Foreword

This manual includes explanations of the vehicle system, and

instructions for disassembly and assembly for DOOSAN forklift models
D20/25/30/33S-7 and D35C-7.

This manual has been developed for the purpose of helping the reader
understand and repair vehicles correctly. DOOSAN does not take
responsibility for hazardous situations that may arise due to the
reader’s neglect to pay attention to the explanations and instructions in
this manual.

DOOSAN reserves the right to change the content of this manual

according to the inclusion of updated components, new components, or
alterations made to the system. It is the responsibility of the service
man or mechanic to keep up to date with the most relevant information
for his lift truck, which is available from DOOSAN dealers.

March 2017
Doosan Corporation Industrial Vehicle

* All rights reserved. No part of this manual may be copied, printed, or distributed
without prior permission from Doosan Corporation Industrial Vehicle.
SB4465E00 D20/25/30/33S-7, D35C-7
March 2017 SERVICE MANUAL

CONTENTS
GENERAL l 1
TRANSMISSION l 2
DRIVE AXLE l 3
HYDRAULIC SYSTEM l 4
LIFT/TILT/AUX SYSTEM l 5
STEERING SYSTEM l 6
BRAKE SYSTEM l 7
CHASSIS / MISCELLANEOUS l 8
SCHEMATICS l 9
1 General
1-1 How to use this manual ...............................2
1-1-1 Construction of this manual .................................. 2
1-1-2 Warning label definition ........................................ 4
1-1-3 Major units in use................................................. 5

1-2 Glossary ........................................................6

1-3 Exterior and specifications........................10

1-4 Safety precautions .....................................14

1

General
1-5 Maintenance ................................................21

1-6 Lubricants ...................................................28

1-6-1 Diesel fuel specifications .....................................28
1-6-2 Recommended viscosities and capacities ...........31
1-6-3 Lubricant specifications .......................................32

1-7 Disassembly/assembly instructions ........35

1-8 Standard torques ........................................44

1-8-1 Standard torques for bolts and nuts.....................44
1-8-2 Standard torques for tightening fittings ................46
1-1 How to use this manual

1-1-1 Construction of this manual

This Service Manual provides the information service
engineers and mechanics require for vehicle
maintenance and repair; it does not contain instructions
for vehicle operation.

The introductory section of this manual provides an

overview of the vehicle’s features, particularly focusing its
different components. The individual sections, which you
will find in the main body of the manual, provide more
specific details, including schematic diagrams of the
vehicle’s components, how they work, what to check,
service procedures, and data and information required for
repair and maintenance along with descriptions to aid the
reader.

To help the reader find the information they need for

service and training quickly and easily, the chapters are
classified according to the different systems that the
vehicle is comprised of (see the table below).

Section Title
1 General
2 Transmission
3 Drive axle
4 Hydraulic system
5 Lift/tilt/auxiliary systems
6 Steering system
7 Brake system
8 Chassis / miscellaneous
9 Schematics

To help you identify what information each page contains,

the current chapter title is shown at the middle right of
each odd numbered page and the subsection’s title and
the model name of the vehicle at the bottom of each
page.

How to use this manual 1-2 D20/25/30/33S-7, D35C-7

A typical example how each page is configured:

1
Part’s image

General
Chapter title

Work procedure

Applicable models Section title

D20/25/30/33S-7, D35C-7 1-3 How to use this manual

 1-1-2 Warning label definition
This manual uses the following three types of warning
labels: “DANGER,” “WARNING,” and “CAUTION.

Each label is designed to indicate to the reader the

severity of a potential hazard, its nature, its consequence,
and a precaution for preventing it. You will find these
labels throughout the manual. Ensure that you pay
careful attention to them as they have been included for
your safety.

DANGER
The label Danger indicates a hazardous
situation that will lead to death or severe
injury if not prevented.

WARNING
The label Warning indicates a
hazardous situation that may lead to
death or severe injury if not prevented.

CAUTION
The label Caution indicates a
hazardous situation that may lead to
minor injury if not prevented.

How to use this manual 1-4 D20/25/30/33S-7, D35C-7

 1-1-3 Major units in use
The table below shows major units used in this manual.
For convenience’s sake, each of these measurement
items uses two different types of units such that values
with a primary unit are attached with converted values
with a secondary unit in parentheses.

Example: Tightening torque 80.0 N·m (59.0 lb·ft)

Conversion factor
Measurement items Primary unit Secondary unit
from sec. to pri.
Temperature °C °F T°C = (T°F - 32) × 5/9
Length M in 0.0254
Weight
Torque
g
N·m
lb
lb·ft
453.59237
1.35582
1
Pa

General
Pressure psi 6,894.73326
(in some cases “bar”)
Speed km/h mph 1.609

D20/25/30/33S-7, D35C-7 1-5 How to use this manual

1-2 Glossary
The following are terms used in this service manual and their descriptions.

Terms Descriptions
A device that converts mechanical movement into an analog
Accelerator voltage pattern and sends it to the controller to control the
vehicle’s drive speed
A device that converts hydraulic power into mechanical force and
Actuator
motion (e.g. hydraulic cylinders and motors)
The unit of measurement for current flow. The amount of current
Ampere (amp)
that one volt can push through a resistance of one ohm.
Two or more cells connected together to supply an electric
Battery
current.
An enclosed compartment used instead of an overhead guard,
Cabin providing the operator with control over the entire vehicle as well
as various comports
The CAN (Controller Area Network) is a standard for
CAN
communication between micro-controllers and/or devices.
Carriage A support structure to which the forks are mounted
A valve that controls the charging of hydraulic accumulators within
Charging manifold
an adjustable switching range
Check valve A valve that allows oil to flow in one direction and not another
A part of a wire assembly or harness that connects with another
Connector (electric) wire assembly or harness that makes the task of disassembly and
assembly easier.
Installed on the tilt cylinder lines to help prevent the effects of
Counterbalance valve
cavitation—metal erosion caused
A weight installed at the back of the forklift to ensure it is properly
Counterweight
stable at all times, especially when lifting heavy loads
A large, circular gear that meshes with the pinion gear in the
Crown gear
differential assembly
The movement or flow of electricity through a conductor. A circuit
Current
must be complete for a current to flow.
Cylinder An actuator that converts hydraulic power into linear motion
DC-DC converter A device which converts DC battery voltage to DC 12 V.
A gear assembly located at the center of the drive axle that
Differential enables the wheels to rotate at different speeds independently
during a turn
A signal in which the elements may be either of two distinct
Digital signal
values, for example, high voltage and low voltage.
A valve that determines the direction of oil flow based on the
Directional valve
position of its spool.
The motion of a cylinder or motor caused by a leakage in the
Drift
hydraulic circuit

Glossary 1-6 D20/25/30/33S-7, D35C-7

 Terms Descriptions
An axle that receives power from the transmission and drives the
Drive axle
drive wheels
A control unit that supplies to and withdraws from hydraulic oil
Electro-hydraulic control clutches to their engagement and disengagement as electrically
signaled by the TCU
Fan drive A device that generates air flow to cool heated hydraulic oil
A mechanical device used to house a filter element, a straining
Filter
device used to prevent contaminants flowing through a system
A valve that drops pressure by reducing the amount of flow
Flow control valve
travelling through a hydraulic line
A valve that blocks the control valve’ withdrawal of hydraulic oil
Flow protector from the lift cylinders when the hydraulic lines are unexpectedly

Flow regulator
broken. This prevents a sudden drop of the mast.
A valve that reduces pressure by reducing the amount of flow
1
travelling through a hydraulic line

General
An attachment on the mast ass’y that moves the forks and the
Fork mover
loads on them to the left and right
Forks Two prong-shaped objects that support a load
A set of discs that, splined to the helical gear, stop the motion of
Friction discs
the drive axle shaft when compressed by the steel plates
A component in an electrical circuit that opens the circuit if too
Fuse
much current it travelling through a given section of it.
Harness An assembly made of two or more wires that are held together.
A gear with diagonally slanted teeth that usually meshes parallel
Helical gear
with another smaller gear
Hydraulic pump A pump converts mechanical power into hydraulic power.
A configuration of hydraulic components that pressurizes oil,
Hydraulic system
transports it through valves to actuators, and drains oil from them
Hydraulic tank A chamber that stores oil for the hydraulic system
An electrical device that converts voltage inputs to a visual output,
Instrument panel allowing the operator to identify the vehicle's current conditions
and faults
A passage for oil to flow from different components throughout the
Line
hydraulic system
A valve unit comprised of several or more directional valve blocks,
Main control valve
each with a corresponding actuator(s)
A vertical structure at the front of the forklift that extends and
Mast
retracts to lift and lower a load.
Needle valve A valve used for manually regulating the rate of flow
The unit of resistance. The amount of resistance that will let one
Ohm(Ω)
volt push only one ampere of current through it.
Open circuit The wiring or components of a circuit that have no continuity.
A restricted passage in a hydraulic circuit included for the purpose
Orifice of limiting flow or creating pressure in a given chamber (e.g. a
small drilled hole, etc.)

D20/25/30/33S-7, D35C-7 1-7 Glossary

 Terms Descriptions
An overhead frame structure that protects the operator from falling
Overhead guard
objects
A device for keeping the vehicle stationary by pinching a disc that
Parking brake rotates along with the pinion shaft of the drive axle when the
operator closes the switch
A line that transports oil at a pressure much lower than the pump
Pilot line pressure to facilitate shifting the spools of different hydraulic
components.
A gear that drives in a 90 degree angle to the crown gear in the
Pinion gear
differential ass’y
Piston A component that pushes the oil in a cylinder chamber
A gear ass’y where a group of rotating planetary gears revolve
Planetary gear ass’y
around a central sun gear
Port An input or output point on a hydraulic component
Pressure A fluid force per unit area
An electrical component consisting of an electromagnetic coil and
a set of small contact tips. A control current passes through the
Relay coil, building a magnetic field which either closes or opens the
contact tips. When the contact tips are closed, a low current can
flow in a separate isolated circuit.
A valve that limits hydraulic system pressure by releasing excess
Relief valve
oil
A control valve that sends pilot pressure signals that actuate the
Remote control valve spools of the main control valve, based on the operator’s
demands.
A filter that collects contaminants from oil returning to the
Return filter
hydraulic tank
Rotor The part that rotates the motor.
A line drawing of an electrical or electronic assembly which uses
Schematic symbols to show how individual components, wires and
connectors function electrically.
Serial port A port for one-to-one communication with controller.
A pair of brakes built in drive axle, one at the left side and the
Service brake other at the right, to decelerate the vehicle to a stop when the
operator applies the pedal
An unwanted electrical connection between two or more
Short circuit
components.
The female contact of a connector that slips over a male contact
Socket
(pin) of another connector.
A directional valve whose spool shifts position by an electrical
Solenoid valve
signal
Mounted to the crown gear, the spider gears mesh with the side
Spider gear gears to enable the shafts to which they are connected to rotate
independently during a turn.
Stator A fixed part in a motor

Glossary 1-8 D20/25/30/33S-7, D35C-7

 Terms Descriptions
A set of discs that activate the service brake function by
Steel discs
compressing friction discs at either side
Steer axle An axle to which the rear wheels of a vehicle are mounted
A splined shaft that connects the steering wheel to the steering
Steering column unit, allowing the operator to control the unit by using the steering
wheel
Steering cylinder A hydraulic cylinder responsible for steering the rear wheels
A group of hydraulic components comprised of a steering unit,
Steering system
lines and actuators
A hydraulic component which sends oil to the right or left side of
Steering unit
steering cylinder depending on the demands of the operator
A component used to control an electric circuit by opening or
Switch (SW)
closing it.
A sort of computer that controls the transmission using data
1
TCU
retrieved by sensors and other equipment

General
Terminal An electrical connection point on an electrical component.
Thermal sensor A sensor that activates at a set temperature.
A system which transmits power from the engine to the drive
Transmission wheels, enabling the operator to obtain proper torque, speed, and
direction
A coupling connection that connects the output shaft of the
U-joint
transmission to the drive axle
A valve that keeps normally closed but opens when external
Unloading valve
pressure reaches the set value of its precision spring
A component that controls the pressure, direction, or rate or flow
Valve
within a hydraulic system
The unit of measurement for electromotive force. One volt is the
Voltage force needed to make one ampere of current flow through one
ohm of resistance in a circuit.
The unit of measurement for power. The amount of power used
when one volt pushes one ampere of current through a resistance
Watt
of one ohm. The result of amperes (current) multiplied by volts
(voltage) is watts (power).
A conductor used to provide a path for a current to flow to and
Wire
from different electrical components.

D20/25/30/33S-7, D35C-7 1-9 Glossary

1-3 Exterior and specifications
New OPC
Head lamp Overhead guard

Steering wheel

Mast

Fuel cap

Rear wheels
Forks

Parking brake lever

Drive wheel

0606E

Fig. 1-1

Rear lamp

Load backrest

Instrument panel

Hydraulic lever

Control valve
Hydraulic tank

0607E

Fig. 1-2

Exterior and specifications 1-10 D20/25/30/33S-7, D35C-7

 Old OPC
Head lamp Overhead guard

Steering wheel

Mast

Fuel cap

1
Rear wheels
Forks

General
Parking brake lever

Drive wheel

0214E
Fig. 1-3

Rear lamp

Load backrest

Instrument panel

Hydraulic lever

Control valve
Hydraulic tank

0215E

Fig. 1-4

D20/25/30/33S-7, D35C-7 1-11 Exterior and specifications

Specifications
CHARACTERISTICS
1 MANUFACTURER DOOSAN DOOSAN
D20S-7 D25S-7
2 MODEL
(D24NAP,TIER4) (D24NAP,TIER4)
3 CAPACITY at rated load center kg 2000 2500
4 LOAD CENTER distance mm 500 500
5 POWER TYPE electric, diesel diesel diesel
6 OPERATOR TYPE stand-on, ride-seated rider-seated rider-seated
7 TIRES C=cushion, P=pneumatic p p
8 WHEELS(x=driven) number of front/rear 2/2 2/2
DIMENSIONS
9 LIFT WITH STD TWO- maximum fork height with rated load mm 3230 3230
10 STAGE MAST free lift mm 152 152
11 FORK CARRIAGE ISO class II II
12 thickness x width x length mm 45x100x1000 45x100x1000
FORKS
13 fork spacing (maximum x minimum) mm 275x1035 275x1035
14 TILT OF MAST forward/backward deg 6/10 6/10
15 length to fork face mm 2530 2595
16 width mm 1170 1170
17 OVERALL mast lowered height mm 2175 2175
18 DIMENSIONS mast extended height mm 4490 4490
19 overhead guard height mm 2183 2183
20 seat height mm 1026 1026
21 OUTSIDE TURNING RADIUS mm 2220 2265
22 LOAD MOMENT CONSTANT mm 485 485
23 90。 STACKING AISLE mm 2705 2750
23
90。 INTERSECTING AISLE mm
a 1970 2000
PERFORMANCE
24 travel, loaded/unloaded km/hr 21/22 21/22
25 SPEED lift, loaded/unloaded mm/s 530/580 520/580
26 lowering, loaded/unloaded mm/s 500/450 500/450
27 DRAWBAR PULL at 1.6km/hr, loaded/unloaded kg 1790/1760 1790/1780
28 GRADEABILITY at 1.6km/hr, loaded/unloaded % 33 28
time reached at max speed,
29 ACCELERATION sec
loaded/unloaded
WEIGHT
30 TOTAL WEIGHT at unloaded kg 3690 4065
31 at loaded, front/rear kg 4965/725 5695/870
AXLE LOAD
32 at unloaded, front/rear kg 1750/1940 1680/2385
CHASSIS
33 number of front/rear 2/2 2/2
34 TIRES front size 7.00x15-12 7.00x15-12
35 rear size 6.50x10-10 6.50x10-10
36 WHEEL BASE mm 1625 1625
37 TREAD front/rear mm 975/1000 975/1000
38 GROUND at loaded, the lowest point mm 115 115
39 CLEARANCE at loaded, center of wheelbase mm 143 143
40 SEVICE BRAKE foot/hyd foot/hyd
41 PARKING BRAKE hand/mech hand/mech
DRIVE
42 BATTERY voltage/capacity V/AH 12/85 12/85
DI/D24NAP DI/D24NAP
43 manufacturer/model
TIER-4 TIER-4
44 ENGINE rated output / rpm kw(hp) 45.6(62)/2200 45.6(62)/2200
45 max. torque / rpm N-m(lb•ft) 262(193)/1600 262(193)/1600
46 cycle/cylinders/displacement cc 4/4/2392 4/4/2392
47 type powershift powershift
TRANSMISSION
48 number of speeds forward/reverse 1/1 1/1
OPERATING
49 system/attachment bar 181/156 195/156
PRESSURE
equivelent continuous sound
50 NOISE LEVEL pressure level (Leq) at operator's ear dB(A)
(DI : BITA/CE prEN 12053)

Exterior and specifications 1-12 D20/25/30/33S-7, D35C-7

 New OPC
DOOSAN DOOSAN DOOSAN 1
D30S-7 D33S-7 D35C-7
2
(D24NAP,TIER4) (D24NAP,TIER4) (D24NAP,TIER4)
3000 3250 3500 3
500 500 500 4
diesel diesel diesel 5
rider-seated rider-seated rider-seated 6
p p p 7
2/2 2/2 2/2 8

3230 3230 3000 9

152 152 152 10
III III III 11
45x125x1050 45x125x1050 45x125x1050 12
286x1044 286x1044 286x1044 13

1
6/10 6/10 6/10 14
2700 2730 2765 15
1197 1197 1255 16
2165 2165 2165 17
4490 4490 4260 18

General
2183 2183 2183 19
1026 1026 1026 20
2365 2395 2420 21
485 485 495 22
Fig. 1-5
2850 2880 2915 23
2050 2100 2170 23a

20/21 20/21 20/21 24

510/580 480/540 470/540 25 Old OPC
500/450 500/450 500/450 26
1860/1825 1850/1825 1780/1760 27
25.5 24 22 28
29

4565 4750 4810 30

6575/970 6960/1040 7340/970 31
1870/2695 1825/2925 1780/3030 32

2/2 2/2 2/2 33

28x9x15-12 28x9x15-12 250x15-18 34
6.50x10-10 6.50x10-12 6.50x10-12 35
1700 1700 1700 36
982/1000 982/1000 1026/1000 37
105 105 105 38
143 143 143 39
foot/hyd foot/hyd foot/hyd 40
hand/mech hand/mech hand/mech 41

12/85 12/85 12/85 42

DI/D24NAP DI/D24NAP, DI/D24NAP,
43
TIER-4 TIER-4 TIER-4
45.6(62)/2200 45.6(62)/2200 45.6(62)/2200 44
262(193)/1600 262(193)/1600 262(193)/1600 45 Fig. 1-6
4/4/2392 4/4/2392 4/4/2392 46
powershift powershift powershift 47
1/1 1/1 1/1 48
220/156 240/156 240/156 49

50

D20/25/30/33S-7, D35C-7 1-13 Exterior and specifications

1-4 Safety precautions
The following safety section is comprised of the following
subsections: general, personal safety, maintenance
safety, compressed air hazards, hydraulic fluid hazards,
mechanical hazards, electrical hazards, and fire and burn
hazards. Under each title are listed the precautions you
should take to ensure that you remain safe when working
on your vehicle.

The reader is responsible for thoroughly reading,

understanding, and putting into practice all the
precautions listed below.

Also note that the safety instructions outlined below are

not only for the sake of the reader’s safety, but for those
around him, too. So for your own personal safety and the
safety of those around you, ensure that you read through
the following instructions thoroughly:

General

Safety notes

• Familiarize yourself with the safety instructions

immediately visible on your vehicle. These
include warning plates, stickers, engravings, and
so on. Make a note of reading them prior to
operating, lubricating or repairing the vehicle
(See Safety section of Operation and
Maintenance Manual).
Fig. 1-7

• Ensure you follow all the safety rules,

regulations, and instructions when performing
maintenance. Pay special attention to the
hazard warnings which occur throughout this
manual, which will notify you of potential
hazardous circumstances.

• Do not assume that you can perform the

Fig. 1-8
procedures outlined in this manual based on
previous maintenance experience from servicing
similar models. The weights and specifications
for different models vary respectively and should
be paid close attention to in order to avoid
hazardous situations, injury, and/or damage to
components.

Safety precautions 1-14 D20/25/30/33S-7, D35C-7

 Personal safety

Fit for the job

• Do not operate the vehicle or perform License

maintenance on it if unauthorized or untrained.

• Do not operate the vehicle or perform

maintenance on it after the consumption of
alcohol or medication that impairs your judgment.

• Do not operate the vehicle or perform

maintenance on it if you have any illness or Fig. 1-9
condition that limits physical movement.

Work wear

• Do not operate the vehicle or perform

1
maintenance if you are wearing loose clothing or

General
if your hair is long and is not tied back. Both
have the potential to be caught in moving
components, causing severe injury.

• Wear the appropriate protective gear for the

maintenance task you are performing. Items
may include hard hat, glasses/visor, ear
defenders, gloves, and protective shoes.

• Wear a mask when sanding the body of the

vehicle, and wear an air-fed breathing apparatus
when spraying it with paint.

• Wear welder’s gloves, welding mask/goggles,

apron and other appropriate welding apparel
when welding.
Fig. 1-10

Maintenance safety

Pre-maintenance

• Ensure the vehicle is in a clear, open

environment, and free from traffic and other
people.

• Ensure that the vehicle is parked safely and that

the vehicle will not suddenly move. Place
wooden props before and after the wheels, and
make sure the parking brake is properly Fig. 1-11
engaged.

D20/25/30/33S-7, D35C-7 1-15 Safety precautions

 • Ensure the vehicle is unloaded and unoccupied,
the forks are lowered, all hydraulic controls are
in the neutral position, and the key is switched to
OFF. Attach a "Do Not Operate" or similar
warning tag to the start switch or controls before
servicing or repairing the forklift.

• Make sure that the tools are in good condition.

Fig. 1-12

Mounting and dismounting

• Clean any mud or debris from steps, walkways

or work platforms before you mount the vehicle.

• Face the vehicle when using steps, ladders or

walkways to mount or dismount it.

• Use the steps and grab the handles to mount or

dismount the vehicle. When you are not able to
use the steps, use ladders, scaffolds, or work
platforms to perform the repair operations safely.

Heavy lifting

• Check the weight of each component before

removing it. Some of the components on this
vehicle are extremely heavy and could cause
severe injury.

• Use proper lifting procedures when removing

Fig. 1-13
any components.

• To avoid back injury, use a hoist when lifting

components which weigh 23 kg (50 lb) or more.
Make sure all chains, hooks, slings, etc., are in
good condition and are of the correct capacity.
Be sure hooks are positioned correctly. Lifting
eye bolts are not to be side loaded during a
lifting operation.

Asbestos

• Components in DOOSAN products that may 0571E

contain asbestos fibers are brake pads, brake Fig. 1-14

band and lining assemblies, clutch plates and
some gaskets.
 The asbestos used in these components is
usually bound in a resin or sealed in some way.
Normal handling is not hazardous as long as
airborne dust which contains asbestos is not
generated.

Safety precautions 1-16 D20/25/30/33S-7, D35C-7

 • If dust which may contain asbestos is present,
there are several common sense guidelines that
must be followed:
 Never use compressed air for cleaning.
 Avoid the brushing or grinding of materials
containing asbestos.
 For clean up, use wet methods or a vacuum
equipped with a high efficiency particulate air
(HEPA) filter.
 Use exhaust ventilation on permanent
machining jobs.
 Wear an approved respirator if there is no
other way to control the dust.
 Comply with applicable rules and regulations
for the work place.
 Follow environmental rules and regulations for
1
the disposal of asbestos.

General
 Avoid areas where asbestos particles may be
in the air.

Assembly/disassembly

• Ensure that the assembly/disassembly work site

is kept clean and in good order, and keep your
hands and tools clean.

• When you tighten/loosen bolts and nuts, use the

right-sized wrench and always pull toward your
body. Using a wrench the wrong size or pushing
away from your body to loosen/tighten bolts or
nuts may cause unexpected accidents due to a
slip of your grip.

• If two or more persons work, use signs or

signals for communication so that the work is
done with agility as if the work is done by one
man.

• Be careful when you remove a cover plate.

Slowly loosen the last bolt or the two nuts in the
opposite direction to each other from the cover
unit, twist the cover to loosen the tension or
other pressure, and then remove the last bolt or
the two nuts completely.

• Reinstall all the fasteners with the same part

number. If any fastener needs replacing, use a
quality fastener and be careful not to use the
metric system fasteners mixed with inch
fasteners.

D20/25/30/33S-7, D35C-7 1-17 Safety precautions

 Compressed air hazards
• Pressure air can cause personal injury. When
using pressure air for cleaning, wear a
protective face shield, protective clothing and
protective shoes.

• The maximum air pressure must be below 205

kPa (30 psi) for cleaning purposes.

Hydraulic fluid hazards

Carefully follow the instructions below for safety tips

regarding the maintenance of the hydraulic system.
Escaping oil under pressure, even a pinhole size leak,
can penetrate body tissue, causing serious injury, and
possible death. Because it is toxic; hot, pressurized
hydraulic oil injected into the skin—although it may
appear benign at first—will infect the immediate area and
then spread, causing large cracks in the skin. If you think
Fig. 1-15
you have been exposed to hydraulic oil in this way, seek
medical attention immediately.

• Wear gloves, goggles, and make sure your arms

and legs are fully covered.

• Relieve all pressure from the hydraulic system

before any lines, fittings or related items are
disconnected or removed, and wait for the
system to cool if it has just been running.
 Even after you have completed the pressure
removal process, there is no guarantee
pressure has completely exited the system.
Exercise extreme caution.
• Never touch a pressurized hose with your hand
and do not bend or strike a hose.

• Never check for pinhole leaks with your hand;

this is how oil injection related injuries most
commonly occur! Use cardboard or another
solid surface instead.

• Hold a rag over ports when removing filler caps,

breathers and plugs to prevent being sprayed or
splashed by liquids under pressure.

• Have a container ready to catch any hydraulic

oil that might run out of the hoses/ports.

• Make sure all raised components are blocked

correctly.

Safety precautions 1-18 D20/25/30/33S-7, D35C-7

 • When reinstalling the lines ensure they are
tightened to the correct torque (See Section 1-8).

• Make sure that all heat shields, clamps and

guards are installed correctly to avoid excessive
heat, vibration or friction with other parts during
operation.

• Shields that protect against oil spray onto hot

exhaust components in the event of a line, tube
or seal failure must be installed correctly.

Mechanical hazards
• Keep objects away from moving fan blades.
They will throw or cut any object or tool that falls
or is pushed into them. 1
Do not operate a machine if any rotating part is

General
damaged and contacts any other part during
operation. Any high speed rotating component
that has been damaged or altered should be
checked for balance before reusing.

• Support equipment and mounted components

properly when working beneath them. Do not
expect hydraulic cylinders will stay mounted.
Any attachment can fall if a control lever is
moved or if a hydraulic line breaks.

• Chips or other debris can fly off objects when

struck. Make sure no one will be injured by flying
debris before striking an object. Fig. 1-16

D20/25/30/33S-7, D35C-7 1-19 Safety precautions

 Fire and burn hazards
• To avoid burns, be alert for hot parts on
machines which have just been stopped and hot
oils in lines, tubes and compartments.

• All fuels, most lubricants and some coolant

mixtures are flammable. If a pipe is loose or
damaged, a fire might occur.

• Keep all fuels and lubricants stored in properly

marked containers and away from unauthorized
persons.

• Store all oily rags or other flammable material in

a protective container, in a safe place.

• Do not weld or flame cut pipes or tubes that

contain flammable oils. Clean them thoroughly
with nonflammable solvent before welding or
flame cutting them.

• Remove all residual flammable materials on the

forklift, such as fuel and oil before they
accumulate.

Safety precautions 1-20 D20/25/30/33S-7, D35C-7

1-5 Maintenance
The following describes key items and replaceable parts
to inspect at maintenance intervals.

NOTICE: Except for the daily checkup made by the driver

of the vehicle, all maintenance and repair should be
carried out by qualified and authorized engineers.
NOTICE: Careless disposal of waste oil may not only
harm to the environment but also endanger human health.
Waste oil should always be placed in a container and
disposed by an authorized person at a designated site.

Inspection when required

1
Items Inspection criteria and method

General
Fuel tank filter cap • Clean the fuel filter cap in clean, nonflammable solvent and then dry it.
and screen
• Make sure the seat slides freely on its track.
Seat
• Lightly oil the seat slider tracks if necessary.

• Make certain the support cylinders will hold the hood open.
Hood latch &
support cylinder • Lightly oil the hood latch mechanism and the rod for the hood support
cylinder.

• Replace fuses when necessary in accordance with the following

specifications:
- Horn - 10 amps.
- Head/Rear Lamp - 15 amps.
- Fwd./Rev. Solenoid, lamp Relay & Back-up Lamp/alarm - 10 amps.
- Instrument Panel & Fuel Shutoff - 15 amps.
- Turn Signal Lamp, Stop/Strobe Lamp & C.S.D.
Fuses, Bulbs, - Start Relay - 5 amp.
Circuit Breaker & • Replace bulbs when necessary in accordance with the following
Relay
specifications:
- Bulb-head lamp halogen (12V-35W)
- Bulb-back up (12V-10W)*
- Bulb-turn signal (12V-23W)*
- Bulb-stop & tail (12V-23/8W)*
*Optional lamp or light
• If the filament in a new fuse separates, have the circuits and instruments
checked.
• Clean the top of the battery and terminals.
Battery terminal
• Check terminals for corrosion. Coat terminals with heavy grease.

D20/25/30/33S-7, D35C-7 1-21 Maintenance

 Items Inspection criteria and method

• Before starting up the engine for the first (priming completed at factory),
exhaust all fuel and refuel the fuel tank.
Fuel system • After replacing the fuel filter or other part of the fuel system, drained
water from oil-water separator, or after any maintenance work with the
fuel system, perform priming.

• If the engine check lamp indicates any fault related to the water
Water separator separator, remove the water in the separator immediately, regardless of
regular maintenance schedule.

• Inspect tires for wear, cuts, gouges and foreign objects. Look for bent
Tires and wheels rims and correct seating of locking ring.
• Check tires for proper inflation
• Measure the distance from the bottom
of the inner mast to the bottom of the
carriage bearing with the inner mast
standing upright, and then adjust the
extrusion of the roller.

Carriage rollers Height of carriage roller extrusion (A)

Model STD FFL FFT
-6 mm 41 mm 41 mm
D20/25S
(-0.24 in) (1.61 in) (1.61 in)
D30/33S 0 mm 41 mm 41 mm
D35C (0 in) (1.61 in) (1.61 in)

Inspection every 10 service hours or daily (for operator)

Items Inspection criteria and method
Engine • Inspect the engine for fluid leaks.

• Maintain the engine oil level close as possible as to the upper point of the
Engine oil oil dip stick.
• Do not refill more than the upper point.

• Maintain the drive axle oil level between the lower mark and upper marks
Drive axle oil
on the dip stick/filter cap.

• Maintain coolant level to the proper line on expansion bottle. If the

expansion bottle has no coolant, it will be necessary to check coolant at
Coolant and the radiator filter neck.
cooling system
• Inspect the cooling system for leaks, hose cracks or loose connections.
• Blow any dust and lint from the radiator fins.

Air cleaner • Service the air cleaner when the RED band in the service indicator, locks
indicator in the visible position.

Foot pedal • Verify foot pedal travel is smooth without sticking.

Maintenance 1-22 D20/25/30/33S-7, D35C-7

 Items Inspection criteria and method

Engine exhaust • Perform visual inspection of exhaust system, and Repair any/all leaks
system found.

• Have any repairs made and debris removed, as needed.

• Inspect the tires and wheels for cuts, gouges, foreign objects, inflation
pressure and loose or missing bolts.
• Inspect the mast and lift chains for wear, broken links, pins and loose
rollers.
• Inspect the hydraulic system for leaks, worn hoses or damaged lines.
• Look for transmission and drive axle leaks on the lift truck and on the
ground.

Walk-around
• Inspect the operator’s compartment for loose items and cleanliness.
• Inspect the instrument panel for broken gauges and indicator lights.
1
inspection • Test the horn and other safety devices for proper operation.

General
• Inspect the cooling system for leaks, worn hoses and debris buildup.
• Inspect engine compartment for oil, coolant and fuel leaks.
• Inspect the forks:
- Visually inspect forks for cracks, especially in the heel section, around
the mounting brackets, and all weld areas.
- Inspect for broken or jagged fork tips, bent or twisted blades and
shanks.
- Make sure positioning lock is in place and working.
- Lock the forks in position before using the truck.
- Remove all defective forks from service.
Mast channels • Apply a light film of lubricant on the channels where the rollers ride.

• Maintain the brake fluid level to the fluid level mark on the brake system
Brake oil reservoir.
• Clean and install the filler cap.

• Maintain the oil level between the Min and Max marks on the dip
Transmission oil
stick/filter cap.

• Turn off the engine, and then check that the parking brake lever is freely
moved back and forth with the release button pressed.
• Turn on the engine, engage the parking brake, and then check that the
Parking brake vehicle neither moves nor feels like it wants to move with the F/R lever in
both FORWARD and REVERSE.
• Put a capacity load on the forks, park the vehicle on a 15% grade with
the parking brake engaged, and then check that the vehicle stands still.

• Maintain the hydraulic oil level to the FULL mark on the dip stick/filter
Hydraulic oil
cap.

D20/25/30/33S-7, D35C-7 1-23 Maintenance

 First 50–100 service hours or a week
Items Inspection criteria and method
Engine oil & oil filter • Replace the engine oil and oil filter.
Transmission oil, oil
• Replace the transmission oil and oil filter, and wash the strainer.
filter & strainer
Drive axle oil • Replace the drive axle oil.

Parking brake • Test and adjust the parking brake.

Every 500 service hours or 3 months

Items Inspection criteria and method
Engine oil & oil filter • Replace the engine oil and oil filter.

• If the dirt is up to the line, remove the precleaner bowl and empty it.
Periodically wash the cover and bowl in water.
Air intake system • Service the air cleaner when the red target in the service indicator
stays locked in the visible position with the engine stopped.
• Clean the primary filter element

• Check the condition and adjustment of the belt. Correct adjustment

Belts
allows 10 mm (3/8 inch) deflection under 110 N (25 lb) of force.

• Lubricate the two fittings for the mast hinge pins, one on each side of
Mast hinge pin
the mast.

• Lubricate two fittings for the pivot eyebolts, one on each tilt cylinder.
Check the pivot eye pins for loose retainer bolts and wear.
Tilt cylinders • Lubricate two fittings for the mast pivot eyes, one on each side of the
pin. Check the pivot eye pins for loose retainer bolts and wear.
• Check that the tilt cylinders extend and retract evenly.

• Check the mast chains are tracking over the mast crosshead rollers properly.
Crosshead rollers
• Check for damaged crosshead rollers, guards and retainer rings.

• Listen for unusual noises during lift, tilt and attachment operations.
These may indicate a need for repair.
• Inspect for loose bolts and nuts on the carriage.
• Remove any debris from the carriage and mast.

Mast, carriage, • Inspect the forks and attachments for free operation and damage.
chains, and Have repairs made if necessary.
attachments
• Brush a film of oil on all links of the chain.
• Raise and lower the carriage a few times to allow lubricant to enter
into the chain links.
• Inspect the chain anchors and individual links for wear, loose pins or
cracked leaves.

Transmission oil filter • Replace the transmission oil filter.

Maintenance 1-24 D20/25/30/33S-7, D35C-7

 Items Inspection criteria and method
• Check tightness of overhead guard mounting bolts at 95 N·m (70 lb·ft).
Overhead guard • Check overhead guard for bent or cracked sections. Have repairs
made if needed.

• Replace the drive axle oil.

Drive axle oil & • Clean the magnetic drain plug, and check the O-ring seal and replace
strainer if necessary.
• Wash the strainer assembly in clean, non-flammable solvent and dry it.

• Lubricate the steer axle king-pins, total of four fittings. Two on the right
side and two on the left side.
• Lubricate the steering link bearings, total of four fittings. Two on the
Steering mechanism
right side and two on the left side
• Check for any worn or loose components of the steering mechanism.
Remove any debris or trash
1
• Inspect the suspension mounting bolts. Tighten suspension mounting

General
bolts, if necessary, to 240 ± 30 N·m (180 ± 20 lb·ft).
Steer suspension
• Look for leaks at the power steering hose connections.
• Remove any trash buildup on the suspension or the steer axle.

Parking brake • Test and adjust the parking brake.

Inching & brake • Lubricate three fittings for the inching and brake pedal control shaft.
control shaft
• Press horn button, to determine if horn is operational.
• Check and replace all defective gauges.
Horn and lights • Check all lights such as warning, directional, backup, driving and flood
lights for correct operation. Replace all burned out bulbs.
• Have repairs made if needed.
Fuel filter • Replace the fuel filter.

• Inspect tightness of wheel bolts in a sequence opposite each other

110 N·m (75 lb·ft).
Wheel bolts & nuts
• Inspect tightness of wheel nuts in a sequence opposite each other to
610 N·m (450 lb·ft).

D20/25/30/33S-7, D35C-7 1-25 Maintenance

 Every 1,000 service hours or 6 months

Items Inspection criteria and method

Hydraulic return filter, • Replace the return filter, breather, and strainer.
breather & strainer
Transmission oil, oil
• Replace the transmission oil and oil filter, and wash the strainer.
filter & strainer
• Perform a lift chain abrasion test by measuring the wear of the chain
links and pins.
• Measure the distance in mm from the center of a pin to the 10th chain
link.
Lift chains • Replace the chain if the wear rate is 2% or higher.
* Chain’s wear rate (%) = [(measurement-19.05x10)/(19.05x10)]x100
• Check if tension is equal on the both sides of each lift chain set.
• After the adjustment, apply Loctite #242 Thread Lock on the threads
of the anchor nuts.

• Check the bearings for wear and damage; if any are worn or
damaged, replace them. Check for any loose bolts, and tighten bolts if
U-joint necessary.
• Inject a sufficient amount of grease into the grease nipples on the
universal joint.

Air intake system • Change the primary and secondary elements.

• Set the clearance to the nominal appropriate clearance given in the

“Valve Clearance Setting” shown below.
Valve clearances
Engine valve lash
Engine Valve Clearance
2.4 L Exhaust valves 0.2 mm (0.08 in)
(D24A) Diesel Intake valves 0.2 mm (0.08 in)

Maintenance 1-26 D20/25/30/33S-7, D35C-7

 Every 2,000 service hours or yearly
Items Inspection criteria and method
• Set the clearance to the nominal appropriate clearance given in the
“Valve Clearance Setting” shown below.
Valve clearances
Engine valve lash
Engine Valve Clearance
2.4 L Exhaust valves 0.2 mm (0.08 in)
(D24A) Diesel Intake valves 0.2 mm (0.08 in)

Rear wheel • Reassemble, adjust, and lubricate the rear wheels.

bearings
Drive wheel • Reassemble, adjust, and lubricate the drive wheels.
bearing
Cooling system • Replace the coolant, and clean the engine and radiator.

• Under normal conditions, perform regular inspections at least every 12

1
months. But if your type of work causes more labor and stress on the

General
vehicle (i.e. long operating hours, or heavy lifting) perform inspections
on a 6 month regular basis.
• Replace if any of the following conditions are found:
- Cracks on a fork’s heal, welding, bracket, etc.
- A fork is so worn that its thickness is lower than 90% of the initial
thickness.
Forks
- Angle between the top of the blade and the front face of the shank
exceeds 90±3°.
- The deviation from the straightness of the upper face of blade or the
front face of shank exceeds 0.5 percent of the length of the blade
and/or the height of the shank respectively 5 mm/1000 mm (0.18
in/36 in).
- Tolerance in the heights of two or more ends of the fork: 6.5 mm (0.3
in) (palette fork), 3.0 mm (0.1 in) (tapered fork)
* The height tolerance between forks is 3% of the length of the blade.

Every 2,500 service hours or 15 months

Items Inspection criteria and method
Hydraulic oil • Replace the hydraulic oil and clean the drain plug.

• Clean battery outer surfaces with a mixture of baking soda and water.
Battery system • Inspect battery outer surfaces for damage and replace as necessary.
• Remove battery cable and clean, repair and/or replace as necessary.

D20/25/30/33S-7, D35C-7 1-27 Maintenance

1-6 Lubricants
The following is a detailed explanation of the lubricants needed and the parts to be lubricated.

1-6-1 Diesel fuel specifications

Diesel fuel should comply with the following specifications.
The table lists several worldwide specifications for diesel
fuels.

Location Diesel fuel specifications

USA ASTM D975 No.1D/2D
EU EN590:96
International IS0 8217 DMX
UK BS 2869-A1 or A2
Japan JIS K2204 Grade No. 2
South Korea KSM-2610
China GB252

Additional Technical Fuel Requirements

• The fuel cetane number should be equal to 45
or higher.

• The sulfur content must not exceed 0.5% by

volume. Less than 0.05% is preferred.

• For electronically controlled engines, for

example 4TNV98-ZSDF, it is mandatory to use
fuel that does not contain 0.1 % or more sulfur
content.

• In general, using a high sulfur fuel may possible

result in corrosion inside the cylinder.

• Especially in U.S.A. and Canada, Low Sulfur

(300-500mglkg sulfur content) or Ultra Low
Sulfur fuel should be used.

• Bio-Diesel fuels. See Bio-Diesel Fuels on next page.

• NEVER mix kerosene, used engine oil, or

residual fuels with the diesel fuel.

• The water and sediment in the fuel should not

exceed 0.05% by volume.

• Keep the fuel tank and fuel-handling equipment

clean at all times.

• Poor quality fuel can reduce engine

performance and / or cause engine damage.

Lubricants 1-28 D20/25/30/33S-7, D35C-7

 • Fuel additives are not recommended. Some fuel
additives may cause poor engine performance.

• Consult your Doosan representative for more

information.

• The ash content must not exceed 0.01% by

volume.

• The carbon residue content must not exceed

0.35% by volume. Less than 0.1 % is preferred.

• The total aromatics content should not exceed

35% by volume. Less than 30% is preferred.

• The PAH (polycyclic aromatic hydrocarbons)

•
content should be below 10% by volume.

The metal content of Na, Mg, Si, and Al should

1
be equal to or lower than 1 mass ppm.

General
• Lubricity: The wear mark of WS1.4 should be
Max. 0.01 8 in (460 pm) at HFRR test.

Bio-Diesel Fuels

In Europe and in the United States, as well as some other

countries, non-mineral oil based fuel resources such as
RME (Rapeseed Methyl Ester) and SOME (Soybean
Methyl Ester), collectively known as FAME (Fatty Acid
Methyl Esters), are being used as extenders for mineral
oil derived diesel fuels.

Doosan approves the use of bio-diesel fuels that do not

exceed a blend of 5% (by volume) of FAME with 95% (by
volume) of approved mineral oil derived diesel fuel. Such
bio-diesel fuels are known in the marketplace as B5
diesel fuels.

These 95 diesel fuels must meet certain requirements.

• The bio-fuels must meet the minimum

specifications for the country in which they are
used.
 In Europe, bio-diesel fuels must comply with
the European Standard EN14214.
 In the United States, bio-diesel fuels must
comply with the American Standard ASTM D-
6751.

• Bio-fuels should be purchased only from

recognized and authorized diesel fuel suppliers.

D20/25/30/33S-7, D35C-7 1-29 Lubricants

 Also, when you use a bio-diesel fuel, be aware that:

• Free methanol in FAME may result in corrosion

of aluminum and zinc FIE components.

• Free water in FAME may result in plugging of

fuel filters and increased bacterial growth.

• High viscosity at low temperatures may result in

fuel delivery problems, injection pump seizures,
and poor injection nozzle spray atomization.

• FAME may have adverse effects on some

elastomers (seal materials) and may result in
fuel leakage and dilution of the engine
lubricating oil.

• Even bio-diesel fuels that comply with a suitable

standard as delivered, will require additional
care and attention to maintain the quality of the
fuel in the equipment or other fuel tanks. It is
important to maintain a supply of clean, fresh
fuel. Regular flushing of the fuel system, and / or
fuel storage containers, may be necessary.

• The use of bio-diesel fuels that do not comply

with the standards as agreed to by the diesel
engine manufacturers and the diesel fuel
injection equipment manufacturers, or biodiesel
fuels that have degraded as per the precautions
and concerns above, may affect the warranty
coverage of your engine.

Lubricants 1-30 D20/25/30/33S-7, D35C-7

 1-6-2 Recommended viscosities and capacities
Certain abbreviations follow Society of Automotive
Engineers (SAE) J754 nomenclature and some
classifications follow SAE J183 abbreviations.

The MIL specifications are U.S.A. Military Specifications.

The recommended oil viscosities can be found in the

Lubricant Viscosities chart in this publication.

Grease is classified by the National Lubricating Grease

Institute (NLGI) based on ASTM D217-68 Worked
Penetration characteristics which are given a defined
consistency number.

NOTICE: The amount of lubrication varies with the

1
remaining oil level. Therefore make sure to check the oil

General
gauge before lubrication.

Lubricant viscosities
Refill capacities
for ambient (outside) temperatures
Compartment or
system Lubricant Temperatures (°C/°F)
Liters (L/US Gal)
Viscosities Min. Max.
· Engine crankcase filter:
SAE 5W30 -30/-22 +30/+86 3.8/1.00
Engine Crankcase
(Gasoline and LP) · Colling system w/coolant
API SJ recovery bottle: 10.4/2.75
SAE 20W50 -10/+14 +50/+122
· Fuel tank: 51.0/13.47
ISO VG 22 -30/-22 +20/+68
Hydraulic and power ISO VG 32 -20/-4 +30/+86
steering system 34.0/8.98
ISO 6743/4 HM ISO VG 46 -10/+14 +40/+104
ISO VG 68 0/32 +50/+122
Transmission & drive SAE 10 W -20/-4 +22/+72 · Transmission: 13.0/3.43
axle housing
API CD/TO-2 SAE 30 +10/+50 +50/+122 · Drive axle: 9.2/2.43
Brake reservoir
(only for OCDB) ISO VG 10 -20/+22 +30/+86 0.6/0.16
ISO 6743/4 HM

Note) For detailed information on lubricants, see Section 1-6-3.

D20/25/30/33S-7, D35C-7 1-31 Lubricants

 1-6-3 Lubricant specifications
Engine oil

The following oil specifications provide guidelines for the

selection of commercial products:

Items Spec.
LP engine API SJ or higher
NOTICE: The percentage of sulfur in the fuel will affect
the engine oil recommendations. For fuel sulfur effects,
the Infrared Analysis or the ASTM D2896 procedure can
be used to evaluate the residual neutralization properties
of engine oil. The sulfur products formation depends on
the fuel sulfur content, oil formulation, crankcase blow-by,
engine operating conditions and ambient temperature.

Chain and linkage oils (DEO or EO)

The following engine oils are recommended for use on

the chains and linkages:

items Spec.
European CCMC D3
API CD, CD/SF, CE
Military MIL-L-2104D or E

Fig. 1-17
Hydraulic oils (HYDO)

As industrial premium hydraulic oils that have passed the

Vickers vane pump test (35VQ25), the following
commercial classifications can be used in the hydraulic
system. dd

These oils should have antiwear, antifoam, antirust and

antioxidation additives for heavy duty use as stated by
the oil supplier. An ISO viscosity grade of 32 would 0575E

normally be selected. Fig. 1-18

Items Spec.
ISO 6743/4 HM
AFNOR NFE 48-603 HM
DIN 51524 TEIL 2 H-LP
HAGGLUNDS DENISON HFO-HF2
CINCINNAT P68, 69, 70

Lubricants 1-32 D20/25/30/33S-7, D35C-7

 NOTICE: Correct hydraulic oil should be used to achieve
the maximum life and performance from hydraulic system
components. The above hydraulic oil is recommended in
most hydraulic and hydrostatic systems.
Oil added to the hydraulic tank must mix with the oil
already in the system. Use only petroleum products
unless the system is equipped for use with a certain
special product.
If the hydraulic oil becomes cloudy, this means that water
or air has entered the system. Water or air in the system
will cause pump failure. Drain the oil, retighten all
hydraulic suction line clamps, and then purge and refill
the system.

Transmission and drive axle oil 1

The following products are certificated as universal

General
transmission tractor oils (UTTO).

Items Spec.
Transmission/ API CD/TO-2,
Drive axle MIL-L-2104D, E or F
NOTICE: Multi-grade oils are not blended by DOOSAN
for use in transmissions. Multi-grade oils which use high
molecular weight polymers as viscosity index improvers
lose their viscosity effectiveness by permanent and
temporary shear of the viscosity index improver and
therefore, are not recommended for transmission and
drive train compartments.

Brake oil

Use a heavy duty hydraulic brake oil certified by the oil

supplier to meet ISO 6743/4 HM VG 10 latest revision.

Suppliers Products
TOTAL Azolla ZS 10
CALTEX Spindurn 10
ESSO Nuto H 10 Spinesso 10
MOBIL Velocite Oil No. 5 Velocite Oil E
SHELL Tllvs Oil C10 / Morlina 10
CASTROL Hyspin AWS
Fig. 1-19

D20/25/30/33S-7, D35C-7 1-33 Lubricants

 Lubricating grease (MPGM)

Use Multipurpose Molybdenum Grease (MPGM) for all

lubrication points. If MPGM grease cannot be used, a
multipurpose type grease which contains 3% to 5%
molybdenum disulfide can be used.

NLGI NO.2 grade is suitable for most temperatures. Use

NLGI No.1 or No.0 grade for extremely low temperature.

Lubricants 1-34 D20/25/30/33S-7, D35C-7

1-7 Disassembly/assembly instructions
The following disassembly/assembly section is comprised
of the following subsections: preparations before
disassembly, check and test before disassembly,
precautions when disassembling, precautions after
disassembly, precautions when assembling, handling
general parts, and hydraulic line fittings. Under each title
are listed the precautions you should take to carry out the
disassembly/assembly work correctly.

Preparations before disassembly

• Wash off dust and contaminants from the
vehicle before you send it to the service center.
1
Dust or contaminants brought into the service

General
center may stain parts and get into them to
make scratches.

• An electric forklift operates based on the

electrical system. Do not let any water into the
system.

• To avoid unnecessary disassembly work,

prepare the necessary tools, a box to put the
parts in, and make it a priority to always keep
your worksite clean.

Check and test before disassembly

• Before you start disassembling, make sure to
record any problems. This may prevent
unnecessary disassembly, loss of replacement
parts, and repetitive failures caused by the same
problem.

• To prevent malfunction, keep a record of the

failure and the parts required for replacement.
Also make sure you check and record the
Fig. 1-20
following information:
 Vehicle’s model number, serial number, and
hours of operation
 Reason why the vehicle needs disassembling
 Check the symptom, location, and cause of the
failure (If needed, reproduce the same failure).
 Check if any parts are out of place.
 Check for damaged or loosened parts.
 Check how well the vehicle has been
maintained if possible.

D20/25/30/33S-7, D35C-7 1-35 Disassembly/assembly instructions

 Precautions when disassembling

Disassembly

• Identify how the parts are assembled (front/back,

left/right, and up/down connections) to
determine the order of disassembly.

• Before you start disassembling the parts, note

the connecting points of parts and mark them
using a punch to avoid misplacing the parts
during assembly.

• Use the right tools to remove specific parts.

• If any part is not dismounted and even the

mounting bolts and nuts were removed, do not
use excessive force. Check and find the cause.

• Put the disassembled parts to one side in the

order of their disassembly, putting a tag or mark
on those parts which similar in appearance.

• Store common parts such as bolts and nuts in

an orderly manner.

Check and test during disassembly

• Sometimes the cause of failure is found during

disassembly. Therefore, it is very important to
carefully check the state of the friction surface
and contacting parts.

• During disassembly, measure and record the

gap, distortion, projections, and other factors
that may cause the failure.

Maintaining gaps

• Make sure the shims and washers you install

produce the specified gap value required.

Link adjustment

• If the rod needs no readjustment, keep the initial

length. If you need to move the end of the rod,
measure and record its length before
disassembling.

Disassembly/assembly instructions 1-36 D20/25/30/33S-7, D35C-7

 Disassembling press-fitted components

• Remove any dents or marks caused by

hammering and polish the area.

• If any press-fitted component is loosened,

identify and remove the cause to avoid problems
during assembly.

Disassembling bearings

• Do not remove bearings by force but use a

bearing puller as shown in Fig. 1-21.

Precautions after disassembly

Cleaning 1
• Clean the disassembled parts, arrange them by

General
assembly unit, and keep them away from
contaminants. Give particular attention to
removing contaminants from the oiling lines or
Fig. 1-21
the pipes of components.

• An efficient way of cleaning is to use two

vessels of detergent: one for washing dirty parts
and the other for rinsing them.

• When you clean special parts, increase the

number of detergent vessels and clean several
times.

• Kerosene or neutral acid anhydride diesel is

suitable for cleaning sticky oil in bearings.

• In the case of large castings, soak them in a pH

10 to 12 alkaline detergent, at 50 to 70 ℃ (122
to 158 ℉) and then rinse with water.

• When you use a hazardous chemical detergent,

be careful not to let your skin or eyes contact it.
Old oil should be disposed of at a designated
place using a specified container.

Dust prevention

• Keep cleaned parts free from dust and

contaminants using a dust cover and plug up the
ends of all pipes.

• Rustproof any parts you might store away

before installing again.

D20/25/30/33S-7, D35C-7 1-37 Disassembly/assembly instructions

 Precautions when assembling

Parts installation

• Keep all parts clean before you assemble them.

Check their surface for flaws and repair as
needed. Make sure not to stain the friction
surface with any contaminants that may reduce
the service life of the parts.

• Wash off the rust proofing agent from the parts

using a detergent before you start assembling.

• Identify the marks you have made for fitting

parts together before you start assembling.

• Use a press-fitting tool to assemble bearing,

bushing, and oil seal, and use designated tools
for specific parts.

• Before press-fitting parts, grease their surface

with molybdenum bisulfide.

Tightening bolts and nuts

• To ensure bolts and nuts are all torque evenly,

tighten them in the order shown in Fig. 1-22,
tightening one and then the other on the
opposite side. This method is called the
“template method” that repeats loosening and Fig. 1-22
tightening gradually to ensure even contact.

• Lubricating the screwing part of the bolts with

engine oil will make bolt tightening easier and
stronger.

• Use wire, cotter pins, lock washers, or other

parts shown in Fig. 1-23 to secure bolts, nuts, or
other important fastener that cannot be visually
checked.

Check during assembly

• At each step of the assembly procedure, check

and record gaps, free play, projections, and Fig. 1-23
distortion.

Reassembling shims

• Install shims and washers in the same places as

before and then check if the gaps are correct.

Assembling adjustment links

Disassembly/assembly instructions 1-38 D20/25/30/33S-7, D35C-7

 • If no adjustment is needed, assemble them to
make the same length as before.

Assembling press-fitted parts

• Repair scratches and dents as required and

keep the parts clean before inserting them.

• Note that insufficiently tightened press-fitted

parts may become loose.

Assembling keys and keyways

• Check if keyways and keys are loosened and if

they contact the key head. If the key head

1
contacts the keyway, remove the remaining part
of the key head.

Handling general parts

General
Handling packing

• Packing, gaskets, and copper packing should all

be replaced as instructed. Assemble the gaskets
specified in this Service Manual after applying
an adhesive. When you apply an adhesive to a
gasket, note the following:
 Completely remove old adhesive, scratches,
dust, paint, and grease left on the surface of
the gasket.
 Evenly coat both sides of the gasket with an
appropriate sealant and wait for several
minutes until it dries.
 Once the sealant has dried to the extent that
when touched it does not stick to your hand,
assemble the parts.
 Soak leather packing in oil before use.

Handling O-rings

• Always remember to check the condition of O-

rings. Do not use O-rings that have become
hard from being stored away for a long time.

• Only use those O-rings that are specified in the

Parts List. For example, O-rings for engine oil
are made from special materials such as silicon
rubber and are resistant to heat and aging.
Installing a different type of O-ring in this case
could cause severe damage to a system and its
components.

D20/25/30/33S-7, D35C-7 1-39 Disassembly/assembly instructions

 • Lubricate O-rings to avoid scratching their
surface during installation. Silicon rubber O-
rings are easily damaged, so be careful not to
overstretch them.

Handling oil seal

• Prevent oil seals from gathering dust,

particularly in their lips, and make sure there is
no rust or scratches.

• Evenly lubricate the lip surface opposite to the

sealing of an oil seal.

• Check if the surface of the axle to which an oil

seal is mounted is contaminated, rusted, or
scratched, then apply grease or lubricant so that Fig. 1-24
the oil seal can be installed easily.

• Check the surface of the oil seal lip for scratches

by lightly rubbing a wire on the surface. If there
are any scratches, replace the oil seal.

• When you insert an oil seal, use a guide and jig

as shown in Fig. 1-25 to avoid damaging it.

• After you have inserted an oil seal, check the

inclination (tolerance of inclination: 0.2 mm/100
mm, 0.008 in/3.937 in diameter). Guide Jig
Fig. 1-25
• When you apply adhesive to an oil seal, ensure
that no adhesive makes contact with the lip’s
surface. Completely remove residual adhesive
on the guide and jig before you insert another
seal.

Handling bearings

• To assemble a bearing correctly and avoid

damaging it, take note of the following:
 Completely remove dust and other
contaminants that might shorten the bearing’s
service life. Keep the bearing as packed until
its installation.
 Do not impact the bearing. Never turn the
bearing excessively in order to remove the
purifier by blowing in compressed air. Ensure
that the oil seal ring is installed in the right
direction.

Disassembly/assembly instructions 1-40 D20/25/30/33S-7, D35C-7

 • Pay attention to the following when you install
bearings.
 Neither hit the outer race with a hammer to
install it, nor hit the inner race to insert the
outer race. Hammering like this will cause
damage to the track of the bearing.
 When you insert the inner race of a bearing
with a reasonable tolerance, use a jig as
shown in Fig. 1-26 and put pressure on the
inner race. When you perform thermal
insertion with a press-fitting tolerance, heat the
bearing up to 120°C (248°F). Note, however, Fig. 1-26
that excessive heating may lower the hardness
of the surface of bearing.
 When you insert a non-split bearing with an
inner race and outer race at a reasonable
tolerance, use a jig as shown in Fig. 1-27 and
press in both the inner and outer races at the
1
same time.

General
Fig. 1-27
Handling retaining rings

• When you remove or install a retaining ring, use

a pair of right ring pliers and be careful not to put
too much stress on the retaining ring.

• After you have installed the retaining ring, check

if it is correctly inserted into the groove.

D20/25/30/33S-7, D35C-7 1-41 Disassembly/assembly instructions

 Hydraulic line fittings

Hydraulic line installation

1. For a metal tube to hose installation, install the

tube and tighten all bolts finger tight.

2. Tighten the bolts at the rigid end.

3. Install the hose and tighten all bolts finger tight.

4. Put the hose in a position so that it does not

make contact with the machine or another hose.

5. Tighten the bolts on both connections.

6. Start the engine.

7. Move the implement control levers to all

positions.

8. Look at the hose during movement of the

implement. Make sure the hose is not in contact
with the machine or other hoses.

9. Shut off the engine.

10. If necessary, put the hose in a new position

where it will not make contact when the
implement is moved.

Assembly of fittings with straight threads and O-ring seals

(common to different applications)

1. Put locknut (3), backup washer (4) and O-ring (1) Connection to tube
seal (5) as far back on fitting body (2) as possible. (2) Fitting body

2. Turn the fitting into the part it is used on until

backup washer (4) just makes contact with the
face of the part.

3. To put the fitting assembly in its correct position,

turn fitting body (2) out (counterclockwise) a (3) Locknut

maximum of 359°. (4) Backup washer

(5) O-ring seal

4. Tighten locknut (3) to the torque shown in the
correct chart for the fitting used.
(6) Connection to other part
5. If a fitting body’s tube end is shaped as shown in Fig. 1-28
Fig. 1-28 (either an elbow or a straight body), put
a sleeve on the tube before connecting the tube
to the end.

Disassembly/assembly instructions 1-42 D20/25/30/33S-7, D35C-7

 NOTICE: If the fitting is a connector (straight fitting), the
hex on the body takes the place of the locknut. To install
this type of fitting, tighten the hex against the face of the
part it goes into.

Tightening other fitting types

• Hi-duty (shear sleeve) tube fittings: After the

tube has been put through the nut and makes
contact against the tube shoulder in the fitting
body, turn the nut with a wrench until a small Fig. 1-29
decrease in torque is felt. This is an indication
that the sleeve has been broken off the nut.
Hold the tube to prevent turning and tighten the

•
nut 1-1/2 turns.

Hi-seal fittings: Put the nut and the sleeve over

1
the tubing with the short heavy end of the sleeve

General
facing the end of the tubing. Put the tube end
against the counterbore in the body of the fitting
Fig. 1-30
and tighten until the nut is over the last thread
on the body. The remainder of space is used
whenever the fitting is removed and installed
again.

• Ermeto tube fittings: Put the nut and sleeve

over the tube with head or shoulder end of
sleeve next to the nut. Push the tube into Fig. 1-31
counterbore of fitting body as far as possible.
Turn the nut clockwise until sleeve holds the
tube and prevents movement. Tighten the nut 1-
1/4 turns more to seat sleeve and give a locking
action. When necessary to assemble again, put
sleeve over the tube and tighten the nut until a
sudden increase in torque is felt. Then tighten
1/6 to 1/3 turn more to seat the sleeve.

• Flex fittings: Put the nut and sleeve over the

tubing and push the tube in to counterbore of
fitting body as far as possible. Tighten the nut
until it is against the hex part of the fitting body. Fig. 1-32

D20/25/30/33S-7, D35C-7 1-43 Disassembly/assembly instructions

1-8 Standard torques

1-8-1 Standard torques for bolts and nuts

Be careful to avoid mixing metric and inch dimensioned
fasteners. Mismatched or incorrect fasteners can result in
vehicle damage or malfunction, or possible injury.
Exceptions to these torques are given in the Service
Manual where needed.

Prior to the installation of any hardware, be sure

components are in near new condition. Bolt and nut
threads must not be worn or damaged. Hardware must
be free of rust and corrosion. Clean hardware with a non-
corrosive cleaner and apply engine oil to threads and
bearing face. If thread lock or other compounds are to be
applied, do not apply engine oil.

After loosening fasteners, keep them well and reuse only

those in fine conditions. When replace with a new one,
make sure to select a fastener of the same size and class.

Usually, you can identify a bolt’s strength according to the

number marked on its head (e.g. 8.8 or 10.9) as shown in
Fig 1-33. The table below lists the standard torques for
Fig. 1-33
standard bolts and nuts, and taperlock studs as shown in
Fig 1-34.

Standard bolt

Taperlock stud
Fig. 1-34

Standard torques 1-44 D20/25/30/33S-7, D35C-7

 For metric fasteners

Thread size Metric nuts and bolts Metric taperlock studs

(mm) (N·m) (lb·ft) (N·m) (lb·ft)
M6 12 ± 3 9±2 8±3 6±2
M8 28 ± 7 20 ± 5 17 ± 5 13 ± 4
M10 55 ± 10 40 ± 7 35 ± 5 26 ± 4
M12 100 ± 20 75 ± 15 65 ± 10 48 ± 7
M14 160 ± 30 120 ± 22 - -
M16 240 ± 40 175 ± 30 110 ± 20 80 ± 15
M20 460 ± 60 340 ± 44 170 ± 30 125 ± 22
M24 800 ± 100 600 ± 75 400 ± 60 300 ± 45
M30 1600 ± 200 1200 ± 150 650 ± 80 480 ± 60

1
M36 2700 ± 300 2000 ± 225 870 ± 100 640 ± 75

For inch fasteners

General
Thread size Inch nuts and bolts Inch taperlock studs
(inch) (N·m) (lb·ft) (N·m) (lb·ft)
1//4 12 ± 3 9±2 8±3 6±2
5//16 25 ± 6 18.0 ± 4.5 17 ± 5 13 ± 4
3//8 47 ± 9 35 ± 7 35 ± 5 26 ± 4
7//16 70 ± 15 50 ± 11 45 ± 10 33 ± 7
1//2 105 ± 20 75 ± 15 65 ± 10 48 ± 7
9//16 160 ± 30 120 ± 20 - -
5//8 215 ± 40 160 ± 30 110 ± 20 80 ± 15
3//4 370 ± 50 275 ± 35 170 ± 30 125 ± 22
7//8 620 ± 80 460 ± 60 260 ± 40 190 ± 30
1 900 ± 100 660 ± 75 400 ± 60 300 ± 45
1-1/8 1300 ± 150 950 ± 100 500 ± 70 370 ± 50
1-1/4 1800 ± 200 1325 ± 150 650 ± 80 480 ± 60
1-3/8 2400 ± 300 1800 ± 225 750 ± 90 550 ± 65
1-1/2 3100 ± 350 2300 ± 250 870 ± 100 640 ± 75

D20/25/30/33S-7, D35C-7 1-45 Standard torques

 1-8-2 Standard torques for tightening fittings

Standard torques for O-ring face seal fittings

Thread size Straight thread O-ring fitting O-ring

(inch) (N·m) (lb·ft)

O-ring groove

5/16-24 5.0 ± 1.5 45 ± 15

3/8-24 12 ± 2 110 ± 20
7-16-20 20 ± 4 15 ± 3
1/2-20 40 ± 5 30 ± 4 O-ring
9/16-18 40 ± 5 30 ± 4 O-ring face seal nut
3/4-16 100 ± 15 75 ± 10 Straight thread
O-ring port fitting end
7/8-14 135 ± 15 100 ± 10
Fig. 1-35
1 1/16-12 200 ± 25 150 ± 20
1 3/16-12 250 ± 25 185 ± 20
1 5/16-12 300 ± 40 225 ± 30
1 5/8-12 300 ± 40 225 ± 30
1 7/8-12 300 ± 40 225 ± 30
2 1/2-12 300 ± 40 225 ± 30

Thread size O-ring face seal fitting nut

(inch)
(N·m) (lb·ft)
9/16-18 16 ± 3 12 ± 2
11/16-16 30 ± 4 22 ± 3
13/16-16 50 ± 7 37 ± 5
1-14 90 ± 10 65 ± 7
1 3/16-12 120 ± 15 90 ± 10
1 7/16-12 160 ± 20 120 ± 15
1 11/16-12 190 ± 20 140 ± 15
2-12 215 ± 25 160 ± 20

Hose clamp-band type

Clamp Torque on new Retightening
width hose torque
7.9 mm 0.9 ± 0.2 N·m 0.7 ± 0.2 N·m
(0.312 in) (8 ± 2 lb·in) (6 ± 2 lb·in)
13.5 mm 4.5 ± 0.5 N·m 3.0 ± 0.5 N·m
(0.531 in) (40 ± 5 lb·in) (25 ± 5 lb·in)
15.9 mm 7.5 ± 0.5 N·m 4.5 ± 0.5 N·m
(0.625 in) (65 ± 5 lb·in) (40 ± 5 lb·in)

Fig. 1-36

Standard torques 1-46 D20/25/30/33S-7, D35C-7

 37°flared and straight thread O-ring fittings

37° flared O-ring fitting-plug Swivel nuts

Fig. 1-37

37° flared and straight thread O-ring fittings (except O-ring face seal fittings)
Nominal tube O.D. Thread size Standard torque
Metric Inch (inch) (N·m) (lb·ft)

1
3.18 0.125 5//16 5.0 ± 1.5 4±1
4.76 0.188 3//8 11.0 ± 1.5 8±1
6.35 0.250 7//16 16 ± 2 12 ± 1
7.94 0.312 1//2 20 ± 5 15 ± 4

General
9.52 0.375 9//16 25 ± 5 18 ± 4
9.52 0.375 5//8 35 ± 5 26 ± 4
12.70 0.500 3//4 50 ± 7 37 ± 5
15.88 0.625 7//8 65 ± 7 48 ± 5
19.05 0.750 1-1/16 100 ± 10 75 ± 7
22.22 0.875 1-3/16 120 ± 10 90 ± 7
25.40 1.000 1-5/16 135 ± 15 100 ± 11
31.75 1.250 1-5/8 180 ± 15 135 ± 11
38.10 1.500 1-7/8 225 ± 15 165 ± 11
50.80 2.000 2-1/2 320 ± 30 240 ± 22

D20/25/30/33S-7, D35C-7 1-47 Standard torques

 45°flared and 45°inverted flare fittings

Inverted 45° flared 45° flared

Fig. 1-38

45° flared and 45° inverted flare fittings

Nominal tube O.D. Thread size Standard torque
Metric Inch (inch) (N·m) (lb·ft)
3.18 0.125 5//16 5.0 ± 1.5 4±1
4.76 0.188 3//8 8.0 ± 1.5 6±1
6.35 0.250 7//16 11 ± 2 8±1
7.94 0.312 1//2 17 ± 3 13 ± 2
9.52 0.375 5//8 30 ± 3 22 ± 4
11.11 0.438 11//16 30 ± 3 22 ± 2
12.70 0.500 3//4 38 ± 4 28 ± 3
15.88 0.625 7//8 50 ± 5 37 ± 4
19.05 0.750 1-1/16 90 ± 8 65 ± 6
22.22 0.875 1-1/4 100 ± 10 75 ± 7

Standard torques 1-48 D20/25/30/33S-7, D35C-7

 Air conditioning and tapered pipe thread fittings

O-ring 45° flare

Fig. 1-39

Air conditioning fittings

45° flare fitting end
Thread size O-ring fitting end
(inch)
N·m (lb·ft)
Steel the tubes
N·m (lb·ft)
Aluminum the tubes
N·m (lb·ft)
1
5/8-18 18 ± 4 13 ± 3 30 ± 3 22 ± 2 23 ± 3 17 ± 2

General
3/4-16 37 ± 4 27 ± 3 52 ± 5 38 ± 4 33 ± 4 24 ± 3
7/8-14 40 ± 4 30 ± 3 60 ± 7 44 ± 5 38 ± 4 28 ± 3
1 1/16-14 45 ± 5 33 ± 4 75 ± 8 55 ± 6 50 ± 5 37 ± 4

Tapered pipe thread fittings

Thread size Threads with 1e2200e sealant Threads without sealant

(inch) (N·m) (lb·ft) (N·m) (lb·ft)
1/16-27 15 11 20 15
1/8-27 20 15 25 18
1-14-18 25 18 35 26
3/8-18 35 26 45 33
1/2-14 45 33 60 45
3/4-14 60 45 75 55
1-11 1/2 75 55 90 65
1 1/4-11 1/2 95 70 110 80
1 1/2-11 1/2 110 80 130 95
2-11 1/2 130 95 160 120

D20/25/30/33S-7, D35C-7 1-49 Standard torques

2 Transmission
2-1 Overview ...................................................2
2-1-1 Powertrain components ........................................2
2-1-2 Power flow.............................................................4

2-2 Torque converter .....................................5

2-2-1 Exterior and specifications ....................................5
2-2-2 How it works ..........................................................6
2-2-3 Converter stall test ................................................8

2-3 Transmission body ................................10

2-3-1
2-3-2
Exterior and specifications ..................................10
How it works (mechanical section) .....................12 2
2-3-3 How it works (hydraulic section) .........................16

Transmission
2-3-4 Transmission pressure test .................................30
2-3-5 Inching pedal adjustment ....................................32
2-3-6 Engine-transmission removal/installation ...........33
2-3-7 Housing disassembly/assembly ..........................36
2-3-8 Output gear ass’y disassembly/assembly...........54
2-3-9 Input gear ass’y/counter gear ass’y
disassembly/assembly ........................................56
2-3-10 Valve ass’y disassembly/assembly .....................60

2-4 Transmission electric control system .61

2-4-1 How it works ........................................................61
2-4-2 Electric control system tests ...............................62

2-5 ECT option ..............................................65

2-5-1 How it works ........................................................65
2-5-2 Major changes in configuration ...........................68
2-5-3 Electric wiring ......................................................69
2-5-4 ECT fault diagnosis mode ...................................70
2-5-5 Parameter list ......................................................72
2-5-6 Service tool software...........................................74

2-6 Troubleshooting .....................................76

2-6-1 Check list during operation .................................76
2-6-2 Check List from Operation Noise ........................78
2-6-3 Check List from Pressure Test............................79
2-1 Overview

2-1-1 Powertrain components

(2) Transmission

(3) U-joint

(5) Drive wheel

(1) Engine

(4) Drive axle

0563E

Fig. 2-1

Overview 2-2 D20/25/30/33S-7, D35C-7

 The basic components of the powertrain are engine (1),
transmission (2), U-Joint (3), and drive axle (4).

Engine

Engine (1) generates power, and transfers it mechanically

to transmission (2) via the flywheel which is a rotating
device splined to torque converter (2-1).

Transmission

Controlled by the TCU, transmission (2) regulates this

power to a proper torque and speed as well as the
direction demanded by the operator. It then sends this
regulated power through U-joint (3) to drive axle (4). For
details, see 2-2.

U-joint 2
U-joint (3) is a pair of straight rods connected by a coupling

Transmission
whose bending movement allows the rods to change their
angle. This bending movement makes it possible to
mechanically connect transmission (2) and drive axle (4)
given that the former is located at a different height from
the latter.

Drive axle

Once the power transferred from the transmission is

received, drive axle (4) sends it to two wheel hub
assemblies (5), and then to the wheels. The ring gear
located in drive axle (4) enables the rectangular transfer of
power to the wheels.

D20/25/30/33S-7, D35C-7 2-3 Overview

 2-1-2 Power flow

Inching pedal F/R lever

General transmission Mechanical power

Electrical signal
ECT option Electrical signal

Driving Transmission Transmission valve

power
Engine

Torque converter Hydraulic power

Hydraulic Driving Driving Driving Driving Driving

power power Input power FWD/RVS power power power Drive
Impeller Turbine clutches
Gear set U-joint
shaft axle

0480E

Fig. 2-2

Transmission mainly consists of the following components

to achieve its functions:

• Torque converter receives engine output and

multiplies its torque that the vehicle needs for driving.
It then passes this higher torque value onto the
gearbox hydraulically by acting as a fluid coupling.
[Section 2-2]

• Transmission body contains gears and

hydraulically operated direction clutches to achieve
a driving force delivered through the drive coupling
to the drive axle. [Section 2-3]

• Electrical control is achieved by sending an

electrical signal from the F/R lever to electric
solenoids on the gearbox to divert oil to either the
forward or reverse clutch packs to engage them to
produce drive. [Section 2-4]

• ECT option electrically controls the transmission.

[Section 2-5]

Overview 2-4 D20/25/30/33S-7, D35C-7

2-2 Torque converter

2-2-1 Exterior and specifications

Fig. 2-3

Transmission
Fig. 2-4

Item Spec.
Engine output Max. 63 ps
Engine speed Max. 2350±10 rpm
Engine torque Max. 24.2 kgf∙m (237.3 N·m, 175.0 lb·ft)
Stall torque ratio (Tr) 2.87
Pump torque capacity (Cf) 4.00
Efficiency 83%
Hydraulic oil RUBIA S10W
Max. 100 kPa (14 psi) at 600 rpm
Converter outlet pressure
Max. 390 kPa (57 psi) at 2,400 rpm

D20/25/30/33S-7, D35C-7 2-5 Torque converter

 2-2-2 How it works
(4) Housing

(2) Stator

(6) Stator clutch

(5) Stator support

(1) Turbine

(3) Impeller 0454E

Fig. 2-5
There is no direct mechanical connection between engine
and the transmission. Power from the engine is transferred
through the torque converter, which hydraulically
connects the engine to the transmission. Transmission
drive train oil is used to turn the turbine and transmission
input shaft.

When the lift truck works against a load, the torque

converter can multiply the torque from the engine and send
a higher torque to the transmission.

The torque converter has four main parts: housing (4),

impeller(pump) (3), turbine (1) and stator (2). The housing
is connected to the engine flywheel through a flexplate.
Impeller (3) and housing (4) are welded together and turn
with the engine flywheel at engine speed and in the
direction of engine rotation. Turbine (1) turns the
transmission input shaft. Stator (2) is installed stationary
on stator support (5) by a freewheel clutch that allows one
way rotation of the stator.

Torque converter 2-6 D20/25/30/33S-7, D35C-7

 The hub, which is part of impeller (3), fits into the
transmission oil pump. The turning impeller (3) rotates the
pump to supply oil for the operation of the torque converter
and transmission.

When the engine is turning, oil flows through the converter

to lubricate and cool it. With the transmission in neutral,
the impeller, turbine, stator and oil are all turning together
in a direct fluid coupling. The turbine/impeller speed ratio
is 1/1.

Once a direction is selected the direct fluid coupling no

longer exists, the turbine/impeller speed ratio changes (the
turbine will be turning slower than the impeller). When this
happens the impeller outlet pressure to turbine inlet
pressure changes. This causes the oil flow in the torus
(fluid path containing the impeller, turbine and stator) to
gain momentum.
2
As impeller (3) turns, it increases the energy state of the

Transmission
oil and directs the oil to the outside diameter of converter
housing (4). Oil leaving impeller (3) is directed to turbine
(1) where much of the oil energy is absorbed by turning
the turbine. The pressure and flow change in the torus
becomes torque and speed at the turbine and
transmission input shaft.

Oil follows the turbine blades inward toward the center of

the converter. When the turbine/impeller speed ratio is less
than .85/1, oil is directed against the concave side of stator
(2) with enough force to stop its one-way rotation and lock
the freewheel clutch.

Most of the energy from the oil that strikes the turbine is
used to turn the turbine, but some energy is left over.
Torque multiplication comes about because the locked
stator (2) directs this left over oil back to impeller (3) in the
same direction as the impeller rotation. This energy force
of the oil increases the torque on the turbine and
transmission input shaft. During operation, this cycle is
repeated over and over.

Without the stator, oil leaving the turbine is travelling in a

direction that is against impeller rotation. Torque
multiplication is only possible because of the stator.

D20/25/30/33S-7, D35C-7 2-7 Torque converter

 2-2-3 Converter stall test
The converter stall test is a test to measure the maximum
RPM speed at which the engine can turn the converter at
full throttle with the turbine held stationary. If the vehicle’s
RPM is abnormal and there is no error code on the LCD
display to indicate a problem with the engine, the source
of the problem is most likely to be the transmission or the
torque converter. Follow the procedure below to give a
correct diagnosis

Tools needed Tachometer

Preliminary steps

1. Move the truck to a clear, level area where there

is neither traffic nor people.

2. Check the operation of the brakes.

3. Make sure the high idle is set at the specified

setting given for the respective engine module.

4. Put a heavy load on the forks and position the

vehicle against an immovable solid object (e.g.
loading dock) and to prevent it from moving or its
wheels from turning.

5. Make sure the transmission oil is at the correct

temperature for operation.

6. During tests, engage the brake pedal with your

left foot and operate the accelerator with your
right.

Procedure

1. Start the engine after connecting the tachometer

to it while engaging the wheel brake with your left
foot.

2. With the transmission control lever in FORWARD

and fully depress the accelerator pedal with your
right foot.

3. Record the RPM value displayed on the

tachometer and then release the accelerator
pedal.

Torque converter 2-8 D20/25/30/33S-7, D35C-7

 DANGER
Holding the transmission in a stall for
longer than ten seconds will increase
oil temperature and cause component
damage.
After the transmission is stalled, put the
controls in NEUTRAL and run the engine
at 1200 to 1500 RPM to cool the oil.

4. With the transmission control lever in REVERSE,

repeat steps 1 and 3.

5. The stall speeds for the different trucks are listed

in the charts that follow:

RPM ± 100 RPM ± 100

Engine with power without power Max. engine RPM
brakes applied brakes applied
D24 1,900 1,800 2,400 2
6. If the stall speed you recorded was higher or

Transmission
lower than the specified amount, refer to the
table below to determine the cause. If not, you
may finish the procedure.

Problem Cause
Engine output is derated.
Torque converter is mechanically defective.
Stall speed is low.
Main pump or transmission pump is
mechanically defective.
Clutch and/or torque converter pressure is low
Stall speed is high. (See Section 2-3-4).
Torque converter is mechanically defective.

D20/25/30/33S-7, D35C-7 2-9 Torque converter

2-3 Transmission body

2-3-1 Exterior and specifications

Fig. 2-6

Transmission body 2-10 D20/25/30/33S-7, D35C-7

 Item Spec.
Gear speeds FWD/REV 1st
Control valves Solenoid inching valves included
PTO system Included (pump excluded)
Gearbox
Reduction FWD: 1.06 / REV: 1.08
Parking brake Included (lever ratio - 3.6:1)
Weight 149.5 kg (329.6 lb)
Pump type Internal
Discharge 16.8 cc/rev
Hydraulic Main relief pressure 780–1,230 kPa (113–178 psi)
system Max. 100 kPa (14 psi) at 600 rpm
T/C outlet pressure
Max. 390 kPa (57 psi) at 2,400 rpm
Clutch pressure Min. 780 kPa (113 psi)

2
Voltage 12 Vdc (max. 14.5)
Electric
Current 1.2 A at 25°C (77°F)
input
Resistance 10±0.3 Ω at 25°C (77°F)

Transmission

D20/25/30/33S-7, D35C-7 2-11 Transmission body

 2-3-2 How it works (mechanical section)

Transmission components
(11) Reverse gear
(10) Reverse clutch (2) Bearing plate
(9A) Reverse shaft gear

(3) Housing (4) Torque converter

(1) Converter housing
(9) Reverse shaft
(16) Axle lubrication pump

(5A) Input shaft gear

(6) Oil pump

(14) Hydraulic pump’s

driving shaft

(5) Input shaft

(15) Main hydraulic pump

(14A) Coupling sleeve

(8) Forward clutch

(13) U-joint
(12) Output gear
(7) Forward gear 0455E

Fig. 2-7
The Transmission consists of 3 sections:

• TC housing (1) contains torque converter (4) and

the oil pump (6) and its housing. Tangs on the TC
neck engage in and drive the pump.

• Bearing plate (2) contains the rear bearings of input,

reverse shaft and output gear and the oil supply
channels. The oil channels are sealed by the front
TC housing wall.

• Transmission housing (3) contains input shaft (5),

forward clutch (8), forward gear (7), reverse shaft (9),
reverse clutch (10), reverse gear (11), output gear
(12) and parking brake. The input shaft engages in
and is driven by the TC turbine hub spline and

Transmission body 2-12 D20/25/30/33S-7, D35C-7

 rotates in same direction as the engine. It carries an
input shaft gear (5A) which is in mesh and drives the
reverse shaft gear (9A), the forward clutch (8) and
the forward gear (7), which is in mesh and drives the
output gear, when the forward clutch (8) is closed.
The reverse shaft (9) carries the reverse shaft gear
(9A), the reverse clutch (10) and the reverse gear
(11) which is in mesh and drives the output gear (12)
when the reverse clutch (10) is selected. The quill
shaft (14) is splined to the torque converter and
therefore rotates with engine speed and direction. A
coupling (14A) connects the PTO pump (15) to the
quill shaft (14). The axle lubrication (16) pump
engages in and is driven by the reverse shaft. It
always operates when the engine rotates, but
rotating speed varies with torque converter output.

Transmission

D20/25/30/33S-7, D35C-7 2-13 Transmission body

 Power flow in forward
(11) Reverse gear
(10) Reverse clutch (2) Bearing plate
(9A) Reverse shaft gear

(3) Housing (4) Torque converter

(1) Converter housing
(9) Reverse shaft
(16) Axle lubrication pump

(5A) Input shaft gear

(6) Oil pump

(14) Hydraulic pump’s

driving shaft

(5) Input shaft

(15) Main hydraulic pump

(14A) Coupling sleeve

(8) Forward clutch

(13) U-joint
(12) Output gear
(7) Forward gear 0456E

Fig. 2-8
With the transmission control in forward, which will
pressurize the forward clutch (8), power will flow from the
engine through the torque converter to drive the oil pump
(6) and the input shaft (5), also the quill shaft (14). Since
the forward clutch (8) locks the forward gear (7) to the input
shaft, the power flows through the forward clutch (8), the
forward gear (7) to output gear (12) which is in mesh with
the forward gear. The u-joint (13) which is splined to the
output gear will transmit power to the axle.

Transmission body 2-14 D20/25/30/33S-7, D35C-7

 Power flow in reverse

Transmission
Fig. 2-9
With the transmission controls in reverse, which will
pressurize the reverse clutch (10), power will flow from the
engine through the torque converter to drive the oil pump
(6) and the input shaft (5) also the quill shaft (14). Since
the reverse clutch (10) is closed, power will flow through
input shaft gear (5A) which is in mesh and drives reverse
shaft gear (9A) and reverse shaft (9). The reverse gear (11)
which is locked to the reverse shaft by the reverse clutch
(10) is in mesh and drives the output gear (12). The U-joint,
which is splined to the output gear will transmit power to
the axle.

D20/25/30/33S-7, D35C-7 2-15 Transmission body

 2-3-3 How it works (hydraulic section)

General oil flow

(10) Solenoid valve (REV)(9) Solenoid valve (FWD) Lubrication

(12) Reverse clutch (11) Forward clutch

Axle
(8) Selector valve

(11) Modulating valve

Strainer ass’y
(6) Inching valve 0–2.8 bar
(0–280 kPa)
Temp. gauge Approx. 5 L gear oil
(5) Orifice
(4) Main relief valve 900 kPa (16) Converter bypass
131 psi
(11) Oil cooler
Lubrication
650 kPa (14) Torque converter 400 kPa
(18) 94 psi 58 psi
Converter (13) Relief valve (15) Relief valve
(3) Primary filter supply
bypass
Disc clutch Disc clutch
(2) Oil pump (reverse shaft) (Forward shaft)
2400 rpm

Strainer
(1) Transmission oil sump 0459E
Fig. 2-10

The basic components of the hydraulic system for

operating the transmission are transmission oil sump (1),
oil pump (2), primary oil filter (3), valve block, containing
main valve (4), orifice (5), inching valve (6), modulating
valve (7), selection valve (8), forward and reverse solenoid
valves (9,10), forward clutch (11), reverse clutch (12),
torque converter (14) with relief valves (13,15), bypass (16)
and oil cooler (17). The pump is located in the torque
converter housing, and valve block is located on top of
transmission, the filter is located on the right hand of the
transmission housing. Fig. 2-11

The transmission hydraulic system is explained in three

sections. The first section is the oil pump, filter, torque
converter and oil cooler systems. The second section is
the transmission lubrication system. The third section is
the transmission hydraulic control system which controls
the lift truck direction control.

Transmission body 2-16 D20/25/30/33S-7, D35C-7

 Pump, Filter, Torque Converter and Oil Cooler Systems

The oil for the operation and lubrication of the transmission

is made available by pump (2). The pump is located in the
torque converter housing and is driven by Tangs on the
torque converter neck.

Oil sump (1), for the transmission, is in the bottom of the

transmission case. Oil from reservoir flows through the
strainer and internal channels to the suction side of
positive displacement pump.

Oil from pump (2) flows to primary oil filter (3). If there is a
restriction in the oil filter or if the oil is cold and thick, a
bypass valve in the filter will open. The difference in
pressure at which the bypass valve will open is 124 ± 7
kPa (18 ± 1 psi). From the primary oil filter, the oil flows on
to main relief valve (4). In the spool of main relief valve
there is a bypass (18). The purpose of this bypass is to 2
supply lubrication and coolant oil to the torque converter at

Transmission
low speeds and especially during hot oil conditions.
Converter relief valve (13) protects the torque converter
from oil pressure higher than 670 kPa (97 psi), such as
during cold oil start-ups. At this pressure, the oil is released
back to the reservoir. Converter inlet passage has
converter bypass orifice (16). The purpose of this orifice is
to prevent too much of a pressure load on the torque
converter by allowing some of the oil to bypass the
converter. In converter outlet passage, there is cooler
bypass valve (15). Cooler bypass valve (15) will release oil
back to the reservoir if the oil pressure reaches 400 kPa
(58 psi). This can happen if the oil cooler has a restriction
or if the oil is cold and thick.

D20/25/30/33S-7, D35C-7 2-17 Transmission body

 Oil flow in neutral
Neutral
Torque converter relief valve (670 kPa, 97 psi)
Torque converter outlet
(3) Primary filter bypass valve (600 kPa, 87 psi)
(4) Main relief valve (900 kPa, 131 psi)
(4-1) Spool (6) Inching valve (16) Converter bypass
(6-1) Spool

Main pressure tap Flowing out of

torque converter
(7) Modulating valve (2) Pump
(8) Selector valve (7-1) Load piston Flowing into
torque converter Lubrication
(8-1) Forward selector spool (8-2) Reverse selector spool (7-2) Orifice
(17) Oil cooler

(10) Solenoid valve (REV) (9) Solenoid valve (FWD)

(12) Reverse clutch

(1) Suction strainer

(11) Forward clutch 0460E

Fig. 2-12

When the transmission is in NEUTRAL position with the

engine running, oil is pulled from reservoir and the strainer
assembly (1) to pump (2). From there, pump oil flows
through the primary filter (3) to main relief valve (4). Oil will
also flow through orifice (18) to lubricate the torque
converter during hot, low speed conditions.

When the pump pressure reaches 895 kPa (130 psi), relief
valve spool (4A) will move to the left side and most of the
pressure oil flows to the torque converter.

Spool will move left and right to maintain 895 kPa (130 psi).
Oil can also bypass the torque converter through converter
bypass orifice (16). The purpose of orifice (16) is to prevent
too much of a pressure load being put on the torque
converter.

Oil flows from the torque converter through a passage to

oil cooler (17). Oil then flows back to transmission to cool
and lubricate the clutches and shaft bearings.

Transmission body 2-18 D20/25/30/33S-7, D35C-7

 In NEUTRAL position, the remaining pressure oil flows
from main relief valve (4) to inching valve (6). Without
inching (inching pedal up and valve in), oil flows around
and through the center of spool (6A) to the bottom of the
spool. The oil, at the bottom, pushes the spool to the
position shown. Oil flows around the lands of the spool and
through a passage to modulating valve (7).

In NEUTRAL position, forward solenoid (9) and reverse

solenoid (10) are OFF. Pump oil flow is blocked at the
solenoids. Oil cannot flow through oil passage to the
forward or reverse selector spool. Pump oil pressure is
felt at slugs. This forces forward selector spool to the right
and reverse selector spool to the left. With the spools in
this position, forward clutch (11) and reverse clutch (12)
are open to drain. Most of the oil still flows through the lube
circuit.

Transmission

D20/25/30/33S-7, D35C-7 2-19 Transmission body

 Oil flow in forward
Forward Torque converter relief valve (670 kPa, 97 psi)
Torque converter outlet
(3) Primary filter bypass valve (600 kPa, 87 psi)
(4) Main relief valve (900 kPa, 131 psi) (16) Converter
(4-1) Spool (6) Inching valve
(6-1) Spool bypass

Flowing out of
Main pressure tap torque converter
(7) Modulating valve (2) Pump
(8) Selector valve (7-1) Load piston Flowing into
(7-2) Orifice torque converter Lubrication
(8-1) Forward selector spool (8-2) Reverse
selector spool
(17) Oil cooler

(10) Solenoid valve (REV) (9) Solenoid valve (FWD)

(12) Reverse clutch

(1) Suction strainer

(11) Forward clutch 0461E

Fig. 2-13
When the transmission is in FORWARD, the oil flow from
the reservoir, through the pump, primary filter, torque
converter and oil cooler circuits will be the same as
explained in NEUTRAL position.

Oil will flow from the main relief valve to inching valve (6).
Without inching (inching pedal up and valve in), oil flows
around and through the center of reducing spool (6A) to
the bottom of the spool. The oil, at the bottom, pushes the
spool up to the position shown. Oil flows around the lands
of the spool and through a passage to modulating valve
group (7).

In FORWARD, forward solenoid (9) is ON, so pump oil is

sent to the forward selector spool through oil passage.
Forward selector spool (8A) moves to the right, causing
reverse selector spool (8B) to move to the right also.

With the reverse spool in this position, reverse clutch (12)

is open to drain, Forward selector spool (8A) opens
forward clutch (11) to pump oil. This also opens reverse
selector spool (8B) to drain through oil passage. Forward
clutch (11) will fill with pump oil. Once filled, oil pressure

Transmission body 2-20 D20/25/30/33S-7, D35C-7

 begins to build up. Pump oil goes through orifice (7B) and
moves load piston (7A) to the left as pump pressure
increases. Oil pressure increases as the load piston
moves further to the left. The pressure increases to the
control pressure of 895 kPa(130 psi). Forward clutch(11)
will now be fully engaged. Modulating valve assembly(7)
will now shuttle between pump oil and drain to maintain
clutch pressure. Clutch fill time takes 0.4 seconds and
pressure increase takes 0.7 [Link] approximate 1.1
second clutch fill and pressure rise time, gives a cushion
engagement of forward clutch (11).

Transmission

D20/25/30/33S-7, D35C-7 2-21 Transmission body

 Oil flow in reverse
Reverse Torque converter relief valve (670 kPa, 97 psi)
Torque converter outlet
(3) Primary filter bypass valve (600 kPa, 87 psi)
(4) Main relief valve (900 kPa, 131 psi)
(4-1) Spool (6) Inching valve (16) Converter bypass
(6-1) Spool

Flowing out of
Main pressure tap torque converter
(7) Modulating valve (2) Pump
(8) Selector valve (7-1) Load piston Flowing into
(7-2) Orifice torque converter Lubrication
(8-1) Forward selector spool (8-2) Reverse
selector spool
(17) Oil cooler

(10) Solenoid valve (REV) (9) Solenoid valve (FWD)

(12) Reverse clutch

(1) Suction strainer

(11) Forward clutch 0463E

Fig. 2-14
When the transmission is in REVERSE, the oil flow from
the reservoir, through the pump, primary filter, torque
converter and oil cooler circuits will be the same as
explained in NEUTRAL position.

Oil will flow from the main relief valve to inching valve (6).
Without inching (inching pedal up and valve in), oil flows
around and through the center of reducing spool (6A) to
the bottom of the spool. The oil, at the bottom, pushes the
spool up to the position shown. Oil flows around the lands
of the spool and through a passage to modulating valve
group (7).

In REVERSE, reverse solenoid (10) is ON, so the pump oil

is sent to the reverse selector spool through an oil passage.
Reverse selector spool (8B) moves to the left, causing
forward selector spool (8A) to move to the left also.

With the forward selector spool in this position, forward

clutch (11) is open to drain. Reverse selector spool (8B)
opens reverse clutch (12) to pump oil. This also opens
forward selector spool (8A) to drain through passages.

Transmission body 2-22 D20/25/30/33S-7, D35C-7

 Reverse clutch (12) will fill with pump oil. Once filled, oil
pressure begins to build up. Pump oil goes through orifice
(7A) and moves load piston (7A) to the left as pump
pressure increases. Oil pressure increases as the load
piston moves further to the left. The pressure increases to
the control pressure of 895 kPa (130psi). Reverse clutch
(12) will now be fully engaged. Modulating valve assembly
(7) will now shuttle between pump oil and drain to maintain
clutch pressure. Clutch fill time takes 0.4 seconds and
pressure increase takes 0.7 seconds. This approximate
1.1 second clutch fill and pressure rise time, gives a
cushion engagement of forward clutch (11).

Transmission

D20/25/30/33S-7, D35C-7 2-23 Transmission body

 Oil flow in forward during inching
Torque converter relief valve (670 kPa, 97 psi)
Forward
Torque converter outlet
(3) Primary filter bypass valve (600 kPa, 87 psi)
(4) Main relief valve (900 kPa, 131 psi) (16) Converter bypass
(4-1) Spool (6) Inching valve (6-1) Spool

Flowing out of
Main pressure tap torque converter
(7) Modulating valve (2) Pump
(8) Selector valve (7-1) Load piston Flowing into
torque converter Lubrication
(8-1) Forward selector spool (8-2) Reverse (7-2) Orifice
selector spool
(17) Oil cooler

(10) Solenoid valve (REV) (9) Solenoid valve (FWD)

(12) Reverse clutch

(1) Suction strainer

(11) Forward clutch 0462E

Fig. 2-15
When the transmission is in FORWARD (or REVERSE)
during INCHING, the oil flow from the reservoir, through
the pump, filter, torque converter and oil cooler circuits will
be the same as explained in NEUTRAL position.

Oil will flow from the main relief valve through a passage,
to inching valve (6). Inching valve (6) lets the operator
control the oil pressure to forward clutch (11) between 280
and 0 kPa (40 and 0 psi), which permits a partial
engagement of the clutch. Through the use of the inching
valve, the lift truck can move slowly while the engine is at
higher speeds. This lets the operator move the lift truck
slowly up to a load while the mast is raised rapidly.

When the operator pushes the inching pedal part of the

way down, inching plunger (6B) moves out of the inching
valve. This takes away some of the spring force between
plunger (6B) and reducing spool (6A). It also removes the
balance condition between the pump pressure, at the
bottom of spool (6A), and the spring force. Reducing spool
(6A) moves to the right, which causes a restriction for the
pump oil flow. The pressure drops from 895 kPa (130 psi)

Transmission body 2-24 D20/25/30/33S-7, D35C-7

 to 280 kPa (40 psi). The pressure can drop further
depending on the position of plunger (6A). Pressure
reduces as plunger (6A) is moved out (as the inching pedal
is pushed down).

This reduced pressure flows to selector valve group (8).

The oil will flow through the valve as explained in forward
direction. The reduced (inching) pressure will flow through
a passage to partially engage forward clutch (11). This
reduced pressure permits slippage of the forward clutch
plates and discs. Therefore, the truck will have an operator
controlled movement. The amount of oil pressure to clutch
(11) depends on the position of inching plunger (6A). As
the plunger is pulled out completely (inching pedal all the
way down) clutch pressure will drop to 0 kPa (0 psi). The
forward clutch will be disengaged at approximately 65.5
kPa (9.5 psi).

Transmission

D20/25/30/33S-7, D35C-7 2-25 Transmission body

 Transmission control valve operations

Fig. 2-16
Transmission control is performed by the modulating valve
and selector valve.

Modulating valve function

The function of the modulating valve is to control clutch

pressure during a shift. It allows the clutch pressure to
raise gently to the maximum transmission pressure in
order to provide a smooth clutch engagement and a good
shift feel for the vehicle operator.

There are two forces acting on the modulation valve:

• Force 1 = Pressure (load piston) / Area 1

• Force 2 = Pressure (clutch) / Area 2

Fig. 2-17

Transmission body 2-26 D20/25/30/33S-7, D35C-7

 In order for the modulating valve to stay in a balance
position Force 1 must be equal to Force 2. If for example
Force 2 is too large (clutch pressure is too large) then the
valve will be forced to the left, shutting off supply and
opening the clutch and slug pressure to drain, and
reducing Force 2.

If Force 1 is too large then the valve would be forced to the

right, opening the clutch circuit to supply, and increasing
the value of Force 2 so it balances Force 1. By regulating
clutch pressures between supply and drain, valve forces
are balanced.

Modulating valve movement during clutch fill

When a new direction is selected by the operator, the

selector spools open up a circuit to the new clutch piston.
System pressure drops as the new clutch piston is stroking.
This drop in supply pressure causes a force imbalance on
2
the modulating valve / reaction slug pressure becomes

Transmission
smaller. Since Force 1 is still the same, Force 1 forces the
modulating valve to the right until the end of the modulating
valve opens the load piston cavity to drain.
Fig. 2-18
The load piston oil dumps to drain and the load piston
immediately moves to the right (shown in Fig. 2-18). This
action is called "load piston reset". It happens very quickly
in comparison to the time needed for the clutch piston to
fully stroke. Therefore the modulating valve and load
piston are ready to start controlling the clutch pressure in
a smooth upward manner once the clutch piston finishes
stroking.

Modulation of clutch to top pressure

As long as reaction slug pressure is greater than load

piston pressure, oil will flow across the orifice from Area 2
to Area 1. As oil flows to the load piston the springs will
continue to compress, allowing the load piston to move to
the left. As the load piston moves to the left the spring force
increases and load piston pressure increases.

As press (LP) increases the modulating valve will cause a Fig. 2-19

corresponding increase in clutch pressure in order to keep

the forces balanced. In simple terms as the load piston
strokes to the left the clutch pressure rises to maximum
system pressure.

D20/25/30/33S-7, D35C-7 2-27 Transmission body

 This controlled rise in clutch pressure takes about 0.7 sec.
and is shown in Fig. 2-19. It occurs immediately after the
clutch piston completely strokes (end of clutch fill).

Selector spool

The selector spool circuits are arranged in such a way that

once a gear (forward or reverse) is selected the opposite
solenoid supply is shut off and drained. This is done to
prevent any electrical or malfunction of the other solenoid
from giving a sudden and unexpected shift. Pump
Forward Reverse
clutch clutch
In addition the two selector spools are arranged so they
cannot select both forward and reverse at the same time Solenoid
because they mechanically interfere with each other.
Solenoid
0470E
The selector spools have two areas:
Fig. 2-20
• Slug area

• Spool area

The slug cavity is exposed to system pressure all the time.

If the solenoid allows system oil to flow to the end of the
spool and pressurize the spool area, then the spool will
move toward the slug because the spool area is larger
than the slug area and the force will be higher. When the
solenoid is closed, pressure to the spool is reduced. This
allows the pressure at the slug to move the spool away
from the slug.

In Fig. 2-20 the selector spools are shown with forward

gear selected. Notice that the reverse solenoid supply is
drained through the forward spool.

Transmission body 2-28 D20/25/30/33S-7, D35C-7

 Lubrication

Transmission
Fig. 2-21

Oil for lubrication of the clutch shaft bearings and cooling

the clutch discs and plates comes from the outlet passage
of oil cooler. Lubrication oil is also splashed inside the
transmission case. Lubrication oil is especially important
for cooling the clutches.

High temperatures can be caused during repeated shifting

of the lift truck.

D20/25/30/33S-7, D35C-7 2-29 Transmission body

 2-3-4 Transmission pressure test

Fig. 2-22

Transmission Pressure Chart Transmission Pressure Chart

Parts (neutral) (FWD/REV)
Low idle 2000 rpm Low idle 2000 rpm
830–1,030 kPa 900–1,100 kPa
Main line - -
(120–150 psi) (130–150 psi)
0 kPa 0 kPa 730–860 kPa 730–970 kPa
clutch
(0 psi) (0 psi) (105–125 psi) (105–140 psi)
10–70 kPa 240–350 kPa
Lubrication - -
(2–10 psi) (35–50 psi)
70–140 kPa 590–800 kPa
Converter charge - -
(10–20 psi) (85–115 psi)
Converter outlet 30–60 kPa 250–400 kPa - -
or cooler inlet (4–8 psi) (36–58 psi) - -
The pressures listed in the figures above were taken with the transmission oil temperature at 49 to
71°C (120 to 160°F). If the oil temperature is lower than 49°C (120°F), the oil pressure will be higher
than that shown. If the oil temperature is higher than 71°C (160°F), the pressure will be lower than
that shown.

Blocks
Jack stand
Tools needed Pressure gauge
Tachometer
Thermistor probe

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Stop the engine and put the transmission
controls in NEUTRAL to release the
pressure from the transmission.

Transmission body 2-30 D20/25/30/33S-7, D35C-7

 Preliminary steps
1. Make sure you perform the pedal inching test
before beginning this procedure.

2. Move the truck to a clear, level area where there

is neither traffic nor people.

3. Raise the vehicle at the font until its drive wheels

are above the ground.

4. Support the vehicle with blocks or jack stands.

5. Make sure the transmission oil is at the specified level.

Procedure
1. Install a tachometer to the engine to show the
engine speed during the test.

2. Remove the dipstick from the transmission’s oil

reservoir and replace it with a thermistor probe.

3. Remove the pressure tap plugs in the order

2
shown and then install the 0 to 2050 kPa (0 to

Transmission
300 psi) pressure gauge.

4. After you have finished the pressure check, make

sure you remove the gauge and install the plug again.

5. Check the pump pressure at pressure tap (6) on

the valve body.
 If the pump pressure is correct at pressure tap
(6), it will be correct at pressure tap (1) also.
 If it is not correct at tap (6) and correct at
pressure tap (1), there could be an oil line
restriction or defective inching valve.
 If the pressure is low at both (6) and (1), see
Section 2-6-3.
NOTICE: To adjust pump pressure, add or remove the
shims in the D700296 plug located in the main relief valve
on the valve body.

6. Measure the pressures at the other taps. If any is

found out of specification, see Section 2-6-3
“check list during operation.”
 Check forward clutch pressure at pressure tap
(4) with the transmission in forward.
 Check reverse clutch pressure at pressure tap
(5) with the transmission in reverse.
 Check lubrication pressure at pressure tap (7)
with the transmission in neutral.
 Check converter charge (inlet) pressure at
pressure tap (3) with the transmission in neutral.
 Check converter outlet or cooler inlet pressure at
pressure tap (2) with the transmission in neutral.

D20/25/30/33S-7, D35C-7 2-31 Transmission body

 2-3-5 Inching pedal adjustment

Preliminary steps

1. Move the truck to a clear, level area where there

is neither traffic nor people.

2. Make sure the brakes operate properly

3. Make sure the transmission oil is at the correct

temperature for operation.

4. With the engine at idle speed, shift the

transmission control lever to FORWARD.

5. Slowly depress inching pedal (1) until the

movement of the brake pedal causes the brake
discs to compress the brake plates (small drag).

6. Increase the engine speed to high idle.

7. If the inching valve is unresponsive, stop the

engine and perform the procedure below:

Procedure

1. Raise the front of the vehicle until its drive

wheels have just enough clearance with the
ground to spin freely.

2. Start the engine and put the transmission control

lever to FORWARD.

3. With the drive wheels turning, depress the

inching pedal until the drive wheels stop.

4. With the inching pedal still depressed, depress

the brake pedal until you feel the discs
compress.

5. Loosen nut (3) and adjust bolt (2) until it contacts

lug (1), which rotates the brake control cross Fig. 2-23
shaft.

6. Tighten nut (3).

Transmission body 2-32 D20/25/30/33S-7, D35C-7

 2-3-6 Engine-transmission removal/installation

Preliminary steps

1. Drain the transmission oil, engine oil, and coolant

after the engine, radiator, and the transmission
are cooled enough.

DANGER
You may get burned by heated
coolant or oil.
Never try to drain the oil when the
engine, radiator, or transmission is
heated.

2. Remove the drive axle (see Section 3-3-4).

3. Remove the overhead guard, hood,

counterweight, and floor plate (See Section 8). 2
Procedure

Transmission
1. Disconnect all harness connectors from the ass’y
of the engine and transmission.

2. Remove radiator (1) and air cleaner (2) and their

tubes.

Fig. 2-24

3. Disconnect exhaust tube (3) from the engine.

Fig. 2-25

D20/25/30/33S-7, D35C-7 2-33 Transmission body

 4. Disconnect engine fuel tubes (4).
 Mark them and their corresponding ports as a
reference for reinstallation.

Fig. 2-26

5. Disconnect hydraulic hoses (5) from the main

hydraulic pump.
 Mark them and their corresponding ports as a
reference for reinstallation.

Fig. 2-27

6. Remove inching cable (6) and parking brake

cable (7).

Fig. 2-28

7. Remove nuts (13) and washers (12).

8. Loosen bolts (8) and remove hard washers (9).

 Installation torque: 240±40 N·m (177±30 lb·ft)

9. Remove shims (10) and washers (11).

 At installation, make an adjustment of the
thickness of shims to ensure the transmission
is stably seated.

10. Remove nuts (14) or bolts (15) and their

washers.
 Installation sealant: Loctite #262
 Installation torque: 55±10 N·m (41±7 lb·ft)
Fig. 2-29

11. Using a hoist, lift out the engine-transmission ass’y.

Transmission body 2-34 D20/25/30/33S-7, D35C-7

 12. Remove hex bolts (16), stud bolts (17), nuts (18),
and their washers to separate the engine and
transmission.
 Installation torque: 28±7 N·m (21±5 lb·ft)

Fig. 2-30

13. Follow the steps above in the opposite order to

install the transmission. And then adjust the
powertain assembly after inserting a Ø4 mm pin A
2
into the hole of transmission housing to obtain B

Transmission
the dimension shown in Fig. 2-31.

Ø4 mm measuring pin

25.2±3 mm

“A” Detail
2.2 mm

“B” Detail 0474E

Fig. 2-31

D20/25/30/33S-7, D35C-7 2-35 Transmission body

 2-3-7 Housing disassembly/assembly

10 mm open ended spanner

13 mm hexagonal socket
17mm hexagonal socket
Tools needed
Allen head wrench
Jack bolts
M10 Eye bolts

Preliminary steps

1. Remove the transmission (See Section 2-3-6).

Transmission housing removal

1. Remove torque converter (1) from the converter

bell housing.

Fig. 2-32

2. Remove quill shaft (2).

Fig. 2-33

3. Loosen filter (3).

Fig. 2-34

Transmission body 2-36 D20/25/30/33S-7, D35C-7

 4. Loosen bolts (4), beginning with those at the
edges of the valve ass’y and finishing with those
at the center using an 8mm socket wrench.

Fig. 2-35

5. Remove gasket (5) and dipstick (6).

Transmission
Fig. 2-36

6. Loosen upper housing screws (7) using the 17

mm hexagonal socket.

Fig. 2-37

Fig. 2-38

D20/25/30/33S-7, D35C-7 2-37 Transmission body

 7. Loosen lower housing screws (8) using the 17
mm hexagonal socket.

Fig. 2-39

8. From the converter bell housing, loosen plug (9)

using an allen head wrench and remove it
together with ring seal (10), and then remove
spring (11) and filter element (12).

Fig. 2-40

9. Install two M10 30 mm (1.2 in) jack bolts (13)

and tighten them to loosen the converter bell
housing from the bearing plate.

Fig. 2-41

10. Install M10 eye bolts (15) into the upper rim of
the converter bell housing, and after tying straps
(14) remove it.

Fig. 2-42

Transmission body 2-38 D20/25/30/33S-7, D35C-7

 11. Install two jack bolts (16) and tighten them to
loosen bearing plate (17) from the transmission
housing.

Fig. 2-43

12. Install M10 eye bolts (18) into the bearing plate
and separate it from the transmission housing.

Transmission
Fig. 2-44

13. Lie the bearing plate flat on your work bench and
loosen M8 screws (19) using the 13 mm
hexagonal socket wrench.

Fig. 2-45

14. Tap the converter pump (20) on all sides using a

plastic hammer to loosen it and then remove it
from the bearing plate.

Fig. 2-46

D20/25/30/33S-7, D35C-7 2-39 Transmission body

 15. From the bearing plate, loosen plug (21) using
an allen head wrench and remove it together
with ring seal (22), and then remove spring (23)
and steel ball (24).

Fig. 2-47

16. Loosen jam nut (25) using the 22 mm socket

wrench.

Fig. 2-48

17. Loosen threaded bolt (26) using the 10 mm open

ended spanner to loosen the hand brake
adjustment.

Fig. 2-49

18. Loosen threaded bolt (26) until you are able to

remove strut (27) and then remove it.

Fig. 2-50

Transmission body 2-40 D20/25/30/33S-7, D35C-7

 19. Remove strut (29) and brake band (28) will fall to
the bottom of the transmission housing. Leave it
there for the time being. It will come out together
when the input gear ass’y is removed. Remove
eccentric shaft.

Fig. 2-51

20. Remove the gear ass’ies in the following order:

output gear ass’y (30), input gear ass’y (31), and
counter gear ass’y (32).
32

31

2
Fig. 2-52

Transmission
 Remove the counter gear ass’y using a M18
eye bolt.

Fig. 2-53
21. Remove retaining rings (33); parking brake lever
(34); and inspect seal (35), installing a new one if
damaged or worn.
34

35
33

Fig. 2-54

D20/25/30/33S-7, D35C-7 2-41 Transmission body

 Transmission housing assembly

1. Install eccentric shaft (1).

Fig. 2-55

2. Slide retaining rings (2), lever (3), and retaining

ring onto the splined end of eccentric shaft (1)
and check for free rotation.

Fig. 2-56

3. Make sure the transmission housing’s surfaces

indicated in Fig. 2-57 are clean and free from
grease.

Fig. 2-57

4. Fit the brake band (4) to input gear ass’y as

shown in Fig. 2-58.

Fig. 2-58

Transmission body 2-42 D20/25/30/33S-7, D35C-7

 5. Spread transmission oil on the surface of the
metal sealing rings located at the section of the
shaft above the bearing cone on the input gear
ass’y and counter gear ass’y as indicated in Fig.
2-59.

Fig. 2-59

6. Install the gear ass’ies in the following order:

counter gear ass’y (5), input gear ass’y (6), and
output gear ass’y (7).
 Twist the shaft of the input gear ass’y to check
for free rotation each time you install a new

2
gear.

Transmission
Fig. 2-60

7. Fit strut (8) in position between the eccentric

shaft and bracket of the brake band.

Fig. 2-61

8. Holding the brake band in position with one

hand, tighten threaded bolt (9), leaving enough
room for the strut to be installed between it and
the brackets on the brake band (see next step).

Fig. 2-62

D20/25/30/33S-7, D35C-7 2-43 Transmission body

 9. Install strut (8) on the end of threaded bolt (9)
and then tighten threaded bolt until both struts
hold the band.

Fig. 2-63

10. Remove all residual sealant from the top rim of

the transmission housing as indicated in Fig. 2-
64 using a scraper, and then temporarily install
the bearing cups at the top of counter gear ass’y
and output gear ass’y.

Fig. 2-64

11. Rest the base of depth gauge (10) on the top rim
of transmission housing and set it to zero.

Fig. 2-65

12. Measure height from the top rim of transmission

housing to the top of each bearing cup (A/A’).

Fig. 2-66

 To minimize the risk of error, measure the

height of each bearing in three places.

Fig. 2-67

Transmission body 2-44 D20/25/30/33S-7, D35C-7

 13. Lay bearing plate (11) flat on your workbench.

14. Remove all residual sealant from the surface of

bearing plate (11).

Fig. 2-68

15. Assemble steel ball (12), spring (13), ring seal

(14), and plug (15). Install the assembly into
bearing plate and tightening the plug (15) using
an 8 mm allen head wrench.

Transmission
Fig. 2-69

16. Rest the base of the depth gauge (10) on the

outer rim of bearing plate and set it to zero.

Fig. 2-70

17. With the base of the depth gauge rested on

shoulders (16) of bearing bores, measure the
depth of each one.

Fig. 2-71

D20/25/30/33S-7, D35C-7 2-45 Transmission body

 NOTICE: For the output shaft, measurements should be
made with cover (17) installed.

Fig. 2-72

18. Calculate the required shim pack thickness (Z)

with the following formula:

Gear ass’y Equation

Counter Z = B - A + (0.05mm) or (0.001
in)
Output Z = B’ - A’ - C* + (0.05mm) or
(0.002 in)

*C = Cover thickness
Fig. 2-73

19. Insert shims (18) according to the thickness

calculated above.

Fig. 2-74

20. Remove the bearing cups (19) from the top of

counter and output gear ass’ies and tap them
into the bores of bearing plate using the soft
hammer.

Fig. 2-75

Transmission body 2-46 D20/25/30/33S-7, D35C-7

 21. Make sure bearing cup (20) of input gear ass’y
remains installed on the cone.

Fig. 2-76
22. Apply a coat of Loctite #5127 to the top of
transmission housing.

Transmission
Fig. 2-78

23. Clean and degrease bearing plate (11) and

position it on top of transmission housing (21).

Fig. 2-78

24. Tap the bearing plate into place on the dowel

pins using the soft hammer.

Fig. 2-79

D20/25/30/33S-7, D35C-7 2-47 Transmission body

 25. Tap down bearing cone (22) against the input
shaft using the punch, and secure the bearing
cup against the cone in the same way. Check the
shaft for free rotation.

Fig. 2-80

26. Measure the depth of the bearing cup below the

surface of bearing plate at three places as shown
in Fig. 2-81; calculate the average of the three
values and record it as A.

Fig. 2-81

27. Measure the height of pilot surface (23) of torque

converter pump (24) at three places, and then
calculate the average of the three values,
recording it as B.

Fig. 2-82

28. Select shim thickness using the formula A - B +

0.05 mm (0.002 in) and install shims (25)
accordingly.

Fig. 2-83

Transmission body 2-48 D20/25/30/33S-7, D35C-7

 29. Clean and degrease the flange of torque
converter pump and then apply Loctite #5127 to
where it will be mounted on the bearing plate’s
surface as indicated in Fig. 2-84.

Fig. 2-84

30. Mount torque converter pump (24), install M8

screws (26) and then tighten them to a torque of
30 ± 2 N∙m (22.1 ± 1.5 lb∙ft) using the 13 mm
hexagonal socket wrench.

Transmission
Fig. 2-85

31. Tap outer front bearing (27) it back into place as

shown in Fig. 2-86.

Fig. 2-86
32. Check if shaft end (28) has enough free play by
moving the shaft up and down using a dial
indicator gauge as indication in Fig. 2-87.
 The value displayed on the dial indicator
should not exceed 0.05 mm (0.002 in).

Fig. 2-87

D20/25/30/33S-7, D35C-7 2-49 Transmission body

 33. Apply Loctite #5127 to one side of bearing plate
(11) as shown in Fig. 2-88.

Fig. 2-88

34. Apply lubricant to O-ring (29) before mounting

torque converter bell housing (to the bearing
plate.

Fig. 2-89

35. Install M10 eye bolts (30) into torque converter

bell housing (31) as shown in Fig. 2-90 and then
position it on the bearing plate (11).

31

Fig. 2-90

Transmission body 2-50 D20/25/30/33S-7, D35C-7

 36. Assemble the suction filter element (32), spring
(33), washer (34), and plug (35), tightening it
using an allen head wrench to a torque of 50
N∙m (36.9 lb∙ft).

32
33 34
35

Fig. 2-91

37. The oil seal (36) of output gear ass’y must be

flush with the housing’s surface as shown in Fig.
2-92.

36
2

Transmission
Fig. 2-92

38. Install bolts (37) and then tighten them to a

torque of 55 ± 10 N∙m (41 ± 7 lb∙ft).

37

Fig. 2-93

Fig. 2-94

D20/25/30/33S-7, D35C-7 2-51 Transmission body

 39. Install oil filter (38).

38

Fig. 2-95

40. Install quill shaft (39).

39

Fig. 2-96

41. Mount torque converter (40).

40

Fig. 2-97

42. Install dipstick (41) and mount gasket (42).

41

42

Fig. 2-98

Transmission body 2-52 D20/25/30/33S-7, D35C-7

 43. Mount valve ass’y (43), install screws (44), and
then, starting with those screws at the center and 44
finishing with those at the edge, tighten them to
torque of 41 N∙m (30.2 lb∙ft).

43

Fig. 2-99

Transmission

D20/25/30/33S-7, D35C-7 2-53 Transmission body

 2-3-8 Output gear ass’y disassembly/assembly

(5) Gear (1) Oil seal

(3) Oil seal (2) Dust seal

(5-3) Shoulder (4) Bearing
(5-2) Hub
(5-1) Bore

(7) Bearing
(6) Plug
(8) Shim
(9) Cover

Fig. 2-100

Preliminary steps

1. Disassemble the transmission housing and

remove the gear ass’ies (See Section 2-3-7).

Output gear ass’y disassembly

1. Remove oil seal (1), dust seal (2), and oil seal
(3), inspect their condition, and replace those
that are damaged or worn.

2. Making sure the bearing puller is properly set on

the inner ring of bearing (4), remove it from gear
(5).

3. Turn the gear ass’y on its opposite side.

4. Remove cover (9) and shim (8).

5. Making sure the bearing puller is properly set on

the inner ring of bearing (7), remove it from gear
(5).

6. Remove plug (6).

7. Clean all the parts, making sure they are free of

grease and oil.

Transmission body 2-54 D20/25/30/33S-7, D35C-7

 Output gear ass’y assembly

1. Install plug (6) into bore (5-1) of output gear (5).

2. Heat bearing (7) to a temperature of 120°C

(248°F) using the bearing induction heater and
then, once it has reached temperature, directly
mount it to hub (5-2) of gear (5).

3. Let the bearing cool until the inner ring securely

fits the diameter of hub.

4. Using the appropriate bearing impact tools,

ensure bearing (7) is properly seated on the
shoulder of the gear hub. Use a feeler gauge to
make sure there is no clearance between the
two.

5. Spin the bearing to insure it has proper internal

clearance. 2
 If the bearing does not spin, dismount it using

Transmission
a bearing puller and install an appropriately
sized one.

6. Install cover (9) and shim (8).

7. Turn the gear ass’y on its opposite side and

perform steps 2–5 for bearing (4).

8. Install oil seal (3), dust seal (2), and oil seal (1).

D20/25/30/33S-7, D35C-7 2-55 Transmission body

 2-3-9 Input gear ass’y/counter gear ass’y disassembly/assembly
(20) Piston ring
(21) Bearing
(22) Coupling
(23) Retaining ring
(24) Needle roller
(25) Ring

(19) Quad ring

(18) Piston
(17) Quad ring
(16) Return spring
(15) Spring retainer
(14) Retaining ring

(13-4) Pressure disk

(13) Disk group

(13-3) Outer disk

(13-2) Inner disk
(13-1) Bend disk
(12) Support disk
(11) Retaining ring (10) Washer
(8) Spacer

(4) Ball
(2) Shim
(9) Needle roller
(7) Needle roller

(5) Washer (6) Gear wheel

(3) Bearing
(1) Seal
Fig. 2-101

Preliminary steps

1. Disassemble the transmission housing and

remove the gear ass’ies (See Section 2-3-7).

Input gear ass’y/counter gear ass’y

disassembly

1. Slightly lift the gear wheel using the two-leg

bearing puller as shown in Fig. 2-102.

Fig. 2-102

Transmission body 2-56 D20/25/30/33S-7, D35C-7

 2. Remove piston seal (1) and shim (2).

3. Remove bearing (3) using the bearing puller and

then washer (5).

4. Dismount gear wheel (6).

5. Use the magnet to remove ball (4) from its seat.

6. Remove needle roller bearing (7), spacer (8),

needle roller bearing (9), and washer (10).

7. Remove retaining ring (11) using the retaining

ring pliers and dismount the support disk (12)
and remove disc group (13).
 Bend disk (13-1) x1
 Inner disk (13-2) x6
 Outer disk (13-3) x6
 Pressure disk (13-4) x1 2
8. Remove retaining ring (14) while pressing the

Transmission
return spring on the spring retainer using a
hydraulic press (Tool Ref. No 1).

9. Once the retaining ring is removed, relieve the

tension of the spring.

10. Remove spring retainer (15) and return spring

(16).

11. Applying compressed air to the lower bore,

dismount piston (18).

12. Remove quad ring (17) from the inner diameter

of piston (18) and quad ring (19) from the outer.

13. Remove piston rings (20) and then dismount

bearing (21) using the bearing puller.

Additional steps for the input gear ass’y

1. Pull out coupling (22).

2. Remove retaining ring (23), and then pull out

needle roller bearing (24) and ring (25).

3. Inspect the condition of ring (25) and replace it if

it is worn or damaged.

D20/25/30/33S-7, D35C-7 2-57 Transmission body

 (20) Piston ring
(21) Bearing
(22) Coupling
(23) Retaining ring
(24) Needle roller
(25) Ring

(19) Quad ring

(18) Piston
(17) Quad ring
(16) Return spring
(15) Spring retainer
(14) Retaining ring

(13-4) Pressure disk

(13) Disk group

(13-3) Outer disk

(13-2) Inner disk
(13-1) Bend disk
(12) Support disk
(11) Retaining ring (10) Washer
(8) Spacer

(4) Ball
(2) Shim
(9) Needle roller
(7) Needle roller

(5) Washer (6) Gear wheel

(3) Bearing
(1) Seal Fig. 2-103

Additional steps for the input gear ass’y

1. Install ring (25) and roller bearing (24), and then

secure them with retaining ring (23) using the
retaining ring pliers.

2. Install coupling (22).

Input gear ass’y/counter gear ass’y assembly

1. Fit quad ring (17) to the inner diameter of piston

(18) and quad ring (19) to the outer, and then
lubricate each one with transmission oil.

2. Mount piston (18) to the shaft.

NOTICE: Do not impact the piston. This will damage the
bearing, lessening the service life of the piston itself and
its related components.

Transmission body 2-58 D20/25/30/33S-7, D35C-7

 3. Mount bearing spring (16) and spring retainer
(12), and then depressing them together using a
hydraulic press (Tool Ref. No 1), secure them in
position with retaining ring (14).

4. Mount disk group (13) to the shaft in the order

shown in Fig. 2-103 (see below to make sure you
have the correct number of disks.
 Bend disk (13-1) x1
 Inner disk (13-2) x6
 Outer disk (13-3) x6
 Pressure disk (13-4) x1

5. Install retaining ring (1) to secure them.

6. Lubricate the surface of support disk (12) as

shown in Fig. 2-104.

7. Install washer (10), needle bearing (9), spacer

(8), and needle bearing (7). 2
8. Arrange disks (13) on the shaft so that their teeth

Transmission
are aligned and then install wheel gear (10).
Fig. 2-104
9. Lubricate the washer as shown in Fig. 2-105.

10. Put the ball (4) in the hole of the shaft and the
notch in the washer.
NOTICE: The ball must engage the notch.

11. Heat bearing (5) to a temperature of 120°C

(248°F) using the bearing induction heater and
then, once it has reached temperature, directly
Fig. 2-105
mount it to the shaft.

12. Let the bearing cool until the inner ring securely
fits the diameter of the shaft.

13. Using the appropriate bearing impact tools,

ensure bearing (7) is properly seated on the
shoulder of the gear. Use a feeler gauge to make
sure there is no clearance between the two.

14. Spin the bearing to insure it has proper internal

clearance.
 If the bearing does not spin, dismount it using a
bearing puller and install an appropriately sized one.

15. Install shim (2) and piston ring (1).

16. Turn the gear ass’y on its opposite side and

repeat steps 12–15 for bearing (21).

17. Install piston rings (20).

D20/25/30/33S-7, D35C-7 2-59 Transmission body

2-3-10 Valve ass’y disassembly/assembly
(6) Selector valve

(5) Modulating valve

(1) Forward solenoid valve

(2) Reverse solenoid valve

(3) Inching valve

(4) Main valve

Fig. 2-106

1. Remove forward clutch solenoid valve (1) and

reverse clutch solenoid valves (2).

2. Remove inching valve (3).

3. Remove main valve (4).

4. Remove modulating valve (5).

5. Remove selector valve (6).

6. Follow the steps above in the opposite order to

assemble the valve ass’y.

Transmission body 2-60 D20/25/30/33S-7, D35C-7

2-4 Transmission electric control system

2-4-1 How it works

Transmission

Fig. 2-107
As shown in the schematic diagram above, the
forward/reverse gear solenoid valves open or close as
commanded from the F/R switch to regulate the
transmission hydraulic system. This in turns engages or
disengages the forward/reverse gear clutches to
determine the drive direction and speed of the vehicle.

Commands from the F/R switch are also reported to the OSS
(operator safety system) controller for safety functions and
the fusebox to protect circuits from overcurrent.

D20/25/30/33S-7, D35C-7 2-61 Transmission electric control system

 2-4-2 Electric control system tests

Tools needed Multimeter

Common preliminary steps

1. Turn the key switch ON

WARNING
Performing tests on the electrical
circuit while the engine is running
might cause serious electric shock.
Make sure the engine remains OFF for
all procedures.

2. Release the parking brake.

3. Put direction control lever in the FORWARD

position.

4. Hold a metal object next to forward solenoid (2)

to check if it is magnetized.

5. Perform steps 3 and 4 with the direction control

switch in REVERSE, holding a metal object next
to reverse solenoid (3).
 If the solenoids will not energize, begin with
procedure B.
 If the solenoids do energize, begin with
procedure C.

(3) Reverse solenoid (2) Forward solenoid

Fig. 2-108

Transmission electric control system 2-62 D20/25/30/33S-7, D35C-7

 Directional control switch check
(1) Lever
1. Put the directional control lever (1) in neutral.

2. Remove cover (2) from the front side of front (3) Harness
cockpit unit as shown in Fig. 2-109.
(4) Connector
3. Disconnect harness (5) and directional control (5) Directional control
switch harness (3) at connector (4). switch harness

4. Engage the parking brake and turn the ignition

switch ON. Fig. 2-109

5. Turn the digital multimeter dial (6) to 20 V.

6. Put negative probe (7) on a good ground and

put the positive probe (8) on the socket one of
harness connector (10).
 If the indication is battery volts, perform the
next step; however, if the indication is 0 V,
check the fwd/rev fuse (No.3) located in the
2
fuse box and check the connecting wires for

Transmission
continuity.
Fig. 2-110
7. Turn the ignition switch OFF and turn the
multimeter dial to 200 ohms.

8. Check continuity between pins 4 and 7 of

directional switch connector (10) with the switch
in NEUTRAL, FORWARD, and then REVERSE
the positions. There should be continuity in
NEUTRAL and no continuity in FORWARD and
REVERSE.
 If the above checks are correct, perform the Fig. 2-111
next step.
 If any of the above checks are not correct,
replace the directional control switch.

9. Check continuity between pins 1 and 2 of

directional switch connector (10) in the
FORWARD position and then neutral. There
should be continuity in FORWARD and no
continuity in NEUTRAL. While checking the
continuity, jiggle lever (9) back and forth in the
FORWARD position to check if the resistance
Fig. 2-112
goes up or down. The resistance should be
constant.
 If the above checks are correct, perform the
next step.
 If any of the above checks are not correct,
replace the directional control switch.

D20/25/30/33S-7, D35C-7 2-63 Transmission electric control system

 10. Check continuity between pins 1 and 3 of
directional switch connector (10) in REVERSE
and then neutral positions. There should be
continuity in REVERSE and no continuity in
NEUTRAL. While checking the continuity, jiggle
lever (9) back and forth in the REVERSE position
to check if the resistance goes up or down. The
resistance should be constant.
 If the above checks are correct, perform the
next step. Fig. 2-113

 If any of the above checks are not correct,

replace the directional control switch.

Transmission control harness inspection

1. Disconnect the connector of the engine harness

from the connector of transmission harness.

2. Check the continuity of the engine harness from

one end to the other.
 Repair or replace the wiring harness if there is
no continuity.

Transmission solenoids visual check

1. Remove modulating valve ass’y (1) from the (1) Modulating valve ass’y

transmission.

2. Turn the ignition switch ON and release the Solenoid

parking brake.

3. Put the directional control switch in neutral.

 Plungers (2) should be flush with rear end (3)
of the solenoid respectively.

Fig. 2-114

4. Put the directional control switch in forward and (3) Rear end
then reverse. The plunger of the solenoid that is
activated should move in approximately 3.18 mm
(0.125 in).
 If the solenoid plungers do not move as (2) Plunger
explained in Steps 3 and 4, replace the
defective solenoid.
 If the solenoid plungers are good, the
modulating valves could be stuck or there is
mechanical failure in the transmission.
Fig. 2-115

Transmission electric control system 2-64 D20/25/30/33S-7, D35C-7

2-5 ECT option

2-5-1 How it works

(1) Inching pedal and its angle sensor

(2) Electronic
transmission valves

Inching pedal
and its cable

Mechanical
transmission valves 2

Transmission
(3) Controller

[ Basic transmission configuration ] [ ECT option configuration ] 0475E

Fig. 2-116
Functions and configuration

The electronically controlled transmission (ECT) is an

optional device for use in diesel forklifts with the following
functions:

• Reduces inching pedal effort.

• Reduces impact caused by shifting between forward

and reverse.

• Enables auto-shifting if an additional controller is

installed.

• Detects faults in the transmission valves and system.

• Shares data with the ECU via CAN communications.

For these functions, the ECT option uses an electronic

transmission valve (2) and a controller (3), instead of the
mechanical valves used for the standard model.

As shown in Fig. 2-116, controller (3) receives electric

signals from inching pedal angle sensor (1) and the
directional lever on the FCU that contain their position
information. Based on this information, the controller
controls transmission valve (2) as follows:

D20/25/30/33S-7, D35C-7 2-65 ECT option

 (TS2) Reverse clutch proportional valve

Main port

(TS1) Forward clutch proportional valve

Forward clutch port

Reverse clutch port

0476E

Fig. 2-117

<Change in the current of the proportional valve during travel direction shifting> Fig. 2-118

Fig. 2-119
<Change in the current according to signals from the inching angle sensor>

ECT option 2-66 D20/25/30/33S-7, D35C-7

 Proportional valves and clutches

As shown in the schematic diagram of Fig 2-117, a

proportional valve is installed on each of the forward and
reverse clutch lines in the transmission valve. By applying
electric signals to these proportional valves, the controller
determines how much they are open. Once one of the
proportional valves gets opened, hydraulic oil passing
through the valve reaches and engages the corresponding
clutch (either forward or reverse); when the valve is closed,
the hydraulic oil that was pushing the clutch now drains
back, releasing the clutch.

Proportional valve operation during shifting into forward or reverse

When the transmission is shifted from neutral to forward or

reverse by the use of the lever, the relevant proportional
valve gradually opens over time as shown in Fig. 2-118 to
cause its corresponding valve to be engaged. The time of
2
around one second taken to shift the transmission

Transmission
prevents an impact that may occur due to a sudden
engagement of the clutch and thus guarantees a smooth
shift.

Proportional valve operation during inching

When the inching pedal is released, its sensor outputs a

constant voltage signal (below 5V) to the controller. Once
you press on the inching pedal, the voltage output
decreases in proportion to the angle position of the valve.
As shown in the graph of Fig. 2-119, the controller is
designed to reduce its current output to the proportional
valve. Therefore, pressing the inching pedal closes the
currently powered proportional valve (forward or reverse)
as much as the pedal is moved, which in turn weakens the
engagement of the corresponding clutch and thus renders
the inching effect.

D20/25/30/33S-7, D35C-7 2-67 ECT option

 2-5-2 Major changes in configuration

Standard transmission ECT option (G2 D24)

Components
Part. No Part. No

Transmission GP (D20/25/30S-
130902-02298 130902-02146
7)
Transmission GP (D33S-7,
130902-02299 130902-02147
D35SC-7)
Transmission valve 620204-02419 &
410105-00282
(D20/25/30S-7) 410111-00132
Transmission valve (D33S-7, 620204-02425 &
410105-00282
D35SC-7) 410111-00132
620204-02420 &
Inching pedal and its sensor 220105-00186
220105-00133

Harness ass’y 310207-02385

PC service tool cable 800209-00030

ECT identification film 950205-02811

Drive axle GP
A408744 190101-00189
(when ASC option is used)

ECT option 2-68 D20/25/30/33S-7, D35C-7

 2-5-3 Electric wiring
The ECT option interacts with different external devices based on the wiring of connectors as follows:
(4) ECU (3) Service tool connector
[Transmission valves]
(6) Inching pedal (8-2) Reverse
(8-1) Forward
proportional valve proportional valve

CAN A
CAN B
Analog input

(5) F/R lever (7) Seat switch

(1) ECT controller PWM output

Digital input

2
LED1

(2-1) Drive axle (2-2) Alternator

speed sensor speed sensor

Transmission
Digital output

Pulse input Battery 0453E

Fig. 2-120
Connected to Use
Receiving various data from its connected devices, it controls
(1) ECT controller
the transmission and interacts with the PC service tool.
(2-1) Drive axle speed sensor When the ASC option is used, they detect the speeds of the
drive axle and alternator, allowing the detection data to be
(2-2) Alternator speed sensor
used for automatic shift control.
It connects the controller to the PC service tool, which
(3) Service tool connector
provides fault diagnosis and parameter calibration.
It provides engine RPM data, which is necessary for
(4) ECU
transmission control.
It determines the shifting of the transmission between forward
(5) F/R (directional) lever
and reverse.
For the inching operation, the attached sensor detects how
(6) Inching pedal far this pedal is pressed and sends the detection data to the
ECT controller.
It is used to disable the accelerator pedal when the operator
(7) Seat switch
is not seated.
Through their shifting, the corresponding clutches are engaged
(8-1) Forward proportional valve
or released. In addition, the inching operation is also carried
out by shifting the relevant valve to release the engaged clutch
(8-2) Reverse proportional valve
and thus to weaken power transfer in the transmission.

D20/25/30/33S-7, D35C-7 2-69 ECT option

 2-5-4 ECT fault diagnosis mode

Fig. 2-121

When a fault is detected, the controller blinks the ECT

malfunction warning lamp to alert its occurrence to the
operator. And the warning lamp turns on for one second
when the controller gets powered on too. This allows the
operator to check if the power supply is normal. (The ECT
malfunction warning lamp is essential to inspecting or
diagnosing the controller.)

In case of an engine RPM error (blinking 1-1-1) or a fault

in the F/R lever, the warning lamp blinks as shown in Fig.
2-121. In case two or more faults occur simultaneously,
the warning lamp alternates all the faults starting from the
lowest numbered one.

ECT option 2-70 D20/25/30/33S-7, D35C-7

 Fault occurrence Lamp blink
Fault Reaction Resolution
condition code
Controller Controller is powered Forward/reverse
Solid
defective at lower than 10V. travel disabled.
Controller Controller is powered Forward/reverse
Solid
defective at higher than 30V. travel disabled. Turn the key
The temperature inside switch off and
Controller Forward/reverse
the controller is lower replace the Solid
defective travel disabled.
than -40°C. controller.
The temperature inside
Controller Forward/reverse
the controller is higher Solid
defective travel disabled.
than 70°C.
Check the
connection of the
engine RPM
Abnormal Forward/reverse
Engine RPM is 200. sensor. Turn the 1-1-1
engine RPM travel disabled.
key switch off and

2
replace the ECT
harness.
Turn the key
Forward- and reverse-
switch off, and

Transmission
Abnormal F/R shift signals are Forward/reverse
inspect and 1-6-1
lever signal generated travel disabled.
replace the F/R
simultaneously.
lever and harness.
Inching pedal sensor’s
Inching pedal signaling voltage is Forward/reverse
Turn the key 1-7-3
sensor defective higher than the travel disabled.
switch off, and
specified limit.
inspect and
Inching pedal sensor’s
replace the inching
Inching pedal signaling voltage is Forward/reverse
pedal sensor. 1-7-4
sensor defective lower than the travel disabled.
specified limit.
Transmission Though the port is on,
Forward/reverse
forward valve it is detected to be 3-1-3
travel disabled. Turn the key
defective high.
switch off, and
Transmission
Though the port is on, Forward/reverse then replace the
forward valve 3-1-4
it is detected to be low. travel disabled. ECT harness and
defective
forward
Transmission
Port is detected to be Forward/reverse proportional valve.
forward valve 3-1-5
off. travel disabled.
defective
Transmission Though the port is on,
Forward/reverse
reverse valve it is detected to be 3-2-3
travel disabled. Turn the key
defective high.
switch off, and
Transmission
Though the port is on, Forward/reverse then replace the
reverse valve 3-2-4
it is detected to be low. travel disabled. ECT harness and
defective
backward
Transmission
Port is detected to be Forward/reverse proportional valve.
reverse valve 3-2-5
off. travel disabled.
defective

D20/25/30/33S-7, D35C-7 2-71 ECT option

 2-5-5 Parameter list

No. Parameter Description

Pressure (current) necessary for the piston to initially
1 Fill Current (mA)
move to the setting position
Pressure (current) necessary for the piston to stay in the
2 Hold Current (mA)
setting position.
Current applied when shifting into forward or reverse at
3 RPM BreakPoint A
between 700–1,000 RPM.
Current applied when shifting into forward or reverse at
4 RPM BreakPoint B
between 1,000–2,000 RPM.
Current applied when shifting into forward or reverse at
5 RPM BreakPoint C
over 2,000 RPM.
Pressure (current) supply necessary for load approach at
6 Load Approach Ramp Current (mA)
lower than 700 RPM.
RPM time necessary for load approach at lower than 700
7 Load Approach Ramp Time (msec)
RPM.
[700–1000RPM] Holding time for staying in the piston
8 Soft Shift Hold Time (msec)
setting position.
9 Soft Shift Primary Ramp Time (msec) [700–1000 RPM] Primary ramp time
10 Soft Shift Primary Ramp Current (mA) [700–1000 RPM] Primary ramp current
Soft Shift Secondary Ramp Time
11 [700–1000 RPM] Secondary ramp time
(msec)
Soft Shift Secondary Ramp Current
12 [700–1000 RPM] Secondary ramp current
(mA)
13 Soft Shift Tertiary Ramp Time (msec) [700–1000 RPM] Tertiary ramp time
[1000–2000RPM] Holding time for staying in the piston
14 Firm Shift Hold Time (msec)
setting position.
15 Firm Shift Primary Ramp Time (msec) [1000–2000 RPM] Primary ramp time
16 Firm Shift Primary Ramp Current (mA) [1000–2000 RPM] Primary ramp current
Firm Shift Secondary Ramp Time
17 [1000–2000 RPM] Secondary ramp time
(msec)
Firm Shift Secondary Ramp Current
18 [1000–2000 RPM] Secondary ramp current
(mA)
19 Firm Shift Tertiary Ramp Time (msec) [1000–2000 RPM] Tertiary ramp time
[2000 RPM or higher] Holding time for staying in the
20 Hard Shift Hold Time (msec)
piston setting position.
21 Hard Shift Primary Ramp Time (msec) [2000 or higher] Primary ramp time
Hard Shift Primary Ramp Current
22 [2000 or higher] Primary ramp current
(mA)
Hard Shift Secondary Ramp Time
23 [2000 or higher] Secondary ramp time
(msec)
Hard Shift Secondary Ramp Current
24 [2000 or higher] Secondary ramp current
(mA)
25 Hard Shift Tertiary Ramp Time (msec) [2000 or higher] Tertiary ramp time
26 Maximum Current (mA) Maximum pressure (current) applied to the transmission

ECT option 2-72 D20/25/30/33S-7, D35C-7

 No. Parameter Description
Pressure (current) applied to the transmission when a
27 Limp Home Current (mA)
fault occurs
Ramp time applied to the transmission when a fault
28 Limp Home Ramp Time (msec)
occurs
29 Gear Out Timer (msec) Time interval taken by forward-/reverse-shift
Inching angle sensor’s voltage output at which inching
30 Inching Signal Start (mV)
starts
Inching angle sensor’s voltage output at which inching
31 Inching Signal End (mV)
ends
32 Inching Signal Hysteresis (mV) Hysteresis of the inching angle sensor
33 Maximum Inching Current (mA) Current supply at which inching starts
34 Minimum Inching Current (mA) Current supply at which inching ends
35 Dump Inching Current (mA) Current supply at which inching ends
Time taken for the piston to initially move to the setting
36 Fill Time @ Minimum RPM (msec)

2
position at low idle.
Time taken for the piston to initially move to the setting
37 Fill Time @ Maximum RPM (msec)
position at high idle.
38 Inch Pedal Signal Error Min (mV) Error value when the inching valve is fully pressed

Transmission
39 Inch Pedal Signal Error Max (mV) Error value when the inching valve is not pressed
ASC Set Point (0 to 9 = 3.3 to 6.0
40 ASC setting value
km/h)
ASC Override (0 = ASC Enabled / 1 =
41 Whether to enable ASC
ASC Disabled)
42 LP Engine Idle (RPM) LP engine’s RPM at low idle
43 LP Engine Full Throttle (RPM) LP engine’s RPM at high idle
44 Diesel Engine Idle (RPM) Diesel engine’s RPM at low idle
45 Diesel Engine Full Throttle (RPM) Diesel engine’s RPM at high idle
46 Diagnostic LED flash ON time (msec) LED on time
47 Diagnostic LED flash OFF time (msec) LED off time
Diagnostic LED time between flash
48 LED time
digits (msec)
Diagnostic LED time between flash
49 LED time
codes (msec)

D20/25/30/33S-7, D35C-7 2-73 ECT option

 2-5-6 Service tool software

Service tool software connection

Connect the transmission controller and the laptop PC

service tool by the cable (Fig. 2-122).

NOTICE: If you set calibration parameters not as

specified, this might affect the performance of actuators.
Make sure that their settings are not out of specification.

The following figures show a number of execution screens: Fig. 2-122

Information

Fig. 2-123
Parameter & monitoring

Fig. 2-124

ECT option 2-74 D20/25/30/33S-7, D35C-7

 Active Fault

Fig. 2-125
2
Software flash

Transmission

Fig. 2-126

D20/25/30/33S-7, D35C-7 2-75 ECT option

2-6 Troubleshooting

2-6-1 Check list during operation

Problem Probable causes

Engine starts with directional Directional control switch is defective.

control switch in FORWARD or
REVERSE.

Transmission shifts with parking Parking brake switch is defective.

brake engaged.

Transmission will not stay in gear Parking brake switch mounting is loose.
when shifted.

Problems in the electrical circuit (directional control).

 Open circuit between ignition switch and directional control
switch.
 Defective directional control switch.
 Defective wiring harness between directional control switch
and transmission.
 Shorted wiring harness for the solenoids.

Low oil pressure or no oil pressure caused by:

 Low oil, no oil or thick oil.
 Inching control valve linkage loose, broken or adjustment
Transmission does not operate in is not correct.
either direction or does not shift.  Inching valve reducing spool stuck open.
 Failure of the oil pump or a defect in the oil pump.
 Main relief valve stuck open.
 Restriction in the oil flow circuit such as dirty oil screen.
 Leakage inside the transmission.
 Worn or broken metal seal rings on input or reverse shaft.
Worn or broken seals around clutch piston. Modulating
valve assemblies stuck. Because of contaminated oil.

External oil lines are not connected correctly.

Mechanical failure in the transmission.

Forward clutch is locked up.

Reverse solenoid valve does not actuate.

Transmission operates only in
FORWARD. Reverse clutch components have damage.
 Leakage caused by worn or broken metal sea-ling rings.
 Leakage caused by worn or broken clutch piston.
 Failure of shaft seal ring.

Troubleshooting 2-76 D20/25/30/33S-7, D35C-7

 Problem Probable causes

Reverse clutch is locked up.

Forward solenoid valve does not actuate.

Transmission operates only in
Forward clutch components have damage.
REVERSE.
 Leakage caused by worn or broken metal sealing rings.
 Leakage caused by worn or broken seal around clutch
piston.
 Failure of shaft seal ring.

Restriction in cooling circuit.

Oil level too high or too low.

Core of the oil cooler not completely open.

Low pump pressure - worn or damaged pump.

Converter one-way clutch worn and slipping.

Air mixed in the oil. Air leaks on the intake side of the pump.
2
Transmission gets hot. Low oil flow through converter. Converter relief valve stuck

Transmission
open (converter bypass orifice plugged).

Incorrect use of vehicle. Loads are too heavy for the lift truck.

Too much inching operation (slipping the clutch plates and

discs).

Too much stalling of torque converter.

Cooler relief valve stuck open, full oil flow does not go through
oil cooler.

Low oil pressure.

Air mixed in the oil.

Clutch engagement is slow or  Air leaks on suction side of pump.
loss of power during  Low oil level also causes aeration.
engagement.
Inching valve linkage adjustment is not correct.

Modulating valve assembly leaks or partially stuck.

Clutch engagement makes a Modulating valve assembly, load piston and/or reducing valve
rough shift. stuck.

Failure of clutch in the direction the lift truck moves. Clutch

discs or plates are warped (damaged) or held together because
Vehicle operates in one direction
and creeps in that direction in of too much heat.
NEUTRAL. Engine stalls when Failure of the modulating valve assembly in the direction the lift
shifted to the other direction.
truck moves. The valve assembly stuck in the engaged position
possibly caused by metal burrs (particles) or oil contamination.

D20/25/30/33S-7, D35C-7 2-77 Troubleshooting

 2-6-2 Check List from Operation Noise

Problem Probable causes

Worn one-way clutch in torque converter.

Noise in NEUTRAL only. Low oil level (pump cavitation).

Worn bearing next to pump.

A loud sound at short time periods gives an indication that

Pump noise not normal. foreign material is in the transmission hydraulic system.

A constant loud noise is an indication of pump failure.

Transmission components have wear or damage.
 Damaged gears.
Noise in the Transmission that is  Worn teeth or clutch plates and/or clutch discs.
 Slipping clutch plates and disc noise.
not normal.
 Other component parts have wear or damage.

Modulating valve assembly makes noise.

Lubricant not to the specific level.

Wrong type of lubricant.

Wheel bearings out of adjustment or have a defect.

Bevel gears not in adjustment for correct tooth contact.

Constant noise in the Drive axle.
Teeth of bevel gear have damage or wear.

Loose or worn pinion bearings.

Loose or worn shaft bearings.

Loose or worn differential bearings.

Bolts on drive gear not tightened correctly.

Drive gear has a defect (warped).

Noise at different intervals.
Loose or worn differential bearings.

Bevel gear bearing failure.

Differential pinion gears too tight on the spider or the pinion shaft.

Side gears tight in differential case.

Differential pinion or side gears have a defect.

Thrust washers worn or have damage.

Noise on turns only.
Too much clearance (backlash) between side gears and pinion.

Worn axle shaft assembly gear.

Hub gear worn.

Wheel bearings worn or out of adjustment.

Troubleshooting 2-78 D20/25/30/33S-7, D35C-7

 Problem Probable causes

Lubricant above specification level.

Wrong kind of lubricant.

Restriction of axle housing breather.

Leakage of lubricant. Hub oil seal installed wrong or has damage

Loss at bevel input pinion shaft.
 Lubricant above specification level.
 Wrong kind of lubricant.
 Restriction of axle housing breather.
 Pinion oil seal worn or not installed correctly.
Broken axle shaft.
 Loose wheel bearings.
 Axle shaft too short.
Drive wheels do not turn.

2
Side gear or differential pinion broken.

Differential pinion shaft or spider broken.

Transmission
2-6-3 Check List from Pressure Test

Problem Probable causes

Inching valve linkage adjustment is not correct.

Inching valve reducing spool stuck open.

Clutch piston seals cause leakages.

Low pressure to FORWARD and Main relief valve setting too low caused by a defective relief
REVERSE clutches. valve spring.

Low oil pressure. See Probable Cause for Low Oil Pressure.

External oil lines are not connected correctly.

Modulating valve assembly stuck.

Main relief valve is stuck.

Clutch pressure and pump
A restriction in the hydraulic circuit.
pressure are high.
Main relief valve not adjusted properly.

Clutch piston seal alignment is not correct, oil leaks through.

Pressure to one clutch is low. Seal rings on shaft or clutch piston seals are broken or worn.

Modulating valve assembly stuck.

D20/25/30/33S-7, D35C-7 2-79 Troubleshooting

 Problem Probable causes

Low oil level.

Main relief valve movement is restricted.

Low pump pressure. Transmission oil pump is worn.

Inner oil leakage.

Main relief valve not adjusted properly.

Low oil pressure or no oil pressure caused by:
 Failure of the oil pump or a defect in the oil pump.
 Restriction in the oil flow circuit such as a dirty oil screen.
Low lubrication pressure or no  Inching valve reducing spool stuck open.
lubrication pressure.  Leakage inside of transmission caused by com-ponent
defects.

Oil cooler has restriction to oil flow.

Restricted external oil lines or internal passages.

High lubrication pressure.
External oil lines are not connected correctly.

A plugged converter bypass orifice.

High converter charge pressure. A restriction inside the converter assembly.

A plugged oil flow passage.

Converter relief valve stuck open.

Low converter charge pressure.
Main relief valve movement is restricted.

Low converter outlet pressure or Low oil pressure.

cooler inlet pressure. Cooler relief valve stuck open.

Restriction in oil cooler lines or a plugged oil cooler.

High converter outlet pressure or
cooler inlet pressure. Engine performance is not correct.
Low stall speed.
The one-way clutch of the torque converter does not hold.

Low oil level.

High stall speed in both Air in the oil

directions. Clutches slip (clutch plates slide in relation to one another).

Torque converter failure.

There is a leak in the clutch circuit.

High stall speed in one direction.
There is a failure in that clutch assembly (clutch slipping).

Troubleshooting 2-80 D20/25/30/33S-7, D35C-7

 Problem Probable causes

Transmission stays in neutral, no shift.

Spools mechanically stuck

 Contamination
 Case or body not flat
 Bore / spool worn

Solenoids not working

 O-rings leaking (cut)
 O-rings missing
Selector spool problems.  Ports not machined properly
 Contamination in solenoid
 Electrical problem

Orifice plugged
 With debris
 Bad part

Modulation valve stuck in "off" position

Modulation valve not correctly assembled.

2

Transmission
Spools mechanically stuck (same as above)

Solenoids not working

Valve not correctly assembled (same as above)

Transmission will not shift into or
Holes not drilled into case properly
out of 1 gear
Excessive leakage internally in body
 Porosity in body
 Selector bore too large
 Spool too small
 Slug/spool fit not right.

D20/25/30/33S-7, D35C-7 2-81 Troubleshooting

3 Drive axle
3-1 Overview ...................................................2
3-1-1 Components and power flow .............................. 2
3-1-2 Lubrication flow .................................................. 4

3-2 General information on drive axle

service .......................................................5
3-2-1 Tools needed ..................................................... 5
3-2-2 Tightening torques ............................................. 7
3-2-3 Lubrication parts ................................................ 8

3-3 Drive axle body and accessories ...........9

3-3-1 Exterior and specifications.................................. 9
3-3-2 Drive wheel removal/installation ........................10
3-3-3 U-joint removal/installation ................................11
3-3-4 Drive axle removal/installation ...........................12
3
3-4 Wheel hub ass’y .....................................14

Drive axle
3-4-1 Exterior and specifications.................................14
3-4-2 How it works .....................................................15
3-4-3 Brake cover ass’y disassembly/assembly ..........16
3-4-4 Axle hub ass’y removal/installation ....................18
3-4-5 Shaft and spindle removal/installation................20

3-5 Differential ass’y ....................................22

3-5-1 Exterior and specifications.................................22
3-5-2 How it works .....................................................23
3-5-3 Differential carrier removal/installation ...............25
3-5-4 Bevel pinion removal/installation........................26
3-5-5 Differential removal/installation ..........................28
3-5-6 Differential ass’y disassembly/assembly ............31

3-6 Troubleshooting .....................................32

3-1 Overview

3-1-1 Components and power flow

Fig. 3-1

Overview 3-2 D20/25/30/33S-7, D35C-7

 The drive axle transfers power from the transmission to
the drive wheels through the following three parts, by
which it modulates the transmission output to have a
proper torque and speed for driving.

• U-joint is a pair of straight rods connected by a

coupling whose bending movement allows the rods
to change their angle. This bending movement
makes it possible to mechanically connect the
transmission and drive axle given that the former is
located at a different height from the latter. [Section
3-3]

• Differential ass’y receives power from the U-joint

and passes it on the left and right drive shafts (6).
To make it possible, it shifts its power input from
vertically-oriented to horizontally-oriented by the
use of crown gear (5), rendering a proper direction
of power for the wheels to drive. When a left or
right turn is made, it creates a “difference” between
its speed outputs to the left and right drive shafts
(6), helping achieve a smoother and more stable
turn. In this process of power delivery, its gear train 3
causes primary speed reduction. [Section 3-4]

Drive axle
• Wheel hub ass’y receive power from the drive
shafts (6) and passes it on to their respective
wheels. In this process of power delivery, its gear
train causes secondary speed reduction. [Section
3-5]

D20/25/30/33S-7, D35C-7 3-3 Overview

 3-1-2 Lubrication flow

Fig. 3-2

Receiving transmission pump oil through its inlet ports,

the drive axle uses it to lubricate the wheel hub ass’ies
and cool the brake discs.

Used oil is returned through the suction port to the pump.

Overview 3-4 D20/25/30/33S-7, D35C-7

3-2 General information on drive axle service

3-2-1 Tools needed

Tool name Figure Remark

Transmission
piston return
spring
compressor

Drive axle hub

DOOSAN tool
3
bearing locknut
no.: T059
installer

Drive axle
Drive axle hub
DOOSAN tool
bearing cup
no.: T020
installer

Drive axle
DOOSAN tool
differential
no.: T001
retainer installer

D20/25/30/33S-7, D35C-7 3-5 General information on drive axle service

 Tool name Figure Remark

Drive axle yoke

nut installer

Drive axle input

shaft lip-seal
installer

Drive axle hub DOOSAN tool

lip-seal installer no.: T022

Drive axle yoke

nut installer

General information on drive axle service 3-6 D20/25/30/33S-7, D35C-7

 Nut 150 N m (110.7 Ib ft)
Apply Loctite 242 to thread and face
Spacer and Shims

D20/25/30/33S-7, D35C-7
(See Instructions) Bolt 115 N m (84.9 Ib ft)
Apply Loctite 242 to thread

Nut 50 N m (36.9 Ib ft) Shims

(See Instructions) (See Instructions)
3-2-2 Tightening torques

3-7
Bolt 80+_8 N m (59.0+
_5.9 Ib ft)
Adjust to (Slightly Oiled)
19.6 N m (14.5 Ib ft) drag
(See Instructions)
Grease Bearing Bolt 115 N m (84.9 Ib ft)
Bolt 285 N m (210.3 Ib ft) With Molycote BR2 Apply Loctite 242 to thread Bolt 28 N m (20.7 Ib ft)
Apply Loctite 242 to thread Apply Loctite 242 to thread

Fig. 3-3

General information on drive axle service

Drive axle
3
 3-2-3 Lubrication parts

Combined oil filter, breather, and dip stick

Lubrication pressure port

Lubrication pressure port

Pump pressure port

Oil drain plug
0557E

Fig. 3-4

General information on drive axle service 3-8 D20/25/30/33S-7, D35C-7

3-3 Drive axle body and accessories

3-3-1 Exterior and specifications

Drive axle
Fig. 3-5

Item Spec.
Hub 3.5
Gear reduction ratio Differential 3.92
Total gear ratio 13.72
U-joint 2C
Brake type Oil disc brake (ODB)

D20/25/30/33S-7, D35C-7 3-9 Drive axle body and accessories

 3-3-2 Drive wheel removal/installation

Fig. 3-6

Tools needed Floor jack

1. Use a floor jack to raise the front part of the

vehicle until the tires are off the ground, and then
support it with blocks.

2. Remove nuts (2) and drive tire-wheel ass’y (1).

3. Follow the steps above in the opposite order to

install the drive wheel.

Drive axle body and accessories 3-10 D20/25/30/33S-7, D35C-7

3-3-3 U-joint removal/installation

Drive axle
(1) Bolts
Fig. 3-7

Preliminary steps

1. Take out floor plates (see Section 8-2).

Procedure

1. Remove four bolts (1).

 Installation sealant: Loctite #242
 Installation torque: 75±5 N·m (55±4 lb·ft)

2. Pull the spline part at the end of the U-joint out of

the transmission, and raise it up.
 At installation, put grease MoS2 on the splines.

3. Follow the steps above in the opposite order to

install the U-joint.

D20/25/30/33S-7, D35C-7 3-11 Drive axle body and accessories

 3-3-4 Drive axle removal/installation

Tools needed Floor jack

Preliminary steps

1. Remove the mast (see Section 5-3-10 A).

2. Remove the drive wheel (see Section 3-3-2).

3. Drain the oil from the drive axle.

Procedure

1. Raise the vehicle using a floor jack, and support

the frame with blocks.

Fig. 3-8

2. Remove the U-joint (see Section 3-3-3).

Fig. 3-9
3. Disconnect the three hoses from the lubrication
pump.

Fig. 3-10

4. Disconnect the brake tubes.

Fig. 3-11

Drive axle body and accessories 3-12 D20/25/30/33S-7, D35C-7

 5. Loosen the drive axle mounting nuts.
 Installation torque: 460±60 N·m (339±44 lb·ft)

Fig. 3-12

6. Remove the drive axle.

7. Follow the steps above in the opposite order to

install the drive axle.

Fig. 3-13

Drive axle

D20/25/30/33S-7, D35C-7 3-13 Drive axle body and accessories

3-4 Wheel hub ass’y

3-4-1 Exterior and specifications

Fig. 3-14

Item Spec.
Hub gear reduction ratio 3.5
Total gear reduction ratio for the whole drive
13.72
axle
Brake type Oil disc brake (ODB)

Wheel hub ass’y 3-14 D20/25/30/33S-7, D35C-7

3-4-2 How it works

3
Fig. 3-15

Power from drive shaft (1) is decelerated once again by

the wheel hub ass’y and then drives the wheel.

Drive axle
When drive shaft (1) revolves, its surrounding wheel hub
(2) also revolves as it is in mesh with the shaft gear.
Since the wheel hub’s gear has several times more teeth
than the drive shaft, speed reduction occurs between
these two gears and the torque is multiplied accordingly.
In this way, power from the engine is converted to have a
proper speed and torque for driving and thus turns the
wheel.

Meanwhile, the wheel hub ass’y is equipped with a brake

disc ass’y (3) that stops the movement of the wheel hub
by a friction force. For a detailed explanation of the brake
parts, see Section 7.

D20/25/30/33S-7, D35C-7 3-15 Wheel hub ass’y

 3-4-3 Brake cover ass’y disassembly/assembly

(12) Hex bolt

(13) Brake cover

(11) Seal

(10) Seal
(6) Lip seal
(9) Brake piston
(4) Bolt
(8) Friction plate (3) Bolt
(2) Adapter
(7) Outer plate
(1) Hex bolt

(5) End cover

Fig. 3-16
13 mm hexagon
Bearing press
Tools needed
Plastic hammer
Tire iron (x2)

Preliminary steps

1. Remove the drive axle (see Section 3-3-4).

2. Use an appropriate support to hold the drive axle

in position.

Brake cover ass’y disassembly

NOTICE: During disassembly, make sure that you
inspect all seals and fittings and replace those that are
damaged.

1. Loosen hex bolts (1); dismount adapter (2); and,

if needed, remove bolts (3).

2. Unscrew bolts (4) using the 13 mm hexagon

socket wrench and then remove end cover (5) by
loosening it using the plastic hammer.

3. Inspect lip seal (6) at the back of brake cover (5)

and replace if worn or damaged.

4. Remove outer plates (7) and friction plates (8)

together.

Wheel hub ass’y 3-16 D20/25/30/33S-7, D35C-7

 5. Loosen hex bolts (12).

6. Loosen brake cover (13) using the plastic

hammer and then pry it from the axle housing
using the two tire irons.

7. Remove brake piston (9) using a press.

8. Inspect the condition of seals (10/11) and

replace them if damaged.

9. Repeat the same for the opposite side.

Brake cover ass’y assembly

1. Fit seals (11) and (10) to brake piston if removed

and then lubricate them with transmission oil.

2. Make sure brake piston (9) is free of sharp edges

and burrs and then mount it using a press.

3. Degrease and apply Loctite #5127 to the

mounting surface of brake cover (13) and then
install 2 dowels in it. 3
4. Mount brake cover (13) and tighten hex bolts (12)

Drive axle
to a torque of 55±10 N·m (41±7.5 lb·ft).

5. Install outer plates (7) with friction plates (8) in

between.

6. Apply Loctite #592 on the seating surface of lip Apply

seal (6) and EP2 grease on the sliding surface, Loctite #592

as indicated in Fig. 3-17. After that, install lip seal Apply

EP2 grease
(6) on end cover (5).
0615E

7. Degrease surface contact area and then apply Fig. 3-17

Loctite #5127 to seal the gap between brake
cover (13) and end cover.

8. Secure end cover (5) using the plastic hammer,

tightening bolts (4) to a torque of 28±7 N·m
(18±5 lb·Ift).

9. Install bolts (3) if removed and mount adapter (2),

tightening hex bolts (1) to a torque of 285 N·m
(210 lb·ft).

10. Repeat the same for the opposite side.

D20/25/30/33S-7, D35C-7 3-17 Wheel hub ass’y

 3-4-4 Axle hub ass’y removal/installation
(8) Bearing cup

(7) Lip seal

(6) Axle hub

(5) Bearing cup

(4) Bearing

(3) Grease shield

(2) Lock washer

(1) Lock nut

Fig. 3-18

Hammer
Hub bearing lock nut installer
Bearing installer
Tools needed Hub bearing cup installer
Punch
Drive axle
Soft faced hammer

Preliminary steps

1. Remove brake cover ass’ies (See Section 3-4-3).

Hub ass’y removal

1. Bend back the tabs on lock washer (2) using the

punch.

2. Remove bearing lock nut (1) using a hub bearing

lock nut installer.

3. Remove the lock washer (2) and grease shield

(3).

4. Dismount axle hub (6), letting bearing (4) fall

onto your work bench.

5. Remove inner bearing cup (8) using a hammer

and punch.

6. Remove outer bearing cup (5).

Wheel hub ass’y 3-18 D20/25/30/33S-7, D35C-7

 7. Remove lip seal (7).

8. Repeat the same for the opposite side.

Hub ass’y installation

1. Apply Loctite #592 on the seating surface of lip Apply

Loctite #592
seal (7), and then install this lip seal on axle hub
(6) using a hub lip-seal installer.

2. Install outer bearing cup (8) and secure it using a 0616E

Hub bearing cup installer. Fig. 3-19

3. Install inner bearing cup (6) using a hammer and

punch.

4. Mount axle hub (5).

5. Pack taper roller bearing (4) with grease and

install it.

6. Install grease shield (3).

7. Temporarily tighten lock nut (1) to a torque of

135 N·m (100 lb·ft) using a hub bearing lock nut
3
installer.

Drive axle
8. Lightly tap on the flange of axle hub (6) and
rotate a few times it to achieve the correct
bearing position.

9. Remove lock nut (1) using a hub bearing lock nut

installer to install the lock washer.

10. Install lock washer (2); then lock nut (1),

tightening it to a torque of 50±5 N·m (37±11 lb·ft)
using a hub bearing lock nut installer.

11. Bend forward the tabs on lock washer (2) using

the punch to secure lock nut (1).

12. Repeat the same for the opposite side.

D20/25/30/33S-7, D35C-7 3-19 Wheel hub ass’y

 3-4-5 Shaft and spindle removal/installation

(6) Spindle

(5) Bolt

(4) Bearing cone

(3) Retainer

(2) Bearing

(1) Shaft

Fig. 3-20
18 mm hexagon socket wrench
Tools needed Plastic hammer
Pry bar

Preliminary steps

1. Remove axle hub ass’ies (See Section 3-4-4).

Shaft and spindle removal

1. Remove bearing cone (4) from spindle (6).

2. Unscrew bolts (5) using an 18mm hexagon

socket wrench and dismount spindle (6).

3. Install one of bolts (5) into the end of shaft (1)

and use the pry bar to remove it.

Wheel hub ass’y 3-20 D20/25/30/33S-7, D35C-7

 4. Positioning shaft in a vice, remove bearing
retainer (3) and bearing (2).

5. Repeat the same for the opposite side.

Shaft and spindle installation

1. Install bearing (2) on shaft (1).

2. Heat retainer (3) to a temperature of 135°C

(275°F) and then install it on shaft (1), securing it
using the plastic hammer.

3. Apply Loctite #242 to the threads of bolts (5),

and then, holding spindle (6) in position, tighten
them to a torque of 115±15 N·m (85±11 lb·ft)
using the 18mm hexagon socket wrench.

4. Mount bearing cone (4) to spindle (6).

5. Repeat the same for the opposite side.

Drive axle

D20/25/30/33S-7, D35C-7 3-21 Wheel hub ass’y

3-5 Differential ass’y

3-5-1 Exterior and specifications

Fig. 3-21

Item Spec.
Ring gear-pinion gear type Spiral bevel
Gear reduction ratio 3.92
U-joint 2C

Differential ass’y 3-22 D20/25/30/33S-7, D35C-7

 3-5-2 How it works
Shifting drive direction and speed

(1) Pinion shaft

(2) Ring gear

Horizontal
(3) Spider

(4) Pinon gear

A (6) Drive shaft

Vertical

(5-1) Left (5-2) Right

side gear side gear
Creating a speed difference betweentwo wheels during turning
B
Travels longer
lo
t al
t h a turn s.

3
ar
ac

Travels shorter

Drive axle
Fig. 3-22

The differential ass’y has two functions:

Shifting drive direction and speed

As shown in Fig. 3-22, it alters the direction of the

vertically oriented power from the transmission to transfer
it to the left and right drive shafts (6).

Transmission power is transferred along the following

path: Receiving the power first, pinion shaft (1) turns ring
gear (2), which is splined vertically to this shaft. The
turning of ring gear (2) also rotates spider (3) and
consequently pinion gears (4). Then left and right side
gears (5), which are vertically engaged with pinion gears
(4), also rotate along with their respectively splined drive
shafts (6).

The difference in number between the teeth of the gears

used in this process causes a speed reduction and
torque multiplication.

D20/25/30/33S-7, D35C-7 3-23 Differential ass’y

 Creating a speed difference between two wheels during turning

As shown in the figure, since the left and right wheels

move different distances from one another during a turn.
To make a smooth and stable turn, therefore, the outer
wheel should revolve faster that the inner one.

When the vehicle is driving straight, pinion gears (4)

revolve around spider (3) [A] but do not on their own axis
[B]. On the contrary, when a turn is made, the left and
right wheels are required of different tractions. This has
effect on pinion gears (4) to start rotation on their axis.

During a right turn for example as shown in the figure, left

side gear (5-1) is required of a faster turning speed and
accordingly pinion gears (4) rotate in direction B; this in
turn accelerates left side gear (5-1) and decelerates right
side gear (5-2). And visa versa for a left turn.

Differential ass’y 3-24 D20/25/30/33S-7, D35C-7

3-5-3 Differential carrier removal/installation
(1) Bore (2) Bolt (3) Flange (5) Differential carrier

(4) Axle housing

Fig. 3-23
Tools needed 19mm hexagon socket wrench

Preliminary steps
1. Remove the drive axle (see Section 3-3-4).
2. Use an appropriate support to hold the drive axle 3
in position.

Drive axle
Differential carrier removal
1. Remove bolts (2) using a 19mm hexagonal
socket wrench.
2. Insert two jack bolts into bores (1) of flange (3).
3. Tighten the jack bolts to separate differential
carrier (5) from axle housing (4).
4. Replace the jack bolts with eye bolts and thread
a harness through them to dismount differential
carrier (5) from axle housing (5).

Differential carrier installation

1. Install dowels into the mounting surface of flange (3).
2. Degrease the mounting surface and apply Loctite
#17430.
3. In bores (1) install two eye bolts, thread a
harness through them, and then mount
differential carrier (5) to axle housing (4).
4. Install bolts (2) and then tighten them to a torque
of 115±15 N∙m (41±7 lb∙ft).

5. Install bolts (2) and then tighten them to a torque

of 115 ± 15 N·m (85 ± 11 lb·ft).

D20/25/30/33S-7, D35C-7 3-25 Differential ass’y

 3-5-4 Bevel pinion removal/installation

(1) Differential carrier

(2) Bevel pinion

(3) Bearing cone
(4) Bearing cup

(9) Bearing cup

(10) Bearing cone

(11) Seal
(12) Yoke
(5) Shim (13) Retaining nut

(6) Spacer

(8) Bearing seat (7) Shim Fig. 3-24

42 mm hexagon socket wrench

Bearing impact sleeve
Depth gauge
Drive axle hub lip-seal installer
Tools needed
Gear puller
Hammer and punch
Soft faced mallet
Two legged bearing puller

Preliminary steps
1. Remove the differential (See Section 3-5-5).

Bevel pinion removal

1. Loosen yoke (12) using a hub lip-seal installer or
42 mm hexagon socket wrench and then remove
it using the gear puller.
2. Supporting bevel pinion (2), remove it from
differential carrier (1) by gently tapping the shaft
end using a soft faced mallet.
3. From the shaft end of bevel pinion (2), remove
spacer (6), shims (5), and then bearing cone (3)
using the two legged bearing puller.
4. Remove bearing cone (3), and then remove
bearing cups (4/9) using a hammer and a punch.

Bevel pinion installation

1. Using the depth gauge, measure the depth from
center of the differential carrier to bearing seat (8)
and record the value as (A).
2. Measure the width of bearing cone and cup (3/4)
when assembled and record the value as (B).

Differential ass’y 3-26 D20/25/30/33S-7, D35C-7

 3. Check the value engraved into the gear face of
bevel pinion (2) and record it as (C).
4. Using the measurements of (A), (B), and (C),
calculate the required shim pack thickness using
the formula A-(127+B+C).
 Measure (A) and (B) at a minimum of 3
different points and then average them.
5. Install shims (7) on bearing seat (8) according
the thickness required.
6. Install bearing cups (9/4) using the hammer and
bearing impact sleeve.
7. Lubricate bearing cone (3) and then, using the
press, install it on the shaft of bevel pinion (2)
followed by shims (5) and spacer (6).
 Average shim thickness is 1.5 mm (0.059 in).
8. Install bearing cone (10) and secure it using the
bearing impact sleeve and soft faced mallet.

Yoke installation and bearing preload adjustment

3
1. To ensure bearings (3/10) have the correct
preload, check the rolling torque of bevel pinion
(2) by performing the procedure below:
NOTICE: “Rolling torque" is the degree of force that must

Drive axle
be applied to keep the bevel pinion rolling. For this model
the rolling torque should be 1.5–2.0 N·m (1.1–1.5 lb·ft).
2. Install yoke (12) together with retaining nut and
temporarily tighten them to a torque of 180±15
N·m (133±11 lb·ft).
NOTICE: Do not install seal (11)!
3. Place the dial torque wrench over the top of
retaining nut (13) and begin to turn it.
 Make sure the value displayed on the dial is
1.5–2.0 N·m (1.1–1.5 lb·ft).
 If the rolling torque exceeds 2 N·m (1.5 lb·ft), add
one shim (5); if it is lower than 1.5 N·m (1.1 lb·ft),
subtract one to achieve the correct bearing preload.
NOTICE: Before you move to the next step, you must
install the differential and perform the necessary tests
(See Section 3-5-5).
4. Install and lightly apply a coat of grease to seal (11).
5. Install yoke (12), taking care not damage the lips
of seal (11).
6. Apply Loctite 242 to retaining nut (13), install it,
and then tighten it to a torque of 180±15 N·m
(133±11 lb·ft) using a Drive axle hub lip-seal
installer or the 42 mm hexagon socket wrench.
7. Caulk the groove with the lip of retaining nut (13).

D20/25/30/33S-7, D35C-7 3-27 Differential ass’y

 3-5-5 Differential removal/installation
(1) Crown wheel
(8) Bearing cap
(2) Crown wheel ass’y

(3) Bolt

(4) Bearing cone

(5) Bearing cup (9) Split pin

(6) Retainer

(7) Differential carrier

Fig. 3-25

42mm hexagon socket wrench

Dial gauge
Tools needed Drive axle differential retainer installer
Drive axle hub lip-seal installer
Spring gauge

Preliminary steps

1. Remove the differential carrier (See Section 3-5-3).

Differential carrier removal

1. Mark bearing retainer (6) as a reference for

where split pins (9) should be inserted at
installation.

2. Pull out split pins (9).

3. Remove bearing retainers (6).

4. Mark bearing caps (8) to indicate which should

be mounted on the right or left side and then
loosen hex bolts (3) using the 42 mm hexagon
socket wrench.

5. Lift out differential (3) from the differential carrier

(7) with bearings cones (4) and cups (5) intact.

Differential ass’y 3-28 D20/25/30/33S-7, D35C-7

 Differential installation
NOTICE: Do not attempt to install the differential until you
have installed the bevel pinion (See Section 3-5-4).

1. Position differential (2) in the differential carrier

(7) with bearings cones (4) and cups (5) intact.

2. Install bearing caps (8) according to the marks

made at disassembly, and then tighten hex bolts
(3) to a torque of 300±30 N·m (211±21 lb·ft)
using the 42 mm hexagon socket wrench.

3. To ensure the bearing preload of differential (2)

is consistent, turn in retainers (6) at both sides
using a drive axle hub lip seal installer according
to the reference marks made during removal.

4. Lightly tap crown wheel (1) using the soft faced

mallet on both sides to ensure bearing cones (3)
are positioned correctly, and then rotate it back
and forward 3–5 times.

5. Using a spring gauge, make sure the amount 3

drag required to keep crown wheel (1) rotating is

Drive axle
19.6 N·m (14.5 lb·ft).
 A measured value that does not meet
specification could indicate that the bearing
preload is incorrect.

6. Perform the crown wheel adjustment to ensure

the bevel pinion has the correct depth of
engagement.

D20/25/30/33S-7, D35C-7 3-29 Differential ass’y

 Backlash check

1. This procedure below is for measuring “backlash.”

Backlash refers to the amount of free play
between the bevel pinion and the crown wheel
(i.e. the space between the crown wheel and the
bevel pinion gear when meshing) measured in
0.001, which is necessary to prevent the gears
from jamming. Rotate crown wheel (1) 100° and
check the tooth backlash at several points using Fig. 3-26
a dial gauge as shown in Fig. 3-26.
 The tooth backlash should be 0.15–0.20 mm.
(0.006–0.008 in).

Engagement depth check

1. Apply gear tooth pattern checking material to the

teeth of crown wheel (1) as shown in Fig. 3-27.

2. Rotate crown wheel (1) and examine the contact

pattern. See the table below to ensure you have
the correct depth of engagement.

3. If the depth of engagement is correct, secure the

retainers (6) with split pins (8). Fig. 3-27

Condition Pattern

Excessive depth of
engagement

Correct depth of
engagement

Insufficient depth of
engagement

Differential ass’y 3-30 D20/25/30/33S-7, D35C-7

3-5-6 Differential ass’y disassembly/assembly
(7) Bolt
(6) Case (5) Gear set

(2) Crown wheel

(1) Bearing
(4) Housing
(3) Bolt

Fig. 3-28

Preliminary steps

1. Remove the differential (See Section 3-5-5).

3

Drive axle
Differential disassembly/assembly

1. Dismount bearings (1) from their respective hubs,

inspect them, and replace them if it is worn or
damaged.

2. Unscrew bolts (7) and remove crown wheel (2).

 Installation torque: 80±6 N·m (59±4 lb·ft)

3. Give case (6) and housing (4) a corresponding

mark as reference for assembly.

4. Remove bolts (3) and separate the housing from

case.
 Installation sealant: Loctite #271
 Installation torque: 54±5 N·m (40±4 lb·ft)

5. Lay case (6) on a flat surface so that gear set (5)

and washers are visible, as shown in Fig. 3-28.

6. Carefully lift gear set (5) and washers out of case

(6) and disassemble them.

7. Lubricating all moving surfaces with Molycote

BR-2 and follow the steps above in the reverse
order to assemble the differential ass’y.

D20/25/30/33S-7, D35C-7 3-31 Differential ass’y

3-6 Troubleshooting

No. Problem Probable causes Solutions

Add more lubricant (Oil exchange

Lubricant is insufficient. interval: 50 hours at the first time,
every 500 hours after that).
Lubricant oil used is not an Replace the lubricant with an
appropriate type. appropriate one.
Wheel bearing has a flaw or defect. Replace the wheel bearing.
Noise sounds Recalibrate the gear (Refer to
1 regularly in the Ring gear and pinion shaft pair is
Sections for disassembly and
differential. not properly calibrated.
assembly).
Ring gear and pinion shaft pair is
Replace the damaged gear pair.
damaged or worn.
Gear backlash is too much or too little. Replace gears in the differential.
Pinion bearing is worn or loosened. Replace the bearing.
Side bearing is worn or loosened. Replace the bearing.
Drive gear is not properly bolted. Tighten the bolts again.
Noise sounds
Drive gear has a defect. Replace the gear.
2 irregularly in the
differential. Gear bearing in the differential is
Replace the bearing.
damaged.
Pinion gear, side gear, or spider is Replace the excessively tightened
too tightened. parts.

Noise sounds only Pinion or side gear has a defect. Replace the side gear.
3
during rotation. Thrust washer is damaged or worn. Replace the gear.
There is an extreme backlash Replace the gear that causes the
between a side gear and pinion. problem.
Oil amount is too much. Adjust the oil amount.

Lubricant leaks (in Lubricant oil used is not an Replace the lubricant with an
the drive shaft or appropriate type. appropriate one.
4
pinion shaft Air breather is clogged. Wash or replace the breather.
housing)
Oil seal is worn or improperly
Replace the oil seal.
assembled.
Reassemble or replace the wheel
Wheel bearing is loosened. bearing (See sections for
disassembly and assembly).
Shaft is short. Replace the shaft.
Drive wheel does
5
not rotate. Stud and nut are loosened. Fasten the stud and nut.
Drive gear’s tooth is damaged. Replace the drive gear.
Pinion shaft, pinion gear, side gear,
Replace the damaged part.
or spider is damaged.

Troubleshooting 3-32 D20/25/30/33S-7, D35C-7

4 Hydraulic system
4-1 Overview ...................................................2
4-1-1 Components ...................................................... 2
4-1-2 Oil flow ............................................................... 4

4-2 Main hydraulic pump ...............................6

4-2-1 Exterior and specifications.................................. 6
4-2-2 How it works ...................................................... 7
4-2-3 Removal and installation .................................... 8
4-2-4 Disassembly and assembly ...............................10

4-3 Flow divider ............................................13

4-3-1 Exterior and specifications.................................13
4-3-2 Priority valve operation ......................................14

4-4 Hydraulic tank and filter ........................15

4-4-1 Exterior and specifications.................................15
4-4-2 How it works .....................................................16
4-4-3 Suction strainer, return filter, and air breather
replacement ......................................................18
4
4-5 Troubleshooting .....................................19
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4-1 Overview

4-1-1 Components
Steering unit

Brake oil reservoir

Control valve

Flow divider

Hydraulic oil cover

Master cylinder

Strainer

Main hydraulic pump

Return filter
0490E

Fig. 4-1

Overview 4-2 D20/25/30/33S-7, D35C-7

 The hydraulic system operates a number of actuators by
pressurized oil from the main hydraulic pump and
withdraws oil drained from those actuators.

• Main hydraulic pump pressurizes oil in the

hydraulic circuit using the rotary force delivered
from the engine and sends the oil to the priority
valve. [Section 4-2]

• Flow divider sends part of pump oil to the master

cylinder for the service brake. And it determines to
which device between the steering unit and control
valve it gives priority, and then supplies the
prioritized one with a majority of the remaining
pump oil. [Section 4-3]

• Hydraulic tank stores hydraulic oil that returns

from actuators. The stored oil is suctioned by the
main hydraulic pump for reuse. [Section 4-4]

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D20/25/30/33S-7, D35C-7 4-3 Overview

 4-1-2 Oil flow
Brake oil
reservoir

(5) Steering unit

R T P

Drive axle (6) Master cylinder

LS line

(4) Control valves

(3) Main hydraulic pump

M
(7) Return filter

(2) Suction strainer

Hydraulic line
Pilot line
Drain line
(1) Hydraulic tank
0486E
Fig. 4-2

Overview 4-4 D20/25/30/33S-7, D35C-7

 Hydraulic oil circulation

Hydraulic tank (1) stores hydraulic oil, which is to be

supplied to main hydraulic pump (3) through suction
strainer (2). Main hydraulic pump (3) pressurizes the
supplied oil and distributes it to different systems
throughout the vehicle via flow divider (4-1). Upon
receiving hydraulic oil, these systems perform their
functions and then discharge the used oil to tank (1)
through return filter (7).

Hydraulically operated systems

The following systems are operated by the circulation of

hydraulic oil:

• Lift/tilt/auxiliary system: Control valve (4)

controls this system using a supply of hydraulic oil.
See Section 5 for more information.

• Steering system Steering unit (5) controls this

system using a supply of hydraulic oil. See Section
6 for more information.

• Brake system The maser cylinder controls this

system using a supply of hydraulic oil. See Section
7 for more information.
4
The other two systems, other than the brake system,
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require a large amount of pressure oil for their operation.
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To ensure an efficient and safe use of the limited
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hydraulic pressure, the priority valve inside flow divider
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(4-1) determines which of these two systems the majority
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of hydraulic oil will be supplied to.

For more information on the operations of individual

components that are involved in hydraulic oil circulation,
refer to the following sections.

D20/25/30/33S-7, D35C-7 4-5 Overview

4-2 Main hydraulic pump

4-2-1 Exterior and specifications

Fig. 4-3

Item D20/25/30S-7 D33S-7, D35C-7

Displacement 30.6 cc/rev 29.0 cc/rev
Flow rate 30.6 L/min at 1,000 rpm 29.0 L/min at 1,000 rpm
Max. pressure 25,000 kPa (3,626 psi) 27,500 kPa (3,989 psi)
Velocity at the maximum
500–3,000 rpm 500–2,600 rpm
pressure

Main hydraulic pump 4-6 D20/25/30/33S-7, D35C-7

 4-2-2 How it works
(1) Driving gear

(2) Drive shaft Driving gear

Low High
Inlet pressure pressure Outlet

Rotated by the engine

Driven gear

(3) Driven gear

0550E

Fig. 4-4

This model uses a circumscribed gear pump as its main

hydraulic pump.

Gear operation

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As shown in Fig. 4-4, driving gear (1) receives power
from the engine through drive shaft (2) and transmits this
power to engaged driven gear (3). These two interlocked
gears then revolve in the opposite direction to each other. H
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Hydraulic oil flow
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If the two gears revolve in the opposite direction to each
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other, then the hydraulic oil in area A will be carried to m
area D via areas B and C. Although the hydraulic oil in
area D tries to circulate by flowing between the two gears
back to area A, it remains in area D because there is no
space between the two gears for it to travel. Therefore, a
low pressure area is created in area A as the hydraulic oil
flows out, while a high pressure area is created in area D
as the oil is accumulated.

As a result, the low pressure area in area A causes

hydraulic oil in the tank to flow into the pump while the
high pressure area in area D causes its pressurized oil to
flow out of the pump via the outlet.

D20/25/30/33S-7, D35C-7 4-7 Main hydraulic pump

 4-2-3 Removal and installation

Main hydraulic pump

(1) Ports

(2) Bolts
0617E

Fig. 4-5

Wrench
Tools needed
Floor jack

Preliminary steps

1. Put a floor jack under the middle part of the

vehicle and then raise the vehicle high enough to
access the pump from under the bottom. Once
the vehicle is lifted, support it with blocks.

2. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key on and the
engine off while you are seated in the cabin.

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released
from the system before you perform the
following procedure.

Main hydraulic pump 4-8 D20/25/30/33S-7, D35C-7

 Procedure

1. Give each port and its connection on the

hydraulic pump a corresponding mark as a
reference for assembly.

2. Disconnect the hoses from ports (1), and then

cap and plug both the hoses and ports.
 Have an oil pan as oil may come out of the
hose and port when they are disconnected.

3. Remove bolts (2) and the washers.

4. Follow the steps above in the opposite order to

install the main hydraulic pump.

5. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3.

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D20/25/30/33S-7, D35C-7 4-9 Main hydraulic pump

 4-2-4 Disassembly and assembly

A. D33S-7, D35C-7
(10) Side plate
(11) Back up ring
(12) O-ring

(4) Mounting flange (5) Sealing section

(7) Back up ring

(2) Shaft seal

(1) Retaining ring

(6) O-ring
(8) Side plate
(13) Body
(9) Gear ass’y

(3) Nut Fig. 4-6

Assembly fixture
Circlip pliers
Tools needed
Hammer and punch
Shaft assembly fixture

Main hydraulic pump disassembly

1. Remove nuts (3) and washers.

2. Remove mounting flange (4).

3. Lift out side plate (8) from the top of the gear
ass’y.

4. Remove gear ass’y (9).

5. Slide off side plate (10) from the bottom of the

gear ass’y.

6. Remove O-rings (6, 12) and back up rings (7, 11)

from both side plates (8, 10) respectively.
 Inspect the seals and replace those that are
damage or worn.

7. Remove retaining ring (1) using the pair of circlip

pliers, and then remove shaft seal (2) using a
hammer and punch.

8. Remove sealing section (5) from mounting flange

(4).

Main hydraulic pump 4-10 D20/25/30/33S-7, D35C-7

 9. Once all the seals are removed from the
mounting flange, mounting faces and body, clean
their surfaces from sealant and dirt.

NOTICE: When cleaning, be careful not to give damage

to the surfaces.

Main hydraulic pump assembly

1. Apply grease to back up rings (7, 11) and O-
rings (6, 12) and then insert them in the grooves
on side plates (8, 10).
 Ensure back up ring rings are inserted first and
then O-rings second.
2. Install side plate (10) into body (13), making sure
it is firmly in position.

3. Carefully install gear ass’y (9).

4. Install the upper side plate (4) on top of the gear

ass’y, making sure it is firmly in position.

5. Prepare shaft seal (2) for assembly using a

proper assembly fixture.

6. Make sure shaft seal (2) is packed with some

grease.

7. Press the shaft seal onto bottom of the shaft seal

4
bore. H
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8. Install retaining ring (1) to mounting flange (4)
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using the retaining ring pliers.
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9. If possible, install a new section seal (5).
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10. Clean all assembly faces again.

11. Apply Loctite sealant to the base of the raised

surface on body (13) to protect the pump from
corrosion.

12. Fit an assembly fixture to the drive shaft in order

to protect shaft seal (2) from damage.

13. Apply clean hydraulic oil to the outside of the

assembly fixture to lubricate the shaft seal lip as Fig. 4-7
mounting flange (4) is installed over it.

14. Carefully install mounting flange (4) onto body

(13), making sure it is fitted correctly to the
interlock track.

15. Carefully remove shaft seal (2) protection fixture.

16. Tighten nuts with the correct assembly torque.

D20/25/30/33S-7, D35C-7 4-11 Main hydraulic pump

 B. D20/25/30S-7

(6) Side plate

(13) Flange (9) Side plate (4) Back up ring
(8) Gear assembly (3) Seal (1) Bolt

(10) O-ring (5) O-ring

(11) Back up ring
(7) Gear body
(12) Block
(2) Flange

Fig. 4-8
1. Unscrew screw bolts (1).
 Installation torque: 34–37 N·m (25–27 lb·ft)

2. Dismount mounting front (2) and rear mounting

flange (13).

3. Lift out side plate (6) from the top of the gear
body.

4. Remove gear ass’y (8) from gear body (7).

5. Lift out side plate (9) from the bottom of the gear
body.

6. Remove O-rings (5, 10) and back up rings (4, 11)

from both side plates (6, 9) respectively.
 Inspect the seals and replace those that are
damage or worn. Make sure you install the
backup rings first and the O-rings second.

7. Remove gear body (7).

8. Remove seals (3, 12) from gear ass’y (8).

9. Assemble the main hydraulic pump in the

reverse order of disassembly.

Main hydraulic pump 4-12 D20/25/30/33S-7, D35C-7

4-3 Flow divider

4-3-1 Exterior and specifications

The flow divider is attached to the control valve. See Section 5-2-7 for the removal of the flow divider
and Section 5-2-1 for specifications of the whole control valve.

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Fig. 4-9

Item Spec.
Controlled flow rate to the brake valve 2.5–3.5 LPM
Steering system Internal pilot dynamic signal type

D20/25/30/33S-7, D35C-7 4-13 Flow divider

 4-3-2 Priority valve operation
Among the internals of the flow divider, the priority valve Control valve

takes the most important role. As shown in Fig. 4-10, 4- LS line

Steering
11, 4-12, the priority valve meters hydraulic oil to the Unit
control valve and the steering unit after receiving oil from
the main hydraulic pump so as to always give priority to
the steering system when demanded for steering. It is A B
because the steering speed is more closely related to
safety than the mast and carriage speed. (1) Spool Priority valve
(2) Spring

As shown in Fig. 4-10, a portion of the hydraulic oil that

travels along the steering unit line is distributed to lines A Main hydraulic pump 0483K

and B. The spool is differently positioned depending on Fig. 4-10

the balance of the pressures at the two lines.

Control valve
When steering wheel is not turned
LS line
Steering
When the steering wheel is not being turned, there is no Unit
hydraulic oil (pilot pressure) sent from the steering unit
through the load sensing line. Therefore, the hydraulic oil
sent through line B flows out to the load sensing line and A B
gives nearly no pressure to spool (1). Accordingly, spool
(1) Spool Priority valve
(1) is pushed by the pressure from line A to position as (2) Spring
shown in Fig. 4-11, and almost the whole of pump oil is
sent to the control valve. This helps the mast assembly
Main hydraulic pump
operate at full performance. In this condition, however, 0485K

Fig. 4-11
the pressure oil supply to line A is blocked and thus the
spool slowly returns to the position shown in Fig. 4-10. In
this way, the spool alternates between the positions.
Control valve
When steering wheel is turned LS line
Steering
Unit
When the steering wheel is being turned, a certain
pressure of hydraulic oil (pilot pressure) is sent from the
steering unit through the load sensing line and pushes
A B
spool (1) together with the hydraulic oil in line B in the
opposite direction to the pressure of line A. As spring (2) Priority valve
(1) Spool (2) Spring
adds pressure, the pressure in line B exceeds the
pressure in line A, pushing spool (1) in the direction
shown in Fig. 4-12. As a result, the steering unit is Main hydraulic pump
0484K
supplied with a greater amount of hydraulic oil sent Fig. 4-12
through the unrestraint passage in spool (1).

Flow divider 4-14 D20/25/30/33S-7, D35C-7

4-4 Hydraulic tank and filter

4-4-1 Exterior and specifications

In this model, the tank housing is part of the frame.

Fig. 4-13

Components Item
Filtration area
Spec.
1,000 cm2
4
Suction strainer Reinforced wire cloth: 8 mesh H
Filtration mesh y
Filtering wire cloth: 150 mesh
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Min. 2,500 kPa (363 psi) at hydrostatic
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Housing burst pressure
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pressure s
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Min. 1,000 kPa (145 psi) at 76 L/min,
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32 mm2/s
m

Bypass valve cracking

Return filter 2,500+50 kPa (36+7 psi), 32 mm2/s
pressure
Bypass valve pressure at Max. 400 kPa (58 psi) at 150 L/min, 32
flow rate mm2/s
Temperature range -30°C to 120°C with petroleum oil
Filteration area 1,700 cm2

D20/25/30/33S-7, D35C-7 4-15 Hydraulic tank and filter

 4-4-2 How it works
(3) Air breather

Hydraulic tank cover

(4) Return line

(5) Return filter

(1) Supply line

(2) Suction strainer

Fig. 4-14

The hydraulic tank and the filter that is installed in the

tank perform the following functions:

Storing hydraulic oil

The hydraulic tank retrieves and stores hydraulic oil

discharged from different components of the hydraulic
system in order that those discharges might be reused by
the main hydraulic pump. As shown in Fig. 4-14, the
supply line (1) and return line (4) connected to the tank
are responsible for supplying and receiving hydraulic oil
respectively.

The oil height in the tank varies depending on the

contraction/expansion of various cylinders and the
opening/closing of different valves, and the remaining
space changes accordingly. Air breather (3) is installed to
let external air flow into/out of this space so that oil in the
tank remains under constant atmospheric pressure, and

Hydraulic tank and filter 4-16 D20/25/30/33S-7, D35C-7

 to prevent dust from entering the system a filter is also
installed.

As air breather (3) also functions as an oil cap, you can

open it refill the tank with hydraulic oil when needed.

Filtering impurities from hydraulic oil

As oil passes through the different components in the

hydraulic system, it collects various contaminants such
as moisture and air, which may lower the system
performance and cause component malfunction or failure.
For this reason, various devices have been installed in
the oil tank to filter these materials and protect the
system from failure.

Large, solid particles are the first of the contaminants to

be filtered by return filter (5), and suction strainer (2) is
installed in the discharge line to the pump so that oil is
filtered once more before it flows back to the hydraulic
system.

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D20/25/30/33S-7, D35C-7 4-17 Hydraulic tank and filter

 4-4-3 Suction strainer, return filter, and air breather replacement

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Turn the engine off and cool the
hydraulic tank cap enough to touch it by
hand. Open the cap to slowly discharge
the pressure.

Preliminary steps

1. Operate the vehicle for some minutes to heat the

hydraulic oil.

2. Park the vehicle on a level ground with the forks

lowered, parking brake engaged, transmission in
NEUTRAL and the engine stopped.

Procedure

1. Unbolt and remove the hydraulic tank cover.

2. Replace the return filter.

3. Replace the suction strainer.

4. Install and bolt down the hydraulic tank cover.

5. Replace the air breather.

6. Start up the engine and operate the hydraulic Fig. 4-15

controls, and the steering system, through a few
cycles to fill the lines. Look for oil leaks.

7. Stop the engine and check the oil level.

 With all cylinders retracted, maintain the oil
level to the FULL mark on the dip stick/filter
cap ass’y.

Fig. 4-16

Hydraulic tank and filter 4-18 D20/25/30/33S-7, D35C-7

4-5 Troubleshooting

No. Problems Probable causes Solutions

1 The oil temperature Oil level is low. Refill the tank.
is too high. Oil passage has a restriction. Check the oil passage.
Relief valve setting is too low. Adjust the setting.
Oil is too thin. Replace the oil.
System has an air leakage. Take measure on the leaking
part.
Pump is too worn. Replace the pump.
System is overloaded. Inspect and adjust pressures.
Air has not been bled correctly Bleed the air and check the line.
2 Shaft seal has a Shaft seal is worn. Replace the seal.
leak. The inner parts of the pump body Replace the pump.
are worn.
Oil level is too low. Refill the tank.
Seal was damaged during Replace the seal.
installation.
Seal lips are dry and hardened Replace the seal.

3 Pump fails to
from heat.
Oil level is too low. Refill the tank. 4
deliver fluid. Pump inlet line has a restriction. Inspect the hose line.
H
Pump inlet line has a leak. Replace the line.
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Pump is too worn. Replace the pump.
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Pump shaft or coupling is failed. Replace the component. s
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4 Noise sounds in the Oil level is low. Refill the tank.
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pump. Oil is too thin. Replace the oil.
There is foreign material in the Replace the shaft
filter.
The inlet line has a trouble. Inspect the line.
Air has entered through the inlet Bleed the air and check the line.
line.
The inner parts of the pump body Replace the pump.
are worn.

D20/25/30/33S-7, D35C-7 4-19 Troubleshooting

5 Lift/tilt/auxiliary system

5-1 Overview ...................................................2

5-1-1 Components ...................................................... 2
5-1-2 Oil flow ............................................................... 4

5-2 Control valve ............................................6

5-2-1 Exterior and specifications.................................. 6
5-2-2 How it works ...................................................... 7
5-2-3 Relief valve setting ............................................17
5-2-4 Needle valve use for an emergency lowering.....19
5-2-5 Flow rate adjustment .........................................20
5-2-6 Control valve removal/installation ......................22
5-2-7 Control valve disassembly/assembly .................24

5-3 Mast ass’y ...............................................26

5-3-1 Exterior and specifications.................................26
5-3-2 How it works .....................................................28
5-3-3 Forks service ....................................................38
5-3-4 Sideshifter service .............................................42
5-3-5
5-3-6
Chains service ..................................................50
Tilt cylinders service ..........................................56
5
5-3-7 Primary lift cylinders service ..............................64

Lift/tilt/auxiliary system
5-3-8 Standard/secondary cylinders service ...............68
5-3-9 Carriage service ................................................86
5-3-10 Mast service......................................................90

5-4 Troubleshooting ...................................100

5-1 Overview

5-1-1 Components

Mast

Lift cylinders

Backrest

Hydraulic control levers

Tilt cylinders

Control valve
Forks
Hydraulic tank cover

Main hydraulic pump

Carriage

0491E

Fig. 5-1

Overview 5-2 D20/25/30/33S-7, D35C-7

 The lift/tilt/auxiliary system is powered by the main
hydraulic pump, which consists of the following
components:

• Control valve connecting with the main hydraulic

pump and a number of actuator cylinders, supplies
to or returns pump oil from those cylinders. The
positions of the valve’s spools determine whether
cylinders are supplied with or drained of hydraulic
oil; and their positions are shifted by their
respectively corresponding levers. [Section 5-2]

• Mast ass’y is a group of devices that lift, lower, tilt

back and forward, and handle other operations with
loads. This ass’y is equipped with lift, tilt, and
auxiliary cylinders that the operator controls. These
cylinders are connected to the LIFT, TILT, and AUX
sections of the control valve. [Section 5-3]
 Forks: Two prong-shaped objects to support a
load [Section 5-3-3]
 Sideshifter: An attachment that moves the
forks and the loads on them to the left and
right [Section 5-3-4]
 Chains: Parts that lift the carriage and mast
[Section 5-3-5]
 Tilt cylinders: Double-acting cylinders that pull
or push the mast [Section 5-3-6]
 Primary lift cylinder: A single-acting cylinder
that pulls back the carriage’s chains [Section
5-3-7] 5
 Standard/secondary lift cylinders: Single-acting
cylinders that extend the inner mast [Section 5-

Lift/tilt/auxiliary system
3-8]
 Carriage: A support structure to which the
forks are mounted [Section 5-3-9]
 Mast: A vertical structure at the front of the
forklift that extends and retracts to lift and
lower a load [Section 5-3-10]

D20/25/30/33S-7, D35C-7 5-3 Overview

 5-1-2 Oil flow
(3) Lift cylinders

Steering unit
R T P
(4) Flow protector

Master cylinder

LS line

(2-1) Priority valve

(2-5) Hydrostator BF
(2) Control valve (2-2) Flow regulator
G LS
T

P
P

(1) Main hydraulic pump

4A 4B 3A 3B 2A 2B 1A CF
AUX2 AUX1 TILT LIFT Dual flow divider
M
(2-4) Auxiliary relief valve
(2-3) Main relief valve
(5) Tilt cylinders

(B) Head end (A) Rod end

(6) Auxiliary cylinder
Hydraulic line
Pilot line
Drain line
0554E

Fig. 5-2
Priority valve operation

Built in the flow divider of control valve (2), priority valve

(2-1) receives hydraulic oil from main hydraulic pump (1)
and sends it to the steering unit and control valve (2).
When the steering wheel is not being turned, priority valve
(2-1) moves the spool to allow the steering unit is supplied
with a small amount of oil that has passed through an
orifice; at the moment, control valve (2) is supplied with a
much greater amount of pressure oil. As a result, the mast,
carriage, sideshifter, and other attachments are enabled to
powerfully work with a sufficient supply of pressure oil.

Lifting/lowering

Lift cylinders (3) are responsible for these operations.

These cylinders are connected to the LIFT block of the
control valve with hydraulic lines for one of the following

Overview 5-4 D20/25/30/33S-7, D35C-7

 jobs, depending on the movement of the spool that is
mechanically connected to the lift lever.
• Lift is achieved as the cylinders receive hydraulic oil
to push their rods upward and consequently the
mast/carriage fastened to them.
• Lowering is achieved as the cylinders discharge oil in
their heads to retract the rods and consequently the
mast/carriage fastened to them by gravitational force.
• Neutral is maintained as the cylinders neither
receive nor discharge oil so that their rods and the
mast/carriage fastened to them may stay in place.

Sudden lowering may lower work efficiency and threaten

safety. To control this there are many devices including
flow protectors (4) and flow regulator (2-2).

Tilt forward/backward

Tilt cylinders (5) are responsible for these operations.

These cylinders are connected to the TILT block of the
control valve with hydraulic lines for one of the following
jobs, depending on the movement of the spool that is
mechanically connected to the tilt lever.
• Tilt forward is achieved as the cylinders receive
hydraulic oil at head end (B), which results in the
discharge of oil from rod end (A), to extend the
cylinder rods and consequently to push the mast
fastened to them.
• Tilt backward is achieved as the cylinders receive
hydraulic oil at rod end (A), which results in the
discharge of oil from head end (B), to retract the
cylinder rods and consequently to pull the mast
fastened to them.
5
• Neutral is maintained as the cylinders neither

Lift/tilt/auxiliary system
receive nor discharge oil so that their rods and the
mast fastened to them may stay in place.

Attachment operated

Sideshifter and various other attachments’ operations are controlled

by auxiliary cylinders and can be made in both directions depending
on the spool’s position as with the tilt cylinders.

Pressure relief

If the hydraulic pressure sent to cylinders exceeds a set limit,

the excess portion of the oil will be discharged for the purpose
of safety. Main relief valve (2-3) is responsible for the
pressure in lift cylinders (3) and auxiliary relief valve (2-4) is
for that in the tilt cylinders (5) and auxiliary cylinder(s) (6). But
it is hydrostator (2-5) that functions to return a substantial
amount of oil to the tank when a relief valve is open.

For detailed explanations of the the control valve and mast

ass’y, see Sections 5-2-2 and 5-3-2 respectively.

D20/25/30/33S-7, D35C-7 5-5 Overview

5-2 Control valve

5-2-1 Exterior and specifications

Fig. 5-3

Item Spec.
Relief valve Main relief valve: 19,500+500 kPa (2,828+73 psi) at 82 L/min
settings Auxiliary relief valve: 15,800±350 kPa (2,292+51 psi) at 23 L/min
TILT: 28±2 L/MIN
Flow control range AUX1: 26±2 L/MIN
AUX2: 57±2 L/MIN
LIFT spool: Max. 7 cc/min at 20,600 kPa (2,988 psi)
TILT spool: Max. 30 cc/min at 20,600 kPa (2,988 psi)
All other spools: Max. 30 cc/min at 13,700 kPa (1,987 psi)
Leakage
Load check: Max. 50 cc/min at 13,700 kPa (1,987 psi) (common to all
ports)
Tilt lock: Max. 246 cc/min at 13,700 kPa (1,987 psi)
Max. operating pressure: 21,600 kPa (3,133 psi)
Flow regulator
Flow control: 60±5 L/MIN
performance Free flow pressure drop: 600 kPa (87 psi) at 50 L/MIN
Coil type: Powered at 12 Vdc
Solenoid valve
Lift lock solenoid: Normally closed/unloading solenoid: Normally open
performance Inner leakage 0.6 L/min at 20,600 kPa (2,988 psi)

Control valve 5-6 D20/25/30/33S-7, D35C-7

 5-2-2 How it works

Flow divider
Flow divider

(1) Orifice

(2) Priority valve

(3) Unloading solenoid valve

0499E

Fig. 5-4

Hydraulic oil flowing in and out

The flow divider is the first section block that pump oil
supply to the control valve reaches and the last section
block that return oil passes through.
5
Flow distribution

Lift/tilt/auxiliary system
The flow divider sends a small part of pump oil to the brake
system through orifice (1), and then distributes the
remaining, substantial oil to the control valve and steering
system through priority valve (2).

Safety function

Once the operator leaves the seat or turn off the ignition,
unloading solenoid valve (3) closes to discharge hydraulic
oil in the control valve through the return line. This ensures
actuators don’t work even with a hydraulic lever moved for
safety’s sake by cutting off the supply of hydraulic oil to
cylinders.

D20/25/30/33S-7, D35C-7 5-7 Control valve

 LIFT section
(1) Spool

Lift lock solenoid

Lift lock valve

(2) Lift cylinders

Flow regulator valve 0497E

Fig. 5-5

Neutral

When the lift lever in the neutral position, the oil from the
pump cannot pass through spool (1) but bypasses into the
TILT section, and the mast does not rise since the pump
oil supply line and lift cylinder line are disconnected to one
another.

The mast does not lower either because the oil remaining
in lift cylinders (2) is blocked from returning to the tank.

Control valve 5-8 D20/25/30/33S-7, D35C-7

 (1) Spool
LIFT

(2) Lift cylinders

0489E

Fig. 5-6

Lift operation

Moving the lift lever to the lift position shifts spool (1) to
allow the oil from the pump to pass through spool (1) to the
line to lift cylinders (2), As a result, the mast rises.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-9 Control valve

 (1) Spool
LIFT

Lift lock solenoid

(6) Flow regulator

Lift lock valve

(3) Lift lock solenoid

(2) Lift cylinders

A B

Flow regulator valve

(5) Needle valve

(7) Flow protector (4) Lift lock valve

0490E
Fig. 5-7
Lowering operation

Moving the lift lever to the lowering position shifts spool (1)
to allow the oil from the pump to pass through spool (1) to
the TILT section. At the same time, the oil in lift cylinders
(2) is pushed by the pistons under gravitational force to
return to the control valve and be drained through spool (1)
to the tank.

In the normal condition where the operator is seated, lift

lock solenoid valve (3) stays open, allowing the hydraulic
oil that reaches this valve to pass itself through.
Consequently the oil that has flowed out of lift cylinders (2)
through line A can hardly apply pressure to lift lock valve
(4), while the oil that reaches this valve through line B
retains a pressure to push on the valve and opens it. Thus
the oil from lift cylinders (2) could pass through spool (1)
and exit to the tank.

As the hydraulic oil that has supported the pistons of lift

cylinders (2) flows out, the mast is lowered. Through its
built-in orifice, flow regulator (6) never allows a large
amount of oil to exit lift cylinders (2) at once, preventing a
sudden drop of the mast. Flow regulator (6) is built in the
control valve in the case of the PAKER model, while flow
regulator (6) is attached to the lift line in the DAESUNG
model’s configuration.

If the line from the control valve to a lift cylinder (2) is

broken, the valve of protector (7) will be shifted to make
the oil in the cylinder pass through its orifice, preventing a
sudden drop of the mast.

Control valve 5-10 D20/25/30/33S-7, D35C-7

 (1) Spool

(3) Lift lock solenoid

(5) Needle valve

(4) Lift lock valve

(2) Lift cylinders

Needle valve

0496E
Fig. 5-8

Limitation of lowering and manual lowering

For the purpose of safety, when the operator leaves the

seat, this forklift model stops the oil supply from the main
hydraulic pump in order to prevent the actuators from
working even when the levers are moved. However, there
needs to be another device to limit the lowering function in
this situation because lowering is not actuated by oil but
by gravitational force.

Once the operator leaves the seat, lift lock solenoid (3) is
5
signaled from the OSS controller to close to close. Then,

Lift/tilt/auxiliary system
the oil flow that has exited lift cylinders (2) and passed
through this valve starts to remain along line A to be
pressurized. The pressurized oil plus the spring of lift lock
valve (4) consequently overcomes the oil in line B to close
it. As a result, all the paths through which the hydraulic oil
in lift cylinders (2) can reach spool (1) are blocked. It is in
this way that moving the lift lever cannot drain oil from
cylinders (2) to lower the mast.

In this situation, if you were to manually lower the mast,

you should use needle valve (5). Open this valve and
move the lift lever to the lowering position to allow the
hydraulic oil that has held the pistons in place to be drained
with the mast being lowered.

NOTICE: When you use the needle valve, make sure to

follow the appropriate procedure in Section 5-2-4.

D20/25/30/33S-7, D35C-7 5-11 Control valve

 TILT section
(4) Flow control valve

TILT

(1) Spool

(3) Tilt lock valve

Return line
(3-1) Spring
Tilt-lock valve
Supply line

A
B
(2) Tilt cylinders
0491E

TILT-forward operation Fig. 5-9

Once you push the tilt lever forward, spool (1) is shifted to
allow pump oil to flow in head chamber (A) of tilt cylinders
(2), and to allow oil in cylinder rod chamber (B) to be
drained through spool (1) to the tank. As a result, the mast
is pushed forward.
Tilt spool (1) is equipped with tilt lock valve (3) and thus
hydraulic oil in tilt cylinders (2) is not drained until pump oil
pushes this valve to open. Thus this valve keeps closed,
blocking the return passage of the oil in chamber B when
pump oil is not supplied due to the operator’s absence
from the seat. As a result the tilt-forward function is
unavailable even when the lever is moved by mistake or
accident, preventing the load from unexpectedly dropping.
A flow regulator (4) is installed to adjust the amount of
pump oil that flows into cylinders (2), by which the tilting
speed is controlled.

Control valve 5-12 D20/25/30/33S-7, D35C-7

 (3) Flow control valve (1) Spool
TILT

Return line

Supply line

B A

(2) Tilt cylinders 0492E

Fig. 5-10

TILT-backward operation

Once you pull the tilt lever back, spool (1) is shifted to allow
pump oil to flow in rod chamber (B) of tilt cylinders (2) and
to allow oil in cylinder head chamber (A) to be drained
through spool (1) to tank, pulling the mast back.

A flow regulator (3) is installed to adjust the amount of

pump oil that flows into cylinders (2), by which the tilting
5
speed is controlled.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-13 Control valve

 AUX section
AUX

(3) Flow control valve

(1) Spool

A
B
(2) Auxiliary cylinder
0493E

Fig. 5-11
Attachment operation with the lever pushed

Once you push the auxiliary lever forward, spool (1) is

shifted to allow pump oil to flow in head chamber (A) of
auxiliary cylinders (2), and to allow oil in cylinder rod
chamber (B) to be drained through spool (1) to the tank.
The attachment moves accordingly.

A flow regulator (4) is installed to adjust the amount of

pump oil that flows into cylinders (2), by which the
attachment’s moving speed is controlled.

Control valve 5-14 D20/25/30/33S-7, D35C-7

 AUX

(1) Spool

(3) Flow control valve

A
B
(2) Auxiliary cylinder
0494E

Fig. 5-12
Attachment operation with the lever pulled

Once you pull the auxiliary lever back, spool (1) is shifted
to allow pump oil to flow in rod chamber (B) of auxiliary
cylinders (2), and to allow oil in cylinder head chamber (A)
to be drained through spool (1) to the tank. The attachment
moves accordingly.

A flow regulator (4) is installed to adjust the amount of

pump oil that flows into cylinders (2), by which the
5
attachment’s moving speed is controlled.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-15 Control valve

 (3) Hydrostator AUX

Auxiliary relief valve Gauge port

Main relief valve

Return line Supply line

Hydrostator (1) Main relief valve

(2) Auxiliary relief valve 0495E

Fig. 5-13

Pressure relief

The AUX section block installed at the end of the control

valve provides a function of relieving excessive pressure.

Main relief valve (1) is responsible for the pressure in the

lift cylinders and auxiliary relief valve (2) is for that in the
tilt and auxiliary cylinders.

Once any of the two relief valves open by an excessive oil

pressure, hydrostator (3) also opens as its spring pressure
is overcome. This results in connecting the pressure oil
line and tank line to release excessive pressure.

NOTICE: Set the pressure limits of the two relief valve

as specified in Section 5-2-3.

Control valve 5-16 D20/25/30/33S-7, D35C-7

 5-2-3 Relief valve setting

Pressure-checking adapter
Tools needed Pressure tube
28,000 kPa (4061 psi) gauge

Preliminary steps
<Pressure-checking
adapter>
1. Move the vehicle to a level surface where you
can fully extend the mast.

2. Remove the residual pressure in the hydraulic <Pressure tube>

system by moving the control levers back and
forth several times with the key on and the
engine off while you are seated in the cabin.

DANGER
<Pressure gauge>
Pressurized hydraulic oil will cause
severe burns, and infection that may Fig. 5-14
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

3. Open the control valve’s front cover.

4. Key the vehicle off and then remove gauge plug

(2).

5. Connect the 28,000 kPa (4061 psi) gauge to

5
nipple ass’y (1).

Lift/tilt/auxiliary system
Lift relief valve check and adjustment
Fig. 5-15
1. Key the vehicle on and activate the hydraulics
until the hydraulic oil is at the normal operating
temperature (50±5°C / 131±4°F).

2. Without a load on the forks, extend the mast to

its maximum height.

3. For each test, holding the control lever in

position, watch the gauge.
 The value the gauge indicates is the current
pressure at which the relief valve is opened at
the end of a cylinder stroke.

D20/25/30/33S-7, D35C-7 5-17 Control valve

 4. Check whether the reading on the gauge
matches the corresponding figure for your
vehicle model in the table.

Main relief pressure

Classification
kPa psi
D20S-7 18,100±350 2,625±50
D25S-7 19,500±350 2,825±50
D30S-7 22,000±350 3,191±50

D33S-7
24,000±350 3,481±50
D35C-7

5. If it does not, loosen jam nut (3) and then turn

setscrew (4) either clockwise to increase or
counterclockwise to decrease the pressure
setting of the relief valve according to your need.

Auxiliary relief valve check and adjustment

1. Key the vehicle on and activate the hydraulics

until the hydraulic oil is at the normal operating
temperature (50±5°C / 131±4°F).

2. Tilt back the mast fully. Fig. 5-16

3. Check the gauge while holding the control lever

back.
 The value the gauge indicates is the current
pressure at which the relief valve is opened at
the end of a cylinder stroke.

4. Check whether the reading on the gauge

matches the corresponding figure for your
vehicle model in the table.

Auxiliary relief pressure

Classification
kPa psi
D20S-7 15,600±350 2,263±50
D25S-7 15,600±350 2,263±50
D30S-7 15,600±350 2,263±50
D33S-7
15,600±350 2,263±50
D35C-7

5. If it does not, loosen jam nut (6) and then turn

setscrew (5) either clockwise to increase or
counterclockwise to decrease the pressure
setting of the relief valve according to your need.

Fig. 5-17

Control valve 5-18 D20/25/30/33S-7, D35C-7

 5-2-4 Needle valve use for an emergency lowering
The needle valve is used to manually lower the mast when
the regular lowering operation by the lever is disabled.

DANGER
A sudden drop of the mast can cause
a serious accident.
Turn the needle valve slowly, looking at
the lowering of the mast.

1. Turn the key switch off and tilt the cabin and
open the control valve’s front cover.

2. With the lift lever moved to the lowering position,

turn needle valve (1) 2–3 times counterclockwise
very slowly.

3. Once the carriage reaches the ground, lock

needle valve (1) again to prevent a lift drift.

Fig. 5-18

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-19 Control valve

 5-2-5 Flow rate adjustment
Flow control valve

Adjuster

When flow control vavle is released

AUX2 AUX1 TILT When flow control vavle is tightened

< Schematic diagram > < Sectional view of each block >
0556E

Fig. 5-19
The tilt and attachment speeds can be adjusted by
regulating the flow rates in their sections. This is achieved
by turning the plugs of their respective flow control valves
installed on the control valve (See Fig. 5-19). The lift speed
cannot be adjusted. Do the procedure that follows to
change the flow control assembly.

Tools needed 6 mm (1/4 in) hex wrench

Preliminary steps

1. Move the vehicle to a level surface where you

can fully extend the mast.

2. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

3. Open the control valve’s front cover.

Control valve 5-20 D20/25/30/33S-7, D35C-7

 Procedure

1. Remove nut (1), and then remove the tie stud.

2. Use a hex wrench (6 mm or 1/4 inch) to turn the

flow control valve adjuster (2) for your desired AUX2 AUX1 TILT

section block’s flow rate. Turn it clockwise to

increase the flow rate or counterclockwise to
decrease the flow rate (adjustable range: 28±2
LPM). See the table below:

Plug Input flow (L/min) (1) Nut (2) Adjuster

Direction
turns Idle rpm High rpm < Control valve viewed from bottom >
0555E

1.75 CCW 0.0 1.6 Fig. 5-20

1.50 CCW 3.0 7.6
1.25 CCW 5.0 10.4
1.00 CCW 9.2 14.6
0.75 CCW 11.5 16.0
0.50 CCW 14.6 19.8
0.25 CCW 18.0 24.4
0.00 20.0 28.9
0.25 CW 20.0 32.3
0.50 CW 20.0 35.0
0.75 CW 20.0 39.6
1.00 CW 20.0 42.2
1.25 CW 20.0 44.9
1.50 CW 20.0 46.5
1.75 CW 20.0 49.7
2.00 CW 20.0 52.0
* In the case of the tilt section, the above figures
5
can have a derivation of ±15% or higher as its

Lift/tilt/auxiliary system
flow rate is affected by oil pressure depending on
the load conditions. These figures are based on
no-load condition.
* To prevent chattering, the flow rate for the tilt-
forward operation is controlled by a meter-out
circuit (orifice) and not by the flow control valve.
Therefore, the above figures do not apply to this
operation.

3. Tighten the tie stud in the valve to a torque of

40.5±2.5 N·m (29.9±1.8 lb·ft).

4. Reinstall nut (1).

D20/25/30/33S-7, D35C-7 5-21 Control valve

 5-2-6 Control valve removal/installation

(13) Knob ass’y

(1) Protector
(2) Hex screw
(14) Lever

(3) Shaft

(4) Screw
(5) Cover
(6) Boot
(7) Bracket (15) Pin
(8) Bracket
(16) Split pin

(9) Bolt (11) Bolt

(10) Bolt

(12) Bolt

Fig. 5-21
Preliminary steps

1. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key on and the
engine off while you are seated in the cabin.

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

2. Prepare an oil pan.

3. Raise the hood.

Control valve 5-22 D20/25/30/33S-7, D35C-7

 Procedure

1. Give each port and its connection, adaptor or

plug a corresponding mark as a reference for
assembly.

2. Disconnect the connections, adaptors or plugs

and then plug and cap those that are connected
to hydraulic hoses.
 Have the oil pan ready to catch any oil that will
come out

3. Referring to circle A, disconnect the connections,

adaptors or plugs and then plug and cap those
that are connected to hydraulic hoses.

4. Disconnect all harness connectors.

5. Remove knob ass’y (13) and boot (6) from each

lever (14).

6. Remove screws (4) and washers and remove

cover along with protector (1).

7. Remove bolts (9, 10) from both sides of bracket

ass’y (7).

8. Remove bolts (11) and the washers, and remove

bracket ass’y (8).

9. Loosen hex screw (2) and remove shaft (3). 5

10. After removing split pins (16) and pins (5),

Lift/tilt/auxiliary system
remove lever ass’ies (14) one by one.

11. Loosen the six bolts (12) from the control valve
from its back while holding it, and then remove it.

12. Follow the steps above in the opposite order to

install the control valve.

13. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3.

D20/25/30/33S-7, D35C-7 5-23 Control valve

 5-2-7 Control valve disassembly/assembly
AUX 1 TILT LIFT
AUX 2

(5) Bolt

(1) Bolts (4) Bolt

(3) Hydrostator ass’y

(2) Relief valve ass’y

Fig. 5-22

Preliminary steps

1. Remove the control valve (See Section 5-2-6).

2. Mark the blocks according to their types.

3. Remove bolts (1) and separate the blocks.

4. Remove relief valve ass’ies (2).

5. Remove hydrostator ass’y (3).

6. Remove bolts (4) and pull out the solenoid valve

ass’ies.

7. Remove bolt (5) and pull out the lift lock valve
ass’y.
 Once you finish the steps above, perform the
same removal/installation procedure for each
section block.

Control valve 5-24 D20/25/30/33S-7, D35C-7

 The different section blocks of the control valve all have similar disassembly and assembly procedures.
The illustration used for this section is of the tilt section block.

Seal plate
Screw cap

(9) Dust wiper

(8) O-ring

Spool ass’y

(11) O-rings
(12) Springs

(7) Return cap

(6) Screws

(10) C-ring

Flow control ass’y

Fig. 5-23
Procedure

1. Remove screws (6). 5

2. Remove return cap (7).

Lift/tilt/auxiliary system
3. Pull out the spool ass’y.

4. Remove O-rings (8) at both sides of the section

block.

5. Remove C-ring (10).

6. Remove the flow control valve ass’y.

7. Remove O-ring (11).

8. Remove spring (12) and the ball (LIFT section

block is not applicable).

9. Follow the steps above in the opposite order to

assemble the control valve.
 Inspect the condition of each O-ring and
replace it if it is worn or damaged.

D20/25/30/33S-7, D35C-7 5-25 Control valve

5-3 Mast ass’y

5-3-1 Exterior and specifications

Fig. 5-24
D20/25S-7
Max. fork Overall Max. height (mm) Free lift height (mm) Tilt angle (fore/aft, °)
Mast type height height
(mm) (mm) W/LBR WO/LBR W/LBR WO/LBR Single tire Double tire
2,030 1,575 3,290 2,830 147 147 6/10 6/10
2,580 1,850 3,840 3,380 147 147 6/10 6/10
2,950 2,035 4,210 3,750 147 147 6/10 6/10
3,230 2,175 4,490 4,030 147 147 6/10 6/10
3,500 2,425 4,765 4,305 147 147 6/10 6/10
STD 3,800 2,575 5,065 4,605 147 147 6/10 6/10
3,950 2,650 5,215 4,755 147 147 6/10 6/10

4,350 2,850 5,615 5,155 147 147 D20S: 6/10 6/10

D25S: 6/5
4,500 2,925 5,765 5,305 147 147 6/3 6/10
D20S: 6/5
4,960 3,150 6,215 5,755 147 147 D25S: 6/3 6/10

2,580 1,850 3,840 3,310 645 1,175 6/10 6/10

2,950 2,035 4,210 3,680 830 1,360 6/10 6/10
FFL
3,230 2,175 4,490 3,960 970 1,500 6/10 6/10
3,600 2,425 4,865 4,335 1,220 1,750 6/10 6/10

Mast ass’y 5-26 D20/25/30/33S-7, D35C-7

 Max. fork Overall Max. height (mm) Free lift height (mm) Tilt angle (fore/aft, °)
Mast type height height
(mm) (mm) W/LBR WO/LBR W/LBR WO/LBR Single tire Double tire
3,900 1,900 5,165 4,635 695 1,225 6/8 6/8
D20S: 6/8
4,290 2,035 5,570 5,040 830 1,360 D25S: 6/5 6/8

D20S: 6/8
4,730 2,175 5,990 5,460 970 1,500 D25S: 6/3 6/8

FFT 5,560 2,525 6,815 6,285 1,320 1,850 6/3 6/8

6,010 2,675 7,265 6,735 1,470 2,000 6/3 6/8
6,500 2,915 7,760 7,230 1,710 2,240 6/3 6/5
6,910 3,050 8,165 7,635 1,845 2,375 6/3 6/3
7,060 3,175 8,315 7,785 1,970 2,500 6/3 6/5
QUAD 7,945 2,805 9,210 8,680 1,600 2,130 6/3 6/5

D30/33S-7, D35C-7
Max. fork Overall Max. height (mm) Free lift height (mm) Tilt angle (fore/aft, °)
Mast type height height
(mm) (mm) W/LBR WO/LBR W/LBR WO/LBR Single tire Double tire
2,030 1,565 3,290 2,880 152 152 6/10 6/10
2,580 1,840 3,840 3,430 152 152 6/10 6/10
2,950 2,025 4,210 3,800 152 152 6/10 6/10
3,230 2,165 4,490 4,080 152 152 6/10 6/10
STD 3,500 2,415 4,765 4,355 152 152 6/10 6/10
3,800 2,565 5,065 4,655 152 152 6/10 6/10
3,950 2,640 5,215 4,805 152 152 6/10 6/10
4,350
4,960
2,840
3,140
5,615
6,215
5,205
5,805
152
152
152
152
6/5
6/3
6/10
6/10
5
2,580 1,840 3,840 3,355 640 1,125 6/10 6/10

Lift/tilt/auxiliary system
2,950 2,025 4,210 3,725 825 1,310 6/10 6/10
FFL
3,230 2,165 4,490 4,005 965 1,450 6/10 6/10
3,600 2,415 4,865 4,380 1,215 1,700 6/10 6/10
3,900 1,890 5,165 4,680 690 1,175 6/8 6/8

4,290 2,025 5,570 5,085 825 1,310 D30S: 6/8

6/8
D33S: 6/3
4,730 2,165 5,990 5,505 965 1,450 6/3 6/8
5,170 2,335 6,435 5,945 1,135 1,620 6/3 6/8

FFT 5,560 2,515 6,815 6,330 1,315 1,800 6/3 6/8

6,010 2,665 7,265 6,780 1,465 1,950 6/3 6/5
6,500 2,905 7,760 7,275 1,705 2,190 6/3 6/3
6,910 3,040 8,165 7,680 1,840 2,325 6/3 6/3
7,060 3,165 8,315 7,830 1,965 2,450 6/3 6/3
7,510 3,315 8,765 8,280 2,115 2,600 6/3 6/3

D20/25/30/33S-7, D35C-7 5-27 Mast ass’y

 5-3-2 How it works

Mast tilt

Mast tilt operation is made by two double-acting cylinders.

In the case of each cylinder, one end is connected to the
vehicle’s chassis, while the other to the side of the mast.

Tilt forward

Pushing the tilt lever to shift the TILT spool of the control
valve will send hydraulic oil to the opposite chamber to
each cylinder rod (1-2), withdrawing oil from the rod’s
(1) Tilt cylinder
chamber. This leads piston (1-1) to be pushed forward,
tilting forward mast (2) mounted to cylinder rods (1-2) on
the axis of the connection to the vehicle (3). (2) Mast

(3) Connection to the vehicle

(1-2) Cylinder rod

(1-1) Cylinder piston

TILT CYLINDER
Fig. 5-25
Tilt backward

Pulling the tilt lever to shift the TILT spool of the control
valve will send hydraulic oil to the chamber of each
cylinder rod (1-2), withdrawing oil from the opposite
chamber. This leads piston (1-1) to be pushed backward,
tilting back mast (2) mounted to cylinder rods (1-2) on the (1) Tilt cylinder

axis of the connection to the vehicle (3).

(2) Mast

(3) Connection to the vehicle

(1-2) Cylinder rod

(1-1) Cylinder piston

TILT CYLINDER
Fig. 5-26

Mast ass’y 5-28 D20/25/30/33S-7, D35C-7

 Standard mast lift

Standard (STD) mast assemblies use two masts and two

single-acting cylinders to lift a load.
(4) Inner mast (3) Lift chain
Rollers (6) respectively installed inside and outside the (2) Outer mast
carriage and the mast facilitate these up/down
movements.
(1) STD cylinder [L/R]
(5) Carriage

(6) Roller
STD CYLINDER

CONTROL VALVE
Fig. 5-27
Lift

Upon receiving hydraulic oil from the control valve’s LIFT (5) Carriage
section, the rods of standard cylinders (1) are extended, (4) Inner mast
pushing up inner mast (4) as shown in the Fig. 5-28.

At the same time carriage (5) is also pulled by lift chain (3) (3) Lift chain

that is connected to outer mast (2) to be lifted up together

with the chain.
(6) Roller
(2) Outer mast
5

Lift/tilt/auxiliary system
Lowering
(1) STD cylinder [L/R]
If the operator controls the lever to open the oil outlet in
the lift block of the control valve, the oil sent in standard
cylinders (1) will start to flow out by gravitational force.
STD CYLINDER
When the oil is discharged, the cylinder rods and the
attached inner mast (4) will retract.

When inner mast (4) is lowered, the tension of the lift chain
(3) will be loosened and carriage (5) will also be lowered.

CONTROL VALVE
Fig. 5-28

D20/25/30/33S-7, D35C-7 5-29 Mast ass’y

 FFL mast lift

Full Free Lift (FFL) mast assemblies use two masts and
two types of single-acting cylinders to lift a load. Primary
cylinder (5) is responsible for the lifting/lowering of carriage
(7) while two secondary cylinders (1) are responsible for
lifting/lowering of inner mast (4).

Rollers (8), installed inside and outside the carriage and

the mast respectively, facilitate their up/down movements.

Fig. 5-29

Carriage lifted

The schematic diagram shows that primary cylinder (5)

and secondary cylinders (1) are connected with each other.
Because primary cylinder (5) has a larger diameter than
the secondary cylinders, upon receiving hydraulic oil from
the control valve’s LIFT section, the primary cylinder’s rod
is extended first as shown in Fig. 5-30.

When the rod of primary cylinder (5) is lifted, free lift chain
(6) hung over the upper pulley is pulled, raising carriage
(7).

In this way, once the operator starts the lift operation,

carriage (7) is raised first while the mast remains in a
lowered position.

Fig. 5-30

Mast ass’y 5-30 D20/25/30/33S-7, D35C-7

 Mast lifted

If the operator keeps pulling the lift lever, thereby sending

oil even after primary cylinder (5) rod has been fully
extended, then secondary cylinders (1) will begin to extend.
As shown in Fig. 5-31, as the rods of secondary cylinders
(1) push the chain pulley attached to the upper part, the
inner mast (5) is pulled and lifted by secondary lift chain (3)
fastened to outer mast (2).

Lowering

If the operator controls the lever to open the oil outlet in

the lift block of the control valve, the oil sent in the lift
cylinders will start to flow out by gravitational force.
Contrary to the lift function, oil in secondary cylinders (1)
is discharged first, followed by the oil in primary cylinder
(5). Therefore, the carriage remains in a raised position
until the mast is fully lowered.

Fig. 5-31

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-31 Mast ass’y

 FFT mast lift

Full Free Triple (FFT) mast assemblies use three masts

and two types of single-acting cylinders to lift load. Primary
cylinder (6) is responsible for the lifting/lowering of carriage
(8) while secondary cylinders (1) are responsible for the
lifting/lowering of inner mast (5) and intermediate mast (6).

Rollers (9), installed inside and outside the carriage and

the mast respectively, facilitate their up/down movements.

Fig. 5-32

Carriage lifted

The schematic diagram shows that primary cylinder (6)

and secondary cylinders (1) are connected with each other.
Because primary cylinder (6) has a larger diameter than
secondary cylinders (1), upon receiving hydraulic oil from
the control valve LIFT section, the primary cylinder rod is
extended first as shown in Fig. 5-33.

When primary cylinder (6) rod is extended, free lift chain

(7) hung over the upper pulley is pulled and thus raises
carriage (8).

In this way, once the operator starts the lift operation,

carriage (8) is lifted first up while the mast stays in lowered
position.

Fig. 5-33

Mast ass’y 5-32 D20/25/30/33S-7, D35C-7

 Mast lifted

If the operator keeps pulling the lift lever, sending oil even
after primary cylinder (6) rod has been fully extended, then
secondary cylinders (1) will start to extend. As shown in
Fig. 5-34, as the rods of secondary cylinders (1) push
intermediate mast (4) upward, inner mast (5) is pulled
upward and extended by secondary lift chain (3) fastened
to outer mast (2).

Thus, when intermediate mast (4) is lifted by the rods of

secondary cylinders (1), inner mast (5) connected to outer
mast (2) via a chain is lifted together.

Lowering

If the operator controls the lever to open the oil outlet in

the lift block of the control valve, the oil sent in the lift
cylinders will start to flow out by gravitational force. On the
contrary to lift, oil in secondary cylinders (1) is discharged
first, and then followed by the oil in primary cylinder (6).
Therefore, the carriage remains in a raised position until
the mast is fully lowered.

Fig. 5-34
5

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-33 Mast ass’y

 Quad mast lift

Quad mast assemblies use four masts and two types of

(9) Free lift chain
single-acting cylinders to lift load. Primary cylinders (8) are (7) Inner mast
responsible for the lifting/lowering of carriage (10) while (6) Inner intermediate mast
secondary cylinders (1) are responsible for the (5) Inner lift chain
(4) Outer intermediate mast
lifting/lowering of inner mast (7) inner intermediate mast
(3) Outer lift chain
(8), and outer intermediate mast (4).
(2) Outer mast
Rollers (11), installed inside and outside the carriage and
(10) Carriage
the mast respectively, facilitate their up/down movements.
(1) Secondary
cylinder [L/R]
(8) Primary
cylinder
(11) Roller

SEC. [L] PRI. SEC. [R]

CONTROL VALVE
Fig. 5-35
Carriage lifted
(9) Free lift chain
The schematic diagram shows that primary cylinder (8)
(7) Inner mast
and secondary cylinder (1) are connected with each other. (6) Inner intermediate mast
Because the diameter of primary cylinder (8) is larger than (5) Inner lift chain
that of secondary cylinder (1), upon receiving hydraulic oil (4) Outer intermediate mast
(3) Outer lift chain
from the control valve LIFT section, the primary cylinder
(10) Carriage
rod is extended first as shown in Fig. 5-36. (2) Outer mast

When primary cylinder (8) rod is extended, free lift chain

(9) hung over the upper pulley is pulled and thus raises (8) Primary
(1) Secondary
cylinder
carriage (10). cylinder [L/R]
(11) Roller
In this way, once the operator starts the lift operation,
carriage (10) is lifted first up while the mast stays in
PRI.
SEC. [L] SEC. [R]
lowered position.

CONTROL VALVE
Fig. 5-36

Mast ass’y 5-34 D20/25/30/33S-7, D35C-7

 Mast lift

If the operator keeps pulling the lift lever, sending oil even (10) Carriage
after primary cylinder (8) rod has been fully extended, then (9) Free lift chain

secondary cylinder (1) will start to extend. As shown in Fig. (7) Inner mast

5-37, as secondary cylinder (1) rod pushes outer

intermediate mast (4) upward, inner intermediate mast (6) (8) Primary
(6) Inner inter-mast
cylinder
is pulled upward and extended by outer lift chain (3)
fastened to outer mast (2). And the rise of inner
(5) Inner lift chain
intermediate mast (6) pulls up inner lift chain (6), which in
turn lifts inner mast (7).
(4) Outer inter-mast
As mentioned above, when intermediate mast (4) is lifted (11) Roller

by secondary cylinder (1) rod, inner intermediate mast (6)

chained to outer mast (2), and inner mast (7) chained to (3) Outer lift chain

outer intermediate mast (4), are lifted together.

(2) Outer mast

Lowering
(1) Secondary
If the operator controls the lever to open the oil outlet in
cylinder [L/R]
the lift block of the control valve, the oil sent in the lift
cylinder will start to flow out by gravitational force. On the
contrary to lift, oil in secondary cylinder (1) is discharged
first, and then followed by the oil in primary cylinder (8). SEC. [L] PRI. SEC. [R]

Therefore, the carriage remains in a raised position until

the mast is fully lowered.

Lift/tilt/auxiliary system
CONTROL VALVE
Fig. 5-37

D20/25/30/33S-7, D35C-7 5-35 Mast ass’y

 Sideshifter and other attachments

Various attachments can be mounted to the carriage, and

it is using an auxiliary cylinder (double acting) that those
attachments operate in accordance with their
characteristics.

Sideshifter

The most basic attachment is the “sideshifter” that moves

the forks mounted to it left and right as shown in Fig. 5-38
and 5-39. For this purpose an auxiliary operation cylinder
called “sideshift cylinder” is used.

Move to the right

Pushing the sideshift lever to shift the AUX1 spool of the

control valve will send hydraulic oil to the left chamber of
cylinder piston (1-1), taking back the oil in the right
chamber. This leads piston (1-1) to be pushed forward
along with sideshifter (2) mounted to cylinder rod (1-2),
moving the forks attached thereto to the right also.

Fig. 5-38
Move to the left

Pulling the sideshift lever to shift the AUX1 spool of the

control valve will send hydraulic oil to the right chamber of
cylinder piston (1-1), taking back the oil in the left chamber.
This leads piston (1-1) to be pushed backward along with
sideshifter (2) mounted to cylinder rod (1-2), moving the
forks attached thereto to the left also.

Fig. 5-39

Mast ass’y 5-36 D20/25/30/33S-7, D35C-7

 Other attachments

There are various other attachments than the sideshifter

that may be used with. All attachments are operated by the
auxiliary cylinders that are connected to the AUX1 and
AUX2 section blocks of the control valve. The number and
type of the auxiliary cylinders used for each attachment
may vary.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-37 Mast ass’y

 5-3-3 Forks service

Forks inspection

The forks should be inspected, at a minimum, every 12

months. If the truck is being used in a multi-shift or heavy
duty operation, they should be checked every six months.

1. Inspect the forks carefully for cracks. Special

attention should be given to the heel section (A),
all weld areas and mounting brackets (B).
Inspect the top and bottom hooks on forks used
on hook type carriages and tubes on shaft
mounted forks.
 Forks with cracks should be replaced
 "Wet test" magnetic particle inspection is
generally preferred due to its sensitivity and Fig. 5-40
the ease of interpreting the results. Portable
equipment is usually recommended so it can
be moved to the vehicle.

2. Check the angle between the upper face of the

blade and the front face of the shank.
 The fork should be withdrawn from service if
angle (C) exceeds 93 degrees or deviates by
more than 3 degrees from an original angle
other than 90 degrees, as may be found in
some special application forks.

Fig. 5-41

3. Check the straightness of the upper face of blade

(D) and the front face of shank (E) with a straight
edge.
 The fork should be withdrawn from service if
the deviation from straightness exceeds 0.5
percent of the length of the blade and/or the
height of the shank respectively 5 mm/1000
mm (0.18"/36").

Fig. 5-42

Mast ass’y 5-38 D20/25/30/33S-7, D35C-7

 4. Check the difference in height of one fork tip to
the other when mounted on the fork carrier. A
difference in fork tip height can result in uneven
support of the load and cause problems with
entering loads.
 The maximum recommended difference in fork
tip elevation (F) is 6.5 mm (0.25") for pallet
forks and 3 mm (0.125") for fully tapered forks.
The maximum allowable difference in fork tip
elevation between the two or more forks is 3 Fig. 5-43
percent of blade length (L).
 Replace one or both forks if the difference in
fork tip height exceeds the maximum allowable
difference.

5. Check the fork blade (J) and shank (H) for wear
with special attention to the heel (G). The fork
should be replaced if the thickness is reduced to
90 percent or less of the original thickness.
 Fork blade length may also be reduced by
wear, especially on tapered forks and platens.
Replace the forks from service if the blade
length is no longer adequate for the intended
loads. Fig. 5-44

6. Check the fork mountings (K) for wear, crushing

and other local deformation, which can cause
excessive side to side wobble of the forks.
Excessive clearance on hook type forks may
allow them to fall from the carrier.
 Forks which show visible signs of such
5
damage should be removed from service.

Lift/tilt/auxiliary system
7. Check the positioning lock and other fork
Fig. 5-45
retention devices to make sure they are in place
and working.
 Hook type forks use a spring loaded pin (M),
located in the top hook, to engage notches in
the top carriage bar to hold the fork in place.
 When adjusting the fork spacing, the forks are
prevented from sliding off the end of the
carriage by stop blocks. These stop blocks are
at both ends of the carriage and in the path of
the bottom fork hook. The load backrest
extension may be used in place of the stop
blocks in some cases.
 Shaft mounted forks may use set collars or
spacers on the shaft to either side of the fork.
They may also use U bolts, pins, or similar
devices which engage the fork through the top
structure of the carriage.

D20/25/30/33S-7, D35C-7 5-39 Mast ass’y

 8. Check fork markings (N) for legibility. Renew
markings as required to retain legibility.

Fig. 5-46

9. Lift the mast and operate the tilt control lever,

until the top surface of the forks is parallel with
the floor. Place two straight bars that are the
same width as the carriage, across the forks as
shown in Fig. 5-47.

10. Measure the distance from the bottom of each

end of the two bars to the floor. The forks must
be parallel within 3 mm (.12 in) for Full Tapered
and Polished (FTP) forks, all other forks 6.4 mm
Fig. 5-47
(.25 in), for their completer length.

11. Put one fork, one third from the tip, under a
fixture that will not move. Then operate the tilt
control with caution until the rear of the truck lifts
just off the floor. Follow the same procedure with
the second fork. Repeat step 9.

Mast ass’y 5-40 D20/25/30/33S-7, D35C-7

 Forks removal/installation

(1) Latch ass’y

Forks

(2) Sideshifter

Fig. 5-48
5

Lift/tilt/auxiliary system
1. Disassemble latch ass’y (1) or pin.

2. Slide the fork to the center of the sideshifter and

remove it.

3. Repeat the steps above for the other fork.

4. Follow the steps above in the opposite order to

install the forks.

NOTICE: During disassembly, inspect the forks and fork

mounts and replace any components that may be
damaged, cracked, or excessively rusty.

D20/25/30/33S-7, D35C-7 5-41 Mast ass’y

 5-3-4 Sideshifter service

Standard sideshifter and cylinder removal/installation

(2) Split pin

(3) Sideshift cylinder
(1) Pin

(3-1) Port
(9) Pad
(4) Bracket ass’y
(5) Bolt

(8) Shim
(7) Bar

(6) Bolt

Fig. 5-49

Preliminary steps

1. Raise the carriage and position a wooden block

underneath it.

2. Lower the carriage onto the wooden block and

fasten a hoist to the load backrest.

3. Remove the forks (See Section 5-3-3 B).

4. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off
Fig. 5-50
DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

5. Prepare an oil pan.

Mast ass’y 5-42 D20/25/30/33S-7, D35C-7

 Sideshifter removal

6. Give hoses and ports (3-1) a corresponding mark

as a reference for assembly.

7. Disconnect hoses from ports (3-1) and then plug

and cap them.
 Have the oil pan ready to catch any oil that will
come out of the hoses and cylinder ports.

8. Remove bolts (6) and washers, and then bars (7)

and shims (8).

9. Remove pad (9).

10. Remove the sideshifter from the carriage.

Sideshift cylinder removal

1. Supporting the sideshift cylinder, loosen bolt (5)

and remove bracket ass’y (4).

2. After removing pins (1), pull out split pin (2) and
remove sideshift cylinder (3).

Reassembly

1. Follow the steps above in the opposite order to

install the sideshifter body and sideshift cylinder.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-43 Mast ass’y

 Standard sideshift cylinder disassembly/assembly

Piston ass’y

(5) Nut
(6) Seal

Piston

Rod

(3) O-ring
(4) Back up ring

Head

(2) U-cup
(1) Wiper seal

Head ass’y

Fig. 5-51

Vise
Tools needed
Claw-type spanner wrench

Preliminary steps

1. Remove the sideshift cylinder (see Section 5-3-4

A).

Procedure

1. Position the sideshift cylinder in a vise and

remove the rod ass’y using the claw-type
spanner wrench.

2. Remove head ass’y.

3. Remove wiper seal (1).

 Install with lip facing outside head.

4. Remove U-cup (2).

Mast ass’y 5-44 D20/25/30/33S-7, D35C-7

 5. Remove O-ring (3).
 Install so curved side of back up ring contacts.

6. Remove back up ring (4).

7. Remove bolt (5).

8. Remove piston ass’y.

9. Remove seal (6).

10. Follow the steps above in the opposite order to

assemble the sideshift cylinder

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-45 Mast ass’y

 Integrated sideshifter disassembly/assembly

(4) Bracket ass’y

(3) Pad

(5) Socket bolt

(1) Grease nipple (6) Sideshift cylinder
(2) Grease nipple

(11) Bolts
(10) Hook
(7) Board ass’y
(9) Pad
(8) Screws

0534E

Fig. 5-52

Preliminary steps

1. Remove the carriage ass’y (See section 5-3-9

B).

2. Drain the remaining oil from the sideshifter.

Procedure

1. Lay the sideshifter so that bolts (11) and hooks

(10) may face upward.

2. Loosen bolts (11) and remove their washers.

 Installation sealant: Loctite #242

3. Remove the two hooks (10).

4. Remove bracket ass’y (4) from borad ass’y (7). (4) Bracket
 Before reinstallation, apply grease on the
surface contacted by pads (3), i.e. the sliding
section on the top of board ass’y (7).
 After reinstallation, make sure that there is a
0.5–2.5 mm (0.02–0.1 in) clearance between
bracket (4) and hooks (10) as shown in Fig. 5-
53.

0.5–2.5 mm clearance

(10) Hook
0535E

Fig. 5-53

Mast ass’y 5-46 D20/25/30/33S-7, D35C-7

 5. After removing socket bolts (5) and their
washers, remove sideshift cylinder (6) at each
side.
 Installation sealant: Loctite #242

6. Follow the steps above in the opposite order to

assemble the sideshifter.
 After the assembly, inject grease into all the
grease nipples (1, 2).

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-47 Mast ass’y

 Attachment hydraulic lines removal/installation
(3) Bolt

(2) Bracket (4) Hose sheave

Hose B

(5) Sheave
Hose A (6) Bracket ass’y

(7) Bolt

(1) Bracket

(8) Bracket

(11) Sideshift cylinder Hose B

Hose A

(9) Bracket

Hose D
Hose C

(10) Regulator

Fig. 5-54

Preliminary steps

1. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

2. Prepare an oil pan.

Mast ass’y 5-48 D20/25/30/33S-7, D35C-7

 Procedure

1. Disconnect hoses A and B at bracket (1) and

drain the oil into the pan.
 After removing hose A, plug its ends to prevent
debris and foreign material from entering the
hydraulic system.

2. Remove bracket (2)

3. Unscrew bolts (3), dismount hose sheave (4),

laying it and hoses A and B to one side.

4. Remove bracket (8).

5. Disconnect hoses A and B at regulator (10) and

drain the oil into the pan.
 After removing hoses A and B, plug its ends to
prevent debris and foreign material from
entering the hydraulic system.

6. Remove brackets (8/9).

7. Loosen bolts (7) and dismount bracket ass’y (6)

with hose sheave (5) and hoses A and B intact.

8. Disconnect hoses C and D at regulator (10) and

at sideshift cylinder (11) and drain the oil into the
pan.

9. Dismount regulator (10).

5
10. Follow the steps above in the opposite order to
install the attachment hoses.

Lift/tilt/auxiliary system
11. Refill the tank with hydraulic oil according to the
specifications given in Section 1-6-3.

D20/25/30/33S-7, D35C-7 5-49 Mast ass’y

 5-3-5 Chains service

Chain wear check

WARNING
The ongoing use of a chain worn by
2% or higher can lead to serious
injury.
Make sure to replace the worn chain.

Method 1: using a chain wear gauge

Tools needed Chain wear gauge

To check chain wear, the chain pitch must be found first:

1. Lift the carriage enough to put tension on the lift

chains.

2. Put the stationary pointer of a chain wear gauge

against the upper pin of the chain link.

3. Put the sliding pointer against the lower pin of

the chain link.

4. Make sure to line the two pointers at the same

position on both pins to get an exact reading.

5. Hold the sliding pointer in position and read the

scale on the gauge to find out the chain pitch.

Once you have found the chain pitch, start wear check:

1. Put the sliding pointer over one of the three

boxes at the bottom of the scale of the gauge.

2. Put the window of the pointer over the square

that contains the chain pitch found above.

3. Hold the gauge against the other side of the lift

chain again with the stationary pointer against
the upper pin of one of the chain links.

Mast ass’y 5-50 D20/25/30/33S-7, D35C-7

 4. With the full length of the gauge against the lift
chain, move the sliding pointer until it is aligned
with the upper pin of another chain link, keeping
the window of the pointer over the correct square
found in step 2.
 The colored line next to the white line on the
sliding pointer is the chain wear indication.
Each color stands for a degree in chain wear:
Green is 1%, orange 2%, red 3%, and blue
4%.

5. If the chain wear indication is 2% or greater,

replace the lift chain.

Method 2: using an equation

1. Lift the carriage and the mast high enough for

getting tension on lift chains.

2. Measure precisely ten links of chain distance at

the center of pins in millimeter.

3. Calculate chain wear rate using the equation

below:
Fig. 5-55
∗ 10 100
%
∗ 10
* Chain pitch = 19.05 mm (0.75 in)

4. If the chain wear rate is 2% or more, replace the

lift chain. 5

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-51 Mast ass’y

 Chain tension check

(2-1) Locknut

(2-3) Locknut

(1-1) Lift chain

(1-3) Secondary lift chain

(1-2) Free lift chain

(2-3) Locknut

[ STD ] [ FFL / FFT ]

Fig. 5-56

Mast ass’y 5-52 D20/25/30/33S-7, D35C-7

 For safe operation, the tension of each pair of chains on
the mast should be the same.

Chains for STD

1. Raise the carriage to put weight on lift chains (1-1).

2. Push lightly on both of lift chains (1-1) with your

hand to check the tension as shown in Fig. 5-57.
 If their tensions are uneven, follow the
adjustment procedure below.

3. With the carriage raised, position blocks

underneath.

4. Lower the carriage onto the blocks so that

tension is released from the chains.

5. Tighten or untighten locknuts (2-1) at both sides

of the carriage to increase or decrease the chain
tensions as needed.
Fig. 5-57
6. Put Loctite #242 on the threads of locknut (2-1)
after the adjustment is completed.

Chains for FFL/FFT

1. Perform the same procedure for STD on free lift

chains (1-2) and make adjustments with locknuts
(2-2).

2. After fully raising the carriage, raise the mast

5
even further to apply tension to secondary lift

Lift/tilt/auxiliary system
chains (1-3).

3. Push lightly on both of secondary lift chains (1-3)

with your hand to check the tension.
 If their tensions are uneven, follow the
adjustment procedure below.

4. With the inner mast raised, position blocks

underneath.

5. Lower the inner mast onto the blocks so that

tension is released from the chains.

6. Tighten or untighten locknuts (2-3) at both sides

of the carriage to increase or decrease the chain
tensions as needed.

7. Put Loctite #242 on the threads of locknut (2-1)

after the adjustment is completed.

D20/25/30/33S-7, D35C-7 5-53 Mast ass’y

 Chain removal/installation
(1) Chain sheave ass’y
(2) Retaining ring

(3) Nut

(6) Chain sheave ass’y

(5) Retaining ring

(7) Nut

(4) Split pin

[Secondary lift chains]

(8) Split pin

[Free lift chains]

Fig. 5-58

Mast ass’y 5-54 D20/25/30/33S-7, D35C-7

 Tools needed Pliers

Free lift chain removal

1. Unscrew chain anchor nuts (7) and then remove

the chain anchor from the free lift chain sheave
together with the chains and put them all to one
side.
 Installation torque: 270±40 N·m (200±30 lb·ft)

2. Remove split pin (5) from the behind of the lower

panel of the carriage using the pair of pliers.

3. Remove retaining ring (5) and then dismount

chain sheave ass’y (6).

4. Perform the steps above for the other side.

Secondary lift chain removal

1. Unscrew chain anchor nuts (3) and then remove

the chain anchor from the secondary lift chain
sheave together with chains and put them all to
one side.
 Installation torque: 270±40 N·m (200±30 lb·ft)

2. Remove split pin (4) from the inner mast using

the pair of pliers.

3. Remove retaining ring (2) and then dismount

5
chain sheave ass’y (1).

Lift/tilt/auxiliary system
4. Perform the steps above for the other side.

Free/secondary lift chain installation

1. Follow the steps above in the opposite order to

install the chains.

2. Check that the chains have the correct tension

(see Section 5-3-5 A).

D20/25/30/33S-7, D35C-7 5-55 Mast ass’y

 5-3-6 Tilt cylinders service

Tilt cylinders alignment

WARNING
Mast can fall and crush, causing
serious injury.
After you have finished adjusting, ensure
the cylinder rod is installed securely in
the clevis.

NOTICE: Cylinders which are out of alignment will cause

extra stress in the mast assembly and the mast hinge area.
To ensure the cylinders are aligned, follow the steps below:

Preliminary steps

Before you start the adjustment, check if:

• Both cylinders stop evenly at the end of the tilt back

and tilt forward strokes;

• Both cylinders extend and retract evenly;

• Both sides of the mast are not twisted;

• The tilt angles of the mast when tilted fully forward

and backward fall within the specifications stamped
on the truck’s identification plate (To measure them,
use a tilt indicator or protractor); and

• The difference in length between the cylinder rods

when fully extended is within 3.18 mm (0.125 in).
 If any of the conditions are not met, follow the
steps bellow to adjust the alignment of your tilt
cylinders.

Mast ass’y 5-56 D20/25/30/33S-7, D35C-7

 Procedure

1. Tilt the mast fully forward.

2. Loosen nut (2) that holds the cylinder rod in

clevis (1).

3. Twist the rod out of or into the clevis to achieve

the correct length for both cylinders.
 For tilt cylinders that include the tilt back
Fig. 5-59
limiting group option, you will need to move
spacer (5) back before you can adjust the rod.

4. Install nut (2) and tighten it to a torque of 95±15

N·m (70±10 lb·ft).
 Perform the following steps only if the tilt
cylinders on your vehicle include the tilt back
limiting group option.

5. Tilt the mast fully back.

6. Install shims (4) so there is no gap left between

spacer (5) and head (6).

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-57 Mast ass’y

 Tilt cylinder drift test

WARNING
Unexpected movement of the mast or
carriage can crush and cause serious
injury.
Use wood blocks and clamps to hold the mast in
position, and keep your hands and feet clear of
any moving parts.

Preliminary steps

1. Ensure that the chains tension is equal and that

the tilt cylinders are properly aligned.

2. Raise the mast 762 mm (30 in) and use blocks

and clamps to hold the mast in this position.

3. Check the mast hinge bolts to make sure they

are tight.

4. Remove the blocks and clamps and lower the

mast. 762 mm (30 in)

Fig. 5-60

Mast ass’y 5-58 D20/25/30/33S-7, D35C-7

 Procedure

1. Position a load equal to the vehicle’s rated load

capacity on the forks.

2. Run the forklift through a complete lift and tilt

cycle until the oil is at normal temperature for
operation 45°C to 55°C (113°F to 131°F).

3. Put the mast in a vertical position.

4. Raise a rated load capacity to a height of 2.5 m

(8.2 ft).
 In the case of vehicles with less than 2.5 m
(8.2 ft) height extension, raise the load as high
as the vehicle is capable.

5. Place a tape measure between the cylinder tube Measurement

and head and measure how far the rod extends
(cylinder stroke) as the mast drifts forward over a
ten-minute period. Fig. 5-61
 Drift should not exceed 35.5 mm (1.40 in). If
drifting exceeds this amount, it is possible that
you have a hydraulic leak at the cylinders or
control valve.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-59 Mast ass’y

 Tilt cylinders removal/installation

(1) Port

(4) Pin
(3) Grease nipple
(2) Bolt

Fig. 5-62

Preliminary steps

1. Prepare a hoist and tie straps to both sides of the

top of the mast ass’y.

2. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

3. Prepare an oil pan.

Procedure

1. Mark hoses and ports (1) as a reference for

assembly.

Mast ass’y 5-60 D20/25/30/33S-7, D35C-7

 2. Disconnect hoses from ports and plug and cap
them.
 Have the oil pan ready to catch any oil that will
come out of the hoses and cylinder ports.

CAUTION
The tilt cylinders can drop and crush
causing injury.
Support the tilt cylinder before you
perform the following procedure.

3. Remove bolt (2) and washer from the mast end

of the cylinder.
 Installation torque: 105 N·m (77 lb·ft)
 Installation sealant: Loctite #242

4. Remove grease nipple (3).

5. Remove pin (4).

 At reinstallation, stand the mast upright using a
hoist and extract the tilt cylinders to align their
mounting holes with the mast’s holes as shown
in Fig. 5-63.

6. Repeat steps 2–6 for the chassis end of the

cylinder.

7. Remove the tilt cylinder.

8. Follow the steps above in the opposite order to

install the tilt cylinder.
5

Lift/tilt/auxiliary system
9. Refill the tank with hydraulic oil according to the
specifications given in Section 1-6-3.

Fig. 5-63

D20/25/30/33S-7, D35C-7 5-61 Mast ass’y

 Tilt cylinder disassembly/assembly

Tube

Piston ass’y

(9) Nut
(10) Slipper seal
Piston
(11) O-ring

Rod

(4) Ring seal

(5) U-cup
(6) O-ring
(7) Back up ring
Head
(8) Wiper seal
(2) Nut

(1) Eye

Head ass’y

(3) Bolt
Fig. 5-64

Vise
Tools needed
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position the tilt cylinder in a vise and remove the

rod ass’y using the claw-type spanner wrench.
 Installation sealant: Loctite #262
 Installation torque: 270±30 N∙m (200±22 lb∙ft)

2. Remove eye (1) by loosening nut (2) and bolt (3).

 Installation torque: 95±15 N∙m (70±11 lb∙ft)

3. Remove head ass’y.

4. Remove ring seal (4).

 Install with lip facing outside head.

5. Remove U-cup (5).

Mast ass’y 5-62 D20/25/30/33S-7, D35C-7

 6. Remove O-ring (6).
 Install so curved side of back up ring contacts.

7. Remove back up ring (7).

8. Remove wiper seal (8).

 Install with lip facing inside head.

9. Remove nut (9).

 Installation sealant: Loctite #242
 Installation torque: 402±29 N∙m (297±21 lb∙ft)

10. Remove piston ass’y.

11. Remove slipper seal (10).

12. Remove O-ring (11).

13. Follow the steps above in the opposite order to

assemble the tilt cylinder.

NOTICE: Once you have completely assembled the tilt

cylinder, make sure you reseal the ports with the dust cap
and plugs.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-63 Mast ass’y

 5-3-7 Primary lift cylinders service

Primary lift cylinders removal/installation

FTL/FFT primary lift cylinders have a similar removal and installation procedure. The illustration used
for this section is the FFT.

(1-1) Bracket

(1) Sheeve ass’y

(2) Bracket

(5) Bolt

(3) Hose ass’y

(6) Primary cylinder

(4) Block

(6-1) Port
Fig. 5-65

Preliminary steps

1. Remove the carriage chains (See Section 5-3-5

B).

2. Remove the carriage (see Section 5-3-9 B), and

keep all residual pressure fully released.

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is not left in the
system before you perform the following
procedure.

3. Fasten a hoist to the primary cylinder.

Mast ass’y 5-64 D20/25/30/33S-7, D35C-7

 4. Prepare an oil pan.

Procedure

1. Remove bolts (5).

2. Lean primary cylinder (6) forward using the hoist

and then disconnect hose ass’y (3) at port (6-1),
draining the discharged oil to the pan.

3. Plug and cap port (6-1) and hose (3) to prevent

debris and foreign material from entering the
hydraulic system.

4. Remove primary cylinder (6).

5. Disconnect hose ass’y (3) at block (4), draining

the discharged oil to the pan.

6. Plug and cap block (4).

7. Remove bracket (2).

8. Remove bracket (1-1) with hose ass’y (3) and

sheave ass’y (1) intact and put them to one side.

9. Follow the steps above in the opposite order to

install the primary cylinder.

10. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3. 5

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-65 Mast ass’y

 Primary lift cylinder disassembly/assembly

Set screw
Tube

(9) Wear ring

(8) Piston seal

Piston

(7) Retaining ring

(6) Check valve

Rod

(5) Retaining ring

(4) O-ring

Cover
(3) U-packing
(2) Dust wiper
(1) Retaining ring

Fig. 5-66

Mast ass’y 5-66 D20/25/30/33S-7, D35C-7

 Vise
Tools needed
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position cylinder tube in a vise.

2. Remove rod ass’y using the claw-type spanner

wrench.
 Installation sealant: Loctite #262

 Installation torque: 490±49 N∙m (361±36 lb∙ft)

3. Remove cover ass’y.

 Before you install the cover ass’y, inject 140–

160 cc of hydraulic oil into the cylinder tube at
the rod cover end.

4. Remove retaining ring (1).

5. Remove dust wiper (2).

6. Remove U-packing (3).

7. Remove retaining ring (5).

8. Remove O-ring (4).

5
9. Remove piston ass’y.

10. Remove check valve (6).

Lift/tilt/auxiliary system
11. Remove retaining ring (7).

12. Remove wear ring (9).

13. Remove piston seal (8).

14. Follow the steps above in the opposite order to

assemble the primary cylinder.

NOTICE: Once you have completely assembled the

primary lift cylinder, make sure you reseal the ports with
the dust cap and plugs.

D20/25/30/33S-7, D35C-7 5-67 Mast ass’y

 5-3-8 Standard/secondary cylinders service

STD/SEC lift cylinders air removal

After the standard lift cylinder has been disassembled and
assembled, it may be necessary to remove the air (bleed)
from the cylinder.

1. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

2. Run the lift cylinders through one complete cycle

without any load.

3. With the forks on the floor, check the oil level in the
hydraulic tank and fill it to the full mark if not full already.

4. Run the lift cylinders through four complete

cycles without any load.

5. Lift the forks high enough that weight is applied

all stages of the lift cylinders.

6. Locate setscrew (1) on each lift cylinder and

slowly open them no more than one turn.

WARNING
Forks will fall and can crush when the
bleed screws are loosened.
Keep your body away from the mast,
carriage and forks.
Fig. 5-67
7. Repeat Steps 4 and 5 until there are no air
bubbles at the setscrews.

8. Tighten the setscrews to a torque of 5 to 7 N·m

(4 to 5 lb·ft) once all the air is removed.

9. Fill the hydraulic tank to the full mark.

10. Run lift cylinders through one last cycle.

11. Repeat steps 3 through 9 if the mast does not

operate smoothly.

Mast ass’y 5-68 D20/25/30/33S-7, D35C-7

 Kick adjustment

To adjust the lift cylinder kick:

1. Adjust the outer chains so their tensions are

equal.
(1) Shims
2. Raise the mast fully.
 If the mast does not kick to either side, no (2) Bolt
shims are required. If the mast does kick to [Lift cylinder]
one side, follow the steps below to shim the lift
cylinder.
Fig. 5-68
3. Remove bolt (2) and tilt the cylinder forward add
shims (1) as needed.
 The total number shims must not exceed
three.

4. Reinstall the cylinder.

5. Adjust the outer chains so their tensions are

equal.

6. Raise the mast and check if either side of the

mast still kicks.

7. Repeat the procedure until the mast does not

kick, adding 3 mm (0.12 in) of shims (1) at the
most.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-69 Mast ass’y

 STD/SEC lift cylinders drift test

WARNING
Unexpected movement of the mast or
carriage can crush and cause serious
injury.
Use wood blocks and clamps to hold the
mast in position, and keep your hands
and feet clear of any moving parts.

Preliminary steps

1. Ensure that the chain’s tension is equal and the

tilt cylinders are properly aligned.

2. Raise the mast 762 mm (30 in) and use blocks

and clamps to hold the mast in this position.

3. Check the mast hinge bolts to make sure they

are tight.

4. Remove the blocks and clamps and lower the

mast.
762 mm (30 in)

Fig. 5-69

Mast ass’y 5-70 D20/25/30/33S-7, D35C-7

 Procedure

1. Position a load equal to the vehicle’s rated load

capacity on the forks.

2. Run the forklift through a complete lift and tilt

cycle until the oil is at the normal temperature for
operation 45°C–55°C, 113°F–131°F).

3. Put the mast in a vertical position.

4. Raise a rated load capacity to a height of 2.5 m

(98.4 in). Measurement

 In the case of vehicles with less than 2.5 m

(98.4 in) height extension, raise the load as
high as the vehicle is capable.

5. Place a tape measure on the lift cylinder and

measure how far the rod retracts (cylinder
stroke) as the carriage drifts downward over a
ten-minute period. Fig. 5-70

 Drift should not exceed 100.0 mm (3.94 in). If

drifting exceeds this amount, it is possible that
you have a hydraulic leak at the cylinders or
control valve.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-71 Mast ass’y

 STD/SEC lift cylinders removal/installation
The illustration below is of the STD mast; the procedure is similar for all STD/FFL/FFT mast types.

(3) Shim

(1) Clamp ass’y

(2) Mounting bolt

OLD

[Lift Cylinder]
(1) Clamp ass’y

(4) Secondary lift cylinder

NEW

(5) Hose

View A - Tubes
0498E

Fig. 5-71

Mast ass’y 5-72 D20/25/30/33S-7, D35C-7

 Preliminary steps

1. Remove the chains (see Section 5-3-5 B).

2. Remove the carriage (see Section 5-3-9 B).

3. Remove the primary cylinder (see Section 5-3-7

A).

4. Remove the mast (see Section 5-3-10 A).

5. Lay the mast on a flat ground.

6. Prepare an oil pan.

Procedure

1. Disconnect hoses (5) at the port of secondary lift

cylinder (4), catching the oil discharged in the pan.

2. Plug and cap the ports of cylinder (4) and hose

(5) to prevent debris and foreign material from
entering the hydraulic system.

3. Remove clamp ass’y (1).

 At installation, make sure clamp ass’y (1) is
tight enough that cylinder (4) does not slip in
clamp ass’y (1).

4. Remove mounting bolt (2) and shims (3) and (6) Air breather

dismount secondary lift cylinder (4) using a hoist.

 Installation torque: 55±10 N∙m (40±8 lb∙ft)
5
 At installation, relocate bleeder screw (6) to

Lift/tilt/auxiliary system
nearest port within ±45° to cylinder (4) as
shown in Fig. 5-72.

5. Repeat the steps above for the other lift cylinder.

(4) Cylinder
6. Follow the steps above in the opposite order to
install the lift cylinders.

7. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3.

Mast
Fig. 5-72

D20/25/30/33S-7, D35C-7 5-73 Mast ass’y

 STD lift cylinder disassembly/assembly [D20/25S-7 New OPC]

(9) Dust wiper

(4) Rod cover

(8) Backup ring

(7) U-packing
(10) Wear ring
(6) Backup ring

(5) O-ring

(2) Rod (11) Bleeder

(1) Tube ass’y

(3) Piston ring

Fig. 5-73

Mast ass’y 5-74 D20/25/30/33S-7, D35C-7

 Vise
Tools needed Hex wrench
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position standard lift cylinder in a vise.

 At installation, inject 100 cc hydraulic oil into
the head before mounting the steel balls.

2. Remove rod cover (4) using the claw-type

spanner wrench.
 Installation sealant: Loctite #262

 Installation torque: 588±59 N·m (434±43 lb·ft)

3. Remove dust wiper (9).

 Install with lip facing outside head.

4. Remove wear ring (10), U-packing (7), and

backup ring (8) from the inner diameter of rod
cover (4).

5. Remove backup ring (6) and O-ring (5) from the

outer diameter of rod cover (4).

6. Remove rod (2) from tube (1).

7. Remove piston ring (3) from rod (2).

5
8. Remove bleeder (11) from tube (1).

Lift/tilt/auxiliary system
9. Follow the steps above in the opposite order to
assembly the STD lift cylinder.

NOTICE: Once you have completely assembled the

STD/SEC lift cylinder, make sure you reseal the ports with
the dust cap and plugs.

D20/25/30/33S-7, D35C-7 5-75 Mast ass’y

 STD lift cylinder disassembly/assembly
[D30/33S-7 & D35C-7 New OPC; D20/25/30/33S-7 & D35C-7 Old OPC]

Tube

(9) Rings
(8) Rod

(7) Back up seal

(6) O-ring

(1) Screws

Nut

(3) Back up ring

(5) Wear seals

(4) Seal

(2) Wiper seal

Nut Ass’y

Fig. 5-74

Mast ass’y 5-76 D20/25/30/33S-7, D35C-7

 Vise
Tools needed Hex wrench
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position standard lift cylinder in a vise.

2. Remove screws (1) and steel balls using the hex

wrench.
 At installation, inject 100 cc hydraulic oil into
the head before mounting the steel balls.

 Installation torque: 6±1 N·m (4±0.7 lb·ft)

3. Remove nut ass’y using the claw-type spanner

wrench.
 Installation sealant: Loctite #262

4. Remove wiper seal (2).

 Install with lip facing outside.

5. Remove back up ring (3).

6. Remove seal (4).

7. Remove wear seals (5).

8. Remove O-ring (6).

 Install so the curved side of the backup ring
5
contacts.

Lift/tilt/auxiliary system
9. Remove back up seal (7).

10. Remove rod (8).

11. Remove rings (9).

12. Follow the steps above in the opposite order to

assembly the STD lift cylinder.

NOTICE: Once you have completely assembled the

STD/SEC lift cylinder, make sure you reseal the ports with
the dust cap and plugs.

D20/25/30/33S-7, D35C-7 5-77 Mast ass’y

 FFL/FFT secondary lift cylinder disassembly/assembly
[D20/25S-7 New OPC]
The FFL and FFT lift cylinders have a similar disassembly and assembly procedure. The illustration
used for this section is of the FFT.

(15) Retaining ring

(9) Stop ring
(14) Dust wiper
(5) Backup ring

(12) Rod cover (4) U-packing

(6) Wear ring

(13) U-packing

(16) Wear ring (3) Piston

(17) Dust ring
(7) Check valve
(18) O-ring
(19) Stop ring (8) Retaining ring
(10) Cushion seal
(11) Retaining ring

(2) Rod

(1) Tube ass’y

Fig. 5-75

Mast ass’y 5-78 D20/25/30/33S-7, D35C-7

 Vise
Tools needed
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position the secondary cylinder in a vise.

 At installation, inject 100 cc hydraulic oil into
the head before mounting the steel balls.

2. Remove nut/cover ass’y with a claw-type

spanner wrench.
 Installation sealant: Loctite #262

 Installation torque: 490±49 N∙m (361±36 lb∙ft)

3. Remove retaining ring (15).

4. Remove dust wiper seal (14).

 Install with lip facing outside head.

5. Remove dust ring (17), wear ring (16), and U-

packing (13) from the inner diameter of rod cover
(12).

6. Remove O-ring (18) from the outer diameter of

rod cover (12).

7. Remove rod ass’y (2) from tube (1).

8. Remove piston ass’y (3 to 11) from rod (2).

5
9. Remove retaining ring (11) and cushion seal (10)

Lift/tilt/auxiliary system
from the inner diameter of piston (3).

10. Remove retaining ring (8) and check valve (7)

from the inner diameter of piston (3).

11. Remove stop ring (9), backup ring (5), U-packing

(4), and wear ring (6) from the outer diameter of
piston (3).

12. Follow the steps above in the opposite order to

assembly the secondary FFL/FFT cylinders.

NOTICE: Once you have completely assembled the

FFL/FFT secondary lift cylinders, make sure you reseal the
ports with the dust cap and plugs.

D20/25/30/33S-7, D35C-7 5-79 Mast ass’y

 FFL/FFT secondary lift cylinder disassembly/assembly
[D30/33S-7 & D35C-7 New OPC; D20/25/30/33S-7 & D35C-7 Old OPC]
The FFL and FFT lift cylinders have a similar disassembly and assembly procedure. The illustration
used for this section is of the FFT.

Tube

(15) Wear ring

(8) Retaining ring
(14) U-cup (9) Seal
(13) Back up ring (10) Retaining ring

(11) Spacer
(12) Check valve

Rod

(6) Stop ring

(7) O-ring

NUT

(5) Ring slide

(4) Wear ring
(3) U-cup
(2) Wiper seal
(1) Retaining ring

Nut ass’y

Fig. 5-76

Mast ass’y 5-80 D20/25/30/33S-7, D35C-7

 Vise
Tools needed
Claw-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position the secondary cylinder in a vise.

 At installation, inject 100 cc hydraulic oil into
the head before mounting the steel balls.

2. Remove nut/cover ass’y with a claw-type

spanner wrench.
 Installation sealant: Loctite #262

3. Remove retaining ring (1)

4. Remove dust wiper seal (2).

 Install with lip facing outside head.

5. Remove U-cup (3).

6. Remove wear ring (4).

7. Remove ring slide (5).

8. Remove stop ring (6).

9. Remove O-ring (7).

10. Remove retaining ring (8).

11. Remove seal (9).

5

Lift/tilt/auxiliary system
12. Remove retaining ring (10).

13. Remove spacer (11).

14. Remove check valve (12).

15. Remove back up ring (13).

16. Remove U-cup (14).

17. Remove wear ring (15).

18. Follow the steps above in the opposite order to

assembly the secondary FFL/FFT cylinders.

NOTICE: Once you have completely assembled the

FFL/FFT secondary lift cylinders, make sure you reseal the
ports with the dust cap and plugs.

D20/25/30/33S-7, D35C-7 5-81 Mast ass’y

 QUAD secondary cylinder disassembly/assembly

Right-hand cylinder disassembly/assembly

Fig. 5-77

Vise
Tools needed Claw-type spanner wrench
Pin-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position the right-hand secondary QUAD lift

cylinder in a vise and remove the actuator rod
using a claw-type spanner wrench.

Mast ass’y 5-82 D20/25/30/33S-7, D35C-7

 2. Remove set screws (1).
 Installation torque: 9.8 N·m (7.2 lb·ft)
 Installation sealant: Loctite #242
 Make sure the set screws and set screw
mounts are clean before installation.

3. Remove and disassemble the rod cover ass’y

(2–7).
 Installation torque: 735±73 N·m (542±54 lb·ft)
 Installation sealant: Loctite #242
 Before you install the rod cover ass’y, inject
200–250cc of hydraulic oil into the cylinder
tube at the rod cover end.

4. Disassemble rod end ass’y seals (8–10).

 Installation torque: 490±49 N·m (361±36 lb·ft)
 Installation sealant: Loctite #242
 Install O-rings (8/10) so the curved side of
back up ring (9) contacts.

5. Remove the piston ass’y (12–21) using a pin-

type spanner wrench.
 Installation torque: 490±49 N·m (361±36 lb·ft)
 Installation sealant: Loctite #242

6. Follow the steps above in the opposite order to

assemble the right-hand secondary QUAD lift
cylinder.

NOTICE: Once you have completely assembled the

5
cylinder, make sure you reseal the ports with the dust caps.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-83 Mast ass’y

 Left-hand cylinder disassembly/assembly

Tube

(1) O-ring
Dust Cap (2) Slide ring
(3) Wear ring
(4) Retaining ring
(5) Dust wiper
(6) U-packing
Head

Rod

(7) Set screw

(15) Stopper ring
Piston
(14) U-packing Head Cover Ass’y
(13) Back up ring
(12) Wear ring

(11) Check valve

(10) Retaining ring
(9) Cushion seal
(8) Retaining ring

Piston Ass’y
Fig. 5-78

Vise
Tools needed Claw-type spanner wrench
Pin-type spanner wrench
NOTICE: During disassembly, be careful not to damage
the highly finished surface of the cylinder rod and the bore
of the cylinder body.

1. Position the left-hand secondary QUAD lift

cylinder in a vise and remove the actuator rod
using a claw-type spanner wrench.

2. Remove and disassemble the rod cover ass’y

(1–6).
 Installation torque: 735±73 N·m (542±54 lb·ft)
 Installation sealant: Loctite #242
 Before you install the rod cover ass’y, inject
200–250cc of hydraulic oil into the cylinder
tube at the rod cover end.

Mast ass’y 5-84 D20/25/30/33S-7, D35C-7

 3. Remove set screw (7).
 Installation torque: 9.8 N·m (7.2 lb·ft)
 Installation sealant: Loctite #242

4. Remove the piston ass’y (8–15) using a pin-type

spanner wrench.
 Installation torque: 490±49 N·m (361±36 lb·ft)
 Installation sealant: Loctite #242

5. Follow the steps above in the opposite order to

assemble the right-hand secondary QUAD lift
cylinder.

NOTICE: Once you have completely assembled the

cylinder, make sure you reseal the ports with the dust caps.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-85 Mast ass’y

 5-3-9 Carriage service

Carriage and mast height adjustment

1. Put the mast in a vertical position.

2. Lower the carriage fully.

 The bottom of the inner mast on FFL and FFT
lift models must be even with the bottom of the
outer mast.

3. Measure the distance from the bottom of the

A
inner upright to the bottom of carriage bearing
Fig. 5-79
(A). If your measurement of (A) does not match
those in the table below, adjust the chains (See
Section 5-3-5 B) and repeat this procedure.
 D20/25S-7 New OPC

Height of carriage roller extrusion

STD FFL FFT
-6 mm (-0.24 in) 41 mm (1.61 in) 41 mm (1.61 in)

 D30/33S-7 & D35C-7 New OPC;

D20/25/30/33S-7 & D35C-7 Old OPC

Height of carriage roller extrusion

STD FFL FFT
0 mm (0 in) 41 mm (1.61 in) 41 mm (1.61 in)

Carriage removal/installation

Preliminary steps

1. Remove the residual pressure in the hydraulic

system by moving the control levers back and
forth several times with the key off

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

2. Remove bolts (1) and washers, and then remove (1) Bolt
load backrest.

3. Remove the forks (See Section 5-3-3 B).

Fig. 5-80

Mast ass’y 5-86 D20/25/30/33S-7, D35C-7

 4. Raise the carriage and position a wooden block
underneath it.

5. Lower the carriage onto the wooden block and

fasten a hoist to the load backrest.

6. Remove the sideshifter (see Section 5-3-4 A).

7. Prepare an oil pan.

Fig. 5-81
Procedure

1. Disconnect all hoses from the carriage ports (2),

and cap and plug them.
 Have the oil pan ready to catch any oil that will
come out of the hoses and ports.

Fig. 5-82
2. Remove stop bolt (3) and the retainers under the
bolt.
 Refer to Fig. 5-83 to see the stop bolt
installation position for each mast type.
 Apply Loctite no.242 on stop bolts and then
shim them to obtain 6.0–9.0 overlap with the
top carriage stop on the inner upper right at
installation.
(3) Stop bolt
[STD] 5
 If stop bolt (3) is worn or damaged, replace it. (3) Stop bolt (3) Stop bolt

Lift/tilt/auxiliary system
[QUAD] [FFL/FFT]

Fig. 5-83

3. Raise inner mast high and slide out carriage (5)

downwards.

4. Follow the opposite steps above to install the

carriage.

5. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3.

Fig. 5-84

D20/25/30/33S-7, D35C-7 5-87 Mast ass’y

 Carriage roller bearings adjustment
Roller bearing ass’y

(3) Shims (4) Bearing

(2) Retainer
(1) Screw

Fig. 5-85
You can adjust the clearance between the mast channel
and carriage rollers by adding or removing shims. All six
carriage roller bearings can be shimmed using the same
procedure.

Before and during adjustment:

• Make sure all parts are clean.

• Check all parts for wear and replace those that are
worn.

• Perform the procedure one roller bearing set at a

time.

Preliminary steps

1. Remove the carriage (see Section 5-3-9 B).

Upper and lower roller bearing adjustment

(3) Shims (4) Upper/lower roller bearing
1. Remove screw (1).
 Installation torque: 34±7 N·m (25±5 lb·ft)

2. Remove retainer (2).

3. Remove roller bearing ass’y (3 to 4). [Clearance b]

4. Separate shims (3) from roller bearing (4). (2) Retainer (1) Screw
0360E

Fig. 5-86

Mast ass’y 5-88 D20/25/30/33S-7, D35C-7

 5. If you are installing new roller bearings, refer to
the table below to choose those roller bearings
(4) which will help achieve “minimum clearance”
(clearance b) between the bearing and channel
leg for the full length of the mast; make sure you
use the same bearing in all six locations.
 D20/25S-7 New OPC

Old bearing New bearing

Size
Part no. Bearing O.D.* Part no. Bearing O.D.*
Small 140105-00537 99 mm (4.276 in) 140105-01233 99.4 mm (4.303 in)
Medium 140105-00538 100 mm (4.135 in) 140105-01234 99.9 mm (4.323 in)
Large 140105-00783 101 mm (4.358 in) 140105-01235 100.4 mm (4.358 in)
* New bearing is scheduled to be applied from the 1st half of 2017.

 D30/33S-7 & D35C-7 New OPC;

D20/25/30/33S-7 & D35C-7 Old OPC

Old bearing New bearing

Size
Part no. Bearing O.D.* Part no. Bearing O.D.*
Small D581814 108.6 mm (4.276 in) 140105-01236 109.3 mm (4.303 in)
Medium D581815 109.6 mm (4.135 in) 140105-01237 109.8 mm (4.323 in)
Large 140105-01238 110.3 mm (4.343 in)
Oversize D581816 110.7 mm (4.358 in) D581816 110.7 mm (4.358 in)
* New bearing is scheduled to be applied from the 1st half of 2017.

6. Measure across the width of the inner mast with

a ruler to find the narrowest point.

7. At this point, install shims (3) behind the

upper/lower carriage roller bearings (4) at both
5
sides until there is “zero clearance” between the

Lift/tilt/auxiliary system
inner mast and the bearings.
 Make sure an equal amount of shims is
installed for each corresponding side.
 Torque for screw (1): 34±7 N·m (25±5 lb·ft)

D20/25/30/33S-7, D35C-7 5-89 Mast ass’y

5-3-10 Mast service

Mast removal/installation
The STD, FFL and FFT mast ass’ies have a similar disassembly and assembly procedure. The
illustration used for this section is the STD.

(1) Block

(2) Hose

(3) Pin ass’y

(4) Pin ass’y

Fig. 5-87

Preliminary steps
1. Remove the forks (See Section 5-3-3 B).

2. Remove the carriage (See Section 5-3-9 B).

Mast ass’y 5-90 D20/25/30/33S-7, D35C-7

 3. Remove primary lift cylinder (see Section 5-3-7
A), and keep all residual pressure fully released.

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is not left in the
system before you perform the following
procedure.

4. Prepare an oil pan.

Procedure

1. Disconnect hose (1) from block (2), and plug and cap it.
 Have the oil pan ready to catch any oil that will
come out of the hoses.

2. Remove pin ass’y (3).

 At reinstallation, stand the mast upright using a
hoist and extract the tilt cylinders to align their
mounting holes with the mast’s holes as shown
in Fig. 5-88.

WARNING
The tilt cylinders can drop and crush
causing injury.
Support the tilt cylinder before you
perform this step
5
3. Lean the mast assembly forward 8° using the hoist.

Lift/tilt/auxiliary system
NOTICE: Loosen the tension of the straps connected to
the hoist when you tilt the mast forward. Straps that are
too tight can cause the mast assembly to slide off when
bolts (4) are removed.

4. Remove pin ass’y (4).

 Installation sealant: Loctite #242
Fig. 5-88
 Installation torque: 160±30 N·m (118±22 lb·ft)

5. Remove the mast assembly using the hoist.

6. Follow the steps above in the opposite order to

install the mast.

7. Refill the tank with hydraulic oil according to the

specifications given in Section 1-6-3.

D20/25/30/33S-7, D35C-7 5-91 Mast ass’y

 Mast disassembly/assembly and roller bearing adjustment
[D20/25S-7 New OPC]
(3) Shims
(2) Shims (4) Bearing
(1) Pad

(6) Shims
(7) Shims
(5) Pad
(8) Bearing

0242E

Fig. 5-89

Preliminary steps

1. Remove mast ass’y (see Section 5-3-10 A).

2. Remove priamry and secondary (standard) lift

cylinders and their hydraulic hoses (see Sections
5-3-7 A and 5-3-8 D).

Mast ass’y 5-92 D20/25/30/33S-7, D35C-7

 Disassembly

1. Spread the masts apart so that all the roller

bearings are visible.

2. Remove all pads (1, 5) and shims (2, 6) and

mark them as a reference for assembly.

3. Give each mast roller bearing ass’y a mark that

corresponds to its location on its mast.

4. Remove mast roller bearings (4, 8) along with

their shims (3, 7).
 Disassemble the mast roller bearings and
inspect the condition of mast roller bearings (4,
8), replacing any that are worn or damaged as
explained in the assembly procedure.
 For those bearings in good condition, clean
their parts, reassemble them, and then put
them to one side until installation.

5. Separate and mark shims (3, 7) as a reference

for assembly.

6. Separate the masts from each other using a

hoist.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-93 Mast ass’y

 (3) Shims
(2) Shims (4) Bearing
(1) Pad

(6) Shims
(7) Shims
(5) Pad
(8) Bearing

0242E

Fig. 5-90
Assembly and roller bearing adjustment

For STD and FFL you need to perform the following steps
once with the inner and outer masts; and twice for FFT—
firstly with the intermediate and outer masts and secondly
with the inner and intermediate masts.

Before and during adjustment:

• Make sure all parts are clean.

• Check all parts for wear and replace those that are worn.

• Perform the procedure one roller bearing set at a time.

1. Joint all the masts from each other using a hoist.

Mast ass’y 5-94 D20/25/30/33S-7, D35C-7

 Clearance a INNER MAST
2. If you are installing new roller bearings, refer to
(8) Bearing
the table below to choose those roller bearings (7) Shims

(8) which will help achieve “minimum clearance” INTERMEDIATE MAST

(clearance a) between the bearing and channel Clearance b
leg for the full length of the mast; make sure you
use the same bearing for the right and left side of
the mast location you are adjusting.
(5) Pad OUTER MAST 0244E
(6) Shims Fig. 5-91

Old bearing New bearing

Size
Part no. Bearing O.D.* Part no. Bearing O.D.*
Small 140105-00537 99 mm (4.276 in) 140105-01233 99.4 mm (4.303 in)
Medium 140105-00538 100 mm (4.135 in) 140105-01234 99.9 mm (4.323 in)
Large 140105-00783 101 mm (4.358 in) 140105-01235 100.4 mm (4.358 in)
* New bearing is scheduled to be applied from the 1st half of 2017.
3. Within the section from the bottom of the wider
mast to the bottom of the channel lap (the area
where the masts overlap when fully extended),
measure across the width of the wider mast with
a ruler to find the narrowest point.
4. At this point, install 0.5 mm (0.02 in) or 1.0 mm
(0.04 in) shims (7) behind each roller bearing (8)
on both lower outside ends of the narrower mast
until they have “zero clearance” (clearance b).
Fig. 5-92
5. In the case of mounting the intermediate mast on
the outer mast, install shims (6) behind each pad
(5) until there is “a maximum of 0.80 mm (0.031
in) clearance” between the pad and the narrower
mast with the mast ass’y at full extension.
NOTICE: Make sure the bearings are installed at the
5
correct locations by checking the marks you them, with an
equal amount of shims for each corresponding side.

Lift/tilt/auxiliary system
6. Shim bearings (4) at both inside ends of the
wider mast in the same way to ensure “zero Clearance a
Clearance b INNER MAST
clearance” (clearance b) there as well.
(3) Shims INTERMEDIATE
7. Use a hoist to fit the narrower mast inside the MAST
wider mast. (1) Pad
(2) Shims
8. Make sure all roller bearings (4) are properly (4) Bearing
shimmed by rolling the narrower mast inside of
the wider mast and moving it from side to side.
9. If a clearance is detected or if the roller bearings (4)
are shimmed too tight, pull out the narrower mast from OUTER MAST 0243E
the wider mast with a hoist, adding or removing 0.5 mm
Fig. 5-93
(0.02 in) or 1.0 mm (0.04 in) shims (3) as needed.
10. Install shims (2) behind each pad (1) until there
is “a maximum of 0.80 mm (0.031 in) clearance”
between the pad and the narrower mast with the
mast ass’y at full extension.
NOTICE: Make sure an equal amount of shims is installed
for each side.

D20/25/30/33S-7, D35C-7 5-95 Mast ass’y

 Mast disassembly/assembly and roller bearing adjustment
[D30/33S-7 & D35C-7 New OPC; D20/25/30/33S-7 & D35C-7 Old OPC]
(3) Shims
(4) Bearing
(2) Shims
(1) Pad

(5) Shims
(6) Bearing

0245E

Fig. 5-94

Preliminary steps

1. Remove mast ass’y (see Section 5-3-10 A).

2. Remove priamry and secondary (standard) lift

cylinders and their hydraulic hoses (see Sections
5-3-7 A and 5-3-8 D).

Mast ass’y 5-96 D20/25/30/33S-7, D35C-7

 Disassembly

1. Spread the masts apart so that all the roller

bearings are visible.

2. Remove all pads (1) and shims (2) at the upper

part and mark them as a reference for assembly.

3. Give each mast roller bearing ass’y a mark that

corresponds to its location on its mast.

4. Remove mast roller bearings (4, 6) along with

their shims (3, 5).
 Disassemble the mast roller bearings and
inspect the condition of mast roller bearings (4,
6), replacing any that are worn or damaged as
explained in the assembly procedure.
 For those bearings in good condition, clean
their parts, reassemble them, and then put
them to one side until installation.

5. Separate and mark shims (3, 5) as a reference

for assembly.

6. Separate the masts from each other using a

hoist.

Lift/tilt/auxiliary system

D20/25/30/33S-7, D35C-7 5-97 Mast ass’y

 (3) Shims
(4) Bearing
(2) Shims
(1) Pad

(5) Shims
(6) Bearing

0245E

Assembly and roller bearing adjustment Fig. 5-95

For STD and FFL you need to perform the following steps
once with the inner and outer masts; and twice for FFT—
firstly with the intermediate and outer masts and secondly
with the inner and intermediate masts.

Before and during adjustment:

• Make sure all parts are clean.

• Check all parts for wear and replace those that are worn.

• Perform the procedure one roller bearing set at a time.

1. Joint all the masts from each other using a hoist.

Mast ass’y 5-98 D20/25/30/33S-7, D35C-7

 2. If you are installing new roller bearings, refer to
(6) Bearing
the table below to choose those roller bearings (5) Bearing

(6) which will help achieve “minimum clearance”

(clearance a) between the bearing and channel Clearance a
leg for the full length of the mast; make sure you Clearance b

use the same bearing for the right and left side of
0247E
the mast location you are adjusting. Fig. 5-96

Old bearing New bearing

Size
Part no. Bearing O.D.* Part no. Bearing O.D.*
Small D581814 108.6 mm (4.276 in) 140105-01236 109.3 mm (4.303 in)
Medium D581815 109.6 mm (4.135 in) 140105-01237 109.8 mm (4.323 in)
Large 140105-01238 110.3 mm (4.343 in)
Oversize D581816 110.7 mm (4.358 in) D581816 110.7 mm (4.358 in)
* New bearing is scheduled to be applied from the 1st half of 2017.

3. Within the section from the bottom of the wider

mast to the bottom of the channel lap (the area
where the masts overlap when fully extended),
measure across the width of the wider mast with
a ruler to find the narrowest point.

4. At this point, install 0.5 mm (0.02 in) or 1.0 mm

(0.04 in) shims (5) behind each roller bearing (6)
on both lower outside ends of the narrower mast
until they have “zero clearance” (clearance b).
Fig. 5-97
NOTICE: Make sure the bearings are installed at the
correct locations by checking the marks you them, with an
equal amount of shims for each corresponding side.

5. Shim bearings (4) at both inside ends of the

wider mast in the same way to ensure “zero
Clearance a
(3) Bearing
INNER MAST
INTERMEDIATE
5
clearance” (clearance b) there as well. MAST

Lift/tilt/auxiliary system
6. Use a hoist to fit the narrower mast inside the (1) Pad
wider mast. (4) Shims
(2) Shims
Clearance b
7. Make sure all roller bearings (4) are properly
shimmed by rolling the narrower mast inside of
OUTER MAST
the wider mast and moving it from side to side. 0246E

Fig. 5-98
8. If a clearance is detected or if the roller bearings
(4) are shimmed too tight, pull out the narrower
mast from the wider mast with a hoist, adding or
removing 0.5 mm (0.02 in) or 1.0 mm (0.04 in)
shims (3) as needed.

9. Install shims (2) behind each pad (1) until there

is “a maximum of 0.80 mm (0.031 in) clearance”
between the pad and the narrower mast with the
mast ass’y at full extension.
NOTICE: Make sure an equal amount of shims is installed
for each side.

D20/25/30/33S-7, D35C-7 5-99 Mast ass’y

5-4 Troubleshooting

Problems Probable causes

[Hydraulic cause]
There is an air leak, which lets air into the hydraulic system
on the inlet side of the hydraulic pump.
The relief valve opens at low oil pressure.
The hydraulic pump has too much wear.
The hydraulic system does not lift The load is not correct (too heavy).
the load.
[Mechanical cause]
The mast is not in alignment with the other lifting components
and does not move freely.
Not enough lubricant on the parts of the mast that move.
The carriage or mast rollers (bearings) are worn and do not
move (seized).
[Hydraulic cause]
Not enough oil supply to lift cylinder.
Defective lift cylinder seals.
[Mechanical cause]
Lift cylinder extends too slowly. The mast is not in alignment with the other lifting components
and does not move freely.
Not enough lubricant on the parts of the mast that move.
The carriage or mast rollers (bearings) are worn and do not
move (seized)
[Hydraulic cause]
Air in the hydraulic system.
Relief valve sticks or defective.
Mast does not move smoothly
[Mechanical cause]
Not enough lubricant on the parts of the mast that move
Load rollers (bearings) defective or not adjusted correctly.
[Electrical cause]
Nor to supply the electric power to solenoid valve in lift
section of control valve.
A broken solenoid valve in lift section of control valve.

Mast does not lower completely or [Hydraulic cause]

Lift poppet (lift lock) damaged and contaminated
does not lower at all.
[Mechanical cause]
Lift cylinder damaged or bent.
Load roller defective (bearing) or not adjusted correctly.
Not enough lubricant on the parts of mast which that moves.

Troubleshooting 5-100 D20/25/30/33S-7, D35C-7

 Problems Probable causes

[Electrical cause]
The electric switch (on-off) below a seat damaged.
The electric parts (relay and controller) related to a solenoid
Safety lift lock doesn’t work. valve in lift section of control valve damaged.
[Hydraulic cause]
Lift poppet (lift lock) damaged and contaminated.
Needle valve is loosened.
[Hydraulic cause]
There is an air leak, which lets air into the hydraulic system
on the inlet side of the hydraulic pump.
The relief valve opens at low oil pressure.
The mast does not tilt correctly or The hydraulic pump has too much wear.
moves too slowly.
The internal valve of the tilt spool is stuck.
Control valve tilt spool has a restriction
[Mechanical cause]
Damage or failure of the piston rods on the tilt cylinders.
[Hydraulic cause]
There are restrictions in the lift line.
The lift spool in the control valve has a restriction caused by
foreign material and does not operate freely.
The lift cylinder flow control valve has a restriction.
Lift cylinders excess flow protectors have a restriction.
The carriage does not lower
correctly.
Air in the hydraulic system. 5
[Mechanical cause]
The mast is not in alignment with the other lifting components

Lift/tilt/auxiliary system
and does not move freely.
Carriage chains need an adjustment.
Not enough lubricant on the part of the mast that moves.
The carriage or mast rollers (bearings) are worn and do not
move (seized).
The valve spools do not hold their positions because the
springs for the valve spools are weak or broken.
Control valve leakage caused by worn valve spools.
The lift or tilt cylinders do not hold
their position with the valve control The check valve or flow control valves in the control valve are
levers in neutral position. bad.
Leakage of the cylinder lines or piston seals.
There is foreign material in the control valve.

D20/25/30/33S-7, D35C-7 5-101 Troubleshooting

6 Steering system
6-1 Overview ...................................................2
6-1-1 Components ..........................................................2
6-1-2 Oil flow ..................................................................4

6-2 Steering control group ............................6

6-2-1 Exterior and specifications ....................................6
6-2-2 How it works ..........................................................8
6-2-3 Steering system air removal ...............................15
6-2-4 Steering system pressure check .........................16
6-2-5 Steering wheel removal/installation ....................18
6-2-6 Steering column cover removal/installation ........19
6-2-7 Steering unit removal/installation ........................20
6-2-8 Steering unit disassembly/assembly ...................22

6-3 Steering operation group ......................24

6-3-1 Exterior and specifications ..................................24
6-3-2 How it works ........................................................25
6-3-3 Rear wheel and hub
removal/installation/adjustment ..........................26
6-3-4 Steer axle removal/installation ............................28
6-3-5 Steering link, knuckle, cylinder removal/installation ...30
6-3-6 Steering cylinder disassembly/assembly ............32

6-4 Troubleshooting.....................................33 6
Steering system
6-1 Overview

6-1-1 Components

Steering wheel

Steering unit

Dual hydraulic divider

Hydraulic tank cover

Steering cylinder

Steer axle

Rear wheels

0492E

Fig. 6-1

Overview 6-2 D20/25/30/33S-7, D35C-7

 The steering system is a group of devices to steer the
vehicle to the left or right. In this model, the steering
system is hydraulically operated, consisting of a control
group and an actuator group:

• Control group determines the speed and direction

of steering and accordingly supplies hydraulic oil to
the operation group. This group includes a steering
wheel and a steering unit. [Section 6-2]

• Operation group converts hydraulic power

transmitted from the control section via hydraulic oil
into a mechanical power to steer the rear wheels.
This group includes a steering cylinder, steer axle,
and two rear wheel assemblies. [Section 6-3]

Unlike automobiles, forklifts use their rear wheels as steer

wheels because their priority lies not in driving speed but
in securing a wider steering angle in a narrow place.

6
Steering system

D20/25/30/33S-7, D35C-7 6-3 Overview

 6-1-2 Oil flow

(4) Steering cylinder

(3) Steering unit

T

LS line

(1) Main hydraulic pump (2) Control valves LS

M

T
(2-1) Priority valve

CF

0488E

Fig. 6-2

Overview 6-4 D20/25/30/33S-7, D35C-7

 Main hydraulic pump (1) sends oil through priority valve (2-
1) to steering unit (3) in proportion to the speed at which
the steering wheel is turned. This valve is defaulted to
supply oil to steering unit (3) first, and then control valve
(2).

Steering unit (3) uses a built-in spool splined to the

steering wheel to regulate the oil within the unit according
to the movement of the steering wheel.

Neutral position

When the steering wheel is in the neutral position, steering

unit (3) sends less pressure via the load sensing line, and
the spool of priority valve (2-1) is moved to the neutral
position, allowing a substantial amount of oil from the first
section of main pump (1) to travel to control valve (2).

Turning

When the steering wheel is in a right or left position, an

increased load sensing pressure shifts the spool of priority
valve (2-1) to send oil to steering unit (3). During a right
turn, steering unit (3) sends the supplied oil to the left side
of steering cylinder (4). Once the oil reaches this cylinder,
it acts on the cylinder and moves its piston to the right. The
return oil from this cylinder drains back to hydraulic tank
through steering unit (3).

During a left turn, the same process takes place, only the

6
oil acts on the right side of steering cylinder (4) instead of
the left.

Pressure relief
Steering system
The relief valve in steering unit (3) opens when the
steering pressure rises above the setting value.

D20/25/30/33S-7, D35C-7 6-5 Overview

6-2 Steering control group

6-2-1 Exterior and specifications

Fig. 6-3

Steering control group 6-6 D20/25/30/33S-7, D35C-7

 Components Item Spec.
Max. impact pressure 175 kgf/cm2 (17,162 kPa, 2,489 psi)
Rated flow 24 l/min
Max. temperature 95℃
Steering unit Displacement 120 cc/rev
Input torque 0.15 kgf·m (1.08 lb·ft) at 60 rpm
92–97 kgf/cm2 (9,022–9,512 kPa,
Relief valve setting pressure
1,309–1,380 psi)

6
Steering system

D20/25/30/33S-7, D35C-7 6-7 Steering control group

 6-2-2 How it works

A. Steering control mechanism

Fig. 6-4

Once steering wheel (1) is turned, the spool inside steering

unit (2) also turns via the steering wheel column that is
splined between them. Turning the spool leads to the
steering unit regulating the amount of oil discharged to the
steering cylinder in the following ways:

• Control section (A), depending on the direction to

which the steering wheel is turned, this section
determines which side of the steering chamber the
oil will be assigned to and then delivers the oil
supplied from the hydraulic pump to metering
section (B). Once it passed metering section (B), the
oil returns back to control section (A) to exit through
either left turn port (2-1) or right turn port (2-2)
according to the turning direction of the steering
wheel.

• Metering section (B) works as a small pump,

controlling the amount of oil the unit sends to the
steering cylinder. The turning angle of the vehicle
increases in proportion to the amount of oil sent to
the steering cylinder, which is determined by the
steering wheel’s rotational speed.

Oil discharged from left turn port (2-1) flows to the right of
steering cylinder (3), pushes the cylinder to the left, and
turns rear wheels (5) to the left. Oil discharged from right
turn port (2-2) flows the other way round and turns rear
wheels (5) to the right. For more information on the
cylinder and wheel’s different operations, see Section 6-3-
2.

Steering control group 6-8 D20/25/30/33S-7, D35C-7

 B. Neutral position
Steering cylinder

(A) Control section (B) Metering section

(3) Outlet
(2) Sleeve (4) Check valve (5) Inlet
(7) Stator
(1) Spool (6) Rotor

Steering unit
T
CF
LS Control valve

(8) Centering spring

Relief valve P Priority valve
(13) Drive
(9) Pin (11) Right turn port
(10) Left turn port (12) Housing
Pump
Fig. 6-5

When the steering wheel is in neutral, oil grooves (21) of

spool (1) and oil holes (20) of sleeve (2) are not aligned to
each other and thus oil that reaches sleeve (2) is not able
to enter spool (1), or the steering cylinder as a result.
Therefore, as the rear wheels can neither make a left nor
right turn, the vehicle drives straight.

6
Fig. 6-6
As the pump oil that travels along the LS line is all drained
with the spool in neutral, the priority valve is hardly pushed
by the LS pressure at its spring side so that it is opened up
by the pump oil pressure. Accordingly, most of pump oil is Steering system
sent to the control valve while the steering unit is supplied
with only some low pressure oil. This little supply results in
a weakened push of the check valve in inlet (5) and thus
only a small amount of the pumped oil passes through this
valve to the steering unit. This amount fills the inside of the
steering unit and enables it to respond quickly to the
steering wheel’s demands.

D20/25/30/33S-7, D35C-7 6-9 Steering control group

 C. Left turn
Steering cylinder

PUMP OIL
METERED OIL:
RETURN OIL
(11) Right turn port
(10) Left turn port
(3) Outlet (5) Inlet
(14) Passage
(15) Passage
(16) Gerotor
(1) Spool

Steering unit

T
CF
LS Control valve

(9) Pin (2) Sleeve (17) Passage

Relief valve P Priority valve

Pump
Fig. 6-7

When the steering wheel is turning

As spool (1) is splined to the steering wheel, turning the

steering wheel makes spool (1) and its engaged pin (9)
and drive (13) turn also. Sleeve (2) is also engaged with
pin (9), but pin hole (19) in sleeve (2) has a larger diameter
than pin (9) itself; so for some time after spool (1) starts
rotating, sleeve (2) does not spin as shown in Fig. 6-8.
Accordingly oil holes (20) and oil grooves (21) that were
not aligned with each other in neutral now are, and the
pumped oil outside sleeve (2) flows into spool (1), bringing Fig. 6-8
two changes.

First, as spool (1) become full, it no longer drains the LS

(load-sensing) line inflow and thus the pressure
throughout LS line grows higher, closing the priority valve.
At this, most of pump oil is led to the steering unit as its
passage to the control valve is blocked. This highly
pressurized oil then overcomes the resistance of the check
Fig. 6-9
valve’s spring inside inlet (5) and enters the steering unit.

Second, the increasing pressure oil getting inside spool (1)

then flows through passage (15) into metering section (B).

Steering control group 6-10 D20/25/30/33S-7, D35C-7

 Splined to drive (13), gerotor (16) in metering section (B)
turns together with the steering wheel to pump the oil
inflow. This pumped oil is discharged through oil passage
(17) to left turn port (10) and then to the right chamber of
the steering cylinder. The oil that enters the right chamber
pushes the piston to the left, turning the vehicle to the left.
Steering speed increases in proportion to the amount of oil
discharged and the rate at which it is pumped, which is
determined by the steering wheel’s rotational speed. The
pressure oil from the pump keeps flowing in via this
passage as long as the steering wheel is turning,
increasing the steering angle until the steering cylinder
reaches its limit.

When the steering wheel stands still

Once the operator stops turning the steering wheel, spool

(1), pin (9), drive (13), and stator (7) also stop turning, and
centering spring (8) returns spool (1) and sleeve (2) back
to their original positions. The pilot signal that was sent to
the priority valve through the load sensing line then stops
and only a small amount of pressurized oil is supplied.
Even this small amount is not able to enter spool (1) nor
can the oil inside spool (1) enter into metering section (B)
through passage (15). The oil in metering section (B) is not
pumped out to left turn port (10) either, because the
steering wheel no longer turns. Thus all oil flow stops and Fig. 6-10
the steering angle of the wheels is maintained.

6
Steering system

D20/25/30/33S-7, D35C-7 6-11 Steering control group

 D. Right turn
PUMP OIL Steering cylinder
METERED OIL
RETURN OIL
(10) Left turn port (5) Inlet
(3) Outlet (11) Right turn port
(14) Passage
(15) Passage
(16) Gerotor

(1) Spool

Steering unit

T
CF
LS Control valve

(8) Centering
spring (9) Pin (2) Sleeve (13) Drive (17) Passage

(4) Check valve Relief valve P Priority valve

Pump
Fig. 6-11

When the steering wheel is turning

As spool (1) is splined to the steering wheel, turning the

steering wheel makes spool (1) and its engaged pin (9)
and drive (13) turn also. Sleeve (2) is also engaged with
pin (9), but pin hole (19) in sleeve (2) has a larger diameter
than pin (9) itself; so for some time after spool (1) starts
rotating, sleeve (2) does not spin as shown in Fig. 6-12.
Accordingly oil holes (20) and oil grooves (21) that were
not aligned with each other in neutral now are, and the
pumped oil outside sleeve (2) flows into spool (1), bringing Fig. 6-12
two changes.

First, as spool (1) become full, it no longer drains the LS

(load-sensing) line inflow and thus the pressure
throughout LS line grows higher, closing the priority valve.
At this, most of pump oil is led to the steering unit as its
passage to the control valve is blocked. This highly
pressurized oil then overcomes the resistance of the check
valve’s spring inside inlet (5) and enters the steering unit. Fig. 6-13

Second, the increasing pressure oil getting inside spool (1)

then flows through passage (17) into metering section (B).
Splined to drive (13), gerotor (16) in metering section (B)

Steering control group 6-12 D20/25/30/33S-7, D35C-7

 turns together with the steering wheel to pump the oil
inflow. This pumped oil is then discharged through oil
passage (15) to right turn port (11) and then to the right
chamber of the steering cylinder. The oil that enters the
right chamber pushes the piston to the left, turning the
vehicle to the right. Steering speed increases in proportion
to the amount of oil discharged and the rate at which it is
pumped, which is determined by the steering wheel’s
rotational speed. The pressure oil from the pump keeps
flowing in via this passage as long as the steering wheel is
turning, increasing the steering angle until the steering
cylinder reaches its limit.

When the steering wheel stands still

Once the operator stops turning the steering wheel, spool

(1), pin (9), drive (13), and stator (7) also stop turning, and
centering spring (8) returns spool (1) and sleeve (2) to their
original positions. The pilot signal that was sent to the
priority valve through the load sensing line then stops and
only a small amount of pressurized oil is supplied. Even
this small amount is not able to enter spool (1) nor can the
oil inside spool (1) enter into metering section (B) through
passage (17). The oil in metering section (B) is not
pumped out to right turn port (11) either because the
steering wheel no longer turns. Thus all oil flow stops and Fig. 6-14

the steering angle of the wheels is maintained.

6
Steering system

D20/25/30/33S-7, D35C-7 6-13 Steering control group

 E. Relief

Steering cylinder

Spool
To relieve excessive pressure
Steering unit

T
CF
LS Control valve

Relief valve P Priority valve

Pump

Spool
Fig. 6-15

Once the hydraulic oil fed to the steering cylinder reaches

the set pressure, a relief function is triggered to lower the
pressure to ensure safety.

As shown in Fig. 6-15, when the pumped oil pressure

exceeds the force of the spring, the spool is pushed
against the spring to allow the pressurized oil to exit the
steering unit to the hydraulic tank until its pressure falls
below the spring’s pressure setting.

Steering control group 6-14 D20/25/30/33S-7, D35C-7

 6-2-3 Steering system air removal

WARNING
Driving the vehicle when there is air in
the steering system may result in a
crash.
Make sure air has been completely
removed from the system before driving
the vehicle.
If you have recently replaced a steering component or if
any part of the steering system has been opened, it may
be necessary to bleed the system.

Preliminary steps
1. Turn the motor off and wait for the vehicle to cool

2. Put a rated load capacity on the forks shift the

weight on the steer axle to the front of the vehicle.

3. Turn the steering wheel full lock to the left.

4. Fill the hydraulic tank to the full mark with the

appropriate oil (for details, see Section 1-6-3).

5. Check the hosing connections, hoses, and seal

fittings for openings where air might be let in to
the system, and replace those faulty parts.

Procedure
1. Have a partner keep an eye on the oil level in the
reservoir while you turn the steering wheel slowly
from lock to lock.

NOTICE: Do not turn the steering wheel too quickly as this

6
will overflow the reservoir.
2. As you turn the steering wheel, have your Steering system
partner replenish the hydraulic tank with
hydraulic oil as the level drops.

NOTICE: Do not let the oil level in the hydraulic tank fall
below the pump outlet port.
 If the level does not drop immediately, this
could mean there is a large bubble in the
system; oil will not pass through until the
bubble passes.

3. Repeat the previous step 15–20 times until the

oil level remains consistent, and the oil is clear
(i.e. not cloudy) and free of bubbles.
 If you perform the steps above and you are still
able to see bubbles, repeat the procedure.

D20/25/30/33S-7, D35C-7 6-15 Steering control group

 6-2-4 Steering system pressure check

DANGER
Pressurized hydraulic oil will cause
severe burns and infection, which
may even result in amputation.
Release the pressure from the steering
system by turning the wheels back and
forth before you perform the following
procedure.

If the steering system does not work correctly, check the

hydraulic tank for the correct oil level and the hoses and
connections for leakage. If all these items are correct, use
the pressure gauge to check the steering hydraulic system
and its relief pressure setting.

Preliminary steps

1. Check the hydraulic tank is at the full mark.

2. Check hosing connections, hoses, and seal

fittings for opening

DANGER
Checking the lines for pressurized
hydraulic oil leaks by hand can lead to
serve infection, which may even
result in amputation.
Release the pressure from the system
and check for leaks using a piece of
cardboard.

3. Turn the motor and the disconnect off.

Procedure
1. Remove plug from port (1) and connect a 28,000
kPa (4,000 psi) gauge as shown in Fig.6-16.

2. Turn the key switch to the ON position and

activate the hydraulic controls until the oil is at
the temperature for normal operation. (1) Port

3. Turn the rear wheels left or right against the stops

and record the indication on the pressure gauge.
 The indication on the pressure gauge is the
pressure at which the priority valve’s relief Fig. 6-16
valve is opened—10.340–10.840 kPa (1,500–
1,570 psi).

Steering control group 6-16 D20/25/30/33S-7, D35C-7

 4. Use the flowchart below to find out the
appropriate action for your pressure reading.

5. After making the necessary adjustments, repairs,

or replacements repeat steps 1–6 again to
ensure you have the correct pressure reading.

Pressure level check

Is the Yes Are you still Yes

Pressure experiencing
value problems?

Check the steering system’s

No mechanical connections for
No failure and make the necessary
repairs and adjustments.
See step 2

Is the
Yes See step 2
pressure
value
approximatel

Check the steering unit for

hydraulic failure and make the
necessary repairs and
adjustments.
No

Is the Yes
See step 2
6
pressure
value

Steering system
excessively

Replace the priority valve and its

components.
No

Check the steering cylinder for

hydraulic failure and make the See step 2
necessary repairs and
adjustments.

See step 5

D20/25/30/33S-7, D35C-7 6-17 Steering control group

 6-2-5 Steering wheel removal/installation
(1) Cap

(2) Nut
(3) Washer
(4) Horn switch

(5) Steering wheel

0579E

Fig. 6-17
1. Remove cap (1) from the steering wheel.

1. Remove nut (2) and washer (3) from the steering

wheel.
 Installation torque: 80±7 N·m (59±5 lb·ft)

2. Remove steering wheel (4).

 Mark the steering wheel and column for proper
installation.

3. Remove horn switch (5), if needed, after

disconnecting the main harness from it.

4. Follow the steps above in the opposite order to

install the steering wheel.

Steering control group 6-18 D20/25/30/33S-7, D35C-7

 6-2-6 Steering column cover removal/installation
( 2 : 2-1 ~ 2-4 ) Cover ass’y

(2-1) Cover

(2-2) Cover

(2-3) Cover

(2-4) Cover

(1) Screws

0551E

Fig. 6-18

1. Take out one of the covers (2-1 to 2-4) that

needs to be removed after loosening the screws
(1) that bolt the cover down.

2. Follow the steps above in the opposite order to

install the cover.

6
Steering system

D20/25/30/33S-7, D35C-7 6-19 Steering control group

 6-2-7 Steering unit removal/installation

Turn signal switch

F/R lever

(4) Bolts
(5) Washers

(11) Yoke
(10) Snap ring (7) Steering column

(9) Gas spring

(3) Steering unit
(8) Pin
(6) Cotter pin
(7) Washer

(1) Tube ass’y

(2) LS hose

0552E

Fig. 6-19

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

Preliminary steps

1. Remove the lower covers of the steering column

(See Section 6-2-6).

2. Open the vehicle’s front cover to uncover tube

ass’y (1) as shown in Fig. 6-20.

Fig. 6-20

Steering control group 6-20 D20/25/30/33S-7, D35C-7

 Procedure

1. Remove four hose ass’ies (1) and load sensing

hose (2) from steering unit (3).

NOTICE: As a reference for assembly mark the hoses

and then plug and cap each port to prevent debris and
foreign material from entering the hydraulic system.

2. Loosen four bolts (4) and four washers (5) from

the steering column ass’y and remove the
steering unit (3).

NOTICE: If you do not hold the steering unit when

loosening bolts (4), steering unit (3) may fall to the floor
and be damaged.

1. Follow the steps above in the opposite order to

install the steering unit.

6
Steering system

D20/25/30/33S-7, D35C-7 6-21 Steering control group

 6-2-8 Steering unit disassembly/assembly
(31) Plug
(30) Washer
(29) Fixed plug
(28) Spring
(25) Spring seat and ball assembly
(24) Ball seat
(23) Retaining ring
(22) Seal gland bushing
(21) Dust seal
(27) Spool (20) O-ring
(1) Housing
(26) Bushing

(17) Check valve ball

(16) Check valve pin
(15) Cap seal
(14) Bearing set

(13) Spool
(12) O-ring
(19) Check valve ball
(11) Distributor
(18) Threaded bush
(10) O-ring
(9) Shaft

(8) Spacer

(7) Inner gear

(6) Outer gear

(5) O-ring

(4) End cover

(3) Washer

(2) Bolt
Fig. 6-21

Body disassembly/assembly

1. Mark housing (1) as a reference for assembly,

and then remove fittings and lines.

2. Remove seven bolts (2) and washers (3).

 One of the bolts is a special bolt. Mark off its
position with a pin.
 At assembly, tighten bolts (2) in the sequence 2nd 7th
shown in Fig. 6-22 to a first torque of 14.1±2.8
N∙m (10.4±2.1 lb∙ft), and then tighten them to a
4th 5th
second torque of 28.2±2.8 N∙m (20.8±2.1 lb∙ft).
6th
3. Remove end cover (4), O-ring (5), outer gear (6),
inner gear (7), and spacer (8).
1st 3rd

Fig. 6-22

Steering control group 6-22 D20/25/30/33S-7, D35C-7

 4. Remove shaft (9), O-ring (10), and distributor
plate (11).
 At assembly, make sure to engage the groove
of shaft (9) with the pin of spool assembly (13).

5. Remove O-ring (12).

6. Remove spool assembly (13), and remove

bearing set (14) and cap seal (15) from the
assembly.

7. Remove check valve pins (16) and balls (17).

8. Remove threaded bush (18) and check valve ball

(19).

9. Pry retaining ring (23).

10. Remove seal gland bushing (22) and O-ring (20),

and remove dust ring (21) from the bushing.

11. Remove three sets of plugs (31), washers (30),

fixed plugs (29), and springs (28).

12. Remove spools (27) and bushing (26).

13. Remove spring seat and ball assemblies (25)

and ball seats (24).

14. Follow the steps above in the opposite order to

assemble the steering unit.

Spool ass’y (13) disassembly/assembly

1. Remove the pin from the spool ass’y. 6

2. Pull the spool partially from the control end of the

Steering system
sleeve, then remove the centering springs
carefully.

3. Push the spool back out of sleeve by rotating it

slowly.

4. Follow the steps above in the opposite order to

Fig. 6-23
assemble the spool ass’[Link] the steps above
in the opposite order to assemble the mast.

D20/25/30/33S-7, D35C-7 6-23 Steering control group

6-3 Steering operation group

6-3-1 Exterior and specifications

Fig. 6-24

Components Item Spec.

Steer axle Cramp angle 80°
Use pressure 100 kg/cm2
Test pressure 150 kg/cm2
Steering
Amount of oil supply
cylinder 15 L/min
to the cylinder
Allowable stroke 185±1.0

Steering operation group 6-24 D20/25/30/33S-7, D35C-7

 6-3-2 How it works

Neutral position

When steering wheel (1) is in neutral, steering unit (2)

discharges oil neither to left turn port (2-1) nor to right turn
port (2-2). Therefore piston (3-1) stays at the center to
keep the wheels straight.

Fig. 6-25
Left turn

When you are turning steering wheel (1) to the left,

steering unit (2) discharges oil through left turn port (2-1).
Accordingly, as oil fills the right chamber of steering
cylinder (3) the oil in the left chamber is discharged to
steering unit (2), and thus piston (3-1) and the rods in both
sides; links (4-1), which are connected to these rods; and
knuckles (4-2) are all pushed to the left. As a result,
knuckles (4-2) and rear wheels (5) turn on the axis of both
the ends of steer axle (4) as shown in Fig. 6-26, turning
the vehicle to the left.

Fig. 6-26

Right turn

When you are turning steering wheel (1) to the right, the
steering unit (2) discharges oil through right turn port (2-2).
6
Accordingly, as oil fills the left chamber of steering cylinder

Steering system
(3) the oil in the left chamber is discharged to steering unit
(2), and thus piston (3-1) and the rods in both sides; links
(4-1), which are connected to these rods; and knuckles (4-
2) are all pushed to the right. As a result, knuckles (4-2)
and rear wheels (5) turn on the axis of both the ends of
steer axle (4) as shown in Fig. 6-27, turning the vehicle to
the right.
Fig. 6-27

D20/25/30/33S-7, D35C-7 6-25 Steering operation group

 6-3-3 Rear wheel and hub removal/installation/adjustment

Fig. 6-28
Floor jack
Tools needed
Torque wrench

Preliminary steps

1. Raise the rear of the vehicle using a floor jack

and support it with wooden blocks.

Steer wheel removal/installation

1. Remove bolt (1) and the washer.

2. Remove rear wheel (2).

3. Follow the steps above in the opposite order to

install the rear wheel.

Rear wheel hub removal/installation

This procedure is also applied to the correction of bearings

if they don’t work properly.

1. Remove wheel cap (3).

2. Get rid of grease in hub ass’y (9).

 At installation, fully lubricate the inside of hub
ass’y (9).

Steering operation group 6-26 D20/25/30/33S-7, D35C-7

 3. Loosen bolts (4).
 Installation sealant: Loctite #242

4. Bend the tabs of lock washer (6) and then

remove nut (5) using a torque wrench.
 At installation, tighten lock nut (5) slowly to 135
N·m (100 lb·ft) while turning the wheel. Loosen
nut (5) completely and then tighten it again to a
torque of 45–55 N·m (33–41 lb·ft).

5. Remove the bearing cone (7) from hub (9).

6. Remove hub (9).

7. Remove the bearing cups (8, 10) from both sides

of hub (9).
 At installation, lubricate the cups’ contact
surfaces with Multipurpose Grease.

8. Remove bearing cone (11) and seal (12) from

the knuckle.

9. Follow the steps above in the opposite order to

install the wheel hub.

6
Steering system

D20/25/30/33S-7, D35C-7 6-27 Steering operation group

 6-3-4 Steer axle removal/installation

Fig. 6-29

Steering operation group 6-28 D20/25/30/33S-7, D35C-7

 Tools needed Floor jack

Preliminary steps

1. Raise the rear of the vehicle using a floor jack

and support it with wooden blocks.
 Make sure the blocks are under the vehicle
frame, not the axle, so that the vehicle may
stay raised even after the floor jack.

2. Remove both rear wheels (see section 6-3-3).

Procedure

1. Disconnect steer tubes (1) and plug and cap

them together with their ports.

2. Loosen rear mounting bolts (3) until

approximately two bolt threads are left in the
mounting boxes.

3. Lower the steer axle onto the heads of rear bolts

(3) with the floor jack.

4. After remove front mounting bolts (3) and the

washers, remove front mounting cap (2).

5. Slide the steer axle out of rear bushings (2), and

then remove the axle.
 Steer axle weight: approximately 200 kg [441
lb]

6. Follow the steps above in the opposite order to

install the steer axle.
6
Steering system

D20/25/30/33S-7, D35C-7 6-29 Steering operation group

 6-3-5 Steering link, knuckle, cylinder removal/installation

Fig. 6-30
A. Link ass’y removal/installation
Preliminary steps
1. You may access a link ass’y without removing
the steer axle by fully steering the rear wheels.
Procedure
1. At both inside link joint (A) and outside link joint
(B), loosen patch bolts (6), remove pins (2), and
remove link ass’y (5).
 Installation torque: 460±60 N·m (399±44 lb·ft)
2. Check the conditions of seals (3) and bearings
(4), and replace them if needed.
3. Follow the steps above in the opposite order to
install the link ass’y after lubricate both sides of
pins (2) and seals (3).

B. Knuckle, king pin, and bearing removal/installation and preload adjustment

Preliminary steps
1. Remove the rear wheel and hub (see Section 6-3-3).
Removal
1. At outside link joint (B), remove patch bolt (6) and pin (2).
 Installation torque: 460±60 N·m (399±44 lb·ft)
2. Move link (5) to disengage it from knuckle (13).

Steering operation group 6-30 D20/25/30/33S-7, D35C-7

 3. Loosen bolts (7) and remove covers (8) at the
top and bottom.
4. Remove nut (15) and bolt (16).
 Installation torque: 11±1 N·m (8±1 lb·ft)
5. Pull out kingpin (12) and remove knuckle (13).
6. Remove roller bearings (10), spacers (11), and
seals (14) from knuckle (13).
 Check the condition of seal (14) and replace it
if needed.
7. Follow the steps above in the opposite order to
install the knuckle, king pin, and bearing.
 Lubricate pin (2), king pin (12), and bearing (10).
 In case you replace the knuckle or bearings
with another one, perform the bearing preload
adjustment procedure first:
Bearing preload adjustment
1. Install the cup and cone of roller bearing (10) and
seal (14) on the top.
2. With no shims added, install bearing group cover
(8) on the bottom and then tighten two hex bolts
(7) a torque of 5.6 N·m (4.1 lb·ft).
3. Measure the clearance between cover (8) and the
axle beam at each bolt with a feeler gauge, and
then take an average of these measurements.
4. Remove the bearing group, install shims (9) and
cover (8), and then tighten bolts (9) to a torque of
55±6 N·m (40±5 lb·ft).
5. With steering links (5) disconnected from
steering cylinder (17), check knuckle (13) for
4.5–6.8 N·m (3.3–5.0 lb·ft) of rolling torque.

6
 Add or remove shims from cover (8) to obtain
the proper rolling torque.
6. Connect links (5) to steering cylinder (17).
7. Install pin (2) and then tighten cylinder mounting
Steering system
bolts (5) to a torque of 460±60 N·m (340±40 lb·ft).

C. Steering cylinder removal/installation

Preliminary steps
1. Remove the steer axle (see Section 6-3-4).
Procedure
1. At the left and right inside link joints (B) of steering
cylinder (17), remove patch bolt (6) and pin (2).
 Installation torque: 460±60 N·m (399±44 lb·ft)
2. Remove bolts (1) and the washers, and remove
steering cylinder (17).
 Installation torque: 300±40 N·m (211±30 lb·ft)
3. Follow the steps above in the opposite order to
install the steering cylinder.

D20/25/30/33S-7, D35C-7 6-31 Steering operation group

 6-3-6 Steering cylinder disassembly/assembly

Fig. 6-31
1. Mark the position of rod covers (2) on cylinder
tube (1) as a reference for installation.
 Installation torque: 392±39 N·m (289±29 lb·ft)
 Installation sealant: Loctite #262

2. Remove cylinder tube (1) from the piston ass’y.

3. Remove slipper seal (9) and wear rings (10) from

the piston ass’y.

4. Remove stoppers (3) and dust wipers (4).

5. Remove U-packings (5).

6. Remove O-ring (8) and backup ring (7).

7. Remove DU bushing (6).

8. Follow the steps above in the opposite order to

assemble the steering cylinder.

Steering operation group 6-32 D20/25/30/33S-7, D35C-7

6-4 Troubleshooting

Problems Probable causes

Priority valve (if equipped) releases pressure oil at a low

setting
Pump oil pressure is low, worn pump.
Steering gear covers are too tight.
Too much force needed to turn
steering wheel. Steering column not aligned with steering gear.
Priority valve spool is held in one position.
Steering gear without lubrication.
Low fluid level in the hydraulic supply tank.
Steering gear covers are too tight.
Steering column is not in correct alignment.
Steering wheel does not return to
center position correctly. Valve spool in the steering gear has a restriction.
Priority valve check valve permits lift and tilt hydraulic oil to
affect hydraulic circuit.
Loose hose connections.
Oil leakage at the pump.
Bad shaft seal.
Low oil level.
Priority valve (if equipped) relief valve spring weak.
Relief valve (priority valve) will not move from the open
Low oil pressure.
position.
Oil leakage inside or outside of the system.
Bad pump.
Air in the steering hydraulic circuit.
6
The pump has to much wear.
Steering system
Pump makes noise when turning
the steering wheel and does not Loose connection of the oil line on the inlet side of the pump.
move smoothly.
The viscosity of the oil is wrong.
The oil level in the hydraulic tank is low.
The oil level of the tank is low.
There is air in the steering system.
The pump operation is not correct.
Lift truck does not turn when
Dirt in the steering system.
steering wheel is slowly turned.
Steering gear operation is not correct.
Restriction in the steer axle linkage.
Steering cylinder has worn parts.

D20/25/30/33S-7, D35C-7 6-33 Troubleshooting

 Problems Probable causes

The viscosity of the oil is wrong.

The temperature of the oil is too Air is mixed with the oil.
hot. The relief valve is set too high (priority valve).
There is a restriction in the return line circuit.

Troubleshooting 6-34 D20/25/30/33S-7, D35C-7

7 Brake system

7-1 Overview ...................................................2

7-1-1 Components ...................................................... 2
7-1-2 Hydraulic and mechanical power flow ................. 4

7-2 Service brake ass’y..................................5

7-2-1 Exterior and specifications.................................. 5
7-2-2 How it works ...................................................... 6
7-2-3 Brake pedal ass’y service (New OPC) ...............10
7-2-4 Brake pedal ass’y service (Old OPC).................13
7-2-5 Master cylinder..................................................16

7-3 Parking brake .........................................22

7-3-1 Exterior .............................................................22
7-3-2 How it works .....................................................23
7-3-3 Adjustment ........................................................24
7-3-4 Brake test .........................................................25
7-3-5 Removal and installation ...................................26

7-4 Troubleshooting .....................................27

7-4-1 Master cylinder..................................................27
7-4-2 Brake pedal.......................................................28
7-4-3 Parking brake ....................................................29

7
Brake system
7-1 Overview

7-1-1 Components

New OPC

Parking brake lever

Brake oil reservoir

Brake pedal

Service brake
Inching pedal

Master cylinder

Parking brake cable

0565E

Fig. 7-1

Overview 7-2 D20/25/30/33S-7, D35C-7

 Old OPC

Fig. 7-2
This model is equipped with two types of brake devices as
follows:

•
7
Service brake provides deceleration or braking
during the vehicle’s driving by applying a hydraulic
pressure on the discs in the drive axle to generate
friction between them. [Section 7-2]
Brake system

• Parking brake ensures the vehicle remains

stationary by locking the drive axle’s internals.
[Section 7-3]

D20/25/30/33S-7, D35C-7 7-3 Overview

 7-1-2 Hydraulic and mechanical power flow
(6) Master cylinder (9) Parking brake section

Transmission
(7) Return filter
R

40 bar

P Drive
axle
W

(4) Control valves

(5) Steering unit

U-joint (10) Input shaft
(1) Hydraulic tank
(8) Service brake section
P
M
BF

(3) Main hydraulic pump

(2) Suction strainer

Control valves

Hydraulic line
Pilot line
Drain line
0487E

Service brake Fig. 7-3

Part of pressure oil sent from main hydraulic pump (1) to

the control valve is supplied to master cylinder (4). On the
oil supply line to master cylinder (4) are an orifice (2) to
restrict the amount of flow and a check valve (3) to prevent
a backflow of the pressure oil.

Once brake pedal (5) is pushed, the piston of master

cylinder (4) delivers the pressure oil supply into service
brake ass’ies (8) at both sides of the drive axle, engaging
their disc packs. Once the discs are clutched to one
another, a braking force is put on the shafts of the drive
axle to block the power flow that comes through the
transmission and U-joint from the engine. As a result, the
vehicle gets decelerated or comes to a stop.

Parking brake
The parking brake lever is mechanically connected to
parking brake section (9) by a wire. Thus, pulling this lever
triggers the section to get input shaft (10) locked. As input
shaft (10) is interlocked with other transmission gears, U-
joint, drive axle gears, and drive wheels, the fixation of input
shaft (10) results in the prevention of the whole powertrain
from moving, ensuring the vehicle stands still.

Overview 7-4 D20/25/30/33S-7, D35C-7

7-2 Service brake ass’y

7-2-1 Exterior and specifications

New OPC Old OPC

Fig. 7-4

Components Item Spec.

Push rod stroke 32.5 mm (1.02 in)

Master cylinder
Brake oil flow
Relief valve cracking
18 cc

4,000 kPa (580 psi)

7
pressure
Brake system

Rated voltage ~ 200 VDC

Brake oil reservoir Switching current 1A
Operating temp. -40°C to 150°C
Disc brake type Oil disc brake (ODB)

D20/25/30/33S-7, D35C-7 7-5 Service brake ass’y

 7-2-2 How it works

A. Pedal and master cylinder operations

(14) Brake oil reservoir

(4) Port “P” (7) Relief valve

(11) Check valve
(1) Master piston (3) Chamber (5) Passage (9) Orifice (13) Outlet

Pedal Drive axle

(2) Passage (6) Servo piston (8) Chamber (10) Chamber (12) Air breather

(15) Spring
0361E

Fig. 7-5

The flow divider provides continual flow of 0.8 GPM

through the brake spool to “P” port (4) of power master
cylinder.

When the brake pedal is not pushed

(1) Master piston (4) Port “P” (6) Servo piston
When the brake pedal is not pushed (neutral position), the
fluid goes through flow passage (2) between master piston (3) Chamber (5) Passage

(1) and servo piston (6), flow passage (5) and chamber (8),
then returns to tank, as shown in Fig. 7-6.

(2) Passage 0362K

Fig. 7-6

Service brake ass’y 7-6 D20/25/30/33S-7, D35C-7

 When the brake pedal is pushed (1) Master piston (4) Port “P” (6) Servo piston

(3) Chamber (5) Passage

When the brake pedal is pushed, master piston (1)
advances toward servo piston (6). Oil flowing through oil
passage (2) is restricted and increases pressure in
chamber (3) which pushes the servo piston more to the
right. Master piston (1) and servo piston (6) continue to
move independently in reaction to the flow and pressure
changes until a balance is reached where the force in
chamber (3) equals the force working against servo piston
in chamber (10) plus the reaction force of spring (15) and
flow passage (2) is closed (See Fig. 7-7 and Fig. 7-8). (2) Passage 0363K

Pressure then builds up to assist in brake application. The Fig. 7-7

operator feels the feed-back force as pressure increases (1) Master piston (4) Port “P” (6) Servo piston
in chamber (3). (3) Chamber (5) Passage

When the brake pedal is released

When the brake pedal is released, return spring (15) forces

master piston (1) and a servo piston (6) to return to the
initial position (or neutral position). As these pistons return,
displaced oil within chamber (10) is replenished through
check valve (11) from reservoir (14). When the pistons
have moved past the replenishing orifice (9), pressure in
chamber (10) drops to zero and oil from reservoir (14) can (2) Passage 0364K

now pass through the orifice. Fig. 7-8

Pressure relief

Relief valve (7) is built into the power master cylinder to

prevent exceeding 4,000 kPa (580 psi) pressure within
chamber (3). As pressure builds, the sleeve of the relief
valve shifts and compresses the spring. This opens boost

7
chamber (3) to drain chamber (8) preventing over-
pressurizing the system. This limits excessive reaction
force of the brake pedal.
Brake system

Stop of oil supply due to an engine stall

In case of accidental engine shut down the system

becomes mechanically operated. With no hydraulic boost
the result is greater brake pedal force is required to stop
the truck.

D20/25/30/33S-7, D35C-7 7-7 Service brake ass’y

 B. Engagement of the brake discs in the drive axle
PEDAL

(2) Brake oil passage (5) Piston (4) Discs

MASTER CYLINDER

(3) Steel plates

(1) Inlet

(6) Seal (7) Seal

(8) Cooling oil passage

DISC BRAKE
Fig. 7-9

When pedal is pressed

When the brake pedal is pushed down, the master cylinder

pushes brake oil, through the master cylinder outlet and
the brake lines, to inlet (1) of the disc brake assembly at
each side of the drive axle. Oil flows through inlet (1) and
passage (2) and pushes on piston (5). Piston (5) pushes
against plates (3) and friction discs (4) to stop any
movement of the series of gears and shafts in the
powertrain.

The five separator plates (3) are splined to the wheel cover
and the four friction discs (4) are splined to the hub. During
brake activation, piston seals (6) and (7) are deflected by
the brake piston movement.

Service brake ass’y 7-8 D20/25/30/33S-7, D35C-7

 Pedal released

When the brake pedal is released, the brake oil pressure

is released and seals (6) and (7) return to their original
position. This seal retraction gives the running clearance
needed between plates (3) and discs (4), which leads to
the release of the service brake. As the seals retract brake
oil is returned to the master cylinder.

Disc wear

The piston automatically slides outward from the cylinder

bore as the friction discs wear. This new location then
becomes the beginning or at rest position of the seals. This
will maintain the proper clearances of the discs and plates.
When the brakes are activated, heat is generated by plates
(3) and discs (4). Drive axle oil in a separate brake cooling
circuit flows through passage (8) and cools the plates and
discs during normal operation.

7
Brake system

D20/25/30/33S-7, D35C-7 7-9 Service brake ass’y

 7-2-3 Brake pedal ass’y service (New OPC)

A. Brake pedal ass’y adjustment

Preliminary steps

1. Bleed air from the brake system (See Section 7-

2-5 A).

Procedure

1. Adjust length (A) from the spool to the

connection point of yoke so that it is 63.5 mm.
 Make sure there is a 1 mm gap between the
piston and the rod. Leaving no gap will cause
brake drag or axle oil overheat; leaving a gap
too wide will lower the brakes performance.
63.5mm (A)
0226K

Fig. 7-10

2. Adjust the brake rod’s length (B) by fixing the

nuts at both ends so that it is 281.5±1 mm.

)
1mm (B
281.5±

0225K

Fig. 7-11

Service brake ass’y 7-10 D20/25/30/33S-7, D35C-7

 3. Make adjustments so that the clearance between
each pedal and its corresponding stop bolt (C)
can be 5±1.5 mm.

5mm (C)

0223K

Fig. 7-12

4. Make adjustments so that the clearance between

the top of each pedal’s inside bolt and its
corresponding pedal bracket (D) can be 20±1.5
mm.

5. Inspect the service brake and then, inching

D)
operation. m(
20m

0224K

Fig. 7-13

7
Brake system

D20/25/30/33S-7, D35C-7 7-11 Service brake ass’y

 B. Brake pedal ass’y removal/installation

(1) Bracket
(6) Spring (8) Brake pedal ass’y
(7) Bushing

(7) Bushing
(6) Spring
(9) Bolt
(5) Inching pedal ass’y
(4) Bushing
(2) Stopper

(3) Bolt
Fig. 7-14

Procedure

1. Remove bolts (9) from underneath brake pedal

ass’y (8) and inching pedal ass’y (5).

2. Remove bolt (3) and nut from stopper (2) and

remove the inching pedal and brake pedal from
either side of main bracket (1).
 Make sure you put bushings (4, 7) and springs
(6) in a safe place for assembly.

3. Follow the steps above in the opposite order to

install the brake pedal ass’y, and then make
adjustments (See Subsection A).

Service brake ass’y 7-12 D20/25/30/33S-7, D35C-7

 7-2-4 Brake pedal ass’y service (Old OPC)

A. Brake pedal ass’y adjustment

Preliminary steps

1. Bleed air from the brake system (See Section 7-

2-5 A).

Procedure

1. Adjust length (A) from the spool to the

connection point of yoke so that it is 85.5±1 mm.
 Make sure there is a 1 mm gap between the
piston and the rod. Leaving no gap will cause
brake drag or axle oil overheat; leaving a gap
too wide will lower the brakes performance.

85.5 1 mm

(A)

Fig. 7-15

2. Adjust the rod’s length (B) by fixing the nuts at

both ends so that it is 201 mm.

±1mm
239.5
(B)

0205K
7
Fig. 7-16
Brake system

D20/25/30/33S-7, D35C-7 7-13 Service brake ass’y

 3. Adjust the inching pedal and brake pedal’s height
(C) so they are level with each other at 115 mm,
and then adjust gap (D) for engaging brake pedal
by inching pedal so that it is 9.5 mm.

9.5mm
(D)

115mm
(C)
0206K

Fig. 7-17

4. The distance between the shaft center and its

mounting bracket (E) should be 82.5 mm.
82.5 mm
5. The stroke of inching spool should be 8±1 mm. (E)

6. Before doing the truck test, inspect again all

relevant dimensions.

7. Inspect the service brake and then, inching

operation. Fig. 7-18

Service brake ass’y 7-14 D20/25/30/33S-7, D35C-7

 B. Brake pedal ass’y removal/installation

Procedure Fig. 7-19

1. Remove the three sets of bolts (1) and the nuts.

 The bolts and nuts are all identical,
respectively.
2. Remove split pin (5), pull out pin (3), and then
disconnect inching cable (4) from the pedal
ass’y.

3. Remove split pin (6), pin (9) and plain washer

(7), and brake rod ass’y (8) in order from the
pedal ass’y.

4. At each side, remove two bolts (2) and their

washers and disengage spring (10). Remove the
7
brake pedal ass’y (11–20).
Brake system

5. Remove supports (11) and washers (12) from

both ends of the brake ass’y.

6. After retaining ring (20), remove collar ass’y (19),

bushing (18), two washers (17), brake pedal
ass’y (16), key (15), bushing (14), and inching
pedal ass’y (13).

7. Follow the steps above in the opposite order to

install the brake pedal ass’y, and then make
adjustments (See Subsection A).

D20/25/30/33S-7, D35C-7 7-15 Service brake ass’y

 7-2-5 Master cylinder

A. Brake system air removal

Axle housing
(5) Master cylinder (1) Bleed screw

(4) Brake pedal

(2) Bleeder hose

(3) Bottle

Fig. 7-20
If you depress the brake pedal and it feels spongy, this is
an indication that air has entered the brake’s hydraulic
system.

Bleeder wrench/appropriate wrench

Tools needed Flexible hosing
Plastic bottle

Preliminary steps

1. Remove the carriage (See Section 5-3-9 B).

Procedure

1. Using the bleeder wrench, loosen bleeder screw

(1), which is located at the back drive axle
housing as shown in Fig. 7-21 (do not force it),
and then tighten it again moderately.

2. Fit one end of a piece of clear tubing (2) over the

bleed screw and place the other in a plastic
bottle.
Fig. 7-21
3. Have a partner pump the brake pedal and signal
to you “up” or “down”.

4. When your partner signals “down”, loosen the

bleed screw; allow the brake oil to flow into the
plastic bottle (3) and then tighten the screw
again.

Service brake ass’y 7-16 D20/25/30/33S-7, D35C-7

 5. Have your partner release the pedal (4).

6. Repeat steps 4–5 until the brake oil is free of air.

7. Refill the master cylinder (5) to the “Full” line and

then repeat steps 1–6 to bleed the brakes on the
opposite side of the drive axle.

8. Take the vehicle for a short drive and test the

brakes to see if they still feel spongy. If they do:
 Check the oil level in the master cylinder is
sufficient.
 Bleed the brakes once more.

7
Brake system

D20/25/30/33S-7, D35C-7 7-17 Service brake ass’y

 B. Master cylinder removal/installation

(2) Yoke

(1) Ports 0587E

Fig. 7-22

DANGER
Pressurized hydraulic oil will cause
severe burns, and infection that may
even result in amputation.
Make sure the pressure is released from
the system before you perform the
following procedure.

Preliminary steps

1. Open the floor plate (See Section 8-2).

2. Drain the reservoir

3. Prepare an oil pan

Service brake ass’y 7-18 D20/25/30/33S-7, D35C-7

 Procedure

1. Mark the hoses and their corresponding ports as

a reference for installation.

2. Have the oil pan ready to catch any oil that will
come out of the hoses and a cylinder ports.

3. Disconnect the hoses and tubes at their ports

(1).

4. Remove yoke (2).

5. Unbolt and lift out the master cylinder.

6. Follow the steps above in the opposite order to

install. And then make adjustments (See Section
7-2-3 for New OPC or Section 7-2-4 for Old
OPC).

7. Refill the brake oil reservoir with brake oil

according to the specifications given in Section
1-6-3.

8. Perform the brake bleeding procedure (See

Section 7-2-5 A).

7
Brake system

D20/25/30/33S-7, D35C-7 7-19 Service brake ass’y

 C. Master cylinder disassembly/assembly

Master Cylinder Ass'y

(5) Plug

A
(3) Master piston ass’y (8) Servo piston ass’y

(6) Washers
(1) Bellow (2) Push rod
(9) U-cup
(4) U-cup seal (7) Piston ball
(10) U-cup (11) U-cup
(16) Air breather

(17) Plug

Check V/V
B
(14) O-ring (13) Servo spring (12) O-ring

(15) Bolt

NOTICE: During the procedure check the condition of Fig. 7-23

the O-rings and replace those that are worn or cracked.

1. Remove bolts (15) and separate working section

A from B.

2. Remove bellows (1).

3. Remove push rod (2).

4. Remove O-ring (12).

5. Remove servo spring (13).

6. Remove O-ring (14).

7. Remove servo piston ass’y (8).

Service brake ass’y 7-20 D20/25/30/33S-7, D35C-7

 8. Remove U-cups (9/10/11) (Ref. to the following
table at assembly).

No. Color Material

9 Translucent Urethane
10 Black NBR Hs70
11 Yellow Urethane

9. Remove washers (6).

10. Remove piston balls (7).

11. Remove the master piston ass’y (3).

12. Remove U-cup seal (4).

13. Remove plug (5) and pull out the relief piston
ass’y.

14. Remove air breather (16).

15. Remove plug (17) and pull out the check valve
ass’y.

16. Follow the steps above in the opposite order to

assemble the master cylinder.

7
Brake system

D20/25/30/33S-7, D35C-7 7-21 Service brake ass’y

7-3 Parking brake

7-3-1 Exterior

Fig. 7-24

Parking brake 7-22 D20/25/30/33S-7, D35C-7

 7-3-2 How it works

(3) Lever

(4) Cam (5) Stud (6) Brake band

(2) Switch

(1) Cable

TRANSMISSION 0568E

The band-type parking brake is installed on the input shaft Fig. 7-25
clutch pack inside the transmission. The parking brake is
controlled with a lever (3), which is connected to the
parking brake by cable ass’y (1). This lever is mounted on 7
the hood.
Brake system

The parking brake is activated when control lever (3) is

pulled. When the operator pulls control lever (3), cable
assembly (1) pulls lever (3) which will turn cam (4) and
push strut (5). This will tighten brake band (6) on the input
shaft clutch pack and stop the vehicle’s any movement.

And switch (2) opens to maintain the transmission in

neutral, thus ensuring the vehicle does not travel with the
parking brake engaged. This will put the transmission in
neutral so the vehicle cannot be driven.

D20/25/30/33S-7, D35C-7 7-23 Parking brake

 7-3-3 Adjustment
1. Put the parking brake control in the released
position.

2. Check if lever (1) is against stop (2). If it is not,

go to step 4; otherwise go to step 3.

3. Tighten or loosen nut (3) to gain a suitable

sensitivity for the parking brake.
Fig. 7-26
4. Loosen nut (5).

5. Tighten screw (4) to a torque of 5.6–6.8 N·m (4.1

to 5.0 lb·ft).

6. Loosen screw (4) 1.2 to 1.5 turns, hold this

position, and tighten nut (5).
 Make sure screw (4) does not fall into the
transmission.

Fig. 7-27
7. Loosen screws (6).

8. Adjust switch assembly (7) until switch actuation

occurs between the 2nd or 3rd click as the
parking brake is engaged. Tighten screws (6).

(7) Switch

(6) Screw

0566E

Fig. 7-28

Parking brake 7-24 D20/25/30/33S-7, D35C-7

 7-3-4 Brake test

WARNING
The vehicle will roll if the parking
brake is not adjusted correctly,
causing a hazardous circumstance.
Be prepared to operate the service brake
is the parking brake fails during this
procedure.

1. Put a rated load capacity on the forks

2. Drive the vehicle up a 15% incline.

3. Half way up the incline, stop the lift truck using

the service brakes and then apply the parking 15 %
brakes.

4. If the parking brake has been adjusted properly,

Fig. 7-29
the vehicle should remain stationary (See
Section 7-4-3 if the vehicle rolls).

7
Brake system

D20/25/30/33S-7, D35C-7 7-25 Parking brake

 7-3-5 Removal and installation

Fig. 7-30

Preliminary steps

1. Secure the vehicle with blocks to ensure it

stands still even after the parking brake is
removed.

2. To access the parking brake joints, remove the

cover indicated in Fig. 7-31.

3. Take out floor plates (see Section 8-2).

Procedure
Fig. 7-31
1. Remove parking brake cable ass’y (5) from the
transmission.

2. Remove bolt (3) and clamp (4).

3. Remove bolts (1) and the washers, and remove

parking brake ass’y (2).

4. Follow the steps above in the opposite order to

install the parking brake ass’y, and then make
adjustments of it (See Section 7-3-3).

Parking brake 7-26 D20/25/30/33S-7, D35C-7

7-4 Troubleshooting

7-4-1 Master cylinder

No. Problem Probable causes

1 Low power braking pressure or loss Insufficient pedal stroke.

of power braking.
Lines connected to wrong ports.
Insufficient brake flow from the first section of control
valve due to a stuck brake spool.
Relief valve in brake valve damaged.
Seals of servo piston in brake valve damaged.

2 Low manual braking pressure or Insufficient pedal stroke.

loss of manual braking.
Air in lines.
Damaged servo piston seals and sleeve due to
contamination.

3 Pedal instability Air in lines.

Damaged a check valve of brake port in the first
section of control valve.
Damaged a spring of relief valve in brake valve.
Damaged a spring for brake spool in the first section of
control valve.

4 External leakage Damaged master piston or seal of master piston.

Casting porosity
Fitting or line leakage

7
Brake system

D20/25/30/33S-7, D35C-7 7-27 Troubleshooting

 7-4-2 Brake pedal

No. Problem Probable causes

1 Pedal resistance is not solid Air in the brake hydraulic system.

(spongy) (under normal pedal
pressure). Brake valve is loose.
Servo piston seals worn or defective in brake valve.
Piston seals worn or Defective in drive axle brake.
Low oil level of reservoir of brake valve.

2 Extra (excessive) pedal travel Pedal adjustment is not correct.

(under normal pedal pressure).
Air in the brake hydraulic system.
Brake valve is loose.
Servo piston seals worn or defective in brake valve.
Low oil level of reservoir of brake valve.
Piston seals worn or Defective in drive axle brake.

3 Brakes will not make application. Low oil level of reservoir of brake valve.
Air in the brake hydraulic system.
Linkage is not in correct adjustment or is bent.
Defective brake valve.
Bent plates or discs.
Piston seals worn or defective in drive axle.

4 Hard pedal. Mechanical resistance at pedal or disc assembly.

Restriction in the brake line.
Defective brake valve.
Brake discs look like glass (glazed) or are worn.

5 Both brake disc assemblies will not Brake disc assemblies defective. (pistons stuck).
release all the way (drag).
Brake disc uneven (out of flat).
Restriction in the brake line.
Defective brake valve.

6 Brakes will not make application Leaks in hydraulic line or connection.

after being bled.
Damaged seals in the brake valve.

7 Brake oil needs to be frequently Leaks in hydraulic line or connection.

refilled.
Damaged seals in the brake valve.
Leaks in disc ass’ies.

Troubleshooting 7-28 D20/25/30/33S-7, D35C-7

 7-4-3 Parking brake

No. Problem Probable causes

1 Brakes will not make application. The parking brake ass’y is not correctly adjusted.
The parking brake control cable is not correctly
adjusted.
The brake band is worn.

7
Brake system

D20/25/30/33S-7, D35C-7 7-29 Troubleshooting

8 Chassis / miscellaneous

8-1 Hood removal/installation .......................2

8-2 Floor plate removal/installation ..............4

8-3 Cabin and overhead guard......................5

8-3-1 Cabin module removal/installation ...................... 5
8-3-2 Overhead guard/full cabin removal/installation .... 8

8-4 Counterweight removal/installation .....10

8-5 Ground speed control (New OPC only) ..12

8-5-1 Exterior and specifications.................................12
8-5-2 How it works .....................................................13
8-5-3 Ground speed limit setting .................................14

8-6 Ground speed control (Old OPC only) .16

8-6-1 Exterior and specifications.................................16
8-6-2 How it works .....................................................17
8-6-3 Removal and installation ...................................18

8-7 OSS controller ........................................19

8-7-1 Exterior and specifications.................................19
8-7-2 How it works .....................................................20

8-8 ASC / ASLC .............................................22

8-8-1 Exterior and specifications.................................22
8-8-2 How it works .....................................................24
8-8-3 Direction inhibition speed / travel speed limit

8
setting ...............................................................26
8-8-4 Diagnostic function ............................................28
8-8-5 Automatic/manual modes ..................................29
Chassis / miscellaneous

8-8-6 Removal and installation ...................................30

8-9 Cooling and heating systems ...............31

8-9-1 Exterior and specifications.................................31
8-9-2 How it works .....................................................34
8-9-3 Air conditioner inspection ..................................37
8-1 Hood removal/installation

(6) Release button (1) Hoist

(2) Bolt

(4) Cylinder

(5) Bolt

(3) Harness connector

Fig. 8-1

Preliminary steps

1. Tilt the seat’s backrest all the way forward.

2. Raise the hood and support it with a hoist (1).

Hood removal/installation 8-2 D20/25/30/33S-7, D35C-7

 Procedure

1. Disconnect harness connectors (3) for the lift

lock function.

2. Remove bolts (5) and washers from each

support cylinder (4) and then the cylinder rod
from the bracket.

WARNING

WARNING: When the nuts are

removed from the support cylinder
rod, the hood and seat can fall and
crush, causing serious injury.
Support the seat and hood assembly
before removing the nut.

3. After closing the hood, remove two bolts (2) and

washers on each side.

4. Push hood release button (6).

5. Use hoist (1) to remove the hood and seat

assembly.
 Weight: 52 kg [115 lb]

6. Follow the steps above in the opposite order to

install the hood.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-3 Hood removal/installation

8-2 Floor plate removal/installation

(1) Floor mat

(2) Peddle ass’y

(3) Bolt

(4) Nut bolt

(5) Harness

(6) Connecter

(7) Floor plate

Fig. 8-2
Preliminary steps

1. Remove floor mat (1).

Procedure

1. Remove bolts (3) and nut bolts (4) from peddle

ass’y (2).

2. Lifting the peddle ass’y, disconnect harness (5)

at harness connector (6).

3. Lift out floor plate (7).

4. Follow the steps above in the opposite order to

install the floor plate and its related parts.

Floor plate removal/installation 8-4 D20/25/30/33S-7, D35C-7

8-3 Cabin and overhead guard

8-3-1 Cabin module removal/installation

A. New OPC

Bonding area

Damper

DETAIL D

Damper
Urethane bond
(1) Glass roof

(2) Front cover Hex bolts

Hex bolts
Hex bolts
SECTIONAL VIEW C-C
Hex bolts

Damper
Urethane bond (1) Glass roof

(3) Rear cover

Hex bolts

SECTIONAL VIEW A-A DETAIL B 0580E

Fig. 8-3
Preliminary steps

1. Disconnect the harness from all lamp connectors

on the cabin modules.

Top module removal/installation

1. Get rid of the urethane bonds that hold glass roof

(1), as indicated in Fig. 8-3.

2. Lift out glass roof (1).

3. To reinstall glass roof (1), glue it with a urethane 8

bond at all the points marked “bonding areas.”
Chassis / miscellaneous

 Adhesive should not be spilled out of the glass.

Front/rear module removal/installation

1. Referring to the location of the hex bolts, unbolt and

remove front cover (2) or rear cover (3) as needed.

2. Follow the steps above in the opposite order to

install the front or rear module.

D20/25/30/33S-7, D35C-7 8-5 Cabin and overhead guard

 B. Old OPC

A different combination of modules can be mounted for

each particular vehicle. Therefore, you may follow
relevant steps below:

Preliminary steps

1. Disconnect the harness from all lamp connectors

on the cabin modules.

Rear module removal/installation

1. Remove bolts (1) and the washers.

2. Unscrew bolts (2) and rear module (3).

3. Follow the steps above in the opposite order to

install the rear module.

Fig. 8-4

Front module removal/installation

1. Remove the three sets of bolts (4) and nuts (7)

and their washers (5, 6) from the front and back
of the module.

2. Loosen nuts (14) at the left and right bottom

corners, loosen bolts (9) and washers (10) from
the front of the module, and remove rubbers (11),
brackets (12), and washers (13) from the back.

3. Remove front module (8).

4. Follow the steps above in the opposite order to

Fig. 8-5
install the front module.

Cabin and overhead guard 8-6 D20/25/30/33S-7, D35C-7

 Top module removal/installation

1. Loosen nuts (22) at the front, back, left and right

corners, remove bolts (16), washers (17), and
mounting rubbers (18) from the top of the module,
and remove rubbers (19), brackets (20), and
washers (21) from the bottom.

2. Remove top module (15).

3. Follow the steps above in the opposite order to

install the top module.

Fig. 8-6

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-7 Cabin and overhead guard

 8-3-2 Overhead guard/full cabin removal/installation

Preliminary steps

1. Support the vehicle with blocks.

2. Remove all cabin modules (See Section 8-3-1).

3. Remove the floor plate (See Section 8-2).

4. Fasten a hoist to the top of the overhead

guard/cabin.

Procedure

1. Disconnect all harness connectors from the

overhead guard/cabin.

2. If the vehicle is equipped with a heater,

disconnect the heater harness and hoses.

3. Remove FCU plate (1).

Fig. 8-7

4. Disconnect steering hose (2).

Fig. 8-8

5. Disconnect the hoses from steering tubes (3).

6. Disconnect inching cable (4) from the

transmission.

Fig. 8-9

Cabin and overhead guard 8-8 D20/25/30/33S-7, D35C-7

 7. Disconnect brake reservoir hose (5) from the
master cylinder.

NOTICE: Arrange in order the disconnected cables and

hoses using tie-wraps or by other means so that they
may not be broken when removing the overhead
guard/cabin.

Fig. 8-10

8. Unbolt and remove tilt cylinder holding covers (6).

9. Unbolt and remove bracket (7).

10. Remove front mounting bolts (8) and the

washers.

Fig. 8-11

11. Remove rear mounting bolts (9) and the washers.

 For better accessibility, you may remove the
hood and its cylinders first (See Section 8-1).

Fig. 8-12

 In the case of the Old OPC model, you may

loosen bolts (10), which are much more
accessible than bolts (9).

12. Lift out the overhead guard/cabin using the hoist.

Fig. 8-13
8
13. Follow the steps above in the reverse order to
Chassis / miscellaneous

install the overhead guard/cabin.

D20/25/30/33S-7, D35C-7 8-9 Cabin and overhead guard

8-4 Counterweight removal/installation

(1) Hoist

(2) Bolt

(3) Exhaust pipe

(4) Eyebolt

(5) Counterweight

(6) Bolt

Fig. 8-14

WARNING

Removing the counterweight of a

loaded vehicle may cause the vehicle
to tip forward.
Put the forks on a stable surface when
removing the counterweight.

Counterweight removal/installation 8-10 D20/25/30/33S-7, D35C-7

 Tools needed Forged eyebolts

Preliminary steps

1. Install forged eyebolts (4) in the bolt holes and

attach hoist (1) to them.

Procedure

1. Remove bolts (2) and dismount exhaust pipe (3).

2. Unscrew bolts (6) and remove counterweight (5).

3. Follow the steps above in the reverse order to

install the counterweight.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-11 Counterweight removal/installation

8-5 Ground speed control (New OPC only)

8-5-1 Exterior and specifications

[Instrument panel] [Vehicle speed sensor] 0602E

Fig. 8-15

Vehicle speed sensor specifications

Item Spec.
Allowable ambient temperature -40°C to 120°C (-40°F to 248°F)
Coil diameter Ø0.1
Resistance 350 Ω ± 10%
Number of coil turns Over 7,000
Coil inductance 0.34 H ± 10%
500 Vdc, 1 MΩ or higher
Insulation resistance
between terminal and ground
Over 12 V (p-p) (at no load)
Over 6 V (p-p) (at 10K load)
Output voltage [Conditions] Gear: Z=32, M=3
Gap: 1.0 ± 0.1 mm
Revolution 1000±20 RPM
Tensile strength Over 5 kg (11 lb)
Destructive tightening torque Over 5 kg (11 lb)

Ground speed control (New OPC only) 8-12 D20/25/30/33S-7, D35C-7

 8-5-2 How it works

0603E

Fig. 8-16
The ground speed limit system enables the operator to
set the maximum allowable travel speed in the following
way:

The vehicle speed sensor detects the engine RPM and

reports it to the instrument panel. When the reported
speed reaches the ground speed limit set on the
instrument panel (see Section 8-5-3 for how to set the
speed limit), the instrument panel has the ECU reject any
demand of further increasing the engine speed (travel
speed).

Thus, the vehicle cannot travel faster than at user-set

speed.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-13 Ground speed control (New OPC only)

 8-5-3 Ground speed limit setting
1. Insert a flat-headed screwdriver into the gap Punch down!
between instrument panel (1) and the FCU
where there one of the three joints. (1) Instrument
panel ass’y
2. While holding the screwdriver, punch down the
screwdriver with the other hand to take the joint
apart.

3. Repeat the steps above on the other two joints.

Joints
0600E

Fig. 8-17

4. Once all the three joints are taken apart, pull out (1) Instrument panel ass’y
(2) Connector
instrument panel ass’y (1) and disconnect
connector (2).

0601E

Fig. 8-18

5. Remove rubber cover (3) from the back of the

(3) Rubber cover
instrument panel ass’y.

0605E

Fig. 8-19

Ground speed control (New OPC only) 8-14 D20/25/30/33S-7, D35C-7

 6. Using the switch indicated in Fig. 8-20, set the
maximum allowable travel speed (ground speed).
See the table below:

Notch Max. speed setting

3
3 21–22 km/h

4 5
1 2
4 5
0

1 2
0
0
(13.0–13.7 mph)
3 8 km/h

4 5
1
1 2
0
(5.0 mph)
0613E
3
4 5
10 km/h Fig. 8-20
2
1 2

0
(6.2 mph)
3 15 km/h
4 5

3
1 2

0
(9.3 mph)
4&5 Not used

7. Follow the steps above in the reverse sequence

to reinstall the instrument panel ass’y.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-15 Ground speed control (New OPC only)

8-6 Ground speed control (Old OPC only)

8-6-1 Exterior and specifications

0229K

Fig. 8-21

Item Spec.
Actuator pressure 22±3 psi at -40°C to +120°C
Voltage drop 100 mV at 2.5 max
Contact rating 4A resistive at 24 VDC max
Current
8A resistive at 12 VDC max
400 Vdc terminal to terminal
Breakdown voltage
400 Vdc terminal to case
Contact position Normally open below deactuation pressure
Operations 1,000,000 mechanical cycles
Continuous pressure 150 psi
Proof pressure, static 500 psi
Burst pressure, static 780 psi
Operating temp. -40°C to +120°C

Ground speed control (Old OPC only) 8-16 D20/25/30/33S-7, D35C-7

 8-6-2 How it works
Pressure switch Connected to ECU by engine harness

Transmission valve ass'y

ECU

0228E

Fig. 8-22

The ground speed control device is a pressure switch

installed on the main port of the transmission valve ass’y
and electrically connected with the ECU.

This switch is normally open under lower than its

actuation pressure. And once the internal oil pressure of
the transmission reaches the actuation pressure, the
switch gets closed. The ECU then detects the closing,
and it rejects any demand of further increasing the
engine speed as long as the pressure switch stays closed.

Therefore, the vehicle reaches its maximum travel speed

(ground speed) when the transmission oil pressure
equals this actuation pressure. The maximum speed for
each model is shown in the table below:

Maximum travel speed

D20/25S-7 D30/33S-7
16 km/h 15 km/h

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-17 Ground speed control (Old OPC only)

 8-6-3 Removal and installation

Fig. 8-23

Preliminary steps

1. Turn off the engine.

2. Take out floor plates (see Section 8-2).

Procedure

1. Disconnect connector (3) from the engine

harness.

2. Remove pressure switch ass’y (4).

 At reinstallation, apply Loctite #592 and make
sure to connect it on the main pressure port of
the transmission, as indicated in Fig. 8-24.

3. Remove hydraulic elbow (1) and O-ring (2).

4. Follow the steps above in the opposite order to

install the ground speed control device (pressure
Fig. 8-24
sensor).

Ground speed control (Old OPC only) 8-18 D20/25/30/33S-7, D35C-7

8-7 OSS controller

8-7-1 Exterior and specifications

OSS controller

OSS controller

0582E

Fig. 8-25

Item Spec.
Rated voltage 12 Vdc/24 Vdc
Operating voltage 10–32 Vdc
8-pin conn. pin 4 –
8-pin conn. pin 1
Max. 0.5 A (at 12 V/24 V lamp load) 8
8-pin conn. pin 1 –
Chassis / miscellaneous

Max. 0.5 A (at 12 V/24 V coil load)

6-pin conn. pin 1
Contact rated current
8-pin conn. pin 5 –
Max. 0.3 A (at 12 V coil load)
6-pin conn. pin 6
8-pin conn. pin 1 –
Max. 3.0 A (at 12 V/24 V coil load)
3-pin conn. pin 1
Operating temperature –30°C to 80°C

D20/25/30/33S-7, D35C-7 8-19 OSS controller

 8-7-2 How it works

MAST INTERLOCK

0614E

Fig. 8-26
This model is equipped with an OSS (operator sensing
system) controller, which functions to keep the operator
from some dangerous conditions.

Inputs to OSS controller

To recognize dangerous situations and take measures

accordingly, the OSS controller receives a number of inputs:

Input pin Input from Description

8-pin connector pin 1 15 A fuse 6 Indicates the vehicle’s startup.
8-pin connector pin 2 Parking brake switch Indicates whether the parking brake is engaged.
8-pin connector pin 3 Battery Supplies battery power to the controller.
8-pin connector pin 7 Seat switch Indicates whether the operator is seated.
8-pin connector pin 8 Seat belt switch Indicates whether the seat belt is fastened.
6-pin connector pin 2 F/R lever Indicates whether the F/R lever is in reverse.
6-pin connector pin 3 F/R lever Indicates whether the F/R lever is in forward.

Based on these inputs, the OSS controller performs

different functions to ensure safety as follows:

Startup alarm

When the key is turned to position 1, the OSS controller

is signaled at the 8-pin connector’s pin 1 and lights up the
instrument panel lamp.

OSS controller 8-20 D20/25/30/33S-7, D35C-7

 Travel inhibition

If the operator leaves the seat for more than three seconds
or the seat belt is not fastened while the F/R lever is not in
neutral nor is the parking brake engaged, the OSS
controller determines that the operator is not willing to
travel the vehicle. Thus, by disabling the travel function, it
considers any command of traveling to be unintended.

To render this mode, the OSS controller gives a signal from

its 6-pin connector pin1 to the creep speed relay. This relay
then shifts its coil from contact 87a to 87 and consequently
has both the FWD and REV relays turn off their respective
solenoid valves. As a result, the transmission shifts to
neutral. At the same time the neutral indicator lamp lights up
and the pilot buzzer sounds, notifying the operator that the
vehicle has become unable to travel.

To restore the travel function, the operator should sit

down on the seat, fasten the seal belt, and put the F/R
lever to neutral and then to forward or reverse again. This
triggers the OSS controller to return the creep speed
relay coil from contact 87 to 87a, which in turn signals the
FWD and REV relays, eventually energizing the FWD or
REV solenoid valve as selected.

Front end disablement for safety

When the operator leaves the seat for more than three
seconds, the OSS controller gives a signal from its 3-pin
connector pin1 to the unloading solenoid valve and lift lock
solenoid valve, opening the two solenoid valves. As the
two solenoid valves are built in the control valve, their
opening disables all operations of the front end’(See
Section 5-2-2 for a detailed explanation of how they
hydraulically work). This prevents an unintended command
to move the mast ass’y while the operator is not seated.

Warning on the seat belt’s release

When the seat belt is released, the OSS controller signals

the instrument panel through the 8-pin connector’s pin 4,
8
lighting up the seat belt indicator. This functions to urge the
Chassis / miscellaneous

operator to fasten the seat belt.

Indication of whether the parking brake is engaged

When the parking brake is engaged, the OSS controller

signals the instrument panel through the 8-pin connector’s
pin 2, lighting up the parking brake indicator. This enables
the operator to easily see if the parking brake is engaged.

D20/25/30/33S-7, D35C-7 8-21 OSS controller

8-8 ASC / ASLC

8-8-1 Exterior and specifications

Automatic shift controller (ASC) - applicable to both New & Old OPC

Automatic shift & speed limit controller (ASLC) - applicable only to Old OPC

0608E

Fig. 8-27

ASC / ASLC 8-22 D20/25/30/33S-7, D35C-7

 Item Spec.
Rated voltage DC 12 V / 24 V
Operating Voltage DC 10–32 V
Storage temp. -40°C to 85°C
Operating temp. -30°C to 55°C
RPM sensor input signal 0.5–11.0 V sine wave
H/L/FWD/RVS switch input signal DC 12 V / 24 V
H/L/FWD/RVS switch output signal DC 12 V / 24 V

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-23 ASC / ASLC

 8-8-2 How it works

0218K
Fig. 8-28
As travel speed regulators, the automatic shift controller
(ASC) and automatic shift & speed limit controller (ASLC)
are two alternative options, each of which supports the
following functions:

Function ASC ASLC

Automatic shift inhibition O O
Travel speed limit X O
System diagnosis O O

Automatic shift inhibition

This function prevents the vehicle from changing travel

direction at a traveling speed higher than pre-selected
direction inhibition speed, which is maximum traveling
speed for forward/reverse direction change. The direction
inhibition speed is adjustable by the operator. This
function protects the transmission from damage during
on-the-go direction changes. It also reduces load
damage, fuel consumption, excessive tire wear, and heat
to the transmission.

ASC / ASLC 8-24 D20/25/30/33S-7, D35C-7

 Through shifting the F/R (directional) lever to the opposite
direction, the vehicle will coast without directional change
at the traveling speed higher than the pre-selected
direction inhibition speed. It takes “reaction time” for the
vehicle to slow down to the direction inhibition speed.
Note that the operator should prepare to help the vehicle
slow down to the direction inhibition speed by pressing
down on the service brake pedal.

For this function, the ASC/ASLC is connected with the

speed sensor to be informed of the engine RPM. The
ASC/ASLC is also connected with the directional switch
so that it may disable the directional switch when the
reported engine RPM exceeds the direction inhibition
speed set by the operator on the ASC/ASLC (See
Section 8-8-3 for how to set this speed).

Travel speed limit

This function prevents the vehicle from driving faster than

the user-selected speed limit. An optional ground speed
control device has a similar function, but its speed limit is
not user-selectable (See Section 8-6). For a detailed
explanation of how to adjust the speed limit, see Section
8-8-3.

For this function, the ASLC is connected with the ECU by

the CAN communications to have the ECU reject any
demand of further increasing the engine speed (travel
speed).

System diagnosis

The ASC/ASLC displays the currently selected gear and

sets off a fault code if a related device is found faulty
(controller itself, speed sensor, or forward/reverse
solenoid valves).

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-25 ASC / ASLC

 8-8-3 Direction inhibition speed / travel speed limit setting

Preliminary steps

1. Park the vehicle in a service area with the forks

fully lowered to the ground, the F/R (directional)
lever in neutral, the parking brake engaged, the
engine shut off, and the key removed.

2. Turn off the electrical disconnect switch, if

equipped.

3. Chock the front and rear tires to prevent any

unintentional movement of the vehicle.

4. Lift out the floor plate (Section 8-2) so that you

can access ASC/ASLC (1).

(1) ASC/ASLC 0609E

Fig. 8-29

5. Uncover the adjusting dials(s) in the following

way: (2) Cover plate
 ASC: Unbolt and remove cover plate (2)

< ASC >

 ASLC: Open controller cap (3).

< ASLC > (3) Cap

0610E

Fig. 8-30

ASC / ASLC 8-26 D20/25/30/33S-7, D35C-7

 Direction inhibition speed setting

1. Using a Phillips screwdriver, turn the SW2 dial to

set the auto shift value. See the table below
(factory preset value: 5.1 km/h):

Notch Auto shift setting

0 3.3 km/h (2.1 mph)
1 3.6 km/h (2.2 mph)
2 3.9 km/h (2.4 mph)
3 4.2 km/h (2.6 mph)
4 4.5 km/h (2.8 mph)
5 4.8 km/h (3.0 mph)
6 5.1 km/h (3.2 mph)
7 5.4 km/h (3.4 mph)
8 5.7 km/h (3.5 mph)
9 6.0 km/h (3.7 mph)
NOTICE: Though it is possible to set the speed to a
higher value, maintaining the factory-preset value of 5.1
km/h (3.2 mph) might help prolong the service life of the
transmission, axle shafts, and tires.

Travel speed limit setting (ASCL only)

1. Turn the SW5 dial to set the speed limit value.

See the table below:

Notch Speed limit setting

0 Not used
1 8 km/h (5.0 mph)
2 10 km/h (6.2 mph)
3 15 km/h (9.3 mph)

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-27 ASC / ASLC

 8-8-4 Diagnostic function
The ASC/ASLC has an internal indicator for displaying
diagnostic codes. A diagnostic code indicator is installed
on the right side of the ASC/ASLC, as indicated in Fig. 8-
31. Once a specified condition is met, the corresponding
code appears on the indicator. There are two sorts of
diagnostic codes: one is for error warning and the other
for lever condition check.

Diagnostic codes for error warning

These codes occur when an error is detected that

disrupts the operation of the ASC/ASLC. When the
ASC/ASLC operates normally, the indicator always
displays “A.”

Code Meaning Remark

Normal automatic
A
operation
P Speed sensor open Blinking
F Controller fault Blinking
6 Forward solenoid short Blinking
7 Reverse solenoid short Blinking

Fig. 8-31
Diagnostic codes for lever condition check

These codes are used to check the operating conditions

for the F/R lever. Codes 3 and 4 are displayed when
forward and reverse driving commands are correctly
inputted, respectively.

Code Meaning Remark

Normal automatic
A
operation
Forward command
3 Lever input test
inputted
Reverse command
4 Lever input test
inputted

ASC / ASLC 8-28 D20/25/30/33S-7, D35C-7

 8-8-5 Automatic/manual modes
The ASC/ASLC supports both automatic and manual
modes as follows:

• In automatic mode, The F/R lever becomes

disabled to shift the vehicle’s direction of travel
when the vehicle’s driving speed is over the
specified speed or an error occurs.

• In manual mode, The ASC/ASLC’s control

becomes inactive that the operator can shift the
direction of travel at any conditions. This mode
may be needed in an emergency condition.

The default is automatic mode, and you can shift it into

manual mode by opening the ASC/ASLC cover and
shifting the switch on the PBC indicated in Fig. 8-32 from
AUTO to MANUAL.

WARNING

Shifting the direction when the

vehicle is driving at a high speed
Fig. 8-32
with a load may drop the load or tip
over the vehicle.
Once you finish service on the vehicle,
make sure to shift into automatic mode.
If you should keep in manual mode for
an unavoidable reason, be careful when
driving.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-29 ASC / ASLC

 8-8-6 Removal and installation

Fig. 8-33

Preliminary steps

1. Turn off the engine.

2. Take out floor plates (see Section 8-2).

Procedure

1. Disconnect the FCU harness from connector (2-

1).

2. Remove bolts (1) and the washers, and remove

the ASC/ASLC ass’y.

3. Follow the steps above in the opposite order to

install the ASC/ASLC.

ASC / ASLC 8-30 D20/25/30/33S-7, D35C-7

8-9 Cooling and heating systems

8-9-1 Exterior and specifications

New OPC
Condenser
Drier

Heater

Compressor

[Air conditioner & heater arrangement]

8
Chassis / miscellaneous

[Air conditioner ass’y harness]

[Compressor harness]
0563E
Fig. 8-34

D20/25/30/33S-7, D35C-7 8-31 Cooling and heating systems

 Old OPC

Condenser
Drier

Heater

Compressor

[Air conditioner & heater arrangement]

[Air conditioner ass’y harness]

[Compressor harness]
0612E

Fig. 8-35

Cooling and heating systems 8-32 D20/25/30/33S-7, D35C-7

 Air conditioner specifications
Parts Item New & Old OPC Remark
Heat
2,000 kcal/h
capacity
Exterior 255x300x170 mm
Dim.
Core 230x180x120 mm
Pressure test conditions
Evaporator PF RC with expansion valve
Type • 2,600 kPa (370 psi), 50 sec
core Fin & tube
• 1,700 kPa (242 psi), 30 min
Fin: aluminum
Material
Tube: aluminum
IN: 5/8-18UNF-2B
Connector
OUT: 7/8-18UNS-2B
Voltage 12 V
Current 10 A
Air flow 180 m3/h
Evaporator
Speed Motor test conditions:
blower and 3 levels
control • Level 3 direct connection
motor
Power: 4-pin, 1.5SQ
Connector
Thermostat: 2-pin, 1.5SQ
Life time 5,000 hours
Heat
7,000 kcal/h Pressure test conditions
capacity
Exterior 680x205x72 mm • 5,300 kPa (768 psi), 50 sec
Dim. • 3,500 kPa (512 psi), 30 min
Condenser Core 600x205x17 mm
With receiving drier
Type Fan motor ass’y air flow:
Corrugated fin
• 1,200 m3/h
Material Aluminum
Refrigerant Amount Factory injection: 350 g

Heater specifications

Parts Item New OPC Old OPC Remark

Heat

Heater
capacity
Dim.
2,000 kcal/h

182x190x47 mm
2,400 kcal/h

240x120x47 mm
Pressure test 8
core condition
Type Corrugated fin Corrugated fin
Chassis / miscellaneous

Material Aluminum Aluminum

Voltage 12 V 12 V
Current 10 A 4.0 A
Fan/motor Motor test condition
3
Air flow 180 m /h 150 m3/h
Connector 4-pin type 4-pin type

D20/25/30/33S-7, D35C-7 8-33 Cooling and heating systems

 8-9-2 How it works

A. Air conditioner
(4) Expansion valve

(5) Evaporator
(1) Compressor

(3) Drier

High pressure side gas

High pressure side liquid

Low pressure side gas

(2) Condenser Low pressure side liquid
0562E

Fig. 8-36
The air conditioning system is comprised of five main
components: the compressor, condenser, receiver drier,
expansion valve, and evaporator.

When the A/C is not actuated, the compressor’s pulley

assembly is rotated by a belt which is connected to the
engine’s crankshaft. When the A/C is actuated, an
electromagnetic clutch at the top of compressor (1) locks
and then spins together with its pulley assembly. The
clutch and pulley assembly spin the swash plate inside
compressor (1) housing which moves a group of pistons
up and down to push out refrigerant gas. Refrigerant gas
is pushed out of compressor (1) and travels through
condenser (2) on the high pressure side where it
changes to a liquid and is cooled. The liquid refrigerant
then passes through drier (3) to expansion valve (4)
where it is converted into a cold liquid. This liquid then
travels through evaporator (5) on the low pressure side
cooling its fins. An air blower then pushes air through
evaporator (5), producing cool air. Gas then returns to
compressor (1) from expansion valve (5) and the
refrigeration process begins again.

Cooling and heating systems 8-34 D20/25/30/33S-7, D35C-7

 B. Heater

(3) Radiator outlet (8) Heater control valve

(5) Cylinder heads
(7) Pump line
(11) Blower motor
(6) Heater core

Heater unit
(1) Water pump
(9) Inlet port
(10) Outlet port

(12) Return line

(4) Engine block

(2) Lower radiator tank

Fig. 8-37

Heater coolant flow

The vehicle’s heating system shares an integral

connection with the engine’s cooling system. The
engine’s water pump (1) draws a mixture of water and
coolant from lower radiator tank (2) and circulates it
through the engine toward the radiator inlet. On its way to
radiator outlet (3), the coolant moves past the cylinders in
engine block (4) and cylinder heads (5), absorbing their
heat. The heated coolant is then sent to heater core (6)
via pump line (7), provided that heater control valve (8) is
open.

Heater core (6) is the key component to the vehicle’s

heating system. The heater core is shaped like a small
radiator with an inlet port (9) and outlet port (10), which
heated coolant from the engine flow in and out of. When 8
the heated coolant enters inlet port (9), it heats the heater
Chassis / miscellaneous

core’s fins. A blower motor (11), which sits at the rear of

the heater core, pulls in air from outside the vehicle and
blows it across the heated fins, pushing hot air into the
cabin. The coolant which has decreased in temperature
drains through a return line (12) on the other side of
heater core (6) back to the engine, ensuring the engine is
always supplied with a sufficient amount of coolant, so
that it does not overheat.

D20/25/30/33S-7, D35C-7 8-35 Cooling and heating systems

 Heater controls

The heater can be activated by selecting WARM from the

air conditioner controller. Selecting WARM will activate a
device inside the heating unit called a blend door, which
shifts position to allow air to travel directly through the
heater core to the selector.

The air discharge outlet select button allows choose the

location where you would like the air directed—face, feet,
windscreen and back. This is made possible by a device
called a selector. The selector is half cylinder with a
series of holes, which allow air to exit at different outlets
depending on whether they are blocked or opened. Air
can also be split in multiple directions (i.e. face and feet)
if the holes on the selector are position to face both
outlets.

Blower motor speed can be controlled by the fan speed

controls on the air conditioner display.

Cooling and heating systems 8-36 D20/25/30/33S-7, D35C-7

 8-9-3 Air conditioner inspection

Matters to be attended
• Use the appropriate refrigerant and lubricant.
 Refrigerant: R-134a
 Lubricant: FD46XG(PAG)
• Do not discharge refrigerant to the air but use a
refrigerant recovery machine.

• When working on the air conditioner, make sure to

disconnect the negative (-) battery cable.

• When disconnecting a hose, plug and cap the hose

and port immediately and put a small amount of
refrigerant on the O-ring.

Air conditioner inspection using a pressure gauge

1. Put the switch in RECIRC and adjust the

temperature at the air intake port to 30°C–35°C.

2. Idle the engine at 1,500 rpm.

3. Position the blower speed control knob in “4” and

the temperature control knob in “COOL.”

4. Using a pressure gauge, measure the pressures

at the low and high pressure refrigerant pipes
respectively. If any of the measurements is out of
specification, see the following table to take a
measure.
 Low pressure spec.: 150–250 kPa (21.8–36.3
psi)
 High pressure spec.: 1,370–1,570 kPa (198.7–
227.7psi)
NOTICE: The measurement of the pressure gauge may
slightly vary with the the ambient temperature.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-37 Cooling and heating systems

 Problem Symptom Probable causes Measure

• Irregular cooling • Replace the receiving

performance. drier.
Low pressure
• The drier overflows. • Moisture has • Remove moisture by
measurement: Irregular
• Frozen moisture is entered the cooling repeating the air
fluctuation between
found in the system. removal procedure.
vacuum and normal
expansion valve’s • Refill an appropriate
hole. amount of refrigerant.

• Check the cooling

system for gas leaks
using a detector and
repair it if needed.
• Refill an appropriate
• Leakage or
• Poor cooling amount of refrigerant.
shortage of gas in
Low pressure performance. • If the pressure
the cooling system.
measurement: low measurement is close
High pressure to zero, uncover the
measurement: low point of leaks and
repair the system to
ensure a vacuum.

• Foreign materials in
• Poor cooling the drier blocks the
• Replace the drier.
performance. flowing of
refrigerant.

• Check the expansion

valve.
• Blow off the foreign
• Moisture or foreign
materials in the
• Air conditioner fails materials block the
expansion valve.
Low pressure in cooling. flowing of
• Replace the drier.
measurement: vacuum • Frost or dew is refrigerant.
• Remove air and refill
High pressure found around the • Gas leaks from the
an appropriate amount
measurement: Very low drier or expansion expansion valve
of refrigerant.
valve. block the flowing of
• If there are gas leaks
refrigerant.
from the expansion
valve, replace the
valve.

Cooling and heating systems 8-38 D20/25/30/33S-7, D35C-7

 Problem Symptom Probable causes Measure

• Clean the condenser.

• Excessive
• Inspect the cooling fan
• Poor cooling refrigerant
from the hydraulic
performance of the • Condenser pin is
coupling part.
condenser clogged or fan
• Adjust the amount of
defective.
refrigerant.

• Check the conditions

Low pressure
• Poor cooling • Air has entered the and amount of the
measurement: Very
performance. cooling system. compressor oil.
high
• Low pressure pipe • Insufficient • Remove air and refill
High pressure
is hot. refrigerant. an appropriate amount
measurement: Very
high of refrigerant.

• Expansion valve is
defective.
• Frost or a lot of dew • Excessive Check the expansion
is found on the low- refrigerant is in the valve, and replace it if it
pressure pipe. low-pressure pipe. does not work properly.
• Expansion valve is
too much open.

Low pressure
• Abnormal
measurement: Very
compression
high • Internal leaks in the Repair or replace
• Leaks or
High pressure compressor. compressor.
crookedness on the
measurement: Very
high valve’s moving part.

8
Chassis / miscellaneous

D20/25/30/33S-7, D35C-7 8-39 Cooling and heating systems

9 Schematics
9-1 Hydraulic schematic

9-2 Electrical schematic

9
Schematics
●Hydraulic Schematic MODEL: D20/25/30/33S-7, D35C-7 (OPC)
(G2 D24 Engine)

BRAKE OIL FULL FREE MAST

RESERVOIR FULL FREE TRIPLE MAST
STEER STANDARD MAST
CYLINDER SECONDARY PRIMARY SECONDARY
400331-00072 LIFT CYL. LIFT CYL. LIFT CYL. LIFT CYL. LIFT CYL.

EXCESS EXCESS EXCESS

90 bar STEER GEAR FLOW FLOW FLOW
D512994 PROTECTOR PROTECTOR PROTECTOR
40 bar
D700495
T

T
400334-00027
MASTER CYLINDER AXLE / BRAKE
410102-00014

BF

LS
TILT CYLINDER

P T
M FLOW REGULATOR V/V SOLENOID V/V "B"
CONTROL VALVE
BF A335008 Tilt, Auxiliary
T ENGINE-STALL PREVENTION Main Relief Pressure
CHECK V/V Relief Pressure
HYDROSTATOR
G LS
T 18,100± 350 kPa 155 ± 3.5 bar
D516975 FILTER D20S-7
2,625 ± 50 psi 2,250 ± 50 psi

P D25S-7
19,500 ± 350 bar 155 ± 3.5 bar
2,825 ± 50 psi 2,250 ± 50 psi
P
25,000 ± 350 bar 155 ± 3.5 bar
D30S-7
AUX2 AUX1 TILT 3,191 ± 50 psi 2,250 ± 50 psi
MAIN RELIEF V/V LIFT
D33S-7 2400 ± 350 bar 155 ± 3.5 bar
AUX RELIEF V/V 4A 4B 3A 3B 2A 2B 1A
CF D35C-7 3,481 ± 50 psi 2,250 ± 50 psi

GEAR PUMP MAIN CONTROL VALVE DUAL FLOW DIVIDER BLOCK Adjustable Flow Control on Tilt and Aux.
D518253 (30.6cc/rev) for D20/25/30S-7 *Flow rate on Tilt ; 28 ± 2 LPM
D514185 (29cc/rev) for D33S-7, D35C-7 2 SECTION D518009
*Flow rate on Aux ; 26 ± 2 LPM
3 SECTION D518010
4 SECTION D518011 TILT LOCK V/V LIFT LOCK V/V SOLENOID V/V "A"

D500093
●Hydraulic Schematic Hydraulic System Oil Flow

Brake oil
reservoir

Steering unit

R T P

Drive axle Master cylinder

LS line

Control valves

Main hydraulic pump

M
Return filter

Suction strainer
Hydraulic line
Pilot line
Drain line
Hydraulic tank
●Hydraulic Schematic

Priority Valve - Priority Valve - Priority Valve -

When Engine Starts Up When Steering Wheel Is Stands Still When Steering Wheel Is Turning

Control valve Control valve Control valve

LS line LS line LS line

Steering Steering Steering
Unit Unit Unit

A B A B A B

Priority valve Spool Priority valve Priority valve

Spool Spool Spring
Spring Spring

Main hydraulic pump Main hydraulic pump Main hydraulic pump

●Hydraulic Schematic Lift/Tilt/Auxiliary System Oil Flow
Lift cylinders

Steering unit
Flow protector
R T P

Master cylinder

LS line

Priority valve
Hydrostator BF

Control valve Flow regulator

G LS
T

P
P

Main hydraulic pump

4A 4B 3A 3B 2A 2B 1A CF
AUX2 AUX1 TILT LIFT Dual flow divider
M
Auxiliary relief valve

Main relief valve

Tilt cylinders

Head end Rod end

Auxiliary cylinder
Hydraulic line

Pilot line

Drain line
●Hydraulic Schematic
Flow divider

Control Valve - Flow Divider

Orifice

Priority valve

Unloading solenoid valve

Spool
LIFT

Control Valve -
LIFT Section in Lift Operation

Lift cylinders
●Hydraulic Schematic
Spool
LIFT

Lift lock solenoid

Flow regulator
Control Valve - Lift lock valve

LIFT Section in Lowering Operation​ Lift lock solenoid

Lift cylinders

A B

Flow regulator valve

Needle valve

Flow protector Lift lock valve

Spool

Control Valve -
LIFT Section Disabled for Safety Lift lock solenoid

Needle valve

Lift lock valve

Lift cylinders

Needle valve
●Hydraulic Schematic
Flow control valve

TILT

Spool

Control Valve -
TILT Section
in Tilt-forward Operation​
Tilt lock valve

Return line
Spring
Tilt-lock valve
Supply line

Tilt cylinders

Flow control valve Spool

TILT

Control Valve -
TILT Section
in Tilt-backward Operation​​

Return line

Supply line

Tilt cylinders
●Hydraulic Schematic
AUX

Flow control valve

Spool

Control Valve -
AUX Section Operation​
with the Lever Pushed

Auxiliary cylinder

AUX

Spool

Control Valve - Flow control valve

AUX Section Operation​

with the Lever Pulled

Auxiliary cylinder
●Hydraulic Schematic
AUX
Hydrostator

Auxiliary relief valve Gauge port

Control Valve -
Pressure Relief Operation

Main relief valve

Return line Supply line

Hydrostator Main relief valve

Auxiliary relief valve

Flow control valve

Control Valve - Adjuster

Flow Rate Adjustment When flow control vavle is released

AUX2 AUX1 TILT When flow control vavle is tightened

< Schematic diagram > < Sectional view of each block >
●Hydraulic Schematic Steering System Oil Flow

Steering cylinder

Hydraulic line
Pilot line
Drain line

Steering unit
T

LS line

Control valves LS
M Main hydraulic pump

T
Priority valve

CF
●Hydraulic Schematic
Steering cylinder

PUMP OIL
METERED OIL:
RETURN OIL
Right turn port
Left turn port
Outlet Inlet
Passage
Passage
Gerotor
Spool
Steering Unit - Steering unit
Left Trun Operaion T
CF
LS Control valve

Pin
Sleeve Passage P
Relief valve Priority valve

Pump

PUMP OIL Steering cylinder

METERED OIL
RETURN OIL
Left turn port Inlet
Outlet Right turn port
Passage
Passage
Gerotor

Spool

Steering Unit - Steering unit

Right Trun Operaion T
CF
LS Control valve

Centering
spring Pin Sleeve
Drive Passage

Check valve Relief valve P Priority valve

Pump
●Hydraulic Schematic

Steering cylinder

Steering Unit - To relieve excessive pressure

Spool

Pressure Relift Operaion Steering unit

T
CF
LS Control valve

P Priority valve
Relief valve

Pump
Spool

Steering cylinder

Control section Metering section

Outlet
Sleeve Check valve Inlet
Stator
Spool Rotor

Steering Unit - Steering unit

Neutral Operaion​ T
CF
LS Control valve

Centering spring
P Priority valve
Drive Relief valve
Pin Right turn port
Left turn port Housing Pump
●Hydraulic Schematic Brake System Oil Flow

Master cylinder Parking brake section

Transmission
Return filter
R

40 bar

P Drive
axle

Control valves

Steering unit
U-joint Input shaft

Hydraulic tank

Service brake section

P
M
BF

Main hydraulic pump

Suction strainer

Control valves

Hydraulic line

Pilot line

Drain line
●Electric Schematic: 600123-00120 Rev. 01 MODEL: D20/25/30/33S-7, D35C-7
(D24, Old OPC)
A B C D E F G H I J

1 1

106 Exhaust Gas Temperature Sensor 2

Exhaust Gas Temperature
123 Exhaust Gas Temperature Sensor 2 Return
t Sensor. Before Turbine

194 Boost Temperature Sensor 4

169 Boost Temperature Sensor 4 Return

2 (Assembled before Oct. 2016) 2

166 VREF2, FF_PS
A SUPPLY
108 Fuel Filter Pressure Sensor Fuel Filter
B OUTPUT
144 VREFGND, FF_PS Pressure Sensor
C GND
D
(Assembled after Oct. 2016)
INTER 4

167 BOOST Press Sensor Signal

194 BOOST TEMP Sensor Signal
161 BOOST Press/TEMP Sensor PWR(+5V)
112 BOOST Press Sensor Signal

(Assembled after Oct. 2016)

3 3

4 4

5 (Assembled before Oct. 2016)

5

6 6

7 7

8 Instrument Chassis 8
Harness Harness

A B C D E F G H I J

Instrument harness Part Number: 310207-03600

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 01 (1/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, Old OPC)

A B C D E F

5
Instrument harness Part Number: 310207-03600
Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 01 (2/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, Old OPC)

E F G H I J

106 Exhaust Gas Temperature Sensor 2

Exhaust Gas Temperature
123 Exhaust Gas Temperature Sensor 2 Return
t Sensor. Before Turbine

194 Boost Temperature Sensor 4

2
169 Boost Temperature Sensor 4 Return

(Assembled before Oct. 2016)

166 VREF2, FF_PS A SUPPLY

108 Fuel Filter Pressure Sensor Fuel Filter
B OUTPUT
144 VREFGND, FF_PS Pressure Sensor
C GND
D
(Assembled after Oct. 2016)
INTER 4

167 BOOST Press Sensor Signal

194 BOOST TEMP Sensor Signal
161 BOOST Press/TEMP Sensor PWR(+5V)
112 BOOST Press Sensor Signal

(Assembled after Oct. 2016)

5
(Assembled before Oct. 2016)

Instrument harness Part Number: 310207-03600

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 01 (3/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, Old OPC)

Instrument Chassis
8 Harness Harness

A B C D E F

Instrument harness Part Number: 310207-03600

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 01 (4/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, Old OPC)

5
(Assembled before Oct. 2016)

E F G H I J

Instrument harness Part Number: 310207-03600

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 02 MODEL: D20/25/30/33S-7, D35C-7
(D24, New OPC)
A B C D E F G H I J

1 1

106 Exhaust Gas Temperature Sensor 2

Exhaust Gas Temperature
123 Exhaust Gas Temperature Sensor 2 Return
t Sensor. Before Turbine

2 2
194 Boost Temperature Sensor 4
169 Boost Temperature Sensor 4 Return

(Assembled before Oct. 2016)

166 VREF2, FF_PS

A SUPPLY
108 Fuel Filter Pressure Sensor Fuel Filter
B OUTPUT
144 VREFGND, FF_PS Pressure Sensor
C GND
D
(Assembled after Oct. 2016)
INTER 4

167 BOOST Press Sensor Signal

194 BOOST TEMP Sensor Signal
161 BOOST Press/TEMP Sensor PWR(+5V)
112 BOOST Press Sensor Signal

(Assembled after Oct. 2016)

3 3

4 4

5 (Assembled before Oct. 2016) 5

6 6

7 7

Instrument Chassis
Harness Harness
8 8

A B C D E F G H I J

Instrument harness Part Number: 310207-05598

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 02 (1/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, New OPC)

A B C D E F

5
Instrument harness Part Number: 310207-05598
Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 02 (2/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, New OPC)

E F G H I J

106 Exhaust Gas Temperature Sensor 2

Exhaust Gas Temperature
123 Exhaust Gas Temperature Sensor 2 Return
t Sensor. Before Turbine

194
169
Boost Temperature Sensor 4
Boost Temperature Sensor 4 Return
2
(Assembled before Oct. 2016)

166 VREF2, FF_PS

A SUPPLY
108 Fuel Filter Pressure Sensor Fuel Filter
B OUTPUT
144 VREFGND, FF_PS Pressure Sensor
C GND
D
(Assembled after Oct. 2016)
INTER 4

167 BOOST Press Sensor Signal

194 BOOST TEMP Sensor Signal
161 BOOST Press/TEMP Sensor PWR(+5V)
112 BOOST Press Sensor Signal

(Assembled after Oct. 2016)

5
(Assembled before Oct. 2016)

Instrument harness Part Number: 310207-05598

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 02 (3/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, New OPC)

Instrument Chassis
Harness Harness
8

A B C D E F

Instrument harness Part Number: 310207-05598

Chassis harness Part Number: 310207-03601
●Electric Schematic: 600123-00120 Rev. 02 (4/4) MODEL: D20/25/30/33S-7, D35C-7
(D24, New OPC)

5
(Assembled before Oct. 2016)

E F G H I J

Instrument harness Part Number: 310207-05598

Chassis harness Part Number: 310207-03601
●Electric Schematic Engine Start & Charging System
●Electric Schematic Engine Control Unit

106 Exhaust Gas Temperature Sensor 2

Exhaust Gas Temperature
123 Exhaust Gas Temperature Sensor 2 Return
t Sensor. Before Turbine

194 Boost Temperature Sensor 4

169 Boost Temperature Sensor 4 Return

(Assembled before Oct. 2016)

166 VREF2, FF_PS A SUPPLY

108 Fuel Filter Pressure Sensor Fuel Filter
B OUTPUT
144 VREFGND, FF_PS Pressure Sensor
C GND
D
(Assembled after Oct. 2016)
INTER 4

167 BOOST Press Sensor Signal

194 BOOST TEMP Sensor Signal
161 BOOST Press/TEMP Sensor PWR(+5V)
112 BOOST Press Sensor Signal

(Assembled after Oct. 2016)

(Assembled before Oct. 2016)

Instrument Harness Chassis Harness

●Electric Schematic Transmission
●Electric Schematic Instrument Panel (New OPC)

Instrument Chassis
Harness Harness
●Electric Schematic Lighting & Warning System

Instrument Harness Chassis Harness

●Electric Schematic OSS Control & ISO 3691 System

Instrument Chassis
Harness Harness
INDEX Differential removal/installation................................ 3-28
Disassembly/assembly instructions ......................... 1-35
Drive axle components/power flow ............................ 3-2
A Drive axle disassembly/assembly tools...................... 3-5
Air conditioner inspection........................................ 8-37 Drive axle exterior/specifications ............................... 3-9
Air conditioner operations ....................................... 8-34 Drive axle hub ass'y removal/installation ................. 3-18
ASC/ASLC automatic/manual modes ...................... 8-29 Drive axle lubrication flow ......................................... 3-4
ASC/ASLC diagnostic function................................ 8-28 Drive axle lubrication parts ........................................ 3-8
ASC/ASLC direction inhibition speed/travel speed limit Drive axle removal/installation................................. 3-12
setting.................................................................... 8-26 Drive axle shaft/spindle removal/installation............. 3-20
ASC/ASLC exterior/specifications ........................... 8-22 Drive axle tightening torques ..................................... 3-7
ASC/ASLC operations ............................................ 8-24 Drive axle troubleshooting....................................... 3-32
ASC/ASLC removal/installation............................... 8-30 Drive wheel hub ass'y exterior/specifications ........... 3-14
Drive wheel hub ass'y operations ............................ 3-15
Drive wheel removal/installation .............................. 3-10
B
Bevel pinion removal/installation ............................. 3-26
Brake cover ass'y disassembly/assembly ................ 3-16 E
Brake pedal ass'y service (OPC)............................. 7-10 ECT electric wiring.................................................. 2-69
Brake pedal ass'y service (STD) ............................. 7-13 ECT fault diagnosis mode ....................................... 2-70
Brake system air removal ....................................... 7-16 ECT major changes in configuration ........................ 2-68
Brake system components........................................ 7-2 ECT operations ...................................................... 2-65
Brake system hydraulic/mechanical power flow ......... 7-4 ECT parameter list.................................................. 2-72
Brake system troubleshooting ................................. 7-27 ECT service tool software ....................................... 2-74
Engine-transmission removal/installation ................. 2-33

C
Cabin module removal/installation............................. 8-5 F
Cabin/overhead guard .............................................. 8-5 Floor plate removal/installation .................................. 8-4
Carriage service ..................................................... 5-86 Flow divider exterior/specifications .......................... 4-13
Chains service ....................................................... 5-50 Forks service.......................................................... 5-38
Construction of this manual ...................................... 1-2 Frame / miscellaneous parts overview ....................... 8-2
Control valve disassembly/assembly ....................... 5-24
Control valve exterior/specifications .......................... 5-6
G
Control valve flow rate adjustment .......................... 5-20
General information on drive axle service .................. 3-5
Control valve operations ........................................... 5-7
Glossary................................................................... 1-6
Control valve relief valve setting.............................. 5-17
Ground speed control (OPC) exterior/specifications . 8-12
Control valve removal/installation............................ 5-22
Ground speed control (OPC) operations .................. 8-13
Cooling/heating systems exterior/specifications ....... 8-31
Ground speed control (STD) exterior/specifications . 8-16
Counterweight removal/installation.......................... 8-10
Ground speed control (STD) operations .................. 8-17
Ground speed control (STD) removal/installation ..... 8-18
D Ground speed limit setting (OPC) ............................ 8-14
Differential carrier removal/installation..................... 3-25
Differential disassembly/assembly .......................... 3-31
Differential exterior/specifications............................ 3-22
H
Differential operations............................................. 3-23 Heater operations ................................................... 8-34
Hood removal/installation.......................................... 8-2
Hydraulic system components .................................. 4-2 Parking brake exterior ............................................. 7-22
Hydraulic system oil flow........................................... 4-4 Parking brake operations ........................................ 7-23
Hydraulic system troubleshooting............................ 4-19 Parking brake removal/installation ........................... 7-26
Hydraulic tank/filters exterior/specifications ............. 4-15 Parking brake test ................................................... 7-25
Hydraulic tank/filters operations .............................. 4-16 Powertrain components ............................................ 2-2
Primary lift cylinders service .................................... 5-64
Priority valve operations .......................................... 4-14
I
Inching pedal adjustment ........................................ 2-32
R
Rear wheel/hub removal/installation/adjustment....... 6-26
K
Knuckle / king pin / bearing
removal/installation/adjustment ............................... 6-30 S
Safety precautions .................................................. 1-14
Service brake ass'y exterior/specifications ................. 7-5
L
Service brake ass'y operations .................................. 7-6
Lift/tilt/auxiliary system components .......................... 5-2
Standard torques .................................................... 1-44
Lift/tilt/auxiliary system oil flow .................................. 5-4
Standard/secondary cylinders service...................... 5-68
Lift/tilt/auxiliary system troubleshooting ................. 5-100
Steer axle removal/installation................................. 6-28
Link ass'y removal/installation ................................. 6-30
Steering column cover removal/installation .............. 6-19
Lubricants .............................................................. 1-28
Steering control group exterior/specifications ............. 6-6
Steering control group operations .............................. 6-8
M Steering cylinder disassembly/assembly.................. 6-32
Main hydraulic pump disassembly/assembly ........... 4-10 Steering cylinder removal/installation....................... 6-31
Main hydraulic pump exterior/specifications............... 4-6 Steering link, knuckle, cylinder removal/installation .. 6-30
Main hydraulic pump operations................................ 4-7 Steering operation group exterior/specifications ....... 6-24
Main hydraulic pump removal/installation .................. 4-8 Steering operation group operations ........................ 6-25
Maintenance .......................................................... 1-21 Steering system air removal .................................... 6-15
Major units in use ..................................................... 1-5 Steering system components .................................... 6-2
Mast ass'y exterior/specifications ............................ 5-26 Steering system oil flow ............................................ 6-4
Mast ass'y operations ............................................. 5-28 Steering system pressure check.............................. 6-16
Mast service........................................................... 5-90 Steering system troubleshooting ............................. 6-33
Master cylinder disassembly/assembly.................... 7-20 Steering unit disassembly/assembly ........................ 6-22
Master cylinder removal/installation......................... 7-18 Steering unit removal/installation ............................. 6-20
Steering wheel removal/installation.......................... 6-18
Suction strainer/return filter/air breather replacement4-18
N
Needle valve use for an emergency lowering........... 5-19
T
Tilt cylinders service ............................................... 5-56
O
Torque converter exterior/specifications..................... 2-5
OSS controller exterior/specifications ...................... 8-19 Torque converter operations ..................................... 2-6
OSS controller operations ....................................... 8-20 Torque converter stall test ......................................... 2-8
Overhead guard/full cabin removal/installation........... 8-8 Transmission electric control system tests ............... 2-62
Transmission exterior/specifications ........................ 2-10
P Transmission housing disassembly/assembly .......... 2-36

Parking brake adjustment ....................................... 7-24

Transmission input gear ass'y/counter gear ass'y
disassembly/assembly............................................ 2-56
Transmission operations (electrical section) ............ 2-16
Transmission operations (hydraulic section) ............ 2-16
Transmission operations (mechanical section) ........ 2-12
Transmission output gear ass'y disassembly/assembly...
.............................................................................. 2-54
Transmission power flow .......................................... 2-4
Transmission pressure test ..................................... 2-30
Transmission troubleshooting ................................. 2-76
Transmission valve ass'y disassembly/assembly ..... 2-60

U
U-joint removal/installation...................................... 3-11

W
Warning label definition ............................................ 1-4

V
Vehicle exterior/specifications ................................. 1-10
 Revision history
Version
Page Modifications
(revision date)
SB4465E00
3-17, 19 Details about lubrication on the lip seals added.
(Apr 26, 2017)