350 GB 0102

Service Training
Linde IC-Engined Fork Truck

H 12/16
Type 350
This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
Service Training
TABLE OF CONTENTS
1 IC-engined fork truck H 12/16 D/T, type 350 1

1.1 Engine specifications (Diesel) 1
1.2 Hydrostatic transmission 2

1.2.1 Schematic diagram of the drive unit 3
1.2.2 Travel drive specifications 4
1.2.3 Hydraulic circuit schematic 6
1.2.4 Description of the hydrostatic travel drive 10
1.2.5 Flushing of the variable-displacement pump and drive axle 12
1.2.6 Power limiter and anti-stall device 12
1.2.7 Engine lock-out logic - reversing lock 12
1.2.8 Oil reservoir 14
1.2.9 Hydraulic remote control unit 14
1.3 Working hydraulic system 16

1.3.1 Circuit diagram of working hydraulic system 16
1.3.2 Description of the working hydraulic system 17
1.4 Electrical system 18

1.4.1 Wiring diagram for Diesel model 18
1.5 Checks and adjustments 20

1.5.1 Travel pedals 20
1.5.2 Brake pedal 20
1.5.3 Bowden cable for parking brake 22
1.5.4 Average wheel speed 23
1.5.5 Speed control for Diesel model 24
1.5.6 Start of drive wheel rotation 26
1.5.7 Brake shaft at travel control unit 28
1.5.8 Symmetry of the travel control 29
1.5.8.1 Drive wheel start of rotation 29
1.5.8.2 Engine speed increase 30
1.5.9 Pressure difference Dp 31
1.5.10 Reversing lock 32
1.5.11 Hydraulic neutral position 33
Service Training
1.6 Trouble-shooting 34
1.6.1 Line layout for trouble-shooting 34
1.6.2 Aids and tools for measurements 36
1.6.3 Remarks to trouble-shooting 38
1.6.4 Engine hydraulic speed control 39
1.6.4.1 Functional test 39
1.6.4.2 Trouble-shooting 39
1.6.5 Hydraulic brake system 44
1.6.5.1 Functional test 44
1.6.5.2 Trouble-shooting 44
1.6.6 Power-assissted steering 47
1.6.6.1 Trouble-shooting without measurement of boost and maximum pressure 47
1.6.6.2 Trouble-shooting with measurement of boost and maximum pressure 48
1.6.7 Equal pressure and start of control 49
1.6.8 Hydrostatic travel drive 53
1.7 LPG model of IC-engined fork truck H 12/16, type 350 63

1.7.1 Engine specifications 63
1.7.2 LPG installation 64
1.7.2.1 Schematic 64
1.7.2.2 Modes 65
1.7.2.3 Operation of vaporizer 66
1.7.2.4 Operation of mixer 68
1.7.3 Electrical system 70
1.7.3.1 Electronic ignition 70
1.7.3.2 Electronic speed control 73
1.7.3.3 Wiring diagram 78
1.7.4 Checks and adjustments 80
1.7.4.1 Speed control 80
1.7.4.2 Desired value sender 81
1.7.4.3 Engine speed sensor 82
1.7.4.4 LPG mixer 83
1.7.4.5 TSZ-H ignition system 85
1.7.4.6 Switch unit A1 86
1.7.4.7 Hall generator 88
1.7.5 Trouble-shooting 90
1.7.5.1 Electronic control device 92
Section 1.1
Service Training Page 1
1 IC-ENGINED FORK TRUCK H12/16 D/T, TYPE 350
1.1 ENGINE SPECIFICATIONS (DIESEL)
Engine model VW 0.28B

Displacement 1896 cc
Power 27 kW at 2200 rpm
Injection pressure 130 +8 bar
Start of injection 1.00 ± 0.02 mm stroke
Compression ratio 23 : 1
Compression rating: 34.0 bar
wear limit: 26.0 bar
Maximum difference in pressure 5 bar
Lower idling speed 1030 +30 rpm
Upper idling speed 2350 rpm
Rated speed 2200 rpm
Valve clearance self-adjusting
Section 1.2
Page 2 Service Training
1.2 HYDROSTATIC TRANSMISSION
The transmission is built as a compact axle. It consists of a variable-displacement pump with control
elements and a hydraulic axle housing with the oil motors, wheel drives and multiple-disc brakes.
A tandem pump mounted on the variable-displacement pump supplies oil to the working and steering
hydraulic systems and the control and boost pressure in the closed circuit. The entire oil flow to the tandem
pump goes through a suction filter. A constant partial oil flow is fed into the boost system via a pressure
filter.
The pilot pressure for controlling the variable-displacement pump and determining the engine speed is
modulated in the travel control unit via the reliable double-pedal control. The multiple-disc brakes can also
be actuated when the engine is running with the brake pedal situated between the travel pedals.
A power limiter prevents any engine overloads by the travel drive. An anti-stall device prevents the engine
from stalling when the working and steering hydraulics are operated during travel.
When changing the direction of travel, a reversing lock prevents the engine from increasing RPM until the
vehicle has begun to travel in the opposite direction.
Section 1.2
1.2.1 SCHEMATIC DIAGRAM OF THE DRIVE UNIT
4 3
2
5
6
7
8
12 11
10 9
13
7
14
1 Drive wheels 8 Hydraulic fixed-displacement motor HMF 25

2 Wheel drive ratio = 10.62 9 Gear pump 11 cc
3 To steering control valve, 10 Gear pump 14 cc
travel control unit, feed into system 11 Variable-displacement pump BPV 50 S
4 To working hydraulics 12 Engine
5 Priority flow regulator 15 l/min 13 Suction filter
6 Non-return valve 14 Oil reservoir
7 Multiple-disc brakes
Section 1.2
1.2.2 TRAVEL DRIVE SPECIFICATIONS
VARIABLE-DISPLACEMENT PUMP
Type BPV 50 S
Definition of designation B = series designation
P = pump
V = variable
S = swash plate
50 = max. displacement 50 cc/rev
Number of pistons 9
Diameter of pistons 17 mm
Max. working pressure 420 bar
Feed/control pressure 17.5 bar
Max. swash angle 18 °
Rated speed in vehicle 2300 rpm LPG
2200 rpm diesel
Qmax at maximum speed 115 l/min LPG
110 l/min diesel
Qmax of output 15 l/min
Type of control hydraulic
Actuation hydraulic remote control
Pump drive direct via flexible coupling
Control hydraulic output control, load-dependent
DRIVE AXLE AH 16-01

Two fixed-displacement hydraulic motors
Type HMF 25 S
Definition of designation H = series designation
M = motor
F = fixed
S = swash plate
15 = max. displacement 25 cc/rev
Number of pistons per motor 7
Piston diameter 17 mm
Fixed swash angle 15 °
Section 1.2
Two wheel drives
Spur gear reduction 2 stage

Total reduction ratio 10.62 : 1
Two hydraulically-operated disc brakes
- mounted on extended motor shaft

- fully enclosed, oil bathed
- only required as parking brake and as emergency brake
TANDEM GEAR PUMP
- Working hydraulics pump 14 cc/rev

- Pump for steering, boost, control 11 cc/rev
Section 1.2
1.2.3 HYDRAULIC CIRCUIT SCHEMATIC
A WORKING HYDRAULICS
1 Control valve bank assy. consisting of:

2 2/2-way valve (pressure balance)
Mast Type H 12 H 16
3 Maximum pressure valve Standard 150 200
Duplex 150 200
Triplex 160 215 settings in bar
3a Restrictor
4 Pressure reducing valve
4a Restrictor
5 Check valve
5a Non-return valve (pilot-operated)
6 Directional control valve - lifting
7 Directional control valve - tilting
8 Directional control valve - auxiliary hydraulics
9 Directional control valve - auxiliary hydraulics
10 Shuttle valve
11 Working cylinder
auxiliary hydraulics
12 Working cylinder
13 Tilt cylinders
14-1 Standard lift cylinders
14-2 Duplex lift cylinders
14-3 Triplex lift cylinders
15 Lowering brake valve
B VARIABLE-DISPLACEMENT PUMP BPV 50 S
16 Variable-displacement pump
17 Control piston
18 4/3-way valve - pilot valve
19 Pilot piston
Section 1.2
20 3/3-way valve
motor reversing lock
21 3/2-way valve
22 Boost pressure valve 17.5 bar
23 Combined boost and pressure relief valve 400 +20 bar
C HYDRAULIC DRIVE AXLE AH 16-01
24 Hydraulic motors HMF 25 S

25 Wheel drives with disc brakes
D TANDEM PUMP
26 Gear pump 11 cc
27 Gear pump 14 cc
28 Priority flow regulator 15 l/min
29 Non-return valve
E OIL RESERVOIR
30 Suction filter 25 µm
F PRESSURE FILTER 10 µm / HYDRAULIC DAMPER
G HOSE COUPLING (BOOST PRESSURE)
H BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR
J TRAVEL CONTROL UNIT
32 2/2-way valve 12 bar

33 Restrictor
Section 1.2
34 Pressure-relief valve 11 bar
35 Pressure reducing valve
36 4/2-way valve - brakes
37 4/3-way valve - travel direction
38 3/2-way valve - signal for engine speed
38a 4/3-way valve - single-pedal control
K 3/2-WAY VALVE - EXTERNAL BRAKE RELEASE
L SHUTTLE VALVE
M BY-PASS VALVE 1 BAR
N OIL COOLER
P STEERING CONTROL VALVE
39 Servostat
41 Shock valve 190 bar
42 Make-up valve
Q STEERING CYLINDER
R MAKE-UP VALVE - STEERING
S COMBUSTION ENGINE
T CONTROL CYLINDER FOR ENGINE SPEED

Section 1.2
HYDRAULIC CIRCUIT DIAGRAM H 12/16 D/T, TYPE 350

Section 1.2
1.2.4 DESCRIPTION OF THE HYDROSTATIC TRAVEL DRIVE
After starting the engine, the oil flow generated by pump (27) is fed directly to the 2/2-way valve block (1)
of the working hydraulic system. The oil flow from pump (26) goes through priority flow regulator (28) to
the combined pressure filter and hydraulic damper (F), the steering control valve (P) and finally to the travel
control unit (J), where it is fed into the system. Flow regulator (28) ensures a constant flow rate of 15
l/min that is reached at an engine speed of 1360 rpm. When this speed is exceeded, the resulting excess
oil flows through non-return valve (29) into the working hydraulic system.
Oil entering the travel control unit (J) at port E flows through restrictor (33) and port F to boost valves (23)
and boost pressure valve (22). The 2/2-way valve (32), which is connected in parallel to restrictor (33) and
pressurised to 12 bar, is open. This valve closes after the boost pressure of 17.5 bar is reached at port
F.
Pressure-relief valve (34), also connected in parallel to restrictor (33), ensures a constant pressure
difference (Dp ) of 11 bar between ports E and F, i.e. a pressure of 28.5 bar at port E and 17.5 bar at port
F.
A Dp of 10.5 to 11 bar is necessaray to obtain the proper characteristic curve for the power limiter.
The pressure of 17.5 bar goes via 4/3-way valve (37) (direction of travel) and pressure regulating valve
(35) to the ports Y and Z, and from there to pilot piston (19), to which equal pressure is applied at both ends.
Finally, the 17.5 bar pressure is also applied via port BR to the disc brakes as brake release pressure. The
28.5 bar pressure goes to pressure regulating valve (35) as feed pressure.
Operating one of the travel pedals selects a direction of travel via 4/3-way valve (37). The control
pressures for engine speed and the pump swash angle are given at the same time by valve (38) and
pressure regulating valve (35). If a travel pedal is depressed so far that the pressure regulated by pressure
regulating valve (35) and flowing through ports Y and Z to pilot piston (19) reaches a Dp of 4 bar, pilot piston
shifts, the pump upstrokes, and the truck starts to move. At the same time a pressure of approx. 7 bar is
established via valve (38). This pressure goes through port V and the shuttle valve (L) to the piston end
of the control cylinder (T), moving the piston. As a result the engine speed starts to rise from lower idle to
1250 to 1390 rpm (= jump in speed).
Increasing the pedal stroke raises the control pressure via valve (35) so that the pressure difference
between ports Y and Z increases, letting the variable pump upstroke further until the maximum swash
angle is reached at a Dp of 10 bar. A specially formed control edge in valve (38) maintains the pilot pressure
at port V constant at approx. 7 bar. This keeps the engine speed unchanged at approx. 1200 rpm.
If the pedal is pushed down still further, valve (38) raises the pressure proportionally at port V up to approx.
14 bar (pedal fully depressed) and the engine is accelerated to full speed. This increases the output of
variable-displacement pump without changing the swash angle. The vehicle then reaches its final speed.
Depressing the brake pedal while the travel pedal is pushed down opens the 4/2-way valve (36). As a result
restrictor (33) is by-passed, the Dp between ports E and F is reduced, valve (35) can no longer regulate
pressure, and the pump downstrokes.
Section 1.2
I II E
38 35
34
33
V 36
37
Z
Y
32
T2 BR F
Travel Control Unit
I Operation
Travel direction, swash angle, max. RPM
II Operation
Brakes
32 2/2-way valve 12 bar - brake protection

33 Restrictor - for Dp
35 Pressure regulating valve - swash angle
36 4/2- way valve - brakes
37 4/3-way valve - direction of travel
38 3/2-way valve - signal for maximum RPM
Section 1.2
Furthermore, port BR is connected to reservoir via port T2 so that the brake release pressure collapses
and the brakes are applied. A pressure reduction under 12 bar at port F (boost pressure) would not ensure
a full release of the brakes. To prevent the pump from upstroking when the brakes are not fully released,
the valve moves to the by-pass position when pressure is under 12 bar. The oil now by-passes restrictor
(3) and a Dp can no longer be created so that an upstroking of the pump with the brakes applied is
prevented.
1.2.5 FLUSHING OF THE VARIABLE-DISPLACEMENT PUMP AND DRIVE AXLE
The leakage oil in the BPV is drained from the pump through port I together with the oil from boost pressure
valve (22). The flushing oil enters hydraulic axle AH 16-01 at port U and flows out again at the second port
U, and then returns via the cooler (N) to the reservoir (E). This procedure assures a constant exchange
of the oil in the BPV 50 S pump case and in the hydraulic axle AH 16-01.
The non-return valve (M) installed parallel to port I of the variable-displacement pump is set to a pressure
of 1 bar. It protects the AH 16-01 axle housing and the oil cooler against pressure spikes.
1.2.6 POWER LIMITER AND ANTI-STALL DEVICE
To prevent overloads on the engine, which would cause a sharp reduction in RPM due to the travel drive,
the BPV 50 S is provided with a power limiter.
This device controls the swash angle of the variable-displacement pump so that the product of volumetric
flow Q multiplied by operating pressure p does not exceed the available engine power at any time.
Each end of pilot piston (19) of the hydraulic remote control is connected to a spring-loaded control spool
to which the high pressure at the time is applied. At a pressure of approx. 95 bar, the spool moves against
the force of the spring, pushing the control piston (19) against the pilot pressure, which is relative to the
pedal stroke, thus reducing the swash angle of the pump. A demand for more engine power due to an
additional load (lifting, tilting, steering, attachment) would overload the engine and sharply reduce its RPM.
From a speed of approx. 1100 rpm the Dp at restrictor (33) is decreased so that the flow from pump (26)
is no longer sufficient to maintain a Dp of 11 bar. Consequently, the pump destrokes still further until at about
650 rpm the swash angle reaches zero degrees. This action prevents the motor from stalling.
1.2.7 ENGINE LOCK-OUT LOGIC - REVERSING LOCK
When reversing the direction of travel, the engine lock-out ensures that the speed signal for the engine is
not given until the truck starts driving in the newly selected direction.
When the travel pedal is depressed, pilot pressure proportional to the pedal stroke goes through port Z or
Y to the corresponding spring chamber of pilot piston (19), moving it against the constant pressure of 17.5
bar and the force of the spring on the opposite side. As a result the end of the pilot piston to which the 17.5
bar control pressure is applied is connected via open 3/3-way valve (20) to valve (21) set to 22 bar.
Section 1.2
Z 20 20
Y
19
21
S
20
21
T
N V3
19
Z Y
Section 1.2
During reversing, the direction of travel, the control pressure modulated by pressure reducing valve (35)
is diverted by travel direction valve spool (37) to the opposite end of the pilot piston and flows via the still
open 3/3-way valve (20) to valve (21). If a pressure in excess of 22 bar is set by pressure regulating valve
(21) as established by the pedal position, the oil flows through the opening valve (21) into the spring
chamber of control cylinder (T) and sets the speed control lever of the injection pump to low speed. Only
after the swash angle of the variable-displacement pump reaches zero does valve (20) open again, valve
(21) go to the N-T position, and the lock-out logic unlock allowing engine speed to increase again.
1.2.8 OIL RESERVOIR
The oil reservoir is pressurised to 0.35 +0.15 bar. The pressurisation ensures a proper filling of the tandem
pump and also prevents any exchange of air via breather valve (H). This arrangement prevents
contamination of the hydraulic oil allowing a long service life of the oil, which is a prerequisite for a long
service life of the hydraulic unit.
1.2.9 HYDRAULIC REMOTE CONTROL UNIT
1 Spool for high pressure (power limitation)

2 Springs for high pressure, initial pressure
3 Shims for initial spring pressurising of high pressure circuit
4 Shims for initial spring pressure and for start of control (4 bar)
5 Adjusting screw for setting distance of pilot piston
6 Shims for setting distance of pilot piston
7 Pilot piston springs, initial pressure setting = 4 bar
8 Spring plate (way valve for lock-out logic)
9 Pilot piston
10 Reversing lever
11 Locknut
12 Adjusting screw for hydraulic neutral position
13 Control pilot
14 Pilot housing
Section 1.2
13,9 -0,1 mm
10
11
12
13
14
9
7
6
5
2
1
Section 1.3
1.3 WORKING HYDRAULIC SYSTEM
1.3.1 CIRCUIT DIAGRAM OF WORKING HYDRAULIC SYSTEM

Section 1.3
1.3.2 DESCRIPTION OF THE WORKING HYDRAULIC SYSTEM
When the control levers are in the neutral position and the output of pump (27) is zero, the directional control
valves (6), (7), (8) and (9) and pressure balance (2) are closed. Port P1 is connected to port A1 via
pressure reducing valve (4).
When the engine is running, the oil flow from pump (27) enters the valve block at port P1, opens pressure
balance (2) against the force of the spring so that the circulating oil is without pressure. The initial spring
pressure on the pressure balance and the oil pressure at port P1 are equal, the Dp is approx. 5 bar.
When a control lever is operated, the load pressure goes through a control passage in the control spool
of the corresponding directional control valve and then via the shuttle valve (10), restrictor (3a) to maximum
pressure valve (3) and into the spring chamber of pressure balance (2). Due to the change in pressure
ratio, the pressure balance moves far enough towards the closed position to allow oil to flow to the load
via the directional control valve spool. The oil quantity depends on the setting of the directional control valve
spool. Any excess oil goes directly from pressure balance (2) to port T3.
After the pressure reaches the setting of maximum pressure valve (3), the valve opens and the oil can flow
to port T3. Due to the resulting Dp at restrictor (3a), the load pressure becomes greater than the response
pressure of the maximum pressure valve. The pressure balance is now controlled in such a way that it
permits only so much pressure oil to flow through it as is required to maintain the Dp at restrictor (3a). The
excess oil goes directly from the pressure balance (2) to port T3.
SPEED CONTROL
The inlet port of the pressure reducing valve is connected to port P1. The outlet on one side is connected
to the speed control unit via port A1, and on the other to directional control valve (6) via restrictor (4a). The
instantaneous pressure as signal for pressure reducing valve (4) is sensed between the restrictor (4a) and
the lift control valve (6). If the tilt control valve (7) or the auxiliary hydraulics control valves (8) and (9) are
activated, the pressure reducing valve (4) lowers the pressure at the outlet side to approx. 7 bar so that
the engine speed increases to approx. 1100 rpm.
When lift control valve (6) is actuated, the line from restrictor (4a) to (6) is connected to port T3/4 via the
open valve. This creates a Dp between the signal for speed increase and the actual pressure pick-up,
whose size depends on the stroke of the spool in valve (6). The pressure for the speed control unit rises
so much that the engine is accelerated to maximum speed. As no pressure builds at port P1 during the
lowering procedure, the engine speed is not adjusted upward.
Section 1.4
Page 18 12.94 Service Training
1.4 ELECTRICAL SYSTEM
1.4.1 WIRING DIAGRAM FOR DIESEL MODEL
A1 Preheating time relay R3 Fan resistor

A2 Fan control
S1 Heater starter switch
E2 Dip beam, left, 45 W* S2 Engine temperature switch
E3 Dip beam, right, 45 W* S3 Oil temperature switch
E4 Side light, left front, 5 W* S4 Oil pressure switch
E5 Side light, right front, 5 W* S5 Suction filter vacuum switch
E6 Side light, left rear, 10 W* S6 Fuel level warning light switch
E7 Side light, right rear, 10 W* S7 Travel direction switch, single-pedal
E8 Number plate light, 5 W* control*
E21 - 24 Work spotlight, 21 W* S8 Horn button
S9, 9.1 Work spotlight switch*
F1 - 16 Fuses S10 Wiper switch*
F17 - 19 Fuses (from 2/93) S11 Light switch*
S12 Hazard warning light switch*
G1 Alternator and regulator S13 Direction indicator switch*
G2 Battery, 88 Ah S14 Starter lock-out switch
S15 Revolving light switch*
H1 Battery charging lamp, 2 W S17 Temperature switch (85/93 °C)
H2, 3 Engine temperature warning lamp, 2 W
H4 Hydr. oil temperature warning lamp, 2 W V1 - 3 Decoupling diode
H5 Oil pressure warning lamp, 2W
H6 Suction filter warning lamp, 2 W Y2, 3 Solenoid valve, single-pedal control*
H7 Horn, 42 W Y4 Fuel cut-off solenoid valve
H8 Flasher, left front, 21 W*
H9 Flasher, left rear, 21 W*
H10 Flasher, right front, 21 W* VARIANTS OF OPTIONAL EQUIPMENT
H11 Flasher, right rear, 21 W*
H12 Flasher indicator lamp, 2 W* 1 Single-pedal control
H13 Fuel level warning lamp, 2 W 2 Revolving light
H14 Revolving light, 55 W* 3 Windscreen wiper
H15 - 23 Switch lamps, 1.2 W* 4 Work spotlight
H24 Fan (from 2/93) 5 Lighting
H25 Preheahting (from 2/93) 6 Flasher and hazard warning signal
H26 Soot filter warning light (from 2/93) flasher
K1 Flasher relay*
K2 Starter relay WIRE CODE COLOURS
K3 Fan relay (from 2/93)
bl blue
M1 Starter 1.7 kW br brown
M2 Wiper motor, front* ge yellow
M3 Wiper motor, rear* gn green
M4 Windscreen washer* gr grey
M5 Fan rt red
sw black
P1 Hour meter ws white
R1 Glow plugs
R2 Temperature sensor for automatic * Options
preheating system
Section 1.4
CIRCUIT DIAGRAM H 12/16 D, TYPE 350 UP TO 1.93

Section 1.4
Page 19 a Service Training
CIRCUIT DIAGRAM H 12/16 D, TYPE 350 FROM 2.93
Section 1.5
1.5 CHECKS AND ADJUSTMENTS
1.5.1 TRAVEL PEDALS
- Move both travel pedals to the same height. Bring bracket (1) against leg spring (2) and screw tight.
- Adjust hexagon head screws (3) and (7) with spacer (WM 6) to provide a standoff of 48 mm to the pedal
and lock with the locknut.
- Using spacer (WM 6), bring the control unit to a lateral standoff of 55 mm to the pedal and secure.
- Clamp control lever (4) onto the travel control unit shaft (shaft is in neutral position when delivered).
1.5.2 BRAKE PEDAL
- Slide the stop (8) for the fully released pedal up as far as possible in the slots.
- Turn the brake shaft clockwise as far as the stop, slide adjusting lever (5) onto the brake shaft and clamp
tight.
- Slide stop (8) in the slots fully down and screw tight. This takes the load off the stop in the travel control
unit.
- Using spacer (WM 6), adjust the hexagon head screw (6) to a distance of 48 mm from the pedal and lock
the screw.
Section 1.5
2
55
8 4
6
Section 1.5
1.5.3 BOWDEN CABLE FOR PARKING BRAKE
- Depress the brake pedal until the leaf spring (1) engages.
- Set the parking brake lever on the instrument panel to the "brake applied" position.
- Adjust the Bowden cable (2) at the lower end until it is free from play and clamp with nipple (3).
2
3
Section 1.5
1.5.4 AVERAGE WHEEL SPEED
- Block up the truck so that both wheels can rotate freely.
- Start the engine and release the brake pedal.
- Fully depress the forward travel pedal.
- Determine the speed of the right and left drive wheel with a wheel tachometer.
- Average wheel speed = (speed of left wheel plus speed of right wheel) divided by 2.
- Repeat this procedure with the reverse travel pedal.
Desired speed: 210 -20 rpm
Note: If the wheel specified speed is not obtained, check the travel control unit and the hydraulic
speed control, and remedy if possible.
Section 1.5
1.5.5 SPEED CONTROL FOR DIESEL MODEL
Adjustment instructions for the LPG model, see "Checks and Adjustments" (LPG).
- Loosen nuts (2), (4), and (7).
- By turning threaded rod (3), bring the injection pump to the lower idle stop and the overload safety device
(5) to the stop of control cylinder (6).
7 1 2 3 4
6
Section 1.5
- Move the injection pump lever as far as the stop for max. speed by hand.
Dimension "Y" must be 15 -0,5 mm
"Y" too large: screw setscrew (1) "up".
"Y" too small: screw setscrew (1) "down".
- Repeat the adjustment until dimension "Y" is obtained.
- Lock the locknuts (2), (4), and (7) on threaded rod (3) and setscrew (1).
1 2 3 4
Y
Section 1.5
1.5.6 START OF DRIVE WHEEL ROTATION
Adjust the start of wheel rotation with setscrew (3) so that the wheels start turning immediately with the
increase in engine speed or shortly thereafter. In no case should the wheels start rotating before the
increase in engine speed.
ADJUSTMENT REQUIREMENTS
- Pedal adjustment is in order.

- Truck blocked up and secured so that both drive wheels are free to rotate.
- Engine and travel drive at operating temperature.
- Floor plate removed.
- Symmetry of speed control is in order.
- 30 ° - 45 ° + 45 °
1 3
2 4
6
Section 1.5
CHECK
- Start the engine and release the brake pedal.
- Gently depress the forward travel pedal until the engine speed increases and the wheels start to turn.
The adjustment is in order if wheel rotation starts directly after or jointly with the increase in engine speed
within a pedal stroke of 5 to 10 mm.
Should the wheels start rotating prior to the increase in engine speed, correct the adjustment as follows:
Slacken locknut (4) and adjust the start of wheel rotation by turning screw (3).
NOTE: The adjustment range of screw (3) is 180 °, clockwise or anti-clockwise. If the adjustment
cannot be performed within this range, check the start of control for the BPV 50 S remote
control or of the control cylinder at the speed control, and correct if required.
Section 1.5
1.5.7 BRAKE SHAFT AT TRAVEL CONTROL UNIT
- Connect a low pressure gauge to BR at the travel control unit.
- Loosen the brake lever clamping screw and turn brake shaft (5) clockwise as far as possible.
- Slacken locknut (2).
- Start the engine, slowly turn setscrew (1) in while holding brake shaft (5) clockwise against the stop. Turn
the brake shaft until it is free from play.
- While holding the brake shaft clockwise against the stop, gently turn the setscrew (1) out until maximum
pressure is obtained, then turn out a further ¼ turn and lock nut (2).
- Tighten the brake lever clamping screw.
- Adjust the brake pedal. For this refer to the adjustment instructions for the "Brake Pedal".
- 30 ° - 45 ° + 45 °
1 3
2 4
6
Section 1.5
1.5.8 SYMMETRY OF THE TRAVEL CONTROL
1.5.8.1 DRIVE WHEEL START OF ROTATION
ADJUSTMENT REQUIREMENT
- Truck blocked up and secured.

- Engine and traction hydraulics at operating temperature.
CHECK
- Start the engine and release the brake.
- Slowly push down the forward pedal until the wheels begin to rotate. Measure the pedal stroke from the
neutral position to start of rotation.
- Depress the reverse pedal until the start of rotation and also measure the pedal stroke.
The pedal stroke from neutral to the start of rotation should be equal for forward and reverse. Any noticeable
difference should be corrected as follows.
- Stop the engine.
- Open the engine cover and remove the floor plate.
- Slacken the clamping screw on the travel control lever.
- Using a size 10 open-ended spanner, set the travel control shaft to the noticeable neutral range and
tighten the clamping screw.
Should there still be a noticeable difference between forward and reverse, check equal pressure and the
start of rotation. Refer to trouble-shooting procedures; adjust, if necessary.
Section 1.5
1.5.8.2 ENGINE SPEED INCREASE
TEST REQUIREMENTS
- Truck blocked up and secured so that both wheels are free to rotate.
- Brake applied.
TEST
- Sit down on the driver's seat.

- Start the engine.
Test Symptoms Assessment
Gently push forward and Speed increase with pedal Symmetry in order.
reverse pedal until engine stroke equal.
speed increases.
Speed increase with pedal No symmetry.
stroke not equal. Adjust by turning (in direc-
tion of travel) the front
bushing on travel control unit.
Section 1.5
1.5.9 PRESSURE DIFFERENCE Dp
TEST REQUIREMENTS
- Truck blocked up.

- Engine and travel hydraulics at operating temperature.
- Symmetry of travel control is in order.
- Two low pressure gauges connected to ports Y and Z of travel control unit with screw couplings 1.1 (refer
to "Aids and Tools for Measurements").
TEST
Start the engine. Dp between ports Y and Z Adjustment of pressure

Release the brake. rises to 11 +0.1 bar. relief valve (34) in order.
Alternately depress forward
and reverse pedal as far as Dp between ports Y and Z Adjustment of pressure
possible. does not rise to 11 +0.1 bar relief valve (34) not in
or is larger. order.
Adjust as follows:
- Slacken locknut (7) at pressure relief valve (34).
- If Dp was too large, turn screw (8) out.
- If Dp was too small, turn screw (8) in.
- Repeat the test.
- Tighten locknut (7).
If an adjustment is not possible, refer to trouble-shooting procedures for "Hydrostatic Travel Drive".
- 30 ° - 45 ° + 45 °
1 3
2 4
5
6
34
8
Section 1.5
1.5.10 REVERSING LOCK
TEST REQUIREMENTS
- Truck blocked up and secured.

- Engine and traction hydraulics at operating temperature.
TEST
Start the engine. During reversing (changeover Reversing lock is in order.

Release the brake. from forward to reverse), the
Depress forward pedal until the speed control cylinder is held
wheels rotate at full speed. in the neutral position until
Then quickly actuate the the wheels stop.
reverse pedal (reversing). Engine runs nearly at idling
speed.
Then move the speed control
cylinder directly to its end
position. The engine accelerates
to upper idle and the wheels
rotate in the opposite direction.
If a test result deviates from the above text, adjust the reversing lock as follows:
- Slacken locknut (1) at the 22 bar valve of reversing lock.
- Turn in screw (2) as far as noticeable stop.
- Subsequently turn screw (2) out 4 ½ turns.
- Tighten locknut (1).
- Repeat the test.
If the adjustment is not possible, refer to trouble-shooting procedures "Hydraulic Speed Control for
Engine".
2
Section 1.5
1.5.11 HYDRAULIC NEUTRAL POSITION
TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can turn freely.
- Engine and travel hydraulics at operating temperature.
- Travel and brake pedals properly adjusted.
TEST
Start the engine, release the Wheels do not rotate. Neutral position is in order.
brake, accelerate engine to full
speed by hand. Wheels or one wheel rotate(s). Neutral position not in order.
Adjust as follows:
- Hold eccentric bolt (12) with a socket head screw key.

- Slacken the hexagon nut.
- Gently turn eccentric bolt (12) with a socket head screw key until the drive wheels stop. The mark (15)
on the bolt should show in the direction of bleed screw (16).
- Continue turning eccentric bolt (12) until the wheels start to turn. Note the position of the key.
- Turn eccentric bolt (12) back until the wheels start turning in the opposite direction. Note the position of
the key.
- Turn the eccentric bolt (12) back half of the noted key distance.
- Lock the hexagon nut (11).
- Accelerate the engine to maximum speed by hand. The wheels should not rotate now.
16 15 12 11
Section 1.6
1.6 TROUBLE-SHOOTING
1.6.1 LINE LAYOUT FOR TROUBLE-SHOOTING
LEGEND TO DIAGRAM
B Variable-displacement pump BPV 50 S
C Hydraulic axle AH 16-01
J Travel control unit
T Control cylinder - speed control
L Shuttle valve
P Steering control valve
F Renewable filter
E Oil reservoir
D Tandem pump
N Cooler
R Make-up valve
High pressure line from BPV 50 S to AH 16-01 and high pressure override
Supply line for controlstat, travel control unit and feed
Brake release line
Control line for direction of travel
Flushing oil line
Speed control line

Section 1.6
Z Y
J
V T
E F
BR
A1
R
E
VS VF
V3
L
S
N V3
T
N
T
T Y
Z T
PS
B T5
SP
P
F
P2
D
P2 F
N
C
BR U
V
BR
E
T
Section 1.6
1.6.2 AIDS AND TOOLS FOR MEASUREMENTS
The tools and gauges used for trouble-shooting are similar to those in the catalogue "Special Tools and
Measuring Instruments".
The part names correspond to the consecutive numbers in the catalogue. All parts in the test set also have
the prefix "1.". Any further designations are those of the test set manufacturer.
Example: Test set designation "hollow screw 7 a" corresponds to "hollow screw 1.7a" in the trouble-
shooting procedures.
1.1 1.3 1.5 1.7 b
1.7 c 1.12 1.13 1.17
1.18 1.19 1.20 1.22
1.21
1.27
Section 1.6
ITEM NO. ITEM NAME
1.1 Screw coupling M 14 x 1.5

1.3 Reducer
1.5 Screw coupling M 8 x 1
1.7 b Hollow screw M 14 x 1.5, bore size M 8 X 1
1.7 c Hollow screw M 14 x 1.5 with plug
1.12 Low pressure gauge 0 - 40 bar
1.13 High pressure gauge 0 - 600 bar
1.17 Hollow screw M 18 x 1.5 with plug
1.18 Hollow screw M18 x 1.5, bore size M14 x 1.5
1.19 Hollow screw M 18 x 1.5, bore size M 14 x 1.5
1.20 Test connector, assy., 8 S
1.21 Test connector, assy., 15 L
1.22 Cover plate 120 x 38
1.27 Test connector, assy., 12 S
ADAPTER NO. CONSISTING OF
I Reducer 1.3
Screw coupling 1.1
III Hollow screw 1.7 b

Screw coupling 1.5
IV Hollow screw 1.18

Screw coupling 1.1
V Hollow screw 1.19

Screw coupling 1.1
Section 1.6
1.6.3 REMARKS TO TROUBLE-SHOOTING
The functional tests and any trouble-shooting that may be required is performed separately for each main
component group. This applies to the following components or functions:
Section
1.6.4 Hydraulic Engine Speed Control Page 39

1.6.5 Hydraulic Braking System Page 44
1.6.6 Power-assisted Steering Page 47
1.6.7 Equal Pressure and Start of Control Page 49
1.6.8 Hydrostatic Travel Drive Page 53
Prior to commencing with the activities described below, first check the oil level and top up, if necessary.
If a pressure gauge or a screw plug must be fitted for a procedure, first depressurise the tank, i.e. remove
the breather valve.
The installation points for pressure gauges or screw plugs are shown in line layout diagram.
In some steps the AH 16-01 must be disconnected.

In this case proceed as follows:
Disconnect the high pressure hoses from the

AH 16-01. Insert cover plate 1.22 (120 x 38)
between the hose flanges and the AH 16-01,
and tighten the screws.
The high pressure is measured at the high
pressure override for reverse travel (1) and a
plug (2) at the maximum pressure valves on
the BPV 50 S (for forward travel).
LIST OF ABBREVIATIONS USED
LP gauge = low pressure gauge

HP gauge = high pressure gauge
LP = low pressure
HP = high pressure
F-pedal = forward travel pedal
R-pedal = reverse travel pedal
Dp = pressure difference
Section 1.6
1.6.4 ENGINE HYDRAULIC SPEED CONTROL
The engine speed control check is first performed as a functional test as described below. If any
malfunctions are detected during the test, a detailed trouble-shooting must be performed subsequently.
1.6.4.1 FUNCTIONAL TEST
TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can rotate freely.
- Pedals properly adjusted.
TEST
Start the engine and with the Engine speed control cylinder Speed control is in order.
brake applied fully depress the returns the injection pump
F and R pedals. Then, with the lever each time as far as stop,
pedals released, move the lift engine speed reaches upper
control lever to the position idling speed and then drops
"Lift", hold it in this position to lower idling speed again.
and then release it again.
Release the brake, fully
depress the forward and
reverse travel pedals alter-
nately and release them again.
Caution: Rotating wheels!
If these results are not obtained, or the engine does not accelerate when driving, establish the cause as
follows and remedy the fault.
1.6.4.2 TROUBLE-SHOOTING
TEST REQUIREMENTS

- Adjustment of the speed control linkage and the injection pump is in order.
- Engine cover raised.
- Front cover plate dismantled.
- Brake pedal locked in position "brake applied".
- Truck blocked up and safely secured so that both traction wheels can rotate freely.
Section 1.6
Start the engine and move the injection pump speed control lever as far as the
stop by hand.
yes no Adjust engine speed, and put

Upper idle is reached. injection pump or engine in
order. Repeat the test.
Connect low pressure gauge with adapter IV to port F of travel control unit.
Start the engine and read the pressure.
yes no Refer to trouble-shooting

Pressure 17.5 to 21 bar. "Hydrostatic Travel Drive".
Release the brakes and fully depress one travel pedal.

CAUTION: Rotating wheels!
Speed
yes control cylinder extends no
fully (15 mm). Engine acce-
lerates to upper
idle.
Apply the brakes again and fully depress a travel pedal again.
A B
Section 1.6
A B
Speed
Valve (21) of the lock-out control cylinder extends
yes no
logic is defective or its fully (15 mm). Engine acce-
setting is too low. lerates to upper
idle.
With pedals in neutral position and motor running, pull lift control lever back as
far as possible.
Speed
yes control cylinder extends no
fully (15 mm). Engine acce-
lerates to nominal
speed.
Disconnect the line at port N of the speed control cylinder. With the engine
running, again pull back the lift control lever as far as possible and hold it there.
Speed
control cylinder extends Control cylinder defec-
Valve (21) defective, re- yes no
fully (15 mm). Engine acce- tive, repair, and repeat
pair, and repeat the test. the test.
lerates to nominal
speed.
Reconnect line to port F of travel control unit. Connect low pressure gauge
with screw coupling 1.1 to port V at travel control unit. Start the engine, fully
depress a travel pedal and observe the pressure gauge.
Pressure in- Faulty speed control val-

Shuttle valve (L) defec- yes creases proportionally to no ve (38). Repair the valve
tive stroke of pedal to 14 bar or replace the travel con-
minimum. trol unit.
C
Section 1.6
C
Return the pedal to neutral position and then depress to about 1/3 of pedal
stroke.
Jump in engine speed yes Nozzle in valve (38) too

to over 1390 rpm. small or obstructed.
Nozzle of valve (38) too

No or minimal yes
large or supply circuit re-
increase in speed.
strictor clogged.
Increase
yes
in engine speed to
1250 - 1390 rpm.
Fully depress one travel pedal and wait until full engine and wheel speed is
obtained, then depress the opposite travel pedal.
Engine speed
yes falls to lower idle and only increases no Valve (21) defective; re-
again after wheels start rotating in pair valve.
new direction of travel.
D
Section 1.6
Pedals in neutral position, pull the lift control lever fully back and hold in this
position.
yes Rated engine speed no

is reached.
Reconnect the line to port F at travel control unit. Connect low pressure gauge
with screw coupling 1.1 to port A1 of working hydraulics control valve (engine
speed control signal). Start the engine, pull the lift control lever fully back and
hold in this position.
Shuttle valve (L) defec- yes Pressure climbs to no Pressure reducing valve
tive. 14 bar minimum. (4) is defective.
Extend the lift cylinder fully and then move the control lever to the "Lower"
position.
Engine
Pressure balance defec- yes no
speed rises during Speed control unit is in
tive. Repair or replace
lowering of fork order.
control unit.
carriage.
Section 1.6
1.6.5 HYDRAULIC BRAKE SYSTEM
1.6.5.1 FUNCTIONAL TEST
TEST REQUIREMENTS
- Pedals properly adjusted.
TEST
Start the engine and try to Drive wheels cannot be turned.

turn the right or left drive
wheel with a wheel nut
spanner or extension. Parking brake
in order.
Release the brake pedal Drive wheels can be turned.

and again try to turn the
right or left drive wheel.
After this test, lower the truck to check the braking characteristics of the moving truck.
For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock
without the truck pulling to one side. If the test results differ from the above diagnosis, determine and
remedy the fault by following the trouble-shooting procedures.
1.6.5.2 TROUBLE-SHOOTING
TEST REQUIREMENTS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Pedal adjustment in order.
- Front cover plate removed.
Section 1.6
Connect low pressure gauge with adapter IV at port F of travel control unit.
Start the engine and read the pressure on gauge.
yes no Check "Hydrostatic Travel

Pressure min. 17.5 bar.
Drive".
Reconnect line to port F. Connect low pressure gauge with adapter IV to port
BR at travel control unit. Release the brakes and check the pressure with the
engine running.
yes no
Pressure min. 17.5 bar.
With the engine running, fully depress brake pedal and watch the pressure
gauge.
4/2-way valve (36) does not

yes Pressure drops to no
open. Repair the valve or replace
approx. 0 bar. the travel control unit.
Plug port BR at the travel control unit with plug 1.17. Start the engine, release
the brake, fully depress the F or R pedal.
The brake of the turning yes no

wheel is not in order. Remo- Drive wheels rotate. Brake system in order.
ve and remedy the fault.
A
Section 1.6
A
Remove adapter IV at port BR and connect low pressure gauge with adapter
I to port BR.
Connecting passage in valve (36) is

obstructed; clean. Brake shaft ad-
yes no
Pressure min. 17.5 bar. justment incorrect; readjust. Valve
(36) defective, repair or replace tra-
vel control unit.
Remove adapter I and reconnect low pressure gauge with adapter IV to port
BR. Plug port BR of right brake with hollow screw 1.7 c. Measure the pressure
with the engine running and the brakes released.
Seal at right-hand brake yes no Seal at left-hand brake

Pressure now 17.5 bar.
piston defective. piston defective.
Section 1.6
1.6.6 POWER-ASSISSTED STEERING
Two different methods can be used to locate a malfunction in the steering system.
1.6.6.1 TROUBLE-SHOOTING WITHOUT MEASURING BOOST AND MAXIMUM PRESSURE
TEST REQUIREMENTS
- Travel drive must be functioning.
TEST
Start the engine, release Steering not functioning, Malfunction in servostat

the brakes, depress the F truck still driving or steering cylinder.
or R pedal and turn the
steering wheel. Steering functioning, Gear pump (26), 11 cc,
truck stopping. of tandem pump defective.
If the malfunction cannot be localized with this method, use the method described as follows.
Section 1.6
1.6.6.2 TROUBLE-SHOOTING WITH MEASUREMENT OF BOOST AND MAXIMUM PRES-
SURE
TEST REQUIREMENTS
- Front cover removed.
- Brake applied.
TEST
Connect high pressure gauge with adapter V to port P2 at the tandem pump and one low pressure gauge
each to port E and F at the travel control unit. Start the engine, release the brake and measure the Dp
between ports E and F. If the Dp is less than 5 bar, continue trouble-shooting with "Hydrostatic Travel
Drive". If the Dp is 5 bar or more, continue with the following test procedure:
- Turn the steering wheel first to the right steering lock, then to the left steering lock, hold briefly and assess
its operation as follows:
Symptoms Readings Assessment
1. Stiff steering. LP less than 120 bar, Safety valve of

Dp 5 bar or more. servostat defective.
HP under 120 bar. Gear pump (26), 11 cc,

Dp under 5 bar. defective.
Replace the tandem pump.
2. Steering wheel can be HP under 100 bar, Leak in servostat or

turned further at stop Dp 5 bar or over. steering cylinder.
without much effort.
3. Steering wheel can be HP approx. 150 bar Hydraulic steering system

turned as far as stop, as required. in order. If still faulty,
then blocked. Dp 5 bar or over. replace the steering control
valve.
Section 1.6
1.6.7 EQUAL PRESSURE AND START OF CONTROL
TEST REQUIREMENTS
- Truck not blocked up.

- Brake released.
- Hydraulic speed control in order.
TEST
- Sit down on the driver's seat.

- Start the engine.
Gently push F or R Truck starts slowly Start of control in order.

travel pedal down without jerking.
(fine control range)
until the truck
starts. Truck jerks. Start of control not in order.
Perform trouble-shooting.
Refer to procedures below.
TROUBLE-SHOOTING
- Block up the truck and secure so that both drive wheels can rotate freely.
- Remove the front cover plate.
- Remove the floor plate.
Section 1.6
Connect low pressure gauge with adapter IV to port F of travel control unit.
Start the engine and read the pressure .
yes no
Pressure min. 17.5 bar. Refer to "Hydrostatic Travel Drive".
Connect a second low pressure gauge with adapter IV to port E at the travel
control unit. Start the engine, release the brakes and measure the Dp between
ports E and F.
Valves (32), (34) or (36) defective or

yes Dp = 5 bar no
maladjusted. Repair or replace the
or more. travel control unit.
Connect a low pressure gauge with adapter III to ports Y and Z at the travel
control unit and measure the Dp.
yes no
Dp = 0 - 0,5 bar.
Loosen the clamping screw at right travel control unit shaft (seen in direction
of travel), bring travel control unit in neutral position. Tighten clamping screw.
Measure the Dp between ports Y and Z.
A B
Section 1.6
A B
Dp = 0 - 0,5 bar.
yes no
Remove control line from ports Y and Z and attach a low pressure gauge with
screw coupling (1.1). Start the engine and measure the Dp .
Adjust the Dp by tur-

ning the rear bush-
no ing (seen in direction
Dp = 0 - 0,5 bar.
Refer to "Hydrostatic yes
of travel) at the travel
Travel Drive".
control unit or repla-
ce the travel control
unit.
Gently move the F and R travel pedals and measure the Dp at the start of
control (start of wheel rotation).
yes Dp at start of control no Adjust the start of control with shims

= 4 +0.5 bar. (see cross section of control cover).
C
Shims
Section 1.6
C
Fully depress the F and R travel pedals alternately and measure the Dp .
Dp = 11
yes + 0,1
no
bar.
Adjust the Dp to 11 +0.1 bar with valve (34) of the travel control unit.
no
Dp can be adjusted.
yes Travel control unit defective, repair
or replace.
Fully depress the F and R travel pedals alternately and measure the speed
of the right and left wheel, and determine the average wheel speed. Refer to
"Average Wheel Speed".
yes Average wheel speed no

In order. Refer to "Hydrostatic Travel Drive".
= 210 rpm.
Section 1.6
1.6.8 HYDROSTATIC TRAVEL DRIVE
TEST REQUIREMENTS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Power steering functioning.
- Hydraulic neutral position in order.
- Front cover plate removed.
Section 1.6
Connect low pressure gauge with adapter IV to port F at travel control unit.
Start the engine and read the pressure.
Pressure min. 17.5 bar Pressure over 17.5 bar. Pressure under 17.5 bar.
to max. 21 bar.
Check the boost Check the boost pressure valve, replace if

pressure valve, re- required. Repeat the measurement.
place if required.
yes Pressure now no

17.5 bar - 21 bar.
Remove the hollow screw at port E. Put the line to make-up valve (R) to the
side. Screw the remaining line with adapter IV into port E. Start the engine and
read the pressure at port F.
Make-up valve (R) de-

fective or fitted incorrect- yes Pressure now between no
ly; replace or install cor- 17.5 - 21 bar.
rectly.
Disconnect the AH 16-01 with the sealing plate. Attach a HP gauge with test
connector 1.20 to the HP override and a second pressure gauge with screw
coupling 1.1 to port P of the pump. Fully depress the F travel pedal. Read the
pressure. Repeat the test with the R-pedal.
A B
Section 1.6
Service Training 02.01 Page 55
A B
AH 16-01 defective, re- yes Pressure is 420 bar no BPV 50 S defective, re-
pair or replace. in each case. pair or replace.
Attach a second pressure gauge with adapter IV to port E at the travel control
unit. Start the engine, release the brake and measure the ∆p between ports
E and F.
∆p between
yes no
ports E and F min. 5 and
under 11 bar.
Unscrew hollow screw at port E. Disconnect line to make-up valve (R). Screw
remaining line with adapter IV into port E. Start the engine and read the pressure
at port F.
Make-up valve (R) de-

fective or fitted incorrect- yes no
∆p 5 - 11 bar.
ly. Replace or install cor-
rectly.
Check valve (34) in travel control unit and repair, if required. Repeat the test.
yes ∆p now min. 5 and no

under 11 bar.
C D
Section 1.6
C D
Refit the line at the filter. Check valve (32) in the travel control unit and repair,
if necessary. Restrictor (33) clogged: clean. Repeat the test.
yes Dp now min. 5 and no Travel control unit faulty;

under 11 bar. replace.
Accelerate the engine to upper idling speed by hand. Compare the pressure
between ports E and F.
yes no
Dp between 11 and 12 bar.
Adjust a Dp of approx. 12 bar with valve (34) at the travel control unit.
Valve (32), (34) or (36) defective

Dp can be adjusted.
yes no
or maladjusted. Remedy, or re-
place the travel control unit.
Fully depress a travel pedal with the brake pedal applied and motor running.
E
Section 1.6
yes no Check the travel control

Engine accelerates
unit, refer to "Hydraulic
to full speed.
Speed Control".
Release the brakes and alternately depress the F and R-pedals approx. 1/
3 of pedal stroke.
yes Wheels rotate both no

forward and reverse.
Measure the pressure at port F with the pedals depressed.
yes The pressure no

drops to approx. 12 bar
or less.
Disconnect the AH 16-01 and repeat the test.
Pressure
Fault in BPV 50 S, repair yes no AH 16-01 defective, re-
at port F drops to 12 bar
or replace. pair or replace.
or less.
F G
Section 1.6
F G
Check the brake system, refer to "Hydraulic Brake System". Repeat the test.
yes no
Wheels now rotating.
Reconnect lines to ports E and F. Connect low pressure gauges with adapter
III or cover plate 1.22 to ports Y and Z of the travel control unit. Start the engine
and measure the Dp at the pressure gauges with the brake released.
Equal
pressure to max. Dp of
yes no
0.5 bar obtained.
Loosen the clamping screw at right travel control unit shaft (seen in direction
of travel), bring shaft to noticeable neutral position. Tighten clamping screw.
Measure the Dp between ports Y and Z.
yes Equal pressure can no

be adjusted.
Remove adapters III and cover plate 1.22 and replace with screw couplings
1.1. Connect low pressure gauges and adjust to equal pressure with the brake
released.
H I K
Section 1.6
H I K
yes no For checking equal pres-

Leak in remote control Equal pressure can
sure see "Equal Pressu-
unit. Repair or replace. be adjusted.
re and Start of Control".
With the brake released, fully depress the F and R-pedals alternately and read
Dp at pressure gauges.
Pilot piston of the remote

yes no
Dp of 11 bar reached.
control sticks, or opera-
ting cylinder of servo
control defective.
Remove the adapter III and attach the screw coupling 1.1. Connect low
pressure gauge and repeat the test with the motor running.
yes no
Pilot piston of remote Dp of 11 bar reached. Travel control unit de-
control defective. fective. Repair or repla-
ce.
With brake released, alternately depress F and R travel pedal and calculate
the average wheel speed. See "Average Wheel Speed".
An average
yes no
speed of 210 rpm is reached
in both directions.
L M
Section 1.6
L M
Connect low pressure gauges with adapter III to ports Y and Z of travel control
unit. Start the engine and with the brake released determine the pressure
difference at the gauges.
yes Dp between 0 and no

max. 0.5 bar.
Loosen the clamping screw at right (in direction of travel) travel control unit
shaft. Bring the shaft to the noticeable neutral position. Tighten the clamping
screw. Determine the Dp between ports Y and Z.
yes no
Equal pressure can be set.
Remove the control lines at ports Y and Z and install low pressure gauges at
ports Y and Z with screw coupling 1.1. Start the engine and read the pressures.
For checking pressure

Fault in the remote con- yes no equality, refer to "Equal
Equal pressure can be set.
trol unit. Pressure and Start of
Control".
With the brake released, fully depress the forward and reverse travel pedal
and read the pressure difference in the depressed position.
N O
Section 1.6
N O
Dp of approx.
yes no
11 bar obtained in both
directions.
Remove the control lines at ports Y and Z and install low pressure gauges at
ports Y and Z with screw couplings 1.1. Start the engine, fully depress pedal
and read the pressure.
yes no
Pilot piston of remote Dp of 11 bar now obtained. Travel control unit de-
control defective. fective.
Measure average wheel speed with F and R pedals fully depressed.
Possible cause:
The average Pilot piston of remote
yes no control unit sticks. Faulty
speed of 210 rpm reached
in both directions. control spool in servo
control. Leak in high
pressure section.
With test connector 1.20 connect HP gauge at the HP port of the high pressure
override. Seal port BR at the travel control unit. Start the engine, depress the
R pedal approx. 1/3 of pedal stroke, read the low pressure at port F and read
the high pressure.
P
Section 1.6
P
HP and
LP pulsating, or the
HP 420 bar. HP far below 420 bar. low pressure drops below
LP approx. 17.5 bar. LP approx. 17.5 bar. 12 bar and high pressure
does not rise.
High pressure section for Internal leakage. Possible Leakage in high pressure sec-
reverse travel in order. causes: tion for reverse travel.
Left boost or maximum pres- Disconnect the AH 16-01 and
sure valve leaking. Leakage repeat the test.
at left high pressure overri-
de, left control cylinder leak-
ing.
Install the high pressure gauge at port S to port P. Now

connect the high pressure gauge with screw coupling
1.1 and repeat the test with the forward travel pedal
depressed. The readings now apply for the opposite
direction of travel or components.
HP and
yes LP still pulsating or no
BPV 50 S defective; re- AH 16-01 defective; re-
low pressure drops to below
pair or replace. pair or replace
12 bar and LP does
not rise.
Section 1.7
1.7 LPG MODEL OF IC-ENGINED FORK TRUCK H12/16, TYPE 350
1.7.1 ENGINE SPECIFICATIONS
Engine model VW 026.2

Number of cylinders 4
Displacement 1800 cc
Compression 9 - 12 bar
Wear limit 7.5 bar
Lower idle speed 950 +50 rpm
Upper idle speed 2300 +50 rpm
Nominal speed 2300 rpm
Speed limitation 3200 rpm
Valve clearance self-adjusting
Engine power / speed 25 kW at 2300 rpm
Ignition timing 18 ° ± 1 ° BTDC / 950 +50 rpm
Electrode gap (spark plugs) 0.6 - 0.8 mm
Firing order 1-3-4-2
Section 1.7
1.7.2 LPG INSTALLATION
1.7.2.1 SCHEMATIC
1 Air filter 7 Vaporizer / pressure regulator

2 Ignition switch 8 Vacuum pipe
3 LPG cylinder Mixer - secondary section of vaporizer
4 Combined gas cut-off valve 9 Gas pipe
5 Gas pipe Vaporizer - mixer
Cylinder - shutoff valve 10 Engine
6 Gas pipe 11 Intake manifold
Shutoff valve - vaporizer 12 Mixer
Section 1.7
1.7.2.2 MODES
REST POSITION
- Ignition switch (2) on.

- Solenoid cut-off valve (4) closed.
- Throttle valve mixer (12) closed.
OPERATING POSITION
- Ignition switch (2) closed.

- Solenoid cut-off valve (4) open, allowing liquid gas to flow into primary section of vaporizer.
- Throttle valve in mixer (12) open.
STARTING PROCEDURE
During the starting procedure, the vacuum from intake manifold (11) goes via the open throttle valve of
mixer (12) through pipe (9) to the diaphragm in the secondary section of vaporizer (7). The vacuum causes
the diaphragm to open a regulating valve through which the now pressure-relieved LP gas flows in gaseous
form through pipe (9) to mixer (12). There the gas is mixed with air and then goes through intake manifold
(11) to the engine cylinders.
OPERATION
During operation, the position of the throttle butterfly is changed by the speed controller, depending on the
speed and load on the engine. The resulting increase or reduction in the vacuum controls the secondary
diaphragm through pipe (9) from mixer (12) to vaporizer, modifying the gas supply and the air-fuel ratio in
mixer (12).
If the vacuum increases due to a restricted filter, its pressure will oppose the opening pressure of the
secondary diaphragm in vaporizer (7). This closes the regulating valve in vaporizer (7) somewhat,
reducing the gas flow rate and preventing the mixture from becoming too rich.
STOPPING THE ENGINE
Opening the ignition switch (2) turns off the ignition, and fully closes gas cut-off valve (4) and the butterfly
of mixer (12). The closing of valve (4) cuts off the LPG connection to the vaporizer. Due to its low flywheel
mass, the engine stops immediately without after-running.
Section 1.7
1.7.2.3 OPERATION OF VAPORIZER
VAPORIZER IN NORMAL POSITION
13
1
12
11
10
2
9
3
8 4
5
7
6
1 Secondary diaphragm 7 Orifice

2 Manual primer 8 Atmospheric vent
3 Spring 9 Primary diaphragm
4 Lever 10 Vaporizer chamber
5 Connection for vacuum line 11 Water passageway
6 Secondary valve 12 Valve pin with spring
13 Primary valve
The liquid gas must be converted into a gaseous state for it to be prepared into a combustible mixture with
the intake air in the mixer. This is achieved with the vaporizer, which is heated by the engine coolant.
The method of operation is as follows:
The IMPCO vaporizer is a two-stage regulator with vaporizer. Liquid gas at cylinder pressure enters from
the solenoid valve with cleaning filter and reduces this pressure in two stages to a little less than
atmospheric pressure (underpressure).
In the rest position (engine shut off), the primary valve (13) is open and the secondary valve (6) closed.
The secondary valve (6) prevents gas from escaping when the engine is stopped. The spring (3) located
under the lever supports this.
The primary valve (13) is controlled by the pressure in vaporizer chamber (10) acting on the primary
diaphragm (9). This pressure enters the chamber through orifice (7) upstream of the diaphragm.
Section 1.7
The valve pin (12) transmits the movement to primary valve (13) (onto full area of valve). The spring below
the valve pin (12) effects the opposing pressure. Due to atmospheric vent (8) atmospheric pressure is
applied to the backside of the primary diaphragm.
For cold starts the secondary valve (6) can be operated mechanically with the hand primer (2).
With the engine running (butterfly of mixer open), a vacuum is generated in the fuel line to the mixer. This
vacuum opens the secondary valve (6) which lets the liquid gas flow into the vaporizer through the open
primary valve (13). The secondary valve (6) is controlled by the secondary diaphragm (1).
The drop in LP gas pressure (approx. 10 bar in LPG tank) to atmospheric pressure lets the liquid gas
expand, leading to a drop in gas temperature. To compensate the cooling and to accelerate the
vaporization, the vaporizer therefore is heated. For this purpose the coolant is passed through the water
passageway (11). Depending on the position of the throttle valve (dependent on the position of the travel
pedal), the secondary diaphragm (1) is drawn in more or less, thus controlling the opening of the secondary
valve (6).
VAPORIZER IN OPERATING POSITION
The vacuum on the backside of secondary diaphragm (1) in the secondary section of the vaporizer is
increased or reduced, depending on engine speed and load. This changes the gas flow rate at secondary
valve (6).
If the vacuum increases due to a restricted filter, its pressure will oppose the opening pressure of the
secondary diaphragm via connection (5). This pressure causes the secondary valve to close somewhat,
so reducing the gas flow rate and preventing the mixture from becoming too rich.
When the engine is stopped, the underpressure at connection (5) increases. The secondary valve (6)
closes completely. The gas flow to the mixer is now cut off.
Section 1.7
ENGINE DURING SHORT-HAUL OPERATION
During periods of extremely low temperatures, the engine often does not attain is operating temperature
before being shut down. This can damage the engine. In such cases LPG vapour bubbles can form in the
vaporizer. When the LP gas evaporates in the shut-down engine, the pressure in the vaporizer rises until
the generated overpressure pushes the primary valve onto its seat, closing the valve.
1.7.2.4 OPERATION OF MIXER
MIXER IN IDLE POSITION
3 4 5 6
1 Sealing ring 6 Air by-pass adjustment screw

2 Spool 7 Metering spring
3 Gas metering valve 8 Vacuum connection
4 Passages 9 Throttle valve
5 Fuel mixture adjustment valve
The right gas-air ratio is important for proper operation of the engine. A fuel mixture adjustment valve
(mixer) ensures a correct gas-air ratio.
Section 1.7
The method of operation is as follows:
When the engine is started (throttle valve (9) open), there is a vacuum in the chamber below spool (2),
which is generated during the intake stroke of the engine. This vacuum moves the spool (2) down against
the force of metering spring (7). The modulation is possible until the spool is in the fully open position.
The vacuum varies depending on the engine speed and on the position of throttle valve (9). Spool (2)
meters the quantity of air drawn in by the engine. The gas metering valve (3) is connected with spool (2)
and it is so shaped that for any position of spool (2) the proper amount of gas is provided for mixing with
the in-flowing air.
The mixer allows two limited mixture adjustments.
AIR BY-PASS ADJUSTMENT FOR IDLE
The air-gas mixture flowing past the closed throttle valve (9) during idle is constant. During the idle
adjustment, a part of the air drawn in by-passes the air intake valve. The idle adjustment is performed with
the idle fuel mixture adjustment screw (6), which makes the gas-air mixture richer or leaner during idle.
MIXTURE ADJUSTMENT FOR FULL LOAD
This adjustment controls the mixing ratio when the gas metering valve (3) is open. The adjustment only
becomes effective when the engine approaches the full load condition. The fuel mixture adjustment can
only be performed with the engine under full load or at the RPM limit (rated speed).
The composition of the mixture between the idle and full load positions is controlled by the shape of the gas
metering valve. The gas metering valve is shaped such that at low load the mixture is lean and with
increasing speed the mixture becomes richer.
Section 1.7
1.7.3 ELECTRICAL SYSTEM
1.7.3.1 ELECTRONIC IGNITION
DESCRIPTION
The engine is provided with a Bosch transistorised coil ignition system (TCI) with contactless ignition
control.
Ignition timing without mechanical contacts has the following advantages:
- The ignition system and the contact breaker are not subject to wear so that they are completely
maintenance-free.
- The ignition timing is accurate for all engine operating conditions and remains nearly constant for the
entire service life of the distributor.
- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the
dwell angle is electronically controlled and contact chatter eliminated.
The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuated
contact breaker. The purpose of the pulse generator is to generate control pulses without the aid
of mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to the
transistorised ignition switch unit. The pulse generator is a Hall generator.
CIRCUIT DIAGRAM
Terminal 15
Terminal "15" from ignition switch
A1 = Switch unit
E40 = Distributor with Hall generator
E41 = Spark plugs
T1 = Ignition coil
Earth
Section 1.7
DISTRIBUTOR WITH
HALL GENERATOR 25 1
24
23
2
22
21 3
4
5
20
6
7 8
19
18
17
9
16
15
14
10
13
11
12
1 Distributor cap 10 Vacuum unit 19 Spring washer(s)

2 Brush and spring 11 Clamp 20 Spark plug
3 Dust cap 12 Washer 21 Rotor arm
4 Circlip 13 Distributor 22 Plug connector
5 Screen 14 Base plate 23 Screening
6 Pin 15 Washer 24 Ignition lead
7 Washer(s) 16 Female connector 25 Suppressor plug
8 Clip 17 Retainer
9 Hall generator 18 Male connector
Section 1.7
IGNITION COIL AND SWITCH UNIT
7
10
1 Switch unit for transistorised ignition 6 Terminal 4

2 Heat sink 7 Terminal 15 (+)
3 Connector to battery negative terminal 8 Ignition coil
4 Ignition lead 9 Clamp
5 Suppressor plug 10 Terminal 1 (-)
Section 1.7
1.7.3.2 ELECTRONIC SPEED CONTROL
FUNCTION OF THE CONTROL DEVICE
With the electronic control device the engine speed on LPG trucks is held constant, even when the engine
experiences different loads due to traction and/or lifting hydraulics, and this up to highest engine speed.
As a result, the engine load available always corresponds to the RPM at the time, depending on the position
of the accelerator pedal (ratio).
ADVANTAGES OF THE ELECTRONIC CONTROL DEVICE
The control device is equipped with an electronic control possessing proportional, integral and differential
behaviour characteristics. Due to its integral behaviour, the control unit has the following advantages over
proportional regulators:
- Stable engine speed

i.e. upper idle is nearly the rated RPM;
consequently, less noise and lower fuel consumption.
- Idle speed control.

i.e. no idle adjustment screw; consequently, minimum changes in speed at different engine tempe-
ratures.
- Overrun fuel cut-off during braking due to full closing of throttle valve.
- No speed adjustment required;

consequently, the speed controller can be replaced without any adjustments being required.
Section 1.7
BLOCK DIAGRAM OF SPEED CONTROL
6 7
15
10 11 12
13
3
14
5 4
1
2
1 VW LPG engine 8 Desired value signal processing section

2 Flywheel with toothed rim 9 Actual value signal processing section
3 Engine speed sensor 10 Variance comparison
4 BPV 50 S 11 PID controller
5 Pressure switch for moment of inertia 12 End stage
sensing 13 Actuator (proportional solenoid)
6 Speed control cylinder (hydraulically- 14 LPG mixer with throttle valve
controlled) 15 Speed controller
7 Desired value sender (rotary potentiometer)
Section 1.7
DESIRED VALUE SENDER
The desired value sender (7) is adjusted by the position of the accelerator pedal or by the operation of the
working hydraulics via the hydraulic actuator (6). This setting is converted into a proportional electric signal
by the desired value sender (7).
The desired value sender (7) contains a conductive plastic potentiometer with a mechanical adjustment
range of 120 ° and an electrically effective adjustment range of 95 °. The potentiometer is protected against
spray water and designed for the environmental conditions in the vehicle in respect to temperature,
vibration acceleration and protection against corrosion.
The input signal delivered by the desired value sender (7) is adapted in the desired value processing
section (8).
ENGINE SPEED SENSOR
The engine speed sensor (3) measures the engine speed inductively at the flywheel gear ring. An alternate
current voltage with a frequency proportional to the RPM is induced in the sender. The engine speed
sensor is proven component in automotive technology.
The A.C. voltage transmitted by the desired value sender (3) is converted into a D.C. voltage that is
proportional to engine speed in the speed signal processing section.
VARIANCE COMPARISON
At the variance comparison point (10), the value given by the position of the accelerator pedal is compared
with the RPM measured by the engine speed sensor (3). Depending on the error value, the speed controller
(15) changes the position of the throttle valve by means of actuator (13). This maintains the set point
(speed) constant, independent of the load on the engine. The two end positions of the butterfly are also
reported to the PID controller (11) by the magnet current sensing.
PID CONTROLLER
The desired and actual value are compared and the difference is transmitted to the PID controller (11). The
PID controller (11) includes a proportional, differential and integral section. In the latter section the rise and
settling time constants are different.
END STAGE
The end stage (12) amplifies the signal transmitted by PID controller (11) so much that the solenoid (13)
can be controlled. The end stage is pulse space and frequency controlled.
The current for the solenoid (13) is measured at a resistor in the controller and fed back to the end stage
(12). This enhances the stability of the control system.
The current flowing through the solenoid is measured for the sensing of the throttle valve end positions (fully
closed/open). As the load and therefore the stroke of the solenoid plunger changes proportional to the
current, PID controller (11) can detect the position of the throttle valve and its end positions using the
current.
Section 1.7
MOMENT OF INERTIA SENSING
To prevent the engine from overrunning due to the low moment of engine inertia (1), the P amplification is
very small during the acceleration phase.
As the moment of inertia increases when the pump (4) is upstroking, the swash angle of pump (4) is picked
up via 2 pressure switches (5) (one for each travel direction) and transmitted to PID controller (11) as
moment of inertia sensing signal. The P amplification is increased in PID controller (11) in order to reduce
the remaining deviation, i.e. upper idle speed is nearly rated speed.
ACTUATOR
The actuator (13) is a proportional solenoid with a built-in return spring. Increasing the solenoid current
opens the throttle valve by means of a linkage and tensions the return spring. When the current is cut off
or the cable breaks, the throttle valve is closed by the return force of the spring.
Section 1.7
Section 1.7
1.7.3.3 WIRING DIAGRAM
A1 Ignition control unit R3 Fan resistor

A2 Fan control
S1 Ignition switch
B1 Engine speed sensor S2 Engine temperature switch
B2 Desired speed sender S3 Oil temperature switch
S4 Oil pressure switch
E2 Dip beam, left 45 W* S5 Suction filter pressure switch
E3 Dip beam, right 45 W* S7 Travel direction switch, single-pedal
E4 Side light, front left 5 W* control*
E5 Side light, front right 5 W* S8 Horn button
E6 Side light, rear left 10 W* S9, 9.1 Work spotlight switch*
E7 Side light, rear right 10 W* S10 Wiper switch*
E8 Number plate light 5 W* S11 Light switch*
E21 - 24 Work spotlight 21 W* S12 Hazard warning light switch*
E40 Distributor S13 Flasher switch*
E41 Spark plugs S14 Starter lock-out
S15 Revolving light switch*
F1 - 16 Fuses S17 Temperature switch (85/93 °C)
F17 - 19 Fuses (from 2/93) S18 Pressure switch
S19 Pressure switch
G1 Alternator and regulator
G2 Battery 44 Ah T1 Ignition coil
H1 Battery charging lamp 2 W V1 - 3 Decoupling diodes

H2, 3 Engine oil temperature warning lamp 2 W
H4 Hydraulic oil temperature warning lamp 2 W Y2, 3 Solenoid valve, single-pedal control*
H5 Oil pressure warning lamp 2W Y4 Fuel cut-off solenoid valve
H6 Suction filter warning lamp 2 W
H7 Horn 42 W
H8 Flasher, front left 21 W* OPTIONAL EQUIPMENT
H9 Flasher, rear left 21 W*
H10 Flasher, front right 21 W* 1 Single-pedal control
H11 Flasher, rear right 21 W* 2 Revolving light
H12 Flasher indicator lamp 2 W* 3 Windscreen wiper
H14 Revolving light 55 W* 4 Work spotlight
H15 - 23 Switch lights 1.2 W* 5 Lighting
H24 Fan (from 2/93) 6 Flasher and hazard warning flasher
H25 Preheahting (from 2/93) unit
H26 Soot filter warning light (from 2/93)
K1 Flasher relay* CABLE CODE COLOURS

K2 Starter relay
K3 Fan relay (from 2/93) bl blue
br brown
M1 Starter 1.7 kW ge yellow
M2 Front wiper motor* gn green
M3 Rear wiper motor* gr grey
M4 Windscreen washer* rt red
M5 Fan sw black
ws white
N2 Speed controller
P1 Hour meter * Options

Section 1.7
CIRCUIT DIAGRAM H 12/16 T, TYPE 350 UP TO 1.93

Section 1.7
Page 79 a Service Training
CIRCUIT DIAGRAM H 12/16 T, TYPE 350 FROM 1.93
Section 1.7
1.7.4 CHECKS AND ADJUSTMENTS
1.7.4.1 SPEED CONTROL
- Slacken locknut (8).
- Adjust dimension "X" to 1 ± 0.2 mm by turning threaded rod (3). The piston (4) of actuator (2) must contact
lever (5).
- Tighten the locknut (8) of threaded rod (3).
1 2 3 4 5
6 7 8
Section 1.7
1.7.4.2 DESIRED VALUE SENDER
- Loosen the fixing screw (6).
- Connect the tachometer.
- Start the engine and turn the potentiometer (7) to obtain a lower idle speed of 950 to 1000 rpm.
- Tighten the fixing screw (6).
1 2 3 4 5
6 7 8
Section 1.7
1.7.4.3 ENGINE SPEED SENSOR
ATTENTION: Never start the engine when adjusting and fitting engine speed sensor B1 and when
connector X1 (refer to "Wiring Diagram for Engine Control") is disconnected, otherwise the
engine will overspeed (actual value signal for speed controller N2 not available).
- Slacken nuts (1) and (2) for the adjustment.
- Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speed
sensor B1.
- The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.
- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10
Nm).
1 2 B1
3
Section 1.7
1.7.4.4 LPG MIXER
MOUNTING
2 3 4
5 6 7
- Close the throttle valve.
- Block lever (2) at an angle of 25 ° ± 1.5 ° on throttle valve shaft (1).
- Install the mixer (3) and fix solenoid (6) on console (7).
- Close the throttle valve and set the connecting linkage (5) between solenoid (6) and lever (2) to a
pretension of 1 mm. Press on the ball head of lever (2).
- Lock rod (5) with nuts (4).

Section 1.7
ADJUSTING THE "CO" CONTENT
Requirements:
- Ignition timing is in order, i.e. 18 ° BTDC at 950 +50 rpm.

- Engine and the hydraulic oil at operating temperature.
- Pressure-relief valve of working hydraulics set to 220 bar.
- Parking brake applied.
GAS REGULATING VALVE
Mixer CA 50
Mixer CA55
1
Idle Mixture:
- Screw in idle mixture adjustment screw (1) as far as possible and then turn out 2½ to 3 turns.
- Connect the "CO" tester.
- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle
speed (950 - 1000 rpm).
Setting: "CO" content £ 0.06 - 0.08 %
If "CO" content is over 0.08 %, turn screw (1) out further, but the engine must run smoothly.
Full Load Mixture
- Set the full load adjustment screw (2) to "R".
- With the brake pedal depressed, accelerate the engine to maximum speed and operate the tilt control
lever as far as possible and keep in this position to put a load on the engine.
Section 1.7
- Measure the "CO" content with a load on the engine.

Setting: "CO" content £ 0.06 and 0.08 %
Correction: To reduce the "CO" content = turn adjusting screw (2) to "L".
Note: During the measurement, the engine speed must not drop below 2300 rpm. If this is the case,
a trouble-shooting is required.
Important: After the test, the pressure-relief valve must be reset to the proper pressure.
1.7.4.5 TSZ-H IGNITION SYSTEM
S1
G2
A1
T1
E 40 1
2
3
A1 TSZ switch unit S1 Ignition switch

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

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

Desired value: 2.4 to 3.5 kW
Section 1.7
1.7.4.6 SWITCH UNIT A1
TEST REQUIREMENT
- Ignition coil is in order.
TEST
- Unhook the clip and disconnect the plug from the TSZ-H switch unit.
- Connect the voltmeter to pins 4 (+) and 2 (-) of the male plug.
- Turn on the ignition.

Desired value: Approximate battery voltage, otherwise locate discontinuity with the wiring diagram, and
remedy fault.
- Switch off the ignition.
- Reconnect the plug at the TSZ-H switch unit.
- Press on the clip and disconnect the Hall generator plug (distributor).
Section 1.7
- Connect the voltmeter between terminal 1(-) and terminal 15 (+) of the ignition coil.
- Switch on the ignition.

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

Desired value: min. 5 V
Note: If the malfunction persists despite obtaining the desired values, replace the TSZ-H switch unit,
or locate and remedy a break in the cable between the Hall generator plug and the switch unit.
Section 1.7
1.7.4.7 HALL GENERATOR
TEST REQUIREMENTS
- TSZ-H switch unit must be in order.

- Ignition coil must be in order.
- Lead and connections between the TSZ-H switch unit and the distributor must be in order.
- Connectors and the attaching parts at the distributor, Hall generator and TSZ-H must be in order.
TEST
- Pull the high voltage lead terminal 4 out of the distributor and earth it with the aid of another cable.
- Remove the rubber boot on TSZ-H switch unit connector. The plug remains connected.
- Connect the voltmeter between pins 6 and 3.
- Slowly crank the engine by hand in the normal direction of rotation and watch the voltmeter.
Desired value: Voltage alternates between 0 and 2 V minimum. If not, replace the Hall generator.
Section 1.7
Section 1.7
1.7.5 TROUBLE-SHOOTING
Before commencing the trouble-shooting:
- Block up the truck securely so that both drive wheels can rotate freely.
- Lock the brake pedal in the position "brake applied".
- Engine at operating temperature.
AIDS AND MEASURING TOOLS
- Digital multimeter
- Tachometer
- Wiring diagram for engine speed control
- Vehicle wiring diagram
The following tests are required:
TSZ ignition system

Electronic control device
WIRING DIAGRAM FOR ENGINE SPEED CONTROL
X1 Engine speed engine speed sensor B1 X5

Pressure switch (S18/S19)
X2 Engine speed desired value sender B2 X6
X3 Fuse F1, starter relay K2, X7 Speed controller N2

Fuel cut-off valve Y4
X4 Actuator Y1
Section 1.7
X1 X2
gn/ws ge/gn 1
gn rt
br ge
1 2 3 2 3
X3 X4
1 rt/gr
1 ws
2 br +
2
sw -
3 br/ws
3
X5 X6
sw/ws sw/ws
+ +
- -
br br
X7
Section 1.7
1.7.5.1 ELECTRONIC CONTROL DEVICE
SUPPLY VOLTAGE OF SPEED CONTROLLER
- Connect the multimeter (voltage range) between the terminals 1/X7 and 25/X7 of plug X7.
- The multimeter should indicate 12 V (= supply voltage) from speed controller N2.
NOTE: If this value is not obtained, test the (+) wires and the (-) lead.
- Reconnect plug X7 to speed controller N2.
CENTRE POINT VOLTAGE OF SPEED CONTROLLER
NOTE: An exact centre point voltage is required for the following measurements and for the proper
functioning of the speed controller.
- Disconnect the plug X1 and connect the multimeter (voltage range) between terminal 2/X1 and vehicle
earth.
- The multimeter should indicate 5 V = centre point voltage.
NOTE: If the multimeter indicates zero or the wrong voltage values, test the cables to plug X1 and the
supply voltage of N2, or replace speed controller N2.
- Reconnect plug X1.
ENGINE SPEED SENSOR
- Connect the multimeter between the terminals 1/X1 and 2/X1. The connectors remain connected.
Connect the test leads to the specified test points from behind after removing the rubber boot from plug
X1.

The multimeter should indicate 1.8 V ± 15 mV (value given by the speed controller).
- Measure the voltage between connectors 3/X2 and 2/X1. The connectors remain connected. Connect
the test leads to the specified test points from behind after removing the rubber boot from plug X1. The
multimeter should indicate 720 ± 15 mV (value given by the speed controller).
- Measure the voltage between the terminals 2/X2 and 2/X1 (basic setting voltage). The connectors
remain connected. Connect the test leads to the specified test points from behind after removing the
Section 1.7
rubber boot from plug X1. The multimeter should indicate 720 ± 15 mV (can be adjusted by turning the
potentiometer).
- Start the engine.
- Fully depress a travel pedal smoothly and evenly. The voltage reading should also rise evenly from 715
mV ± 15 mV to 1.725 V ± 15 mV.
NOTE: If the four test values are not obtained, test the basic setting of engine speed sensor B2, the
cable connections, the supply voltage and the centre point voltage, or replace speed controller
N2 or engine speed sensor B2.
ENGINE SPEED SENSOR
- Disconnect plug X1.
- Connect the test leads of a multimeter to the terminals 2/X1 and 1/X1 and measure the resistance.
Desired value: 1 kW ± 100 W
- Switch the multimeter to AC and select the 100 V range.
- Disconnect speed controller N2.
- Connect a tachometer.
- Draw out the actuator pin approx. 1/3 of the way by hand and start the engine. Adjust engine speed to
approx. 1000 rpm by moving the actuator pin by hand. Read the voltage at the multimeter.
Reading: approx. 5 to 6 volts
- Now raise the engine speed to 2300 rpm by manual manipulation of the actuator pin.
Reading: approx. 10 to 12 Volts
NOTE: The indicated voltages vary within the aforementioned tolerance range, depending on the
setting of the engine speed sensor, and can also deviate even more depending on the meter
used.
This test merely serves to determine if the voltage also changes with the engine speed.
Section 1.7
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de 350 804 2401.0201

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Service Training

Linde IC-Engined Fork Truck

1 IC-engined fork truck H 12/16 D/T, type 350 1

1.2 Hydrostatic transmission 2

1.3 Working hydraulic system 16

1.4 Electrical system 18

1.5 Checks and adjustments 20

1.7 LPG model of IC-engined fork truck H 12/16, type 350 63

1 IC-ENGINED FORK TRUCK H12/16 D/T, TYPE 350

1.1 ENGINE SPECIFICATIONS (DIESEL)

Engine model VW 0.28B

1.2.1 SCHEMATIC DIAGRAM OF THE DRIVE UNIT

1 Drive wheels 8 Hydraulic fixed-displacement motor HMF 25

DRIVE AXLE AH 16-01

Two wheel drives

Spur gear reduction 2 stage

Two hydraulically-operated disc brakes

- mounted on extended motor shaft

TANDEM GEAR PUMP

- Working hydraulics pump 14 cc/rev

1 Control valve bank assy. consisting of:

B VARIABLE-DISPLACEMENT PUMP BPV 50 S

C HYDRAULIC DRIVE AXLE AH 16-01

24 Hydraulic motors HMF 25 S

F PRESSURE FILTER 10 µm / HYDRAULIC DAMPER

G HOSE COUPLING (BOOST PRESSURE)

H BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR

J TRAVEL CONTROL UNIT

32 2/2-way valve 12 bar

K 3/2-WAY VALVE - EXTERNAL BRAKE RELEASE

M BY-PASS VALVE 1 BAR

P STEERING CONTROL VALVE

R MAKE-UP VALVE - STEERING

T CONTROL CYLINDER FOR ENGINE SPEED

HYDRAULIC CIRCUIT DIAGRAM H 12/16 D/T, TYPE 350

Travel Control Unit

32 2/2-way valve 12 bar - brake protection

1.2.5 FLUSHING OF THE VARIABLE-DISPLACEMENT PUMP AND DRIVE AXLE

1.2.6 POWER LIMITER AND ANTI-STALL DEVICE

1.2.7 ENGINE LOCK-OUT LOGIC - REVERSING LOCK

1.2.8 OIL RESERVOIR

1.2.9 HYDRAULIC REMOTE CONTROL UNIT

1 Spool for high pressure (power limitation)

1.3.1 CIRCUIT DIAGRAM OF WORKING HYDRAULIC SYSTEM

1.3.2 DESCRIPTION OF THE WORKING HYDRAULIC SYSTEM

1.4.1 WIRING DIAGRAM FOR DIESEL MODEL

A1 Preheating time relay R3 Fan resistor

CIRCUIT DIAGRAM H 12/16 D, TYPE 350 UP TO 1.93

1.5.1 TRAVEL PEDALS

1.5.2 BRAKE PEDAL

1.5.4 AVERAGE WHEEL SPEED

- Block up the truck so that both wheels can rotate freely.

- Start the engine and release the brake pedal.

- Fully depress the forward travel pedal.

- Repeat this procedure with the reverse travel pedal.

Desired speed: 210 -20 rpm

- Loosen nuts (2), (4), and (7).

- Repeat the adjustment until dimension "Y" is obtained.

- Pedal adjustment is in order.