossible to

measure the proper ignition timing, so measure it at
a normal RPM.
3) Inspect the standard ignition timing.
BTDC 5˚±5˚
4) If ignition timing is out of the standard, inspect

sensors concerned with ignition timing.

Inspection of Spark Plug
Inspection and clean
3. Check the spark plug as below.
1) Insulator broken
2) Terminal worn
3) Carbon deposit
4) Gasket damaged or broken
5) Porcelain insulator of spark plug clearance
1) Ignition wire Ass’y

2) Ignition coil Ass’y
3) Spark plug
1. Disconnect the ignition wire ass’y from ignition

coil ass’y.
Remove the ignition coil ass’y by pulling the ignition
coil hand.
2. Remove all spark plugs from the cylinder head

4. Check the plug clearance using a plug clearance
using a sparkplug wrench.
gauge and if the value is not within the specified
values, adjust it by bending the ground clearance.
CAUTION When installing a new sparkplug, install it after
checking the uniform plug clearance.
Take care not to come foreign materials into
spark-plug mounting hole.
Spark plug clearance 0.7~0.8mm

5. Install the spark plug and tighten it to the specified
torque.
Take care not to over tighten it to prevent cylinder
head threads from damage.
Tightening torque 2~3kg·m
SPARK PLUG ANALYSIS
Contact point is Contact point is

State
black white
• Density of the
• Density of the
Description fuel mixture is
fuel mixture is thin
thick
• Lack of air • Ignition timing is
intake fast
• Spark plug is
tight
• Lack of torque

Fuel System Maintenance 8. Re-assemble the filter assembly aligning the
scribe lines on the top and bottom covers.
Replace LP Fuel Filter Element 9. Install the cover retaining screws, tightening the
screws in an opposite sequence across the cover.
Park the lift truck in an authorized refueling area with
the forks lowered, parking brake applied and the 10. Open the fuel valve by slowly turning the valve
transmission in Neutral. counterclockwise.
11. Crank the engine several revolutions to open the

fuel lock-off. DO NOT START THE ENGINE.
Turn the ignition key switch to the off position.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.
1. Close the fuel shutoff valve on the LP-fuel tank.

Run the engine until the fuel in the system runs
out and the engine stops.
2. Turn off the ignition switch.
3. Scribe a line across the filter housing covers,

which will be used for alignment purposes when
re-installing the filter cover.
FUEL FILTER DISASSEMBLY (Steps 4-7)
4. Remove the cover retaining screws (1).
5. Remove top cover (2), magnet (3), spring (4), and

filter element (7) from bottom cover (5).
6. Replace the filter element (7).
7. Check bottom cover O-ring seal (6) for damage.

Replace if necessary.

Testing Fuel Lock-off Operation
• Start engine. Pressure Regulator/Converter

Inspection
• Locate the electrical connector for the fuel lock (A).
• Visually inspect the pressure regulator/converter
• Disconnect the electrical connector.
(B) housing for coolant leaks.
• The engine should run out of fuel and stop within a
• Refer to Chapter 5 if the pressure
short period of time.
regulator/converter requires replacement.
Fuel Trim Valve Inspection (FTV)
• Visually inspect the fuel trim valves (C) for

NOTE
abrasions or cracking. Replace as necessary.
The length of time the engine runs on trapped fuel • To ensure a valve is not leaking a blow-by test can
vapor increases with any increase in distance be performed.
between the fuel lock-off and the pressure
regulator/converter. 1. With the engine off, disconnect the electrical
connector to the FTVs.
• Turn the ignition key switch off and re-connect the 2. Disconnect the vacuum line from the FTVs to the
fuel lock-off connector. pressure regulator/converter at the converter’s
tee connection.
3. Lightly blow through the vacuum line connected to

the FTVs.
Air should not pass through the FTVs when de-
energized.

If air leaks past the FTVs when de-energized, Exhaust System Maintenance
replace the FTVs.
Inspect Engine for Exhaust Leaks
Inspect Air/Fuel Valve Mixer Assembly
• Start the engine and allow it to reach operating
• Refer to Chapter 5 for procedures regarding the temperatures.
LP mixer (D).
• Perform visual inspection of exhaust system from
Inspect for Intake Leaks the engine all the way to the tailpipe. Any leaks,
even after the post-catalyst oxygen sensor, can
• Visually inspect the intake throttle assembly (E), cause the sensor output to be effected (due to
and intake manifold for looseness and leaks. exhaust pulsation entraining air upstream).
Repair as necessary. Repair any/all leaks found. Ensure the length
from the post-catalyst sensor to tailpipe is the
Inspect Throttle Assembly same as original factory.
• Visually inspect the throttle assembly motor • Ensure that wire routing for the oxygen sensors is
housing for coking, cracks, and missing cover- still keeping wires away from the exhaust system.
retaining clips. Repair and/or replace as Visually inspect the oxygen sensors to detect any
necessary. damage.
NOTE: Refer to Chapter 5 for procedures on

removing the mixer and inspecting the throttle plate.
Checking the TMAP Sensor
• Verify that the TMAP sensor (F) is mounted tightly

into the manifold or manifold adapter (E), with no
leakage.
• If the TMAP is found to be loose, remove the

TMAP retaining screw and the TMAP sensor from
the manifold adapter.
• Visually inspect the TMAP O-ring seal for damage.

Replace as necessary.
• Apply a thin coat of an approved silicon lubricant

to the TMAP O-ring seal.
• Re-install the TMAP sensor into the manifold or

manifold adapter and securely tighten the
retaining screw.

Maintenance Schedule
NOTE: The MI-07 fuel system was designed for use with LPG fuel that complies with HD5 or HD10 LPG fuel
standards. Use of non-compliant LPG fuel may require more frequent service intervals and will disqualify the
user from warranty claims.


Chapter 3. ENGINE MECHANICAL SYSTEM
General Information
Engine Outline
G420F(FE) Service Manual 33 Chapter 3. Engine Mechanical System


Specifications
Description Specification Limit

GENERAL
Type
Cylinder number In-line, DOHC
Bore 4
Stroke 82 mm
Displacement 93.5 mm
Compression ratio 1,975 cc
Firing order 1-3-4-2
Low idle 750±15 rpm
Ignition timing @ low idle BTDC 5°±5°
Valve timing
Intake
Open BTDC 2°
Close ABDC 16°
Exhaust
Open BBDC 6°
Close ATDC 2°
Valve over rap 4°
CYLINDER HEAD
Flatness of gasket surface 0.03 mm or less 0.06mm
Flatness of manifold mounting surface 0.15 mm or less 0.3mm
Oversize of valve seat hole
Intake
0.3 mm OS 33.3 ~ 33.325 mm 0.2mm
0.6 mm OS 33.6 ~ 33.625 mm
Exhaust
0.3 mm OS 28.8 ~ 28.821 mm
0.6 mm OS 29.1 ~ 29.121 mm
Oversize of valve guide hole
0.05 mm OS 11.05 ~ 11.068 mm
0.25 mm OS 11.25 ~ 11.268 mm
0.50 mm OS 11.50 ~ 11.518 mm
CAMSHAFT
Cam height
Intake 43 mm
Exhaust 43 mm
Journal O.D Ø28 mm
Bearing oil clearance 0.02 ~ 0.061 mm
End play 0.1 ~ 0.2 mm

VALVE
Stem O.D
Intake 5.965 ~ 5.980 mm
Exhaust 5.950 ~ 5.965 mm
Thickness of valve head (Margin)
Intake 1.15 mm 0.8 mm
Exhaust 1.35 mm 1.0 mm
Valve stem to guide clearance
Intake 0.02 ~ 0.05 mm 0.1 mm
Exhaust 0.035 ~ 0.065 mm 0.13 mm
VALVE GUIDE
Installed size Intake : 46, Exhaust : 54.5
Over size(O.D) 0.05, 0.25, 0.50 mm
VALVE SEAT
Seat angle 45°
Over size 0.3 mm, 0.6 mm
VALVE SPRING
Free length 48.86 mm
Load 18.3kg/39 mm
40.0kg/30.5 mm
Installed height 39 mm
Out-of squareness 1.5° or less 3°
CYLINDER BLOCK
Cylinder I.D 82.00 ~ 82.03 mm
Out-of cylindricity of cylinder I.D Less than 0.01 mm
Cylinder block-to-piston clearance 0.02 ~ 0.04 mm
PISTON
O.D 81.97 ~ 82.00 mm
Over size 0.25, 0.50, 0.75, 1.00 mm
PISTON RING
Side clearance
No.1 0.04 ~ 0.08 mm 0.1 mm
No.2 0.03 ~ 0.07mm 0.1 mm
End gap
No.1 0.23 ~ 0.38 mm
No.2 0.33 ~ 0.48 mm 1.0 mm
Oil ring side rail 0.2 ~ 0.6 mm 1.0 mm
Over size 0.25, 0.50, 0.75, 1.00 mm 1.0 mm
CONNECTING ROD
Bend 0.05 mm or less
Twist 0.10 mm or less
Side clearance 0.100 ~ 0.250 mm 0.4 mm

CONNECTING ROD BEARING
Oil clearance 0.024 ~ 0.044 mm
Under size 0.25, 0.50, 0.75 mm
CRANKSHAFT
Pin O.D 45 mm
Journal O.D 57 mm
Bend Less than 0.03 mm
Out-of cylindricity of journal and pin Less than 0.01 mm
End play 0.06 ~ 0.260 mm
Under size of pin
0.25 mm 44.725 ~ 44.740 mm
0.50 mm 44.475 ~ 44.490 mm
0.75 mm 44.225 ~ 44.240 mm
Under size of journal
0.25 mm 56.727 ~ 56.742 mm
0.50 mm 56.477 ~ 56.492 mm
0.75 mm 56.227 ~ 56.242 mm
OIL PUMP
O.D-to-front case clearance
Front side clearance 0.12 ~ 0.185 mm
Tip clearance
Outer gear 0.025 ~ 0.069 mm
Inner gear 0.04 ~ 0.09 mm
Oil pressure (Oil temperature 90°C~100°C) 0.04 ~ 0.085 mm
at idle (750rpm) 166kpa (1.7kg/cm2)
RELIEF SPRING
Free height 43.8 mm
Load 3.7kg/40.1 mm
Water pump type Centrifugal impeller
THERMOSTAT
Thermostat type Wax pellet type with jiggle valve
Valve open temperature 82°C ± 1.5°C
Fully open temperature 95°C
WATER TEMPERATURE SENSOR
Type Thermister
Resistance(at 20°C) 2.31KΩ ~ 2.59KΩ

Torque Specification
Description Standard (kg.m)

Cylinder block
Engine support bracket bolt and nut 3.5 ~ 5.0
Cylinder head
Cylinder head bolt
M10 2.5+(60°~ 65°) + (60°~ 65°)
M12 3.0+(60°~ 65°) + (60°~ 65°)
Intake manifold bolt and nut 1.6 ~ 2.3
Exhaust manifold nut 4.3 ~ 5.5
Cylinder head cover bolt 0.8 ~ 1.0
Camshaft bearing cap bolt 1.4 ~ 1.5
Rear plate bolt 0.8 ~ 1.0
Main moving
Connecting rod cap nut 5.0 ~ 5.3
Crankshaft bearing cap bolt 2.7 ~ 3.3+(60°~ 65°)
Flywheel bolt 12.0 ~ 13.0
Chain guide 0.8 ~ 1.0
Starter bolt 2.7 ~ 3.4
Timing belt
Crankshaft pulley bolt 17 ~ 18
Camshaft sprocket bolt 10 ~ 12
Timing belt tensioner bolt 4.3 ~ 5.5
Timing belt idler bolt 4.3 ~ 5.5
Timing belt cover bolt 0.8 ~ 1.0
Front case bolt 2.0 ~ 2.7
Lubrication System
Oil filter 1.2 ~ 1.6
Oil pan bolt 1.0 ~ 1.2
Oil pan drain plug 3.5 ~ 4.5
Oil screen bolts 1.5 ~ 2.2
Oil pressure switch 1.3 ~ 1.5
Cooling System
Thermostat inlet fitting nut 1.5 ~ 2.0
Thermostat housing mounting nut 1.5 ~ 2.0
Water pump mounting bolt 2.0 ~ 2.7
Alternator brace bolt 2.0 ~ 2.7
Coolant temperature sensor 2.0 ~ 4.0
Alternator support bolt and nut 2.0 ~ 2.5
Water pump pulley 0.8 ~ 1.0
Water pipe bracket bolt 1.2 ~ 1.5
Intake and Exhaust System
Intake manifold to cylinder head bolt 1.6 ~ 2.3
Intake manifold cover to intake manifold bolt 1.8 ~ 2.5
Throttle body and Surge tank nut 1.5 ~ 2.0
Exhaust manifold to cylinder head bolt 4.3 ~ 5.5
Exhaust manifold cover to exhaust manifold bolt 1.5 ~ 2.0
Oxygen sensor to exhaust manifold bolt 5.0 ~ 6.0

Special Tools
Tool (number and name) Illustration Use
Crankshaft front oil seal installer

Installation of front oil seal
(09214-32000)
Crankshaft front oil seal guide

Installation of front oil seal
(09214-32100)
Camshaft oil seal installer

Installation of camshaft oil seal
(09221-21000)
Valve guide installer Removal and installation of valve

(09221-22000(A/B)) guide
Cylinder head bolt wrench Removal and tightening of cylinder

(09221-32001) head bolt
Valve stem oil seal installer

Installation of valve stem oil seal
(09222-22001)
Valve spring compressor holder

Removal and installation of piston
and adaptor
pin (Use with 09234-33003)
(09222-28000, 09222-28100)

Tool (number and name) Illustration Use
Valve stem seal remover

Removal of valve stem seal
(09222-29000)
1. Installation of engine rear oil

Crankshaft rear oil seal installer seal
(09231-21000) 2. Installation of crankshaft rear oil
seal
Removal and installation of intake

Piston pin removal and installation
and exhaust valve
kit (09234-33001)
(Use with 09222-29000)
Piston pin setting tool insert Removal and installation of piston

(09234-33002) pin (Use with 09234-33001)

Troubleshooting
Symptom Possible cause Remedy
Cylinder head gasket damaged Replace gasket
Worn or damaged piston ring Replace ring
Low compression
Worn piston or cylinder Repair or replace piston and cylinder block
Worn or damaged valve seat Repair or replace valve and seat ring
Insufficient engine oil Check engine oil level
Oil pressure switch defective Replace oil pressure switch
Oil filter clogged Install new filter
Low oil pressure Worn oil pump gear or cover Replace
Thin or diluted engine oil Replace engine oil
Oil relief valve clogged(Open) Replace or inspect
Excessive bearing clearance Replace bearing
High oil pressure Oil relief valve clogged(Closed) Repair relief valve
Thin or diluted engine oil Replace engine oil
Noisy valve Faulty HLA Replace HLA
Worn belt stem or valve guide Replace belt stem or valve guide
Insufficient engine oil Check engine oil level
Noisy connecting rod Low oil pressure Refer to too low oil pressure
or timing belt Thin or diluted engine oil Replace engine oil
Excessive bearing clearance Replace bearing
Noisy timing belt Incorrect belt tension Correct belt tension
Coolant leak from
Heater or radiator hose Repair or replace parts
Defective radiator cap Retighten clamp or replace
Low coolant level
Thermostat housing Replace gasket or housing
Radiator Replace
Water pump Replace parts
Radiator clogged Foreign material into coolant Replace coolant
Thermostat defective Replace parts

Radiator cap defective Replace parts
Abnormal flow in cooling system Clean or replace parts
Loose or missing driving belt Correct or replace
Abnormally high
Loose water pump Replace
coolant temperature
Water temperature wiring defective Cooling pan Repair or replace
defective Repair or replace
Radiator or thermostat switch defective Replace
Inefficient coolant Add coolant
Abnormally low coolant Thermostat defective Replace
temperature Water wiring defective Repair or replace
Loose connecting part
Oil cooling system leak Retighten Replace
Cracked or damaged hose, pipe, and oil cooler
Loose connecting part Retighten
Exhaust gas leak
Pipe or muffler damaged Repair or replace
Breakaway exhaust plate in muffler Replace
Rubber hanger damaged Replace
Pipe or muffler with body Interfered Repair
Abnormal noise
Pipe or muffler damaged Repair or replace
Catalytic converter damaged Replace
Each connecting gasket damaged Replace

Timing Belt System
Components
1. Timing belt upper cover. 4. Cylinder head cover 7. Crankshaft sprocket

2. Camshaft sprocket 5. Idler 8. Timing belt lower cover
3. Timing belt 6. Tensioner 9. Flange
10. Crankshaft pulley

Removal
9. Remove the timing belt tensioner pulley.
1. Temporarily loosen the water pump pulley bolts.
2. Loosen the alternator bolt and remove the belt.
3. Remove the water pump pulley.
4. Remove the timing belt upper cover.
10. Remove the timing belt form the camshaft

sprocket.
NOTE: When reusing the timing belt, put an arrow

mark on the rotation direction (or front side of
engine)before removal to help re-install it to
original installation direction.
5. Turn the crankshaft, and align its groove with 11. Remove the idler.
timing mark “T”
12. Remove the crankshaft sprocket.
13. Remove the cylinder head cover and remove

camshaft sprocket.
6. Remove the crankshaft pulley.
7. Remove the crankshaft flange.
8. Remove the timing belt lower cover.

Inspection
SPROCKET, TENSIONER, IDLER
1. Check the camshaft sprocket, crankshaft sprocket,

tensioner and idler for wear, crack and damage
and replace it if necessary.
2. Check the tensioner and idler pulley for smooth

rotation, check for play and noise, and replace it if
necessary.
3. If grease leak is inspected, replace it.
TIMING BELT
1. Check the belt for oil or dust deposit and replace

it if necessary. In case of small amount of oil or
dust, clean it with a rag or paper instead of a
solvent.
2. After overhauling the engine or readjusting the

belt, inspect the belt in detail and replace it with a
new one if the following defects are detected.
CAUTION
Do not bend or twist the timing belt.
Take care not to contact the timing belt with oil,
water, grease and steam.

Description Specification
Glossy back side. Due to

non-elasticity and hardening,
1. Back side rubber is hardened when pressing it with the tip of
a finger, there is no sign of it.
2. Back side rubber is cracked
3. Canvas is cracked or detached
Tooth loaded from canvas is

worn (elastic canvas fiber rubber
4. Tooth is excessively worn out (initial step) is worn, color is faded in white,
canvas structure is deformed)
Tooth loaded from canvas is

5. Tooth is excessively worn out (final step)
Worn and rubber is worn off
(tooth width is narrowed)
6. Tooth bottom is cracked
7. Tooth is missing
8. The side of belt is severely worn out
NOTE: In case of normal

9. The side of belt is cracked belt, it is cut precisely as
if cut with a sharp cutter

Assembly 4. With no.1 cylinder piston to the dead point of
compression stroke, align the timing mark on the
camshaft sprocket and timing mark on the
crankshaft sprocket.
1) After installing the tensioner, spring and spacer

and tightening the bolt temporarily, tighten the
long hole shaft washer of tensioner and bolt.
2) Install the spring bottom end to the front case

as shown in the illustration.
3) Install the flange and crankshaft sprocket

taking care of installation direction and then
tighten the washer and bolt temporarily.
1. Install the crankshaft sprocket taking care of
installation direction as shown in the illustration. 4) When aligning the timing marks, after turning
the cam-shaft sprocket to place the red timing
mark on the cam cap in the middle of the
knock pin 4.5 bore, align this timing mark with
the timing mark on the front case by rotating
the shaft sprocket.
5) Install the belt with the timing aligned as shown

in the illustration. (When installing, start from
the belt tension side and then install the belt by
pressing the tensioner.
CAUTION
When no.1 piston is at TDC, if the camshaft
sprocket mark is not aligned with head mark,
interference between piston and valve occurs.
So take care of timing aligning.
2. Install the camshaft sprocket and tighten the bolt

to the specified torque.
Camshaft sprocket bolt 10 ~ 12kg·m
3. Install the idler and tighten the bolt to the 6) Install the timing belt not to loosen in the
specified torque. following order.
Crankshaft sprocket (A) → Idler pulley (B) →

Idler fixing bolt 4.3 ~ 5.5kg·m
Camshaft sprocket (C) → Timing belt tensioner (D).
(After installing timing belt, auto tensioner may be

installed)

13) Install the timing belt lower cover.
Tightening torque 0.8 ~ 1.0kgf·m
7) Be sure that timing mark on each sprocket is

placed on the proper position.
8) Remove the tensioner arm fixing pin.
9) Insert a hexagonal wrench to the adjuster 14) Install the crankshaft pulley (A) together with
groove as below, rotate it counterclockwise to the flange, tighten the bolt (B).
place the arm indicator in the middle of base When installing, align the crankshaft key with
groove. the pulley groove.
Crankshaft pulley bolt
CAUTION
Do not rotate the wrench clockwise, or the auto
tensioner is not normally functioned.L4GC144A
15) Install the timing belt upper cover.
16) Install the water pump pulley.
17) Install the alternator driving belt.
18) Tighten the water pump pulley fixing bolt.
10) With the arm indicator fixed not to move,

tighten the tensioner fixing bolt.
11) Rotate the crankshaft to 2 turns clockwise

and then be sure that the auto tensioner arm
indicator is placed in the middle of base
groove.
12) If the arm indicator is out of the middle of

groove, loosen the bolt and repeat the above
procedure.

PCV Valve
Outline and Operation Principle
Engine condition No operating Engine condition At idle or deceleration

PCV valve No operating PCV valve Full operating
Vacuum path Clogged Vacuum path Small
Engine condition Proper operating Engine condition High speed and overload
PCV valve Proper operating PCV valve Light operating
Vacuum path Big Vacuum path Very big

Service Procedure TROUBLESHOOTING
REMOVAL
1. Disconnect the vacuum hose from the PCV valve.

1. After disconnecting the vacuum hose (A), remove Disconnect the PCV valve from the locker cover
the PCV valve (B). and reconnect the vacuum hose.
INSTALLATION 2. With the engine at idle, Check the intake manifold

for vacuum when clogging the opened end of
Install the PCV valve and connect the vacuum hose. PCV valve.
NOTE: The plunger in PCV valve will move back

and forth.
3. If vacuum is not detected, clean or replace PCV

valve and vacuum hose.
INSPECTION
1. Remove the PCV valve.
2. Check the plunger for movement by inserting a

thin stick (A) toward the valve (B) nut.
3. If the plunger is not moved, it means that PCV

valve is clogging, so, clean or replace PCV valve.

Intake and Exhaust System
Intake Manifold
Components
COMPONENTS
MAP sensor

REMOVAL INSTALLATION
1. Disconnect the map sensor and the connector. 1. After replacing the intake manifold gasket, install
it to the cylinder head and then to the intake
2. Remove the P.C.V valve hose. manifold.
3. Disconnect the fuel injector connector and the 2. Install the delivery pipe and injector assembly to
wiring harness. the intake manifold.
4. Remove the delivery pipe with the fuel injector

attached.
CAUTION
Check that the injector is interfered with the
injector hole in the intake manifold.
CAUTION
When removing the delivery pipe, take care not
to drop the injector. 3. Install the fuel injector connector and wiring
harness.
5. Remove the intake manifold stay. 4. Connect the high-pressure fuel hose.
6. Remove the intake manifold and gasket. 5. Connect the P.C.V valve hose.
INSPECTION 6. Check connectors for connection.
1. Intake manifold
Check each component for damage and crack.
2. Air hose
Check each component for damage and crack.

Exhaust Manifold
COMPONENTS
CAUTION
Do not tighten parts excessively, observe the
specified torque.

REMOVAL
1. Remove the heat protector.
2. Detach the exhaust manifold from the cylinder

head.
INSPECTION
1. Check the exhaust manifold for damage and

crack.
2. Exhaust manifold gasket

Check the gasket for tear or damage.
INSTALLATION
1. Installation is the reverse order of removal.
CAUTION
Do not reuse the exhaust manifold nut.

Cooling System
General Description
Cooling System Schematic

(1) Cylinder head. (2) Thermostat. (3) Recovery tank. (5) Radiator top hose. (6) Radiator pressure cap.
(7) Cylinder walls. (8) Radiator. (9) Radiator lower hose. (10) Water pump.
Water pump (10) is installed on the front of the thermostat (2) is open the coolant will go through
cylinder block. The water pump is driven by a single radiator top hose (5) and into the top tank of radiator
V belt from the crankshaft pulley. The inlet opening (8). Coolant then goes through the cores of the
of the water pump is connected to the radiator lower radiator. The air from the fan will make the coolant
hose (9). The outlet flow from the water pump goes cool as the coolant flows to the bottom of the
through passages inside the cylinder block. radiator and out hose (9) where the coolant returns
The coolant from the water pump through the to water pump (10).
cylinder block passages has primary coolant flow to The radiator is equipped with a shroud to increase
and around the seats for the exhaust valves. This the efficiency of the fan and cause the air to be
method gives the coolant with the coolest pushed through the radiator and away from the lift
temperature flow to the hottest area during engine truck.
operation. If the coolant is hot and the cooling system pressure
Cylinder walls (7) are cooled by the coolant flow is too high, some coolant flows to the top of radiator
through the block. After the coolant goes through the (8) through the tube to recovery tank (3). The
cylinder block it flows through cylinder head (1) to cooling system pressure is controlled by cap (6).
the thermostat housing, where the bypass type When the cooling system pressure goes above its
thermostat (2) is installed. The thermostat controls rated pressure, a valve opens in pressure cap (6)
the opening to radiator (8) to control the temperature which releases the cooling system pressure to the
in the cooling system. atmosphere. After the engine is at normal
If the coolant is cold (cool), the thermostat will be temperature for operation, a development of vacuum
closed. The coolant circulates (makes a complete is present in the cooling system. Pressure cap (6)
circuit) from the water pump and through the permits air in the radiator to remove the vacuum at
cylinder block until the temperature of the coolant is the same time coolant from recovery tank (3) is
warm enough to make the thermostat open. When pulled back into the radiator.

Testing and Adjusting 5. Inspect the drive belts for the fan.
Adhere to the following warnings when performing 6. Check for damage to the fan blades.
any tests or adjustments while the engine is running:
7. Look for air or combustion gas in the cooling
system.
WARNING
Work carefully around an engine that is running. 8. Inspect the filler cap and the surface that seals
Engine parts that are hot, or parts that are the cap. This surface must be clean.
moving, can cause personal injury.
9. Look for a large amount of dirt in the radiator core
and on the engine.
WARNING
10. Check for loose or missing fan shrouds that
Exhaust fumes contain carbon monoxide (CO) cause poor flow of cooling air.
which can cause personal injury or death. Start
and operate the engine in a well ventilated area
only. In an enclosed area, vent the exhaust to Cooling System Tests
the outside.
This engine has a pressure type cooling system. A

pressure type cooling system gives two advantages.
The first advantage is that the cooling system can
have safe operation at a temperature that is higher
than the normal boiling (steam) point of water. The
second advantage is that this type system prevents
cavitation (the sudden making of low pressure
bubbles in liquids by mechanical forces ) in the
water pump. With this type system, it is more difficult
for an air or steam pocket to be made in the cooling
system.
The cause for an engine getting too hot is generally

because regular inspections of the cooling system
were not made. Make a visual inspection of the
cooling system before testing with testing equipment.
Cooling System Visual Inspection
WARNING
Do not loosen the filler cap or pressure cap on a
hot engine. Steam or hot coolant can cause
severe burns. Remember that temperature and pressure work
together. When making a diagnosis of a cooling
1. After the engine is cool, loosen the filler cap (on a system problem, temperature and pressure must
radiator with a pressure cap, turn it to the first both be checked. Cooling system pressure will have
stop) to let pressure out of the cooling system. an effect on cooling system temperatures. For an
Then remove filler or pressure cap. example, look at the chart to see the effect of
pressure and height above sea level on the boiling
2. Check coolant level in the cooling system. (steam) point of water.
3. Look for leaks in the system.
4. Look for bent radiator fins. Be sure that air flow

through the radiator does not have a restriction.

Pressure Cap Test Cooling System Leak Check
To test the cooling system for leaks, use the

following procedure:
WARNING
If the engine has been in operation and the
coolant is hot, slowly loosen the pressure cap to
the first stop and let the pressure out of the
cooling system, then remove the pressure cap.
1. Remove pressure cap from the radiator.
Pressure Cap Diagram 2. Make sure the radiator is full (hot) or nearly full
(A) Sealing surface of cap and radiator. (cold) of coolant.
One cause for a pressure loss in the cooling system 3. Attach the Cooling System Pressurizing Pump
can be a bad seal on the pressure cap of the system. Tool to the radiator filler neck.
Inspect the pressure cap carefully. Look for damage
to the seal or the sealing surface. Any foreign 4. Pump the pressure to 20 kPa (3 psi) more than
material or deposits on the cap, seal or seal or the rated pressure of the cap.
sealing surface must be removed.
5. Check the radiator for outside leakage.
To check the pressure cap opening pressure, do the
following procedure. 6. Check all connections and hoses of the cooling
system for outside leakage.
WARNING
7. If there is no outside leakage and the pressure
If the engine has been in operation and the reading on the gauge is still the same after 5
coolant is hot, slowly loosen the pressure cap to minutes, the radiator and cooling system do not
the first stop and let the pressure out of the have leakage. If the reading on the gauge goes
cooling system, then remove the pressure cap. down and there is no outside leakage, there is
leakage on the inside of the cooling system.
Make repairs as necessary
1. Remove pressure cap from the radiator.
2. Put the pressure cap on the Cooling System

Pressurizing Pump Tool.
3. Look at the gauge for the pressure that makes the

pressure cap open. It must be as follows:
A403658………76 to 100 kPa (11 to 14.5 psi)
4. If the pressure cap is bad, install a new pressure

cap.

Thermostat Thermostat Test
To test the thermostat opening temperature, use the

following procedure:
WARNING
The pan, water and thermostat will be very hot
and can cause burns. Do not touch the pan,
water or thermostat. Handle the components
with an insulated device for protection.
1. Remove the thermostat from the engine.
2. Hang the thermostat in a pan of water. Put a

thermometer in the water. Put the thermostat
completely under water. Do not let the thermostat
make contact with the pan.
3. Put heat to the pan of water. Make the water in

the pan move around. This keeps all of the water
at the same temperature.
4. The thermostat must start to open when the

temperature is 82°C (180°F). The thermostat
must be fully open at 96°C (205°F).
The thermostat is the wax pellet type. A jiggle
valve (which improves air bleeding during water
supply) is provided on the flange part. When the
thermostat is closed, the circulation of coolant is
stopped, thereby making warm-up faster.
Operation
When the temperature of the coolant is low, the

valve is closed by the spring, with the result that the
coolant circulates within the engine, without passing
through the radiator.
When the temperature of the coolant rises and
reaches a certain specified temperature, the valve
opens and the coolant also circulates through the
radiator.
When the temperature increases further and

reaches a certain specified temperature, the valve
opens fully, allowing even more coolant to circulate
Thus, in this way the degree of valve opening is

varied according to the temperature of the coolant,
and the temperature of the coolant is adjusted by
varying the amount of coolant caused to circulate

Cooling System Heat Problems NOTE: Another condition that can cause heat
problems is the ignition timing. Retarded (late)
To check if there is a good reason for heat problems timing causes the engine to send more heat to the
do the checks that follow: cooling system. Advanced (early) timing causes the
engine to send less heat to the cooling system.
1. The indications of a heat problem are as follows:
Cooling System Recommendation
a. High coolant temperature indicator light is on or
needle of coolant temperature gauge is in red Coolant Information
range.
The engine cooling system is provided with a
b. Coolant boils out (comes out because of too mixture of 50% ethylene glycol anti-freeze and 50%
much heat) of the cooling system during water (For the vehicles of tropical area, the engine
operations. cooling system is provided with a mixture of 40%
ethylene glycol anti-freeze and 60% water at the
c. Coolant boils out on the floor when the engine is time of manufacture.)
stopped. Since the cylinder head and water pump body are
made of aluminum alloy casting, be sure to use a 30
d. Coolant must be added at the end of each shift to 60% ethylene glycol antifreeze coolant to assure
but Steps b and c are not present. corrosion protection and freezing prevention.
2. If indication in Step 1 a is only present. It is

possible the problem is only a damaged gauge, WARNING
light or sender. Make a replacement of the If the concentration of the antifreeze is below
defective part. 30%, the anticorrosion property will be adversely
affected. In addition, if the concentration is
3. If indication in Step 1b is present, do the above 60%, both the antifreeze and engine
procedure that follows: cooling properties will decrease, adversely
affecting the engine. For these reasons, be sure
a. Run the engine at medium idle (1200 rpm) for to maintain the concentration level within the
three minutes after high idle operation. This cools specified range.
off the hottest parts of the engine before it is
stopped.
To prevent damage to your engine, never add
b. Install a coolant recovery system on the truck, if coolant to an overheated engine. Allow the engine to
not already equipped. cool first.
If the lift truck is to be stored in, or shipped to, an
4. If indications in Step 1b, 1c or 1d are present, but area with freezing temperatures, the cooling system
Step 1a is not and the high temperature indicator must be protected to the lowest expected outside
light does work, the problem can be a damaged (ambient) temperature.
radiator cap seal or there can be a leak in the
cooling system. Complete the procedure that The engine cooling system is protected with a
follows: commercially available automotive antifreeze, when
shipped from the factory.
a. Do the Pressure Cap Test, Cooling System Leak
Check, Thermostat Test and Belt Adjustment in Check the specific gravity of the coolant solution
the Testing And Adjusting. frequently in cold weather to ensure adequate
protection.
b. Clean the radiator with hot water (steam clean) at
low pressure and use detergent or air according
to the different types of debris that caused the Clean the cooling system if it is contaminated, if the
radiator to be dirty (plugged). engine overheats or if foaming is observed in the
radiator.
c. Check the engine high idle setting.
Old coolant should be drained, system cleaned and
new coolant added as recommended with the
commercially available automotive antifreeze.

Filling at over 20 liters per minute can cause air Antifreeze
pockets in the cooling system. DOOSAN recommends selecting automotive
antifreeze suitable for gasoline engines using
After draining and refilling the cooling system, aluminum alloy parts. The antifreeze should meet
operate the engine with the radiator cap removed ASTM-D3306 standard.
until the coolant reaches normal operating
Make proper antifreeze additions.
temperature and the coolant level stabilizes. Add
coolant as necessary to fill the system to the proper Adding pure antifreeze as a makeup solution for
level. cooling system top-up is an unacceptable practice. It
increases the concentration of antifreeze in the
Operate with a thermostat in the cooling system all cooling system which increases the concentration of
year-round. Cooling system problems can arise dissolved solids and undissolved chemical inhibitors
without a thermostat. in the cooling system. Add antifreeze mixed with
water to the same freeze protection as your cooling
Coolant Water system.
Hard water, or water with high levels of calcium and
magnesium ions, encourages the formation of
insoluble chemical compounds by combining with
cooling system additives such as silicates and
phosphates.
The tendency of silicates and phosphates to

precipitate out-of-solution increases with increasing
water hardness. Hard water, or water with high
levels of calcium and magnesium ions encourages
the formation of insoluble chemicals, especially after
a number of heating and cooling cycles.
DOOSAN prefers the use of distilled water or

deionized water to reduce the potential and severity
of chemical insolubility.
Acceptable Water
Water Content Limits (ppm)
Chlorides (CI) 40 maximum
Sulfates (SO4) 50 maximum
Total Hardness 80mg/ℓ maximum
Total Solids 250 maximum
pH 6.0 ~ 8.0
ppm = parts per million
Using water that meets the minimum acceptable

water requirement may not prevent drop-out of
these chemical compounds totally, but should
minimize the rate to acceptable levels.

Coolant Pipe and Hose
COMPONENTS
INSPECTION
Check the coolant pipe and hose for crack, damage,
and clogging and replace it if necessary.
INSTALLATION
After getting water around O-ring, insert it the
groove in the coolant intake pipe end and press-fit
the pipe.
CAUTION
Do not apply oil or grease to the O-ring.
Take care not to dirt the coolant pipe connect-
ing part with sand or dust.
Press-fit the coolant intake pipe completely.

Water Pump
COMPONENTS

REMOVAL 2. Check the bearing for damage, abnormal noise
and bad rotation and replace the water pump if
necessary.
3. Check the seal unit from C hole for leak and

replace the water pump assembly if necessary.
INSTALLATION
B
A
B
1. Drain the engine coolant.
CAUTION
A A
System is under high pressure when the engine
is hot. To avoid danger of releasing scalding
engine coolant, remove the cap only when the 1. Clean the gasket surface of the water pump body
engine is cool. and cylinder block.
2. Remove drive belts. 2. After getting water around new O-ring, install it
the groove in the coolant intake pipe front end.
3. Remove the timing belt. Do not apply oil or grease to the O-ring.
4. Remove the timing belt idler. 3. Install a new water pump gasket and water pump
assembly. Tighten it to the specified torque.
5. Remove the water pump.
WATERPUMP AND CYLINDER BLOCK
1) Remove the 4 bolts and pump pulley.
A 2.0 ~ 2.7 kg·m
2) Remove the 3 bolts (C), then remove the
alternator brace (A). B 2.0 ~ 2.4 kg·m
3) Remove the water pump (B) and gasket. 4. Install the timing belt tensioner and timing belt.
Adjust the timing belt tension and install the timing
INSPECTION belt cover.
5. After installing the water pump pulley and driving

belt, adjust the belt tension.
6. Add the standard coolant.
7. Run the engine and check for leak.
1. Check each part for crack, damage, and wear and

replace the water pump if necessary.

Thermostat
COMPONENTS
INSPECTION INSTALLATION
1. Check that the thermostat flange is correctly

inserted to the thermostat housing socket. At this
time, upward the jiggle valve and make contact to
the hole.
2. Install a new gasket and water inlet fitting.
3. Add coolant.
1. Check the valve closed at room temperature.
2. Check for defect or damage.
3. Heat the thermostat as shown in the illustration

and measure the valve open temperature and full
open temperature.
Valve open temperature
Open 82°C
Full open 95°C

FAN DRIVE
COMPONENTS
REMOVAL
1. Remove the fan pulley.
2. Remove the fan bracket.
INSPECTION
Check the bearing for damage, abnormal noise and

sluggish rotation, and replace the bracket assembly
if necessary.
INSTALLATION
Installation is the reverse order of removal.

Cylinder Head Assembly
Components
1. Cylinder block 4. Cylinder head bolt

2. Cylinder head gasket 5. Gasket
3. Cylinder head 6. Cylinder head cover

1. HLA(Hydraulic Lash Adjuster) 6. Valve 11. Exhaust camshaft
2. Retainer 7. Key 12. Camshaft bearing cap
3. Valve spring 8. Chain sprocket 13. Timing chain
4. Stem seal 9. Intake camshaft 14. Retainer lock
5. Spring seat 10. Camshaft sprocket

Disassembly
3. Remove the stem seal with pliers.
NOTE: Do not reuse the stem seal.
1. Using the 8mm and 10mm hexagon wrench,

tighten the cylinder head bolts in order by
tightening 2-3 times as shown in the illustration.
• Take care not to come the cylinder head gasket

debris into the cylinder.
2. Using the special tool “valve spring compressor

(09222-28000, 09222-28100)”, remove the
retainer lock.
And then, remove the spring retainer, valve spring,
spring seat and valve.
NOTE: Arrange parts in order disassembling not to

make a mistake while reassembling.

Inspection Valve
Cylinder Head
1. Check the cylinder head for crack, damage and

leak.
2. Clean out fur, adhesive and accumulated carbon

and after cleaning the oil passage, bleed the 1. Clean the valve with a wire brush.
passage with compressed air to check it for
clogging. 2. Check each valve for wear and damage and
inspect the head and stem for torsion.
3. Using a square, check the cylinder head gasket If the stem end is cave or worn, trim it.
for flatness from shown in the illustration. If any At this time, trim it least.
flatness is out of the limit, replace the cylinder Also, trim the valve surface.
head or slightly cut the cylinder head gasket If the margin is less than the limit, replace the
surface. valve.
Valve margin
Flatness of cylinder Standard 0.03mm or less
Head gasket surface Limit 0.06mm Intake 1.15mm
Standard
Exhaust 1.35mm
Limit Intake 0.8mm
Exhaust 1.0mm

Valve spring
Free height 48.86mm
Standard Installed load 18.3kg / 39mm
Compressed load 40.0kg / 30.5mm

Out-of-squareness 1.5°or less
Limit Free height -1.0mm
Out-of-squareness 3°
3. Measure the clearance between the valve stem

and guide and if the measured value exceeds the VALVE SEAT CORRECTION
limit, replace the valve guide and valve.
Valve stem and guide clearance
Standard Intake 0.02 ~ 0.05mm
Exhaust 0.035 ~ 0.065mm
Limit Intake 0.1mm

Check the valve seat for overheat and inspect
Exhaust 0.13mm contact with valve surface. Correct or replace it if
necessary. When correcting, check the valve guide
for wear, if it is worn, replace the guide and correct
VALVE SPRING the seat ring. Using a grinder or a cutter, correct the
valve seat to make the seat contact width to the
1. Measure free height of the valve spring and standard. When correcting the exhaust valve seat,
replace the spring if the measured value exceeds must use the valve seat voce and pilot, after
the limit. correcting, must apply a light coat of compound to
the valve and valve seat.
2. Using a square, measure squareness of each
spring and replace it if the measured value is out
of squareness excessively.

VALVE SEAT RING REPLACEMENT
1. If the valve seat insert is excessively worn, cut the

insert ring wall as shown in the illustration “A”
using a valve seat cutter at a normal temperature.
2. After removing the seat ring, Cut the seat insert

bore as same size as the following table as
shown in the illustration “A” using a reamer or
cutter.
3. Heat the cylinder head to 250°C and press-fit the

oversize seat.
At this time the oversize seat ring maintains a
normal room temperature.
After installing a new valve seat, correct the valve
seat surface.
Valve seat ring oversize
Cylinder insert height Cylinder head I.D

Item Size(mm) Size mark
H (mm) (mm)
0.3 OS 30 7.5 ~ 7.7 33.330 ~ 33.325
Intake valve seat ring
0.6 OS 60 7.8 ~ 8.0 33.600 ~ 33.625
0.3 OS 30 7.9 ~ 8.1 28.800 ~ 28.821

Exhaust valve seat ring
0.6 OS 60 8.2 ~ 8.4 29.100 ~ 29.121

VALVE GUIDE REPLACEMENT Valve guide oversize
Size Size mark Cylinder head bore size
0.05 OS 5 11.05 ~ 11.068mm
0.25 OS 25 11.25 ~ 11.268mm
0.50 OS 50 11.50 ~ 11.518mm
Because the valve guide is press-fitted, replace the

valve guide as the following procedures using a
valve guide installer or proper tool.
1. Remove the valve guide pressed toward cylinder

block using a push rod of valve guide installer.
2. Cut the valve guide insert bore of the cylinder

head to the valve guide oversize.
3. Press-fit the valve guide using a valve guide

installer or proper tool. When using a valve guide
installer, Use a valve guide installer to press-fit the
valve guide to the specified height.
4. When installing, start from top of valve guide

cylinder head.
Be sure that the intake valve guide is not same
size with the exhaust valve guide. (Intake valve
guide : 46.0mm, ex-haust valve guide : 54.5mm)
5. After installing the valve guide, insert a new valve

and check for perturbation.
6. When replacing the valve guide, check the valve

for con-tact and correct the valve seat if
necessary.

ASSEMBLY
CAUTION
Prior to assembly, clean each component.
Apply a new engine oil to the perturbation part
and rotation part.
Replace a new oil seal.
VALVE
4. Taking care not to press the valve stem seal

down to the retainer bottom, press-fit the spring
with the special tool valve spring compressor
(09222-28000, 09222-28100)and put the retainer
lock in.
Remove spring compressor after pisition retainer
lock exactly.
5. Hit the end of valve two or three times by rubber

malet, so that valve and retainer lock is in position.
6. Assembly the HLA using by hand.
1. After installing the spring seat, insert the stem

seal to the valve guide.
Install the stem seal by tapping on it with the
special tool valve stem oil seal installer (09222-
22001)
Wrong installation of the seal can affect oil leak
from the valve guide, so use the special tool to
install it to exact position and take care not to twist
it. Do not reuse it.
2. After applying engine oil to each valve, insert the

valve into the valve guide.
3. Install the spring and spring retainer. Face the

enamel-plated side toward the valve spring
retainer side.

HEAD
1. Clean out all gasket surfaces of the cylinder block

and cylinder head.
2. Put new cylinder head gaskets on the cylinder

block with the identification marks faced upward.
Do not apply seal-ant to the gasket and do not
reuse the used cylinder head gasket. Take care
not to make a mistake of gasket.
3. Put the cylinder head on the cylinder block.
4. Apply a slight coat of engine oil to the spiral

portion of bolt.
5. Insert the washer to the bolt and insert it to the

cylinder head.
6. Using the 8mm and 10mm hexagon wrench,

install the cylinder head bolt as shown in the
illustration.
Cylinder head bolt
M10 2.5kg·m + (60°~ 65°) + (60°~ 65°)
M12 3.0kg·m + (60°~ 65°) + (60°~ 65°)
7. Install the camshafts.
8. Install the camshafts oil seal.
9. Install the camsprocket and timing belt.
10. Install the head cover.

Lubrication System
General Description
Lubricating system is the full-flow filtered pressure- OIl Filter

feed oil system and the oil reserved in the oil pan is
fed with pressure to each part of engine. After the
oil pressure is adjusted through the relief valve, the
oil is fed to the cylinder blocks and cylinder head.
In the cylinder head the oil is forcibly fed to the
camshaft journals, rocker arm pivots and further
cam surfaces.

Testing and Adjusting
Adhere to the following warnings when performing

any tests or adjustments while the engine is running.
WARNING
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are
moving, can cause personal injury.
WARNING
Engine Oil Viscosity Recommendation
Exhaust fumes contain carbon monoxide (CO)
which can cause personal injury or death. Start NOTE: In normal case, the recommended engine oil
and operate the engine in a well ventilated area for G420F(E) engine is SAE 10W - 30.
only. In an enclosed area, vent the exhaust to
the outside.
But, if the excessive valve noise occurs up to five
minutes after a cold start and if the maximum
Engine Oil ambient temperature is lower than 10°C (50°F), it is
recommended to change engine oil to SAE 5W - 30
Engine Oil Recommendation for that application.
The following oil specifications provide the Synthetic Oils

guidelines for the selection of commercial products :
Use gasoline engine oil. Recommended API service Synthetic engine oils are not recommended for use
classification is class SJ grade. in G420F(E) Engine. Synthetics may offer
advantages in cold-temperature pumpability and
high-temperature oxidation resistance.
NOTICE However, synthetic oils have not proven to provide
operational or economic benefits over conventional
Failure to follow the oil recommendations can cause petroleum-based oils in G420F(E) Engine. Their use
shortened engine life due to carbon deposits or does not permit the extension of oil change intervals.
excessive wear.
Lubrication System Problems
Prior to changing oil, select an oil based on the One of the problems in the list that follows will
prevailing daytime temperature in the area in which
generally be an indication of a problem in the
the engine is operated. The chart in figure is a guide
to selection the proper crankcase oil. lubrication system for the engine.
IMPORTANT: Oils containing “solid” additives, non- • Too much oil consumption.
detergent oils, or low-quality oils are not
• Low oil pressure.
recommended for use in G420F(E) Engine.
• High oil pressure.
• Too much component wear.

Too Much Oil Consumption turn on during operation only when there is
insufficient engine oil pressure to properly lubricate
• Engine outside oil leakage the engine’s internal parts.
Check for leakage at the seals at each end of the If the oil light comes on, indicating the pressure is
crankshaft. Look for leakage at the oil pan gasket low, check for the causes that follow:
and all lubrication system connections. Check to see
if oil comes out of the crankcase breather. This can 1. Low oil level in the crankcase.
be caused by combustion gas leakage around the
pistons. A dirty crankcase breather will cause high 2. Defect in the oil pressure indicator light or oil
pressure in the crankcase, and this will cause pressure sensor unit.
gasket and seal leakage.
3. Restriction to oil pump screen.
• Combustion area oil leakage
4. Leakage at the oil line connections.
Oil leakage into the combustion area of the cylinders
can be the cause of blue smoke. There are three 5. Worn connecting rod or main bearings. Worn
possible ways for oil leakage into the combustion gears in the oil pump.
area of the stems.
6. Oil pressure relief valve worn or stuck in the
1. Oil leakage between worn valve guides and valve OPEN position.
stems.
7. Oil filter bypass valve stuck open. Oil filter is
2. Worn or damaged piston rings, or dirty oil return restricted. Replace oil filter.
holes.
High Oil Pressure
3. Compression ring and/or intermediate ring not
installed correctly. Oil pressure will be high if the oil pressure relief
valve in the oil pump cannot move from the closed
NOTE: Too much oil consumption can also be the position.
result if oil with the wrong viscosity is used. Oil with
a thin viscosity can be caused by fuel leakage into Too Much Component Wear
the crankcase, or by increased engine temperature.
When some components of the engine show
Low Oil Pressure bearing wear in a short time, the cause can be a
restriction in an oil passage. A broken oil passage
can also be the cause.
If an oil pressure check is done and the oil pressure
is correct, but a component is worn because it does
not get enough lubrication, look at the passage for
oil supply to that component. A restriction in a
supply passage will not let enough lubrication get to
a component and this will cause early wear.
Instrument Panel
(1) Engine Oil Light
Before starting the engine, the engine oil light(1) on

the instrument panel will turn on when the key
switch is turned to the ON position. The light will turn
off after the engine is started and while the engine is
running, lidicating normal oil pressure. The light will

Oil Pressure Switch Inspection
Oil pressure switch is located on the front right side

of the engine and if oil pressure in the lubrication
system drops less than 0.29kg/cm2, the oil pressure
warning lamp illuminates. Hexagonal width of this
switch is 24mm.
1. Using an ohmmeter, measure an electric current

and re-place the oil pressure switch if an electric
current is not detected.
Removal and Installation
2. When pressing it with a thin stick, if an electric

current is measured between terminal and body,
replace the oil pres-sure switch.
After applying sealant to the spiral portion, install the 3. When applying a negative pressure of 0.3kg/cm2
oil pres-sure switch. through the oil hole, it an electric current is not
measured, the switch is normal. If the switch is not
NOTE: Do not tighten the oil pressure switch too normal, check for air leak. If air is leaked, replace
tight. the switch because it means damage of the
diaphragm.
Oil pressure switch 1.3 ~ 1.5㎏∙m

Front Case and Oil Pump
COMPONENTS
1. Filter 7.Relief plunger

2. Front case 8.Oil seal
3. Gasket 9.Inner rotor
4. Oil screen 10.Outer rotor
5. Plug 11.Pump cover
6.Relief spring

REMOVAL
5. Remove the oil pan and oil screen.
1. Drain engine oil.
2. Remove the drive belts.
3. Turn the crankshaft and align the white groove on

the crank-shaft pulley with the pointer on the lower
cover.
4. Remove the timing belt.
5. Remove the oil pan and oil screen 6. Remove the front case.
1) Remove the screws (B) from the pump housing,

then separate the housing and cover (A).
2) Remove the inner (A) and outer (B) rotos.

INSPECTION
A 25mm(0.98in)
B 20mm(0.787in)
Body length
C 38mm(1.496in)
D 45mm(7.771in)
19.6~26.5N.m
Tightening torque
(2.0~2.7kgf.m, 14.5~19.5lb-ft)
1. Install oil pump.
1) Place the inner and outer rotors into front case

with the marks facing the oil pump cover side.
2) Install the oil pump cover (A) to front case with

the 7screws (B).
5.9~8.8N.m
Tightening torque 4. Apply a light coat of oil to seal lip.
(0.6~0.9kgf.m, 4.3~6.5lb-ft)
5. Using the SST(09214-32000), install the oil seal.
6. Install the oil screen.
7. Install the oil pan.
NOTE: Clean the oil pan gasket mating surfaces.
2. Check that the oil pump turns freely.
3. Install the oil pump on the cylinder block.

Place a new front case gasket on the cylinder
block. Apply engine oil to the lip of the oil pump
seal. Then, install the oil pump onto the crankshaft.
When the pump is in place, clean any excess
grease off the crankshaft and check that the oil
seal lip is not distorted.

DISASSEMBLY 0.04~0.09mm
Outer gear
Side (0.0016~0.0035in.)
clearance 0.04~0.085mm
Inner gear
(0.0016~0.0033in.)
If the side clearance is greater than maximum,

replace the rotors as a set. If necessary, replace the
front case.
1. Remove the relief plunger.

Remove the plug (A), spring (B) and relief plunger
(A).
INSPECTION
4. Inspect rotor rip clearance.

Using a feeler gauge, measure the tip clearance
between the inner and outer rotor tips.
0.025~0.069mm
Tip clearance
(0.0010~0.0027in.)
If the tip clearance is greater than maximum, replace

1. Inspect relief plunger. the rotor as a set.
Coat the valve with engine oil and check that it
falls smoothly into the plunger hole by its own
weight.
If it does not, replace the relief plunger. If
necessary, replace the front case.
2. Inspect relief valve spring.

Inspect for distorted or broken relief valve spring.
43.8mm
Free height
Standard (1.724in.)
value 3.7kg/40.1mm
Load
(8.14lb/1.579in.)
3. Inspect rotor side clearance.

Using a feeler gauge and precision straight edge,
measure the clearance between the rotos and
precision straight edge.

5. Inspect rotor body clearance.
Using a feeler gauge, measure the clearance
between the outer rotor and body.
0.12~0.185mm
Body clearance
(0.0047~0.0073in.)
If the body clearance is greater than maximum,

replace the rotor as a set. If necessary, replace the
front case.
REASSEMBLY
1. Install relief plunger.

Install relief plunger (A) and spring (B) into the
front case hole, and install the plug(A).
39.2~49.0kgf.m
Tightening torque
(28.9~36.2lb-ft)

CAM Shaft, HLA, Timing Chain
Components
L4GC043A

Removal 8. Loosen the bearing cap bolt and after removing
the bear-ing cap, remove the camshaft.
9. Remove the timing chain.
10. Remove the HLA.
1. Remove the breather hose and P.C.V hose.
2. Remove the center cover.
3. Remove the ignition coil.
4. Remove the timing belt upper cover.
5. Remove the cylinder head cover.
6. Remove the tensioner.
7. Loosen the camshaft sprocket bolt and remove

the cam-shaft sprocket.

Inspection Oil Seal
1. Check the oil seal surface for wear and if the seal
lip portion is worn, replace it.
2. Check the camshaft oil seal lip contact surface for

partial wear and replace it if necessary.
HLA(Hydraulic Lash Adjuster)
1. HLA O.D : Ø33(-0.025/-0.041)mm
2. How to remove noise when it heard from valve
1) Prior to engine warm-up, check that the engine

Camshaft oil level is normal.
1. Check the camshaft journal for wear and if the 2) Warm-up the engine.
journal is seriously worn, replace the camshaft.
3) If the valve noise is heard at engine warm-up,
2. Check the cam lobe for damage and if the lobe is air-bleed the system.
severely damaged or worn, replace the camshaft.
4) How to air-bleed
Items Standard Limit
a) During remaining it for 10 minutes at
Intake 43 42.9 3,000 rpm and over 5 minutes at idle, check
Cam
that the valve noise is heard.
height Exhaust 43 42.9
b) Repeat the above step(a) only once or twice.
3. Check the cam surface for abnormal wear and
damage and replace it if necessary.
4. Check the cylinder head camshaft journal for

damage and if the surface is severely damaged,
replace the cylinder head assembly.
5. Lightly put the camshaft on the cylinder head as

shown in the illustration and after installing a dial
gauge towards shaft, check the endplay.
Camshaft endplay 0.1 ~ 0.2mm

Timing Chain
5) If the valve noise is still heard after following

the above step 4), replace the hydraulic lash
adjuster(HLA) which makes noise. 1. Check the timing chain bushing and plate portion
for wear and if those are severely worn, replace
6) If the valve noise is heard after replacing parts, those.
necessarily repeat the above step 4).
7) After air-bleeding the system and replacing Installation

parts to remove noise, if the valve noise is re-
heard 2-3 days after, it might be affected from
defective HLA, so replace the defective HLA.
NOTE: In case of the vehicle with HLA, when initially

starting the engine, it is normal if valve noise is
momentarily heard.
CAUTION
Because HAL is precision parts, take care not to
come foreign materials such as a dust from
outside.
Do not disassemble HLA. 1. Install HLA
When cleaning HLA, use clean diesel oil.
Take care not to make scratches and sharp 2. After Installing the intake and exhaust camshaft
edges to O.D of HLA. by aligning it with the timing mark on the timing
With HLA filled with engine oil, grasp A and chain sprocket, install the camshaft to the cylinder
press B by hand as shown in the illustration, if head.
the HLA is moving, replace the HLA.
CAUTION
Apply engine oil to the camshaft journal and
cam.
There a detective pin for TDC sensor in the in-
take camshaft rear end and a dowel pin in the
intake camshaft front end.

3. Install the camshaft cap.
Check the intake and exhaust identification
marks.(Check cap number and arrow and take 5. Using the special tool camshaft oil seal installer
care not to change the bearing cap position and and guide, press the camshaft oil seal.
direction.) Necessarily apply engine oil to the oil seal lip.
Insert the oil seal through the camshaft front end
I: Intake cam shaft and install it by tapping on the installer with a
hammer until the oil seal reaches 8.5mm from the
E: Exhaust camshaft
camshaft front end.
4. Tighten the bearing cap to the specified torque by

tightening bolts 2-3 times as shown in the
6. Install the camshaft sprocket to the specified
illustration.
torque.
Bearing cap bolt 1.4 ~ 1.5kg·m

Camshaft sprocket bolt 10 ~ 12kg·m
CAUTION
Align the timing marks on the camshaft sprocket
and the crankshaft sprocket. At this time piston
no.1 cylinder should be placed on the
compression dead point.

Cylinder head cover 0.8 ~ 1.0kg·m
Apply engine oil to the oil seal lip to help install the
cylinder head cover oil seal to the spark plug pipe
smoothly.
CAUTION
Necessarily tighten the cylinder head cover bolt
If it is tightened too much, the head cover can be
7. Place the cylinder no.1 to the dead point. deformed resulting in oil leaks and the head
cover bolt can be broken resulting in cylinder
head replacement.
1) Rotate the crankshaft pulley so as to align it When installing after head cover removing,
with “T” mark on the timing belt low cover. necessarily apply sealant to the head cover rear
and front portion.
Because the head cover is made of plastic, take
care not to drop tools on the head cover upper
portion when removing/installing the engine
parts.
When installing after head cover removing, after
checking the head gasket for damage, re-use it if
it is normal.
When applying/draining engine oil, take care not
to spill oil on the head cover upper surface, if oil
is spilled, wipe it out completely with a paper
and a rag.
10. Install the timing belt cover.

2) Check that the camshaft timing pulley hole is
aligned with timing mark on the bearing cap. If it
Timing belt cover 0.8 ~ 1.0kg·m
is not aligned, readjust it by rotate the
crankshaft to360°.
11. Assembly the ignition coil.
8. Assembly the timing belt.
12. Install the spark plug center cover.
Center cover 0.25 ~ 0.35kg·m
9. Install the cylinder head cover. Apply sealant as

shown in the illustration.


Crankshaft
Components

Disassembly 3) Measure the thickness of the crankshaft and
connecting rod bearing.
1. Remove the timing belt train, front case, flywheel,
cylinder head assembly, and oil pan. 4) Calculate clearance by subtracting O.D of the
journal pin and thickness of the bearing from
2. Remove the rear oil seal. diameter of the bore.
3. Disconnect the connecting rod cap. Journal oil clearance 0.028 ~ 0.048mm
4. Remove the main bearing cap. (Arrange it in Pin oil clearance 0.024 ~ 0.044mm
order)
2.7 ~ 3.3kg·m+
Main bearing cap bolt
5. Remove the crankshaft. (60°~ 65°)
Connecting rod cap bolt 5.0 ~ 5.3kg·m
6. Disassemble the crankshaft position sensor wheel.
NOTE: Put an identification mark on the main 4. Oil seal

bearing cap to refer to the original position and Check the front and rear oil seal and replace it
direction. with new parts if necessary.
Inspection
1. Crankshaft
1) Check the oil hoe for clogging as well as

crankshaft journal pin for damage, uneven wear
and crack. Repair or replace parts if necessary.
2) Inspect out of circularity of the crankshaft

journal taper and pin.
Crankshaft journal O.D 57mm
Crank pin O.D 45mm

Out of circularity of crankshaft
0.01mm or less
journal pin
2. Main bearing and connecting rod bearing

Visually inspect each bearing for scratch, melting,
sticking, and fault contact and replace the bearing
if necessary.
3. Measuring oil clearance
1) Measure O.D of the crankshaft journal and pin.
2) Measure diameter of the crankshaft bore and

connecting rod bore.

Assembly
5. Install the bearing cap and tighten the cap bolt to

the specified torque from the center in order.
1. After checking the sensor wheel for damage and (Tighten the bearing cap bolts to the specified
crack, replace it if necessary. torque by tightening bolts step by step 2-3 times
equally)
2. Inspect the clearance between the sensor wheel
and crank position sensor. 2.7 ~ 3.3kg·m+
Main bearing cap bolt
(60°~ 65°)
Clearance between sensor wheel Connecting rod cap bolt 5.0 ~ 5.3kg·m
0.5 ~ 1.1mm
and crank position sensor
When installing the cap, proper number of cap

If the clearance is out of specified values, check the
should be installed as well as arrow mark should be
sensor wheel for balancing and the crank position
directed to the engine crank pulley.
sensor for installation and replace those if necessary.
CAUTION
Sensor wheel as one of the electronic control
affects performance if deformed or damaged, so
be careful when handling it.
3. Install the upper main bearing to the cylinder

block. When reusing the main bearing, refer to the
identification mark during assembly.
4. Install the bearing shaft and apply engine oil to

the journal and pin. 6. Check that the crankshaft for free rotation and
proper clearance between the center main
bearing thrust flange and connecting rod big-end
bearing.
Crankshaft end-play 0.06 ~ 0.260mm

7. Using the special tool Crankshaft oil seal installer
(09231-21000), fully insert the oil seal into the
crankshaft rear oil seal case.
8. Install the rear oil seal case and gasket and

tighten 5 bolts.
When installing, apply engine oil to the oil seal
round and crankshaft.
9. Install the flywheel, front case, oil pan, and timing

belt train.

Flywheel and Housing
Components
Removal
Inspection
1. Remove the flywheel.
1. Check the ring gear for damage and crack and
2. Remove the flywheel housing. replace it if necessary.
Assembly
1. Install the flywheel housing and tighten the bolt to

the specified torque.
2. Install the flywheel assembly and tighten the bolt

Flywheel bolt 12 ~ 13kg·m

Piston and Connection Rod
Components

Disassembly Inspection
Piston and Pistonpin
1. Check the piston for scratch, wear, etc. and

replace it if necessary.
2. Check the piston ring for break, damage and

abnormal wear and replace it if necessary. When
replacing the piston, the ring should be replaced
also.
3. Check that the piston pin is inserted in the piston

hole and replace the piston and pin if necessary.
Piston should be smoothly pressed at normal
room temperature.
Piston Ring
1. When measuring the side clearance of piston ring,

if the measured value is out of the limit, insert a
new ring to the ring groove and re-measure the
side clearance.
Specified
Item Limit
value
1. Remove the cylinder head assembly. Side clearance No.1 0.04 ~ 0.08mm 0.1mm
of piston ring No.2 0.03 ~ 0.07mm 0.1mm
NOTE: Put an identification mark on the connecting
rod and cap before disassembly to refer to the
original position and direction.
2. Remove the oil pan and remove the oil screen.
3. After removing the connecting rod cap, remove

the piston and connecting rod assembly from the
cylinder. Arrange the connecting rod bearing in
cylinder number order.
4. Using the special tool piston pin setting tool

(09234-33001), disassemble the piston from the
connecting rod as below.
1) Remove the piston ring. 2. To measure the end gap of piston ring, insert the
piston ring to the cylinder bore. At this time,
2) When placing the assembly on a press, face smoothly insert the ring to the piston so as to
the front mark on the piston upward. place the ring and cylinder wall to right position.
After this, smoothly insert the ring to the piston.
3) Using the press, remove the piston pin. And then, pull out the piston upward and measure
gap using a feeler gauge. When the gap exceeds
the limit, re-place the piston ring.

Specified
Item Limit
value
No.1 piston ring end gap 0.23 ~ 0.38 1mm
No.2 piston ring end gap 0.33 ~ 0.48 1mm
Oil ring end gap 0.20 ~ 0.60 1mm
When just replacing the ring without correction of

cylinder bore, place the ring to the cylinder lower
part where less worn-out and measure the gap.
When replacing the ring, use the same size of ring.
3. Using a connecting rod aligner, measure bending
Item Mark and torsion of rod and if the measured value is
around the limit, correct the rod with a press.
STD None But when the rod is severely bended or damaged,
0.25mm OS 25 necessarily replace it.
Piston ring over size 0.50mm OS 50 Bending of connecting rod 0.05mm

0.75mm OS 75 Torsion of connecting rod 0.1mm
1.00mm OS 1.00
NOTE: Size mark is placed on the top of the ring.
Connecting Rod
1. When installing the connecting rod cap, refer to

the cylinder numbers on the rod end cap which
are marked during disassembly.
When installing a new connecting rod, align the
bearing with the notch.
2. If both end thrust surfaces of the connecting rod

are damaged, partially worn, or the inside of small
end is too rough, replace the connecting rod.

Assembly 3) Using a press, press-fit the piston pin into the
pin hole with the specified pressure on the pin
end through the push rod.
If the pressure is required more than the
specified value, follow the next step.
Press-fit pressure of piston pin 350 ~ 1350kg
4) Rotate the push rod to a half turn, remove the

piston connecting rod assembly from the
support.
5) After press fitting the piston pin, check that the

connecting rod for smooth slip and free
1. Using the special tool piston pin setting tool movement.
(09234-33001), assemble the piston and
connecting rod as below.
1) Apply engine oil to the outer surface of the

piston pin and small end bore of the connecting
rod.
2. Install the piston ring to the piston in the following

order.
1) Install 3 pieces of oil ring. Install the spacer

lower side rail and upper side rail in order.
When installing the side rail, do not use a piston
ring expander to expand gap as usual because
the side rail is broken. After placing one end of
the side rail between the piston ring groove and
spacer, grasp the lower side securely and press
the side rail to the position by hand as shown in
the illustration. At this time, after installing the
lower side rail, install the upper side rail.
2) With the front mark faced upward, fix the

connecting rod and piston and insert it into the
piston pin assembly.
Front mark
Piston side 0 (engraved)
Connecting rod side Number (embossed)

CAUTION
After installing 3 pieces of oil ring, check the
upper and lower side rails for smooth rotation
The spacer expander gap should be away from
the rail gap to 45° or more.
3. Using a piston ring clamp, insert the piston and

connecting rod assembly as the cylinder number
into the cylinder and face the arrow mark on the
piston head toward the engine crankshaft pulley.
Install a vinyl cover to the cap bolt not to damage
the cylinder bore and crank pin.
2) After installing no.2 piston ring, install no.1

piston ring. CAUTION
Be sure that the piston ring gap is same as
shown in the illustration. If the piston ring gap is
CAUTION normal, gaps are not aligned with direction of
piston and thrust and each gap is away from
Face the size mark and manufacturer mark on gaps as far as possible.
the ring surface upward when installing the Apply enough engine oil to the piston and pis-
piston ring ton ring round.
Take care not to change no.1 and no.2 piston
rings.

4. Install the connecting rod cap and tighten the cap
nut to the specified torque. When installing the
connecting rod cap, align the cylinder number on
the connecting rod big end with cylinder number
on the cap.
5. Inspect clearance of the connecting rod big end.
Clearance of connecting rod big

0.1 ~ 0.25mm
end
6. Install the oil screen.
7. Install the oil pan.
8. Install the cylinder head.

Engine Block
Component
Tightening torque : N•m(kgf.cm , lbf•ft)

Tightening torque : N•m(kgf.cm , lbf•ft)

Disassembly
10. Remove oil screen.

Remove the 2bolts (C), oil screen (A) and gasket
1. Remove flywheel. (B).
2. Remove flywheel housing. 11. Check the connecting rod end play.
3. Install engine to engine stand for disassembly. 12. Remove the connecting rod caps and check oil
clearance.
4. Remove timing belt.
13. Remove piston and connecting rod assemblies.
5. Remove cylinder head.
1) Using a ridge reamer, remove all the carbon
6. Remove oil level gauge assembly (A). from the top of the cylinder.
2) Push the piston, connecting rod assembly and

upper bearing through the top of the cylinder
block.
NOTE: Keep the bearings, connecting rod and cap

together. Arrange the piston and connecting rod
assemblies in the correct order.
14. Remove front case.
7. Remove oil pressure sensor (A).
15. Remove rear oil sealcase. Remove the 5bolts

(B) and rear oil sealcase (A).
16. Remove crankshaft bearing cap and check oil

clearance.
8. Remove water pump.
17. Check the crankshaft end play.
9. Remove oil pan (A).

18. Lift the crankshaft (A) out of the engine, being
careful not to damage journals.
NOTE: Arrange the main bearings and trust

washers in the correct order.
19. Check fit between piston and piston pin. Try to

move the piston back and forth on the piston pin.
If any movement is felt, replace the pistonand pin
as a set.
20. Remove piston rings.
1) Using a piston ring expender, remove the

2compressionrings.
2) Remove the 2side rails and oil ring by hand.
NOTE: Arrange the piston rings in the correct order

only.
21. Disconnect connecting rod from piston.

Inspection 4) Clean the crank pin and bearing.
Connecting Rod and Crankshaft 5) Place plastigage across the crank pin.
6) Reinstall the bearing half and cap, and torque

the nuts.
Tightening torque
50~53 Nm(500~530kgf.cm,36.9~39lbf.ft)
NOTE: Do not turn the crankshaft.
1. Check the connecting rod end play. Using feeler 7) Remove the 2 nuts, connecting rod cap and
gauge, measure the end play while moving the bearinghalf.
connecting rod back and forth.
8) Measure the plastigage at its widest point.
Standard oil clearance

Standard end play:
0.1~0.25 mm (0.004~0.010in.)
Maximum end play: 0.4 mm (0.016in.) 0.024 ~ 0.042mm (0.0009 ~ 0.0017in.)
• If out-of-tolerance, install a new connecting rod 9) If the plastigage measures too wide or too
narrow, remove the upper half of the bearing,
• If still out-of-tolerance, replace the crankshaft. install a new, complete bearing with the same
color mark (select the color as shown in the
next column), and recheck the clearance.
CAUTION
Do not file, shim, or scrape the bearings or the
caps to adjust clearance.
10) If the plastigage shows the clearance is still

incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
2. Check the connecting road bearing oil clearance. NOTE: If the proper clearance cannot be obtained
by using the appropriate larger or smaller bearings,
1) Check the matchmarks on the connecting rod replace the crankshaft and start over.
and cap are aligned to ensure correct
reassembly. CAUTION
2) Remove the 2 connecting rod cap nuts. If the marks are indecipherable because of an
accumulation of dirt and dust, do not scrub them
3) Remove the connecting rod cap and bearing with a wire brush or scraper. Clean them only
half. with solvent or deter gent.

Connecting rod mark location
Discrimination of crankshaft
OUTSIDE
CLASS MARK
DIAMETER OF PIN
44.960~44.966mm
Ⅰ WHITE
(1.7700~1.7703in.)
44.955~44.960mm
Ⅱ NONE
(1.7698~1.7700in.)
44.948~44.955mm
Ⅲ YELLOW
(1.7696~1.7698in.)
Place of identification mark (Connecting rod

bearing)
Discrimination of connecting rod
CLASS MARK INSIDEDIAMETER

48.00~48.006mm
a WHITE
(1.8896~1.8899in.)
48.006~48.012mm
b NONE
(1.8899~1.8902in.)
48.012~48.018mm
c YELLOW
(1.8902~1.8904in.)
Crankshaft pin mark location
Discrimination of connecting rod bearing
CLASS MARK INSIDE DIAMETER

1.514~1.517 mm
AA BLUE
(0.0596~0.0597in.)
A1.511~1.514 mm
A BLACK
(0.0595~0.0596in.)
1.508~1.511 mm
B NONE
(0.0594~0.0595in.)
1.505~1.508 mm
C GREEN
(0.0593~0.0594in.)
1.502~1.505mm
D YELLOW
(0.0591~0.0593in)

11) Selection NOTE: Do not turn the crankshaft.
CONNECTING ASSEMBLING 5) Remove the cap and bearing again, and

CRANKSHAFT
ROD CLASSIFICATI measure the widest part of the plastigage.
INDENTIFICATI
IDENTIFICATI ON OF
ON MARK
ON MARK BEARING
Standard oil clearance : 0.028 ~ 0.046 mm
a (WHITE) D(YELLOW)
(0.0011 ~ 0.0018in.)
I(YELLOW) b (NONE) C (GREEN)
c (YELLOW) B(NONE)
6) If the plastigage measures too wide or too
a (WHITE) C (GREEN) narrow, remove the upper half of the bearing,
install a new, complete bearing with the same
II(NONE) b (NONE) B (NONE) color mark (select the color as shown in the
c (YELLOW) A (BLACK) next column), and recheck the clearance.
a (WHITE) B (NONE)
CAUTION
III(WHITE) b (NONE) A (BLACK) Do not file, shim, or scrape the bearings or the
caps to adjust clearance.
c (YELLOW) AA (BLUE)
3. Check the crankshaft bearing oil clearance. 7) If the plastigage shows the clearance is still
incorrect, try the next larger or smaller bearing
(the color listed above or below that one), and
check clearance again.
NOTE: If the proper clearance cannot be obtained

by using the appropriate larger or smaller bearings,
replace the crankshaft and start over.
CAUTION
If the marks are indecipherable because of an
accumulation of dirt and dust, do not scrub them
with a wire brush or scraper. Clean them only
with solvent or detergent.
1) To check main bearing-to-journal oil clearance,
remove the main caps and bearing halves.
2) Clean each main journal and bearing half with a

clean shop tower.
3) Place one strip of plastic gage across each

main journal.
4) Reinstall the bearings and caps, then torque

the bolts.
Tightening torque : 30Nm (300kgf.cm, 22lbf.ft) +

60˚ ~ 65˚

Connecting rods Discrimination of cylinder block
1. When reinstalling, make sure that cylinder CLASS MARK INSIDE DIAMETER
numbers put on the connecting rod and cap at
disassembly match. When a new connecting rod i 59.000~59.006mm
a A
s installed, make sure that the notches for holding (2.3228~2.3230in.)
the bearing in place are on the same side. 59.006~59.012mm
b B
(2.3230~2.3233in.)
2. Replace the connecting rod if it is damaged on
the thrust faces at either end. Also if step wear or 59.012~59.018mm
c C
a severely rough surface of the inside diameter of (2.3233~2.3235in.)
the small end is apparent, the rod must be
replaced aswell. Crankshaft journal mark location
3. Using a connecting rod aligning tool, check the

rod for bend and twist. If the measured value is
close to the repair limit, correct the rod by a press.
Any connecting rod that has been severely bent or
distorted should be replaced.
Allowable bend of connecting rod : 0.05mm / 100

mm (0.0020in./3.94in.) or less
Allowable twist of connecting rod : 0.1mm / 100mm
(0.0039in./3.94in.) or less
Crankshaft bore mark location
Letters have been stamped on the end of the block Discrimination of crankshaft
as a mark for the size of each of the 5 main journal
bores. OUTSIDE
CLASS MARK DIAMETER OF
Use them, and the numbers or bar stamped on the JOURNAL
crank (marks for main journal size), to choose the 54.956~54.962mm
correct bearings. Ⅰ YELLOW
(2.1636~2.1638in.)
54.950~54.956mm
Ⅱ NONE
(2.1633~2.1636in.)
54.944~54.950mm
Ⅲ WHITE
(2.1631~2.1633in.)
Place of identification mark (Crankshaft bearing)

Discrimination of crankshaft bearing
THICKNESS OF
CLASS MARK
BEARING
2.014~2.017mm
AA BLUE
(0.0793~0.0794in.)
2.011~2.014mm
A BLACK
(0.0791~0.0793in.)
2.008~2.011mm
B NONE
(0.0790~0.0791in.)
2.005~2.008mm
C GREEN
(0.0789~0.0790in.) If the end play is greater than maximum, replace the
2.002~5.005mm thrust bearings as a set.
D YELLOW
(0.0788~0.0789in.)
Selection Thrust bearing thickness : 2.44 ~ 2.47 mm(0.096

~ 0.097in.)
ASSEM-
CRANK-
CRANKSHAFT BLING
SHAFT BORE
INDENTIFICATIO CLASSIFIC 5. Inspect main journals and crank pins Using a
IDENTIFICATI
N MARK ATION OF micrometer, measure the diameter of each main
ON MARK
BEARING journal and crankpin.
a (A) D(YELLOW)
I(YELLOW) b (B) C (GREEN)
c (C) B(NONE)
a (A) C (GREEN)
II(NONE) b (B) B (NONE)
c (C) A (BLACK)
a (A) B (NONE)
III(WHITE) b (B) A (BLACK)
c (C) AA (BLUE)
4. Check crankshaft endplay. Using a dial indicator,

measure the thrust clearance while prying the
crankshaft back and forth with a screwdriver.
Standard end play : 0.06 ~ 0.26mm (0.0023 ~

0.010in.)
Limit : 0.30 mm (0.0118in.)
Main journal diameter : 55 mm (2.165in.)

Crank pin diameter : 45 mm (1.77in.)

Cylinder Block
Standard diameter: 82.00 ~ 82.03 mm (3.2283 ~
3.2295in.)
6. Check the cylinder bore size code on the cylinder

block bottom face.
1. Remove gasket material. Using a gasket scraper,

remove all the gasket material from the top
surface of the cylinder block.
2. Clean cylinder block Using a soft brush and

solvent, thoroughly clean the cylinder block.
3. Inspect top surface of cylinder block for flatness.

Using a precision straight edge and feeler gauge, Cylinder bore inner Size
measure the surface contacting the cylinder head Class
diameter code
gasket for warpage. 82.00~82.01mm
A A
(3.2283~3.2287in.)
82.01~82.02mm
B B
Flatness of cylinder block gasket surface (3.2287~3.2291in.)
Standard : Less than 0.03 mm (0.0012in.) 82.02~82.03mm
C C
Limit : 0.05 mm (0.0020in.) (3.2291~3.2295in.)
7. Check the piston size code (A) on the piston top

face
4. Inspect cylinder bore diameter Visually check the

cylinder for vertical scratchs. If deep scratches are NOTE: Stamp the grade mark of basic diameter with
present, replace the cylinder block. rubber stamp
5. Inspect cylinder bore diameter Using a cylinder

bore gauge, measure the cylinder bore diameter
at position in the thrust and axial directions.

5. Hone the cylinders, finishing them to the proper
Class Piston outer diameter Size code dimension (piston outside diameter + gap with
cylinder).
81.97~81.98mm
A A
(3.2271~3.2275in.) 6. Check the clearance between the piston and
81.98~81.99mm cylinder.
B None
(3.2275~3.2279in.)
81.99~82.00mm
C C Standard: 0.02-0.04 mm (0.0008-0.0016 in.)
(3.2279~3.2283in.
8. Select the piston related to cylinder bore class.

NOTE: When Boring The cylinders, finish all of the
cylinders to the same oversize. Do not bore only one
Clearance cylinder to the oversize.
0.02 ~ 0.04 mm (0.00078 ~ 0.00157in.)
Boring cylinder Piston and Rings
1. Clean piston
1. Oversize pistons should be selected according to 1) Using a gasket scraper, remove the carbon
the largest bore cylinder. from the piston top.
Identification Mark Size 2) Using a groove cleaning tool or broken ring,

clean the piston ring grooves.
0.25 0.25 mm (0.010in.)
3) Using solvent and a brush, thoroughly clean the
0.50 0.50 mm (0.020in.) piston.
NOTE: The size of piston is stamped on top of the NOTE: Do not use a wire brush.
piston.
2. Measure the outside diameter of the piston to be

used.
3. According to the measured O.D., calculate the

new bore size.
New bore size = Piston O.D + 0.02 to 0.04 mm

(0.0008 to 0.0016 in.) (clearance between piston
and cylinder) -0.01 mm (0.0004in.) (honing margin.)
2. The standard measurement of the piston outside
diameter is taken 47 mm (1.85in.) from the top
land of the piston.
4. Bore each of the cylinders to the calculated size.
Standard diameter
CAUTION 81.97 ~ 82.00 mm(3.2272 ~ 3.2283in.)
To prevent distortion that may result from
temperature rise during honing, bore the
cylinder holes in the firing order.

3. Calculate the difference between the cylinder
bore diameter and the piston diameter.
Piston-to-cylinder clearance
0.02 ~ 0.04 mm (0.0008 ~ 0.0016 in.)
4. Inspect the piston ring side clearance. Using a

feeler gauge, measure the clearance between
new piston ring and the wall of the ring groove.
5. Inspect piston ring end gap. To measure the
piston ring end gap, insert a piston ring into the
cylinder bore. Position the ring at right angles to
Piston ring side clearance the cylinder wall by gently pressing it down with a
No.1: 0.04 ~ 0.08 mm (0.0016 ~ 0.0031in.) piston. Measure the gap with a feeler gauge. If the
No.2: 0.03 ~ 0.07 mm (0.0012 ~ 0.0028in.) gap exceeds the service limit, replace the piston
Limit ring. If the gap is too large, recheck the cylinder
No.1: 0.1 mm (0.004in.) bore diameter against the wear limits, If the bore
No.2: 0.1 mm (0.004in.) is over the service limit, the cylinder block must be
rebored.
If the clearance is greater than maximum, replace

the piston. Piston ring end gap
Standard
No.1: 0.23~0.38 mm (0.0091~0.0150in.)
No.2: 0.33~0.48 mm (0.0130~0.0189in.) [2.0L]
Limit
No.1,2,oil ring:1.0mm(0.039in.)

Piston Pins Reassembly
1. Measure the diameter of the piston pin. NOTE: Thoroughly clean all parts to assembled.
Before installing the parts, apply fresh engine oil to
all sliding and rotating surfaces. Replace all gaskets,
O-rings and oil seals with new parts.
Piston pin diameter
20.001~20.006 mm (0.7874 ~ 0.7876in.) 1. Assemble piston and connecting rod.
1) Use a hydraulic press for installation.

2. Measure the piston pin-to-piston clearance.
2) The piston front mark and the connecting rod
front mark must face the timing belt side of the
engine.
Piston pin-to-piston clearance
0.01 ~ 0.02 mm (0.0004 ~ 0.0008in.)
3. Check the difference between the piston pin

diameter and the connecting rod small end
diameter.
Piston pin-to-connecting rod interference

0.016 ~ 0.032 mm (0.00063 ~ 0.00126in.)
2. Install piston rings.
1) Install the oil ring expander and 2 side

rails by hand.
2) Using a piston ring expander, install the

2compression rings with the code mark facing
upward.
3) Position the piston rings so that the

ring ends are as shown.

3. Install connecting rod bearings. 5. Install thrust bearings.
Install the 2 thrust bearings (A) under the
1) Align the bearing claw with the groove of the No.3journal position of the cylinder block with the
connecting rod cap.- oil grooves facing outward.
2) Install the bearings (A) in the 6. Place crankshaft on the cylinder block.
connecting rod and connecting rod cap (B).
7. Place main bearing caps on cylinder block.
4. Install main bearings.

8. Install main bearing cap bolts.
NOTE: Upper1,2,4,5 bearings have an oil groove of
oil holes; Lower bearings do not. NOTE: The main bearing cap bolts are tightened in
2 progressive steps. If any of the bearing cap bolts
1) Align the bearing claw with the claw groove of in broken or deformed, replace it.
the cylinder block, push in the 5 upper bearings
(A). 1) Apply a light coat of engine oil on the threads
and under the bearing cap bolts.
2) Align the bearing claw with the claw groove of
the main bearing cap, and push in the 5 lower 2) Install and uniformly tighten the 10 bearing cap
bearings. bolts (A), in several passes, in the sequence
shown.
Tightening torque
30Nm (300kgf.cm, 22lbf.ft)

3) Retighten the bearing cap bolts by 6065 in the
numerical order shown.
Tightening torque
Main bearing cap bolt:
30Nm (300kgf.cm,22lbf.ft)+60˚~65˚
4) Check that the crankshaft turns smoothly.
9. Check crankshaft end play.

11. Install a new gasket and rear oil seal case (A)
with 5 bolts (B).
Tightening torque
10~12Nm (100~120kgf.cm, 7.3~8.8lbf.ft)
NOTE: Check that the mating surfaces are clean

and dry.
10. Install piston and connecting rod

assemblies.
NOTE: Before installing the pistons, apply a coat of

engine oil to the ring grooves and cylinder bores.
1) Remove the connecting rod caps, and slip short

sections of rubber hose over the threaded ends
of the connecting rod bolts.
2) Install the ring compressor, check that the

bearing is securely in place, then position the 12. Install rear oil seal.
piston in the cylinder, and tap it in using the
wooden handle of a hammer. 1) Apply engine oil to a new oil seal lip.
3) Stop after the ring compressor pops free, and 2) Using SST (09231-21000) and a hammer, tap
check the connecting rod-to-check journal in the oil seal until its surface is flush with the
alignment before pushing the piston into place. rear oil seal retainer edge.
4) Apply engine oil to the bolt threads. Install the 13. Install front case.
rod caps with bearings, and torquethenuts:
50~53Nm(500~530kgf.cm,36.9~39lbf.ft)
NOTE: Maintain downward force on The ring

compressor to prevent the rings from expanding
before entering the cylinder bore.

3) Install the oil pan (A) with the 19 bolts.
Uniformly tighten the bolts in several passes.
Tightening torque
10~12Nm (100~120kgf.cm, 7.3~8.8lbf.ft)
16. Install water pump. (see page EM-104)
14. Install oil screen.

Install a new gasket (B) and oil screen (A) with 2
bolts (C).
Tightening torque
12~15Nm (120~150kgf.cm,9~11lbf.ft)
17. Install oil pressure sensor.
1) Apply adhesive to 2 or 3 threads.

Adhesive: MS721-39 (B) or equivalent.
2) Install the oil pressure sensor (A).
Tightening torque
15~22Nm (150~220kgf.cm, 11~16lbf.ft)
15. Install oil pan.
1) Using a razor blade and gasket

scraper, remove all the old packing material from
the gasket surfaces.
NOTE: Check that the mating surfaces are clean

and dry before applying liquid gasket.
2) Apply liquid gasket as an even bead,

centered between the edges of the mating surface.
Use liquid gasket MS721-40A or equivalent.
NOTE: To prevent leakage of oil, apply liquid gasket

to the inner threads of the bolt holes. Do not install
the parts if five minutes or more have elapsed since
applying the liquid gasket. Instead, reapply liquid
gasket after removing the residue. After assembly,
wait at least 30 minutes before filling the engine with
oil.

18. Install oil level gauge assembly.
1) Install a new O-ring on the oil level gauge.
2) Apply engine oil on the O-ring.
3) Install the oil level gauge assembly (A) with

the bolt.
Tightening torque
12~15Nm (120~150kgf.cm, 9~11lbf.ft)
19. Install cylinder head.
19. Install timing belt.
20. Remove engine stand.
21. Install flywheel housing.
22. Install flywheel.
Tightening torque
120~130Nm (1200~1300kgf.cm,89~96lbf.ft)

Chapter 4. ENGINE ELECTRICAL SYSTEM
Specifications
Ignition Coil
Item Specification
1st coil resistance 0.71±10%(Ω)

2nd coil resistance 18~19.5±15%(kΩ)
Spark Plug
Item Specification
NGK PFR6N
Type
CHAMPION RC8PYPB
Spark plug gap 0.7 ~ 0.8mm
Starter Motor
Item Specification
Output 12V- 1.7 kW
Pinion tooth number 8
Alternator
Item Specification
Rated output 13.5V - 90A
RPM 1,000 ~ 18,000rpm
Voltage regulator type Electronic, Built-in type
G420F(FE) Service Manual 118 Chapter 4. Engine Electrical System

Ignition System Coil-On-Plug Ignition System
Spark-ignited engines require accurate control of Coil-on-plug (COP) is a type of distributorless

spark timing and spark energy for efficient ignition system where individual ignition coils are
combustion. The MI-07 ignition system provides this mounted directly over each spark plug. No spark
control. The system consists of the following plug wires are used. On most engines, the plugs
components: and coils are located on top of the cylinder head for
easy mounting of the coils. A topside location is best
• SECM because it keeps the coils away from the heat of the
exhaust.
• Ignition coil drivers *
COP Components
• Ignition coil(s) *
In a typical COP ignition system, a crankshaft
• Crankshaft position sensor * position sensor generates a basic timing signal by
reading notches on the crankshaft, flywheel, or
• Crankshaft timing wheel * harmonic balancer. The crank sensor signal goes to
the small engine control module (SECM), where it is
• Cam position sensor * used to determine firing order and turn the individual
(for sequential ignition or fuel injection only) ignition coils on and off.
• Cam timing wheel * The operation of the ignition system is essentially

(for sequential ignition or fuel injection only) the same as any other ignition system. Each coil has
a low primary resistance (0.4 to 0.6 ohms) and steps
• Spark plugs * up the primary system voltage from 12 volts to as
much as 40,000 volts to produce a spark for the
The SECM, through use of embedded control spark plug.
algorithms and calibration variables, determines the
proper time to start energizing the coil and fire the The primary difference between COP and other
spark plug. This requires accurate crank/camshaft ignition systems is that each COP coil is mounted
position information, an engine speed calculation, directly atop the spark plug so the voltage goes
coil energy information, and target spark timing. The directly to the plug electrodes without having to pass
SECM provides a TTL compatible signal for spark through a distributor or wires. It is a direct
control. The coil must contain the driver circuitry connection that delivers the hottest spark possible.
necessary to energize the primary spark coil Resistor plugs are generally used to suppress
otherwise an intermediary coil driver device must be electromagnetic interference (EMI).
provided. The SECM controls spark energy (dwell
time) and spark discharge timing.
Figure 16. Coil-On-Plug Ignition System

Misfires COP Checks
COP problems can include many of the same Individual ignition coils can be tested with an
ailments as other ignition systems such as misfiring, ohmmeter the same as those on a conventional
hard starting, or a no start. Spark plugs can still be distributor or DIS ignition system. Measure primary
fouled by oil or fuel deposits, as well as pre-ignition and secondary resistance and compare to
and detonation. specifications. If resistance is out of specifications,
the coil is bad and needs to be replaced.
If the crankshaft position sensor fails, the loss of the
basic timing signal will prevent the system from Also, pay close attention to the tube that wraps
generating a spark and the engine will not start or around the spark pug. Cracks can allow voltage to
run. A failed driver circuit within the SECM can kill jump to ground causing a misfire. The spark plug
an individual coil and prevent that cylinder from firing. terminal should also fit tightly.
But with COP, an individual coil failure will only
cause misfiring in one cylinder. If a COP coil tests bad and is replaced, cleaning the
COP connector and wiring harness terminals can
It is important to remember that ignition misfire can often avoid future problems. Corrosion at either
also be caused by other factors such as worn or place can cause intermittent operation and loss of
fouled spark plugs, loose or damaged coil connector continuity, which may contribute to component
or terminals, dirty fuel injectors, low fuel pressure, failure. Applying dielectric grease to these
intake vacuum leaks, loss of compression in a connections can help prevent corrosion and assure
cylinder, even contaminated fuel. These other a good electrical connection.
possibilities should all be ruled out before a COP
unit is replaced. Magnetic crankshaft position sensors can be tested
with an ohmmeter, and the sensor output voltage
A COP engine that cranks but fails to start, in many and waveform can be read with an oscilloscope. The
cases, will often have a problem in the crankshaft or output voltage of a Hall Effect crankshaft position
camshaft position sensor circuits. Loss of sensor sensor can be checked with a voltmeter. On most
signals may prevent the SECM from properly vehicles, a defective crank position sensor will
synchronizing, thereby preventing the engine from usually set a fault code that can be read with the
starting and running. Service Tool.
Figure 17. Ignition Coil and Extension Wire

Assembly for G420F(E) Engiue

Components
Circuit Diagram
SECM

Inspection of Ignition Timing NOTE: Affective ECU input to lgnition timing control
Coolant temperature sensor
1. Inspection condition Oxygen sensor
MAP sensor(Engine load)
Coolant temperature : 80-90°C Crankshaft position sensor
(At normal temperature) Throttle position sensor
Intake Air Temperature sensor
Lamp and all accessories : OFF
Transmission : In neutral position 6) Check that actual ignition timing is changed
Parking brake : ON with engine RPM increased.
2. Inspection Inspection of Ignition Coil Drivers

(Power TR)
1) Connect the timing light.
Four Power Transistors are used for G420F(E)
2) After inserting the clip backward the connector, engine. Its function is ignition coil driver, and it is
located near to SECM.
connect the tachometer with the special tool
(09273-24000)
Location of Components
CAUTION
Take care not to disconnect the connector.
3) Measure RPM.
RPM
Low Idle 750 ± 15 rpm
NOTE: If RPM is not normal, it is impossible to

measure the proper ignition timing, so measure it at
a normal RPM.
4) Inspect the standard ignition timing.
BTDC 5˚ ± 5˚
5) If ignition timing is out of the standard, inspect (1) Power TRs (2) SECM
sensors concerned with ignition timing.
CAUTION
Because ignition timing is fixed by set data
value in ECU, it is impossible to control on
purpose.
Fisrt, check that sensors send output properly to
help determine ignition timing control.

Circuit Diagram Inspection
1. Connect terminal #2 (Ground) of Power TR to

Battery (-).
2. Connect terminal #3(IB) of Power TR to Battery

(+5V). If the resistance between terminal #2 and
terminal #1(OC) is lower than 10 ohms, it is OK.
3. Disconnect terminal #3(IB) of Power TR to Battery

(+5V). If the resistance between terminal #2 and
terminal #1(OC) is infinite, it is OK.
Inspection of Ignition Coil
Description
The operation of the ignition system is essentially
the same as any other ignition system. Each coil has
up the primary system voltage from 12 volts to as
IB (Terminal #3), OC (Terminal #1), GND (Terminal spark plug.
#2)
The primary difference between COP and other
ignition systems is that each COP coil is mounted
directly atop the spark plug so the voltage goes
directly to the plug electrodes without having to pass
through a distributor or wires. It is a direct
connection that delivers the hottest spark possible.
Resistor plugs are generally used to suppress
electromagnetic interference (EMI).

Component and Circuit Diagram Inspection of Spark Plug
Inspection and clean
① Ignition wire Ass’y ② Ignition Coil Ass’y

③ Spark Plug
1. Disconnect the ignition wire ass’y from the ignition

coil ass’y.
2. Remove the ignition coil ass’y by pulling the

Inspection
ignition coil with hand.
1. 1st Coil Resistance Measurement
Measure resistance between no.1 (Ba+) and no.3 3. Remove all spark plugs from the cylinder head
(ECU) terminals of ignition coil. using a spark plug wrench.
CAUTION
1st Coil Resistance : 0.71 ± 9 % (Ω) Take care not to come foreign materials into
spark-plug mounting hole.
2. 2nd Coil Resistance measurement

Measure resistance between high pressure
terminals.
2nd Coil Resistance : 18∼19.5 ± 14 % (kΩ)

3. Check the spark plug as below. 5. Install the spark plug and tighten it to the specified
torque.
1) Insulator broken Take care not to over tighten it to prevent cylinder
head threads from damage.
2) Terminal worn
Tightening torque 2~3kg·m
3) Carbon deposit
Spark Plug Analysis
4) Gasket damaged or broken
Contact point is Contact point is
State
5) Porcelain insulator of spark plug clearance black white
• Density of the
• Density of the
Description fuel mixture is
fuel mixture is thin
thick
• Lack of air • Ignition timing is
intake fast
• Spark plug is
tight
• Lack of torque
4. Check the plug clearance using a plug clearance

gauge and if the value is not within the specified
values, adjust it by bending the ground clearance.
When installing a new sparkplug, install it after
checking the uniform plug clearance.
Spark plug clearance 0.7~0.8mm

Charging System Alternators
The alternators used on these engines have three

General Description phase, full-wave, rectified output. They are the brush
type. Refer to the Alternator Coverage chart for
The alternator is an electrical and mechanical detailed systems operation information
components driven by a belt from engine rotation. It
is used to charge the storage battery during the
engine operation. The alternator is cooled by an ALTERNATOR COVERAGE
external fan mounted behind the pulley. The fan
Alternator Manufacturer/
pulls air through the holes in the back of the
alternator. The air exits the front of the alternator, Part Number Series
cooling it in the process. The valeo alternator also
has an internal fan. This fan is mounted on the rotor. A403795 Valeo
This fan pulls air through the holes in the back of the
D187478 MICO/K1 Sealed
alternator to cool the rectifier bridge and regulator.
The air exits the front of the alternator.
The alternator converts mechanical and magnetic

energy to alternating current (AC) and voltage. This
process is done by rotating a direct current
(DC)electromagnetic field (rotor) inside a three
phase stator. The alternating current and voltage
(generated by the stator) are changed to direct
current by a three phase, full wave rectifier system
using six silicone rectifier diodes. Some alternators
have three exciter diodes or a diode trio. They rectify
the current needed to start the charging process.
Direct current flows to the alternator output terminal. A403795
A solid state regulator is installed in or on the back

of the alternator. Two brushes conduct current,
through two slip rings, to the rotor field. Some
alternators have a capacitor mounted on them. The
capacitor protects the rectifier from high voltages. It
also suppresses electrical noise through a radio, if
equipped.
The alternator is connected to the battery through

the ignition switch for alternator turn on . Therefore,
alternator excitation occurs when the switch is
turned on. D187478

Components

Troubleshooting
1. Faulty battery charging
Charging system defect is almost caused by lack of
pan belt tension and faulty function of wiring, 1) IC regulator fault(Short circuit)
connector, and voltage regulator.
One of most important thing during troubleshooting 2) Field coil fault
of charging system is determining the reason
between overcharging and lack of charging. So, 3) Main diode fault
prior to inspection of alternator, check the battery for
charging. Faulty alternator causes the following 4) Auxiliary diode fault
symptoms.
5) Stator coil fault
6) Brush contact fault
2. Overcharging : IC regulator fault(Short circuit)

Other faults such as voltage adjusting problem
except above symptoms rarely happen.
Refer to the following troubleshooting table
With ignition Fuse cut off Replace

switch ON,
charging Bulb burnt out Replace
warning lamp Loose wiring connection Retighten
does not
Inspect and replace wiring,
illuminate Bad connection of L-S terminals
Replace voltage regulator
With the Loose or worn drive belt Correct or replace

engine started,
warning lamp Fuse cut off Replace
is not turned Fuse link cut off Replace
off (Battery Faulty voltage regulator or alternator Inspect alternator
needs often
Faulty wiring Repair
charging)
Corrosion or wear of battery cable Repair or replace
Faulty voltage regulator (Charging warning lamp illuminates) Replace
Overcharged
Voltage detection wring fault Replace
Loose or worn drive belt Correct or replace
Loose wiring connection Retighten
Short circuit Repair
Battery is
Fusible link cut off Replace
discharged
Ground fault Repair
Faulty voltage regulator (Charging warning lamp illuminates) Inspect alternator
Battery out Replace

Troubleshooting Procedure
Inspection before Starting
1. Charging warning lamp inspection.
2. Alternator and drive belt tension inspection.

3. Alternator and outer terminal connection inspection.
4. Battery outer terminal inspection.

Inspection after Starting
1. Inspection of alternator charging warning lamp operation test.
2. When starting, belt slip and noise inspection
3. Inspection of battery voltage at idling (At this time charge battery only)

Drop of Electric Pressure Test of Alternator Test
Output Wire
1. Start the engine.
This test is to check that wiring is correctly
connected between the alternator “B“ terminal and 2. Repeating ON and OFF of headlight and small
battery (+) terminal. light, adjust the engine speed until an ammeter
reads 20A and at that time measure voltage.
Result
1. If voltmeter reading is within the standard, it is

normal.
Test voltage Maximum 0.2V
2. If voltmeter reading is more than the standard,

mostly wiring is faulty. In this case, inspect wirings
between the alternator and the battery (+) terminal
as well as between the alternator “B” terminal and
the fusible link.
3. Also prior to re-test, check and repair the

connecting part for looseness and the harness for
discoloration by overheating.
Preparation 4. After test, adjust the engine speed at idle and turn
the light and ignition switch OFF.
1. Turn the ignition switch OFF.
5. Disconnect the battery ground cable.
6. Disconnect the ammeter and voltmeter.
3. Disconnect the alternator output wire from the
alternator “B” terminal. 7. Connect the alternator output lead wire to the
alternator “B” terminal.
4. Connect a DC ampere meter (0-100A) between
the terminal and the disconnected output wire. 8. Connect the battery ground cable.
Connect (+) lead wire to the terminal “B” and (-)
lead wire to the disconnected output wire. Output Current Test
NOTE: In case of using a clamp type ammeter, it is This test is to check that the alternator output
possible to measure current without disconnecting current is identified with the rated current.
the harness.
Preparation
5. Connect a digital voltmeter between the alternator
“B” terminal and the battery (+) terminal. 1. Prior to test, inspect the following items and repair
Connect (+) lead wire to the terminal and (-) lead if necessary.
wire to the battery (+) terminal.
1) Be sure that the battery installed in the vehicle
6. Connect the battery ground cable. is normal.(See “Battery”)
7. Be sure that the hood is opened. NOTE: When measuring output current, necessarily
use a slightly discharged battery. Fully charged
battery is not enough to use for correct test owing to
insufficient load.

2) Inspect the drive belt for tension. 2. Turn the headlight ON and start the engine.
(See “Engine body” )
3. With the engine running at 2,500 rpm, turn ON the
2. Turn the ignition switch OFF. high beam headlights, place the heater blower
switch at ”HIGH” measure the maximum output
3. Disconnect the battery ground cable. current using a ammeter.
4. Disconnect the alternator output wire from the NOTE: This test should be done as soon as
alternator “B” terminal. possible to measure the exact maximum current
because output current drops rapidly after starting
the engine.
Result
1. Ammeter reading should be higher than the limit.

If the reading is low even though the alternator
output wire is normal, remove the alternator from
the vehicle and inspect it.
Output current limit 70% of rated current
NOTE: The rated output current is represented on

the name plate in the alternator body.
Output current varies according to electrical load or
temperature of the alternator, so during test, lack of
electrical load causes impossibility of measuring the
rated output current. In this case, turn on headlight
to induce the battery discharging or turn on other
lights to increase the electrical load. If alternator
temperature or ambient temperature is too high, it is
5. Connect a DC ampere meter (0-100V) between impossible to measure the rated output current, so
“B” terminal and the disconnected output wire. prior to re-test, necessarily drop the temperature.
Connect (+) lead wire to the terminal “B” and (-)
lead wire to the disconnected output wire.
Ambient temperature
Voltage adjust(V)
NOTE: Do not use clips or equivalent owing to high of voltage regulator(℃)
current and Use bolts and nuts to tighten each
-20 14.2 ~ 15.4
connecting part securely.
20 13.8 ~ 15.0
6. Connect a volt meter(0-20V) between “B” terminal
and the ground. 60 13.4 ~ 14.6
Connect (+) lead wire to the alternator “B” terminal
and (-) lead wire to the proper position. 80 13.2 ~ 14.4
7. Connect the engine tachometer and then battery 2. After test, adjust the engine speed at idle and turn
ground cable. the light and ignition switch OFF.
8. Be sure that the hood is opened. 3. Disconnect the battery ground cable.
Test 4. Disconnect the ammeter and voltmeter.
1. Be sure that voltmeter reading is identified with 5. Connect the alternator output lead wire to the
battery voltage. alternator “B” terminal.
If voltmeter reading is 0V, it means short circuit of
wire between “B” terminal and the battery (-) 6. Connect the battery ground cable.
terminal, fusible link cut off or ground fault.

Disassembly and Installation
1. Nut 8. Rotor coil 15. Rectifier assembly

2. Pulley 9. Rear bearing 16. Stud bolt
3. Bushing 10. Bearing cover 17. Brush holder assembly
4. Front cover assembly 11. Stator coil 18. Brush holder bolt
5. Front bearing 12. Rear cover 19. Slip ring guide
6. Bearing cover 13. Through bolt 20. Cover
7. Bearing cover bolt 14. Seal

Removal and Installation Disassembly
1. Disconnect the battery (A) terminal. 1. After removing the mounting nuts (B), remove the
generator cover (A) using a screwdriver.
2. Disconnect the alternator “B” terminal and then

the connector (A). Loosen the clip (B). 2. Loosen 3 mounting bolts (A) and disconnect the
brush holder assembly (B).
3. Loosen the alternator tension adjusting bolt (A)

and the alternator fixing bolt (B). 3. Remove the slip ring guide (A).
4. Remove the belt by pressing inward the alternator.
5. Remove the alternator brocket.
6. Loosen the mounting and remove the alternator

assembly.
7. Installation is reverse order of removal.

Inspection
Rotor
4. Remove the nut, pulley and spacer.
1. Inspect the rotor coil for continuity and check for

continuity between slip rings.
If resistance is too low, circuit is short and if the
resistance is too high, circuit is opened. So
replace the rotor assembly in both cases.
Resistance value 2.5 ~ 3.0Ω(20Ω)
5. Loosen 4 through bolts.
2. Inspect the rotor coil ground and check continuity

between the slip ring and the core, If there is
continuity, replace the rotor assembly.
6. Separate the rotor and cover.

Stator
2. (-) rectifier
When inspecting continuity between (-) rectifier
1. Inspect the stator coil for continuity and check and stator coil lead connecting terminal using an
continuity between the coil leads. If there is no ohmmeter, there must have only one direction
continuity, replace the stator assembly. continuity. If there is both direction continuity,
replace the rectifier assembly owing to short
circuit of diode.
Brush Replacemement
2. Inspect the coil ground and check continuity

between the coil and the core. If there is continuity,
replace the stator assembly.
Rectifier If the brush is worn out to the limit, replace the brush
as the following order.
1. (+) rectifier
When inspecting continuity between (+) rectifier
and stator coil lead connecting terminal using an
ohmmeter, there must have only one direction
continuity. If there is both direction continuity,
replace the rectifier assembly owing to short
circuit of diode.

Installation
Installation is the reverse order of disassembly.

Take care of the following items.
1. Before installing the rotor to the bracket, insert the

wire into the small bore of rear bracket and fix the
brush.
2. After installing the rotor, remove the wire.
Installation
1. After placing the alternator, insert the support bolt.

(At this time do not insert the nut.)
2. After pressing forward the alternator, Contact the

alternator front bracket with front case (A) as
shown in the illustration.
3. Insert and install the nut by tightening it to the

specified torque.

STARTING SYSTEM
General Description
The starting motor is used to turn the engine

flywheel lfast enough to make the engine run. The
starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical
system will cause the solenoid to move the pinion
toward the flywheel ring gear of the engine. The
electrical contacts in the solenoid close the circuit
between the battery and the starting motor just
before the pinion engages the ring gear. This
causes the starting motor to rotate. This type of
motor "turn on" is a positive shift starting motor.
When the engine begins to run, the overrunning
clutch portion of the pinion drive prevents damage to
the armature caused by excessive speeds. The
clutch does this by breaking the mechanical
connection. The pinion will stay meshed with the
ring gear until the ignition switch is released. A
return spring in the overrunning clutch returns the
clutch to its rest position.
Components

Diagnosis Procedure
2. Is a high current switch rated about 1000 amps
The following simplified procedure is intended to that actually turns on the starting motor.
help the serviceman determine if a starting motor
needs to be removed and replaced or repaired. It is The starting motor solenoid has two coils. Pull-in
not intended to cover all possible problems and coil(W) draws about 40 amps and hold-in coil (X)
conditions, but to serve only as a guide. The most requires about 5 amps. The instant the start relay
common 12 volt circuit is shown and discussed. closes, both coils (W) and (X) receive power. Battery
voltage is applied to the high end of both coils, at
General Information test point (3)which is the start (S) terminal. The low
end of hold-in coil (X) is permanently grounded to
All starting systems are made up of four elements. the ground post or motor housing of the starting
They are the ignition switch, start relay, the starting motor. Grounding for the low end, test point (4), of
motor solenoid and starting motor. pull-in coil (W) is momentary, and takes place
through the DC resistance of the starting motor. As
Start switches are relatively low current devices. soon as magnetic force builds in both coils, the
They are rated to switch approximately 5 to 20 amps. pinion moves toward the flywheel ring gear. The
Because the coil of a start relay [between test point pinion will stop short of engagement of the flywheel
(1)and (2)] draws about 1 amp, the start switch can ring gear. Only then will the solenoid contacts close
easily turn on the start relay and have long life. to power the starting motor. This temporarily
removes the ground from pull-in coil (W), and puts
The switch contacts of a typical start relay are rated battery voltage on both ends of it while the starting
to switch 30 amps. Because the solenoid requires 5 motor cranks. During this period, the pull-in coil is
to 20amps the start relay can easily switch this load. out of the circuit. Cranking continues until power to
the solenoid is broken by releasing the ignition
The starting motor solenoid has two functions: switch.
1. Engages the pinion with flywheel.

The result of these switches and relays is to permit a
5 amp dash-mounted switch to turn on a 500 to
1000amp motor used to crank an engine. Battery
voltage (power) available during cranking varies NOTICE
according to the temperature of the batteries. The
following chart is a guide as to what to expect from a Do not operate the starting motor for more than
normal system. 30seconds at a time. After 30 seconds, the cranking
must be stopped for two minutes to allow the
TYPICALSYSTEM VOLTAGE DURING starting motor to cool. This will prevent damage to
CRANKING AT VARIOUS AMBIENT the starting motor due to excessive heat buildup.
TEMPERATURES
Temperature 12V System
If the starting motor cranks real slow or does not
-23 to -7 C (-10 to 20 F) 6 to 8 Volts crank at all, do the following procedure:
-7 to 10 C (20 to 50 F) 7 to 9 Volts
1. Measure battery voltage at the battery posts with
10 to 27 C (50 to 80 F) 8 to 10 Volts the multimeter while cranking or attempting to
crank the engine. Make sure to measure the
battery posts. Do not measure the cable post
Figure 1
clamps.
The next chart shows maximum acceptable voltage
loss in the high current battery circuit feeding the
2. Is battery voltage equal to or greater than shown
starting motor. These values are maximums for
in Figure 1?
machines of approximately 2000 SMH and up.
Newer machines would be less than those shown.
• If the battery voltage is correct, go to Step 3.
MAXIMUM ACCEPTABLE SYSTEM VOLTAGE • If the battery voltage is too low, Charge or replace
DROPS DURING CRANKING the battery.
Circuit
12V System NOTE: Alow battery can be caused by battery
Battery(-) post to starting motor (-) condition or a shorted starting motor.
terminal 0.7 Volts
3. Measure current draw on the (+) battery cable
Battery (+) post to solenoid (+) between the battery and the starting motor
terminal 0.5 Volts solenoid with the clamp-on ammeter. The
maximum current draw allowed is 350 Amp. At
Solenoid Bat terminal to solenoid temperatures below27°C (80°F), the voltage will
Mtr terminal 0.4 Volts be less and the current draw will be higer. If
current draw is too much, the starting motor has a
problem and must be removed for repair or
Figure 2 replacement.
Voltages greater than those shown are most often
caused by loose and/or corroded connections or NOTE: If voltage at the battery post is within
defective switch contacts. approximately 2 volts of the lowest value in the
applicable temperature range of Figure1 and if the
Diagnosis Procedure large starting motor cables get hot, then the starting
motor has a problem and the Ammeter test is not
needed.
TOOLS NEEDED
Digital Multimeter or Equivalent
1 4. Measure starting motor voltage from test point (4)
to (5) with the multimeter while cranking or
DC Clamp-On Ammeter or Equivalent attempting to crank the engine.
1
5. Is voltage equal to or greater than shown in
Figure1?

• If the starting motor voltage is correct, the Start Relay Tests
battery and starting motor cables down to the
motor are within specifications. Go to Step 8. Relay
• If the starting motor voltage is low, the voltage 1. Put the multimeter on the 200 ohm scale.
drop between the battery and the starting motor
is too great. Go to Step 6. 2. Put the multimeter lead to the 85 and 86 terminals.
6. Measure the voltage drops in the cranking circuits 3. The indication on the meter must be 82 5 ohms. If
with the multimeter. Compare the results with the indication is not correct, the start relay must
maximum voltage drops allowed in Figure 2. be replaced.
7. Are all the voltages within specifications ? 4. Put the multimeter leads to the 30 and 87
terminals.
• If the voltage drops are correct, go to Step 8, to
check the engine. 5. The indication must be "OL"(Over Load). If the
indication is not correct, the start relay must be
• If the voltage drops are too high, repair and/ or replaced.
replace the faulty electrical component.
6. Connect WH wire to 86 and BK wire to 85
8. Rotate the crankshaft by hand to make sure it is terminal with the ignition switch to start position.
not locked up. Check oil viscosity and any Put the meter lead to 30 and 87 terminal.
external loads that would affect engine rotation.
7. The indication must be Zero ohm. If the indication
9. Is the engine locked up or hard to turn ? is not correct the start relay must be replaced.
• If it is, repair the engine as required. If the

engine is not hard to turn, go to Step 10.
10. Does the starting motor crank?
• If it does crank, remove the starting motor for

repair and/or replacement.
• If it does not crank, check for blocked

engagement of the pinion and flywheel ring
gear.
NOTE: Blocked engagement and open solenoid

contacts will give the same electrical symptoms.

Troubleshooting
Starting system problem can be classified into “Start

motor is not operating”, “Start motor is operating but
engine is not starting” , and “There is a lot of time
taken to start engine”.
When the starting system has problems, before

removing the start motor, find where the problem
happens. Generally if it is difficult to start, there are
problems in ignition system, fuel system, and
electrical system. In this case, necessarily inspect
and repair step by step, or the same problem will
happen.
Low battery charging voltage Charge or replace
Loose, corroded or worn battery cable Repair or replace
Impossible cranking Inhibitor switch fault (With A/T) Adjust or replace
Short circuit of fusible link Replace

Start motor fault Repair
Ignition switch fault Replace
Low battery charging voltage Charge or replace

Slow cranking Loose, corroded or worn battery cable Repair or replace
Start motor fault Repair
Continuous rotating of start Start motor fault Repair

motor Ignition switch fault Replace
Short circuit of wiring Repair

Start motor is rotating but Worn or broken pinion gear tooth or motor fault Repair
engine is not cranking
Replace flywheel ring gear
Worn or broken ring gear tooth
or torque converter

Starter
Components
11
8
7 9
14
15
13
12
19
10
3
2
20
18
17
16
L4GC343A
1. Screw 6. Lever 11. Magnetic switch 16. Yoke assembly

2. Front bracket 7. Plate 12. Planetary gear holder 17. Armature
3. Stop ring 8. Packing B 13. Planetary gear 18. Brush holder
4. Stopper 9. Shim 14. Ball 19. Through bolt
5. Overrunning clutch 10. Internal gear 15. Packing A 20. Rear bracket

CAUTION
This test should be done as soon as possible
not to damage the coil (in 10 seconds).
2. Remove the speedometer cable.
3. Separate the start motor connector and terminal. 4. Measure clearance between the pinion and
stopper using a feeler gauge. If the measured
4. Remove the start motor assembly. value is out of the standard, adjust clearance by
adding or removing the washer between the
5. Installation is the reverse of removal. magnetic switch and front bracket.
Inspection (After Removal)

Pinion clearance 0.5 ~ 2.0㎜
Insection of Pinion Clearance
Pull in Test of Magnetic Switch
1. Disconnect the wire from “M” terminal.

1. Disconnect the connector from “M” terminal.
2. Connect a 12V battery between “S” terminal and
“M” terminal. 2. Connect a 12V battery between “S” terminal and
“M” terminal.
3. If the switch is turned ON, the pinion is moving.
CAUTION
This test should be done as soon as possible
not to damage the coil (in 10 seconds).
3. If the pinion is moving outward, the coil is normal,

if or not, replace the magnetic switch.

Hold in Test of Solenoid Performance Test (with NO-LOAD)
1. Disconnect the connector from “M” terminal. 1. Connect a 12V battery to the start motor.
2. Connect a 12V battery between “S” terminal and 2. To operate the start motor with no load, turn the
“M” terminal. switch ON. If the operating speed and current
measured are identified with the standard, the
start motor is normal. If the operating speed is
CAUTION insufficient or the current is excessive, it is
This test should be done as soon as possible not to because of excessive friction resistance. And the
damage the coil (in 10 seconds). low current or lack of operating speed is because
of faulty contact or open circuit between the brush
and the rectifier or between the welding points.
3. If the pinion is moving outward, the coil is normal,
if the pinion is moving inward, replace the
magnetic switch owing to open-circuit. Speed Minimum 3,000rpm
Current Maximum 60A or less

Return Test of Solenoid
1. Connect the connector from “M” terminal.
2. Connect a 12V battery between “S” terminal and

“M” terminal.
CAUTION
This test should be done as soon as possible not to
damage the coil (in 10 seconds).
3. When releasing after pulling the pinion outward, if

the pinion is returned to native position, it is
normal, if or not, replace the solenoid valve.

Disassembly
2. Short Circuit Test of Armature Coil.

To remove the overrunning clutch from the armature Inspect the armature coil in the growler and if
shaft, remove the stop ring. Remove the stop ring by there is short circuit, replace the coil. During core
moving it to the pinion side, and then remove the rotation, if the blade attached in the core is
stop ring from the shaft. vibrated, the armature is short.
Inspection (After Disassembly)
3. Open Circuit Test of Armature Coil.

Check continuity between the commutator
1. Ground Test of Armature Coil. segments using a circuit tester. If there is no
Check continuity between the commutator and the continuity, replace the armature assembly owing
armature coil using a circuit tester. If there is to open circuit of commutator segment.
continuity, replace the rotor assembly.

4. Open Circuit Test of Field Coil. 7. Brush Holder
Check continuity of the field coil using a circuit Check continuity between the (+) side brush
tester. If there is no continuity, replace the field holder and the base. If there is continuity, replace
coil assembly owing to open circuit of the field coil. the brush holder assembly.
5. Ground Test of Field Coil. 8. Overrunning Glutch.

With the yoke field coil installed, inspect continuity
between the field coil and the yoke, if there is 1) Check the pinion and spline teeth for wear
continuity, replace the field coil. and damage and replace it if necessary. Also,
inspect the flywheel for wear and damage.
2) Rotate the pinion. The pinion must be rotated

clockwise but counterclockwise.
6. Brush.
If the brush is worn out to the limit, replace the
brush.

Assembly
9. Bruch Replacement
1) Remove the worn brush taking care not to 1. Install the overrunning clutch to the armature
damage the pigtail. shaft front end.
2) For better welding, correct the pigtail end with a 2. Install the stop ring and snap ring to the armature
sand paper. shaft front end and completely press the stop ring
toward the snap ring.
3) Weld the pigtail end.
3. When installing the lever to the front bracket, take

10. Installation of Rear Bracker. care of the direction. If the installation direction is
in reverse, the pinion will move outward only.
1) Before removing the bushing, measure the
bushing press-fit depth.
2) Remove the bushing as shown in the

illustration.
3) Press-fit a new bushing as the depth measured

procedure 1).

Chapter 5. ENGINE MANAGEMENT SYSTEM (EMS)
General Information
Specifications
SECM and Sensor/Switch Inputs
Q’ty
Components Items Specifications
G420FE G420F
Environmental / Ambient Operating -20 °F to 221°F [-29 °C to 105 °C]
Electrical Temperature
None None
Specifications 8-16 Vdc
Operating Voltage
Engine Control Module Operating Temperature -20 °F to 221°F [-29 °C to 105 °C]
(SECM 48)
8-16 Vdc
Operating Voltage SECM microprocessor may reset at
1 1
voltages below 6.3 Vdc
On-engine mounting, underhood

Operating Environment automotive
Camshaft Position Type Hall effect sensor
1 1
Sensor Output Voltage 58X
Crankshaft Position Type Hall effect sensor
1 1
Sensor Tooth wheel 0 – 5 Volts
TMAP Sensor MAP sensor Piezo- Resistivity type
0-5V output
1 1 Intake Air Temp Sensor Thermistor type
(built in MAP sensor)
2.0-3.0kohms at 20°C
LP Fuel Temperature Type Thermister
Sensor 1 None Resistance 2.5kΩ@20℃
243Ω@90℃
Oxygen Sensor 0(LP) Type Zirconia Sensor (Heated)
2
1(Gas) Output Voltage 0 - 1V
Coolant Temperature Type Thermistor Type
1 1
Sensor Resistance 1.0-4.0 kohms at 20°C
Acceleration Pedal Type Hall IC
Angle Sensor APP1(Low idle) 0.4 ± 0.1 V
1 1 APP2(Low idle) 4.5 ±0.1 V
APP1(Hi idle) 3.6 ±0.15 V
APP2(Hi idle) 1.39 ± 0.15 V
Engine Oil Pressure Actuation Pressure 0.3 +/- 0.1 kgf/cm^2
1 1
Switch
Transmission Oil Actuation Temperature 125°C
1 1
Temperature Switch
G420F(FE) Service Manual 150 Chapter 5. Engine Management System (EMS)

Q’ty
G420FE G420F
Ground speed limit Type Normal Open
option option
switch Actuation Pressure 145 ± 28 kPa
Electronic Throttle System
Q’ty
G420FE G420F
Electronic Throttle Minimum Electrical 1.5 ohms

System 1 1 Resistance of Throttle
Actuator
Ignition System Components Specification
Q’ty
G420FE G420F
Power TR 4 4 Operating Voltage 5-16V
Ignition Coil Ass’y Coil Type Inductive

4 4 Coil Supply Voltage 8-16 Vdc
Primary Resistance 0.71 ohm +/- 9%
Spark Plug Material Platinum spark plug

4 4
Air Gap 0.7-0.8 mm

LP Fuel Components Specification
Q’ty
G420FE G420F
LP Fuel System Operating Temperature -20 °F to 221°F [-29 °C to 105 °C]
Requirements
LPG Composition HD5 / HD10 LPG. Failure to use fuel
- -
Requirements compliant with
HD5 or HD10 standards will void the
user warranty.
LP Fuel Filter 1 1 Fuel Filter Micron Size 40 micron
LP Fuel Lock-off 1 1 Electrical Resistance 20~25Ω
N-2007 LP Regulator Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
For G420FE 1723.69 kPa)
Fuel Inlet Fitting 1/4” NPT
Fuel Outlet Fitting Two 3/4” NPT fittings with one plugged
and one 1/8” NPT fitting with plug
Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]

Temperature at Tank Outlet
Primary Pressure Tap 1/8” NPT with plug
Max Flow 50 lbm/hr LPG
Coolant Flow to Vaporizer > 1.0 gpm/100bhp, equipped with

1 None
140 °F (60 °C) thermostat
Fuel Outlet Pressure -0.7 ± 0.2 inH2O @ 1.7 lbm/hr LPG

Setpoints (-1.744 ± 0.498 mbar) @ 1.7 lbm/hr
LPG)
-2.0 ± 0.2 inH2O @ 50 lbm/hr LPG
(-4.982 ± 0.498 mbar) @ 50 lbm/hr
LPG)
Mounting Regulator should be installed with

centerline of outlet at least 15° below
horizontal to permit drainage of any
liquid precipitates from LPG fuel.
Diaphragm should be vertically

oriented.

Q’ty
G420FE G420F
N-2001 LP Regulator Fuel Supply Pressure 10 psi to 250 psi (69 kPa to 1724 kPa)
For G420F
Fuel Outlet Fitting One 3/4” NPT and one 1/8” NPT fitting
with plug
Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]

Temperature
At Tank Outlet
None 1 Primary Pressure Tap 1/8” NPT with plug
Max Flow 50 lbm/hr LPG
Coolant Flow to Vaporizer >1.0 gpm/100bhp, equipped with

140 °F (60°C) thermostat
Fuel Outlet Pressure -0.5 ± 0.35 inH2O@1.7 lbm/hr LPG

Setpoints (-1.25 ± 0.87 mbar)@1.7 lbm/hr LPG)
-1.35 ± 0.5 inH2O@32.1 lbm/hr LPG
(-3.36 ± 1.25 mbar)@32.1 lbm/hr
LPG)
CA100 Mixer Fuel LPG
For G420FE
Fuel Inlet Fitting 1/2” NPT Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-

24 screws in
1.94” (49.28mm) square pattern
Mixer Mounting Flange 1.87” (47.49mm ID outlet, four #12-

24 screws arranged in a rectangular
pattern
1 None Reference Pressure Ports Two 1/8-NPT ports. Pressure

readings must be identical within
0.25 inH2O (0.623 mbar) at all
airflows.
Air Valve Vacuum (AVV) 1/4-28 UNF

Port Size
Fuel Inlet Adjustments None
Idle Air Adjustment None
Mounting Suitable for on-engine mounting in

vertical orientation

Q’ty
G420FE G420F
CA100 Mixer Fuel LPG
For G420F
Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-

24 screws in 1.94” (49.28mm)
square pattern
Mixer Mounting Flange 1.87” (47.49mm ID outlet, four #12-

24 screws arranged in a rectangular
pattern
None 1
Reference Pressure 1/4-1/8 NPT ports. Pressure
Ports readings must be identical within
0.25 inH2O (0.623 mbar) at all
airflows.
Air Valve Vacuum (AVV) 1/4-28 UNF

Port Size
Fuel Inlet Adjustments Power valve
Idle Air Adjustment Idle adjustment screw
Mounting Suitable for on-engine mounting in

vertical orientation
Fuel Trim Valve (FTV) Actuator Type On/off two-position valve compatible
2 None
Operating Voltage with LPG 8-16 Vdc
Gasoline Fuel Components Specification
Q’ty
G420FE G420F
Gasoline System Gasoline Unleaded gasoline of 87 octane or
None None
Requirements Requirements higher is recommended
Gasoline Fuel Pump 1 1 Type Electrical, In-Tank
Gasoline Fuel Filter Type High pressure type (built in Fuel Pump
1 1
Assembly)
Gasoline Pressure Pressure 350 kPa (49.8 psi)
1 1
Regulator built in Fuel Pump Assembly
Fuel Injector Type Electric-magnetic
4 4
Coil resistance 14.5 +/- 0.35 ohms

Service Standard
Basic Idle rpm (After warm up) No Load 750±15 rpm

Ignition Timing (After warm up, at idle) BTDC 5°±5°
Sealants
Engine Coolant Temperature Sensor (ECTS) assembly LOCTITE 962T or equivalent
Tightening Torques
Items N∙m kgf∙m 1bf∙ft
Heated Oxygen Sensor (HO2S, Sensor 1) 50 ~ 60 50 ~ 60 36. 2 ~ 43.4
Heated Oxygen Sensor (HO2S, Sensor 2) 50 ~ 60 5.0 ~ 6.0 36.2 ~ 43.4
Crankshaft Position Sensor (CKPS) 4~6 0.4 ~ 0.6 2.9 ~ 4.3
CKPS target wheel installation screw 10.8 ~ 11.8 1.1 ~ 1.2 8.0 ~ 8.7
Camshaft Position Sensor (CMPS) 4~6 0.4 ~ 0.6 2.9 ~ 4.3
Engine Coolant Temperature Sensor (ECTS) 15 ~ 20 1.5 ~ 2.0 10.8 ~ 14.5
Delivery pipe installation 19 ~ 28 1.9 ~ 2.8 13.7 ~ 20.3

Component Location
Engine Control Module (SECM48) Camshaft Position Sensor
Crankshaft Position Sensor TMAP Sensor
LP Fuel Temperature Sensor Coolant Temperature Sensor

Pre-Catalyst Oxygen Sensor Electronic Throttle Body
Pedal Angle Sensor Post-Catalyst Oxygen Sensor
Transmission Oil Temperature Switch Engine Oil Pressure Switch

Ground speed limit switch (option) Fuel Trim Valve (FTV)
Power TR Gasoline Injectors and fuel rall
N-2007 LP Regulator LP Fuel Lock-off

CA100 Mixer
Gasoline Fuel Pump Ass`y

G420FE EMS (Engine Management System) Overview
General Description
MI-07 control system provides a complete, fully MI-07 is a closed loop system utilizing a catalytic
integrated engine management system that meets muffler to reduce the emission level in the exhaust
or exceeds 2007 emission standards for Large gas. In order to obtain maximum effect from the
Spark Ignited (LSI) engines established by the catalyst, an accurate control of the air fuel ratio is
California Air Resources Board (CARB) and the required. A small engine control module (SECM)
Environmental Protection Agency (EPA). uses two heated exhaust gas oxygen sensors
(HEGO) in the exhaust system to monitor exhaust
The control system is applicable to naturally gas content. One HEGO is installed in front of the
aspirated engines running on LPG and/or gasoline. catalytic muffler and one is installed after the
It provides accurate, reliable, and durable control of catalytic muffler.
fuel, spark, and air over the service life of the engine
in the extreme operating environment found in
heavy-duty, under hood, on-engine electronic
controls.
[Figure 1] MI-07 Dual Fuel System for G420FE Engine on Certified Systems
The SECM makes any necessary corrections to the wire (DBW) system connecting the accelerator pedal
air fuel ratio by controlling the inlet fuel pressure to to the electronic throttle through the electrical
the air/fuel mixer by modulating the dual fuel trim harness; mechanical cables are not used. A throttle
valves (FTV) connected to the regulator. Reducing position sensor (TPS) monitors throttle position in
the fuel pressure leans the air/fuel mixture and relation to the accelerator pedal position sensor
increasing the fuel pressure enriches the air/fuel (APP) command. Even engine coolant temperature
mixture. To calculate any necessary corrections to and adequate oil pressure are monitored by the
the air fuel ratio, the SECM uses a number of SECM. The SECM controller has full adaptive
different sensors to gain information about the learning capabilities, allowing it to adapt control
engine’s performance. Engine speed is monitored function as operating conditions change. Factors
by the SECM through a Hall Effect sensor. Intake such as ambient temperature, fuel variations,
manifold air temperature and absolute pressure are ignition component wear, clogged air filter, and other
monitored with a TMAP sensor. MI-07 is a drive-by- operating variables are compensated.

Dual Fuel System of G420FE (certified engine system)
INPUT OUTPUT
Crank Sensor Throttle body
CAM sensor 4 Power TRs

4 Ignition coils
TMAP sensorv
2 Fuel trim valves
Coolant Temp
LP fuelock valve
EG oil pressure switchv

4 Injectors
T/M Temp switch SECM

Fuel Pump
Accel pedal angle sensor

CAN communication
Throttle position sensor
Pre Oxygen sensor

Post Oxygen sensor
LP fuel temp sensor
T/M Inching pressure

switch
A dual fuel system operates on either LPG or MPI (multi-point injection) system is used for
gasoline. The fuel type can be switched while the G420FE dual fuel engine and G420F gasoline/dual
engine is stopped or running at low speeds and low fuel engine. On gasoline, the camshaft sensor along
loads. The fuel selection switch is a three-position with the crankshaft sensor is used to control the fuel
type where the center position is fuel off. injectors and feedback from oxygen sensor is used
by the SECM to adjust the gasoline delivery based
on the exhaust emissions.

MI-07 System Components • LPG mixer
• LPG pressure regulator
• Fuel trim valves
The MI-07 control system provides electronic control
• Fuel trim orifices
to the following subsystems on mobile industrial
• Small engine control module (SECM), firmware
engines:
and calibration †
• Fuel system sensors and actuators
• Fuel delivery system
• Ignition system including spark plugs, cables, coils
• Spark-ignition control system
and drivers
• Air throttle
• Gasoline injectors and fuel pressure regulator
• Sensors/Switches/Speed inputs
(dual-fuel systems only)
The chart below lists the MI-07 components required
for a G420F (E) engine operating on LP fuel. MI-07 System Features
Q’ty DESCRIPTION The MI-07 system uses an advanced speed-density

G420FE G420F-LP control strategy for fuel, spark, and air throttle
1 1 Engine Control Module control. Key features include the following.
(SECM 48-pin) • Closed-loop fuel control with fuel specific controls
1 1 Camshaft Position for LPG, and gasoline (MPI) fuels
Sensor • Speed-load spark control with tables for dwell,
1 1 Crankshaft Position timing, and fuel type
Sensor • Speed-load throttle control with table for maximum
1 1 TMAP Sensor TPS limiting
1 None Fuel Temperature • Closed-loop fuel control with two oxygen sensors
Sensor (one installed pre catalyst and one installed post
1 1 Transmission Oil catalyst). The pre-catalyst oxygen sensor includes
Temperature Switch adaptive learn to compensate for fuel or
2 None Oxygen Sensors component drift. The post-catalyst oxygen sensor
includes adaptive learn to compensate the pre-
1 1 Coolant Temperature
catalyst oxygen sensor setting for pre-catalyst
Sensor
oxygen sensor drift and catalyst aging. The pre-
1 1 Engine Oil Pressure
catalyst oxygen sensor function includes
Switch
parameters for transport delay, O2 set point,
2 None Fuel Trim Valve
excursion rich/lean, jump back rich/lean, and
4 4 Ignition Coils
perturbation.
4 4 Power TR • LPG fuel temperature compensation
1 1 Fuel Lock Off Solenoid • Min/max governing
N-2007 N-2001 LP Regulator • All-speed isochronous governing
CA-100 CA-100 LP Mixer • Fixed-speed isochronous governing with three
(Certified) switch-selectable speeds
1 1 Electronic Throttle Body • Fuel enrichment and spark timing modifiers for
temperature and fuel type
• Transient fuel enrichment based on rate of change
of TPS
Key Components • Transient wall wetting compensation for gasoline
• Input sensor selection and calibration
The MI-07 system functions primarily on engine • Auxiliary device control for fuel pump, fuel lock-off
components that affect engine emissions and solenoid, tachometer, MIL, interlocks, vehicle
performance. These key components include the speed limiting, etc.
following: • CANBus data transfer for speed, torque, etc.
• Engine/Combustion chamber design

• Intake/Exhaust valve configuration, timing and lift
• Intake/Exhaust manifold design
• Catalytic converter and exhaust system
• Throttle body
• Air intake and air filter

Other system features include: LPG Fuel System Operation
The principles outlined below describe the operation

Tamper-Resistance
of MI-07 on an LPG fuel system.
Special tools, equipment, knowledge, and
authorization are required to effect any changes to
An LPG fuel system consists of the following
the MI-07 system, thereby preventing unauthorized
components:
personnel from making adjustments that will affect
• Fuel filter
performance or emissions.
• Electric fuel lock-off solenoid valve
• Fuel pressure regulator/vaporizer
Diagnostics
• Two orificed fuel trim valves
MI-07 is capable of monitoring and diagnosing
• Gas/Air mixer with fixed orifice for trim system and
problems and faults within the system. These
fuel temperature sensor
include all sensor input hardware, control output
• Miscellaneous customer-supplied hoses and
hardware, and control functions such as closed-loop
fittings
fuel control limits and adaptive learn limits. Upon
detecting a fault condition, the system notifies the
Fuel is stored in the customer-supplied LPG tank in
operator by illuminating the MIL and activating the
saturated liquid phase and enters the fuel system
appropriate fault action. The action required by each
from the tank as a liquid and at tank pressure. Fuel
fault shall be programmable by the OEM customer
passes through a high-pressure fuel filter and lock-
at the time the engine is calibrated.
off solenoid, and is then vaporized and regulated
down to the appropriate pressure to supply the
Diagnostic information can be communicated
mixer. The regulator controls the fuel pressure to the
through both the service tool interface and the MIL
gas/air mixer.
lamp. With the MIL lamp, it is possible to generate a
string of flashing codes that correspond to the fault
type. These diagnostics are generated only when Dual Dither Valve
the engine is not running and the operator initiates a The key to meeting emissions requirements when
diagnostic request sequence such as repeated operating in LPG is the dual dither valve hardware in
actuations of the pedal within a short period of time the fuel system. Similar to the MI-04 system, the
following reset. dual dither system modulates the fuel pressure
regulator outlet pressure by providing an offset to
Limp Home Mode the regulator secondary stage reference pressure.
The system is capable of "limp-home" mode in the By adding a second dither valve, or fuel trim valve
event of particular faults or failures in the system. In (FTV), to the MI-07 system, smoother, more
limp-home mode the engine speed is approximately accurate control of supply pressure is achieved,
1000 rpm at no load. A variety of fault conditions can resulting in better control of air fuel ratio and
initiate limp-home mode. These fault conditions and emissions. This smoother control also minimizes
resulting actions are determined during calibration wear on fuel system components such as the
and are OEM customer specific. regulator diaphragm and lever by significantly
reducing the pressure pulsations observed with a
Service Tool single FTV.
A scan tool/monitoring device is available to monitor
system operation and assist in diagnosis of system Regulator Pressure Offset
faults This device monitors all sensor inputs, control
Regulator pressure offset is achieved through the
outputs, and diagnostic functions in sufficient detail
use of a fixed orifice and a variable orifice in series.
through a single access point to the SECM to allow
The inlet to the fixed orifice is connected to the
a qualified service technician to maintain the system.
mixer inlet pressure (roughly equal to ambient
This Mototune software (licensed by Mototron
pressure). The outlet of the fixed orifice is connected
Communication) is secure and requires a crypt-
to both the pressure regulator reference port and the
token USB device to allow access to information.
inlet to the two FTVs (the variable orifice) that act in
parallel. The outlets of the FTVs are connected to
the mixer outlet, referred to as Air Valve Vacuum
(AVV). Thus, by modulating the FTVs, the pressure
regulator reference pressure can be varied between
mixer inlet pressure and AVV. For a given change in
the pressure regulator reference pressure, the

pressure regulator outlet pressure changes by the MI-07 Fuel Lock-Off (Electric)
same amount and in the same direction. The end
The fuel lock-off is a safety shutoff valve, normally
result is that a change in FTV modulation changes
held closed by spring pressure, which is operated by
the outlet pressure of the regulator/fuel inlet
an electric solenoid and prevents fuel flow to the
pressure of the mixer, and thus the AFR. A major
regulator/ converter when the engine is not in
benefit of this trim system results from the use of
operation. This is the first of three safety locks in the
mixer inlet pressure and AVV as the reference
MI-07 system.
pressure extremes. The pressure differential across
the mixer fuel valve is related to these same two
pressures, and thus so is fuel flow. Given this
arrangement, the bias pressure delta scales with the
fuel cone delta pressure. The result is that the trim
system control authority and resolution on AFR
stays relatively constant for the entire speed and
load range of the engine.
SECM
The Small Engine Control Module (SECM) controls
the LPG lock-off solenoid valve and the FTVs. The
lock-off solenoid is energized when fueling with LPG
and the engine is turning. FTV modulation frequency Figure 4. Electric Fuel Lock Assembly
will be varied as a function of rpm by the SECM in
order to avoid resonance phenomena in the fuel In the MI-07 design, power is supplied to the fuel
system. FTV commands will be altered by the lock-off via the main power relay with the SECM
SECM in order to maintain a stoichiometric air-fuel controlling the lock-off ground (earth) connection.
ratio. Commands are based primarily on feedback The lock-off remains in a normally closed (NC)
from the exhaust gas oxygen sensor, with an offset position until the key switch is activated.
for fuel temperature. This supplies power to the lock-off and the SECM,
but will not open the lock-off via the main power
MI-07 LP Fuel Filter relay until the SECM provides the lock-off ground
connection. This design gives the SECM full control
After exiting the fuel tank, liquid propane passes
of the lock-off while providing additional safety by
through a serviceable inline fuel filter to the electric
closing the fuel lock-off in the unlikely event of a
fuel lock off. Figure 3 shows a typical inline type LP
power failure, wiring failure or module failure.
fuel filter manufactured by Century. The primary
function of the fuel filter is to remove particles and
When the liquid service valve in the fuel container is
sediments that have found their way into the tank.
opened, liquid propane flows through the LP filter
The LP fuel filter will not remove heavy end solids
and through the service line to the fuel lock-off.
and paraffins that build up in LPG fuel systems as a
Liquid propane enters the lock-off through the 1/4”
result of vaporization.
NPT liquid inlet port and stops with the lock-off in the
normally closed position. When the engine is
cranked over the main power relay applies power to
the lock-off and the SECM provides the lock-off
ground causing current to flow through the windings
of the solenoid creating a magnetic field. The
strength of this magnetic field is sufficient to lift the
lock-off valve off of its seat against spring pressure.
When the valve is open liquid propane, at tank
pressure, flows through the lock-off outlet to the
pressure regulator/converter. A stall safety shutoff
feature is built into the SECM to close the lock-off in
case of a stall condition. The SECM monitors three
engine states: Crank, when the crankshaft position
Figure 3. Inline LP Fuel Filter
sensor detects any engine revolutions; Stall, when
the key is in the ON position but the crankshaft
position sensor detects no engine revolutions; and
the Run state, when the engine reaches pre-idle rpm.

When an operator turns on the key switch the lock- the propane is reduced, the liquid propane vaporizes
off is opened, but if the operator fails to crank the and refrigeration occurs inside the regulator due to
engine the SECM will close the lock-off after 5 the vaporization of liquid propane. To replace heat
seconds. lost to vaporization, engine coolant is supplied by
the engine driven water pump and pumped through
N-2007 Pressure Regulator/Vaporizer the regulator. Heat provided by this coolant is
transferred through to the fuel vaporization chamber.
The pressure regulator/vaporizer receives liquid
LPG from the fuel storage tank, drops the pressure,
changes the LPG phase from liquid to vapor, and N-2007 Operation
provides vapor phase LPG at a regulated outlet (Refer to Figure 6.)
pressure to the mixer. To offset the refrigeration Liquid propane, at tank pressure, enters the N-2007
effect of the vaporization process, the regulator will through the fuel inlet port (1). Propane liquid then
be supplied with engine coolant flow sufficient to flows through the primary valve (2). The primary
offset the latent heat of vaporization of the LPG. A valve located at the inlet of the expansion chamber
thermostat provided in the coolant supply line to (3), is controlled by the primary diaphragm (4),
maintain regulator outlet coolant temperature at or which reacts to vapor pressure inside the expansion
below 140oF (60°C) will minimize the deposit of fuel chamber. Two springs are used to apply force on
contaminants and heavy ends in the regulator and the primary diaphragm in the primary diaphragm
assure a more controlled vaporization process with chamber (5), keeping the primary valve open when
reduced pressure pulsations. no fuel pressure is present.
A higher flow pressure regulator is required on A small port connects the expansion chamber to the
larger engines. primary diaphragm chamber. At the outlet of the
expansion chamber is the secondary valve (6). The
secondary valve is held closed by the secondary
spring on the secondary valve lever (7). The
secondary diaphragm controls the secondary lever.
When the pressure in the expansion chamber
reaches 1.5 psig (10.342 kPa) it causes a
pressure/force imbalance across the primary
diaphragm (8). This force is greater than the primary
diaphragm spring pressure and will cause the
diaphragm to close the primary valve.
Since the fuel pressure has been reduced from tank

pressure to 1.5 psig (10.342 kPa) the liquid propane
Figure 5. N-2007 Regulator vaporizes. As the propane vaporizes it takes on heat
from the expansion chamber. This heat is replaced
The regulator is normally closed, requiring a vacuum by engine coolant, which is pumped through the
signal (negative pressure) to allow fuel to flow. This coolant passage of the regulator. At this point vapor
is the second of three safety locks in the MI-07 propane will not flow past the expansion chamber of
system. If the engine stops, vacuum signal stops the regulator until the secondary valve is opened. To
and fuel flow will automatically stop when both the open the secondary valve, a negative pressure
secondary (2nd stage) valve and the primary (1st signal must be received from the air/fuel mixer.
stage) valve closes. Unlike most other When the engine is cranking or running a negative
regulator/converters, the N-2007 primary valve pressure signal (vacuum) travels through the vapor
closes with fuel pressure rather than against fuel outlet connection of the regulator, which is the
pressure, extending primary seat life and adding regulator secondary chamber, and the vapor fuel
additional safety. inlet of the mixer. The negative pressure in the
secondary chamber causes a pressure/force
Liquid propane must be converted into a gaseous imbalance on the secondary diaphragm, which
form in order to be used as a fuel for the engine. overcomes the secondary spring force, opening the
When the regulator receives the desired vacuum secondary valve and allowing vapor propane to flow
signal it allows propane to flow to the mixer. As the out of the expansion chamber, through the
propane flows through the regulator the pressure is secondary chamber to the mixer.
reduced in two stages from tank pressure to slightly
less than atmospheric pressure. As the pressure of

A higher flow mixer is required on larger engines. A
lower flow mixer is required on smaller engines.
Figure 6. Parts View of N-2007 Regulator
Because vapor propane has now left the expansion

chamber, the pressure in the chamber will drop, Figure 7. CA100 Mixer
causing the primary diaphragm spring force to re-
open the primary valve allowing liquid propane to CA100 Mixer Operation
enter the regulator, and the entire process starts
Vapor propane fuel is supplied to the CA100 mixer
again. This creates a balanced condition between
by the N-2007 pressure regulator/converter. The
the primary and secondary chambers allowing for a
mixer uses a diaphragm type air valve assembly to
constant flow of fuel to the mixer as long as the
operate a gas-metering valve inside the mixer. The
demand from the engine is present. The fuel flow is
gas-metering valve is normally closed, requiring a
maintained at a constant output pressure, due to the
negative pressure (vacuum) signal from a cranking
calibrated secondary spring. The amount of fuel
or running engine to open. This is the third of the
flowing will vary depending on how far the
three safety locks in the MI-07 system. If the engine
secondary valve opens in response to the negative
stops or is turned off, the air valve assembly closes
pressure signal generated by the air/fuel mixer. The
the gas-metering valve, stopping fuel flow past the
strength of that negative pressure signal developed
mixer. The gas-metering valve controls the amount
by the mixer is directly related to the amount of air
of fuel to be mixed with the incoming air at the
flowing through the mixer into the engine. With this
proper ratio. The air/fuel mixture then travels past
process, the larger the quantity of air flowing into the
the throttle, through the intake manifold and into the
engine, the larger the amount of fuel flowing to the
engine cylinders where it is compressed, ignited and
mixer.
burned.
CA100 Mixer
The mixer is installed above the throttle body and
meters gaseous fuel into the airstream at a rate that
is proportional to the volumetric flow rate of air. The
ratio between volumetric airflow and volumetric fuel
flow is controlled by the shaping of the mixer fuel
cone and biased by the controllable fuel supply
pressure delivered by the pressure regulator. Fuel
flow must be metered accurately over the full range
of airflows. Pressure drop across the mixer air valve
must be minimized to assure maximum power
output from the engine.
Figure 8. CA100 Mixer Attached to Throttle Body
The mixer fuel inlet is fitted with a thermistor-type
temperature sensor. This permits the SECM to (Refer to Figure 98.)
correct fuel pressure to compensate for variations in The air/fuel mixer is mounted in the intake air stream
fuel temperature. Left uncorrected, fuel temperature between the air cleaner and the throttle. The design
variations can cause significant variations in air fuel of the main body incorporates a cylindrical bore or
ratio. mixer bore, fuel inlet (1) and a gas discharge jet (2).
In the center of the main body is the air valve
assembly, which is made up of the air valve (3), the
gas-metering valve (4), and air valve diaphragm (5)

and air valve spring (6). The gas-metering valve is
permanently mounted to the air valve diaphragm
assembly with a face seal mounted between the two
parts.
When the engine is not running this face seal

creates a barrier against the gas discharge jet,
preventing fuel flow with the aid (downward force) of
the air valve spring. When the engine is cranked
over it begins to draw in air, creating a negative
pressure signal. This negative pressure signal is
transmitted through four vacuum ports in the air
valve. Figure 10. Bottom View of Air Valve Assembly
Figure 9. Parts View of CA100 Mixer Figure 11. CA100 Mixer Installed with Electronic
Throttle
A pressure/force imbalance begins to build across
the air valve diaphragm between the air valve A main mixture adjustment valve on the fuel inlet of
vacuum (AVV) chamber (above the diaphragm) and the CA100 is not used in the MI-07 system, however
atmospheric pressure below the diaphragm. an idle mixture adjustment is incorporated into the
Approximately 6 inH2O (14.945 mbar) of negative mixer (Figure 12). The idle mixture adjustment is an
pressure is required to overcome the air valve spring air bypass port, adjusting the screw all the way in,
force and push the air valve assembly upward off blocks off the port and enriches the idle mixture.
the valve seat. Approximately 24 inH2O (59.781 Backing out the idle adjustment screw opens the
mbar) pulls the valve assembly to the top of its travel port and leans the idle mixture. The idle mixture
in the full open position. screw is a screw with locking threads that is factory
set with a tamper proof cap installed after
The amount of negative pressure generated is a adjustment. Accurate adjustment of the idle mixture
direct result of throttle position and the amount of air can be accomplished by adjusting for a specific fuel
flowing through the mixer to the engine. At low trim valve (FTV) duty cycle with the Service Tool
engine speeds, low AVV causes the air valve software or with a voltmeter.
diaphragm assembly to move upward a small
amount, creating a small venturi. At high engine NOTE: Adjustments should only be performed by
speeds, high AVV causes the air valve diaphragm trained service technicians.
assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.

exists across the diaphragm, reducing fuel flow and
leaning the air/fuel mixture.
Figure 12. Idle Mixture Adjustment Screw

(with tamper proof cap removed)
Fuel Trim Valve (FTV)
The Fuel Trim Valve (FTV) is a two-way electric

solenoid valve and is controlled by a pulse-width
modulated (PWM) signal provided by the SECM.
Two FTVs are used to bias the output fuel pressure
on the LPG regulator/converter (N-2007), by
metering air valve vacuum (AVV) into the
atmospheric side of the N-2007 secondary regulator
diaphragm. An orifice balance line connected to the
air inlet side of the mixer provides atmospheric
reference to the N-2007 when the FTV is closed.
The SECM uses feedback voltage from the O2
sensor to determine the amount of bias needed to
the regulator/converter.
In normal operation the N-2007 maintains fuel flow

at a constant output pressure, due to the calibrated
secondary spring. The amount of fuel flowing from
the N-2007 will vary depending on how far the
secondary diaphragm opens the secondary valve in
response to the negative pressure signal generated
by the air/fuel mixer. One side of the N-2007
secondary diaphragm is referenced to FTV control
pressure while the other side of the diaphragm
reacts to the negative pressure signal from the mixer.
If the pressure on the reference side of the N-2007
secondary diaphragm is reduced, the diaphragm will
close the secondary valve until a balance condition

Branch-Tee Fitting the balance line and referencing atmospheric
pressure. The other side of the branch-tee fitting
connects to the FTV inlet (small housing side). The
FTV outlet (large housing connector side) connects
to the AVV port. When the FTVs are open AVV is
sent to the atmospheric side of the N-2007
secondary diaphragm, which lowers the reference
pressure, closing the N-2007 secondary valve and
leaning the air/fuel mixture. The MI-07 system is
calibrated to run rich without the FTV. By modulating
(pulsing) the FTVs the SECM can control the
amount of AVV applied to the N-2007 secondary
diaphragm. Increasing the amount of time the FTVs
remain open (modulation or duty cycle) causes the
air/fuel mixture to become leaner; decreasing the
modulation (duty cycle) enriches the mixture.
A branch-tee fitting is installed in the atmospheric
vent port of the N-2007 with one side of the branch-
tee connected to the intake side of the mixer forming
Figure 13. Fuel Trim Valves Connected to MI-07 System

MPI Gasoline System Operation is solenoid valve which supplies exactly calculated
fuel as a spray to engine to best combustion under
the condition of various engine load and speed.
MPI (multi-point injection) system is used for
G420FE dual fuel engine and G420F gasoline/dual For fuel consumption reduction, engine performance
fuel engine. An electric fuel pump in gasoline fuel enhancement and emission reduction, ECM controls
tank supplies the fuel and generates the injection fuel injection to satisfy air fuel ratio required by
pressure. The gasoline fuel pressure regulator is a system by reflecting induced airflow and air fuel ratio
one-way, non-return configuration. All gasoline among emission and adjusting injector operating
specific components are automotive production time. To enhance these control characteristics, quick
parts and validated to strict automotive standards. response of injector is required, and spray feature of
Four (4) sequential injection channels are supported. injector is important for perfect combustion.
Injector as an electronic controlled fuel injection unit,
Use of unleaded gasoline of 87 octane or higher is recommended for optimal performance of the MI-07
system.
A gasoline fuel system includes the following components:

Gasoline fuel pump
Fuel filter
Pressure regulator
Fuel rail
Fuel injectors
Small engine control module (SECM) and related sensors and equipment

Electronic Throttle System MI-07 Electronic Throttle
Conventional throttle systems rely on a mechanical
linkage to control the throttle valve. To meet
The electronic throttle system controls engine output
fluctuating engine demands a conventional system
(speed and torque) through electronic control of
will typically include a throttle valve actuator
mass airflow to the engine. Any DC motor-actuated
designed to readjust the throttle opening in response
or Limited Angle Torquemotor (LAT)-actuated
to engine demand, together with an idle control
throttle with less than 5A peak and 2A steady state
actuator or idle air bypass valve.
can be controlled. The TPS must be directly coupled
to the throttle shaft for direct shaft position
In contrast, the MI-07 system uses electronic throttle
measurement.
control (ETC). The SECM controls the throttle valve
based on engine RPM, engine load, and information
A commonly used throttle is the Bosch DV-E5. This
received from the foot pedal. Two potentiometers on
throttle is available in a variety of bore sizes to meet
the foot pedal assembly monitor accelerator pedal
specific engine needs: 32mm, 40mm, and 54mm are
travel. The electronic throttle used in the MI-07
readily available throttle bore sizes; other sizes are
system is a Bosch 32mm or 40mm electronic throttle
possible. The Bosch throttle is a fully validated
body DV-E5 (Figure 14). The DV-E5 is a single unit
automotive component incorporating a brushed DC
assembly, which includes the throttle valve, throttle-
motor with gear reduction, dual throttle position
valve actuator (DC motor) and two throttle position
sensors, throttle plate, and cast aluminum housing.
sensors (TPS). The SECM calculates the correct
In the event of an electrical disconnection or other
throttle valve opening that corresponds to the
related failure, the throttle plate returns to a limp-
driver’s demand, makes any adjustments needed for
home idle position at a no-load engine speed above
adaptation to the engine’s current operating
curb idle speed. This provides sufficient airflow for
conditions and then generates a corresponding
the engine to move the vehicle on level ground. Any
electrical (driver) signal to the throttle-valve actuator.
throttle bodies used for MI-07 meet or exceed the
specification for the Bosch throttle bodies.
In terms of response, the throttle is capable of fully

opening and closing in less than 50 msec. Position
resolution and steady state control should be 0.25%
of full travel or better.
Figure 14. Bosch Electronic Throttle Body
The MI-07 uses a dual TPS design (TPS1 and

TPS2). The SECM continuously checks and
monitors all sensors and calculations that effect
throttle valve position whenever the engine is
running. If any malfunctions are encountered, the
SECM’s initial response is to revert to redundant
sensors and calculated data. If no redundant signal
is available or calculated data cannot solve the
malfunction, the SECM will drive the system into one
of its limp-home modes or shut the engine down,
storing the appropriate fault information in the SECM.

There are multiple limp-home modes available with Ignition System
electronic throttle control:
1. If the throttle itself is suspected of being
Spark-ignited engines require accurate control of
inoperable, the SECM will remove the power to
spark timing and spark energy for efficient
the throttle motor. When the power is removed,
combustion. The MI-07 ignition system provides this
the throttle blade returns to its “default” position,
control. The system consists of the following
approximately 7% open.
components:
2. If the SECM can still control the throttle but some
• SECM
other part of the system is suspected of failure,
• Ignition coil drivers *
the SECM will enter a “Reduced Power” mode. In
• Ignition coil(s) *
this mode, the power output of the engine is
• Crankshaft position sensor *
limited by reducing the maximum throttle position
• Crankshaft timing wheel *
allowed.
• Cam position sensor *
3. In some cases, the SECM will shut the engine
(for sequential ignition or fuel injection only)
down. This is accomplished by stopping ignition,
• Cam timing wheel *
turning off the fuel, and disabling the throttle.
(for sequential ignition or fuel injection only)
• Spark plugs *
The SECM, through use of embedded control

algorithms and calibration variables, determines the
proper time to start energizing the coil and fire the
spark plug. This requires accurate crank/camshaft
position information, an engine speed calculation,
coil energy information, and target spark timing. The
SECM provides a TTL compatible signal for spark
control. The coil must contain the driver circuitry
necessary to energize the primary spark coil
otherwise an intermediary coil driver device must be
provided. The SECM controls spark energy (dwell
time) and spark discharge timing.
Picture courtesy of Robert Bosch GmbH Coil-On-Plug (Coil Pack) Ignition System
Coil-on-plug (COP) is a type of distributorless
Figure 15. Throttle Body Assembly Exploded View ignition system where individual ignition coils are
mounted directly over each spark plug. No spark
plug wires are used. On most engines, the plugs
and coils are located on top of the cylinder head for
easy mounting of the coils. A topside location is best
because it keeps the coils away from the heat of the
exhaust.

COP Components Exhaust System
In a typical COP ignition system, a crankshaft
position sensor generates a basic timing signal by Heated Exhaust Gas Oxygen Sensors (HEGO)
reading notches on the crankshaft, flywheel, or
The MI-07 system utilizes two HEGO (O2) sensors.
harmonic balancer. The crank sensor signal goes to
One sensor is a pre-catalyst sensor that detects the
the small engine control module (SECM), where it is
amount of oxygen in the exhaust stream and is
used to determine firing order and turn the individual
considered the primary control point. Based upon
ignition coils on and off.
the O2 sensor feedback, the MI-07 system supplies
a stoichiometric air-fuel ratio to the catalytic
The operation of the ignition system is essentially
converter. The catalytic converter then reduces
the same as any other ignition system. Each coil has
emissions to the required levels. The second sensor
is a post-catalyst sensor that detects the amount of
up the primary system voltage from 12 volts to as
oxygen after the catalyst. This sensor is used as a
secondary control point to adjust the pre-catalyst
spark plug.
setpoint to ensure proper catalyst conversion
efficiency.
The primary difference between COP and other
ignition systems is that each COP coil is mounted
directly atop the spark plug so the voltage goes
directly to the plug electrodes without having to pass
through a distributor or wires. It is a direct
connection that delivers the hottest spark possible.
Resistor plugs are generally used to suppress
electromagnetic interference (EMI).
Misfires
COP problems can include many of the same
ailments as other ignition systems such as misfiring,
hard starting, or a no start. Spark plugs can still be
Figure 18. HEGO (O2) Sensor
fouled by oil or fuel deposits, as well as pre-ignition
and detonation.
Once a HEGO sensor reaches approximately 600°F
(316°C), it becomes electrically active. The
If the crankshaft position sensor fails, the loss of the
concentration of oxygen in the exhaust stream
basic timing signal will prevent the system from
determines the voltage produced. If the engine is
generating a spark and the engine will not start or
running rich, little oxygen will be present in the
run. A failed driver circuit within the SECM can kill
exhaust and voltage output will be relatively high.
an individual coil and prevent that cylinder from firing.
Conversely, in a lean situation, more oxygen will be
But with COP, an individual coil failure will only
present and a smaller electrical potential will be
cause misfiring in one cylinder.
noticed.
It is important to remember that ignition misfire can
In order for the sensor to become active and create
also be caused by other factors such as worn or
an electrical signal below 600°F (316°C) a heated
fouled spark plugs, loose or damaged coil connector
element is added to the sensor housing. Two wires
or terminals, dirty fuel injectors, low fuel pressure,
provide the necessary 12 Vdc and ground signal for
intake vacuum leaks, loss of compression in a
the heater element. A fourth wire provides an
cylinder, even contaminated fuel. These other
independent ground for the sensor. The pre-catalyst
possibilities should all be ruled out before a COP
sensor heater is powered by the main power relay
unit is replaced.
and is always powered. The post-catalyst sensor
heater is powered from an additional relay that is
A COP engine that cranks but fails to start, in many
controlled by the SECM. This relay is only energized
cases, will often have a problem in the crankshaft or
when the SECM calculates that water condensation
camshaft position sensor circuits. Loss of sensor
in the exhaust system and catalytic muffler prior to
signals may prevent the SECM from properly
the sensor should be evaporated. This is to avoid
synchronizing, thereby preventing the engine from
thermal shock of the sensor that could prematurely
starting and running.
fail the sensor.

The HEGO stoichiometric air-fuel ratio voltage target converter. It reduces the unburned hydrocarbons
is approximately 500 mV and changes slightly as a and carbon monoxide by burning (oxidizing) them
function of speed and load. When the pre-catalyst over a platinum and palladium catalyst. Cerium is
HEGO sensor sends a voltage signal less than 450 also used to promote oxygen storage and improve
mV the SECM interprets the air-fuel mixture as lean. oxidation efficiency.
The SECM then decreases the PWM duty cycle sent
to the fuel trim valves in order to increase the fuel
pressure to the mixer inlet; thus richening air-fuel
mixture. The opposite is true if the SECM receives a
voltage signal above 450 mV from the HEGO. The
air-fuel mixture would then be interpreted as being
too rich and the SECM would increase the duty
cycle of the trim valves.
CAUTION
The HEGO sensors are calibrated to work with

the MI-07 control system. Use of alternate As exhaust and catalyst temperatures rise the
sensors may impact performance and the ability following reaction occurs:
of the system to diagnose rich and lean
conditions. • Oxides of nitrogen (NOx) are reduced into simple
nitrogen (N2) and carbon dioxide (CO2).
• Hydrocarbons (HC) and carbon monoxide (CO)
are oxidized to create water (H2O) and carbon
Catalytic Muffler
dioxide (CO2).
In order to meet 2007 emission requirements a 3-
way catalyst is necessary.
All exhaust gases pass through a catalyst that is

mounted in the catalytic muffler. It filters the harmful
gases through a dense honeycomb structure coated
with precious metals such as platinum, palladium,
and rhodium. Chemical reactions occur on these
surfaces to convert the pollutants into less harmful
gases. Catalysts store oxygen on lean mixtures
(less than optimal amount of fuel) and release
oxygen on rich mixtures (more than optimal amount
of fuel). The primary pollutant produced on the lean
swing is nitrous oxide. Oxygen is removed from
nitrous oxide by the converter, resulting in nitrogen The MI-07 control system monitors the exhaust
gas, a harmless emission. On the rich cycle, the stream pre and post catalyst and uses this
primary pollutant is carbon monoxide. By adding the information to control the air-fuel mixture. By using
oxygen that was stored on the lean cycle to the the signals from the HEGOs, the SECM can
carbon monoxide, carbon dioxide is produced. increase or decrease the amount of oxygen in the
exhaust by modulating the FTVs and adjusting the
Inside the catalytic muffler is a three-way catalyst as air-fuel ratio. This control scheme allows the SECM
well as sound dampening and spark arresting to make sure that the engine is running at the
features. The three-way catalyst section consists of correct air to fuel ratio so that the catalyst can
a honeycomb coated with a mixture of platinum, perform as required to meet the emissions
palladium and rhodium. As engine exhaust gases certification.
flow through the converter passageways, they
contact the coated surface, which initiate the
catalytic process. The reduction catalyst is the first
stage of the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions. The
oxidation catalyst is the second stage of the catalytic

SECM The SECM provides a transducer ground for all the
sensors, and a low side driver signal controlling the
General Description fuel lock-off, MIL, gasoline injectors, gasoline fuel
The Small Engine Control Module (SECM) pump, and FTVs.
controller has full authority over spark, fuel and air.
Utilizing a Freescale micro controller, the SECM has Fuel Management
48 pins of I/O and is fully waterproof and shock
During engine cranking at startup, the SECM
hardened. To optimize engine performance and
provides a low side driver signal to the fuel lock-off,
drivability, the SECM uses several sensors for
which opens the lock-off allowing liquid propane to
closed loop feedback information. These sensors
flow to the N-2007 regulator. A stall safety shutoff
are used by the SECM for closed loop control in
feature is built into the SECM to close the lock-off in
three main categories:
case of a stall condition. The SECM monitors three
• Fuel Management
engine states: Crank, when the crankshaft position
• Load/Speed Management
sensor detects any engine revolutions Stall, when
• Ignition Management
the key is in the ON position but the crankshaft
position sensor detects no engine revolutions Run
state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lock-

off is opened but if the operator fails to crank the
engine, the SECM will close the lock-off after 5
seconds.
To maintain proper exhaust emission levels, the

SECM uses a heated exhaust gas oxygen sensor
(HEGO) mounted before the catalyst, to measure
exhaust gas content in the LP gas system. Engine
speed is monitored by the SECM through a variable
reluctance (VR) sensor or Hall-Effect type sensor.
The SECM monitors system parameters and stores
Intake manifold air temperature and absolute
any out of range conditions or malfunctions as faults
pressure are monitored with a (TMAP) sensor.
in SECM memory. Engine run hours are also stored
The HEGO voltage is converted to an air/fuel ratio
in memory. Stored fault codes can be displayed on
value. This value is then compared to a target value
the Malfunction Indicator Light (MIL) as flash codes
in the SECM. The target value is based on
or read by the MI-07 Service Tool software through
optimizing catalyst efficiency for a given load and
a CAN (Controller Area Network) communication
speed. The SECM then calculates any corrections
link.
that need to be made to the air/fuel ratio.
The system operates in open loop fuel control until
Constant battery power (12 Vdc) is supplied through
the engine has done a certain amount of work.
the fuse block to the SECM and the main power
This ensures that the engine and HEGO are
relays. Upon detecting a key-switch ON input, the
sufficiently warmed up to stay in control. In open
SECM will fully power up and energize the main
loop control, the FTV duty cycle is based on engine
power relays.
speed and load.
The energized main power relays supply 12 Vdc
Once the HEGO reaches operating temperature the
power to the heated element of the oxygen sensors,
fuel management is in closed loop control for all
fuel lock-off, fuel trim valves (FTVs), gasoline
steady state conditions, from idle through full throttle.
injectors, gasoline fuel pump, crank sensor, cam
In closed loop mode, the FTV duty cycle is based on
sensor, and the ignition coils.
feedback from the HEGO sensor. The system may
The SECM supplies voltage to the electronic throttle
return to open-loop operation when engine load or
actuator, oil pressure switch, fuel temperature
engine speed vary beyond a chosen threshold.
sensor, and the coolant temperature sensor.
Transducer or sensor power (+ 5 Vdc) is regulated
The SECM makes any necessary corrections to the
by the SECM and supplied to the manifold
air-fuel ratio by controlling the inlet fuel pressure to
temperature/air pressure (TMAP) sensor, throttle
the air-fuel mixer Reducing the fuel pressure leans
position sensor (TPS), and the accelerator pedal
the air/fuel mixture and increasing the fuel pressure
position sensors (APP1 & APP2).
enriches the air-fuel mixture. Control is achieved by
modulating the fuel trim valves.

Speed Management NOTE : The DV-E5 throttle is not a serviceable
assembly. If a TPS sensor fails, the assembly
Drive-by-wire refers to the fact that the MI-07 control
should be replaced.
system has no throttle cable from the foot pedal to
the throttle body. Instead, the SECM is electronically
The MI-07 system also performs minimum (min) and
connected both to the foot pedal assembly and the
maximum (max) speed governing through the
throttle body.
SECM and DBW throttle. For min governing, or idle
The SECM monitors the foot pedal position and
speed control, the idle speed is fixed by the SECM.
controls the throttle plate by driving a DC motor
Unlike a mechanical system, the idle speed is not
connected to the throttle. The DC motor actuates the
adjustable by the end user. The idle speed is
throttle plate to correspond to the foot pedal position
adjusted by the SECM based on engine coolant
when the operator depresses the pedal. The SECM
temperature. At these low engine speeds, the SECM
will override the pedal command above a maximum
uses spark and throttle to maintain a constant speed
engine speed and below a minimum idle speed.
regardless of load.
The MI-07 system eliminates the need for air

velocity governors. This substantially increases the
peak torque and power available for a given system
as shown in Figure 21. When the engine speed
reaches the max governing point the speed is
controlled by closing the DBW throttle. Using the
DBW throttle as the primary engine speed control
allows for a smooth transition into and out of the
governor. If excessive over speed is detected, the
engine is shut down.
Figure 19. Foot Pedal
The use of electronic throttle control (ETC) ensures

that the engine receives only the correct amount of
throttle opening for any given situation, greatly
improving idle quality and drivability.
Two throttle position sensors (TPS1 and TPS2),

which are integral to the drive-by-wire (DBW) throttle
assembly, provide feedback for position control by
monitoring the exact position of the throttle valve.
See Figure 20.
SECM self-calibration and “cross checking”

compares both signals and then checks for errors.
Figure 21. Peak Torque and Power Available with

MI-07 System
Figure 20. Throttle Position Sensor (TPS) on DV-E5

Throttle

Drive-By-Wire Signal Flow Process Ignition Management
In the normal course of events, with the engine
operating at the correct temperature in defined
conditions, the SECM will use load and engine
speed to derive the correct ignition timing. In
addition to load and speed there are other
circumstances under which the SECM may need to
vary the ignition timing, including low engine coolant
temperature, air temperature, start-up, and idle
speed control.
SECM Electrical Mounting

Recommendations
In order to prevent the possibility of any SECM
malfunctions due to EMI/RFI emissions, engine
packagers and OEMs should follow industry “best
practices” and the SECM mounting and harness
recommendations listed below:
• The SECM should be mounted in a location that

minimizes the amount of EMI the module is
exposed to by locating it as far as practical from
all high tension components, such as ignition coils,
distributors, spark plug wires, etc. It is
recommended that the SECM be mounted at least
29.5” (749 mm) away from the distributor and
ignition coil, and at least 20” (508 mm) from the
Figure 22. Drive-By-Wire Signal Flow Process nearest plug wire.
• All wiring harnesses should be routed to minimize
coupling (both radiated and conducted), and be
Figure 22 describes the signal flow process of the
securely fastened to minimize movement and
MI-07 DBW section. The foot pedal assembly uses
maintain proper clearance between the SECM
two potentiometers to detect pedal position.
and all ignition system components.
These two signals, accelerator pedal position 1
• The OEM must ensure that a high-quality ground
(APP1) and accelerator pedal position 2 (APP2) are
connection between the SECM and battery
sent directly to the SECM.
negative (–) is provided and can be maintained for
The SECM uses a series of algorithms to self
the useful life of the vehicle. This may require the
calibrate and cross check the signals from the pedal
use of star-type washers on all ground lug
assembly. A demand position for the throttle will
connections between the SECM and the battery
then be derived and sent to the throttle as a throttle
and/or special preparation of all mating surfaces
position sensor demand (TPSd). This signal will be
that complete the ground connection in order to
processed through a PID (Proportional, Integral,
ensure that the connection is sound.
Derivative) controller in the SECM to achieve the
appropriate motor-current response then passed to
Engineering judgment must be exercised on all
the throttle. The throttle moves to the commanded
applications to determine if appropriate measures
position and provides a feedback signal from the
have been implemented to minimize EMI exposure
throttle position sensors (TPS1 and TPS2) to the
to the SECM and associated cabling. The above
SECM.
recommendations do not provide any guarantee of
proper system performance.

SECM Wiring Diagrams for G420FE
CAUTION—PROPER WIRING
To prevent system faults be sure to follow good

wiring practices. Poor wiring may cause
unexpected or intermittent failures not related to
MI-07 components.
Figure 23. SECM Wiring Diagram for G420FE Engine Systems

Figure 23. SECM Wiring Diagram for G420FE Engine Systems

G420F EMS (Engine Management System) Overview
General Description
MI-07 control system provides a complete, fully Engine speed is monitored by the SECM through a
integrated engine management system for naturally Hall Effect sensor. Intake manifold air temperature
aspirated engines. and absolute pressure are monitored with a TMAP
sensor. MI-07 is a drive-by-wire (DBW) system
It provides accurate, reliable, and durable control of connecting the accelerator pedal to the electronic
spark and air over the service life of the engine in throttle through the electrical harness; mechanical
the extreme operating environment found in heavy- cables are not used. A throttle position sensor (TPS)
duty, under hood, on-engine electronic controls. monitors throttle position in relation to the
accelerator pedal position sensor (APP) command.
The SECM monitors the engine through a number of Even engine coolant temperature and adequate oil
different sensors to ensure optimal performance. pressure are monitored by the SECM
Figure 2. G420F Dual Fuel System
The LPG regulator and the mixer operate as an crank position sensor and throttle position is used by
open loop system since no mixture adjustments are the SECM to calculate load. Feedback from the
made by the SECM. The mixer does have an idle electronic throttle is provided to the SECM by the
mixture adjustment and a power valve adjustment. throttle position sensors (TPS).
Manifold pressure from the TMAP, rpm from the

Dual Fuel System of G420F
INPUT OUTPUT
Crank Sensor Throttle body
CAM sensor 4 Power TRs

4 Ignition coils
TMAP sensor
Coolant Temp
LP fuelock valve
EG oil pressure switch

4 Injectors
T/M Temp switch SECM

Fuel Pump
Accel pedal angle sensor

CAN communication
Throttle position sensor
Oxygen sensor
(Gasoline only)
T/M Inching pressure

switch
A dual fuel system operates on either LPG or

gasoline. The fuel type can be switched while the
engine is stopped or running at low speeds and low
loads. The fuel selection switch is a three-position
type where the center position is fuel off.
MPI (multi-point injection) system is used for

G420FE dual fuel engine and G420F gasoline/dual
fuel engine. On gasoline, the camshaft sensor along
with the crankshaft sensor is used to control the fuel
injectors and feedback from oxygen sensor is used
by the SECM to adjust the gasoline delivery based
on the exhaust emissions.

MI-07 System Components MI-07 System Features
The MI-07 control system provides electronic control The MI-07 system uses an advanced speed-density
to the following subsystems on mobile industrial control strategy for fuel, spark, and air throttle
engines: control. Key features include the following.
• Fuel delivery system • Open-loop fuel control with fuel specific controls
• Spark-ignition control system for LPG
• Air throttle • Closed-loop fuel control with fuel specific controls
• Sensors/Switches/Speed inputs for gasoline (MPI)
The chart below lists the MI-07 components required • Speed-load spark control with tables for dwell,
for a G420F engine operating on LP fuel. timing, and fuel type
• Speed-load throttle control with table for maximum
Key Components TPS limiting
The MI-07 system functions primarily on engine • Min/max governing
components that affect engine • All-speed isochronous governing
• Fixed-speed isochronous governing with three
Q’ty DESCRIPTION switch-selectable speeds
G420FE G420F • Spark timing modifiers for temperature and fuel
-LP -LP type
1 1 Engine Control Module • Transient wall wetting compensation for gasoline
(SECM 48-pin) • Input sensor selection and calibration
1 1 Camshaft Position Sensor • Auxiliary device control for fuel pump, fuel lock-off
1 1 Crankshaft Position Sensor solenoid, tachometer, MIL, interlocks, vehicle
1 1 TMAP Sensor speed limiting, etc.
1 None Fuel Temperature Sensor • CANBus data transfer for speed, torque, etc.
1 1 Transmission Oil
Temperature Switch
2 None Oxygen Sensors
1 1 Coolant Temperature
Sensor
1 1 Engine Oil Pressure Switch
2 None Fuel Trim Valve
4 4 Ignition Coils
4 4 Power TR
1 1 Fuel Lock Off Solenoid
N-2007 N-2001 LP Regulator
CA-100 CA-100 LP Mixer
(Certified)
1 1 Electronic Throttle Body
emissions and performance. These key components
include the following:
• Engine/Combustion chamber design

• Intake/Exhaust valve configuration, timing and lift
• Intake/Exhaust manifold design
• Throttle body
• Air intake and air filter
• LPG mixer
• LPG pressure regulator
• Small engine control module (SECM), firmware
and calibration †
• Fuel system sensors and actuators
• Ignition system including spark plugs, cables, coils
and drivers
• Gasoline injectors and fuel pressure regulator (dual
fuel system only)

Other system features include: LPG Fuel System Operation
Tamper-Resistance The principles outlined below describe the operation

Special tools, equipment, knowledge, and of MI-07 on an LPG fuel system.
authorization are required to effect any changes to
the MI-07 system, thereby preventing unauthorized An LPG fuel system consists of the following
personnel from making adjustments that will affect components:
performance or emissions.
• Fuel filter (supplied by customer)
Diagnostics • Electric fuel lock-off solenoid valve
MI-07 is capable of monitoring and diagnosing • Fuel pressure regulator/vaporizer
problems and faults within the system. These • Gas/Air mixer
include all sensor input hardware, control output • Miscellaneous customer-supplied hoses and
hardware, and control functions such as closed-loop fittings
fuel control limits and adaptive learn limits. Upon
detecting a fault condition, the system notifies the Fuel is stored in the customer-supplied LPG tank in
operator by illuminating the MIL and activating the saturated liquid phase and enters the fuel system
appropriate fault action. The action required by each from the tank as a liquid and at tank pressure. Fuel
fault shall be programmable by the OEM customer passes through a high-pressure fuel filter and lock-
at the time the engine is calibrated. off solenoid, and is then vaporized and regulated
down to the appropriate pressure to supply the
Diagnostic information can be communicated mixer. The regulator controls the fuel pressure to the
through both the service tool interface and the MIL gas/air mixer. The mixer meters fuel delivery based
lamp. With the MIL lamp, it is possible to generate a upon airflow into the engine.
string of flashing codes that correspond to the fault
type. These diagnostics are generated only when SECM
the engine is not running and the operator initiates a
The Small Engine Control Module (SECM) controls
diagnostic request sequence such as repeated
the LPG lock-off solenoid valve. The lock-off
actuations of the pedal within a short period of time
solenoid is energized when fueling with LPG and the
following reset.
engine is turning. The lock-off is de-energized when
engine rpm is not detected.
Limp Home Mode
The system is capable of "limp-home" mode in the
event of particular faults or failures in the system. In MI-07 LP Fuel Filter
limp-home mode the engine speed is approximately The LP fuel filter of G420F engine is the same as
1000 rpm at no load. A variety of fault conditions can that of G420FE engine. See, “G420FE EMS
initiate limp-home mode. These fault conditions and overview”
resulting actions are determined during calibration
and are OEM customer specific. MI-07 Fuel Lock-Off (Electric)
The LP fuel lock-off of G420F engine is the same as
Service Tool
that of G420FE engine. See, “G420FE EMS
A scan tool/monitoring device is available to monitor
overview”
system operation and assist in diagnosis of system
faults This device monitors all sensor inputs, control
outputs, and diagnostic functions in sufficient detail N-2001 Regulator/Converter
through a single access point to the SECM to allow After passing through the electric fuel lock-off, liquid
a qualified service technician to maintain the system. propane enters the N-2001 regulator/converter
This Mototune software (licensed by Mototron (Figure 4). The N-2001 functions as a fuel vaporizer,
Communication) is secure and requires a crypt- converting liquid propane to vapor propane and as a
token USB device to allow access to information. two-stage negative pressure regulator, supplying the
correct vapor propane fuel pressure to the mixer.
The regulator is normally closed requiring a vacuum

signal (negative pressure) to allow fuel to flow. This
is the second of three safety locks in the MI-07
system. If the engine stops, vacuum signal stops
and fuel flow will automatically stop when both the

secondary (2nd stage) valve and the primary (1st N-2001 Operation
stage) valve closes. Unlike most other
regulator/converters, the N-2001 primary valve
Refer to Figure 6.
closes with fuel pressure rather than against
Liquid propane, at tank pressure, enters the N-2001
pressure, extending primary seat life and adding
through the fuel inlet port (1). Propane liquid then
additional safety.
flows through the primary valve (2). The primary
valve located at the inlet of the expansion chamber
(3), is controlled by the primary diaphragm (4),
which reacts to vapor pressure inside the expansion
chamber. Two springs are used to apply force on
the primary diaphragm in the primary diaphragm
chamber (5), keeping the primary valve open when
no fuel pressure is present.
A small port connects the expansion chamber to the

primary diaphragm chamber. At the outlet of the
expansion chamber is the secondary valve (6). The
secondary valve is held closed by the secondary
spring on the secondary valve lever (7). The
secondary diaphragm controls the secondary lever.
Figure 4. N-2001 Regulator
When the pressure in the expansion chamber
reaches 1.5 psi (10.342 kPa it causes a pressure/
force imbalance across the primary diaphragm (8).
Liquid propane must be converted into a gaseous
This force is greater than the primary diaphragm
form in order to be used as a fuel for the engine.
spring pressure and will cause the diaphragm to
When the regulator receives the desired vacuum
close the primary valve.
signal it allows propane to flow to the mixer. As the
propane flows through the regulator the pressure is
reduced in two stages from tank pressure to slightly
less than atmospheric pressure. As the pressure of
the propane is reduced the liquid propane vaporizes
and refrigeration occurs inside the regulator due to
the large temperature drop inside the regulator from
the vaporization of liquid propane. To replace heat
lost to vaporization, engine coolant is supplied by
the engine driven water pump and pumped through
the regulator. Heat provided by this coolant is
transferred through to the fuel vaporization chamber.
Figure 5 shows the heat chamber and the coolant
passage in the N-2001 regulator.
Figure 6. Parts View of N-2001 Regulator
Since the fuel pressure has been reduced from tank

pressure to 1.5 psi (10.342 kPa) the liquid propane
vaporizes. As the propane vaporizes it takes on heat
from the expansion chamber. This heat is replaced
by engine coolant, which is pumped through the
coolant passage of the regulator. At this point vapor
propane will not flow past the expansion chamber of
the regulator until the secondary valve is opened.
To open the secondary valve a negative pressure
signal must be received from the air/fuel mixer.
When the engine is cranking or running a negative
pressure signal (vacuum) travels through the vapor
fuel outlet connection of the regulator (9), which is
Figure 5. Heat Chamber and Coolant Passage the regulator secondary chamber, and the vapor fuel
inlet of the mixer. The negative pressure in the
secondary chamber causes a pressure/force

imbalance on the secondary diaphragm, which CA100 Mixer Operation
overcomes the secondary spring force, opening the
Vapor propane fuel is supplied to the CA100 mixer
secondary valve and allowing vapor propane to flow
by the N-2001 pressure regulator/converter. The
out of the expansion chamber, through the
mixer uses a diaphragm type air valve assembly to
secondary chamber to the mixer.
operate a gas-metering valve inside the mixer. The
gas-metering valve is normally closed, requiring a
Because vapor propane has now left the expansion
negative pressure (vacuum) signal from a cranking
chamber, the pressure in the chamber will drop,
or running engine to open. This is the third of the
causing the primary diaphragm spring force to re-
three safety locks in the MI-07 system. If the engine
open the primary valve allowing liquid propane to
stops or is turned off, the air valve assembly closes
enter the regulator, and the entire process starts
the gas-metering valve, stopping fuel flow past the
again. This creates a balanced condition between
mixer. The gas-metering valve controls the amount
the primary and secondary chambers allowing for a
of fuel to be mixed with the incoming air at the
constant flow of fuel to the mixer as long as the
proper ratio. The air/fuel mixture then travels past
demand from the engine is present. The fuel flow is
the throttle, through the intake manifold and into the
maintained at a constant output pressure, due to the
engine cylinders where it is compressed, ignited and
calibrated secondary spring. The amount of fuel
burned.
flowing will vary depending on how far the
secondary valve opens in response to the negative
pressure signal generated by the air/fuel mixer. The
strength of that negative pressure signal developed
by the mixer is directly related to the amount of air
flowing through the mixer into the engine. With this
process, the larger the quantity of air flowing into the
engine, the larger the amount of fuel flowing to the
mixer.
CA100 Mixer
The mixer is installed above the throttle body and
meters gaseous fuel into the airstream at a rate that
Figure 8. CA100 Mixer Attached to Throttle Body
is proportional to the volumetric flow rate of air. The
ratio between volumetric airflow and volumetric fuel
(Refer to Figure 98.)
flow is controlled by the shaping of the mixer fuel
The air/fuel mixer is mounted in the intake air stream
cone and biased by the controllable fuel supply
between the air cleaner and the throttle. The design
pressure delivered by the pressure regulator. Fuel
of the main body incorporates a cylindrical bore or
flow must be metered accurately over the full range
mixer bore, fuel inlet (1) and a gas discharge jet (2).
of airflows. Pressure drop across the mixer air valve
In the center of the main body is the air valve
must be minimized to assure maximum power
assembly, which is made up of the air valve (3), the
output from the engine.
gas-metering valve (4), and air valve diaphragm (5)
and air valve spring (6). The gas-metering valve is
A higher flow mixer is required on larger engines. A
permanently mounted to the air valve diaphragm
lower flow mixer is required on smaller engines.
assembly with a face seal mounted between the two
parts.
When the engine is not running this face seal

creates a barrier against the gas discharge jet,
preventing fuel flow with the aid (downward force) of
the air valve spring. When the engine is cranked
over it begins to draw in air, creating a negative
pressure signal. This negative pressure signal is
transmitted through four vacuum ports in the air
valve.
Figure 7. CA100 Mixer

Figure 9. Parts View of CA100 Mixer Figure 11. CA100 Mixer Installed with Electronic
Throttle
A pressure/force imbalance begins to build across
the air valve diaphragm between the air valve A main mixture adjustment valve on the fuel inlet of
vacuum (AVV) chamber (above the diaphragm) and the CA100 is not used in the MI-07 system, however
atmospheric pressure below the diaphragm. an idle mixture adjustment is incorporated into the
Approximately 6 inH2O (14.945 mbar) of negative mixer (Figure 12). The idle mixture adjustment is an
pressure is required to overcome the air valve spring air bypass port, adjusting the screw all the way in,
force and push the air valve assembly upward off blocks off the port and enriches the idle mixture.
the valve seat. Approximately 24 inH2O (59.781 Backing out the idle adjustment screw opens the
mbar) pulls the valve assembly to the top of its travel port and leans the idle mixture. The idle mixture
in the full open position. screw is a screw with locking threads that is factory
set with a tamper proof cap installed after
The amount of negative pressure generated is a adjustment. Accurate adjustment of the idle mixture
direct result of throttle position and the amount of air can be accomplished by adjusting for a specific fuel
flowing through the mixer to the engine. At low trim valve (FTV) duty cycle with the Service Tool
engine speeds, low AVV causes the air valve software or with a voltmeter.
diaphragm assembly to move upward a small
amount, creating a small venturi. At high engine NOTE: Adjustments should only be performed by
speeds, high AVV causes the air valve diaphragm trained service technicians.
assembly to move much farther creating a large
venturi. The variable venturi air/fuel mixer constantly
matches venturi size to engine demand.
Figure 12. Idle Mixture Adjustment Screw
Figure 10. Bottom View of Air Valve Assembly

MPI Gasoline System Operation SECM
The MPI Gasoline System of G420F engine is the The SECM of G420F engine is the same as that of
same as that of G420FE engine. See, “MPI Gaso- G420FE engine. See, “SECM of G420FE EMS over-
line System Operation of G420FE EMS overview” view”
Electronic Throttle System
The electronic throttle system of G420F engine is

the same as that of G420FE engine. See, “Electro-
nic throttle system of G420FE EMS overview”
Ignition System
The Ignition system of G420F engine is the same as

that of G420FE engine. See, “Ignition system of
G420FE EMS overview”
Exhaust System
Heated Exhaust Gas Oxygen Sensors (HEGO)
G420F MPI Gasoline system utilizes one HEGO

(O2) sensor. It is a pre-catalyst sensor that detects
the amount of oxygen in the exhaust stream and is
considered the primary control point. Based upon
the O2 sensor feedback, the MI-07 system supplies
a optimized air-fuel.
G420F LP system does not utilize HEGO sensor

because it is open-loop system.
Figure 18. HEGO (O2) Sensor

SECM Wiring Diagrams for G420F

EMS Inspection and Repair • Fuel Temperature Sensor (FTS)
-40°F to 266°F (-40ºC to 130ºC) range,
48K ohm to 57 ohm sensor range
Engine Control Module (SECM)
• HEGO (3) 0 to 1 V
The 48-pin Small Engine Control Module (SECM)
• Auxiliary Analog Input (2) 0 to 5 V
and sensors provide the computational power,
algorithm logic, sensor inputs and control outputs to
• Battery Voltage (Vbatt) (1) 8-18 V
control the system. The SECM receives signals from
the sensors, digitizes these signals, and then,
With the exception of battery voltage, all inputs are
through algorithms and calibration maps, computes
0-5 Vdc, ground referenced. Resolution should be
the desired output response to effect control of fuel,
0.1% or better. Accuracy should be 2% or better.
spark and air to the engine. The SECM also
provides a variety of other functions and features.
These include system monitoring and diagnostics to Frequency/Position Inputs
aid in maintaining efficient system operation and
auxiliary control. • Crankshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors Permits speed
resolution of 0.25 rpm and crankshaft position
resolution of 0.5º
• Camshaft position
Variable reluctance (2-wire, 200 Vpp max) or 0-5
V Hall Effect with calibration selectable pull-up
resistor for open collector sensors.
Digital Inputs
• Oil pressure switch

SECM/sensor inputs and control output specifica-
Normally open, internal pull-up resistor provided
tions are specific to the application, but include a
to detect external switch to ground
selection of the following:
• Transmission oil temperature switch
Analog Inputs Normally open, internal pull-up resistor provided
to detect external switch to ground
The 48-pin SECM is equipped with sufficient analog
inputs for the following sensors. • Fuel select switch
Three-position switch for bi-fuel applications to
• Manifold Absolute Pressure (MAP) 1bar MAP, 0 to detect gasoline mode, LPG mode, and fuel off
5V (center switch position)
• Manifold Air Temperature (MAT) • Ground speed select switch

-40°F to 266°F (-40ºC to 130ºC) range, 48 kohm Permits selecting two different maximum engine
to 85 ohm sensor range speeds
• Throttle Position Sensor 1&2 (TPS1 & TPS2) 0 to • Vswitched

5V Switched battery voltage
• Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5 V
• Coolant Temperature Sensor (CTS)

-40°F to 266°F (-40ºC to 130ºC) range,
48K ohm to 85 ohm sensor range

Outputs
• Saturated injector drivers (4)

10A peak, 45 V max, 1 injector per channel
capable of continuous on-time
Driver circuit designed for minimum turn-on/turn-
off delay
Minimum pulse width resolution of 1 usec
• FTV drivers (2)

10A peak, 45V max. To drive an on/off fuel trim
valve with a minimum impedance of 5 ohms
Capable of continuous on-time
Drive circuit designed for minimum turn-on /turn-
off delay
FTVs will be pulse width modulated between 8
and 40 Hz with a minimum pulse width resolution
of 50 usec
• Fuel lock-off solenoid valve

Low side switch, 10A peak, 4A continuous 45 V
max
• Gasoline fuel pump drive

Low side switch, 10A, 4A continuous 45 V max
• Electronic Spark Timing (EST) (4)

TTL compatible outputs Software configured for
coil-on-plug ignition system
• Throttle control (1)

H-Bridge, 5A peak, 2.5A continuous at 2500 Hz
PWM includes current feedback for diagnostic
purposes.
• MIL (malfunction indicator lamp)

Low side switch, sufficient to drive a 7W incandes-
cent lamp continuously
• CANBus
CAN 2.0b serial communication for J1939 com-
munications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.

Camshaft Position Sensor Sensor Inspection
Component Location
3 2 1
1. Turn ignition switch to OFF position and then

disconnect CMPS connector.
Description 2. Remove the CMPS from the engine.
3. Turn ignition switch to ON position.

The Camshaft Position Sensor (CMPS) is a sensor
that detects the compression TDC of the NO.1
4. Apply battery voltage to the terminal 1 and ground
cylinder.
terminal 3 of CMPS as shown in the figure.
The CMPS consists of a hall type sensor and a
target on the end of the in take camshaft.
5. Install a LED between +5V power and CMPS
When the target triggers the sensor, the sensor
terminal 2, and then set a steel wheel (or anything
voltage is 5V. If not, the sensor voltage is 0V.
made of steel; hammer, wrench, bolt and nut etc.)
These CMPS signal is sent to the ECM and the
at the CMPS’s tip.
ECM uses the CMPS signal for synchronizing the
firing of sequential fuel injectors.
6. Rotate the steel wheel slowly and check if the
LED flashes light.
Schematic Diagram
• If the LED blinks, the CMPS works normally.
[CIRCUIT DIAGRAM]
CMPS
ECM
3 B1 - GND
2 B10 - CMPS
SIGNAL
1 After Main
Relay
A23_DRVP
[HARNESS CONNECTORS]
3 2 1
C14
CMPS

Crank Shaft Position Sensor Schematic Diagram
Component Location
[CIRCUIT DIAGRAM]
CKPS
ECM
3 B1 - GND
2 B5 - CKPS
SIGNAL
1 After Main Relay
A23_DRVP
Description
3 2 1
The Crankshaft Position Sensor (CKPS) is a hall
effect type sensor that generates voltage using a C13
sensor and a target wheel mounted on the CKPS
crankshaft; there are 58 slots in the target wheel
where one is longer than the others.
When the slot in the wheel aligns with the sensor, Sensor Inspection
the sensor voltage out put slow.
When the metal (tooth) in the wheel aligns with the
sensor, the sensor voltage out puts high.
During one crankshaft rotation there are 58
rectangular signals and one longer signal. The ECM
calculates engine RPM by using the sensor’ signal
and controls the injection duration and the ignition
timing. Using the signal differences caused by the
longer slot, the ECM identifies which cylinder is at
3 2 1
top dead center.
1. Turn ignition switch to OFF position and then

disconnect CKPS connector.
2. Remove the CKPS from the engine.
3. Turn ignition switch to ON position.
4. Apply battery voltage to the terminal 1 and ground
terminal 1 and ground terminal 3 of CKPS as
shown in the figure.
5. Install a LED between +5V power and CKPS
terminal 2, and then set a steel wheel (or anything
made of steel ; hammer, wrench, bolt and nut etc.)
at the CKPS's tip.
6. Rotate the steel wheel slowly and check if the
LED flashes light.
• If the LED blinks, the CKPS works normally.

MAP (Manifold Absolute Pressure) Sensor Inspection
Sensor 1. Measure the voltage between terminals 1 and 4 of

the MAP sensor connectors.
Terminal 4 : MAP sensor ground
Terminal 1 : MAP sensor output
Engine state Test specification

Ignition SW. ON 4~5V
At idle 0.5~2.0V
2. If the voltage deviates from the standard value,

replace the MAP sensor assembly.
The manifold absolute pressure (MAP) sensor is a

pressure sensitive variable resistor. It measures
changes in the intake manifold pressure which result
from engine load and speed changes, and converts
this to a voltage output. The MAP sensor is also
used to measure barometric pressure at start up,
and under certain conditions, allows the ECM to
automatically adjust for different altitudes. The ECM
supplies 5 volts to the MAP sensor and monitors the
ECM supplies 5 volts to the MAP sensor and
monitors the voltage on a signal line. The sensor
provides a path to voltage on a signal line. The
sensor provides a path to ground through its
variable resistor. The MAP sensor in put affects fuel
delivery and ignition timing controls in the ECM.
Ciruit Diagram
MAP & IAT

sensor
MAP
IAT
3 2 1 4
Sensor IAT Sensor MAP

power signal ground signal
B24 B12 B1 B18
ECM

IAT (Intake Air Temperature) Sensor Inspection
Sensor
1. Using a multimeter, measure the IAT sensor
resistance between terminals 3 and 4.
IG.SW.ON Temperature
Resistance(kΩ)
℃ (°F)
0 (32) 4.5 ~ 7.5
20 (68) 2.0 ~ 3.0
40 (104) 0.7 ~ 1.6
80 (176) 0.2 ~ 0.4
2. If the resistance deviates from the standard value,

replace the intake air temperature sensor
The intake air temperature sensor (IAT Sensor), assembly.
built in to the MAT sensor, is a resistor-based
sensor detect the intake air temperature. According
to the intake air temperature information frim the
sensor, the ECM will control the necessary amount
of fuel injection.
Ciruit Diagram
MAP & IAT

sensor
MAP
IAT
3 2 1 4
Sensor IAT Sensor MAP

power signal ground signal
B24 B12 B1 B18
ECM

Oxygen Sensor (Pre-Catalyst) Schematic Diagram
Component Location
[CIRCUIT DIAGRAM]
HO2S (B1/S1) ECM
4
3 A23 - HO2S HEATER

(B1/S1)
1
B13 - HO2S SIGNAL
2
B1 - HO2S GND
After Main Relay

L4GC215A
Description
The heated oxygen sensor is mounted on the front

side of Catalytic Muffler, which detects the oxygen 2 1
concentration in the exhaust gas. The heated 4 3
oxygen sensor produces a voltage that varies
between 0V and 1V. When the air/fuel ratio is lean,
the oxygen concentration in the exhaust gas C16
increases and the front HO2S outputs a low voltage HO2S (B1/S1)
(approximately0~0.1V). When the air/fuel ratio is
rich, the oxygen concentration in the exhaust gas
decreases and the front HO2S outputs a high Signal Wave Form
voltage (approximately0.8~1V). The ECM constantly
monitors the HO2S and increases or decreases the
fuel injection duration by using the HO2S signal,
which is called closed-loop fuel control operation.
Specification
Temperature Front Temperature Front HO2S

HO2S Heater
(℃) (℉) Heater (℃) (℉) Resistance
Resis- (Ω)
tance(Ω)
20 68 9.2 400 752 17.7
100 212 10.7 500 932 19.2
200 392 13.1 600 1,112 20.7 If you release the accelerator pedal suddenly after
300 572 14.6 700 1,292 22.5 engine running about 2600 rpm, fuel supply will stop
for short period and the O2 sensor service data will
display values 200mV or lower. When you suddenly
press on the accelerator pedal down, the voltage will
reach 0.6 ~ 1.0 V. When you let the engine idle
again, the voltage will fluctuate between 200 mV or
lower and 0.6 ~ 1.0 V. In this case, the O2sensor
can be determined as good.

Oxygen Sensor (Post-Catalyst) Signal Wave Form
Component Location
The amplitude of the signal output of the rear HO2S

is small compared to the front HO2S because the
rear HO2S detects emission gas purified by the
Description catalytic converter. This illustration is the normal
signal waveform of the rear HO2S at idle.
The rear heated oxygen sensor is mounted on the
rear side of the Catalytic Muffler, which detects the
catalyst efficiency. The rear heated oxygen sensor Specification
(HO2S) produces a voltage between 0V and 1V. Temperature Rear Temperature Rear
This rear heated oxygen sensor is used to estimate HO2S HO2S
the oxygen storage capability. If a catalyst has good (℃) (℉) Heater (℃) (℉) Heater
conversion properties, the oxygen fluctuations are Resis- Resistanc
smoothed by the oxygen storage capacity of the tance(Ω) e(Ω)
catalyst. If the conversion provided by the catalyst is 20 68 9.2 400 752 17.7
low due to aging, poisoning or misfiring, then the
oxygen fluctuations are similar to signals from the 10 212 10.7 500 932 19.2
front oxygen sensor.
200 392 13.1 600 1,112 20.7
Schematic Diagram 300 572 14..6 700 1,272 22.5
[CIRCUIT DIAGRAM]
HO2S (B1/S2) ECM
3
4 A23 - HO2S HEATER

(B1/S2)
2
B19 - HO2S SIGNAL
1 B1 - HO2S GND
After Main Relay
1 2
3 4
C22

ECT (Engine Coolant Temperature) Sensor Inspection
Sensor
Component Location
1. Remove the engine coolant temperature sensor

from the intake intake manifold.
2. With the temperature sensing portion of the

engine coolant temperature sensor immersed in
Description hot water, check resistance.
The Engine Coolant Temperature Sensor (ECTS) is
located in the engine coolant passage of the cylinder Temperature ℃ (℉) ECTS Resistance(kΩ)
head for detecting the engine coolant temperature. -20(-4) 14.13~16.83
The ECTS uses a the rmistor whose resistance 0(32) 5.79
changes with the temperature. The electrical 20(68) 2.31~2.59
resistance of the ECTS decreases as the 40(104) 1.15
temperature increases, and increases as the 60(140) 0.59
temperature decreases. The reference 5 V in the 80(176) 0.32
ECM is supplied to the ECTS via a resistor in the
ECM. That is, the resistor in the ECM and the 3. If the resistance deviates from the standard value
thermistor in the ECTS are connected in series. greatly, replace the sensor.
When the resistance value of the thermistor in the
ECTS changes according to the engine coolant
temperature, the output voltage also changes.
During cold engine operation the ECM increases the
fuel injection duration and controls the ignition timing
using the information of engine coolant temperature
to avoid engine stalling and improve drivability.

Schematic Diagram
[CIRCUIT DIAGRAM]
ECTS ECM
1
B15 - ECTS SIGNAL
2
to Cluster
3
B1 - GND
3 2 1
C11
ECTS
Installation
1. Apply sealant LOCTITE 962T or equivalent to

threaded portion.
2. Install engine coolant temperature sensor and

tighten it to specified torque.
Tightning torque
Engine coolant temperature sensor "

15~20Nm (150~200 kg.cm, 11~15 lb.ft)
3. Connect the harness connector securely.

LP Fuel Temperature Sensor [Harness Connectors]
Location
Inspection
1. Remove the LP fuel temperature sensor from the
Description adapter connected to LP mixer.
The LP Fuel Temperature Sensor (FTS) is located in
2. With the temperature sensing portion of the LP
the LP fuel passage of the LP mixer for detecting the
engine fuel temperature immersed in hot water,
LP fuel temperature. The FTS uses a thermistor
check resistance.
whose resistance changes with the temperature.
The electrical resistance of the FTS decrease as the
Temperature °C (°F) FTS Resistance (Ohms)
temperature increase, and increase as the
temperature decrease. The reference 5V in the ECM -20(-4) 15462
is supplied to the FTS by way of a resister in the 0(32) 5896
ECM. That is, the resistor in the ECM and the 20(68) 2498
thermistor in the FTS are connected in series. When 40(104) 1175
the resistance value of the thermistor in the FTS 60(140) 596
changes according to the LP fuel temperature, the 80(176) 323
output voltage also change.
3. If the resistance deviates from the standard value
[Circuit Diagram] greatly, replace the sensor.

Angle Sensor-Accelerator [Harness Connectors]
Location
Inspection
1. Disconnect the Accelerator Pedal’s connector
Description from the main engine harness.
Angle Sensor-Accelerator is located in the
2. Inspect the electrical conditions with a follow
accelerator pedal assembly. The engine speed
basic specification.
management deals with a Drive-by-wire system.
Drive-by-wire refers to the fact that the MI-07 control
Signal output is on condition that input voltage
system has no throttle cable from the foot pedal to
is 5V±0.5%
the throttle body. Instead, the ECM is electronically
Rated current : 20Ma,
connected both to the foot pedal assembly and the
Power : 100mW,
throttle body. The SECM monitors the foot pedal
Wire width : 20AWG
position and controls the throttle plate by driving a
- At start point : Signal ’A’ 0.4V±0.1V
DC motor connected to the throttle. The DC motor
Signal ‘B’ 4.5V±0.1V
actuates the throttle plate to correspond to the foot
- At end point(Push for end) :
pedal position when the operator depresses the
Signal ’A’ 3.60V±0.15V
pedal. The SECM will override the pedal command
Signal ‘B’ 1.39V±0.15V
above a maximum engine speed and below a
minimum idle speed. The foot pedal assembly uses
two potentiometers to detect pedal position. These
3. If the result value is out of the specification,
two signals, accelerator pedal position 1 (APP1) and
replace the Accelerator Pedal.
accelerator pedal position 2 (APP2) are sent directly
to the SECM. The SECM uses a series of algorithms
to self calibrate and cross check the signals from the
pedal assembly.
[Circuit Diagram]

Transmission Oil Temperature Switch [Harness Connectors]
Location
Inspection
1. Remove the Transmission Oil Temperature
Description Switch from the transmission.
Transmission Oil Temperature Switch is located in
2. Use an ohmmeter to check the continuity between
the adapter on transmission (T/M) for operating by
the 1 terminal and the 2 terminal. If there is
the transmission (T/M) oil temperature change. This
continuity, replace the Transmission Oil
switch is normally open, and then it is closed as the
Temperature Switch.
T/M oil temperature Increases to the 125±3°C.
Actually if the switch is closed by high T/M oil
3. The Transmission Oil Temperature Switch is the
temperature, the ECM makes engine shutdown with
‘ON/OFF’ switch. So during the normal status the
fault set. If the T/M oil temperature decreases to the
switch circuit should be open.
118°C, the switch is open again and the engine also
can run. This function can protect the engine of Tier-
3 and Non cert folk lift trucks from damage as
overheating.
[Circuit Diagram]

Ground Speed Limit Switch (optional) [Harness Connectors]
Location
Inspection
1. Remove the Ground Speed Limit Switch from the
Description transmission.
Ground Speed Limit Switch is located in the
2. Use an ohmmeter to check the continuity between
pressure port on transmission (T/M) for operating by
the 1 terminal and the 2 terminal. If there is
the transmission (T/M) oil pressure change. This
continuity, replace the Ground Speed Switch.
switch is normally opened, and then it is closed as
the T/M oil pressure increases. Actually the switch is
3. The Ground Speed Limit Switch is the ‘ON/OFF’
closed by increasing of the T/M oil pressure after
switch. So during the normal status the switch
engine cranking. And if the inching pedal is pushed
circuit should be open.
by a driver the switch is opened again by decreasing
of the T/M oil pressure. ECM can control the travel
speed of the folk lift trucks with this switch. Also the
maximum travel speed of Tier-3 and Non cert fork lift
trucks is an optional feature that can be easily
activated using the MotoView Service Tool. This
feature may be of particular interest to customers
with indoor warehouse operations.
[Circuit Diagram]

Electronic Throttle Body [Harness Connectors]
Location
Inspection
1. Check for loose, dirty or damaged connectors and
Description wires on the harness
The MI-07 system uses electronic throttle control
2. Check the throttle assembly motor housing for
(ETC). The SECM controls the throttle valve based
coking, cracks, and missing cover-retaining clips
on engine RPM, engine load, and information
received from the foot pedal. Two potentiometers on
3. Check the resistance of TPS sensor. (refer as
the foot pedal assembly monitor accelerator pedal
blow chart)
travel. The electronic throttle used in the MI-07
system is a Bosch 32mm electronic throttle body
EXPECTED
DV-E5. The DV-E5 is a single unit assembly, which SENSOR POINT TO POINT
RANGE
includes the throttle valve, throttle-valve actuator
(DC motor) and two throttle position sensors (TPS). TPS PIN 2(GND) TO 1.25KΩ +/-
The SECM calculates the correct throttle valve TPS PIN 6(TPS1 SIGNAL) 30%
opening that corresponds to the driver’s demand, (Throttle TPS PIN 3(PWR) TO 1.25KΩ +/-
makes any adjustments needed for adaptation to the Position PIN 6(TPS1 SIGNAL) 30%
engine’s current operating conditions and then Sensor) TPS PIN 1(+DRIVER) ~3.0KΩ +/-
generates a corresponding electrical (driver) signal TO PIN 4(-DRIVER) 30%
to the throttle-valve actuator.
[Circuit Diagram]

Chapter 6. LPG FUEL DELIVERY SYSTEM
G420FE LP System Inspection and

Repair
WARNING - PROPER USE
• LP gas is highly flammable. To prevent

personal injury, keep fire and flammable
materials away from the lift truck when work is
done on the fuel system.
• Gas vapor may reduce oxygen available for

breathing, cause headache, nausea, dizziness
and unconsciousness and lead to injury or
death. Always operate the forklift in a well
ventilated area
• Liquid propane may cause freezing of tissue or

frostbite. Avoid direct contact with skin or
tissue; always wear appropriate safety
protection including gloves and safety glasses
when working with liquid propane.
CAUTION
The regulator/converter and mixer are part of a

certified system complying with EPA and CARB
2007 requirements. Only trained, certified
technicians should perform disassembly,
service or replacement of the regulator/
converter or mixer.
G420F(FE) Service Manual 204 Chapter 6. LPG FUEL DELIVERY SYSTEM

Hose Connections
Proper operation of the closed loop control greatly depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagrams below for proper routing and maximum hose lengths when
reinstalling system components.
Certified System Connections
Figure 26. Hose Connections for Certified Systems
Diagram Notes

Removal and Installation of N-2007 Installation Steps
N-2007 LP Regulator
Refer to Figure 28.
Follow the procedures below for removal and
reinstallation of the N-2007 regulator in certified 1. Install the nipple extension (6) with the lock-off to
systems. the regulator.
N-2007 Removal Steps 2. Install the fuel vapor outlet hose (5) to the
regulator.
Refer to Figure 28.
3. Install the two cooling lines (4) to the regulator.
1. Close the liquid outlet valve in the forklift cylinder
or fuel storage container. 4. Install the four rear-mounting bolts that hold the
regulator to the support bracket. Use a torque
2. Purge the system of fuel by starting the engine wrench and tighten each bolt to 60-70 lbf-in (6.78-
and running until all trapped fuel in the system is 7.91 N-m).
exhausted and the engine shuts down.
5. Install the fuel inlet line (1) to the lock-off, the two
3. Key switch in “OFF” position. vacuum lines (2) to the branch-tee fitting in the
regulator vent and re-connect the lock-off
connector (3).
4. Remove the fuel inlet line (1) from the lock-off, the
two vacuum lines (2) from the branch-tee fitting in
6. Open the liquid outlet valve in the forklift cylinder
the regulator vent and disconnect the lock-off
or fuel storage container.
connector (3).
5. Remove the four rear-mounting bolts that hold the

regulator to the support bracket. This will allow
easier access to the remaining hose clamps.
6. Remove the two cooling lines (4) from the

regulator. NOTE: Either drain the coolant system
or clamp off the coolant lines as close to the
regulator as possible to avoid a coolant spill when
these lines are disconnected.
7. Remove the fuel vapor outlet hose (5) from the

regulator.
8. Remove the nipple extension (6) with the lock-off

from the regulator.
Figure 28. N-2007 Regulator in Certified System

Removal and Installation of CA100 Mixer for 2. Purge the system of fuel by starting the engine
G420FE and running until all trapped fuel in the system is
exhausted and the engine shuts down.
reinstallation of the CA100 mixer in certified systems. 3. Key switch in “OFF” position.
CA100 Certified Mixer Removal Steps 4. Remove the air cleaner hose (1).
5 5. Mark the two vacuum lines to the mixer for

identification, as they must be installed correctly
for proper operation. Remove the two vacuum
lines (2).
6. Remove vapor fuel inlet line from the fuel

temperature sensor adapter (3).
10
8 7. Disconnect the fuel temperature sensor connector
(4).
11
9 3 8. Disconnect the wires leading to the electronic
4 throttle body by pinching the lock tabs on either
7 2 side of the wiring harness connector.
9. Loosen the four bolts that secure the

mixer/adapter/throttle body assembly to the intake
6 manifold.
1
10. Remove the mixer (7), the adapter, and the

throttle body (5) as an assembly by gently
pulling upwards. Take care not to drop anything
1. Gasket-ITB down the intake manifold.
2. ITB
3. O-Ring
4. O-Ring Spacer 11. Gently wiggle and pull to separate mixer and
5. Mixer
6. Bolt adapter from the throttle body. Take note of the
7. Fuel Temp Sensor adapter orientation on the mixer, as it must be
8. Adapter-Fuel Temp Sensor reinstalled correctly for proper fit on the throttle.
9. Fitting-Vacuum Small
10. Apollo Adapter-ITB, Mixer
11. Bolt 12. Remove the four mounting screws that attach
the throttle body adapter to the mixer.
13. Remove the fuel temperature sensor (not

shown) from the tee .
14. Remove the fuel temperature sensor fitting

from the mixer. Take note of the fitting’s
orientation on the mixer, as it must be
reinstalled correctly for proper fit.
15. Remove the short vacuum port barb from the

mixer. (See Figure 32 for location of port barb
Figure 30. CA100 Mixer in Certified System on mixer.)
1. Close the liquid outlet valve in the forklift cylinder

or fuel storage container.

CAUTION
The 1/8” NPT x 1/4” hose barb fitting that is

installed in the mixer housing uses a specific
machined orifice size through the fitting. This
orifice fitting is part of the mixer assembly and is
an integral part of the MI-07 control. If this fitting
is damaged the mixer will need to be replaced.
DO NOT replace this fitting with a standard hose
barb fitting or use a drill bit to clean out the
fitting passage way.
NOTE : A plastic O-ring spacer and an O-ring are

inside the mixer/adapter assembly. Be careful not to
lose these items when removing the assembly from
the throttle (Figure 31).
Figure 31. O-Ring and Spacer Within Mixer Adapter

Assembly

CA100 Certified Mixer Installation Steps Tests and Adjustments
Refer to Figure 30.
WARNING—PROPER USE
1. Install the vacuum port barb below the idle set
screw on the mixer (7). • LP gas is highly flammable. To prevent
personal injury, keep fire and flammable
2. Install the fuel temperature sensor adapter to the materials away from the lift truck when work is
mixer. done on the fuel system.
3. Install the fuel temperature sensor to the adapter • Gas vapor may reduce oxygen available for
(6). breathing, cause headache, nausea, dizziness
4. Install the four mount screws that attach the
throttle adaptor to the mixer. See Figure 32.
ventilated area
Torque bolts to 30-40 lbf-in (3.39-4.52 N-m).
5. Install the mixer/adapter assembly to the throttle • Liquid propane may cause freezing of tissue or
by gently pushing downwards. frostbite. Avoid direct contact with skin or
6. Install the four bolts that mount the throttle protection including gloves and safety glasses
adapter to the electronic throttle body (5). when working with liquid propane.
7. Re-connect the fuel temperature sensor

connector (4).
CAUTION
8. Install the vapor fuel inlet line to the fuel
temperature sensor adapter (3).
9. Install the two vacuum lines to the mixer using the certified system complying with EPA and CARB
previous marks for identification. Vacuum lines 2007 requirements. Only trained, certified
must be installed correctly for proper operation. technicians should perform disassembly,
service or replacement of the
10. Install the air cleaner hose (1). regulator/converter or mixer.
Figure 32. Throttle Adapter Mount Screws

N-2007 Regulator Service Testing
For checking the N-2007 regulator/converter

operation, the following tests can be performed (See
Chapter 5 for removal/installation of the N-2007
regulator). To check the secondary regulation
(output) a simple vacuum hand pump can be used
to simulate the vacuum signal transmitted from the
air/fuel mixer when the engine is running. See listing
below for required hardware.
Break-Off Test
Figure 34. Secondary Stage Test Connection
Secondary Stage Test Hardware
Pressure Test
1. Hand vacuum pump
Primary Stage Test Hardware
2. Regulator vapor outlet test fitting 3/4” NPT x 1/4”
hose barb 1. Shop air pressure regulator adjusted to 100 psi
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4” 2. Shop air hose fitting (1/4” NPT to air hose)
hose barb
3. Air hose
4. Vacuum hose
4. Test gauge fitting (1/16” NPT x 1/4” hose barb)
5. 0-3” WC Magnehelic gauge (inches of water
column) 5. Vacuum hose or vinyl tubing
Secondary Stage (Break-Off) Test 6. 0-60” WC Magnehelic gauge (inches of water

column)
1. Connect the vacuum pump, the Magnehelic
gauge and the regulator vapor outlet to the Union Primary Stage Pressure Test
Tee fitting (Figure 34). Make sure there is no 1. Remove the primary test port plug from the side
leakage at any of the fittings. of the regulator and install the 1/16” NPT hose
barb fitting (Figure 35).
2. Using the vacuum pump slowly apply enough
vacuum to measure above -2” WC on the gauge. 2. Connect a compressed air line (shop air ~100psi)
This vacuum signal opens the secondary valve in to the liquid propane fuel inlet of the N-2007
the N-2007 regulator/converter. regulator (Figure 35).
3. Release the vacuum pump lever and you will see

the gauge needle start falling back toward zero.
When the pressure drops just below the specified
break-off pressure (-0.5 +/- 0.35 “ WC) of the
secondary spring, the needle should stop moving.
4. At this point the secondary valve should close. If

the secondary valve seat or the secondary
diaphragm is leaking the gauge needle will
continue to fall toward zero (proportional to the
leak size). An excessively rich air/fuel mixture can
be caused by a secondary valve seat leak and the
regulator should be replaced.
Figure 35. Primary Stage Test Connection

3. Apply compressed air, wait for air to exit the hose
barb in the test port, and then connect the
Magnehelic gauge (Figure 36) to the hose barb
CAUTION
using the vacuum hose or vinyl tubing. This
prevents the gauge from reading maximum •LP gas is highly flammable. To prevent
pressure due to the large velocity of compressed personal injury, keep fire and flammable
air entering the primary chamber. materials away from the lift truck when work is
done on the fuel system.
4. Make sure there is no leakage at any of the
fittings. The static pressure should read between •Gas vapor may reduce oxygen available for
40-60” of water column on the Magnehelic gauge breathing, cause headache, nausea, dizziness
and maintain a constant pressure for 60 seconds. and unconsciousness and lead to injury or
ventilated area
Liquid propane may cause freezing of tissue or

Figure 36. Magnehelic Gauge Connection to Hose

Barb
5. If the pressure reading begins to increase, a leak

is most likely present at the primary valve, either
the primary valve o-ring or the valve itself. If a leak
is present the regulator should be replaced.
6. If the pressure begins to decrease, the secondary

seat is probably not making an adequate seal and
is leaking. The regulator should be replaced.
7. If the test is successful, re-install the primary test

port plug and check the fittings for leaks. See
Chapter 5 for installation of the N-2007 regulator.
NOTE : The N-2007 primary stage pressure can

also be tested at idle on a running engine. The N-
2007 primary pressure should be between 40 inH20
(99.635 mbar) and 55 inH20 (136.999 mbar) at 750
rpm, idle.

AVV (Air Valve Vacuum) Testing Ignition Timing Adjustment
Purpose of Test With the MI-07 system, ignition-timing advance is

controlled by the SECM.
Check for excessive or inadequate pressure drop
across CA100 mixer. The initial ignition timing needs to be set by the
MOR. This setup requires a specific technique for
AVV Test Hardware each engine installation.
1. Union Tee fitting, 1/4” (6.35mm) NPT with three Connection of the MI-07 Service Tool
1/4” (6.35mm) NPT x 1/4” (6.35mm) hose barbs
To use the Service Tool, a USB (Universal Serial
2. Vacuum hose Bus) to CAN (Controller Area Network)
communication adapter by KVaser will be required
3. 0-20” H2O differential pressure Magnehelic gauge along with a Crypt Token (Figure 38). The Crypt
Token acts as a security key allowing the laptop to
retrieve the necessary data from the SECM.
AVV Test
1. Install the Crypt Token in an available USB port in
1. Install Union Tee fitting in the hose between the the computer (Figure 39).
FTVs and the AVV fitting. Connect this fitting to
the low pressure port of the Magnehelic gauge 2. With the ignition key in the OFF position, connect
(Figure 37). the KVaser communication cable from a second
USB port on the computer to the CAN
2. Leave high pressure port of the Magnehelic communications cable on the engine. (*If your
gauge exposed to ambient pressure (Figure 37). laptop computer does not have a second USB
port an appropriate USB hub will need to be used).
3. With the engine fully warmed up and running at
idle (750 rpm) place the transmission in Neutral. 3. Connect a timing light to the engine.
The AVV should be between 5” and 8” H2O of
pressure vacuum. 4. Turn the ignition key to the ON position (Do Not
Start the Engine).
4. If the measured pressure drop is excessively high,
check for sticking or binding of the diaphragm air 5. Launch the MotoView program on your computer
valve assembly inside the mixer. Replace mixer if and open the Service Tool display (Figure 40).
necessary.
5. If the measured pressure drop is low, check for

vacuum leaks in the manifold, throttle, mixer,
TMAP sensor and attached hoses.
Figure 38. KVaser

Communication Adapter
Figure 37. Magnehelic Gauge Connection

Idle Mixture Adjustment
The CA100 mixer requires adjustment of the idle

mixture screw to assure optimal emissions and
performance. This adjustment accounts for minor
part-to-part variations in the fuel system and assures
stable performance of the engine at idle. Once
adjusted, the idle mixture screw is sealed with a
tamper proof cap, after which it need not be
adjusted for the life of the vehicle.
Therefore, the only situations in which the idle

Figure 39. Crypt Token Installed on Laptop mixture screw needs to be adjusted are when the
engine is initially fitted with a fuel system at the
factory and following the field replacement of the
mixer. Under these situations, follow the procedures
below for adjustment of the idle mixture screw.
Factory Test Preparation:
1. Install the MI-07 fuel system, wiring harness and

SECM-48 control module on the engine.
2. All coolant hoses should be attached, filled with

coolant and bled to remove any air.
3. Attach LPG fuel lines.

Figure 40. Opening the Service Tool Display
4. Attach wiring harness to battery power.
5. Attach exhaust system.
6. If present, set fuel select switch to LPG fuel.
When operated at the factory, it is critical to simulate

the airflow found on a forklift at idle as nearly as
possible in order to achieve the proper air valve lift
in the mixer. It may be necessary to place a load on
the engine to achieve the required airflow without
overspeeding the engine. Means of achieving this
load include:
a) Place an electrical load on the alternator. The

alternator should be able to briefly hold loads
of approximately 1.2 kW.
b) Attach the engine to a dynamometer.
Attach the Mototune Service Tool to the wiring

harness and add parameter MAFPort to the display
screen.

Factory Adjustment Procedure: measurement at Closed Loop Idle of 25-60% is
acceptable if the optimum range of 35-55%
NOTE : Be sure engine is fully warm (ECT>167°F cannot be reached through adjustment. If the FTV
[75°C]) before performing the idle mixture duty cycle cannot be adjusted below 60%, the
adjustment. mixer is faulty and should be replaced.
1. Operating the engine on LPG fuel, start the NOTE : If the FTV Duty Cycle reading is NOT
engine and permit it to warm up until the coolant between 25-60%, check for possible vacuum leaks,
temperature (ECT on Mototune display) is manifold leaks, or a faulty mixer.
approximately 167°F (75 oC).
2. Adjust the load until MAFPort equals 3.3 to 3.5 9. Turn the ignition key to the OFF position to shut
g/sec. down the engine.
3. Mototune display parameter LP Fuel Control must 10. Install the tamper proof cap on the idle mixture
display “Closed Loop”. screw adjustment port using a large pin punch,
4. Use the Mototune Service Tool to monitor Duty so that no further adjustments can be made
Cycle % on the Mototune display. (Figure 42).
5. To adjust the idle mixture screw, use a hex or
Allen-type wrench. Turning the screw in
(clockwise) should increase the duty cycle; turning
the screw out (counterclockwise) should decrease
the duty cycle.
6. Adjust the idle mixture screw on the mixer until a
reading of 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 41). If engine
idle performance is unstable, screw the idle screw
in slightly to see if stability is obtained, but in no
case should duty cycle exceed 60%.
Figure 42. Installing Tamper Proof Cap
Figure 41. FTV Duty Cycle Percentage Displayed on

Service Tool
7. Use the accelerator pedal to increase rpm above

idle momentarily (rev the engine) then release the
pedal to return to idle rpm. The duty cycle setting
should remain within the adjustment range (35-
55%). Place your thumb over the adjustment port
for a more accurate reading by preventing air from
leaking past the mixture adjustment screw, which
may cause the duty cycle to decrease.
8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check
the duty cycle reading. Continue to do this until
the FTV duty cycle reading is within the optimum
range (35-55%) and engine rpm is stable. DO
NOT adjust the screw so far outward that the
tamper proof cap cannot be installed. A duty cycle

Field Adjustment Procedure: 8. If the FTV duty cycle reading is above 55% adjust
the idle adjustment screw outward and re-check
The idle mixture adjustment should only be the duty cycle reading. Continue to do this until
necessary on a new mixer that does not have the the FTV duty cycle reading is within the optimum
tamper proof cap installed. The method for making range (35-55%). DO NOT adjust the screw so far
the idle mixture adjustment to a running engine is to outward that the tamper proof cap cannot be
use the Service Tool software by connecting a installed. A duty cycle measurement at Closed
laptop computer to the SECM. If you do not have the Loop Idle of 25-60% is acceptable if the optimum
Service Tool a multimeter capable of measuring range of 35-55% cannot be reached through
duty cycle, such as a Fluke 87 III, can be used. If adjustment. If the FTV duty cycle cannot be
using a multimeter, connect the meter positive lead adjusted below 60%, the mixer is faulty and
to between battery positive and the meter negative should be replaced.
to the FTV signal wire. For the Fluke 87, press the
“RANGE” button until 4 or 40 appears in the lower NOTE : If the FTV Duty Cycle reading is NOT
between 25-60%, check for possible vacuum leaks,
right-hand corner of the display. Press the “Hz”
manifold leaks, or a faulty mixer.
button twice so that the percent sign (%) appears on
the right-hand side of the display. The multimeter
9. Turn the ignition key to the OFF position to shut
will then read the duty cycle percentage the same as
down the engine.
the Service Tool shown in Figure 41.
10. Install the tamper proof cap on the idle mixture
1. After installing a new mixer, operate the engine
screw adjustment port using a large pin punch,
Bon LPG fuel. Start the engine and permit it to so that no further adjustments can be made
warm up until the coolant temperature (ECT on (Figure 42).
Mototune display) is approximately 167°F (75 oC).
2. Place the transmission in Neutral.
3. Mototune display parameter LP Fuel Control must

display “Closed Loop”.
4. Use the Mototune Service Tool to monitor Duty

Cycle % on the Mototune display.
5. To adjust the idle mixture screw, use a hex or

Allen-type wrench. Turning the screw in
(clockwise) should increase the duty cycle; turning
the screw out (counterclockwise) should decrease
the duty cycle.
6. Adjust the idle mixture screw on the mixer until a

reading of 35-55% is reached for the FTV Duty
Cycle in Closed Loop Idle (Figure 41). If engine
idle performance is unstable screw the idle screw
in slightly to see if stability is obtained, but in no
case should duty cycle exceed 60%.
7. Use the accelerator pedal to increase rpm above

idle momentarily (rev the engine) then release the
pedal to return to idle rpm. The duty cycle setting
should remain within the adjustment range (35-
55%). Place your thumb over the adjustment port
for a more accurate reading by preventing air from
leaking past the mixture adjustment screw, which
may cause the duty cycle to decrease.

Parts Description
CA100 Mixer for G420FE Engine
Parts List of CA100 Mixer (Certified)
REF NO DESCRIPTION QTY

1 Torx Screws (T-25) #10-24 x 5/8” 4
2 Lockwashers (T-210) #10 SST 4
3 Mixer Cover 1
4 Mixer Spring 1
5 Diaphragm 1
6 Air Valve Assembly 1
7 Gas Valve Cone (part of air valve assembly) 1
8 Mixer Body 1
9 Expansion Plug Cap Ø 1/2” x 1/16” thick (Ø 12.7mm x 27mm) 1
10 Fuel Inlet 1
11 Air Horn Gasket 1
12 Air Horn Adapter 2-1/16” (52.37mm) 1
13 Fillister Head Screws SEMS Lockwasher 10-24 UNC x 5/8” 4
14 Throttle Body Gasket 1
15 Fillister Head Screws SEMS Split Lockwasher #12-24 x 5/8” 4

Exploded View of CA100 Mixer (Certified)
Figure 44. CA100 Certified Mixer Exploded View

N-2007 Regulator for G420FE Engine
Parts List of N-2007 Regulator (Certified)
REF NO DESCRIPTION QTY

1 N-2007 Body 1
2 Diaphragm, Primary Assembly 1
3 Springs, Primary Assembly 2
4 Cover, Primary Assembly 1
5 Spring, Secondary Seat, Red 1
6 Dowel Pin Ø 0.094” x 1” L (Ø 2.39mm x 25.4mm L) Hardened Steel 1
7 Diaphragm, Secondary Assembly 1
8 Lever, Secondary 1
9 Seat, Secondary 1
10 Valve Primary 1
11 Fillister Head Screws SEMS Split Lockwasher #12-24 x 5/8” 6
12 Pan Head Screw SEMS Ext. Tooth Lockwasher #12-24 x 1/4” 1
13 Body Gasket 1
14 Back Plate 1
15 O-ring, Size 107 GLT Viton® 1
16 Bottom Plate Gasket 1
17 Plate Cover 1
18 Fillister Head Screws SEMS Split Lockwasher #12-24 x 1-3/8” 6
19 Hex Head Screws SEMS Split Lockwasher 1/4-20 x 5/8” 4
20 Plug, Socket Head Pipe (T-086) 1
21 Cover, Secondary Diaphragm 1
22 Lockwasher, Int. Tooth (T-210) #8 SST 6
23 Torx Screws (T-15) #8-32 x 5/8” 6

Exploded View of N-2007 Regulator (Certified)
Figure 46. N-2007 Certified Regulator Exploded View

G420F LPG System Inspection and
Repair
WARNING – PROPER USE
• LP gas is highly flammable. To prevent perso-

nal injury, keep fire and flammable materials
away from the lift truck when work is done on
the fuel system.

ventilated area
• Liquid propane may cause freezing of tissue or

CAUTION

certified system complying with EPA and CARB
2007 requirements. Only trained, certified
technicians should perform disassembly,
service or replacement of the
regulator/converter or mixer.

G420F Fuel System Connections
Figure 27. Hose Connections for Non-Certified Systems
DIAGRAM NOTES
1
Only one 90 fitting permissible on vapor fuel line between mixer and regulator
3 Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46” (11.68mm)
4 Vapor hose length to be as short as possible and have no restrictions for best regulator
performance
5
Fuel outlet must be positioned vertically in the down position
NOTE: Preferred mounting of regulator is off engine

Removal and Installation of N-2001 LP N-2001 Installation Steps
Regulator/Converter
Refer to Figure 29.
reinstallation of the N-2001 regulator. 1. Install the fuel vapor outlet hose (5) from the
regulator.
N-2001 Removal Steps
2. Install the two cooling lines (4) from the regulator.
Refer to Figure 29.
3. Install the two rear-mounting bolts that hold the
1. Close the liquid outlet valve in the forklift cylinder regulator to the support bracket. Use a torque
or fuel storage container. wrench and tighten each bolt to 50-60 lbf-in (5.65-
6.78 N-m)
2. Purge the system of fuel by starting the engine
and running until all trapped fuel in the system is 4. Install the fuel inlet line (1) from the lock-off, the
exhausted and the engine shuts down. two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lock-off
3. Remove the fuel inlet line (1) from the lock-off, the connector (3).
two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lock-off 5. Open the liquid outlet valve in the forklift cylinder
connector (3). or fuel storage container.
4. Remove the two rear-mounting bolts that hold the

regulator to the support bracket. This will permit
easier access to the remaining hose clamps.
5. Remove the two cooling lines (4) from the

regulator.
NOTE: It will be necessary to either drain the

coolant system or clamp off the coolant lines as
close to the regulator as possible to avoid a coolant
spill when these lines are disconnected.
6. Remove the fuel vapor outlet hose (5) from the

regulator.
Figure 29. N-2001 Regulator in Non-Certified

System

Removal and Installation of CA100 Mixer for 1. Close the liquid outlet valve in the forklift cylinder
G420F or fuel storage container.
Follow the procedures below for removal and 2. Purge the system of fuel by starting the engine
reinstallation of the CA100 mixer in non-certified and running until all trapped fuel in the system is
systems. exhausted and the engine shuts down.
CA100 Mixer Removal Steps 3. Key switch in “OFF” position.
4. Remove the air cleaner hose (1).

1
5. Remove the vacuum line (2).
6. Remove the vapor fuel inlet line from the mixer (3).
7. Disconnect the wires leading to the electronic

throttle body by pinching the lock tabs on either
side of the wiring harness connector.
4
8. Loosen the four bolts that secure the
3 8 mixer /adapter/throttle body assembly to the
2
intake manifold.
7
6 9. Remove the mixer (3) and the throttle body (4) as
10 5 an assembly by gently pulling upwards. Take
care not to drop anything down the intake
manifold.
10. Gently wiggle and pull to separate mixer and

adapter from the throttle body. Take note of the
9
adapter orientation on the mixer, as it must be
reinstalled correctly for proper fit on the throttle.
1. Mixer-Non Cert 11. Remove the four mounting screws that attach
2. Fitting-To Regulator the throttle adapter to the mixer.
3. Fitting-To Regulator
4. Apollo Adapter-ITB, Mixer
5. ITB 12. Remove the vapor fuel inlet fitting from the
6. O-Ring Spacer
7. O-Ring
mixer.
8. Bolt-ITB.Conn
9. Gasket-ITB
10. Bolt
Figure 33. CA100 Mixer in Non-Certified System

CA100 Mixer Installation Steps
CAUTION
1. Install the vapor fuel inlet fitting onto the mixer.
The 1/8” NPT x 1/4” hose barb fitting that is
installed in the mixer housing uses a specific
2. Install the four mounting screws that attach the machined orifice size through the fitting. This
throttle adapter to the mixer. (See Figure 32). orifice fitting is part of the mixer assembly and is
Torque bolts to 30-40 lbf-in (3.39-4.52 N-m). an integral part of the MI-07 control. If this fitting
is damaged the mixer will need to be replaced.
DO NOT replace this fitting with a standard hose
3. Position the mixer/adapter assembly onto the
barb fitting or use a drill bit to clean out the
throttle body (4), then drop in the four mounting
fitting passage way.
bolts and gently push down on the assembly
until it rests on the throttle body. Be careful not
to pinch the O-ring.
NOTE : A plastic O-ring spacer and an O-ring are
inside the mixer/adapter assembly. Be careful not to
4. Attach the mixer/throttle body assembly to the lose these items when removing the assembly from
intake manifold, making sure gasket is in place. the throttle (Figure 31).
Tighten the four mounting bolts.
5. Connect the wiring harness to the throttle body.
6. Install the vapor fuel inlet line to the mixer.
7. Install the vacuum line (2) to the mixer.
8. Install the air cleaner hose (1).
Figure 31. O-Ring and Spacer Within Mixer Adapter

Assembly
Figure 32. Throttle Adapter Mount Screws

Tests and Adjustments Secondary Stage (Break-Off) Test
1. Connect the vacuum pump, the Magnehelic

gauge and the regulator vapor outlet to the Union
WARNING – PROPER USE Tee fitting (Figure 30). Make sure there is no
leakage at any of the fittings.
• LP gas is highly flammable. To prevent perso-
nal injury, keep fire and flammable materials 2. Using the vacuum pump slowly apply enough
away from the lift truck when work is done on vacuum to measure above -2” WC on the gauge.
the fuel system. This vacuum signal opens the secondary valve in
the N-2001 regulator/converter.
3. Release the vacuum pump lever and you will see
the gauge needle start falling back toward zero.
When the pressure drops just below the specified
break-off pressure (-1.2 “ WC) of the secondary
ventilated area spring, the needle should stop moving.
• Liquid propane may cause freezing of tissue or 4. At this point the secondary valve should close. If
frostbite. Avoid direct contact with skin or the secondary valve seat or the secondary
tissue; always wear appropriate safety diaphragm is leaking the gauge needle will
protection including gloves and safety glasses continue to fall toward zero (proportional to the
when working with liquid propane. leak size). An excessively rich air/fuel mixture can
be caused by a secondary valve seat leak and the
regulator should be replaced.
N-2001 Regulator Service Testing
For checking the N-2001 regulator/converter

operation, the following tests can be performed (See
Chapter 5 for removal/installation of the N-2001). To
check the secondary regulation (output) a simple
vacuum hand pump can be used to simulate the
vacuum signal transmitted from the air/fuel mixer
when the engine is running. See listing below for
required hardware.
Break-Off Test
Secondary Stage Test Hardware
1. Hand vacuum pump
2. Regulator vapor outlet test fitting 3/4” NPT x 1/4”

hose barb
Figure 30. Secondary Stage Test Connection
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4”
hose barb
4. Vacuum hose

column)

Pressure Test Primary Stage Pressure Test
Primary Stage Test Hardware 1. Remove the primary test port plug from the side
of the regulator and install the 1/16” NPT hose
1. Hand vacuum pump barb fitting (Figure 31).
2. Regulator fuel inlet test fitting 1/4 NPT standard 2. Connect a compressed air line (shop air ~100 psi)
air coupling) to the liquid propane fuel inlet of the N-2001
regulator (Figure 31).
3. Test gauge fitting (1/4” NPT X 1/4” hose b)
4. Vacuum hose or vinyl tubing

column)
Figure 32. Magnehelic Gauge Connection to Hose

Barb
3. Apply compressed air, wait for air to exit the hose

barb in the test port, and then connect the
Magnehelic gauge (Figure 32) to the hose barb
Figure 31. Primary Stage Test Connection using the vacuum hose or vinyl tubing. This
prevents the gauge from reading maximum
pressure due to the large velocity of compressed
air entering the primary chamber.
4. Make sure there is no leakage at any of the

fittings. The static pressure should read between
40-60” WC on the Magnehelic gauge and
maintain a constant pressure for 60 seconds.
5. If the pressure reading begins to increase, a leak

is most likely present at the primary valve, either
the primary valve o-ring or the valve itself. If a leak
is present the regulator should be replaced.
6. If the pressure begins to decrease, the secondary

seat is probably not making an adequate seal and
is leaking. The regulator should be replaced.
7. If the test is successful, re-install the primary test

port plug and check the fittings for leaks. See
Chapter 5 for installation of the N-2001 regulator.
NOTE : The N-2001 primary stage pressure can

also be tested at idle on a running engine. The N-
2001 primary pressure should be between
40 inH20 (99.635 mbar) and 55 inH20 (136.999
mbar) at 750 rpm, idle.

AVV (Air Valve Vacuum) Testing Connection of the MI-07 Service Tool
Purpose of Test To use the Service Tool, a USB (Universal Serial

Bus) to CAN (Controller Area Network) communica-
Check for excessive or inadequate pressure drop tion adapter by KVaser will be required along with a
across CA100 mixer. Crypt Token (Figure 38). The Crypt Token acts as a
security key allowing the laptop to retrieve the
AVV Test Hardware necessary data from the SECM.
1. Union Tee fitting, 1/4” (6.35mm) NPT 1. Install the Crypt Token in an available USB port in
with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) the computer (Figure 39).
hose barbs
2. Vacuum hose 2. With the ignition key in the OFF position, connect
3. 0-20” H2O differential pressure Magnehelic gauge the KVaser communication cable from a second
USB port on the computer to the CAN
AVV Test communications cable on the engine. (*If your
laptop computer does not have a second USB
1. Install Union Tee fitting in the hose between the port an appropriate USB hub will need to be used).
FTVs and the AVV fitting. Connect this fitting to
the low pressure port of the Magnehelic gauge 3. Connect a timing light to the engine.
(Figure 37).
4. Turn the ignition key to the ON position (Do Not
2. Leave high pressure port of the Magnehelic Start the Engine).
gauge exposed to ambient pressure (Figure 37).
5. Launch the MotoView program on your computer
3. With the engine fully warmed up and running at and open the Service Tool display (Figure 40).
idle (750 rpm) place the transmission in Neutral.
The AVV should be between 5” and 8” H2O of
pressure vacuum.
4. If the measured pressure drop is excessively high,

check for sticking or binding of the diaphragm air
valve assembly inside the mixer. Replace mixer if
necessary.
5. If the measured pressure drop is low, check for

vacuum leaks in the manifold, throttle, mixer,
TMAP sensor and attached hoses.
Figure 38. KVaser Communication Adapter
Figure 37. Magnehelic Gauge Connection
Ignition Timing Adjustment Figure 39. Crypt Token Installed on Laptop
With the MI-07 system, ignition-timing advance is

controlled by the SECM.

Power Valve Adjustment
1. The power valve should only be adjusted after the

idle screw has been adjusted properly. The
engine and vehicle drive train and hydraulics
should also be at normal operating temperatures.
2. Apply a load to the engine while the engine is

operating above idle speed. Torque converter stall
is the preferred operating mode for this test. If a
torque converter speed test cannot be performed,
the engine can be run at another speed (max
Figure 40. Opening the Service Tool Display governor), but a load must be applied by using
hydraulics.
Idle Mixture Adjustment NOTE : While adjusting the power valve, do not hold
engine at load point for longer than 5-10 seconds.
NOTE : Be sure engine is fully warm (ECT>167°F Holding for a longer period of time will cause the fuel
[75°C]) before performing the idle mixture temperature to drop, which could adversely affect
adjustment. the power valve setting.
G420F LP Fuel Systems With O2 Sensor 3. Monitor the output of the UEGO or HEGO sensor
while the engine is at the higher speed with the
Idle Adjustment load applied (phi = 1.00 to 1.05 is optimal).
1. Install mixer and a UEGO or HEGO sensor. (A 4. If the phi reading is not at the desired level, bring
UEGO sensor should be used when desired phi the engine back to idle and adjust the power valve.
settings are not at stoichiometric.)
5. Bring the engine back to the higher speed with a
2. After the mixer is installed, start and warm up the load applied and verify the power valve setting.
engine to normal operating temperature Adjust further as needed.
(ECT>167°F [75°C]). Also ensure that the vehicle
drive train and hydraulic systems are at normal 6. Once the power valve is set, bring the engine
operating temperatures per vehicle manufacturer back to idle and verify the idle screw setting.
recommendations.
3. Allow the engine to reach steady state at idle. G420F LP Fuel Systems Without O2 Sensor
4. While monitoring the output of the UEGO or Idle Adjustment

HEGO sensor adjust the idle screw using a
standard screwdriver until the desired phi reading 1. After the mixer is installed, start and warm up the
is achieved (phi = 1.00 to 1.01 is optimal). To engine to normal operating temperature
make the mixture richer, turn the screw clockwise; (ECT>167°F [75°C]). Also ensure that the vehicle
to make the mixture leaner, turn the screw drive train and hydraulic systems are at normal
counter-clockwise. operating temperatures per vehicle manufacturer
recommendations.
5. Rev the engine to take it off of idle and let it return
to idle. 2. Allow the engine to reach steady state at idle.
6. Once the engine has reached steady state at idle, 3. With the idle screw completely tightened
verify the phi reading. Adjust further as needed. clockwise, use a standard screwdriver to adjust
the idle screw counterclockwise until a minimum
average MAP value has been reached. The MAP
value is displayed on the Service Tool screen.

Power Valve Adjustment
1. The power valve should only be adjusted after the

idle screw has been adjusted properly. The
engine and vehicle drive train and hydraulics
should also be at normal operating temperatures.
2. Apply a load to the engine while the engine is

operating above idle speed. Torque converter stall
is the preferred operating mode for this test. If a
torque converter speed test cannot be performed,
the engine can be run at another speed (max
governor), but a load must be applied by using
hydraulics.
The power valve should be adjusted to obtain
maximum torque converter stall speed.
NOTE : While adjusting the power valve, do not hold

engine at load point for longer than 5-10 seconds.
Holding for a longer period of time will cause the fuel
temperature to drop, which could adversely affect
the power valve setting.
3. Once the power valve is set, bring the engine

back to idle and verify the idle screw setting.
Figure 43. Main Mixture Adjustment on Bottom of

Mixer (partial view)

Parts Description
CA100 Mixer for G420F Engine
Refer to Figure 45 exploded view on facing page.
REF NO. DESCRIPTION QTY

1 Screws 10-24 x 5/8” SEMS 4
2 Mixer Cover 1
3 Air Valve Spring 1
4 Screws 6-32 x 1/4” SEMS 5
5 Plate Backup 1
6 Diaphragm, Silicone 1
7 Air Valve Ring 1
8 Air Valve Assembly 1
9 Idle Screw 3/8-16 x 1-1/4” 1
10 Idle Screw Spring 1
11 Plugs, 1/8” Pipe Hex Head 2
12 Mixer Body Assembly 1
13 Screws, 1/4-28 x 5/16” 2
14 Plug, 1/4” Pipe 1
15 Screws 10-24 x 5/8” SEMS 4
16 Air Horn 1
17 Air Horn Gasket 1
18 Throttle Body to Mixer Gasket 1
Parts List for CA100 Mixer

Exploded View
CA100 Mixer
Figure 45. CA100 Non-Certified Mixer Exploded View

CA100 Disassembly and Service
5 Figure M4
4
1. With the mixer/adapter assembly removed from the
engine, and the throttle adapter removed from the
mixer, remove the four cover retaining screws from
9 the top of the mixer (Figure M4).
3 14
2
7
Figure M5
1 15
2. Gently remove the diaphragm cover from the top of
the mixer. Take care not to loose the air-valve
10
spring shown in (Figure M5).
11
(1) BODY (2) VALVE (3) SPRING (4) COVER

(5) WASHER (6) SCREW (7) GASKET (8) ADAPTER
(9) SCREW (10)GASKET (11) SCREW
Figure M6
3. Remove the air-valve assembly from the mixer as

shown in (Figure M6).

CAUTION
The 1/8” NPT X ¼” hose barb fitting that
is installed in the mixer housing uses a
specific machined orifice size through the
fitting. This orifice fitting is part of the
mixer assembly and an integral part of
the MI-04 control. DO NOT replace this
fitting with a standard hose barb fitting or
use a drill bit to clean out the fitting
passage way. If this fitting is damaged
the mixer will need to be replaced.
Figure M7
4. Clean the heavy end deposits from the mixer body CA100 Disassembled Service
with solvent. Be sure the mixer body is completely
dry before installing the new air-valve assembly. 1. Clean the air valve assembly with soap and warm
Replace the air-valve assembly as shown (Figure water to remove heavy-end deposits. Inspect the
M7). fuel metering valve and sealing ring for wear.
Replace worn components as necessary.
Replace all gaskets before assembly.
Clean the mixer body (casting) with a parts cleaning

solvent. Be sure to remove all seals and gaskets
before cleaning the casting with solvent. Make sure
all parts are completely dry before re-assembly.
NOTE
For re-assembly of the CA100
reverse the disassembly steps.
Figure M8
WARNING
DO NOT spray car carburetor cleaner or
5. Place the alignment mark on top of the air valve solvent into the mixer while installed on
assembly toward the fuel inlet of the mixer; this the engine. These chemicals may damage
places the small notches in the fuel metering valve the oxygen sensor and cause pre-mature
(fuel cone) inline with the fuel inlet and the large failure of the catalytic muffler.
notches of the fuel metering valve “cone”,
perpendicular to the fuel inlet of the mixer. Now
reinstall the air-valve spring and diaphragm cover
(Figure M8).
Figure M9
6. Tighten the cover fastners and reinstall the mixer

on the engine (Figure M9).

N-2001 Regulator for G420F Engine
Refer to Figure 47 exploded view on facing page.
Parts List
N-2001-RSA Regulator
REF NO. DESCRIPTION QTY

1 Cover Screws 8-32 x 5/8” SEMS 4
2 Torx Screws (T-15) 8-32 x 5/8” Tamper Resistant 2
3 Lockwasher #8 Internal Tooth 2
4 Secondary Cover 1
5 Secondary Diaphragm Assembly 1
6 Pan Head Screw 10-24 x 1/4” w/Star Washer 1
7 Secondary Lever 1
8 Secondary Valve 1
9 Secondary Lever Fulcrum Pin 1
10 Red Secondary Spring 1
11 Pilot Valve Lever 1
12 Pilot Valve Lever Fulcrum Pin 1
13 Internal Hex Head Set Screw 8-32 x 1/4” 1
15 Primary Diaphragm Cover 1
16 Primary Regulator Springs 2
17 Primary Diaphragm Assembly 1
18 1/8 NPT Hex Pipe Plug Fitting 1
19 Body Assembly 1
20 Body Seal O-ring 1
21 Body Gasket 1
22 Regulator Back Plate 1
23 Primary Seal O-Ring 1
24 Primary Regulator Valve 1
26 Inlet Seal O-Ring 1
27 Inlet Plug 1
28 Hex Head Screws 1/4-20 UNC-2A x 5/8” SEMS 2

Exploded View
N-2001-RSA Regulator
Figure 47. N-2001 Regulator Exploded View

N2001 Regulator Disassembly Steps:
1 Figure R5
Figure R3
Figure R5
Remove the six primary diaphragm cover screws (4)

Figure R4 and the primary cover assembly (5).
1. Remove the six secondary cover screws (1), the

secondary cover (2) and the secondary
diaphragm (3).
2. Remove the six primary diaphragm cover screws

(4) and the primary cover assembly (5).
Figure R6
Remove the primary diaphragm by sliding the

diaphragm to one side, releasing the primary valve
pin (Figure R6).

10
3
11
Figure R7
6. Remove the body gasket (10), body o-ring seal

(11) and the fuel inlet plate, exposing the fuel inlet
expansion chamber and the coolant passage.
NOTE
For re-assembly of the N2001
regulator/converter, reverse the steps for
8 disassembly. Tighten all fasteners to
recommended torque values and test the
9 regulator before installing in the vehicle.
Torque primary cover screws to (40-50
Figure R8 inch lbs.), secondary cover screws to (15-
18 inch lbs.).
Figure R9
Turn the regulator body over with the rear fuel inlet
plate facing up. Remove the primary valve access
plug (7), the primary valve (8) and the primary valve
o-ring seal (9). The primary valve goes through the
inlet plate, then through the body assembly and is
retained by the primary diaphragm (Figure R9).

N2001 Disassembled Service
1. Clean the primary and secondary valves with
soap and warm water to remove heavy-end
deposits. Inspect the valve seats and o-rings for
wear. Replace worn components as necessary.
2. Clean the primary and secondary diaphragms

with soap and warm water. Inspect for wear, tears
or pinholes and deformations that may cause
leaks or poor performance of the .
regulator/converter.
3. Replace the body gasket of the coolant chamber

and body o-ring seal when servicing the N2001 to
avoid coolant leaks from the fuel expansion
chamber to the coolant passage.
4. Clean the regulator body (casting) with a parts

cleaning solvent. Be sure to remove all seals and
gaskets before cleaning the casting with solvent.
Figure R11
5. Make sure all parts (Figure R11) are completely

dry before re-assembly.

Chapter 7. MPI GASOLINE FUEL DELIVERY SYSTEM
Specification
Items Specification
Fuel Retrun System Type Returnless

High pressure type (built in Fuel
Fuel Filter Type
Pump Assembly)
Type Built in fuel pump assembly
Fuel Pressure Regulator
Regulated Fuel Pressure 350 kpa (3.5kg/cm2, 49.8psi)
Fuel Pump Type Electrical, in-tank type
Special Tools
Tool
Illustration Application
(Numberandname)
09353-24100 Measuring the fuel line

FuelPressureGauge pressure
Connection between the

09353-38000
delivery pipe and fuel feed
Fuel Pressure Gage Adapter
line
Connection between Fuel

Pressure Gage (09353-
09353-24000
24100) and Fuel Pressure
Fuel Pressure Gage Connector
Gage Adapter (09353-
38000)
G420F(FE) Service Manual 239 Chapter 7. MPI Gasoune Fuel Delivery System

Components Location
1. Fuel Tank
2. Fuel Pump (Including full pressure regulator and fuel filter)
3. Fuel Hose Assy
4. Fuel Rail
5. Injector

Fuel Pressure Test Install The Special Service Tool (SST)
For Measuring The Fuel Pressure
Release The Internal Pressure
1. Disconnect the fuel pump connector.
2. Start the engine and wait until fuel in fuel line is

exhausted.
3. After the engine stalls, turn the ignition switch to

OFF position
and diconnect the negative (-) terminal from the
battery.
NOTE: Be sure to reduce the fuel pressure before

disconnecting the fuel feed hose, otherwise fuel will
spill out. 1. Disconnect the fuel feed hose from the delivery
pipe.
CAUTION
Cover the hose connection with a shop towel to
prevent splashing of fuel caused by residual
pressure in the fuel line.
2. Install the Fuel Pressure Gage Adapter (09353-

38000) between the delivery pipe and the fuel
feed hose.
3. Connect the Fuel Pressure Gage Connector

(09353-24000) to the Fuel Pressure Gage
Adapter (09353-38000).
4. Connect the Fuel Pressure Gage and Hose

(09353-24100) to Fuel Pressure Gage Connector
(09353-24000).
5. Connect the fuel feed hose to the Fuel Pressure

Gage Adapter (09353-38000).

Inspect Fuel Leakage On Connection • Observing the declination of the fuel pressure
when the gage reading drops and perform the
1. Connect the battery negative (-) terminal. necessary repairs using the table below.
2. Apply battery voltage to the fuel pump terminal Probable Supected

and activate the fuel pump. With fuel pressure Condition
Cause Area
applied, check that there is no fuel leakage from
the fuel pressure gauge or connection part. Fuel pressure
drops slowly
Injector leak Injector
Fuel Presure Test after engine is
stopped
1. Diconnect the negative (-) terminal from the
battery. Fuel pressure
The check
drops
valve within
2. Connect the fuel pump connector. immediately Fuel Pump
the fuel pump
after engine is
is open
3. Connect the battery negative (-) terminal. stopped
4. Start the engine and measure the fuel pressure at Release The Internal Pressure
idle.
Standard Value: 350 kpa (3.5 kg/, 49.8 psi)
• If the measured fuel pressure differs from the

standard value, perform the necessary repairs
Supected
Condition Probable Cause
Area
Clogged fuel filter Fuel filter
Fuel leak on the

Fuel fuel-pressure
regulator that is 1. Disconnect the fuel pump connector.
Pressure too
low assembled on fuel Fuel Pressure
pump because of Regulator 2. Start the engine and wait until fuel in fuel line is
poor seating of the exhausted.
fuel-pressure
regulator. 3. After the engine stalls, turn the ignition switch to
OFF position and diconnect the negative (-)
Fuel terminal from the battery.
Sticking fuel Fuel Pressure
Pressure too
pressure regulator Regulator
High NOTE: Be sure to reduce the fuel pressure before
disconnecting the fuel feed hose, otherwise fuel will
5. Stop the engine and check for a change in the spill out.
fuel pressure gauge reading.
After engine stops, the gage reading should hold for

about 5 minutes

Remove The Special Service Tool (SST) Injector
And Connect the Fuel Line
Component Location
1. Disconnect the Fuel Pressure Gage and Hose
(09353-24100) from the Fuel Pressure Gage
Connector (09353-24000).
2. Disconnect the Fuel Pressure Gage Connector

(09353-24000) from the Fuel Pressure Gage
Adapter (09353-38000).
3. Disconnect the fuel feed hose from the Fuel

Pressure Gage Adapter (09353-38000).
4. Disconnect the Fuel Pressure Gage Adapter

(09353-38000) from the delivery pipe.
CAUTION
Description
prevent splashing of fuel caused by residual Based on information from various sensors, the
pressure in the fuel line. ECM measures the fuel injection amount. The fuel
injector is a solenoid-operated valve and the fuel
injection amount is controlled by length of time the
5. Conenct the fuel feed hose to the delivery pipe. fuel injector is held open. The ECM controls each
injector by grounding the control circuit. When the
Inspect Fuel Leakage On Connection ECM energizes the injector by grounding the control
circuit, the circuit voltage should be low (theoretically
1. Connect the battery negative (-) terminal. 0V) and the fuel is injected. When the ECM de-
energizes the injector by opening control circuit, the
2. Apply battery voltage to the fuel pump terminal fuel injector is closed and circuit voltage should be
and activate the fuel pump. With fuel pressure peak for a moment.
applied, check that there is no fuel leakage from
the fuel pressure gauge or connection part.
3. If the vehicle is normal, connect the fuel pump

connector.

Specification
Temperature Injector Temperature Injector

(℃) (℉) Resistance(Ω) (℃) (℉) Resistance(Ω)
-20 -4 12.2 ~ 12.3 60 140 16.6 ~ 16.8
0 32 13.3 ~ 13.5 80 176 17.7 ~ 17.9
20 68 14.4 ~ 14.6 100 212 18.8 ~ 19.0
40 104 15.5 ~ 15.7 120 248 19.9 ~ 20.1
Schematic diagram

Injector Inspection Resistance Measurement Between
Terminals
Operation check
Operation Sound Check
1. Disconnect the connector at the injector and

measure the resistance between the two
terminals.
1. Using a stethoscope, check the injectors for a
clicking sound at idle. Check that the sound is Standard value : 14.5 ± 0.35Ω [at 20℃ (68℉)]
produced at shorter intervals as the engine speed
increases. 2. Re-connect the connector to the injector.
NOTE: Ensure that the sound from an adjacent Removal

injector is not being transmitted along the delivery
pipe to an inoperative injector. 1. Release residual pressure from the fuel line to
prevent fuel from spilling.
CAUTION
Cover the hose connection with rags to prevent
splashing of fuel that could be caused by
residual pressure in the fuel line.
2. If a stethoscope is not available, check the

injector operation with your finger. If no vibrations
are felt, check the wiring connector, injector, or
injection signal from ECM.
2. Remove the delivery pipe with the fuel injectors.
CAUTION
Be careful not to drop any injectors when
removing the delivery pipe.
Be aware that fuel may flow out when removing
the injector.

Inspection
1. Measure the resistance of the injectors between
the terminals using an ohmmeter.
Resistance : 14.5 ± 0.35Ω [at 20℃ (68℉)]
4. Be sure the injector turns smoothly.
NOTE: If it does turn smoothly, the O-ring may be

jammed : Remove the injector and re-insert it into
the delivery pipe and recheck.
2. If the resistance is not within specifications,

replace the injector.
Installation
1. Install a new grommet and O-ring to the injector.
2. Apply a coating of solvent, spindle oil or gasoline

to the O-ring of the injector.
3. While turning the injector to the left and right, fit it

on to the delivery pipe.

Fuel Pump
Removal (Including Fuel Filter And Fuel
Pressure Regulator)
1. Release the internal pressure of the fuel lines and

hoses as following :
a. Disconnect the fuel pump assembly harness

4. Remove the fuel pump assembly.
connector (A).
b. Start the engine and wait until fuel in fuel line is

exhausted. After the engine stalls, turn the
ignition switch to OFF position.
c. Disconnect the negative (-) terminal from the

battery.
2. Disconnect the fuel feed line.
CAUTION
prevent splashing of fuel caused by residual
pressure in the fuel line.
3. Unfasten the fuel pump cap (D) counter clock

wise.

Chapter 8. BASIC TROUBLESHOOTING
Preliminary Checks Visual/Physical check
MI-07 systems are equipped with built-in fault Several of the procedures call for a “Careful
diagnostics. Detected system faults can be Visual/Physical Check” which should include:
displayed by the Malfunction Indicator Lamp (MIL)
and are covered in Chapter 9, Advanced • SECM grounds for being clean and tight
Diagnostics. However, items such as fuel level,
plugged fuel lines, clogged fuel filters, and • Vacuum hoses for splits, kinks, and proper
malfunctioning pressure regulators may not set a connection.
fault code and usually can be corrected with the
basic troubleshooting steps described on the • Air leaks at throttle body mounting and intake
following pages. manifold
If engine or drivability problems are encountered • Exhaust system leaks

with your MI-07 system, perform the checks in this
section before referring to Advanced Diagnostics. • Ignition wires for cracking, hardness, proper
routing, and carbon tracking
NOTE: Locating a problem in a propane engine is
done exactly the same as with a gasoline engine. • Wiring for pinches and cuts
Consider all parts of the ignition and mechanical
systems as well as the fuel system. Also check:
Before Starting • Connections to determine that none are loose,

cracked, or missing
1. Determine that the SECM and MIL light are
• Fuel level in vehicle is sufficient
operating. Verify operation by keying on engine
and checking for flash of MIL light. When the
• Fuel is not leaking
ignition key is turned on, the MIL will illuminate
and remain on until the engine is started. Once
• Battery voltage is greater than 11.5 volts
the engine is started, the MIL lamp will go out
unless one or more fault conditions are present. If
• Steering, brakes, and hydraulics are in proper
a detected fault condition exists, the fault or faults
condition and vehicle is safe to operate
will be stored in the memory of the small engine
control module (SECM). Once an active fault
NOTE: The Visual/Physical check is very important,
occurs the MIL will illuminate and remain ON.
as it can often correct a problem without further
This signals the operator that a fault has been
troubleshooting and save valuable time.
detected by the SECM.
2. Determine that there are no diagnostic codes

stored, or there is a diagnostic code but no MIL
light.
G420F(FE) Service Manual 248 Chapter 8. Basic Troubleshooting

Basic Troubleshooting Guide
Customer Problem Analysis Sheet
1. Forklift Information
(I) VIN:
(II) ProductionDate:
(III) Hour meter Reading: (hrs)
2. Symptoms
□ Engine does not turn over □Incomplete combustion

□ Unable to start
□ Initial combustion does not occur
□ Difficult to start □ Engine turns over slowly □ Other_________________

□ Rough idling □ Incorrect idling
□ Poor idling □Unstable idling (High: ______ rpm, Low: ______ rpm)
□ Other__________________________________
□ Soon after starting □ After accelerator pedal depressed
□After accelerator pedal released
□ Engine stall
□ Shifting from N to D-range
□ Other_______________________________________________
□ Poor driving (Surge) □ Knocking □ Poor fuel economy
□ Others
□ Back fire □ After fire □ Other____________________________
3. Environment
□ Constant □ Sometimes (_________________) □ Once only

Problem frequency
□ Other___________________________________________
Weather □ Fine □ Cloudy □ Rainy □ Snowy □ Other__________________
Outdoor temperature Approx._____ ℃/℉
□ Suburbs □ Inner City □ Uphill □ Downhill

Place
□ Rough road □ Other___________________________________
Engine temperature □ Cold □ Warming up □ After warming up □ Any temperature

□ Starting □ Just after starting (____min) □ Idling □ Racing
Engine operation □ Driving □ Constant speed □ Acceleration □ Deceleration
□ Other_____________________________
4. MIL/DTC
MIL (Malfunction Indicator Lamp) □ Remains ON □ Sometimes lights up □ Does not light
DTC □ Normal □ DTC(_______________________________________)

Basic Inspection Procedure 4. Repair or replace the component that has a
problem.
Measuring Condition Of Electronic Parts
Resistance 5. Verify that the problem has disappeared with the
road test.
The measured resistance at high temperature after
vehicle running may be high or low. So all resistance ● SIMULATING VIBRATION
must be measured at ambient temperature (20℃, 68
℉), unless there is any notice. 1) Sensors and Actuators
: Slightly vibrate sensors, actuators or relays
NOTE: The measured resistance in except for with finger.
ambient temperature (20℃, 68℉) is reference value.
WARNING
Intermittent Problem Inspection Procedure
Strong vibration may break sensors, actuators
Sometimes the most difficult case in troubleshooting or relays.
is when a problem symptom occurs but does not
occur again during testing. An example would be if a 2) Connectors and Harness
problem appears only when the vehicle is cold but : Lightly shake the connector and wiring
has not appeared when warm. In this case, harness vertically and then horizontally.
technician should thoroughly make out a
"CUSTOMER PROBLEM ANALYSIS SHEET" and ● Simulating Heat
recreate (simulate) the environment and condition
which occurred when the vehicle was having the 1) Heat components suspected of causing the
issue. malfunction with a hair dryer or other heat
sourre.
WARNING
DO NOT heat components to the point where
they may be damaged.
DO NOT heat the ECM directly.
● Simulating Water Sprinkling
1) Sprinkle water onto vehicle to simulate a rainy

day or a high humidity condition.
WARNING
DO NOT sprinkle water directly into the engine
compartment or electronic components.
● Simulatingelectricalload
1. Clear Diagnostic Trouble Code (DTC).
1) Turn on all electrical systems to simulate
2. Inspect connector connection, and check terminal
excessive electrical loads (Radios, fans, lights,
for poor connections, loose wires, bent, broken or
etc.).
corroded pins, and then verify that the connectors
are always securely fastened.
3. Slightly shake the connector and wiring harness

vertically and horizontally.

Connector Inspection Procedure
Handling of Connector
4. When a tester is used to check for continuity, or to

measure voltage, always insert tester probe from
wire harness side.
1. Never pull on the wiring harness when

disconnecting connectors.
5. Check waterproof connector terminals from the

connector side. Waterproof connectors cannot be
accessed from harness side.
2. When removing the connector with a lock, press
or pull locking lever. NOTE: Use a fine wire to prevent damage to the
terminal. Do not damage the terminal when inserting
the tater lead.
3. Listen for a click when locking connectors. This

sound indicates that they are securely locked.

Checking Point for Connector Wire Harness Inspection Procedure
1. Before removing the wire harness, check the wire

harness position and crimping in order to restore
it correctly.
2. Check whether the wire harness is twisted, pulled

or loosened.
3. Check whether the temperature of the wire

harness is abnormally high.
4. Check whether the wire harness is rotating,

moving or vibrating against the sharp edge of a
part.
1. While the connector is connected:
Hold the connector, check connecting condition 5. Check the connection between the wire harness
and locking efficiency. and any installed part.
2. When the connector is disconnected: 6. If the covering of wire harness is damaged;

Check missed terminal, crimped terminal or secure, repair or replace the harness.
broken core wire by slightly pulling the wire
harness. Visually check for rust, contamination,
deformation and bend.
3. Check terminal tightening condition:

Insert a spare male terminal into a female ter-
minal and then check terminal tightening
conditions.
4. Pull lightly on individual wires to ensure that each

wire is secured in the terminal.
Repair Method of Connector Terminal
1. Clean the contact points using air gun and/or

shop rag.
NOTE: Never uses and paper when polishing the

contact points, otherwise the contact point may be
damaged.
2. In case of abnormal contact pressure, replace the

female terminal.

Electrical Circuit Inspection Procedure normal). To find exact break point, check sub line of
line 1as described in next step.
● Check Open Circuit
b. Disconnect connector (B), and measure for

1. Procedures for Open Circuit resis tance between connector (C) and (B1)
and between (B2) and (A) as shown in [FIG.3].
• Continuity Check In this case the measured resistance between
connector (C) and (B1) is higher than 1㏁ and
• Voltage Check the open circuit is between terminal 1 of
connector (C) and terminal 1 of connector (B1).
If an open circuit occurs (as seen in [FIG.1]), it can
be found by performing Step 2 (Continuity Check) or
Step 3 (Voltage Check Method) as shown below.
2. Continuity Check Method
NOTE: When measuring for resistance, lightly shake

the wire harness above and below or from side to
side.
Specification (Resistance)
1Ω or less → Normal Circuit
1㏁ or Higher → Open Circuit
3. Voltage Check Method
a. With each connector still connected, measure

the voltage between the chassis ground and
terminal1 of each connectors (A), (B) and (C)
as shown in [FIG.4].
The measured voltage of each connector is 5V,

5V and 0V respectively. So the open circuit is
between connector (C) and (B).
a. Disconnect connectors (A), (C) and measure

resistance between connector (A) and (C) as
shown in [FIG.2].
In [FIG.2.] the measured resistance of line1and

2 is higher than 1㏁ and below 1Ω respectively.
Specifically the open circuit is line 1(Line 2 is

● Check Short Circuit
b. Disconnect connector (B), and measure the

resistance between connector (A) and chassis
1. Test Method for Short to Ground Circuit ground, and between (B1) and chassis ground
as shown in [FIG.7].
• Continuity Check with Chassis Ground
The measured resistance between connector (B1)
If short to ground circuit occurs as shown in [FIG.5], and chassis groundis1Ω or less. The short to
the broken point can be found by performing below ground circuit is between terminal 1 of connector (C)
Step 2 (Continuity Check Method with Chassis and terminal 1 of connector (B1).
Ground) as shown below.
2. Continuity Check Method (with Chassis Ground)
NOTE: Lightly shake the wire harness above and

below, or from side to side when measuring the
resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1㏁ or Higher → Normal Circuit
a. Disconnect connectors (A), (C) and measure

for resistance between connector (A) and
Chassis Ground as shown in [FIG.6].
The measured resistance of line 1 and 2 in this

example is below 1Ω and higher than 1㏁
respectively. Specifically the short to ground circuit
is line 1 (Line 2is normal). To find exact broken point,
check the sub line of line1 as described in the
following step.

Symptom Troubleshooting Guide Chart for MPI Gasoline Engine
Engine Is Not Starting
Engine Is Difficult To Start(Cranking OK)

Irregular Idling Or Engine Is Suddenly Stopped

Engine Hesitation Or Insuffient Accelelation


Troubleshooting Guide for MPI Gasoline Engine
• The following number represents inspection order.


Basic Troubleshooting An intermittent “Service Engine Soon” light with no
stored diagnostic code may be caused by:
Intermittents • Ignition coil shortage to ground and arcing at
spark plug wires or plugs
An intermittent fault is the most difficult to
troubleshoot since the MIL flashes on at random,
• MIL light wire to ECM shorted to ground
causing uncertainty in the number of flashes or the
conditions present at the time of the fault. Also, the • SECM grounds (refer to SECM wiring diagrams).
problem may or may not fully turn “ON” the MIL light
or store a code. Check for improper installation of electrical options
such as lights, 2-way radios, accessories, etc.
Therefore, the fault must be present or able to be
recreated in order to locate the problem. If a fault is EST wires should be routed away from spark plug
intermittent, use of diagnostic code charts may wires, distributor wires, distributor housing, coil and
result in the unnecessary replacement of good generator. Wires from SECM to ignition should have
components. a good connection.
Corrective Action
Most intermittent problems are caused by faulty
electrical connections or wiring. Perform careful
visual/physical check for:
• Poor mating of the connector halves or terminal

not fully seated in the connector body (backed
out)
• Improperly formed or damaged terminal. All

connector terminals in problem circuit should be
carefully reformed or replaced to insure proper
contact tension
• Loose connections or broken wires
• Poor terminal to wire connection crimp
If a visual/physical check does not find the cause of

the problem, perform the following:
(1) Drive the vehicle with a voltmeter or “Service”

tool connected to a suspected circuit. Check if
circuit is active and signal is reasonable.
(2) Using the “Service” tool, monitor the input signal

to the SECM to help detect intermittent conditions.
(3) An abnormal voltage, or “Service” reading, when

the problem occurs, indicates the problem may
be in that circuit.
(4) If the wiring and connectors check OK, and a

diagnostic code was stored for a circuit having a
sensor, check sensor.

Surges and/or Stumbles
Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no
change in the acceleration pedal.
Preliminary Checks
Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.
Be sure driver understands vehicle operation as explained in the operator manual.
PROBABLE CAUSE CORRECTIVE ACTION
The fuel management should maintain a stoichiometric air-fuel ratio under all
Oxygen sensor steady state operating conditions following engine warmup. Failure of the Pre-
malfunction catalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with
the MIL lamp or Service Tool.
NOTE: To determine if the condition is caused by a rich or lean system, the

vehicle should be driven at the speed of the complaint. Monitoring pre-catalyst
O2 adapts*, dither valve duty cycle, or mechanical injector pulse width will help
Fuel system malfunction identify problem.
Check fuel supply while condition exists.
Check in-line fuel filter. Replace if dirty or plugged.
Check fuel pressure.
Check for proper ignition voltage output using spark tester.

Check spark plugs.
• Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned
Ignition system electrodes, or heavy deposits.
malfunction • Repair or replace as necessary.
• Check condition of distributor cap, rotor and spark plug wires (where
applicable).
Check ignition timing. Refer to application manual for specs.
Check vacuum lines for kinks or leaks.

Component malfunction
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Check condition of exhaust system.
Exhaust backpressure
Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).
(*) Refer to Table 1 for description of gaseous and liquid O2 adapts.
Related MIL Faults:

Pre-catalyst O2 sensor errors / O2 control errors
Dither valve DC faults / EST faults / ETC faults

Engine Cranking but Will Not Start / Difficult to Start
Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
Preliminary Checks

Be sure driver is using correct method to start engine as explained in operator’s manual. Use “clear flood”
mode during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue
troubleshooting.

Verify “selected” fuel with Service Tool. Make sure fuel select switch
CORRECTIVE ACTION
is in proper position.
Check for LPG vapor from LPG liquid outlet valve on tank.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Liquid valve closed Slowly open liquid valve.
Propane excess flow Reset excess flow valve in LPG tank.
valve closed Close liquid valve. Wait for a “click” sound; slowly open liquid valve.
Remove obstruction from the fuel line.

• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may
escape).
Plugged fuel line
• Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve.
• Leak test.
Repair/replace as required.
Clogged fuel filter
See Chapter 2 Fuel Filter replacement.
Check connection
Faulty vapor connection between the
• Verify no holes in hose.
pressure regulator/converter and the
• Clamps must be tight.
mixer
• Look for kinked, pinched and/or collapsed hose.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 2 Fuel Lock-off.
Pressure regulator/converter Test regulator/converter operation and pressure.
malfunction See Chapter 6 Tests and Adjustments.
Incorrect air/fuel or ignition/spark
See Chapter 8 Advanced Diagnostics.
control
Verify the crankshaft position signal is present
No crankshaft position sensor signal

Engine Cranking but Will Not Start / Difficult to Start (cont’d.)
Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5° greater than or less than ambient air
temperature on a cold engine, check resistance in coolant sensor circuit or
sensor itself. Compare CTS resistance value to “Diagnostic Aids” chart at end
SECM / control system of this section.
malfunction Verify that there is no code for ETC spring check fault.
Check for 0% APP during cranking.
Cycle key ON and OFF and listen for throttle check (movement) on key OFF.
Check for oil pressure switch faults.
Check for sensor “sticking” faults.
Check TPS for stuck binding or a high TPS voltage with the throttle closed.
Check fuel lock off (propane) or fuel pump relay gasoline operation: actuator
should turn “ON” for 2 seconds when ignition is turned “ON”.
Check for contaminated fuel.
Check both gasoline injector and lock off fuses (visually inspect).
Fuel system malfunction
Check propane tank valve & pickup. A faulty
in-tank fuel pump check valve will allow the fuel in the lines to drain back to the
tank after engine is stopped. To check for this condition, perform fuel system
diagnosis.
Check FTV system for proper operation.
Check for proper ignition voltage output with spark tester.

Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
necessary.
Check for:
Ignition system malfunction • Moisture in distributor cap*
• Bare or shorted wires
• Worn distributor shaft/rotor*
• Loose ignition coil ground
• Pickup coil resistance and connections*
(*) Where present
Related MIL Faults:

ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults
Injector faults / Oil pressure faults

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During
Acceleration
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed
down part way. Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle
speeds. Usually most severe when first trying to make vehicle move, as from a stop. May cause engine to stall.
PRELIMINARY CHECKS

Drive vehicle; verify problem exists.
Remove air filter and check for dirt or other means of plugging. Replace if needed.

Check for restricted fuel filter.
Check fuel supply.
Check for clogged fuel filter and repair or replace as required. See Chapter 4
Fuel Filter replacement
Check for plugged fuel line and remove any obstruction from the fuel line:
• Using caution, disconnect the fuel line (some propane may escape).
Fuel system malfunction • Re-connect fuel line.
• Slowly open liquid fuel valve and leak test.
Check for faulty vapor connection between pressure regulator/converter and
mixer:
• Verify that there are no holes in hose.
• Observe that clamps are tight.
Monitor pre-catalyst O2 with Service Tool.
Check for proper pressure regulator operation.
See Chapter 6 Test and Adjustments.
Check for proper air/fuel mixer operation.
Check spark advance for excessive retarded ignition timing. Use Service Tool.
Check secondary voltage using an oscilloscope or a spark tester to check for a
Ignition system malfunction weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During
Acceleration (cont’d.)
Check SECM grounds for cleanliness and secure

connection. See SECM wiring diagrams.
Check alternator output voltage. Repair if less than 9
volts or more than 16 volts.
Check for clogged air filter and clean or replace as
required.
Check exhaust system for possible restriction.
Refer to Chart T-1 on later pages.
Component malfunction Inspect exhaust system for damaged or collapsed
pipes.
• Inspect muffler for heat distress or possible internal
failure.
• Check for possible plugged catalytic converter by
comparing exhaust system backpressure on each
side at engine. Check backpressure by removing
Pre-catalyst O2 sensor and measuring
backpressure with a gauge.
See Chapter 3 Engine Mechanical System.
Engine mechanical Check engine valve timing and compression
Check engine for correct or worn camshaft.
Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults

Detonation / Spark Knock
A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with throttle opening (similar to the sound of hail striking a metal roof).
PRELIMINARY CHECKS

Check for proper fuel level:
• Check for LPG vapor from LPG liquid outlet valve on tank.
• Fill fuel container. Do not exceed 80% of liquid capacity.
Fuel system
malfunction Check fuel pressure.
To determine if the condition is caused by a rich or lean system, the vehicle
should be driven at the speed of the complaint. Monitoring with the Service
tool will help identify problem.
Check for obvious overheating problems:

• Low engine coolant
• Loose water pump belt
• Restricted air flow to radiator, or restricted water flow through radiator
Cooling system malfunction
• Inoperative electric cooling fan
• Correct coolant solution should be a mix of anti-freeze coolant (or
equivalent) and water
• High coolant temperature
Ignition system Check ignition timing. See application manual.

malfunction Check spark module wiring.
Check exhaust backpressure.
Exhaust system malfunction Check for debris clogging the catalyst.
Check that pre-catalyst O2 sensor is functioning.
Check for excessive oil in the combustion chamber and/or blow by from
excessive PCV flow.
Engine mechanical Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults

Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS
Simulate condition by reviewing operation procedure practiced by vehicle operator.

Perform fuel system diagnosis check:
Fuel system • Check for fuel leaks
malfunction • Check for MIL faults
• Check for damaged components
Check proper ignition coil output voltage with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
Ignition system
necessary.
malfunction
Check spark plug wires for crossfire; also inspect distributor cap, spark plug
wires, and proper routing of plug wires.
Check ignition timing. Refer to application manual.
Check compression: look for sticking or leaking valves.
Check intake and exhaust manifold for casting flash and gasket
Engine mechanical
misalignment.
Refer to Chapter 3 Engine Mechanical System.
Related MIL Faults: EST faults / ETC faults / Encoder error

Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned “OFF,“ but runs very roughly. If engine runs smoothly, check
ignition switch and adjustment.
PRELIMINARY CHECKS

Fuel system
Check for fuel leaks or leaking injector.
malfunction
Ignition switching Make sure power to system is shut off when key is in OFF position.
Fuel lock off valve Make sure lock off valve is closing properly.
Ignition system malfunction Check spark advance at idle.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults

Rough, Unstable, Incorrect Idle, or Stalling
Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram
Monitor oxygen feedback to help identify the cause of the problem. If

the system is running lean or if the system is running rich evaluate
further i.e. dither valve duty cycle and injector pulse width.
Check for incorrect minimum idle speed that may be caused by foreign
material accumulation in the throttle bore, on the throttle valve, or on
the throttle shaft.
Fuel system Check that the injectors are clean and functioning.
malfunction Check for liquid fuel in propane pressure regulator hose. If fuel is
present, replace regulator assembly.
The pre-catalyst oxygen (O2) sensor should respond quickly to
different throttle positions. If it does not, then check the pre-catalyst O2
sensor for contamination. If the pre-catalyst O2 sensor is aged or
contaminated, the SECM will not deliver correct amount of fuel,
resulting in a drivability problem.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Ignition system
Check ignition system; wires, plugs, rotor, etc.
malfunction
Test regulator operation and pressure.
LPG pressure regulator malfunction
See Chapter 6 Tests and Adjustments
Air/fuel mixer malfunction Check mixer.
Check throttle for sticking or binding.

Check PCV valve for proper operation by placing finger over inlet hole
in valve end several times. Valve should snap back. If not, replace
valve.
Check alternator output voltage. Repair if less than 9 or more than 16
volts.
Perform a cylinder compression check.
Engine mechanical
See Chapter 3 Engine Mechanical System.

Rough, Unstable, Incorrect Idle, or Stalling (cont’d.)

Reset excess flow valve.
Excess flow valve closed • Close liquid valve.
• Wait for a “click” sound. Slowly open liquid valve.
Repair/replace as required
Clogged fuel filter
See Chapter 4 Fuel Filter Replacement
Remove obstruction from the fuel line.
• Using caution, disconnect the fuel line (some
Plugged fuel line propane may escape).
• Re-connect fuel line.
• Slowly open liquid fuel valve & leak test.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 4 Fuel Lock-Off.
Check connection.
Faulty vapor connection
• Verify no holes in hose.
between the pressure regulator/converter and the
• Clamps must be tight.
mixer
Check level in cooling system:

• Must be full, check coolant strength
• -35°F (-37°C) minimum
Pressure regulator freezes Check coolant hoses.
• Watch for kinks and/or pinched hoses.
• Verify one pressure hose and one return hose.
Test regulator. See Chapter 6

• Between mixer and throttle body
Vacuum leak
• Between throttle body and intake manifold
• Between intake manifold and cylinder head
Related MIL Faults:

EST faults
ETC Sticking fault
Pre-catalyst adapts error

Cuts Out, Misses
Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases,
sometimes above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
PRELIMINARY CHECKS
Check fuel system specifically for plugged fuel filter, low pressure.
Check injector drivers. Disconnect all injector harness connectors. Use
injector test light or equivalent 6-volt test light between the harness terminals
Fuel system
of each connector and observe if light blinks while cranking. If test light fails
malfunction
to blink at any connector, it is a faulty injector drive circuit harness, connec-
tor, or terminal.
Check lock off intermittent connection.
Check dither valve operation.
Check for spark on the suspected cylinder(s) using a shop oscilloscope or

spark tester or equivalent. If no spark, check for intermittent operation or
miss. If there is a spark, remove spark plug(s) in these cylinders and check
for cracks, wear, improper gap, burned electrodes, heavy deposits.
Ignition system
Check spark plug wires by connecting ohmmeter to ends of each wire in
malfunction
question. If meter reads over 30,000 ohms, replace wire(s).
Visually inspect distributor cap, rotor, and wires for moisture, dust, cracks,
burns, etc. Spray cap and plug wires with fine water mist to check for shorts.
Check engine ground wire for looseness or corrosion.
Check for electromagnetic interference (EMI). A missing condition can be

caused by EMI on the reference circuit. EMI can usually be detected by
monitoring engine rpm with Service Tool. A sudden increase in rpm with little
change in actual engine rpm indicates EMI is present. If problem exists,
check routing of secondary wires and check distributor ground circuit.
Check intake and exhaust manifolds for casting flash or gasket leaks.
Perform compression check on questionable cylinders. If compression is low,
repair as necessary.
Engine mechanical Check base engine. Remove rocker covers and check for bent pushrods,
worn rocker arms, broken valve springs, worn camshaft lobes, and valve
timing. Repair as necessary.
Related MIL Faults:

EST faults
ETC Sticking fault

Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell
Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is
noticeably lower than what it has been in the past. Propane fuel smell near vehicle sets off carbon monoxide
sensors.
PRELIMINARY CHECKS

Verify operator complaint: identify operating conditions.
Check operator’s driving habits:
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
Check air cleaner element (filter) for being dirty or plugged.
Visually (physically) check vacuum hoses for splits, kinks, and proper connections as shown on application
manual.
Check for faulty gasoline pressure regulator.

Check for leaking injector.
Fuel system Check that dither valve duty cycle is < 15%.
malfunction Check for too high propane pressure at mixer
(> 1” positive pressure).
Monitor Pre-catalyst O2 sensor with Service Tool.
Check engine coolant level.

Cooling system
Check engine thermostat for faulty part (always open) or for
malfunction
wrong heat range.
Check ignition timing. Refer to application manual.

Check for weak ignition and/or spark control.
Ignition system
Check spark plugs. Remove spark plugs and check for wet
malfunction
plugs, cracks, wear, improper gap, burned electrodes, or heavy
deposits. Repair or replace as necessary.
Check for exhaust system restriction or leaks.

Check induction system and crankcase for air leaks.
Check for clogged air filter; clean or replace as required.
Component malfunction Check FTV for housing cracks or obstructions; repair or replace
as required.
Check for vacuum leak. Check system vacuum hoses from
regulator to FTV and mixer. Repair or replace as required.
Air/fuel mixer malfunction Check mixer.
Pressure regulator malfunction / Test regulator operation and pressure.
fuel pressure too high See Chapter 6 Tests and Adjustments.
Check compression.
Engine mechanical
Refer to Chapter 3 Engine Mechanical System.
Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle
EST faults / Fuel adapt faults / Low coolant temperature

High Idle Speed
Engine idles above the range of 700-1000 rpm.
PRELIMINARY CHECKS
Check all hoses and gaskets for cracking, kinks, or leaks.

Verify that there are no vacuum leaks.
Incorrect idle speed control
See Chapter 8 Advanced Diagnostics & Chapter 6 Tests and
Adjustments
Replace throttle.
Throttle sticking
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Foot pedal sticking or incorrect pedal signal
Verify smooth change of APP reading with pedal movement.
Check for vacuum hose leak.
Engine mechanical Check for PCV malfunction.
Check for defective intake gasket.
Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value

Excessive Exhaust Emissions or Odors
Vehicle has high CO emissions.

NOTE: Excessive odors do not necessarily indicate excessive emissions.
PRELIMINARY CHECKS
Verify that no stored codes exist.
If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.
If the Service tool indicates a very high coolant temperature and the system
is running lean:
Cooling system • Check engine coolant level.
malfunction • Check engine thermostat for faulty part (always open) or for wrong heat
range.
• Check fan operation
If the system is running rich, refer to “Diagnostic Aids” chart on the next
page.
Fuel system If the system is running lean refer to “Diagnostic Aids” chart on the next
malfunction page.
Check for properly installed fuel system components.
Ignition system Check ignition timing. Refer to application manual.

malfunction Check spark plugs, plug wires, and ignition components.

Check for contamination for catalytic converter (look for the removal of fuel
filler neck restrictor).
Check for carbon build-up. Remove carbon with quality engine cleaner.
Follow instructions on label.
Check for plugged PCV valve.
Check for stuck or blocked PCV hose.
Check for fuel in the crankcase.
Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults

Diagnostic Aids for Rich / Lean Operation
SERVICE TOOL ITEM RICH LEAN
Pre-catalyst O2 A/ D counts Consistently > 250 Consistently < 170

Pre-catalyst O2 sensor switching
Always high ADC Always low ADC
between high and low
Trim valve duty cycle > 90% < 10%
Fuel injector pulse width at idle * < 1.0 msec > 8 msec.
• Pre-catalyst O2 sensor failed
Malfunction codes • Pre-catalyst O2 sensor failed rich
lean
Closed loop operation • Pre-catalyst O2 sensor high • Pre-catalyst O2 sensor low
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is
functioning properly. If the sensor is not operating properly the criteria may be reversed.
Rich Operation • Check trim valves for proper operation, replace as

necessary
LP (Trim valve duty cycle>90%)
• Check regulator out pressure, replace if out of
• Inspect hoses from AVV port (port on bottom of spec
mixer) to trim valves and regulator for leaks or
blockages, replace as necessary. Gasoline (Injector Pulse Width>8 msec)
• Inspect in-line orifices for blockages (in wye), • Check system voltage
replace as necessary
• Check fuel pressure
• Check trim valves for proper operation, replace as
necessary • Check injectors for sticking or obstructions
• Check regulator out pressure, replace if out of

spec
• Inspect fuel cone for damage, replace mixer

assembly as necessary Gasoline (Injector Pulse
Width<1.0 msec)
• Check gasoline fuel pressure
• Check injectors for sticking, replace as necessary
Lean Operation
LP (Trim valve duty cycle<10%)
• Check for vacuum leaks, replace hoses, o-rings,

and gaskets as necessary
• Check balance line for blockage, replace as

necessary
• Check vapor hose for restrictions, replace as

necessary

Chart T-1 Restricted Exhaust System 4. Inspect the entire exhaust system for a collapsed
Check pipe, heat distress, or possible internal damage,
split welds, or cracked pipe.
Proper diagnosis for a restricted exhaust system is
essential before replacement of any components. 5. If there are no obvious reasons for the excessive
The following procedures may be used for diagnosis, backpressure, the catalytic converter is restricted
depending upon engine or tool used. and should be replaced using current
recommended procedures.
Check Atpre - Catalystoxygen (O2) Sensor
1. Carefully remove pre-catalyst oxygen (O2) sensor.
2. Install exhaust backpressure tester or equivalent

in place of O2 sensor using Snap-On P/N
EEVPV311A kit and YA8661 adapter or Mac tool
(see illustration).
3. After completing test described below, be sure to

coat threads of O2 sensor with anti-seize
compound prior to re-installation.
Illustration Notes
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold
Diagnosis:
1. With the engine idling at normal operating

temperature, observe the exhaust system
backpressure reading on the gage. Reading
should not exceed 1.25 psig (8.61 kPa).
2. Increase engine speed to 2000 rpm and observe

gage. Reading should not exceed 3 psig (20.68
kPa).
3. If the backpressure at either speed exceeds

specification, a restricted exhaust system is
indicated.

Chapter 9. ADVANCED DIAGNOSTICS
MI-07 systems are equipped with built-in fault Clearing Fault (DFC) Codes
diagnostics. Detected system faults can be
displayed by the Malfunction Indicator Lamp (MIL) To clear the stored fault codes from SECM memory
as Diagnostic Fault Codes (DFC) or flash codes, you must complete the reset fault pedal maneuver.
and viewed in detail with the use of the Service Tool
software. When the ignition key is turned on, the MIL
will illuminate and remain on until the engine is
started. Once the engine is started, the MIL lamp will CAUTION
go out unless one or more fault conditions are Once the fault list is cleared it cannot be
present. If a detected fault condition exists, the fault restored.
or faults will be stored in the memory of the small
engine control module (SECM). Once an active fault
occurs the MIL will illuminate and remain ON. This First turn OFF the ignition key. Now turn ON the key
signals the operator that a fault has been detected but do not start the engine. As soon as you turn the
by the SECM. key to the ON position you must cycle the foot pedal
by depressing it to the floor and then fully releasing
the pedal (pedal maneuver). You must fully cycle the
Reading Diagnostic Fault Codes foot pedal ten (10) times within five (5) seconds to
clear the fault code list of the SECM. Simply turn the
All MI-07 fault codes are three-digit codes. When the
key OFF to exit the reset mode. The code list is now
fault codes are retrieved (displayed) the MIL will
clear and the SECM will begin storing new fault
flash for each digit with a short pause (0.5 seconds)
codes as they occur.
between digits and a long pause (1.2 seconds)
between fault codes. A code 12 is displayed at the
end of the code list.
EXAMPLE : A code 461 (ETCSticking) has been

detected and the engine has shut down and the MIL
has remained ON. When the codes are displayed
the MIL will flash four times (4), pause, then flash six
times (6), pause, then flash one time (1) This
identifies a four sixty one (461), which is the
ETCSticking fault. If any additional faults were
stored, the SECM would again have a long pause,
then display the next fault by flashing each digit.
Since no other faults were stored there will be a long
pause then one flash (1), pause, then two flashes
(2). This identifies a twelve, signifying the end of the
fault list. This list will then repeat.
Displaying Fault Codes (DFC)

from SECM Memory
To enter code display mode you must turn OFF the
ignition key. Now turn ON the key but do not start
the engine. As soon as you turn the key to the ON
position you must cycle the foot pedal by depressing
it to the floor and then fully releasing the pedal
(pedal maneuver). You must fully cycle the foot
pedal three (3) times within five (5) seconds to
enable the display codes feature of the SECM.
Simply turn the key OFF to exit display mode. The
code list will continue to repeat until the key is
turned OFF.
G420F(FE) Service Manual 277 Chapter 9. Advanced Diagnostics

Fault Action Descriptions Fault List Definitions
Each fault detected by the SECM is stored in All the analog sensors in the MI-07 system have
memory (FIFO) and has a specific action or result input sensor range faults. These are the coolant
that takes place. Listed below are the descriptions of temperature sensor, fuel temperature sensor,
each fault action. throttle position sensors, pedal position sensors,
manifold pressure sensor, HEGO sensors, and
Engine Shutdown: The most severe action is an intake air temperature sensor. Signals to these
Engine Shutdown. The MIL will light and the engine sensors are converted into digital counts by the
will immediately shutdown, stopping spark, closing SECM. A low/high range sensor fault is normally set
the fuel lock-off closing, and turning off the fuel when the converted digital counts reach the
pump and fuel injectors. minimum of 0 or the maximum of 1024 (1024 = 5.0
Vdc with ~ 204 counts per volt).
Delayed Engine Shutdown: Some faults, such as
low oil pressure, will cause the MIL to illuminate for
30 seconds and then shut down the engine.
Cut Throttle: The throttle moves to its default

position. The engine will run at idle but will not
accelerate.
Cut Fuel: Fuel flow will be turned off.
Turn on MIL: The MIL will light by an active low

signal provided by the SECM, indicating a fault
condition. May illuminate with no other action or may
be combined with other actions, depending on which
fault is active.
Additionally, the SECM includes software to learn
Soft Rev Limit / Medium Rev Limit / Hard Rev the actual range of the pedal position and throttle
Limit: System will follow various sequences to bring position sensors in order to take full advantage of
engine speed back to acceptable levels. the sensor range. Faults are set if the learned
values are outside of the normal expected range of
Level4 Power Limit / Level3 Power Limit / Level2 the sensor (e.g. APP1AdaptLoMin).
Power Limit / Level1 Power Limit: The maximum
engine power output will be limited to one of four
possible levels. The engine power is calculated from
measured engine parameters (e.g. MAP, rpm, fuel
flow, etc).
Disable Gas O2 Control: In LPG mode, closed loop

correction of air fuel ratio based on the Pre-catalyst
O2 sensor is disabled.
Disable Liquid O2 Control: In Gasoline mode,

closed loop correction of air fuel ratio based on the
Pre-catalyst O2 sensor is disabled.

Table 1. Fault List Definitions
CODE
FAULT DESCRIPTION
(MI04 CODE)
Learned full pedal end of APP1 sensor range higher than 641
APP1AdaptHiMax
expected (64)
APP1AdaptHiMin Learned full pedal end of APP1 sensor range lowe 651
APP1AdaptLoMax than expected 661
Learned idle end of APP1 sensor range higher than 631

APP1AdaptLoMin
expected (63)
Learned idle end of APP1 sensor range lower than 621

APP1RangeHigh
expected (62)
APP1 sensor voltage out of range high, normally set if the

611
APP1RangeLow APP1 signal has shorted to power or the ground for the
(61)
sensor has opened
APP1 sensor voltage out of range low, normally set if the
642
APP2AdaptHiMax APP1 signal has shorted to ground, circuit has opened or
(68)
sensor has failed

Table 1. Fault List Definitions (cont’d.)
CODE
FAULT DESCRIPTION
(MI04 CODE)
Learned full pedal end of APP2 sensor range lower than
APP2AdaptHiMin 652
expected
Learned idle end of APP2 sensor range higher than

APP2AdaptLoMax 662
expected
Learned idle end of APP2 sensor range lower than 632

APP2AdaptLoMin
expected (67)
APP2 sensor voltage out of range high, normally set if the

622
APP2RangeHigh APP2 signal has shorted to power or the ground for the
(66)
sensor has opened
APP2 sensor voltage out of range low, normally set if the
612
APP2RangeLow APP2 signal has shorted to ground, circuit has opened or
(65)
sensor has failed
APP position sensors do no not track well, intermittent 691

APP_Sensors_Conflict
connections to APP or defective pedal assembly (69)
No CAM signal when engine is known to be rotating, broken

CamEdgesFault 191
CAM sensor leads or defective CAM sensor
Loss of synchronization on the CAM sensor, normally due

CamSyncFault to noise on the signal or an intermittent connection on the 192
CAM sensor
No crankshaft signal when engine is known to be rotating,

CrankEdgesFault 193
broken crankshaft sensor leads or defective crank sensor
Loss of synchronization on the crankshaft sensor, normally

CrankSyncFault due to noise on the signal or an intermittent connection on 194
the crankshaft sensor
Engine Coolant Temperature is High. The sensor has
161
ECTOverTempFault measured an excessive coolant temperature typically due to
(16)
the engine overheating.
Engine Coolant Temperature Sensor Input is High. Normally
151
ECTRangeHigh set if coolant sensor wire has been disconnected or circuit
(15)
has opened to the SECM.

CODE
FAULT DESCRIPTION
(MI04 CODE)
Engine Coolant Temperature Sensor Input is Low. Normally
141
ECTRangeLow set if the coolant sensor wire has shorted to chassis ground
(14)
or the sensor has failed.
ECT_IR_Fault Engine Coolant Temperature not changing as expected 171
EST1 output open, possibly open EST1 signal or defective 421

EST1_Open
spark module (42)
EST1 output shorted high or low, EST1 signal shorted to

EST1_Short 431
ground or power or defective spark module
EST2 output open, possibly open EST2 signal or defective

EST2_Open 422
spark module

EST2_Short 432

EST3_Open 423
spark module

EST3_Short 433

EST4_Open 424
spark module

EST4_Short 434

EST5_Open 425
spark module

EST5_Short 435

EST6_Open 426
spark module

EST6_Short 436

EST7_Open 427
spark module

CODE
FAULT DESCRIPTION
(MI04 CODE)
EST7 output shorted high or low, EST7 signal shorted to ground

EST7_Short 437
or power or defective spark module
EST8 output open, possibly open EST8 signal or defective spark

EST8_Open 428
module
EST8 output shorted high or low, EST8 signal shorted to ground

EST8_Short 438
or power or defective spark module
Electronic Throttle Control Spring Return Test has Failed. The

SECM will perform a safety test of the throttle return spring
following engine shutdown. If this spring has become weak the
481
ETCSpringTest throttle will fail the test and set the fault.
(28)
NOTE: Throttle assembly is not a serviceable item and can only
be repaired by replacing the DV-EV throttle assembly.
Electronic Throttle Control Driver has failed. Normally set if either

ETC_Open_Fault of the ETC driver signals have opened or become disconnected, 471
electronic throttle or SECM is defective.
Electronic Throttle Control is Sticking. This can occur if the

throttle plate (butterfly valve) inside the throttle bore is sticking.
The plate sticking can be due to some type of obstruction; a
461
ETC_Sticking loose throttle plate or worn components shaft bearings.
(26)
NOTE: Throttle assembly is not a serviceable item and can only
be repaired by replacing the DV-EV throttle assembly.
Conflict in fuel select signals, normally set if one or both of the

FuelSelectConflict 181
fuel select signals are shorted to ground
Fuel Temperature Sensor Input is High. Normally set if the fuel

FuelTempRangeHigh temperature sensor wire has been disconnected or the circuit 932

CODE
FAULT DESCRIPTION
(MI04 CODE)
Fuel Temperature Sensor Input is Low. Normally set if the fuel
FuelTempRangeLow temperature sensor wire has shorted to chassis ground or the 931
sensor has failed.
731
GasFuelAdaptRangeHi In LPG mode, system had to adapt lean more than expected
(73)
721
GasFuelAdaptRangeLo In LPG mode, system had to adapt rich more than expected
(72)
Pre-catalyst O2 sensor indicates extended lean operation on
GasO2FailedLean 751
LPG
Pre-catalyst O2 sensor indicates extended rich operation on 771

GasO2FailedRich
LPG (77)
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor 741

GasO2NotActive
signal or heater leads, defective O2 sensor, or defective FTVs (74)
Post-catalyst O2 sensor control on LPG has reached rich limit

and sensor still reads to lean. This could be caused by oxygen
leak before or just after sensor, catalyst failure, sensor failure,
GasPostO2FailedRich 772
or wiring/relay failure causing the sensor to not be properly
heated. If any Pre-O2 sensor faults are set, diagnose these
first and after correcting these faults recheck if this fault sets.
Post-catalyst O2 sensor control on LPG has reached lean limit

and sensor still reads to rich. This could be caused by catalyst
failure, sensor failure, or wiring/relay failure causing the
GasPostO2FailedLean 752
sensor to not be properly heated. If any Pre-O2 sensor faults
are set diagnose, these first and after correcting these faults
recheck if this fault sets.
Post-catalyst O2 sensor control on LPG has sensed the O2

sensor is not responding as expected. If any Pre-O2 sensor
faults are set diagnose these first and after correcting these
GasPostO2Inactive faults recheck if this fault sets. Possible causes for this fault 742
are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay
is disconnected or failed.
Reserved for Future Use 743

CODE
FAULT DESCRIPTION
(MI04 CODE)
(Electronic Throttle Control Driver has Failed) Indeterminate
fault on Hbridge driver for Electronic Throttle Control. 491
HbridgeFault_ETC
Possibly either ETC+ or ETC- driver signals have been (29)
shorted to ground
Engine speed has exceeded the third level (3 of 3) of 571

HardOverspeed
overspeed protection (57)
Intake Air Temperature Sensor Input is High normally set if

the IAT temperature sensor wire has been disconnected, the 381
IATRangeHigh
circuit has opened to the SECM, or a short to Vbatt has (38)
occurred.
Intake Air Temperature Sensor Input is Low normally set if
371
IATRangeLow the IAT temperature sensor wire has shorted to chassis
(37)
ground or the sensor has failed.
IAT_IR_Fault Intake Air Temperature not changing as expected 391
Gasoline Injector 1 open circuit, broken injector 1 wire or

Inj1Open 131
defective injector

Inj2Open 132
defective injector

Inj3Open 133
defective injector

Inj4Open 134
defective injector

Inj5Open 135
defective injector

Inj6Open 136
defective injector

Inj7Open 137
defective injector

Inj8Open 138
defective injector
Cold Start Valve Fault, signal has opened or shorted to

LSDFault_CSValve 713
ground or power or defective cold start valve

CODE
FAULT DESCRIPTION
(MI04 CODE)
Check Engine Lamp Fault, signal has opened or shorted to
LSDFault_CheckEngine 714
ground or power or defective check engine lamp
Crank Disable Fault, signal has opened or shorted to ground or

LSDFault_CrankDisable 715
power or defective crank disable relay
Dither Valve 1 Fault, signal has opened or shorted to ground or 711

LSDFault_Dither1
power or defective dither 1 valve (71)
Dither Valve 2 Fault, signal has opened or shorted to ground or

LSDFault_Dither2 712
power or defective dither 2 valve
Fuel Pump Fault, signal has opened or shorted to ground or

LSDFault_FuelPump 716
power or defective fuel pump
Fuel lock off Valve Fault, signal has opened or shorted to ground
LSDFault_LockOff 717
or power or defective Fuel lock off valve
Malfunction Indicator Lamp Fault, signal has opened or shorted

LSDFault_MIL 718
to ground or power or defective MIL lamp
LiqFuelAdaptRangeHi In Gasoline mode, system had to adapt rich more than expected 821
LiqFuelAdaptRangeLow In Gasoline mode, system had to adapt lean more than expected 831
Pre-catalyst O2 sensor indicates extended lean operation on

LiqO2FailedLean 851
gasoline
Pre-catalyst O2 sensor indicates extended rich operation on

LiqO2FailedRich 871
gasoline
Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor

LiqO2NotActive 841
signal or heater leads, defective O2 sensor
Post-catalyst O2 sensor control on gasoline has reached rich

limit and sensor still reads to lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
LiqPostO2FailedRich failure, or wiring/relay failure causing the sensor to not be 872
properly heated. If any Pre-O2 sensor faults are set, diagnose
these first and after correcting these faults recheck if this fault
sets.
Post catalyst O2 sensor control on gasoline has reached lean

limit and sensor still reads to rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing the
LiqPostO2FailedLean 852
sensor to not be properly heated. If any Pre O2 sensor faults are
set, diagnose these first and after correcting these faults recheck
if this fault sets.

CODE
FAULT DESCRIPTION
(MI04 CODE)
Post-catalyst O2 sensor control on gasoline has sensed the
O2 sensor is not responding as expected. If any Pre-O2
sensor faults are set, diagnose these first and after correcting
LiqPostO2Inactive these faults recheck if this fault sets. Possible causes for this 842
fault are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay
is disconnected or failed.
Reserved 843
521
LowOilPressureFault Low engine oil pressure
(52)
Manifold Absolute Pressure Sensor Input is High, normally set
if the TMAP pressure signal wire has become shorted to
MAPRangeHigh 342
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.
Manifold Absolute Pressure Sensor Input is Low, normally set

MAPRangeLow if the TMAP pressure signal wire has been disconnected or 332
shorted to ground or the circuit has opened to the SECM
Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to 341
MAPTimeRangeHigh
power, shorted to the IAT signal, the TMAP has failed or the (34)
SECM has failed
Manifold Absolute Pressure Sensor Input is Low, normally set
331
MAPTimeRangeLow if the TMAP pressure signal wire has been disconnected or
(33)
shorted to ground or the circuit has opened to the SECM
MAP_IR_HI MAP sensor indicates higher pressure than expected 351
MAP_IR_LO MAP sensor indicates lower pressure than expected 352
MAP_STICKING MAP sensor not changing as expected 353
MediumOverspeed Engine speed has exceeded the second level (2 of 3) of

572
overspeed protection
Pre -catalyst O2 sensor voltage out of range high, sensor

O2RangeHigh 921
signal shorted to power
Pre-catalyst O2 sensor voltage out of range low, sensor signal

O2RangeLow 911
shorted to ground
Post-catalyst O2 sensor voltage out of range high, sensor

O2_PostCatRangeHigh 922
signal shorted to voltage source (5V or battery)
Post -catalyst O2 sensor voltage out of range low, sensor

O2_PostCatRangeLow 912
signal shorted to ground
561
SensVoltRangeHigh Sensor reference voltage XDRP too high
(56)

CODE
FAULT DESCRIPTION
(MI04 CODE)
551
SensVoltRangeLow Sensor reference voltage XDRP too low
(55)
ServiceFault1 Service Interval 1 has been reached 991
Service Interval 4 has been reached—time to replace HEGO

ServiceFault4 994
sensors
Service Interval 5 has been reached—time to replace
ServiceFault5 995
engine timing belt
Engine speed has exceeded first level (1 of 3) of overspeed
SoftOverspeed 573
protection
Learned WOT end of TPS1 sensor range lower than
TPS1AdaptHiMin 271
expected
541
SysVoltRangeHigh System voltage too high
(54)
531
SysVoltRangeLow System voltage too low
(53)
Learned WOT end of TPS1 sensor range higher than 251
TPS1AdaptHiMax
expected (25)
TPS1AdaptHiMin 271
expected
Learned closed throttle end of TPS1 sensor range higher
TPS1AdaptLoMax 281
than expected
Learned closed throttle end of TPS1 sensor range lower than 241
TPS1AdaptLoMin
expected (24)
TPS1 sensor voltage out of range high, normally set if the
231
TPS1RangeHigh TPS1 signal has shorted to power or ground for the sensor
(23)
has opened
TPS1 sensor voltage out of range low, normally set if TPS1
221
TPS1RangeLow signal has shorted to ground, circuit has opened or sensor
(22)
has failed
Learned WOT end of TPS2 sensor range higher than
TPS2AdaptHiMax 252
expected
TPS2AdaptHiMin 272
expected
Learned closed throttle end of TPS2 sensor range higher
TPS2AdaptLoMax 282
than expected
Learned closed throttle end of TPS2 sensor range lower than
TPS2AdaptLoMin 242
expected
TPS2 sensor voltage out of range high, normally set if the
TPS2RangeHigh TPS2 signal has shorted to power or ground for the sensor 232
has opened

CODE
FAULT DESCRIPTION (MI04 CODE)
TPS2 sensor voltage out of range low, normally set if TPS2

TPS2RangeLow signal has shorted to ground, circuit has opened or sensor 222
has failed
TPS sensors differ by more than expected amount.

TPS_Sensors_Conflict 291
NOTE: The TPS is not a serviceable item and can only be
repaired by replacing the DV-EV throttle assembly
TransOilTemp Excessive transmission oil temperature 933

Table 2. Diagnostic Fault Codes (Flash Codes)
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION*
FIRST CHECK
NONE
None, used as end of the fault list
12 Signifies the end of one pass NONE
identification
through the fault list
Check INJ1 wiring for an open circuit
Inj1Open
SECM (Signal) A5 to Injector 1 Pin A
Gasoline Injector 1 open
131 TurnOnMil Switched 12V to Injector 1 Pin B Check
circuit, broken injector 1 wire
Injector 1 Resistance, 12 to14 ohms
or defective injector
(cold)
Inj2Open
(cold)
Inj3Open
(cold)
Inj4Open
134 TurnOnMil SECM (Signal) A7 to Injector 4 Pin A
Switched 12V to Injector 4 Pin B
Inj5Open
135 Gasoline Injector 5 open
None N/A
Not Used circuit, broken injector 5 wire
Inj6Open
None N/A
Inj7Open
None N/A
Inj8Open
None N/A
ECTRangeLow Check ECT sensor connector and
141
Coolant Sensor failure or TurnOnMil wiring for a short to GND
(14)
shorted to GND SECM (Signal) Pin B15 To ECT Pin 3
Check if ECT sensor connector is
(1) TurnOnMil disconnected or for an open ECT
ECTRangeHigh
151 (2) Delayed Engine circuit
Coolant sensor disconnected
(15) Shutdown SECM (Signal) Pin B15 to ECT Pin 3
or open circuit
(3) CheckEngineLight SECM (Sensor GND) Pin B1 to
ECT Pin 1
(*) Fault actions shown are default values specified by the OEM.

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d.
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Check coolant system for radiator

ECTOverTempFault
blockage, proper coolant level and for
Engine coolant temperature
(1) TurnOnMil leaks in the system. Possible ECT
is high. The sensor has
161 (2) DelayedEngine short to GND, check ECT signal wiring
measured an excessive
(16) Shutdown SECM (Signal) Pin B15 to ECT Pin 3
coolant temperature typically
(3) CheckEngineLight SECM (Sensor GND) Pin B1 to ECT
due to the engine
Pin 1 SECM (System GND) Pin A16,
overheating.
B17 Check regulator for coolant leaks
ECT_IR_Fault
Check for coolant system problems,
171 Engine coolant temperature None
e.g. defective or stuck thermostat
not changing as expected
FuelSelectConflict Check fuel select switch connection for

Conflict in fuel select signals, a short to GND
181 normally set if both of the fuel TurnOnMil SECM (SIGNAL) Pin A12
select signals are shorted to SECM (SIGNAL) Pin A15
ground SECM (Sensor GND) Pin B1
CamEdgesFault Check CAM sensor connections SECM

No CAM signal when engine (SIGNAL) Pin B10 to CAM sensor Pin
is known to be rotating, 2 SECM (Sensor GND) Pin B1 to CAM
191 None
broken crankshaft sensor sensor Pin 3 Switched 12V to CAM
leads or defective CAM sensor Pin 1 Check for defective CAM
sensor sensor
Check CAM sensor connections

CamSyncFault
SECM (SIGNAL) Pin B10 to CAM
Loss of synchronization on
sensor Pin 2
the CAM sensor, normally
192 None SECM (Sensor GND) Pin B1 to CAM
due to noise on the signal or
sensor Pin 3 Switched 12V to CAM
an intermittent connection on
sensor Pin 1 Check for defective CAM
the CAM sensor
sensor
Check Crankshaft sensor connections
CrankEdgesFault
SECM (SIGNAL) Pin B5 to Crank
No crankshaft signal when
sensor Pin 3
engine is known to be
193 None SECM (Sensor GND) PIN B1 to Crank
rotating, broken crankshaft
sensor Pin 2 Switched 12V to Crank
sensor leads or defective
sensor Pin 1 Check for defective Crank
crank sensor
sensor
CrankSyncFault Check Crankshaft sensor connections
Loss of synchronization on SECM (SIGNAL) Pin B5 to Crank
the crankshaft sensor, sensor Pin 3
194 normally due to noise on the None SECM (Sensor GND) Pin B1 to Crank
signal or an intermittent sensor Pin 2 Switched 12V to Crank
connection on the crankshaft sensor Pin 1 Check for defective Crank
sensor sensor

FAULT CORRECTIVE ACTION

DFC PROBABLE FAULT
ACTION * FIRST CHECK
Check throttle connector connection and
TPS1RangeLow
TPS1 sensor for an open circuit or short to
TPS1 sensor voltage out of range
221 GND
low, normally set if the TPS1 signal TurnOnMil
(22) SECM Pin B23 (signal) to ETC Pin 6 SECM
has shorted to ground, circuit has
Pin B1 (sensor GND) to ETC Pin 2
opened or sensor has failed
SECM (system GND) Pin A16, B17
Check throttle connector connection and
TPS2RangeLow
TPS2 sensor for an open circuit or short to
GND
222 low, normally set if the TPS2 signal TurnOnMil
SECM Pin B4 (signal) to ETC Pin 5
has shorted to ground, circuit has
SECM Pin B1 (sensor GND) to ETC Pin 2
opened or sensor has failed
SECM (system GND) Pin A16, B17
TPS1RangeHigh
Check throttle connector and TPS1 sensor
231 wiring for a shorted circuit
high, normally set if the TPS1 TurnOnMil
(23) SECM Pin B23 (signal) to ETC Pin 6 SECM
signal has shorted to power or the
Pin B1 (sensor GND) to ETC Pin 2
ground for the sensor has opened
TPS2RangeHigh
Check throttle connector and TPS1 sensor
wiring for a shorted circuit
232 high, normally set if the TPS2 TurnOnMil
SECM Pin B4 (signal) to ETC Pin 5
SECM pin B1 (sensor GND) to ETC Pin 2
Check the throttle connector and pins for
corrosion.
TPS1AdaptLoMin To check the TPS disconnect the throttle
241 Learned closed throttle end of connector and measure the resistance from:
None
(24) TPS1 sensor range lower than TPS Pin 2 (GND) to
expected Pin 6 (TPS1 SIGNAL) (0.7Ω ± 30%)
TPS Pin 3 (PWR) to
Pin 6 (TPS1 SIGNAL) (1.4Ω ± 30%)
Check the throttle connector and pins for
corrosion.
TPS2AdaptLoMin To check the TPS disconnect the throttle
Learned closed throttle end of connector and measure the resistance from:
242 None
TPS2 sensor range lower than TPS Pin 2 (GND) to
expected Pin 5 (TPS2 SIGNAL) (1.3KΩ ± 30%)
TPS PIN 3 (PWR) to
PIN 5 (TPS2 SIGNAL) (0.6KΩ ± 30%)
TPS1AdaptHiMax
251
Learned WOT end of TPS1 sensor None N/A
(25)
range higher than expected
TPS2AdaptHiMax
252 Learned WOT end of TPS2 sensor None N/A
TPS1AdaptHiMin
271 Learned WOT end of TPS1 sensor None N/A
range lower than expected

CORRECTIVE ACTION
FIRST CHECK
TPS2AdaptHiMin
Learned WOT end of TPS2
272 None N/A
sensor range lower than
expected
TPS1AdaptLoMax
Learned closed throttle end
281 None N/A
of TPS1 sensor range higher
than expected
TPS2AdaptLoMax
Learned closed throttle end
282 None N/A
of TPS2 sensor range higher
than expected
TPS_Sensors_Conflict
TPS sensors differ by more
than expected amount
(1) TurnOnMil
291 NOTE: The TPS is not a Perform checks for DFCs 241 & 242
(2) Engine Shutdown
serviceable item and can
only be repaired by replacing
the DV-EV throttle assembly.
Check TMAP connector and MAP
signal wiring for an open circuit TMAP
Pin 4 to SECM Pin B18 (signal)
MAPTimeRangeLow TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure GND)
sensor input is low, normally TMAP Pin 3 to SECM Pin B24 (XDRP
331 set if the TMAP pressure +5 Vdc)
None
(33) signal wire has been Check the MAP sensor by
disconnected or shorted to disconnecting the TMAP connector and
ground or the circuit has measuring at the sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure
signal KPA) (2.4kΩ - 8.2k)
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4kΩ - 8.2k)

signal wiring for an open circuit TMAP
Pin 4 to SECM Pin B18 (signal)
MAPRangeLow TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure GND)
sensor input is low, normally TMAP Pin 3 to SECM Pin B24
(1) TurnOnMil
set if the TMAP pressure (XDRP +5 Vdc)
332
signal wire has been Check the MAP sensor by disconnect-
(2) CutThrottle
disconnected or shorted to ing the TMAP connector and
ground or the circuit has measuring at the sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure
signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4k Ω- 8.2kΩ)


DFC PROBABLE FAULT
signal wiring for a shorted circuit
MAPTimeRangeHigh TMAP Pin 4 to SECM Pin B18 (signal)
Manifold Absolute Pressure TMAP Pin 1 to SECM Pin B1 (sensor
Sensor Input is High, GND)
normally set if the TMAP TMAP Pin 3 to SECM Pin B24 (XDRP
341
pressure signal wire has None +5 Vdc) Check the MAP sensor by
(34)
become shorted to power, disconnecting the TMAP connector and
shorted to the IAT signal, the measuring at the sensor:
TMAP has failed or the TMAP Pin 1(GND) to Pin 4 (pressure
SECM has failed. signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4kΩ - 8.2kΩ)
signal wiring for a shorted circuit
TMAP Pin 4 to SECM Pin B18 (signal)
MAPRangeHigh
TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure
GND)
Sensor Input is High,
TMAP Pin 3 to SECM Pin B24 (XDRP
normally set if the TMAP
(1) TurnOnMil +5 Vdc)
342 pressure signal wire has
(2) CutThrottle Check the MAP sensor by
become shorted to power,
disconnecting the TMAP connector and
shorted to the IAT signal, the
measuring at the sensor:
TMAP has failed or the
TMAP Pin 1(GND) to Pin 4 (pressure
SECM has failed
signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4kΩ - 8.2kΩ)
MAP_IR_HI Check for vacuum leaks. Check that
351 MAP sensor indicates higher None TMAP sensor is mounted properly.
pressure than expected Possible defective TMAP sensor.
MAP_IR_LO
352 MAP sensor indicates lower None Possible defective TMAP sensor.
pressure than expected
MAP_STICKING Check that TMAP sensor is mounted
353 MAP sensor not changing as None properly. Possible defective TMAP
expected sensor.
Check TMAP connector and IAT signal
IATRangeLow
Intake Air Temperature
Sensor Input is Low normally
371 GND)
set if the IAT temperature TurnOnMil
(37) To check the IAT sensor of the TMAP
sensor wire has shorted to
disconnect the TMAP connector and
chassis ground or the sensor
measure the IAT resistance
has failed.
Resistance is approx 2400 ohms at
room temperature.

CORRECTIVE ACTION,
FIRST CHECK
Check TMAP connector and IAT signal
IATRangeHigh
Intake Air Temperature
Sensor Input is High normally
381 GND)
set if the IAT temperature TurnOnMil
(38) To check the IAT sensor of the TMAP
sensor wire has been
disconnect the TMAP connector and
disconnected or the circuit
measure the IAT resistance Resistance
is approx 2400 ohms at room
temperature.
IAT_IR_Fault Check connections to TMAP sensor.
391 Intake Air Temperature not None Check that TMAP sensor is properly
changing as expected mounted to manifold.
Check coil driver wiring and connector
for open circuit
SECM Pin A9 (EST1) to OEM ignition
EST1_Open EST1 system. See application note.
output open, possibly open Verify GND on ignition module Pin A
421 TurnOnMil
EST1 signal or defective (of both connectors)
spark module Verify +12 Vdc on ignition module Pin
B (of both connectors)
Refer to application manual for specific
engine details
for open circuit SECM Pin A10 (EST2)
to OEM ignition system.
EST2_Open EST2 See application note. Verify GND on
output open, possibly open ignition module Pin A (of both
422 TurnOnMil
EST2 signal or defective connectors)
engine details.

for open circuit
EST3_Open EST3 system. See application note.
output open, possibly open Verify GND on ignition module Pin A
423 TurnOnMi
EST3 signal or defective (of both connectors)
engine details.


DFC PROBABLE FAULT
for open circuit
system.
EST4_Open EST4
See application manual. Verify GND on
output open, possibly open
424 TurnOnMil ignition module Pin A (of both
EST4 signal or defective
connectors)
spark module
Verify +12 Vdc on ignition module Pin
engine details.
EST5_Open EST5
425 None N/A
spark module
EST6_Open EST6
426 None N/A
spark module
EST7_Open EST7
427 None N/A
spark module
EST8_Open EST8
428 None N/A
spark module

for shorts
SECM Pin A9 (EST1) to ignition
EST1_Short EST1
module Pin D (4-pin connector)
output shorted high or low,
Verify GND on ignition module Pin A
431 EST1 signal shorted to TurnOnMil
(of both connectors) Verify +12
ground or power or defective
Vdc on ignition module Pin B (of both
spark module
connectors)
engine details.


DFC PROBABLE FAULT
for shorts
EST2_Short EST2
(of both connectors)
spark module
engine details.

for shorts
EST3_Short EST3
(of both connectors) Verify +12 Vdc on
ignition module
spark module
Pin B (of both connectors) Refer to
application manual for specific engine
details.

for shorts
EST4_Short EST4
(of both connectors)
spark module
engine details.
EST5_Short EST5
435 EST5 signal shorted to None N/A
spark module
EST6_Short EST6
436 EST6 signal shorted to None N/A
spark module

CORRECTIVE ACTION FIRST

CHECK
EST7_Short
EST7 output shorted high or low,
437 None N/A
EST7 signal shorted to ground or
power or defective spark module
EST8_Short
EST8 output shorted high or low,
438 None N/A
EST8 signal shorted to ground or
power or defective spark module
Check for debris or obstructions
ETC_Sticking
inside the throttle body
Electronic Throttle Control is
Check throttle-plate shaft for bearing
sticking. This can occur if the
wear
throttle plate (butterfly valve)
Check the ETC driver wiring for an
inside the throttle bore is sticking.
open circuit
The plate sticking can be due to (1)TurnOnMil
461 SECM Pin A17 to ETC + Pin 1
some type of obstruction, a loose (2) EngineShutdown
(26) SECM Pin A18 to ETC - Pin 4
throttle plate, or worn components (3)CutThrottle
Check the ETC internal motor drive
shaft bearings. NOTE: The throttle
by disconnecting the throttle
assembly is not a serviceable item
connector and measuring the motor
and can only be repaired by
drive resistance at the throttle
replacing the DV-EV throttle
TPS Pin 1 (+DRIVER) to
assembly
Pin 4 (-DRIVER) ~3.0-4.0
Check the ETC driver wiring for an
open circuit SECM Pin A17 to ETC +
ETC_Open_Fault
Pin 1
Electronic Throttle Control Driver
SECM Pin A18 to ETC - Pin 4 Check
has failed, normally set if either of
the ETC internal motor drive by
471 the ETC driver signals have None
disconnecting the throttle connector
opened or become disconnected,
and measuring the motor drive
electronic throttle or SECM is
resistance at the throttle
defective.
TPS Pin 1 (+DRIVER) to Pin 4 (-
DRIVER) ~3.0-4.0
ETCSpringTest
Electronic Throttle Control Driver
has failed, normally set if either of
the ETC driver signals have
opened or become disconnected,
electronic throttle or SECM is
defective.
Electronic Throttle Control Spring
Perform throttle spring test by
481 Return Test has failed. The SECM (1) TurnOnMil
cycling the ignition key and re-check
(28) will perform a safety test of the (2) EngineShutdown
for fault
throttle return spring following
engine shutdown. If this spring
has become weak the throttle will
fail the test and set the fault.
NOTE: The throttle assembly is
not a serviceable item and can
only be repaired by replacing the
DV-EV throttle assembly.

CORRECTIVE ACTION
FIRST CHECK
Check ETC driver wiring for a shorted
HbridgeFault_ETC
circuit
Electronic Throttle Control
SECM Pin A17 to ETC + Pin 1
Driver has failed.
SECM Pin A18 to ETC - Pin 4
Indeterminate fault on
491 Check the ETC internal motor drive by
Hbridge driver for electronic TurnOnMil
(29) disconnecting the throttle connector
throttle control. Possibly
and measuring the motor drive
either ETC+ or ETC- driver
resistance at the throttle
signals have been shorted to
TPS Pin 1 (+DRIVER) to
ground
Pin 4 (-DRIVER) ~3.0-4.0Ω
(1) TurnOnMil Check engine oil level

521 LowOilPressureFault (2) DelayedEngine Check electrical connection to the oil
(52) Low engine oil pressure Shutdown pressure switch
(3) CheckEngine Light SECM Pin B9 to Oil Pressure Switch
Check battery voltage

• Perform maintenance check on
electrical connections to the battery
and chassis ground
• Check battery voltage during starting
and with the engine running to verify
531 SysVoltRangeLow charging system and alternator
TurnOnMil
(53) System voltage too low function
• Measure battery power at SECM with
a multimeter (with key on) SECM Pin
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin A23 (DRVP) to
SECM Pin B17 (DRVG)
Check battery and charging system

voltage
•Check battery voltage during starting
and with the engine running
•Check voltage regulator, alternator,
and charging system
541 SysVoltRangeHigh •Check battery and wiring for
TurnOnMil
(54) System voltage too high overheating and damage
• Measure battery power at SECM with
a multimeter (with key on) SECM Pin
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin A23 (DRVP) to
SECM Pin B17 (DRVG)

CORRECTIVE ACTION
FIRST CHECK
Measure transducer power at the

TMAP connector with a multimeter
TMAP Pin 3 XDRP +5 Vdc to TMAP
Pin 1 XDRG GND
Verify transducer power at the SECM
SensVoltRangeLow
551 (1) TurnOnMil with a multimeter
Sensor reference voltage
(55) (2) EngineShutdown SECM Pin B24 +5 Vdc to SECM Pin
XDRP too low
B1 XDRG GND Verify transducer
power at ETC with a multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2
XDRG GND Verify transducer power to
the foot pedal with a multimeter.
Measure transducer power at the

TMAP connector with a multimeter
TMAP Pin 3 XDRP +5 Vdc to TMAP
Pin 1 XDRG GND
Verify transducer power at the SECM
SensVoltRangeHigh with a multimeter
561 (1) TurnOnMil
Sensor reference voltage SECM Pin B24 +5 Vdc to SECM Pin
(56) (2) EngineShutdown
XDRP too high B1 XDRG GND Verify transducer
power at ETC with a multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2
XDRG GND
Verify transducer power to the foot
pedal with a multimeter.
Usually associated with additional ETC
HardOverspeed
faults
571 Engine speed has exceeded (1) TurnOnMil
Check for ETC Sticking or other ETC
(57) the third level (3 of 3) of (2) HardRevLimit
faults Verify if the lift truck was motored
down a steep grade
MediumOverspeed
faults
Engine speed has exceeded (1) TurnOnMil
572 Check for ETC Sticking or other ETC
the second level (2 of 3) of (2) MediumRevLimit
down a steep grade
SoftOverspeed
faults
Engine speed has exceeded (1) TurnOnMil
573 Check for ETC Sticking or other ETC
the first level (1 of 3) of (2) SoftRevLimit
down a steep grade
APP1RangeLow
APP1 sensor voltage out of
611 range low, normally set if the (1) TurnOnMil Check foot pedal connector
(61) APP1 signal has shorted to (2) CheckEngineLight Check APP1 signal at SECM PIN B7
ground, circuit has opened or
sensor has failed

CORRECTIVE ACTION
FIRST CHECK
APP2RangeLow
APP2 sensor voltage out of range
Check foot pedal connector
612 low, normally set if the APP2
TurnOnMil • Check APP2 signal at SECM PIN
(65) signal has shorted to ground,
B16
circuit has opened or sensor has
failed
APP1RangeHigh
APP1 sensor voltage out of range
621 (1) TurnOnMil Check foot pedal connector
high, normally set if the APP1
(62) (2) CheckEngine Light • Check APP1 signal at SECM PIN B7
APP2RangeHigh
APP2 sensor voltage out of range Check foot pedal connector
622
high, normally set if the APP2 TurnOnMil • Check APP2 signal at SECM PIN
(66)
signal has shorted to power or the B16
Check APP connector and pins for
APP1AdaptLoMin
631 corrosion
Learned idle end of APP1 sensor None
(63) • Cycle the pedal several times and
check APP1 signal at SECM Pin B7
APP2AdaptLoMin
632 corrosion
Learned idle end of APP2 sensor None
(67) • Cycle the pedal several times and
APP1AdaptHiMax
641 Learned full pedal end of APP1
None N/A
(64) sensor range higher than
expected
APP2AdaptHiMax
642 Learned full pedal end of APP2
None N/A
(68) sensor range higher than
expected
APP1AdaptHiMin
651 Learned full pedal end of APP1 None N/A
sensor range lower than expected
APP2AdaptHiMin
652 Learned full pedal end of APP2 None N/A
sensor range lower than expected
APP1AdaptLoMax
661 Learned idle end of APP1 sensor None N/A
APP2AdaptLoMax
662 Learned idle end of APP2 sensor None N/A
APP_Sensors_Conflict
corrosion
APP position sensors do no not
691 (1) TurnOnMil • Cycle the pedal several times and
track well, intermittent connections
(69) (2) Level1PowerLimit check APP1 signal at SECM Pin B7
to APP or defective pedal
• Cycle the pedal several times and
assembly

CORRECTIVE ACTION
FIRST CHECK
Check FTV1 for an open wire or FTV
connector being disconnected FTV1
LSDFault_Dither1
Pin 1 (signal) to SECM Pin A1
Dither Valve 1 Fault, signal
711 FTV1 Pin 2 (power) to SECM (DRVP)
has opened or shorted to TurnOnMil
(71) Pin A23 Check
FTV1 for an open coil by disconnecting
dither 1 valve
the FTV connector and measuring the
resistance (~26 Ω ± 2 Ω )
Check FTV1 for an open wire or FTV
connector being disconnected or signal
LSDFault_Dither2 shorted to GND
Dither Valve 2 Fault, signal FTV2 Pin 1 (signal) to SECM Pin A2
712 has opened or shorted to TurnOnMil FTV2 Pin 2 (power) to SECM (DRVP)
ground or power or defective Pin A23 Check
dither 2 valve FTV1 for an open coil by disconnecting
the FTV connector and measuring the
resistance (~26 Ω ± 2 Ω )
LSDFault_CheckEngine
Check Engine Lamp Fault,
Check ‘Check Engine Lamp’ for an
714 signal has opened or shorted None
open wire or shorted to GND
to ground or power or
defective check engine lamp
LSDFault_CrankDisable
Crank Disable Fault, signal
715 has opened or shorted to None N/A
crank disable relay
Check fuel lock off valve for an open

wire or connector being disconnected
LSDFault_LockOff or signal shorted to GND
Fuel lock off Valve Fault, Lockoff Pin B (signal) to SECM Pin
717 signal has opened or shorted TurnOnMil A11 Lockoff Pin A (power) to SECM
to ground or power or (DRVP) Pin A23 Check CSV for an
defective Fuel lock off valve open coil by disconnecting the CSV
connector and measuring the
resistance (~26 Ω ± 3 Ω)
LSDFault_MIL
Malfunction Indicator Lamp
Check MIL lamp for an open wire or
718 Fault, signal has opened or None
short to GND.
shorted to ground or power
or defective MIL lamp
GasFuelAdaptRangeLo
Check for vacuum leaks. Check fuel
721 In LPG mode, system had to
TurnOnMil trim valves, e.g. leaking valve or hose
(72) adapt rich more than
Check for missing orifice(s).
expected

CORRECTIVE ACTION
FIRST CHECK
GasFuelAdaptRangeHi
Check fuel trim valves, e.g. plugged
731 In LPG mode, system had
TurnOnMil valve or hose. Check for plugged
(73) to adapt lean more than
orifice(s).
expected
Check that Pre-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B13 O2
GasO2NotActive Pin 2 (HEATER GND) to SECM
Pre-catalyst O2 sensor (DRVG GNG)
741 inactive on LPG, open O2 (1) TurnOnMil Pins A16, B17 O2 Pin 1 (HEATER
(74) sensor signal or heater (2) DisableGas O2Ctrl PWR) to SECM (DRVP + 12V) Pin A23
leads, defective O2 Verify O2 sensor heater circuit is
sensor operating by measuring heater
resistance (2.1 Ω ± 0.4 Ω) O2 Pin 2
(HEATER GND) to Pin 1 (HEATER
PWR)
Check that Post-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B19
O2 Pin 2 (HEATER GND) to SECM
(DRVG GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post O2
Heater Relay. Relay pin 87. This relay
only turns on after engine has been
GasPostO2NotActive running for some time and SECM has
Post-catalyst O2 sensor calculated that water condensation in
inactive on LPG, open O2 (1) TurnOnMil exhaust has been removed by exhaust
742
sensor signal or heater (2) DisableGasPost O2Ctrl heat. Post O2 Heater Relay has SECM
leads, defective O2 (DRVP + 12V) applied to the relay coil
sensor. power. The relay coil ground is
controlled by SECM Pin A20 to activate
the relay to flow current through the
post O2 heater.
Verify O2 sensor heater circuit is
operating by measuring heater
resistance (2.1 Ω ± 0.4 Ω)
O2 Pin 2 (HEATER GND) to Pin 1
(HEATER PWR)
743 Reserved
GasO2FailedLean
Check for vacuum leaks. Check fuel
Pre-catalyst O2 sensor (1) TurnOnMil
751 trim valves, e.g. leaking valve or hose.
indicates extended lean (2) DisableGas O2Ctrl
Check for missing orifice(s).
operation on LPG
Correct other faults that may contribute
to 752 (e.g. faults pertaining to dither
valves, Pre-Cat O2, Post Cat O2
GasPostO2FailedLean
sensor)
752 Check for vacuum leaks Check for
indicates extended lean (2) DisableGasPost O2Ctrl
leaks in exhaust, catalytic converter,
operation on LPG
HEGO sensors; repair leaks. Check all
sensor connections (see fault 742
corrective actions).

CORRECTIVE ACTION
FIRST CHECK
GasO2FailedRich
Check fuel trim valves, e.g. plugged
771 Pre-catalyst O2 sensor (1) TurnOnMil
valve or hose.
(77) indicates extended rich (2) DisableGas O2Ctrl
Check for plugged orifice(s).
operation on LPG
Correct other faults that may

contribute to 772 (e.g. faults pertaining
to FTVs, Pre-Cat O2, Post Cat O2
GasPostO2FailedRich
sensor)
772 Look for leaks in exhaust, catalytic
indicates extended rich (2) DisableGasPostO2Ctrl
converter, HEGO sensors; repair
operation on LPG
leaks.
Check all sensor connections (see
fault 742 corrective actions).
LiqFuelAdaptRangeHi Check for vacuum leaks. Low gasoline
In Gasoline mode, system fuel pressure, perform gasoline
821 TurnOnMil
had to adapt lean more pressure test. Injector problems, e.g.
than expected plugged, defective injector.
LiqFuelAdaptRangeLow Low gasoline fuel pressure, perform

In Gasoline mode, system gasoline pressure test Injector
831 TurnOnMil
had to adapt rich more problems, e.g. leaking, defective
than expected injector.
Check that Pre-catalyst O2 sensor

connections are OK. O2 (signal) Pin 3
to SECM Pin B13 O2 Pin 2 (HEATER
LiqO2NotActive GND) to SECM (DRVG GNG)
Pre-catalyst O2 sensor Pins A16, B17 O2 Pin 1 (HEATER
inactive on gasoline, open (1) TurnOnMil PWR) to SECM (DRVP + 12V) PIN
841
O2 sensor signal or (2) DisableLiquid O2Ctrl A23
heater leads, defective Verify O2 sensor heater circuit is
O2 sensor operating by measuring heater
resistance (2.1Ω ± 0.4 Ω) O2 Pin 2
(HEATER GND) to Pin 1 (HEATER
PWR)

CORRECTIVE ACTION
FIRST CHECK
Check that Post-catalyst O2 sensor
connections are OK. O2 (return) Pin 4
to SECM Pin B1 O2 Pin 2 (HEATER
GND) to SECM (DRVG GNG)
Pins A16, B17 O2 Pin 1 (HEATER
PWR) to Post O2 Heater Relay. Relay
pin 87.
This relay only turns on after engine
LiqPostO2NotActive has been running for some time and
Post-catalyst O2 sensor SECM has calculated that water
inactive on gasoline, open (1) TurnOnMil condensation in exhaust has been
842
O2 sensor signal or (2) DisableLiqPost O2Ctrl removed by exhaust heat.
heater leads, defective Post O2 Heater Relay has SECM
O2 sensor. (DRVP + 12V) applied to the relay coil
power. The relay coil ground is
controlled by SECM Pin A20 to
activate the relay to flow current
through the post O2 heater. Verify O2
sensor heater circuit is operating by
measuring heater resistance (2.1 Ω ±
0.4 Ω) O2 Pin 2 (HEATER GND) to
Pin 1 (HEATER PWR)
843 Reserved
LiqO2FailedLean Check for vacuum leaks. Low gasoline

Pre-catalyst O2 sensor (1) TurnOnMil fuel pressure, perform gasoline
851
indicates extended lean (2) DisableLiquid O2Ctrl pressure test. Injector problems, e.g.
operation on gasoline plugged, defective injector
LiqPostO2FailedLean to Injectors, MAP, IAT, Pre-Cat O2,
Pre-catalyst O2 sensor (1) TurnOnMil Post Cat O2 sensor.
852
indicates extended lean (2) DisableLiqPost O2Ctrl Look for leaks in exhaust, catalytic
operation on gasoline converter, HEGO sensors; repair
leaks. Check all sensor connections
(see fault 842 corrective actions).
LiqO2FailedRich High gasoline fuel pressure, perform
Pre-catalyst O2 sensor (1) TurnOnMil gasoline pressure test Injector
871
indicates extended rich (2) DisableLiquid O2Ctrl problems, e.g. leaking, defective
operation on gasoline injector
LiqPostO2FailedRich to Injectors, MAP, IAT, Pre-Cat O2,
Pre-catalyst O2 sensor (1) TurnOnMil Post Cat O2 sensor.
872
indicates extended rich (2) DisableLiqPostO2Ctrl Look for leaks in exhaust, catalytic
operation on gasoline converter, HEGO sensors; repair
leaks. Check all sensor connections
(see fault 842 corrective actions).

CORRECTIVE ACTION
FIRST CHECK
Check if O2 sensor installed before the

O2RangeLow
catalyst is shorted to GND or sensor
GND.
911 voltage out of range low, (2) DisableLiquid O2Ctrl
sensor signal shorted to (3) DisableGas O2Ctrl
SECM (DRVG GND) Pins A16, B17
ground
SECM (XDRG sensor GND) Pin B1
Check if O2 installed after the catalyst

O2_PostCatRangeLow (1) TurnOnMil sensor is shorted to GND or sensor
Post-catalyst O2 sensor (2) Disable Gasoline Post GND.
912 voltage out of range low, catalyst O2Ctrl O2 (signal) Pin 3 to SECM Pin B19
sensor signal shorted to (3) Disable LPG Post Possible sources: SECM (DRVG GND)
ground catalyst O2Ctrl Pins A16, B17 and SECM (XDRG
sensor GND) Pin B1
O2RangeHigh Check if O2 sensor installed before

Pre-catalyst O2 sensor (1) TurnOnMil catalyst is shorted to +5Vdc or battery.
921 voltage out of range high, (2) DisableLiquid O2Ctrl O2 (signal) Pin 3 to SECM Pin B13
sensor signal shorted to (3) DisableGas O2Ctrl SECM (XDRP + 5V) Pin B24
power SECM (DRVP + 12V) Pin A23
Check if O2 sensor installed after

O2_PostCatRangeHigh (1) TurnOnMil
catalyst is shorted to +5Vdc or battery.
Post-catalyst O2 sensor (2) Disable Gasoline Post
922 voltage out of range low, catalyst O2Ctrl
Possible voltage sources: SECM
sensor signal shorted to (3) Disable LPG Post
(XDRP + 5V) Pin B24 and SECM
ground catalyst O2Ctrl
(DRVP + 12V) Pin A23
FuelTempRangeLow
Fuel Temperature Check fuel temp sensor connector and
Sensor Input is Low wiring for a short to GND
normally set if the fuel SECM (signal) Pin B14 to FTS Pin 1
931 TurnOnMil
temperature sensor wire SECM (sensor GND) Pin B1 to FTS
has shorted to chassis Pin 2
ground or the sensor has SECM (system GND) Pin A16, B17
failed.
FuelTempRangeHigh
Fuel Temperature
Check if fuel temp sensor connector is
Sensor Input is High
disconnected or for an open FTS circuit
normally set if the fuel
932 TurnOnMil SECM (signal) Pin B14 to FTS Pin 1
temperature sensor wire
SECM (sensor GND) Pin B1 to FTS
has been disconnected
Pin 2
or the circuit has opened
to the SECM.

CORRECTIVE ACTION
FIRST CHECK
TransOilTemp (1) TurnOnMil
Refer to drivetrain manufacturer’s
933 Excessive transmission oil (2) Delayed
transmission service procedures
temperature EngineShutdown
ServiceFault1 Perform service procedure related to
991 Service Interval 1 has been None Service Interval 1 (determined by
reached OEM)
reached OEM)
reached OEM)
ServiceFault4
Service Interval 4 has been Replace Pre-catalyst HEGO sensor
994 TurnOnMil
reached—replace HEGO Replace Post-catalyst HEGO sensor
sensors
ServiceFault5
995 Service Interval 5 has been TurnOnMil Replace engine timing belt
reached—replace timing belt

Appendix
Service Tool Software
(MotoView)
Service Tool Software Kit
Service tool software kit consists of USB-CAN
converter, Service tool software (MotoView) and
Extension cable.
A334071
Extension Cable (L=200 cm)
A334082
Extension Cable (L=20 cm)
A343079
USB (Universal Serial Bus) to CAN (Controller Area
Network) Converter Assembly
A343080
Service Tool Software (includes CD and Crypt
Token (License Dongle))
G420F(FE) Service Manual 307 Appendix

Service Tool Connection to SECM
Communications to the SECM from the Service Tool
is through a CAN port using a two wire connection.
High-speed CAN reaches 1Mbps and is used for
engine control and power-train applications.
Laptop Computer Running Service Tool

Software

Service Tool Display Parameters specific to Air/Fuel Ratio Control are
displayed in the AFR block.
Service Tool Display consists of Service Screen,
Fault Screen, Ground speed select option, Fault list
and Override screen.
Service Screen
Key parameters of a running engine are grouped

together for easy reference in the ENGINE block.
Throttle and Foot Pedal parameters are displayed

together in the CNTRL Block

Fault Screen
Active faults are displayed as they are occurring.

They ability to clear faults
A fault history list of all 10 fault records
Fault records are recorded as FIFO (First In First
Out)
Once a fault is recorded a repeat of the same fault
will not be written to the history list
Flash Codes begin at record 1 not record 10

Ground Speed Select Option
Speed Limits are set by entering RPM values in the

red boxes
Values are restricted by Upper and Lower Limits

Fault List
A FAULT LIST screen provides a complete list of

faults including Fault Codes with monitored
parameters so the technician does not have to refer
to the manual for fault descriptions or codes while
using the service tool.

Override Screen
1. Click on the Manual Value for the component.
2. Enter a new manual value that will be used when

manually overriding the component.
3. Click the Override Select box for the component
4. Select “Pass-Through” for normal operation or

“Override” to manually control the component.
WARNING
Be aware of fuel flow and ignition during manual
mode or engine damage may result.

SECM field update with Service Tool
SECM controllers can be upgraded in the field using
MotoUpdate software. Typically, MotoUpdate and
MotoViewer applications are packaged together in
the MotoService software application. Software
upgrade files may be released to the field to
enhance performance, provide additional features,
and/or correct software problems.
This document provides step-by-step instructions for

upgrading a SECM using MotoUpdate software. In
order to illustrate the process, the following example
upgrade is used throughout this document.
Current SECM software version:

VARSPEDDRAAF-01-2-5-D-000-000.siz (calibration ID)
Upgrade to software version:
VARSPEDDRAAG-01-2-5-D-000-000.siz (calibration ID)
Using field update file:
VARSPEDDRAAG -01-1-5-D-000.mfu
NEW Corresponding DLL file:
VARSPEDDRAAG.dll
STEP1 - LOAD UPDATE FILES INTO THE

APPROPRIATE DIRECTORY
Software upgrade packages include an upgrade file

(.mfu) and translation file (.dll). The (.mfu) file is
required to upgrade the module, and the (.dll) is
required by MotoViewer software to communicate
with the module after the upgrade. Therefore, both
files are provided together. Copy the field update
file (.mfu) to the C:/ECUF Files/Updates directory,
and the corresponding (.dll) file to C:/ECU
Files/TDBDLL.
Copy the .dll file to the

TDDBLL directory
Copy the .mfu update file to

the Updates directory

STEP 2 - CONNECT THE COMPUTER
Prior to launching the MotoUpdate software, a valid

Criptoken must be installed in one of the available
USB ports on the update computer. A second
available USB port will be used by the USB to CAN
converter. The USB to CAN coverter must then be
connected to the SECM. (A USB hub must be
used with computers that do not have two USB
ports).
STEP 3 - LAUNCH THE MOTOUPDATE

APPLICATION
Launch the MotoUpdate application. You will see a

Welcome scree.
Select “SECM-1” in the

location field, then select
Next

The next screen will provide a list of all of the
available software upgrades available for the current
engine, based upon what update files have been
placed in the “Update” directory (as shown in Step-1
above). Please note that during this process, the
software must query the SECM for the current
software version, and therefore, the computer must
be connected to the SECM and the ignition key must
be in the ON position.
In general, it is usually best to see the latest revision

(e.g. 001 is later than 000) in situations where
multiple revisions are available. Additional
information is provided in the revision matrix and/or
service bulletins.
This Upgrade Options screen shows

that there are no upgrades available
for the listed Calibration ID. Note: If
no upgrades are shown, consult the
revision matrix for latest software
versions.
No Upgrader Available for this Engine
This calibration ID has one (1)

available upgrade
No Upgrader Available for this Engine
Selecting the “Details” button on the

pervious screen will bring up the
Upgrade Details screen

STEP 4 - PROGRAM THE MODULE
Once the desired upgrade is located and highlighted,

select Next to upgrade ithe module.
Highlight the upgrade option desired,

then select Next
Follow the on-screen instructions to complete the

update process. Once the programming process
begins, it must run to completion. If power is
interrupted or the process fails, the SECM may be
rendered unusable. Several update screens will
provide a running status of the upgrade process, as
shown below.
Note 1: After successfully upgrading the SECM,

MotoViewer software will not function without the
appropriate translation file (.dll) discussed in Step-1
above.
Once the upgrade process is complete, a “complete” Note 2: If the programming is unsuccessful, the
message will appear and will give the operator the programming process may be repeated. If
option of upgrading another module. If another repeatedly unsuccessful, please contact .
module is to be upgraded, select the “Upgrade
again” button and select next. If another upgrade is
not required, select finish.

Ground Speed Limits (Option)
The maximum allowable speed of Doosan forklifts is
an optional feature that can be easily activated using
the MotoView service tool. This feature is very
useful to customers with indoor warehouse
operations.
Here’s how you can activate the speed-limiting

feature.
1) Install Speed control option onto the trucks
2) Set the new speed limit using the MotoView

Service tool, if required.
HOW TO INSTALL SPEED LIMIT OPTION
1) Switch assy-pressure
2) Jumper Harness assy
3) Elbow
4) O-ring
1. Assemble the pressure switch assy onto the main

pressure port of transmission using elbow and o-
ring like [Figure 1].
[Figure 1] Speed control option
2. Assemble the harness assy between the pressure
switch and engine wiring harness.
How To Set New Speed Limit

Default Engine Maximum Speed
Once speed control option is assembled, the default

engine maximum speed is as followed;
Engine max.
Forklift Engine
speed (rpm)
Model Model
Neutral In-Gear
G(C)15/18S-5
G420F(E) 2,450 2,000
G(C)20SC-5
G(C)20/25/30E-5 G420F(E) 2,600 2,000
G(C)20/25/30/33P-5
G424F(E) 2,600 2,000
G35C-5
G(C)35/40/45S-5
G(C)50/55C-5 G643(E) 2,500 2,000
G50/60/70S-5
Note :
Neutral: The inching pedal is pressed by a driver.
In-Gear: The inching pedal is NOT pressed by a
driver.

How to Set New Speed Limit
Maximum RPM for both the NEUTRAL state

(Normal) and IN-GEAR state (Speed Limiting) are
configurable using the MotoView Service Tool.
[Figure 2] Ground Speed Select Screen of the MotoView Service Tool
[Figure 2] shows the Speed Limit screen of the Allowable Range of RPM Limits
MotoView service tool. The green boxes are
configurable for both the NEUTRAL MAX RPM Software limits of both Neutral and In-Gear are
Setpoint and the IN-GEAR MAX RPM Setpoint. The displayed on the right side of the Speed Limit screen.
pressure switch state is displayed at the bottom of Values that are entered in the configurable “green
the screen and labeled NEUTRAL SWITCH STATE. boxes” cannot exceed the upper limit value or fall
below the lower limit value.
For example, as Figure 2 depicts:
With pushing of inching pedal, the maximum RPM

for normal speed governing (Neutral State) is set at
2600.
With release of inching pedal, the maximum RPM

for limited speed governing (In-Gear State) is set at
2000.

LPG And LPG Fuel Tanks The same principle is applied to LPG in a container,
commonly referred to as an LPG tank or cylinder.
Typically an LPG tank is not filled over 80% capacity
LPG Fuel Supply
allowing for a 20% vapor expansion space. Outside
air temperature effect’s an LPG tank and must be
Liquefied petroleum gas (LPG) consists mainly of
considered when using an LPG system. (Figure 2)
propane, propylene, butane, and butylenes in
shows the relationship between pressure and
various mixtures. LPG is produced as a by-product
temperature in a LPG tank at a steady state
of natural gas processing or it can be obtained from
condition.
crude oil as part of the oil refining process. LPG, like
gasoline, is a compound of hydrogen and carbon,
commonly called hydrocarbons. LPG Tank Pressure VS Temperature
300
In its natural state, propane is colorless and 250

odorless; an odorant (ethyl mercaptan) is added to
the fuel so its presence can be detected. There are 200
Pressure, psig
currently three grades of propane available in the 150
United States. A propane grade designation of HD5 100

(not exceeding 5% propylene), is used for internal
combustion engines while much higher levels of 50
propylene (HD10) are used as commercial grade 0

-20 0 20 40 60 80 100 120 140
propane along with a commercial propane /butane Figure 2 Temperature, deg F
mixture.
With 128 PSIG vapor pressure acting against the
liquid propane the boiling point has been raised to
APPROXIMATE COMPOSITION OF HD5
slightly more than 80 deg. F / 27 deg. C.
PROPANE BY VOLUME
Propane Propy Butane Iso- Methane
TOTAL
(C3H8) lene (C4H10) Butane (CH4)
90.0% 5%
2.0% 1.5% 1.5% 100% Compressed
min. max.
Vapor
An advantage of LPG is the ability to safely store 128 PSIG Liquid
and transport the product in the liquid state. In the Propane
liquid state propane is approximately 270 times as
dense as it is in a gaseous form. By pressurizing a
container of LPG we can effectively raise the boiling
point above –44 deg. C / -42 deg. C, keeping the LPG Tank
propane in liquid form. The point at which the liquid Figure 3
becomes a gas (boiling point) depends on the
amount of pressure applied to the container. NOTE: Vapor pressure inside an LPG tank depends
on the ambient air temperature outside the tank, not
This process operates similarly to an engine coolant the amount of liquid inside the tank. A tank that is ¾
system where water is kept from boiling by full of liquid propane at 80 deg. F will contain the
pressurizing the system and adding a mixture of same vapor pressure as a tank that is only ¼ full of
glycol. For example water at normal atmospheric liquid propane.
pressure will boil at 212 deg. F / 100 deg. C. If an
engines operating temperature is approximately 230 LPG’s relative ease of vaporization makes it an
deg. F / 110 deg. C, then the water in an open un- excellent fuel for low-rpm engines on start-and-stop
pressurized cooling system would simply boil off into operations. The more readily a fuel vaporizes the
steam, eventually leaving the cooling system empty more complete combustion will be.
and over heating the engine. If we install a 10 PSIG Because propane has a low boiling point (-44F), and
cap on the radiator, pressurizing the cooling system is a low carbon fuel, engine life can be extended due
to 10 PSIG, the boiling point of the water increases to less cylinder wall wash down and little, if any,
to 242 deg. F / 117 deg. C, which will cause the carbon build up.
water to remain in liquid state at the engines
operating temperature.

LPG Fuel Tanks Installing LPG Fuel Tanks
The two styles of LPG storage containers available When installing a tank on a lift truck, the tank must
for industrial use and lift truck applications are be within the outline of the vehicle to prevent
portable universal cylinders and permanently damage to the valves when maneuvering in tight
mounted tanks. Portable universal cylinders are spaces. Horizontal tanks must be installed on the
used primarily for off-highway vehicles and are saddle that contains an alignment pin, which
constructed in accordance with the DOT-TC (United matches the hole in the collar of the tank. When the
States Department of Transport – Transport pin is in the hole, the liquid withdrawal tube is
Canada). The cylinders are referred to as universal positioned to the bottom of the tank. A common
because they can be mounted in either a vertical or problem is that often these guide-pins are broken off,
horizontal position (Figure 4). allowing the tank to be mounted in any position. This
creates two problems. 1). When the liquid
withdrawal tube is exposed to the vapor space, it
may give a false indication that the tank is empty,
when it actually is not. 2). The safety relief valve
may be immersed in liquid fuel. If for any reason the
valve has to vent, venting liquid can cause a serious
safety problem,
CAUTION
When empty, the tank is exchanged with a pre-
filled replacement tank. When exchanging a tank,
Figure 4 safety glasses and gloves should be worn.
NOTE: A 375-psig, relief valve is used on a DOT

forklift tank. The relief valve must be replaced with a
new valve after the first 12 years and every 10 years LPG Fuel Tank Components
thereafter.
The tank must be discarded if the collar is damaged

2 3 7 8
to the point that it can no longer protect the valves. It 9
must also be replaced if the foot ring is bent to the
1
point where the tank will not stand or is easily
knocked over.
4
6 12 10
11
5
Figure 5
(1) Fuel Gauge (2) 80% Stop Bleeder

(3) Pressure Relief Valve
(4) Service Valve (Tank end male coupling) (5) Filler Valve
(6) Alignment Pin
(7) Vapor Withdrawal Tube (Only used with Vapor Withdrawal)
(8) 80% Limiter Tube (9) Liquid Withdrawal Tube
(10) Foot Ring (11) Fuel Level Float (12) Collar

Fuel Gauge Service Valve
In figure 5 a visual fuel gauge is used to show the The service valve is a manually operated valve
fuel level in the tank. A mechanical float mechanism using a small hand wheel to open and close the fuel
detects the liquid propane level. A magnet on the supply to the service line (fuel supply line). The
end of the float shaft moves a magnetic pointer in service valve installs directly into the tank and has
the fuel gauge. Some units have an electronic two main categories, liquid and vapor service valves.
sending unit using a variable resistor, installed in Liquid service valves used on portable LPG tanks
place of a gauge for remote monitoring of the fuel use a 3/8” (3/8” NPT) male pipe thread on the
level. The gauge may be changed with fuel in the service valve outlet for attachment of a quick
tank. DO NOT REMOVE THE FOUR LARGE disconnect coupler.
FLANGE BOLTS THAT RETAIN THE FLOAT
ASSEMBLY, WITH FUEL IN THE TANK! An excess flow valve is built into the inlet side of the
service valve as a safety device in case of an
accidental opening of the service line or damage to
CAUTION the service valve itself. The excess flow valve shuts
It is not a legal practice to fill the tank through off the flow of liquid propane if the flow rate of the
the liquid contents gauge. liquid propane exceeds the maximum flow rate
specified by the manufacturer.
In some applications a fixed tube fuel indicator is
used in place of a float mechanism. A fixed tube
indicator does not use a gauge and only indicates
when the LPG tank is 80% full. The fixed tube
indicator is simply a normally closed valve that is
opened during refueling by the fueling attendant. Outlet
When opened during refueling and the tanks LPG
level is below 80%, a small amount of vapor will exit
the valve. When the LPG tank level reaches 80%
liquid propane will begin exiting the valve in the form Excess Flow
of a white mist (Always wear the appropriate Valve
protective apparel when refueling LPG cylinders). In Figure 6
order for this type of gauge to be accurate, the tank
must be positioned properly. When full (80% LPG)
the valve is closed by turning the knurled knob
clockwise. Typically a warning label surrounds the CAUTION
fixed tube gauge which reads STOP FILLING When the tank is in use the service valve should
WHEN LIQUID APPEARS. be completely open. If the valve is partly open,
the vehicle may not be getting enough fuel to
operate efficiently.
In addition to possibly starving the engine for

fuel, a partly open valve may restrict the flow
enough to prevent the excess flow valve from
closing in the event of a ruptured fuel line.

Most liquid service valves have an internal Filler Valve
hydrostatic relief valve and are usually labeled
“LIQUID WITH INTERNAL RELIEF”. The The liquid filler valve (Figure 9) has a male thread to
hydrostatic relief valve protects the fuel service line receive a fuel nozzle and typically has a plastic or
between the tank and the lock off from over brass screw on cap that is retained with a small
pressurization. The internal hydrostatic relief valve chain or plastic band to keep debris out of the filler
has a minimum opening pressure of 375 PSIG and a valve. The filler valve is a one-way flow device that
maximum pressure of 500 PSIG. These type of relief uses two check valves to allow fuel to enter the tank
valves have an advantage over external relief valves but prevent it from exiting. Both check valves are
because the propane is returned to the tank in the backpressure type check valves, designed so that
event of an over pressurization instead of venting backpressure from the tank assists the check valves
the propane to atmosphere. own spring pressure to close the valve. The first
valve uses a neoprene on metal seal and the
second valve uses a metal on metal seal.
Quick Disconnect Coupling
A weakness ring is machined into the filler valve just
The liquid withdrawal or service valve on a DOT above the check valves and will allow the filler valve
tank has male threads and accepts the female to shear off in case of an accident. The valve will
portion of a quick disconnect coupling (Figure 8). break or shear off above the check valves so that
The female portion is adapted to the liquid hose the tank will be sealed and no liquid propane can
going to the fuel system. Both halves are equipped escape.
with 100% shutoffs, which open when coupled
together to allow fuel flow. The coupler has two
seals. One is an o-ring and the other is a flat washer.
The o-ring prevents leakage from the shaft on the
other coupling and the flat washer seals when the
coupler is fully connected.
Weakness
NOTE: The flat seal and / or the o-ring will Ring
sometimes pop off when disconnecting and slide up
the shaft of the mating connector, causing the valve
not to open when fully mated. The extra washer or
o-ring must be removed from the shaft and the
coupling reconnected. Figure 9
Figure 8

Regulatory Compliance
WARNING—EXPLOSION HAZARD
EPA / CARB Emissions Certification Do not connect or disconnect while circuit is live
unless area is known to be non-hazardous.
When properly applied and calibrated, ’s MI-07
control system is capable of meeting EPA 2007 LSI
Substitution of components may impair suitabil-
emission standards (40 CFR Part 1048.101) when
ity for Class I, Division 2, or Zone 2 applications.
operating properly with an approved three-way
catalyst. The emission standards, including
appropriate deterioration factors over the useful life
of the system, are as follows: Electrostatic Discharge Awareness
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr] All electronic equipment is static-sensitive, some
CO: 3.3 g/hp-hr [4.4 g/kW-hr] components more than others. To protect these
components from static damage, you must take
Evaporative emissions comply with 40 CFR Part special precautions to minimize or eliminate
1048.105. These standards apply only to volatile electrostatic discharges.
liquid fuels such as gasoline. Note that the engine
crankcase must be closed. Follow these precautions when working with or near
the control.
North American Compliance 1. Before doing maintenance on the electronic

control, discharge the static electricity on your
The N-2007 regulator is UL listed per Category ITPV body to ground by touching and holding a
LP-Gas Accessories, Automotive Type. grounded metal object (pipes, cabinets,
equipment, etc.).
The N-2007 regulator and CA100 mixer have
tamper-resistant features approved by CARB. 2. Avoid the build-up of static electricity on your
body by not wearing clothing made of synthetic
materials. Wear cotton or cotton-blend materials
as much as possible because these do not store
Special Conditions for Safe Use static electric charges as much as synthetics.
3. Keep plastic, vinyl, and Styrofoam materials (such

Field wiring must be suitable for at least 248°F
as plastic or Styrofoam cups, cup holders,
(120°C).
cigarette packages, cellophane wrappers, vinyl
books or folders, plastic bottles, and plastic ash
SECM-48 inputs are classified as permanently
trays) away from the control, the modules, and the
connected IEC measurement Category I. To avoid
work area as much as possible.
the danger of electric shock, do not use inputs to
make measurements within measurement
categories II, III, or IV.
SECM-48 input power must be supplied from a

power supply/battery charger certified to IEC
standard with a SELV (Safety Extra Low Voltage)
classified output.
SECM-48 inputs and outputs may only be

connected to other circuits certified as SELV (Safety
Extra Low Voltage).

Abbreviations
ACFM Actual cubic feet per minute at the specified suction conditions
AFR Air fuel ratio
BHP Brake horsepower
Bi-Fuel Able to operate on either of two fuels
CTS Coolant temperature sensor
CNG Compressed natural gas
Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas.
Often this term is incorrectly used to describe bi-fuel operation.
Spark-ignited engines are typically bi-fuel while compression ignition
engines are dual-fuel.
ECM Engine control module
FPP Foot pedal position
FPV Fuel primer valve
FTS Fuel temperature sensor
FTV Fuel trim valve
GPM Gallons per minute of flow
HEGO Heated exhaust gas oxygen (sensor)
LAT Limited-angle torque motor
LPG Liquified petroleum gas
MAP Manifold absolute pressure
MAT Manifold air temperature
MIL Malfunction indicator lamp
MOR Manufacturer of record for emissions certification on the engine
OEM Original equipment manufacturer
PHI Relative fuel-air ratio or percent of stoichiometric fuel
(actual fuel-air ratio / stoichiometric fuel-air ratio)
RPM Revolutions per minute
SECM Small engine control module
TMAP Temperature and manifold absolute pressure
TPS Throttle position sensor
VDC Voltage of direct current type
VE Volumetric efficiency
WOT Wide open throttle

Service Manual: G420FE LP/Dual Fuel Engine G420F LP/Gasoline Dual Fuel Engine

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SB4241E00

G15S-5, G18S-5, G20SC-5

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Chapter 1. GENERAL INFORMATION Fuel System Maintenance ................................. 28

G420F(FE) Service Manual 3 Index

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Specifications .................................................. 118 G420F EMS (Engine Management System)

G420F(FE) Service Manual 4 Index

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Chapter 6. LPG FUEL DELIVERY Chapter 7. MPI GASOLINE FUEL

G420FE LP System Inspection and Repair ..... 204 Specification .....................................................239

G420F(FE) Service Manual 5 Index

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Chapter 9. ADVANCED DIAGNOSTICS

Reading Diagnostic Fault Codes..................... 277

Service Tool Software (MotoView) .................. 307

G420F(FE) Service Manual 6 Index

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Removal and Disassembly

Tighten the part properly to specified torque.

For prevention of wrong installation or reassembly Sealant

Use specified brand of sealant.

Be sure to use Special Tools when their use is

G420F(FE) Service Manual 7 Chapter 1. General Information

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1. Be sure to disconnect the battery cable from the

4. Handle sensors and relays carefully. Be careful

Before reassembly, apply specified oil to the rotating

G420F(FE) Service Manual 8 Chapter 1. General Information

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1. Use only unleaded gasoline.

2. Do net run the engine while the truck is at rest for

3. Avoid spark-jump tests. Do spark-jumps only

4. Do not measure engine compression for an

5. Do not run the engine when the fuel tank is nearly

6. Avoid coasting with the ignition turned off and

7. Do not dispose of a used catalytic converter

G420F(FE) Service Manual 9 Chapter 1. General Information

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Bolt nominal Torque (kg·m)

M5 0.8 0.3 ~ 0.4 0.5 ~ 0.6

M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5

M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0

M12 1.25 3.5 ~ 4.5 6~8

M14 1.2 7.5 ~ 8.5 12 ~ 14

M6 1.0 0.5 ~ 0.6 0.9 ~ 1.1

M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5

M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0

2. If threads and bearing surfaces are stained with

G420F(FE) Service Manual 10 Chapter 1. General Information

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Lubricant Specification Remarks

Engine Oil API Classification SJ or above SAE 10W30 or SAE 5W30

Description G(C)18S-5, G(C)20SC-5 G(C)20/25/30E-5

Oil Pan 3.7 3.7

Engine Oil (liters) Oil Filter 0.3 0.3

Total 4.0 4.0

Engine 3.0 3.0