Service Manual: G424FE LP/Dual Fuel Engine G424F LP Engine

SB4251E00
May. 2007
Service Manual
G424FE LP/Dual Fuel Engine
G424F LP Engine
G20P-5, G25P-5, G30P-5, G33P-5, G35C-5

GC20P-5, GC25P-5, GC30P-5, GC33P-5
Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety
precautions are listed in the “Safety” section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards
exist. WARNING labels have also been put on the product to provide instructions and to identify specific
hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product. Obtain the complete and
most current information before starting any job. DOOSAN dealers have the most current information available.
1
Index Inspect Battery System................................. 23
Inspect Ignition System................................. 23
Inspection of Ignition Timing ......................... 23
Chapter 1. GENERAL INFORMATION Inspection of Spark Plug ............................... 24
Fuel System Maintenance ................................. 26

Precautions before Service ................................. 7
Replace LP Fuel Filter Element..................... 26
Tightening Torque ............................................. 10
Testing Fuel Lock-off Operation .................... 26
Recommended Lubricants and Capacities....... 11
Pressure Regulator/Converter Inspection...... 27
Engine Model and Engine Serial Number ......... 12
Inspect Air/Fuel Valve Mixer Assembly ......... 27
General Specification ........................................ 13
Inspect for Intake Leaks................................ 27
G424F/G424FE Engine Power and Torque........ 15
Inspect Throttle Assembly............................. 27
Checking the TMAP Sensor.......................... 27
Chapter 2. RECOMMENDED
MAINTENANCE Exhaust System Maintenance........................... 27
Inspect Engine for Exhaust Leaks................. 27
General Maintenance......................................... 16
Test Fuel System for Leaks........................... 16 Maintenance Schedule ...................................... 28
Inspect Engine for Fluid Leaks ...................... 16
Inspect Vacuum Lines and Fittings................ 16 Chapter 3. ENGINE MECHANICAL
Inspect Electrical System .............................. 16
SYSTEM
Inspect Foot Pedal Operation........................ 16
Engine Oil Classification................................ 17
General Information........................................... 30
Checking Engine Oil Level ............................ 18
Engine Outline.............................................. 30
Replacing Engine Oil and Filter ..................... 18
Technical Specifications ............................... 31
Checking Compressed Pressure ................... 19
Shells Selection Table .................................. 33
Recommended Torque Values...................... 36
Cooling System Maintenance............................ 20
Troubleshooting............................................ 38
Coolant Recommendation............................. 20
Check Coolant Level ..................................... 20
Engine Exploded View....................................... 39
Inspect Coolant Hoses .................................. 20
Intake manifold and gasket ............................... 41
Checking coolant leaks ................................. 21
Exhaust Manifold and Gasket ........................... 45
Specific gravity test ....................................... 21
Timing Belt......................................................... 47
Relation between Coolant concentration and
Timing Belt Tensioner ....................................... 51
Specific Gravity............................................. 21
Checking and Adjusting Drive Belt ................ 22 PCV Valve .......................................................... 52
Adjusting....................................................... 22 Camshaft Timing Pulley and/or Seal................. 55
Checking Belt for Damage ............................ 22 Crankshaft Timing Pulley.................................. 55

Crankshaft Front Seal ....................................... 56
Ignition System Maintenance ............................ 23 Camshaft Case Cover and Gasket .................... 56
G424F(FE) Service Manual 3 Index

Crankshaft Accessory Pulley ............................ 57 Diagnosis Procedure ...................................116
Timing Belt Rear Cover ..................................... 57 Start Relay Tests .........................................118
Rocker Arms, Linkage, Valve Lifters With Troubleshooting...........................................119
Cylinder Head and Eegine............................... 59
Cooling System.................................................. 60 Chapter 5. ENGINE MANAGEMENT
Thermostat Housing .......................................... 66
SYSTEM (EMS)
Water Pump........................................................ 67
Lubrication System............................................ 68
General Information..........................................121
Oil Pan................................................................ 71
Specifications ..............................................121
Oil Pump............................................................. 72
Service Standard .........................................126
Oil Pump Assembly ........................................... 73
Component Location....................................127
Camshaft Case Assembly ................................. 74
Cylinder Head..................................................... 78 G424FE EMS (Engine Management System)
Valve, Spring or Seal ......................................... 79 Overview ...........................................................131
Engine Disassembly .......................................... 81 General Description .....................................131
Engine Assembly............................................... 85 LPG Fuel System Operation ........................134
Cylinder Block.................................................... 90 MPI Gasoline System Operation ..................141
Crankshaft.......................................................... 91 Electronic Throttle System ...........................142
Pistons and/or Connecting Rods ...................... 97 Ignition System............................................143
Rings .............................................................. 9999 Exhaust System...........................................144
SECM..........................................................146
Chapter 4. ENGINE ELECTRICAL SECM Wiring Diagrams for G424FE ............149
SYSTEM G424F EMS (Engine Management System)

Overview ...........................................................152
Specifications .................................................. 101 General Description .....................................152
Ignition System ................................................ 102 LPG Fuel System Operation ........................155
Wasted Spark DIS Ignition System.............. 102 Electronic Throttle System ...........................159
Inspection of Ignition Coil ............................ 103 Ignition System............................................159
Spark Plug Wire Inspection ......................... 104 SECM..........................................................159
Spark Plug Wire Replacement .................... 104 SECM Wiring Diagrams for G424F LP Engine
Spark Plug Replacement............................. 105 ....................................................................160
Spark Plug Inspection ................................. 105
Charging System ............................................. 107

General Description .................................... 107
Troubleshooting Procedure ......................... 110
STARTING SYSTEM......................................... 115

General Description .................................... 115

EMS Inspection and Repair ............................. 161 N-2001 Regulator Service Testing ........198
Engine Control Module (SECM) .................. 161 AVV (Air Valve Vacuum) Testing ..........200
Camshaft Position Sensor........................... 163 Connection of the MI-07 Service Tool ...200
IAT (Intake Air Temperature) Sensor........... 167 Idle Mixture Adjustment ........................201
Oxygen Sensor (Pre-Catalyst)..................... 168 Parts Description .........................................203
Oxygen Sensor (Post-Catalyst) ................... 169 CA100 Mixer for G424F Engine ............203
ECT (Engine Coolant Temperature) Sensor 170 CA100 Disassembly and Service ..........205
LP Fuel Temperature Sensor ...................... 172 CA100 Disassembled Service...............206
Angle Sensor-Accelerator ........................... 173 N-2001 Regulator for G424F Engine.....207
Transmission Oil Temperature Switch ......... 174 N2001 Regulator Disassembly Steps: ...209
Ground Speed Limit Switch (optional) ......... 175 N2001 Disassembled Service ...............211
Electronic Throttle Body .............................. 176
Chapter 7. MPI GASOLINE FUEL
Chapter 6. LPG FUEL DELIVERY
DELIVERY SYSTEM
SYSTEM
Specification .....................................................212
G424FE LP System Inspection and Repair ..... 177
Components Location......................................213
Removal and Installation ............................. 177
Fuel Pressure Test ...........................................214
Hose Connections................................ 178
Injector ..............................................................216
Removal and Installation of N-2007 LP
Fuel Pump.........................................................219
Regulator ............................................. 180
Removal and Installation of CA100 Mixer
Chapter 8. BASIC TROUBLESHOOTING
for G424FE .......................................... 181
Tests and Adjustments................................ 183
Preliminary Checks ..........................................220
N-2007 Regulator Service Testing........ 183
Before Starting ............................................220
AVV (Air Valve Vacuum) Testing.......... 185
Visual/Physical check ..................................220
Connection of the MI-07 Service Tool... 185
Idle Mixture Adjustment........................ 186
Basic Troubleshooting Guide ..........................221
Parts Description......................................... 189
Customer Problem Analysis Sheet...............221
CA100 Mixer for G424FE Engine ......... 189
Basic Inspection Procedure .........................222
N-2007 Regulator for G424FE Engine.. 191
Connector Inspection Procedure..................223
Symptom Troubleshooting Guide Chart .......227
G424F LPG System Inspection and Repair..... 193
Removal and Installation ............................. 193
Basic Troubleshooting .....................................233
G424F Fuel System Connections......... 194
Intermittents.................................................233
Surges and/or Stumbles ..............................234
Regulator/Converter............................. 195
Engine Cranking but Will Not Start / Difficult to
Removal and Installation of CA100 Mixer
Start ............................................................235
for G424F ............................................ 196
Lack of Power, Slow to Respond / Poor High
Tests and Adjustments................................ 198
Speed Performance / Hesitation During

Acceleration................................................ 237 Appendix
Detonation / Spark Knock............................ 239
Backfire ...................................................... 240 Service Tool Software (MotoView)...................279
Dieseling, Run-on ....................................... 240 Introduction .................................................279
Rough, Unstable, Incorrect Idle, or Stalling.. 241 Connection of the Service Tool ....................280
Cuts Out, Misses......................................... 243 MotoView Display Screens ..........................281
Poor Fuel Economy / Excessive Fuel SECM field update with Service Tool ...........293
Consumption LPG Exhaust Smell ............... 244
High Idle Speed .......................................... 245 Ground Speed Limits (Option).........................297
Excessive Exhaust Emissions or Odors....... 246 LPG And LPG Fuel Tanks ................................299
Diagnostic Aids for Rich / Lean Operation ... 247 Regulatory Compliance....................................303
Chart T-1 Restricted Exhaust System Check248 Special Conditions for Safe Use ......................303
Abbreviations ...................................................304
Chapter 9. ADVANCED DIAGNOSTICS
Reading Diagnostic Fault Codes..................... 249

Displaying Fault Codes (DFC) from SECM
Memory............................................................. 249
Clearing Fault (DFC) Codes............................. 249
Fault Action Descriptions................................ 250
Fault List Definitions........................................ 250
Table 1. Fault List Definitions ...................... 251
Table 2. Diagnostic Fault Codes (Flash Codes)
................................................................... 261

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

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

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

specified for the operation.
Use of substitute tools will result in malfunction of
the part or damage it.
G424F(FE) Service Manual 7 Chapter 1. General Information

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

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

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

and sliding parts.

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

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

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

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

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

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

together with parts contaminated with gasoline or
oil.

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

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

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

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

oil: 85%

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

Automotive antifreeze
Concentration level 50%(normal)
Coolant (Antifreeze) suitable for gasoline engines
Concentration level 40%(tropical)
having aluminum alloy parts
Lubricant Capacities
Description G(C)20/25/30/33P-5
Oil Pan 4.25
Engine Oil (liters) Oil Filter 0.3
Total 4.5
Engine 3.0
Coolant (liters) Radiator & Hoses 6.0
Total 9.0

Engine Model and Engine Serial Indication of Engine Model and Serial
Number Number
Engine Emission
Fuel Type
Model Regulation
EPA/CARB*
G424FE LP/Dual Fuel 2007
Compliant
G424F LP
* EPA: Environmental Protection Agency

* CARB: California Air Resources Board
G424FE Engine
• Comply with EPA 2007 Emission Regulation Engine Model Engine Serial Number
G424FE/G424F 30700001 to 39999999

• Electronic Control by ECM
• Certified LP/Dual Fuel System available Features and Benefits of G424FE/G424F Engine
– Closed loop LP Carburetion system • Al head with valve seat inserts

– Closed loop MPI Gasoline system
– Aluminum head and valve seat system
• 3-way Catalytic Muffler is standard
• SOHC 8 valve system
G424F Engine
• Timing belt system
• Not comply with EPA 2007 Emission Regulation
• Distributorless Ignition system
• Electronic Control by ECM
• Electronic control system by ECM (Engine control
• Standard LP System available module)
– Open loop LP Carburetion system – Drive-by-wire system
• Muffler is standard – Higher efficiency and lower fuel consumption
– Min./Max. governor control
– Automatic engine protection from overheating

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

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

General Specification
G424FE Engine G424F Engine

GENERAL DESCRIPTION
ENGINE TYPE: Water-cooled, Inline 4-Cycle, 4-Cylinders
COMBUSTION SYSTEM: Squish Combution Chamber
INTAKE MANIFOLD Cast Aluminum (with injector ports)
EXHAUST MANIFOLD Cast Iron (dual channel)
VALVE CONFIGURATION: SOHC, 2 Valves per Cylinder
VALVE LIFTER/LASH ADJUSTER Stationary Hydraulic Lash Adjusters
VALVE ROTATOR Exhaust Rotator
CAMSHAFT DRIVE Timing belt system (20 mm Toothed Belt)
DISPLACEMENT: 2,405 cc (147 cid)
BORE x STROKE 87 mm (3.44 in) x 100 mm (3.94 in)
BLOCK STRUCTURE Grey Cast Iron
HEAD STRUCTURE Aluminum with seat inserts
COMPRESSION RATIO: 9.6:1
COMPRESSION PRESSURE: 1,240 kPa (180psi) Minimum
Intake Valve: 17°30' BTDC/ 76°30' ABDC
VALVE TIMING:
Exhaust Valve: 58°30' BBDC/ 35°30' ATDC
FIRING ORDER: 1-3-4-2
WEIGHT: 120 kg
ENGINE ROTATION: Counter-Clockwise (CCW) when viewed from Flywheel End
FUEL TYPE: LPG, Dual Fuel (LPG or Gasoline)
CRANK VENTILATION Foul Air System with PCV
IGNTION SYSTEM
IGNITION TYPE: Distributorless (waste spark)
IGNITIOIN TIMING: Electronic controlled by ECM
IGNITION COIL: 12 V operation volt
SPARK PLUGS: 0.035" (0.8-0.9 mm) Air Gap
LUBRICATION SYSTEM
OIL PRESSURE: 282 - 324 kPa @ 1400 rpm
Upper Limit: 125 °C (257°F)

OIL TEMPERATURE: Recommended: 99 – 110 °C (210 - 230°F)
Lower Limit:80 °C (176 °F)
OIL PAN Cast Aluminum

OIL PAN CAPACITY 4.25 L (EXCLUDES OIL FILTER)
OIL FILTER: 0.3 L
ENGINE OIL SPECIFICATION: API - SJ, SAE 10W30 or SAE 5W30

G424FE Engine G424F Engine
COOLING SYSTEM
WATER PUMP ROTATION: Toothed Timing Belt Drive- Clockwise from front of engine
Opening Temperature: 82°C (180°F)
THERMOSTAT:
Fully Open Temperature: 95°C (203°F)
COOLING WATER CAPACITY: 3.0 L
LP FUEL SYSTEM
Closed loop LP Carburetion Open loop LP Carburetion
LP FUEL SYSTEM
System System
Diaphragm Type Air Valve Diaphragm Type Air Valve
MIXER: Assembly inside, Downdraft Assembly inside, Downdraft
(Model: CA-100) (Model: CA-100)
Two-Stage Negative Pressure Two-Stage Negative Pressure
REGULATOR:
Regulator (Model: N-2007) Regulator (Model: N-2001)
FUEL TRIM VALVE (FTV): Dual Dither System None
FUEL FILTRATION: 40 Microns Maximum 40 Microns Maximum
GASOLINE FUEL SYSTEM
GASOLINE FUEL SYSTEM Closed loop MPI System and In-Tank Fuel Pump System
Electric Fuel Pump (12V)
FUEL PUMP MODULE Fuel Filter & Strainer
Gasoline Pressure Regulator (3.5 bar)
FUEL INJECTOR ASS’Y Electric Fuel Injector (12V)
ENGINE ELECTRIC
ENGINE CONTROL
12 V operation volt, 48 pins of I/O
MODULE(ECM):
CRANK SENSOR VR (Variable Reluctance)
CAM SENSOR Hall sensor (Dual fuel engine only)
TMAP: Intake Air Temp. & Manifold Absolute Press. Sensor
PEDAL ANGLE SENSOR: Two-Output Signals (Installed on Accelerator Pedal)
OXYGEN SENSOR: Dual Oxygen Sensor System None
ECT-ECM: Engine Coolant Temperature Sensor for ECM
ECT-GAUGE Engine Coolant Temp. Sensor for GAUGE on Instrument Panel
TPS: Throttle Position Sensor (built in Throttle Body)
THROTTLE BODY: Electronic Throttle Body
LP FUEL LOCK-OFF: 12 V operation volt
ENGINE OIL PR. S/W: 14-41 kPa
STARTING MOTOR: 12 Volts, 1.4 kW
ALTERNATOR: 13.5 Volts, 80 A
EXHAUST SYSTEM
Muffler Catalytic Muffler Muffler (without catalyst)

G424F/G424FE Engine Power and Torque
G424FE G424F
ENGINE MODEL unit G424FE-LP
G424FE-DF(GAS) G424F-LP
G424FE-DF(LP)
kW 46.2 44.7 46.2
RATED POWER hp 62 60 62
PS 62.9 60.8 62.9
rpm 2,550 2,550 2,550
N-m 181 172 181
MAX TORQUE ibf-ft 134 127 134
Kgf-m 18.5 17.5 18.5
rpm 2,200 2,200 2,200
GOVERNED SPEED rpm 2,600 2,600 2,600
LOW IDLE rpm 750 750 750

Chapter 2. RECOMMENDED MAINTENANCE
Suggested maintenance requirements for an engine equipped with an MI-07 fuel system are contained in this
section. The operator should, however, develop a customized maintenance schedule using the requirements
listed in this section and any other requirements listed by the engine manufacturer.
General Maintenance Inspect Engine for Fluid Leaks
Test Fuel System for Leaks • Start the engine and allow it to reach operating
temperatures.
• Turn the engine off.
• Inspect the entire engine for oil and/or coolant

leaks.
• Repair as necessary before continuing.
Inspect Vacuum Lines and Fittings
• Visually inspect vacuum lines and fittings for

physical damage such as brittleness, cracks and
kinks. Repair/replace as required.
• Obtain a leak check squirt bottle or pump spray • Solvent or oil damage may cause vacuum lines to
bottle. become soft, resulting in a collapsed line while
the engine is running.
• Fill the bottle with an approved leak check solution.
• If abnormally soft lines are detected, replace as
• Spray a generous amount of the solution on the necessary.
fuel system fuel lines and connections, starting at
the storage container. Inspect Electrical System
• Wait approximately 15-60 seconds, then perform a • Check for loose, dirty or damaged connectors and
visual inspection of the fuel system. Leaks will wires on the harness including: fuel lock-off,
cause the solution to bubble. TMAP sensor, O2 sensors, electronic throttle,
control relays, fuel trim valves, crank position
• Listen for leaks sensor, and cam position sensor.
• Smell for LPG odor which may indicate a leak • Repair and/or replace as necessary.
• Repair any leaks before continuing. Inspect Foot Pedal Operation

• Crank the engine through several revolutions. This • Verify foot pedal travel is smooth without sticking.
will energize the fuel lock-off and allow fuel to
flow to the pressure regulator/converter. Apply
additional leak check solution to the regulator/
converter fuel connections and housing. Repeat
leak inspection as listed above.
• Repair any fuel leaks before continuing.
G424F(FE) Service Manual 16 Chapter 2. Recommended Maintenance

Engine Oil Classification
Recommended API classification: Above SJ

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

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

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

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

Checking Engine Oil Level Replacing Engine Oil and Filter
CAUTION
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation and dermatitis.
In addition, used engine oil contains potentially
harmful contaminants which may cause skin
cancer.
Exercise caution in order to minimize the length
and frequency of contact of your skin to used oil.
In order to preserve the environment, used oil
and used oil filter must be disposed of only at
1. Check that the oil level is between “MIN” and designated disposal sites.
“Max” marks on the engine oil level gauge.
2. If the oil level is below “MIN” mark, add oil until 1. Drain engine oil.
the level is within the specified ranges.
1) Remove the oil filler cap.
3. Check the engine for oil contamination and
viscosity and replace if necessary. 2) Remove the oil drain plug, and drain the oil into
a container.
2. Replace oil filter.
1) Remove the oil filter.
2) Check and clean the oil filter installation

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

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

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

tighten it until the gasket contacts the seat.
6) Tighten it an additional 3/4 turn.

3. Refill with engine oil filter.
1) Clean and install the oil drain plug with a new

CAUTION
gasket. At this time, necessarily screen the spark plug
hole with a rag. Because hot coolant, oil, fuel,
Torque 40~70 N·m and other foreign material, being penetrated in
the cylinder through cracks can come into the
spark hole during checking compressed
2)Fill with fresh engine oil. pressure.
When cranking the engine to test compressed
Capacity Drain and refill 4.3 L pressure, necessarily open the throttle valve be-
fore cranking.
Oil filter 0.3 L
6. Install the compression gauge to the spark plug

3) Install the oil filler cap.
hole.
4. Start engine and check for oil leaks.
7. With the throttle valve opened, crank the engine
to measure the compressed pressure.
5. Recheck engine oil level.
Checking Compressed Pressure Standard (250~400 rpm) Limit 1,240 kPa
8. Repeat steps (no.6-7) over all cylinders, ensuring

that the pressure differential for each of the
cylinders is within the limit.
Limit 100 kPa (between cylinders)
9. If any of all cylinders is out of limit, add a small

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

it means that the piston, piston ring or cylinder
1. Prior to inspection, check that the engine oil, surface are worn or damaged, and if the
starter motor and battery are normal. compressed pressure is decreased, it means that
the valve is clogged, the valve contact is faulty, or
2. Start the engine and run it until the engine coolant the pressure leaks through gasket.
temperature reaches 80 ~ 95°C.
3. Stop the engine and disconnect the ignition coil CAUTION

and air cleaner element. If a large amount of incomplete combustion
gasoline comes into the catalytic converter,
4. Remove the spark plug. emergency such as a fire can occur due to
overheating. So this job should be done quickly
5. After opening the throttle valve completely, crank with the engine not operated.
the engine to remove foreign material from the
cylinder.

Cooling System Maintenance Antifreeze
DOOSAN recommends selecting automotive

Coolant Recommendation antifreeze suitable for gasoline engines using
aluminum alloy parts. The antifreeze should meet
The engine cooling system is provided with a ASTM-D3306 standard.
mixture of 50% ethylene glycol anti-freeze and 50%
water (For the vehicles of tropical area, the engine Check Coolant Level
cooling system is provided with a mixture of 40%
ethylene glycol anti-freeze and 60% water at the
• The items below are a general guideline for
time of manufacture.)
system checks. Refer to the engine
Since the cylinder head and water pump body are
manufacturer’s specific recommendations for
made of aluminum alloy casting, be sure to use a 30
proper procedures.
to 60% ethylene glycol antifreeze coolant to assure
corrosion protection and freezing prevention.
• Engine must be off and cold.
CAUTION WARNING—PROPER USE

If the concentration of the antifreeze is below
Never remove the pressure cap on a hot engine.
30%, the anticorrosion property will be adversely
affected. In addition, if the concentration is
above 60%, both the antifreeze and engine • The coolant level should be equal to the “COLD”
cooling properties will decrease, adversely mark on the coolant recovery tank.
affecting the engine. For these reasons, be sure
• Add approve coolant to the specified level if the
to maintain the concentration level within the
system is low.
specified range.
Inspect Coolant Hoses
Coolant Water
• Visually inspect coolant hoses and clamps.
Hard water, or water with high levels of calcium and Remember to check the two coolant lines that
magnesium ions, encourages the formation of connect to the pressure regulator/converter.
insoluble chemical compounds by combining with
cooling system additives such as silicates and • Replace any hose that shows signs of leakage,
phosphates. swelling, cracking, abrasion or deterioration.
The tendency of silicates and phosphates to

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

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

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

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

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

hydrometer.
2. After measuring the coolant temperature,

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

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

Checking and Adjusting Drive Belt 3. Tighten the bolt “A” and then tighten “B” to the
specified torque.
CAUTION
If the belt tension is too excessive, noise as well
as early wear of belt occurs and the water pump
bearing and alternator bearing are damaged.
If the belt is too loose, due to early wear of belt
and insufficient power of alternator, battery and
water pump become inefficient and finally
engine is overheated or damaged.
1. Checking tension Checking Belt for Damage

1) Press the middle of the water pump pulley and
alternator pulley with 10kgf.
2) Inspect the belt deflection by pressing it.
3) If the belt deflection is out of the standard,

adjust it as follows.
Standard
Item
New belt Used belt
Drive belt deflection (L) 4.0~4.4mm 5.1~5.7mm
Adjusting Check the following items and replace the belt if

defective.
1. Check the belt surface for damage, wear and

crack.
2. Check the belt surface for oil or grease

contamination.
3. Check the rubber part for wear or hardening.
Crank 4. Check the pulley surface for crack or damage.

pulley
1. Loosen the alternator support bolt “A” nut and

adjusting lock bolt “B”.
2. Adjust the belt tension by moving the alternator

brace adjusting bolt to “T” direction.
Alternator adjusting lock bolt “B” 1.2~1.5kg·m
Alternator support bolt “A” 2~2.5kg·m

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

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

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

sensors concerned with ignition timing.

Inspection of Spark Plug
Inspection and clean
3. Check the spark plug as below.
1) Insulator broken
1) Ignition cable
2) Terminal worn
2) Ignition coil
3) Carbon deposit
1. Disconnect the ignition cables from ignition coil
ass’y. 4) Gasket damaged or broken
2. Remove all spark plugs from the cylinder head 5) Porcelain insulator of spark plug clearance
using a sparkplug wrench.
CAUTION
Take care not to come foreign materials into
spark-plug mounting hole.
4. Check the plug clearance using a plug clearance

gauge and if the value is not within the specified
values, adjust it by bending the ground clearance.
When installing a new sparkplug, install it after
checking the uniform plug clearance.
Spark plug clearance 0.8~0.9mm

Spark Plugs
5. Install the spark plug and tighten it to the specified

torque.
Take care not to over tighten it to prevent cylinder
head threads from damage.
Tightening torque 2 ~ 2.5 kg·m
SPARK PLUG ANALYSIS
State Contact point is Contact point is

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

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

fuel lock-off. DO NOT START THE ENGINE.
Turn the ignition key switch to the off position.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.
Testing Fuel Lock-off Operation
• Start engine.
1. Close the fuel shutoff valve on the LP-fuel tank. • Locate the electrical connector for the fuel lock (A).
Run the engine until the fuel in the system runs
out and the engine stops. • Disconnect the electrical connector.
2. Turn off the ignition switch. • The engine should run out of fuel and stop within a
short period of time.
3. Scribe a line across the filter housing covers,
which will be used for alignment purposes when
re-installing the filter cover.
NOTE
FUEL FILTER DISASSEMBLY (Steps 4-7)
The length of time the engine runs on trapped fuel
vapor increases with any increase in distance
between the fuel lock-off and the pressure
regulator/converter.
• Turn the ignition key switch off and re-connect the

fuel lock-off connector.
4. Remove the cover retaining screws (1).
5. Remove top cover (2), magnet (3), spring (4), and

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

Replace if necessary.

Pressure Regulator/Converter Checking the TMAP Sensor
Inspection
• Verify that the TMAP sensor (F) is mounted tightly
• Visually inspect the pressure regulator/converter into the manifold or manifold adapter (E), with no
(B) housing for coolant leaks. leakage.
• Refer to Chapter 5 if the pressure • If the TMAP is found to be loose, remove the
regulator/converter requires replacement. TMAP retaining screw and the TMAP sensor from
the manifold adapter.
Fuel Trim Valve Inspection (FTV)
• Visually inspect the TMAP O-ring seal for damage.
• Visually inspect the fuel trim valves (C) for Replace as necessary.
abrasions or cracking. Replace as necessary.
• Apply a thin coat of an approved silicon lubricant
• To ensure a valve is not leaking a blow-by test can to the TMAP O-ring seal.
be performed.
• Re-install the TMAP sensor into the manifold or
1. With the engine off, disconnect the electrical manifold adapter and securely tighten the
connector to the FTVs. retaining screw.
2. Disconnect the vacuum line from the FTVs to the

pressure regulator/converter at the converter’s Exhaust System Maintenance
tee connection.
Inspect Engine for Exhaust Leaks
3. Lightly blow through the vacuum line connected to
the FTVs.
• Start the engine and allow it to reach operating
Air should not pass through the FTVs when de-
temperatures.
energized.
If air leaks past the FTVs when de-energized,
• Perform visual inspection of exhaust system from
replace the FTVs.
the engine all the way to the tailpipe. Any leaks,
even after the post-catalyst oxygen sensor, can
Inspect Air/Fuel Valve Mixer Assembly cause the sensor output to be effected (due to
exhaust pulsation entraining air upstream).
• Refer to Chapter 5 for procedures regarding the Repair any/all leaks found. Ensure the length
LP mixer (D). from the post-catalyst sensor to tailpipe is the
same as original factory.
Inspect for Intake Leaks
• Ensure that wire routing for the oxygen sensors is
• Visually inspect the intake throttle assembly (E), still keeping wires away from the exhaust system.
and intake manifold for looseness and leaks. Visually inspect the oxygen sensors to detect any
Repair as necessary. damage.
Inspect Throttle Assembly
• Visually inspect the throttle assembly motor

housing for coking, cracks, and missing cover-
retaining clips. Repair and/or replace as
necessary.
NOTE: Refer to Chapter 5 for procedures on

removing the mixer and inspecting the throttle plate.

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

Chapter 3. ENGINE MECHANICAL SYSTEM
General Information
Engine Outline
G424F(FE) Service Manual 30 Chapter 3. Engine Mechanical System

Technical Specifications
CRANKSHAFT
Maximum saddle taper..................................................................................................................... 0.005 mm
Maximum saddle out-of-roundness .................................................................................................. 0.004 mm
Crankshaft maximum warping ............................................................................................................ 0.03 mm
Trunnion diameter........................................................................................................ 57.9820 – 57.9950 mm
Journal diameter ................................................................................................................ 48971 – 49987 mm
Maximum clearance between trunnion and shell .................................................................. 0.015 – 0.041 mm
Clearance between journal and connecting rod shell ............................................................ 0.012 – 0.062 mm
Connecting rod journal end clearance .................................................................................. 0.070 – 0.242 mm
Reboring number ........................................................................................................................................... 2
Crankshaft end clearance ......................................................................................................0.02 – 0.352 mm
Shells: See color definitions below, under “Table of Spare Shells”
CYLINDERS AND PISTONS
Clearance between piston and cylinder (skirt lower area) ..................................................... 0.010 a 0.030 mm
Maximum saddle out-of-roundness .................................................................................................. 0.127 mm
Crankshaft maximum warping ........................................................................................................ 0.127 mm
Piston stroke....................................................................................................................................... 100 mm
Piston bore ........................................................................................................................................ 87.5 mm
Distance between piston head in the TDC and block surface....................................................0.11 a 0.43 mm
Angle between the compression ring openings..........................................................................................100°
Gap between compression ring tips ............................................................................. 1st groove 0.25 – 0.45
.................................................................................................................................... 2nd groove 0.15 – 0.45
Gap between compression rings and grooves
– Upper groove .......................................................................................................................0.005 – 0.085
– Lower groove .......................................................................................................................0.035 – 0.008
Gap between the oil scraper-type control oil....................................................................................0.20 – 0.55

CYLINDER HEAD
Valve seat angle (all) .......................................................................................................................... 90° ± 1°
INTAKE AND EXHAUST VALVES
Seat angle ........................................................................................................................................ 92° ± 15°
Stem lash in the guides........................................................................................... 0.015 a 0.042 mm (intake)

e 0.030 a 0.060 mm (exhaust)
Available oversize ................................................................................................... 0.075 a 0.150 e 0.250 mm
Valve seat eccentricity tolerance (between maximum and minimum readings).................................. 0.050 mm
Valve seat widths:
– Intake ....................................................................................................................................1.3 – 1.4 mm
– Exhaust ...............................................................................................................................1.7 – 1.8 mm
CAMSHAFT
End clearance..........................................................................................................................0.04 – 0.16 mm
Camshaft maximum warping.............................................................................................................. 0.04 mm
OIL PUMP
Clearance between:
– Driven gear and case ........................................................................................................0.11 a 0.19 mm
– Drive gear and crescent.....................................................................................................0.35 a 0.45 mm
– Gear and cover..................................................................................................................0.03 a 0.10 mm
Pressure @ 1400 RPM ..............................................................................................................282 – 324 kPa

(41 – 47 lbf·pul²)

Shells Selection Table
MAIN BEARINGS – STANDARD SIZE (*)
(*) ALL MEASURES ARE IN MILLIMETERS

MAIN BEARINGS – 0.50 UNDERSIZE (*)

CONNECTING ROD BEARINGS CONNECTING ROD BEARINGS
0.25 UNDERSIZE 0.50 UNDERSIZE

Recommended Torque Values
nuts N•m
Starter to cylinder block 45
Exhaust manifold to cylinder head 18-22 1)
Dipstick oil tube to cylinder block 20-30
DIS Ignition Module to camshaft housing carrier 8

Throttle body to intake manifold 11-13
Pressure plate to camshaft housing 8
Intake manifold to cylinder head 18-22 1)
Crankshaft position sensor 6
Rear toothed belt cover bolts 8
Rear toothed belt cover nuts 7
Heat shield to exhaust manifold 6-8
bolts N•m
V–belt tensioner to alternator support 25
Fuel distributor tube to intake manifold 22-30
Fuel supply and return line to throttle valve guards 15
Water pump to cylinder block 25
Coolant pipe to cylinder block 20
Crankshaft main bearing cap to cylinder block 50 N•m + 45° + 15°

Oxygen sensor to exhaust manifold 35-44
Crankcase oil baffle plate and bridge bolts 20
Camshaft housing cover to camshaft housing 8
Camshaft sprocket to camshaft 45
Oil drain bolt to oil pan 40-70

Oil pressure switch to oil pump 30-50
Oil filter to oil pump Hand Tight
Oil pump to cylinder block 10
Oil pump cover to oil pump 6
Oil intake pipe to oil pump 10

Oil intake pipe to cylinder block 8
Oil baffle plate to oil pan 8
Oil pan to transmission 40

bolts N•m
Oil pan to cylinder block 18-22
Con–rod bearing cap to con–rod 30-40+40°+45°
Flywheel to crankshaft 35 + 30 ° + 15° 2)
Coolant temperature sensor to thermostat housing 20
Thermostat housing to cylinder head 15
Carrier plate (DIS ignition module) to camshaft housing 12
Relief valve plug to oil pump 45 - 60

Toothed belt cover, lower part to rear toothed belt cover 4
Toothed belt tension roller to oil pump 20
Spark plug to cylinder head 25
Cylinder head and camshaft housing to cylinder block 25 + 180°+ 10° 2)
1. Use new nuts.
2. Use new bolts.
3. Rectum thread before reuse and insert bolts with

screw locking compound (red). The installation
time including the torque check is maximum 10
minutes.
4. Insert bolts with mounting paste (white).

Troubleshooting
Symptom Possible cause Remedy
Cylinder head gasket damaged Replace gasket
Worn or damaged piston ring Replace ring
Low compression
Worn piston or cylinder Repair or replace piston and cylinder block
Worn or damaged valve seat Repair or replace valve and seat ring
Insufficient engine oil Check engine oil level
Oil pressure switch defective Replace oil pressure switch
Oil filter clogged Install new filter
Low oil pressure Worn oil pump gear or cover Replace
Thin or diluted engine oil Replace engine oil
Oil relief valve clogged(Open) Replace or inspect
Excessive bearing clearance Replace bearing
High oil pressure Oil relief valve clogged(Closed) Repair relief valve
Thin or diluted engine oil Replace engine oil
Noisy valve Faulty HLA Replace HLA
Worn belt stem or valve guide Replace belt stem or valve guide
Insufficient engine oil Check engine oil level
Noisy connecting rod Low oil pressure Refer to too low oil pressure
or timing belt Thin or diluted engine oil Replace engine oil
Excessive bearing clearance Replace bearing
Noisy timing belt Incorrect belt tension Correct belt tension
Coolant leak from Heater or radiator
hose Repair or replace parts
Defective radiator cap Retighten clamp or replace
Low coolant level
Thermostat housing Replace gasket or housing
Radiator Replace
Water pump Replace parts
Radiator clogged Foreign material into coolant Replace coolant
Thermostat defective Replace parts
Radiator cap defective Replace parts
Abnormal flow in cooling system Clean or replace parts
Loose or missing driving belt Correct or replace
Abnormally high
Loose water pump Replace
coolant temperature
Water temperature wiring defective Repair or replace
Cooling pan defective Repair or replace
Radiator or thermostat switch defective Replace
Inefficient coolant Add coolant
Abnormally low Thermostat defective Replace
coolant temperature Water wiring defective Repair or replace
Loose connecting part
Oil cooling system
Cracked or damaged hose, pipe, and oil Retighten Replace
leak
cooler
Loose connecting part Retighten
Exhaust gas leak
Pipe or muffler damaged Repair or replace
Breakaway exhaust plate in muffler Replace
Rubber hanger damaged Replace
Pipe or muffler with body Interfered Repair
Abnormal noise
Pipe or muffler damaged Repair or replace
Catalytic converter damaged Replace
Each connecting gasket damaged Replace

Engine Exploded View (1 of 2)
1) RING KIT 2) PISTON 3) BEARING KIT 5) ROD 6) BOLT

13) INDICATORK,OIL LVL 14) HOSE 16) GASKET 17) BOLT 20) PLUG
21) ENGINE 22) SEAL 23) BOLT 24) GEAR 25) GEAR
26) SEAL 27) COVER 28) BOLT 41) PAN,OIL 42) BOLT
47) CAP 57) BEARING 58) BOLT 59) CRANKSHAFT 60) RING
61) KEY 62) BEARING KIT 80) FILTER 81) FITTING 86) VALVE
87) SENSOR 90) BOLT 91) BOLT 92) SEAL 97) PIN
98) BEARING KIT 99) PLATE 100) CAP 101) BOLT 102) PUMP
103) SEAL 104) PIN 105) GASKET 106) PUMP 107) BOLT
108) SEAL 109) SEAL 110)PIPE 111) BOLT 112) BOLT
113) BAFFLE 114) SEAL 115) PLUG 117) CLAMP 118) HOSE
120) SPRING 121) PLUG 122) SEAL 123) PLUG 124) VALVE
125) GASKET 126) PIN 129) SEAL 130) SWITCH 131) BOLT
132) PLATE 133) BOLT 134) STARTER 135) SENSOR 136) PLUG
139) BOLT 143) BOLT 145) BOLT

Engine Exploded View (2 of 2)
1) ENGINE 3) SPARK PLUG 4) ARM 5) SEAT 6) ADJUSTER 7) KEY

8) CAP 9) SPRING 10) SEAL 11) SEAT 12) GUIDE 28) STUD
29) NUT 31) MANIFOLD 32) GASKET 33) VALVE 34) SEAT 35) VALVE
36) SEAT 37) GASKET 38) HEAD 40) BOLT 49) STUD 66) PIN
67) HOUSING 69) WASHER 71) CAMSHAFT 72) PIN 73) STUD 74) CAP
75) SEAL 76) COVER 77) GASDET 78) BAFFLE 79) TUBE 80) BOLT
81) BRACKET 82) BRACKET 83) BRACKET 86) BOLT 87) BRACKET 88) COVER
89) SEAL 90) BOLT 91) RETAINER 92) RETAINER 93) RETAINER 94) RETAINER
95) WIRE 96) WIRE 97) WIRE 98) WIRE 99) WIRE KIT 100) STRAP
104) COIL 105) BOLT 107) GASKET 108) MANIFOLD 113) HOSE 115) COVER
116) BOLT 117) ADAPTER 118) BOLT 119) COVER 120) BOLT 121) SPROCKET
122) WASHER 123) BOLT 124) BELT 125) TENSIONER 126) BOLT 128) SPACER
129) KEY 130) SEAL 131) SPROCKET 132) WASHER 133) BOLT 134) SEAL
135) HOUSING 136) SENSOR 137) BOLT 140) SEAL 141) THERMOSTAT 142) BOLT
143) INJECTOR 144) SEAL 145) INJETOR 146) REGULATOR 148) SEAL 149) SEAL KIT
150) CLIP 151) BOLT 152) BOLT 153) COVER 154) GASKET 160) TUBE
161) TUBE 162) FITTING 164) BOLT 165) INLET 166) STUD 167) SEAL
168) VALVE 169) HOSE 170) CLAMP 171) CLAMP 172) HOSE 173) BALANCER
174) BOLT 175) PIPE 176) BOLT 177) TUBE 180) ADAPTER 181) WASHER
183) STUD 184) NUT

Intake manifold and gasket
Components
1) Gasket 2) Intake Manifold Assy 3) Stud Bolt 4) Nut 5) Fitting

6) Tmap 7) Bolt 8) Bracket-Stay 9) Washer 10) Bolt
11) Washer 12) Bolt 13) Pipe 14) Plug 15) Hose
16) Hose 17) Clamp 18) Washer 19) Bolt 20) Hose
21) Clamp 22) Washer 23) Bolt 24) Hose 25) Clamp
26) Block 27) Bracket 28) Fitting 29) Plug

Removal
Remove or Disconnect
1. Relieve of fuel line pressure:
• Fuel-off solenoid valve disconnect.
• Run the engine and leave it running until

stopping by lack of fuel.
• Run the engine for about 5 seconds so as to fully

depressurize the fuel system.
10. If necessary, remove the fuel rain from intake
• Fuel pump electric connection, from the tank manifold by using 12mm socket wrench and
upper area extension.
• Run the engine and let it idle until it stops by lack 11. If necessary, remove TMAP sensor attaching
of fuel. screws by using E-8 socket wrench with
extension.
• Start the engine for about 5 seconds, so as to
obtain full pressure relief in the fuel system. 12. Remove all hose clamps and hose by using
screw driver.
2. Disconnect the wiring harness from electronic
components. 13. Remove coolant pipe attaching bolts by using
13mm spanner and 10mm socket wrench.
3. Battery negative cable.
4. Drain the coolant, releasing the radiator lower

hose.
5. Disconnect the fitting of gasoline fuel hose from

the fuel tank. (G424FE DF)
6. Disconnect the fuel hose and balance line, air

hose.
7. Disconnect carburetor assembly by using 5mm

hex-bit socket wrench handle.
14. Remove manifold attaching bolts from the head

by using 13mm wrench.
15. Remove the intake manifold.
Clean
• Gasket residues from the intake manifold and

cylinder head, taking care not to scratch the
gasket mating surfaces.
8. Disconnect the PCV hose by using a screw driver.
9. Remove bracket attaching bolts by using 17mm

spanner.

Installation 7. Put the pipe on the manifold.
Install or connect 8. With a 10-mm socket wrench, extension and

proper torque wrench; tighten.
1. Coolant pipe attaching bolt with cylinder block in
its place. Tighten
• Bolts: 5 – 6 N·m (3.7 – 4.4 lb·ft.).
9. Insert the TMAP onto manifold with greased o-

ring.
10. With an E-8 socket wrench, extension and

Tighten
• Bolts: 6– 7 N·m (4.4 – 5.2 lb·ft.).
2. With 13mm torque spanner, proper torque; tighten.

Tighten
• Bolts: 18 – 22 N·m (13 – 16 lb·ft.).
3. Hose clamp with torque driver; tighten.

Tighten
• Clamps: 1.5 – 2 N·m (1.1 – 1.5 lb·ft.).
4. A new gasket between intake manifold and

cylinder head.
11. MAP sensor electric connector in the intake
5. Intake manifold and its attaching nuts, without manifold rear area.
tightening.
12. Insert the fuel rail with injectors in the hole of
6. With a 13-mm socket wrench, extension and manifold and paste oil and grease to o-ring of
proper torque wrench; tighten. injector. (G424FE)
Tighten 13. With a 12-mm socket wrench, extension and

• Nuts: 18 – 22 N·m (13 – 16 lb·ft.).
Tighten
Obs.: Tighten the intake manifold nuts in a
crisscross sequence, from the center to the ends. • Nuts: 18 – 22 N·m (13 – 16 lb·ft.).

14. Connect wiring to the injectors.
15. Connect the PCV hose between PCV and fitting.
16. Hose clamp with torque driver; tighten.
Tighten
• Clamps: 1. – 1.5 N·m (0.75 – 1.1 lb·ft.).
17. Bracket-stay and its attaching nuts, without

tightening.
18. With a 17-mm torque spanner; tighten.
Tighten
• Nuts: 35– 40 N·m (25.8 – 29.5 lb·ft.).
19. A new gasket between mixer assembly and

intake manifold.
20. Mixer assembly and its attaching nuts, without

tightening.
21. With a 5mm hex-bit socket wrench and torque

wrench; tighten by using thread locker.

Exhaust Manifold and Gasket
Components
1) Gasket 2) Adapter-Exhaust Manifold 3) Bolt

4) Washer 5) O2 Sensor 6) Stud Bolt
7) Washer 8) Bolt 9) Exhaust Manifold
10) Shield 11) Gasket

Removal Installation
Remove or disconnect Install or connect
1. Spark plug cable terminals; 1. New gasket between the exhaust manifold and
cylinder head.
2. Exhaust manifold heat shield and remove dipstick
tube (to allow removal of #3 plug wire). 2. Exhaust manifold and attaching nuts, without
tightening.
3. Oxygen sensor (O2) electric connection.
3. With a 13-mm socket wrench, extension and
4. Adapter-Manifold torque wrench; tighten.
5. Remove attaching bolts of adapter with 6 mm hex Tighten

– bit socket.
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.)
6. Exhaust manifold-to-cylinder head attaching nuts,
with a 13-mm socket wrench, extension and
handle. 4. New gasket between the exhaust manifold and
adapter.
7. Exhaust manifold and gasket.
5. Exhaust adapter and attaching bolts Without
Clean tightening.
• Exhaust manifold and cylinder head gasket 6. With a 6mm hex-bit socket, extension and torque
residues, taking care not to scratch the gasket wrench; tighten.
mating surfaces.
• Tighten : 25 ~ 30N.m
7. Oxygen sensor to the adapter, with 22mm torque

spanner tighten.
8. Washer and plug to the exhaust manifold, with

19mm socket wrench, extension and Torque
wrench; tighten.
• Torque : 60 ~ 70N.m
9. Heat shield and attaching bolts, without tightening.
10. With a T30 socket wrench and torque

Wrench; tighten.
• Tighten: 6 ~ 8N.m
11.Spark plug cables, observing their sequence.

Timing Belt
Components
1) Cover 2) Bolt 3) Adapter

4) Bolt 5) Cover 6) Bolt
7) Sprocket 8) Washer 9) Bolt
10) Belt-timing 11) Tensioner-Timing Belt 12) Bolt
13) Spacer 14) Key 15) Seal
16) Sprocket 17) Washer 18) Bolt
19) Bolt 20) Stud 21) Nut

Removal Timing Belt
Remove or disconnect Inspection
1. Crankshaft pulley; see “Crankshaft Pulley –

Removal”, in this section.
2. V pulley belt automatic Tensioner; see “V Pulley

Belt Automatic Tensioner – Removal”, in this
section.
3. Timing belt front cover attaching bolt, with an E10

Torx socket wrench, extension and handle
4. Timing belt front cover.
Important
1. Check the belt for oil or dust deposit and replace
• Note the camshaft pulley alignment with the it if necessary. In case of small amount of oil or
timing mark on the timing belt cover. dust, clean it with a rag or paper instead of a
solvent.
• Turn the crankshaft until aligning the timing
pulley mark with the oil pump case flange, in the 2. After overhauling the engine or readjusting the
no. 1 cylinder combustion stroke. belt, inspect the belt in detail and replace it with a
new one if the following defects are detected.
5. Loosen the timing belt Tensioner bolt with a 13-
mm combination wrench, releasing belt tension.
CAUTION
6. Timing belt, marking the running direction/front Do not bend or twist the timing belt.
edge of the belt in case of using the same belt. Take care not to contact the timing belt with oil,
water, grease and steam.

Description Specification
Glossy back side. Due to

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

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

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

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

Installation
Install or connect
Important
• Align the camshaft timing pulley mark with the

timing belt rear cover mark.
• Align the crankshaft timing pulley mark with the

oil pump case flange, in the no. 1 cylinder
combustion stroke.
1. Timing belt
2. Belt Tensioner adjustment: with a 6-mm Allen

wrench, so as to keep steady the Tensioner shaft,
loosen the Tensioner shaft attaching bolt until the
same becomes steady.
With a 6-mm Allen wrench, turn clockwise the
Tensioner installation shaft up to the “NEW”
marking point (± mm) (Detail B). The needle may
move from the right side up to the final adjusting
position. Tighten the bolt. For used timing belts,
follow the same procedure, but with the belt
adjustment in the “USED” position.
This change is suggested due to the used belt
presenting a different course of action regarding
the new belt.
3. Timing belt front cover.
4. Timing belt front cover attaching bolts, with a 10-

mm socket wrench and handle.
5. V pulley belt automatic Tensioner; see “V Pulley

Belt Automatic Tensioner – Installation”, in this
Section.
6. Crankshaft pulley; see “Crankshaft Pulley –

Installation”, in this section.

Timing Belt Tensioner
Removal
Remove or disconnect
1. Timing belt; see instructions under “Timing Belt –

2. Timing belt Tensioner bolt, in the oil pump case,

with a 13-mm socket wrench and handle.
3. Timing belt Tensioner.
Install or connect
1. Tensioner in the oil pump case.
Important
• The lug (1) in the Tensioner base should be

lodged in the hole (2) of the oil pump case.
2. Tensioner attaching bolt, without tightening.
3. Timing belt; see “Timing Belt – Installation”, in this

section.

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

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

Crankcase Ventilation
Secondary Vent
Oil Fill Cap (Fresh Air Port) Primary Vent “Herringbone separator” lies on horizontal.
to PCV Shown here in vertical for viewing ease.
External
Hi C/C Cover Assy Crankcase
Pressure Breather Tube
Cam
Carrier
Cylinder
Liquid Oil
Head
Oil Drainbacks (7 total)

(2 at front, 2 at rear, &
Foul Air
3 mid on exhaust side)
Engine
Oil Pump Block
Fresh Air
Assy
Oil Pan
Oil Pan Baffle * Note: Diagram does not reflect

actual engine geometry

Service Procedure TROUBLESHOOTING
REMOVAL
1. Disconnect the vacuum hose from the PCV valve.
1. After disconnecting the vacuum hose (A), remove 2. With the engine at idle, Check the intake manifold
the PCV valve (B). for vacuum when clogging the opened end of PCV
valve.
NOTE: The plunger in PCV valve will move back

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

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

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

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

Camshaft Timing Pulley and/or Installation
Seal Install or connect
Removal 1. New seal in the camshaft case, with the aid of tool
KM-422, camshaft pulley washer and bolt.
2. Camshaft timing pulley and its bolt, with a 22-mm
1. Timing belt; see “Timing Belt – Removal”, in this wrench, to lock the camshaft and a 17-mm socket
section. wrench and torque wrench; tighten.
2. Camshaft case cover; see “Camshaft Case Cover Tighten

– Removal”, in this section.
• Bolt: 40 – 50 N·m (30 – 37 lb·ft.).
3. Camshaft timing pulley attaching bolt, holding the
camshaft with a 22-mm wrench and use a 17-mm 3. Camshaft case cover; see “Camshaft Case Cover
combination wrench to loosen the camshaft timing – Installation”, in this Section.
pulley attaching bolt.
Important section.
• Mark the orientation of the camshaft timing

pulley before removal. Crankshaft Timing Pulley
4. Camshaft timing pulley. Removal
5. Camshaft seal; for this operation, drill a hole in Remove or disconnect

the seal front face and install a fine thread bolt.
With the aid of pliers, pull the seal. 1. V pulley belt; see “V Pulley Belt – Removal”, in
this section.
2. Timing pulley attaching bolt, with a 13-mm socket.
3. Timing pulley; if it is locked, use tool 6-8604028 to

remove the same.
4. Timing pulley key.
Installation
Install or connect
1. Key in the timing pulley.
2. Timing pulley and attaching bolt, without

tightening.
3. Use a 13-mm socket wrench; tighten.
Tighten
• Bolt: 135 + 30° + 15° (99 lb·ft. + 30° + 15°).
4. V pulley belt; see “V Pulley Belt – Installation”, in

this section.

• Install the seal in the protecting sleeve.
• Place installer KM-417 and bolt and install the

seal in its lodging.
2. Remove tool and protecting sleeve.
3. Timing pulley in the crankshaft; see “Crankshaft

Timing Pulley – Installation”, in this section.

section.
Crankshaft Front Seal

Removal
1. Timing belt; see “Timing Belt – Removal”, in this

section.
2. Crankshaft timing pulley; see “Crankshaft Timing

Pulley – Removal”, in this section.
3. Crankshaft seal. For this operation, drill a hole in

the seal front face and install a fine threaded bolt
(arrow).
With the aid of pliers, remove the seal.
Installation
Install or connect
1. New seal to the crankshaft.
Important
• Install tool KM-417 protecting sleeve on the

crankshaft end with its outer surface lubricated
and the chamfered area turned to the outside of
the vehicle.

Camshaft Case Cover and Crankshaft Accessory Pulley
Gasket
Removal
Removal
1. V pulley belt; see “V Pulley Belt – Removal”, in
this section.
1. Spark plug cables from the support.
2. Crankshaft accessory pulley attaching bolt, with a
2. Breather hose from the valve cover.
13-mm socket wrench and handle.
3. Camshaft case cover attaching bolts, with a 10-
3. Crankshaft pulley.
4. TDC sensor and CAS sensor.
4. Camshaft case cover and gasket.
Installation
Install or connect
1. A new gasket and camshaft case cover.
2. Camshaft cover attaching bolts, without tightening.
Obs.: Install the spark plug cables together with the

bolts.

torque wrench; tighten.
Installation
Tighten
Install or connect
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.).
1. Accessory pulley with attaching bolts, without
tightening.
4. Breather hoses in the camshaft case cover.
2. With a 13-mm socket wrench and torque wrench;
tighten the pulley attaching bolts.
5. Spark plug cables on the supports.
Tighten
• Bolts: 15 – 25 N·m (11 – 18 lb·ft.).
3. V pulley belt; see “V Pulley Belt – Installation”, in

this section.

Timing Belt Rear Cover
Removal
1. Timing belt; See “Timing Belt – Removal”, in this

section.
2. Camshaft timing pulley; see “Camshaft Timing


4. Timing belt rear cover attaching bolts and nuts,

with a T30 Torx socket wrench; extension and
handle.
5. Timing belt rear cover.
Installation
Install or connect
1. Timing belt rear cover and attaching bolts and

nuts, without tightening.
2. With a T30 Torx wrench, and extension; tighten.
Tighten
• Bolts: 5 – 10 N·m (4 – 7 lb·ft.).
• Nuts: 5 – 10 N·m (4 – 7 lb·ft.).

Pulley – Installation”, in this section.
4. Camshaft timing pulley; see “Camshaft Timing

Pulley – Installation”, in this section.

section.

Rocker Arms, Linkage, Valve
Lifters With Cylinder Head and
Engine
Removal
1. Camshaft case cover; see “Camshaft Cover –

2. Attach tool KM-565-A in the camshaft case,

supporting it over the spring plate corresponding
to the rocker arm to be removed.
3. Drive the tool pressing the valve spring.
4. Rocker arm, linkage.
5. Valve lifter.
Installation
Install or connect
1. Valve lifter, linkage and rocker arm.
2. Release the valve spring.
3. Remove tool KM-565-A.
4. Camshaft case cover; see “Camshaft Case Cover

- Installation”, in this section.

Cooling System
General Description
Water Outlet Assy

(attaches to cyl head)
Upper outlet to Cam

Lower outlet ancillary device Carrier
to water
pump inlet
Cylinder
Head
(1)
Coolant
Sensor
(2) Blocking Note: Cylinder head gasket orifices control water

flow from block to head. Engine
t/stat
(bypass
Water inlet - Large opening (max flow) at rear of engine Block (3)
(Actual pump inlet - Small “venting” passages between cylinders
open cold) thru rear of pump)
Oil Pump
(4) Belt Driven
“Cassette”
Assy
Water Pump
Water out
Oil Pan
* Note: Diagram does not reflect actual engine geometry
Cooling System Schematic

1) Cylinder head. 2) Thermostat. 3) Cylinder walls. 4) Water pump.
Water pump (4) is installed on the front of the thermostat (2) is open the coolant will go through
cylinder block. The water pump is driven by timing radiator top hose and into the top tank of radiator.
bolt.The inlet opening of the water pump is Coolant then goes through the cores of the radiator.
connected to the radiator lower hose. The outlet flow The air from the fan will make the coolant cool as
from the water pump goes through passages inside the coolant flows to the bottom of the radiator and
the cylinder block. out hose where the coolant returns to water pump.
The coolant from the water pump through the The radiator is equipped with a shroud to increase
cylinder block passages has primary coolant flow to the efficiency of the fan and cause the air to be
and around the seats for the exhaust valves. This pushed through the radiator and away from the lift
method gives the coolant with the coolest truck.
temperature flow to the hottest area during engine If the coolant is hot and the cooling system pressure
operation. is too high, some coolant flows to the top of radiator
Cylinder walls (3) are cooled by the coolant flow through the tube to recovery tank. The cooling
through the block. After the coolant goes through the system pressure is controlled by cap. When the
cylinder block it flows through cylinder head (1) to cooling system pressure goes above its rated
the thermostat housing, where the bypass type pressure, a valve opens in pressure cap which
thermostat (2) is installed. The thermostat controls releases the cooling system pressure to the
the opening to radiator to control the temperature in atmosphere. After the engine is at normal
the cooling system. temperature for operation, a development of vacuum
If the coolant is cold (cool), the thermostat will be is present in the cooling system. Pressure cap
closed. The coolant circulates (makes a complete permits air in the radiator to remove the vacuum at
circuit) from the water pump and through the the same time coolant from recovery tank is pulled
cylinder block until the temperature of the coolant is back into the radiator.
warm enough to make the thermostat open. When

The thermostat housing has two outlet ports. Upper
outlet port is connected to distribution block and
lower outlet is connected to coolant pipe and coolant
flow is recirculated to water inlet through coolant
pipe until thermostat is open. The distribution block
has 5 ports as shown a picture.

Testing and Adjusting
5. Inspect the drive belts for the fan.
Adhere to the following warnings when performing
any tests or adjustments while the engine is running: 6. Check for damage to the fan blades.
7. Look for air or combustion gas in the cooling

WARNING system.
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are 8. Inspect the filler cap and the surface that seals
moving, can cause personal injury. the cap. This surface must be clean.
9. Look for a large amount of dirt in the radiator core

and on the engine.
WARNING
Exhaust fumes contain carbon monoxide (CO) 10. Check for loose or missing fan shrouds that
which can cause personal injury or death. Start cause poor flow of cooling air.
and operate the engine in a well ventilated area
only. In an enclosed area, vent the exhaust to Cooling System Tests
the outside.
This engine has a pressure type cooling system. A

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

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

through the radiator does not have a restriction.

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

following procedure:
WARNING
If the engine has been in operation and the
coolant is hot, slowly loosen the pressure cap to
the first stop and let the pressure out of the
cooling system, then remove the pressure cap.
1. Remove pressure cap from the radiator.
Pressure Cap Diagram 2. Make sure the radiator is full (hot) or nearly full
(A) Sealing surface of cap and radiator. (cold) of coolant.
One cause for a pressure loss in the cooling system 3. Attach the Cooling System Pressurizing Pump
can be a bad seal on the pressure cap of the system. Tool to the radiator filler neck.
Inspect the pressure cap carefully. Look for damage
to the seal or the sealing surface. Any foreign 4. Pump the pressure to 20 kPa (3 psi) more than
material or deposits on the cap, seal or seal or the rated pressure of the cap.
sealing surface must be removed.
5. Check the radiator for outside leakage.
To check the pressure cap opening pressure, do the
following procedure. 6. Check all connections and hoses of the cooling
system for outside leakage.
WARNING 7. If there is no outside leakage and the pressure

If the engine has been in operation and the reading on the gauge is still the same after 5
coolant is hot, slowly loosen the pressure cap to minutes, the radiator and cooling system do not
the first stop and let the pressure out of the have leakage. If the reading on the gauge goes
cooling system, then remove the pressure cap. down and there is no outside leakage, there is
leakage on the inside of the cooling system. Make
repairs as necessary
1. Remove pressure cap from the radiator.
2. Put the pressure cap on the Cooling System

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

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

cap.

Thermostat Cooling System Heat Problems
The thermostat is the wax pellet type. A jiggle To check if there is a good reason for heat problems
valve (which improves air bleeding during water do the checks that follow:
supply) is provided on the flange part. When the
thermostat is closed, the circulation of coolant is 1. The indications of a heat problem are as follows:
stopped, thereby making warm-up faster.
a. High coolant temperature indicator light is on or
Operation needle of coolant temperature gauge is in red
range.
When the temperature of the coolant is low, the
valve is closed by the spring, with the result that the b. Coolant boils out (comes out because of too
coolant circulates within the engine, without passing much heat) of the cooling system during
through the radiator. operations.
When the temperature of the coolant rises and
reaches a certain specified temperature, the valve c. Coolant boils out on the floor when the engine
opens and the coolant also circulates through the is stopped.
radiator.
d. Coolant must be added at the end of each shift
When the temperature increases further and but Steps b and c are not present.
reaches a certain specified temperature, the valve
opens fully, allowing even more coolant to circulate 2. If indication in Step 1 a is only present. It is
through the radiator. possible the problem is only a damaged gauge,
light or sender. Make a replacement of the
Thus, in this way the degree of valve opening is defective part.
varied according to the temperature of the coolant,
and the temperature of the coolant is adjusted by 3. If indication in Step 1b is present, do the
varying the amount of coolant caused to circulate procedure that follows:
through the radiator.
a. Run the engine at medium idle (1200 rpm) for
Thermostat Test three minutes after high idle operation. This
cools off the hottest parts of the engine before it
To test the thermostat opening temperature, use the is stopped.
following procedure:
b. Install a coolant recovery system on the truck, if
not already equipped.
WARNING
The pan, water and thermostat will be very hot 4. If indications in Step 1b, 1c or 1d are present, but
and can cause burns. Do not touch the pan, Step 1a is not and the high temperature indicator
water or thermostat. Handle the components light does work, the problem can be a damaged
with an insulated device for protection. radiator cap seal or there can be a leak in the
cooling system. Complete the procedure that
follows:
1. Remove the thermostat from the engine.
a. Do the Pressure Cap Test, Cooling System
2. Hang the thermostat in a pan of water. Put a Leak Check, Thermostat Test and Belt
thermometer in the water. Put the thermostat Adjustment in the Testing And Adjusting.
completely under water. Do not let the thermostat
make contact with the pan. b. Clean the radiator with hot water (steam clean)
at low pressure and use detergent or air
3. Put heat to the pan of water. Make the water in according to the different types of debris that
the pan move around. This keeps all of the water caused the radiator to be dirty (plugged).
at the same temperature.
c. Check the engine high idle setting.
4. The thermostat must start to open when the
temperature is 82°C (180°F). The thermostat must
be fully open at 96°C (205°F).

NOTE: Another condition that can cause heat Filling at over 20 liters per minute can cause air
problems is the ignition timing. Retarded (late) pockets in the cooling system.
timing causes the engine to send more heat to the
cooling system. Advanced (early) timing causes the After draining and refilling the cooling system,
engine to send less heat to the cooling system. operate the engine with the radiator cap removed
until the coolant reaches normal operating
Cooling System Recommendation
temperature and the coolant level stabilizes. Add
Coolant Information coolant as necessary to fill the system to the proper
level.
The engine cooling system is provided with a
mixture of 50% ethylene glycol anti-freeze and 50% Operate with a thermostat in the cooling system all
water (For the vehicles of tropical area, the engine year-round. Cooling system problems can arise
cooling system is provided with a mixture of 40% without a thermostat.
ethylene glycol anti-freeze and 60% water at the
time of manufacture.) Coolant Water
Since the cylinder head and water pump body are
made of aluminum alloy casting, be sure to use a 30 Hard water, or water with high levels of calcium and
to 60% ethylene glycol antifreeze coolant to assure magnesium ions, encourages the formation of
corrosion protection and freezing prevention. insoluble chemical compounds by combining with
cooling system additives such as silicates and
phosphates.
WARNING
If the concentration of the antifreeze is below The tendency of silicates and phosphates to
30%, the anticorrosion property will be adversely precipitate out-of-solution increases with increasing
affected. In addition, if the concentration is water hardness. Hard water, or water with high
above 60%, both the antifreeze and engine levels of calcium and magnesium ions encourages
cooling properties will decrease, adversely the formation of insoluble chemicals, especially after
affecting the engine. For these reasons, be sure a number of heating and cooling cycles.
to maintain the concentration level within the
specified range. DOOSAN prefers the use of distilled water or
deionized water to reduce the potential and severity
of chemical insolubility.
To prevent damage to your engine, never add
coolant to an overheated engine. Allow the engine to Acceptable Water
cool first.
Water Content Limits (ppm)
If the lift truck is to be stored in, or shipped to, an
area with freezing temperatures, the cooling system Chlorides (CI) 40 maximum
must be protected to the lowest expected outside Sulfates (SO4) 50 maximum
(ambient) temperature. Total Hardness 80mg/ℓ maximum
Total Solids 250 maximum
The engine cooling system is protected with a
pH 6.0 ~ 8.0
commercially available automotive antifreeze, when
shipped from the factory. ppm = parts per million
Check the specific gravity of the coolant solution Using water that meets the minimum acceptable
frequently in cold weather to ensure adequate water requirement may not prevent drop-out of
protection. these chemical compounds totally, but should
minimize the rate to acceptable levels.
Clean the cooling system if it is contaminated, if the
engine overheats or if foaming is observed in the Antifreeze
radiator.
DOOSAN recommends selecting automotive
Old coolant should be drained, system cleaned and antifreeze suitable for gasoline engines using
new coolant added as recommended with the aluminum alloy parts. The antifreeze should meet
commercially available automotive antifreeze. ASTM-D3306 standard.

Make proper antifreeze additions. 9. Thermostat housing.
Adding pure antifreeze as a makeup solution for Installation

cooling system top-up is an unacceptable practice. It
increases the concentration of antifreeze in the Install or connect
cooling system which increases the concentration of
dissolved solids and undissolved chemical inhibitors 1. A new “O” ring in the thermostat housing to the
in the cooling system. Add antifreeze mixed with cylinder head.
water to the same freeze protection as your cooling
system. 2. Lower hose to the thermostat housing and clamps.
Thermostat Housing 3. Use a 10-mm socket wrench and torque wrench

to tighten the clamp.
Components
Tighten
• Clamp: 4 – 5 N·m (3 – 3,6 lb·ft).
4. Thermostat housing and attaching bolts; without

tightening.
Obs.: When installing the thermostat housing, the

heater pipe upper hose should be placed below the
manifold.

tighten the attaching bolts.
Tighten
1) Seal 2) Housing 3) Sensor 4) Bolt 5) Seal
6) Thermostat 7) Bolt 8) Inlet-Water 9) Stud
• 10 – 20 N·m (7 – 15 lb·ft.).
Removal
6. Using special clamp pliers, install the upper hose
Remove or disconnect clamp below the intake manifold.
1. Battery negative cable. 7. Timing belt rear cover; see “Timing Belt -
2. Drain the coolant, loosening the radiator lower
hose. 8. Radiator-to-thermostat upper hose and clamp.
3. Electric connection from the temperature sensor. 9. With a 6-mm socket wrench and torque wrench;
tighten the clamp.
4. Radiator-to-thermostat upper hose, with a 6-mm
socket wrench and handle. Tighten
5. Timing belt rear cover; see “Timing Belt Rear • Bolts: 4 – 5 N·m (3 – 3,6 lb·ft.).
Cover – Removal”, in this section.
10. Temperature sensor electric connection.
6. With special clamp pliers, loosen the upper hose
from the cab heating pipe, below the intake 11. Refill the cooling system.
manifold.
7. Thermostat housing-to-cylinder head attaching
bolts, with a 13-mm socket and handle.
8. Pull out the thermostat housing and remove the

lower hose to the thermostat housing, with a 10-

6. Timing belt rear cover; see “Timing Belt Rear
Cover – Installation”, in this section.
Water Pump
Removal
1. Drain the coolant loosening the radiator lower

hose.

3. Timing belt Tensioner attaching bolt, with a 13-

mm combination wrench.
4. Mark the water pump regarding the cylinder block

so as to identify the assembly position.
5. Water pump attaching pump, with a 6-mm Allen

wrench and handle.
6. Water pump and “O” ring.
Installation
Install or connect
1. New “O” ring in the water pump.
2. Water pump, observing the mark made in the

disassembly to identify the proper assembly
position.
3. Water pump attaching bolts, without tightening.
4. With a 6-mm Allen wrench and torque wrench;

tighten.
Tighten
• Bolts: 20 – 30 N·m (15 – 22 lb·ft);
5. Timing belt Tensioner and attaching bolt, without

tightening.

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

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

Testing and Adjusting
Adhere to the following warnings when performing

any tests or adjustments while the engine is running.
WARNING
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are
moving, can cause personal injury.
WARNING
Engine Oil Viscosity Recommendation
Exhaust fumes contain carbon monoxide (CO)
which can cause personal injury or death. Start NOTE: In normal case, the recommended engine oil
and operate the engine in a well ventilated area for G424F(E) engine is SAE 10W - 30.
only. In an enclosed area, vent the exhaust to
the outside. But, if the excessive valve noise occurs up to five
minutes after a cold start and if the maximum
Engine Oil ambient temperature is lower than 10°C (50°F), it is
recommended to change engine oil to SAE 5W - 30
Engine Oil Recommendation for that application.
The following oil specifications provide the Synthetic Oils

guidelines for the selection of commercial products :
Use gasoline engine oil. Recommended API service Synthetic engine oils are not recommended for use
classification is class SJ grade. in G424F(E) Engine. Synthetics may offer
advantages in cold-temperature pumpability and
high-temperature oxidation resistance.
However, synthetic oils have not proven to provide
NOTICE operational or economic benefits over conventional
petroleum-based oils in G424F(E) Engine. Their use
Failure to follow the oil recommendations can cause does not permit the extension of oil change intervals.
shortened engine life due to carbon deposits or
excessive wear. Lubrication System Problems
One of the problems in the list that follows will

generally be an indication of a problem in the
Prior to changing oil, select an oil based on the lubrication system for the engine.
prevailing daytime temperature in the area in which
the engine is operated. The chart in figure is a guide • Too much oil consumption.
to selection the proper crankcase oil.
• Low oil pressure.
IMPORTANT: Oils containing “solid” additives, non-
detergent oils, or low-quality oils are not • High oil pressure.
recommended for use in G424F(E) Engine.
• Too much component wear.

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

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

Oil Pan Installation
Install or connect
Removal
1. Adhesive sealant in the oil pan.
2. Oil pan-to-engine attaching bolts, without
1. Drain the oil on a proper container, removing the
tightening.
oil pan drain plug, with Torx T45 wrench.
3. Transmission flange-to-oil pan attaching bolts,
2. Position the vehicle on an elevator and raise it.
without tightening.
3. Oil pan guard attaching bolts; with a 13-mm
4. With an 18-mm socket wrench, extension and
socket wrench, extension and handle, remove the
torque wrench, tighten the transmission flange-to-
guard.
oil pan bolts.
4. Transmission flange-to-oil pan attaching bolts,
Tighten
• Bolts: 18 – 22 N·m (13 – 16 lb·ft.)
5. Oil pan-to-cylinder block attaching bolts; with a
Torx E12 wrench and handle, remove the oil pan.
5. With a Torx E12 wrench and torque wrench,
tighten the oil pan-to-cylinder block bolts.
Tighten
• Bolts: 18 – 22 N·m (13 – 16 lb·ft.)
6. Oil pan plug
7. With the Torx E12 wrench and torque wrench;

tighten.
Tighten
• Bolts: 40 – 70 N·m (29 – 51 lb·ft)
8. Oil pan guard and attaching bolts, without

tightening.

tighten.
Tighten
Clean
• Bolts: 27 – 38 N·m (20 – 30 lb·ft).
• Gasket residues from the cylinder block and oil
10. Lower the vehicle.
pan, taking care not to scratch the mating
surfaces of the new gasket.
11. Refill with specified oil up to the level.
Inspect
• Oil pan for warping.

Oil Pump
Removal
1. Timing pulley rear cover; see “Timing Pulley Rear

2. Crankshaft timing pulley, use a 17-mm socket

wrench and handle to remove the attaching bolt.
3. Oil filter.
Installation
4. Position the vehicle on an elevator and raise it.
Install or connect
5. Engine oil pan; see “Oil Pan – Removal”, in this
1. Oil pump new gasket to the cylinder block.
Section.
2. Oil pump to the cylinder block and attaching bolts,
6. Oil screen, with a 10-mm socket wrench and
without tightening.
handle, to remove the oil screen-to-oil pump bolt
and a Torx 13-mm wrench and handle to remove
3. With a 5-mm Allen wrench and torque wrench,
the oil screen-to- framing grille bolt.
tighten the oil pump attaching bolts.
7. Oil pressure sensor electric connection.
Tighten
8. Timing belt Tensioner attaching bolt, with a 13-
• Bolts: 6 – 10 N·m (4.4 – 7 lb·ft.).
mm combination wrench and remove the
Tensioner.
4. Oil screen to the oil pump and attaching bolts,
without tightening.
9. Oil pump attaching bolt, with a 5-mm Allen
5. Oil screen-to-framing grille attaching bolt, without
wrench.
tightening.
10. Oil pump.
tighten the oil screen-to-framing grille attaching
bolt.
Tighten
• Bolt: 4 – 10 N·m (3 – 7 lb·ft.).
7. With a 10-mm socket wrench and torque wrench,

tighten the oil screen-to-oil pump attaching bolts.
Tighten
• Bolts: 6 – 12 N·m (4.4 – 8.8 lb·ft.).
8. Oil filter.
9. Oil pan; see “Oil Pan – Installation”, in this section.
10. Oil pressure sensor electric connection.
11. Timing belt automatic Tensioner and attaching

bolt, without tightening.

Important 8. Sealing washer.
• The Tensioner roller lug (1) should be positioned 9. Spring.

in the guide housing (2) of the oil pump case.
10. Valve plunger.
12. Crankshaft timing pulley and attaching bolt,
without tightening.
Clean
13. With a 17-mm socket and torque wrench.
• All pump parts.
Tighten
Inspect
• Bolts: 135 + 30° + 15° (99 lb·ft. + 30° + 15°).
• Parts for wear.
14. Timing pulley rear cover; see “Timing Pulley
Rear Cover – Installation”, in this section. Measure
Play between the following parts:
• Driven gear and case, which should be 0.11 –

0.19 mm.
• Drive gear and crescent, which should be 0.35 –

0.45 mm.
• Gear and cover, which should be 0.03 – 0.10

mm.
Assemble
1. Plunger in the valve. (1)
2. Spring. (2)
3. Sealing washer. (3)
4. Relief valve plug, with a 24-mm socket wrench

Oil Pump Assembly and torque wrench.(4)
Tighten
Disassemble
• Valve plug: 45 – 60 N•m (33 – 44 lb•ft).
1. Remove the oil pump; see “Oil Pump – Removal”,
in this section.
5. Driven gear. (5)
2. Pump cover, with a proper posi-drive screwdriver.
6. Drive gear. (6)
3. Drive gear.
7. Oil pump cover and attaching screws, with a posi-
drive screwdriver. (7)
4. Driven gear.
8. Oil pump gallery plug, with a torque wrench. (8)
5. Oil pressure switch, with a 26-mm wrench.
Tighten
6. Oil filter gallery plug, with a 19-mm combination
wrench.
• Gallery plug: 30 – 35 (22 – 25,7 lb·ft)
7. Relief valve plug, with a 24-mm combination
9. Oil pressure switch, with a 26-mm socket and
wrench.
torque wrench.

Tighten Camshaft Case Assembly
• Switch: 30 – 50 N·m (22 – 36,7 lb·ft)
Removal
10. Install the oil pump; see “Oil Pump – Installation”,
in this section.
1. Depressurize the fuel system:
• Fuel-off solenoid valve disconnect.
• Run the engine and leave it running until

stopping by lack of fuel.
• Run the engine for about 5 seconds so as to fully

depressurize the fuel system.
• Fuel pump electric connection, from the tank

upper area
• Run the engine and let it idle until it stops by lack

of fuel.
• Start the engine for about 5 seconds, so as to

obtain full pressure relief in the fuel system.
3. Hose connecting the Mixer assembly to the air

cleaner, with an 8-mm socket wrench, extension
and handle; loosen the clamps.
4. Electric harness-to-intake manifold front area

support, with a 10-mm socket wrench, extension
and handle; position the harness so that it does
not obstruct the manifold removal.
5. MAP electric connection, located on the intake

manifold rear area.
6. DIS coil electric connection and spark plug cables.
7. DIS coil attaching bolts, with a 10-mm

combination wrench and handle; remove the DIS
coil.

21. Hot air pipe hose clamp-to-radiator lower hose
attaching bolt, with a 7-mm socket wrench and
handle.
22. Hot air pipe hose.
23. Thermostat pipe; see “Thermostat Pipe –

Removal”, in this Section.
24. Cylinder head-to-cylinder block bolts, with a Torx

T-55 wrench, extension and handle; for the front
bolts, use a 19-mm socket wrench, extension
and handle.
8. Camshaft cover-to-cylinder block breather hose,
with special clamp pliers. Obs.: Loosen the bolts in the sequence shown,
loosening 1/4 of a turn, 1/2 turn and next removing
9. Ground cable from the camshaft case lower rear them.
area with a Torx E12 wrench.
10. Harness support and hose support from the

intake manifold side, with a 13-mm combination
wrench.

12. Generator support-to-intake manifold attaching

bolt, with a 6-mm Allen wrench.
13. Air conditioning upper support, with a Torx E12

wrench to loosen the attaching bolt, support-to-
manifold stud upper nuts, with a 15-mm socket 25. Camshaft case.
wrench and handle.
26. Rocker arms, linkages and valve lifters, without
14. Drain the coolant, loosening the radiator lower mixing them, so that they may be assembled in
hose. the same position.
15. Radiator-to-thermostat upper hose, loosening 27. Cylinder head with intake and exhaust manifolds,
the thermostat clamp with a 6-mm socket wrench which are attached on the same, and the cylinder
and handle. head gasket.
16. Hot air hose from cab to pipe, with special clamp Obs.: The cylinder head should be removed due to
pliers. the replacement of the gasket by a new one.
17. Heat sink attaching bolts, with a 10-mm socket

wrench and handle.
18. Exhaust heat sink.
19. Exhaust pipe-to-exhaust manifold attaching bolts,

20. Hot air pipe attaching bolt, from the cylinder

block, with a 13-mm socket wrench, extension
and handle.

2. Camshaft lock and attaching bolt, without
tightening.
3. With a 5-mm Allen wrench and torque wrench,

give the final tightening.
Tighten
• Bolts: 4 – 10 N·m
4. Camshaft case rear cover, with a new gasket and

attaching bolts, without tightening.
28. Attach the camshaft case on a vise. 5. With a 10-mm socket wrench and torque wrench,
Obs.: Use protecting jaws in the vise.
Tighten
29. Camshaft rear cover attaching bolt, with a 10-
mm wrench combination wrench. • Bolts: 6 – 10 N·m
30. Camshaft case rear cover and gasket. 6. New cylinder head gasket to the cylinder block.
31. Camshaft lock-to-case attaching bolts, with a 5- 7. Cylinder head together with the exhaust and
mm Allen wrench. intake manifolds, positioning them in the cylinder
block.
32. Lock; for that, displace the camshaft a little to
the outside. 8. Valve lifters, pad and rocker arms.
33. Camshaft, by its rear side. 9. Camshaft case with the camshaft assembled.
10. Camshaft and cylinder head new attaching bolts,

without tightening.
Installation
Install or connect
1. Camshaft in the case.
Important
• Despite the camshaft end being chamfered, take

care not to damage the seal.
• When installing a new camshaft, drain the

engine oil, apply zinc ditiophosphate additive in
the camshaft lobes and rocker arms and add the
remaining additive to the new engine oil.

10 6 2 3 7
9 5 1 4 8
16. Thermostat; see “Thermostat – Installation”, in

this section.
17. Hot air pipe hose, together with clamp, in the

radiator lower hose.

Tighten
• Clamp: 4 – 5 N·m (3 – 3,6 lb·ft)
11. With a Torx T-55 or 19-mm socket wrench, 19. Hot air pipe support, in the cylinder block, with
according to the bolt and a torque wrench, give the attaching bolt, without tightening.
the final tightening to the bolts, observing the
tightening sequence. 20. With a 13-mm socket wrench, extension and
Tighten
Tighten
• Bolts: 25 N·m (18 lb·ft) + 180° + 10°
• Bolt: 12 – 18 N·m (8,8 – 13 lb·ft)
12. Camshaft cover and attaching bolts, without
tightening, observing that on the left side, the 21. Cab-to-hot air pipe hoses and clamp, with
center bolts should be installed together with special clamp pliers.
bolts and spark plug cable support.
22. Radiator-to-thermostat upper hose, with its
13. With a 13-mm socket wrench and torque wrench, clamp.
Tighten tighten.
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.) Tighten
14. New gasket between exhaust pipe and exhaust • Clamp: 4 – 5 N·m (3 – 3,6 lb·ft)
manifold and attaching bolts, without tightening.
24. Air conditioning upper support and attaching
15. With a 13-mm socket wrench, extension and bolts.
Tighten tighten the bolt attaching the upper support to the
air compressor support.
• Bolts: 14 – 20 N·m (10 – 15 lb·ft.)

Tighten
• Bolt: 18 – 28 N·m (13 – 20.5 lb·ft.)
41. Change the engine oil, in view of possible water
26. With a 15-mm socket wrench and torque wrench, contamination.
tighten the nuts attaching the upper support to
the cylinder head. Cylinder Head
Tighten
Removal
• Nuts: 25 – 30 N·m (18 – 22 lb·ft.)
1. Camshaft case assembly; see “Camshaft Case
Cover – Installation”, in this section.
Assembly – Removal”, in this section.
28. Harness and hose supports and attaching bolt,
2. Intake manifold-to-cylinder head attaching bolts,
without tightening, to the intake manifold side.
handle.
29. With a 13-mm socket wrench and torque
wrench; tighten.
3. Exhaust manifold-to-cylinder head attaching nuts,
Tighten
handle.
• Bolt: 7 – 8 N·m (5 – 5,8 lb·ft)
Clean
30. Ground cable, to the camshaft case lower rear
area and attaching nut, without tightening.
• Gasket residues from the exhaust and intake
manifolds, taking care not to scratch the gasket
31. With a Torx E12 wrench and torque wrench;
mating surfaces.
tighten.
Installation
Tighten
Install or connect
• Bolt: 18 – 22 N·m (13 – 16 lb·ft)
32. DIS coil together with the spark plug cables and
1. A new exhaust manifold-to-cylinder head gasket.
attaching bolt, attaching it with a 10-mm
combination wrench.
2. Exhaust manifold to cylinder head and attaching
nuts, without tightening.
33. DIS coil electric connection.
34. MAP sensor electric connection.
35. Electric harness support to the intake manifold
Tighten
front area and attaching bolt, without tightening.
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.)
4. A new gasket between intake manifold and
cylinder head.
Tighten
• Bolt: 7 – 8 N·m (5 – 5,8 lb·ft)
5. Intake manifold and attaching bolts, without
tightening.
37. Radiator lower hose, with clamp, with special
clamp pliers.
Obs.: Do not install the last intake manifold lower
nut.
38. Hose connecting the throttle valve body (mixer)
to the air cleaner, with its clamp.
6. With a 13-mm wrench, extension and proper
39. Refill the cooling system.

Tighten
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.)
Obs.: Tighten the intake manifold nuts in a

crisscross sequence, from the center to the ends.

Assembly – Installation”, in this section.
Valve, Spring or Seal

Removal
1. Camshaft case assembly, as per instructions

under “Camshaft Case Assembly – Removal”, in
this section.
2. Intake manifold-to-cylinder head nuts, with a 13-

mm socket wrench, extension and handle and
remove the manifold.
3. Exhaust manifold-to-cylinder head nuts, with a 13-

Inspect
mm socket wrench, extension and handle; remove
the exhaust manifold.
• Cylinder head for cracks in the exhaust
passages and combustion chambers.
4. Valve lock, with the aid of valve spring
compressor.
• Valves for head burning, face cracks and
damaged stems.
5. Spring plate.
• Stem lash in the guide, as follows:
6. Spring.
Measure the stem diameter in the upper, center
and lower areas.
7. Seal, with seal pliers.
With the telescope gauge in the valve guide,
8. Valve.
measure in the upper, center and lower areas. The
difference in the guide and stem measurements is
the lash.

Important Important
• If the lash is out of the specification, which is • If necessary use a 45° ± 3° Valves for corrosion.
0.015 – 0.042 mm (intake) and 0.038 – 0.072 Corroded valves, once not excessively worn,
mm (exhaust), ream the guide to install an can be refaced by special equipment, as
oversize valve. follows:
Reface them until obtaining a 92 ° ± 15° angle.
• Valve seat for: The face angle can also be considered
regarding the valve head, which should be 44°.
Concentricity between maximum and minimum
readings, which should be 0.05 mm (0.002 in.) Installation
Width, which should be 1.3 – 1.4 mm (intake A) and
1.7 – 1.8 mm (exhaust B) Install or connect
1. Valve seal, with the aid of tool KM-352.
2. Spring and spring plate.
3. Valve lock, with the aid of valve spring

compressor.
4. Exhaust manifold with a new gasket to the

cylinder head and use new nuts, without
tightening.

torque wrench, tighten.
Tighten
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.)
6. Intake manifold with a new gasket to the cylinder

head and use new nuts, without tightening.

torque wrench, tighten.
Tighten
• Nuts: 18 – 22 N·m (13 – 16. lb·ft.)

Assembly – Installation”, in this section.

9. Timing pulley front cover attaching bolts, with a
10- mm socket wrench, extension and handle;
remove the front cover.
10. Timing belt Tensioner bolt, to relieve the tension

of the belt, with a 13-mm combination wrench;
remove the timing belt.
Obs.: Turn the crankshaft 45° clockwise, so as to

prevent damaging the engine and cylinder head
inner components.
11. Camshaft cover attaching bolts, with a 10-mm

socket and handle; remove the camshaft cover.
12. Camshaft pulley attaching bolt, using a 17-mm

combination wrench and a 22-mm wrench to
attach the camshaft; remove the camshaft pulley.
13. Install tool S-9407182 and attach the engine

flywheel; with a 19-mm combination wrench,
attach the tool bolt.
14. Crankshaft timing pulley attaching bolt, with a

17-mm socket wrench and handle; remove the
bolt.
Engine Disassembly
15. Crankshaft timing pulley.
Removal
Obs.: If necessary, install gear puller using proper
bolts which are supplied with the tool. With a 19-mm
combination wrench, turn the tool bolt until removing
the crankshaft timing pulley.
1. Engine assembly, as per instructions under
“Engine Assembly – Removal”, in this Section.
16. Timing belt expander, removing the already
loose attaching bolt.
2. Generator attaching bolts, with a 13-mm wrench;
remove the generator.
17. Timing pulley rear cover attaching bolts, with a
10-mm socket wrench; remove the rear cover.
3. Power steering pump attaching bolts, with a 13-
mm wrench; remove the pump.
18. Thermostat housing attaching bolts, with a 13-
mm socket wrench and handle; remove the
4. Exhaust manifold nuts, with a 13-mm socket
thermostat housing.
wrench, extension and handle; remove the
exhaust manifold.
19. Thermostat housing seal ring.
5. Intake manifold nuts, with a 13-mm socket wrench,
20. Water pump attaching bolt, with a 6-mm Allen
extension and handle; remove the intake manifold.
wrench and handle; remove the water pump and
seal washer.
6. Crankcase vent tube attaching bolt, with a 13-mm
socket wrench, extension and handle; remove the
Obs.: Put a mark on the water pump to engine block,
crankcase vent tube.
to identify the assembly position.
7. Align the camshaft timing pulley mark with the
21. Crankshaft position sensor attaching bolt, with a
timing belt rear cover mark.
Torx E10 and handle; remove the crankshaft
position sensor.
8. Align the crankshaft timing pulley mark with the oil
pump case flange mark.

29. Turn the engine 180° to have access to the
engine oil pan.
30. Oil pan attaching bolts, with a Torx E12 wrench,

extension and handle; remove the engine oil pan.
22. Spark plugs, with a proper wrench.
23. Clutch assembly attaching bolts, with a 10-mm

socket wrench, extension and handle. Remove
the whole clutch assembly.
24. Flywheel attaching bolt, with a 17-mm socket

wrench and handle; remove the flywheel.
1 5 9 8 3
Obs.: Remove tool S-9407182 with a 19-mm
combination wrench.
25. Cylinder head attaching bolts, with a Torx T-55

wrench, extension and handle.
Important:
2 6 10 7 4
• Loosen the bolts in the indicated sequence at of
a turn, turn and then removing them.
31. Oil strainer attaching bolt, with a 10-mm socket
Obs.: Two bolts are removed by using a 19-mm wrench and handle. Remove the oil strainer
socket wrench, extension and handle. flange bolts and Torx E12. Loosen the oil
stranger stem attaching bolt.
26. Camshaft case.
32. Baffle plate and balancer attaching bolts, with a
27. Rocker arms, linkages and valve lifters, without Torx E12 wrench and handle. Remove the baffle
mixing them, so that they may be further plate and balancer.
assembled in the same position.
33. Oil pump attaching bolts, with a 5-mm Allen
28. Camshaft and gasket. wrench; remove the oil pump.

34. Install two flywheel attaching bolts in the
crankshaft, to rotate the latter and ease the
access to the connecting rod attaching bolts.
35. With a punch, identify the connecting rod

bearing and connecting rod, according to the
cylinder regarding the connecting rod.
36. Turn the crankshaft until the first and four th

connecting rods remain with their attaching bolts
turned upward.
37. First and fourth connecting rod bearing attaching

bolts, with a 14-mm socket wrench, extension
and handle; remove the connecting rod caps.
38. Install tool T-9806681 in the connecting rod and

remove the piston.
Obs.: Repeat this procedure to remove the other

piston.
39. Turn the crankshaft until the second and third

connecting rods stay with the attaching bolt
turned upward.
40. Second and third connecting rod bearing

attaching bolt, with a 14-mm socket wrench,
extension and handle; remove the connecting
rod caps.

remove the piston.
Obs.: Repeat this procedure to remove the other

piston.
42. Crankshaft seal.
43. Crankshaft bearing attaching bolts, with a 12-

mm Torx Bit wrench, extension and handle;
remove the crankshaft bearings.
Obs.: If the bearings are stuck, slightly tap with a

plastic mallet in both directions, so as to release
them.
44. Remove the crankshaft.

Important: Tighten
• Whenever the crankshaft is removed, it should • Bolts: 50 N·m + 45° + 15°.

be positioned standing up in the flywheel, to
prevent it from warping. 6. Crankshaft seal, with tool KM-658.
Engine Assembly
Installation
Install or connect
1. Upper shells in the block; lubricate the surface

turned toward the saddle with engine oil.
2. Crankshaft in the cylinder block.
3. Main bearing caps with the shells lubricated on

the surfaces turned to the saddle.
Important
• The bearing caps should be installed so that the

cast number bases (1) stay turned to the engine
rear side. Pay also attention to the engraved
sequence numbers (2).
• Fill the rear bearing cap side grooves with

7. Piston-connecting rod assembly in block, with the
sealant.
aid of the universal band, position the piston arrow
turned toward the front end of the engine.
4. Main bearing attaching bolts, without tightening,
with a Torx E12 wrench, extension and handle.
Important
Important
• Lubricate the rings and cylinders.
• With a plastic mallet, slightly tap the crankshaft,
• Simultaneously, guide the connecting rod
on both directions, so as to mainly seat the
bearing with tool T-9806681.
thrust bearing rear face.
• Install the connecting rod upper shell lubricated
5. Tighten the main bearing attaching bolts with a
only in the face turned to the bearing journal
Torx E12 wrench, extension and torque wrench.
and pull the connecting rod until it touches the
journal.

Tighten
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.).
13. Balancer and baffle plate and attaching bolts,

with a Torx E12 wrench and torque wrench.
Tighten
• Bolts: 19 – 21·N.m (14 – 15.5 lb·ft.)
Obs.: One of the bolts only can be installed and

tightened after the oil strainer is installed.
14. Oil strainer and attaching bolts in the oil pump,

with a 10-mm socket wrench and torque wrench;
tighten.
Tighten
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.)
15. Adhesive sealant in the cylinder block and install

the oil pan and attaching bolts, with a Torx E12
wrench and torque wrench; tighten.
Tighten
• Bolts: 6 – 10 N·m (4.5 – 7 lb·ft.).
16. Oil filter
Obs.: Tighten only with the hands.

8. Connecting rod cap with the lower shell lubricated
only in the face turned to the bearing journal. 17. Turn engine stand 180° so that the engine stay
with the pistons turned upward.
9. Connecting rod cap bolts, without fully tightening,
with a 14-mm socket wrench and handle. 18. A new gasket in the cylinder head, with the TOP
mark turned upward and to the engine front end.
Important
Obs.: Whenever necessary to remove the cylinder
• Rotate the crankshaft some turns so as the head, a new gasket and new bolts should be used
connecting rods stay perfectly seated. for the reassembly.
10. Tighten the connecting rod cap attaching bolts 19. Cylinder head.
with a 14-mm socket wrench and torque wrench.
20. Valve lifters, linkages and rocker arms,
Tighten lubricated with molybdenum bisulfate compound.
• Connecting rod cap bolts: ...............30 – 40 N·m Important

(22 – 29.5 lb·ft.)
+ 40° to 45° • Apply sealing compound in the surface where
the camshaft will be seated.
11. A new gasket to the oil pump.
12. Oil pump to cylinder block and attaching bolts,

with a 5-mm Allen wrench and torque wrench.

Tighten
• Bolts: 20 – 30 N·m (14,7 – 22 lb·ft.)
25. New seal ring in the thermostat housing.
26. Thermostat housing in the cylinder block and its

attaching bolts, with a 13-mm socket wrench and
torque wrench.
Tighten
• Bolts: 10 – 20 N·m (7 – 15 lb·ft.).
21. Camshaft case.
22. New cylinder head attaching bolts, in the

indicated sequence, with a Torx E55 wrench and
torque wrench.
Tighten
• Bolts: 25 N·m (18 lb·ft.) + 180° + 10°.
23. A new “O” ring in the water pump.
24. Water pump and attaching bolts, with a 6-mm

Allen wrench and torque wrench.
27. Belt rear cover and bolts and attaching nut, with
Obs.: See the reference mark between water pump a 10-mm socket wrench and torque wrench.
and block.

Tighten 34. Remove tool S-9406182 from the flywheel with a
17-mm combination wrench.
• Bolts: 6 – 10 N·m (4.4 – 7 lb·ft.).
35. Belt expander with attaching bolt, without
• Nut: 6 – 8 N·m (4.4 – 5.8 lb·ft.). tightening.
28. Flywheel and bolts, without giving the final 36. Camshaft timing pulley and attaching bolt, with a
tightening; use a 17-mm socket wrench and 22-mm wrench to lock the camshaft and a 17-
handle. mm socket wrench with torque wrench.
Obs.: Use new bolts. Tighten
29. Lock the flywheel with tool S-9407182. • Bolt: 40 – 50 N·m (30 – 37 lb·ft.).
37. Camshaft cover and attaching bolts, with a 10-

mm socket wrench and torque wrench.
Tighten
• Bolt: 4 – 10 N·m (3 – 7 lb·ft.).
38. Timing pulley.
Important
• Timing pulley, keeping stretched the side

opposite to the water pump, observing the
engine RPM direction, if using the same belt.

timing pulley rear cover mark.

oil pump case flange mark, on the no. 1 cylinder
combustion stroke.
• Adjust the belt Tensioner; with a 6-mm Allen

wrench, so as to keep steady the Tensioner
shaft, loosen the Tensioner shaft attaching bolt,
use a 13-mm combination wrench until it
30. Tighten the flywheel bolts, with a 17-mm socket remains steady. With a 6-mm Allen wrench, turn
wrench and torque wrench. counterclockwise the Tensioner shaft up to the
NEW marking point (± 1 mm) (detail B). The
Tighten needle can move from the right side up to the
final adjusting position. Tighten the bolt with a
• Bolts: 35 N·m (26 lb·ft.) + 30° + 15°. 13-mm combination wrench; for old timing belts,
follow the same procedure, but adjusting the
31. Thrust washer in the crankshaft. belt in the “USED” position.
32. Thrust key in the crankshaft. We recommend this change to the used belt,
which presents a different operation regarding a
33. Timing pulley, thrust washer and attaching bolt, new one.
with a 17-mm socket wrench and torque wrench.
Tighten
• Bolt: 135 N·m (99 lb·ft.) + 30° + 15°.

43. Exhaust manifold in the cylinder head and
attaching nuts, with a 13-mm socket wrench and
torque wrench.
Tighten
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.).
44. A new “O” ring in the crankcase breather tube.
45. Crankcase breather tube and dipstick oil tube in

the cylinder block and attaching bolts, with a 13-
Tighten
• Bolts: 20 – 30 N·m (15 – 22 lb·ft.).
46. Crankcase breather tube hose to the valve cover,

with clamp pliers; attach the same.
47. A new phase and reference sensor seal ring in

the crankshaft.
48. Crankshaft position sensor in the cylinder block

together with its attaching bolts, with a Torx Bit
E10 wrench and torque wrench; tighten.
Tighten
• Bolt: 4 – 8 N·m (3 – 5.8 lb·ft.).
49. Spark plugs, with a spark plug wrench.
50. Power steering pump and attaching bolts, with a

13-mm socket wrench and torque wrench;
tighten
Tighten
39. Timing pulley front cover and attaching bolts,
with a 10-mm socket wrench and torque wrench. • Bolts: 20 – 30 N·m (15 – 22 lb·ft.)
Tighten 51. Generator and attaching bolts, with a 14-mm

socket wrench and torque wrench; tighten.
• Bolts: 6 – 8 N·m (4.4 – 5.8 lb·ft.).
40. A new gasket in the intake manifold. Tighten
41. Intake manifold in the cylinder head and • Bolts: 20 – 30 N·m (15 – 22 lb·ft.).
attaching nuts, with a 13-mm socket wrench,
extension and torque wrench. 52. Belt automatic tensioner and attaching bolt, with
a 16-mm socket wrench and torque wrench;
Tighten tighten.
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.). Tighten
42. A new gasket in the exhaust manifold. • Bolt: 18 – 22 N·m (13 – 16 lb·ft.) 53. Clutch; see
“Clutch – Installation”, Section 7C.

54. Engine assembly; see “Engine Assembly – Cylinder Honing
Note: Some of the services that are next presented
Cylinder Block are not necessarily performed when reconditioning
an engine.
Removal The performance should depend on the inspections
to which the engines will be submitted before
Remove or disconnect reconditioning.
1. Disassemble the engine as per instructions under The finish after reboring should be made with a
“Engine Disassembly”, in this section. cylinder hone. The initial honing should be
performed with thick stones and finish with thin
2. Water and oil gallery bolts, with a 7-mm Allen stones. It should not remain glistened, but with light
wrench and handle. strokes, so as to help the lubrication.
3. Cylinder block seals. Install the cylinder hone and lean the stones the
maximum as possible, so that the hone does not
Clean remain blocked from being manually turned.
Connect a 19 mm (3/4 in.) electric driller to the hone,
• Cylinder block, thoroughly. make it rotate and, at the same time, slowly actuate
the hone upward and downward, all along the
Inspect cylinder length, until it freely turns.
• Cylinder block for cracks and wear. When honing, insert into the cylinder a good amount
of kerosene, so as to keep the stones and cylinders
Cylinder Reconditioning clean and lubricated.
If the cylinder block inspection discloses that only Expand the hone stones and repeat the honing until
the cylinder are out of roundness and that the obtaining the required diameter.
cylinder block may be reused, the cylinders can be
reconditioned by honing or by grinding or honing or Note: Stop once in a while the honing and insert the
reboring. piston into the corresponding cylinder, so as to
check the play. Before inserting the piston,
If the wear or out-of-roundness is over 0.127 mm thoroughly clean the cylinder.
(0.005 in.), the cylinders should be rebored and
honed until it is possible to install an oversize piston After servicing the block, clean it thoroughly.
after the reconditioning is finished.
Install or connect
1. Water and oil gallery bolts, with a 7-mm Allen

Tighten
• Bolts: 25 – 35 N·m (18 – 25,7 lb·ft.).
2. Cylinder block seals, with tool 3-0006774 and

universal handle M-740463A.
3. Assemble the engine, as per instructions under

“Engine Assembly”, in this section.

Crankshaft
Removal
1. Engine assembly, as per instructions under

“Engine and Transmission Assembly – Removal”,
in this section.
2. Install the engine on the engine stand.
3. Disassemble the engine as per instructions under

“Engine Disassembly”, in this section.
Clean
• Parts and dry with blown air.
Inspect
• Crankshaft saddles for scratches, roughness or

other abnormalities.
Measure
Crankshaft warping, as follows:
• Support the crankshaft by bearings 1 and 5 of

the cylinder block, leaving the shells only over
these 2 bearings.
• On bearing 3, support the probe of a dial gauge.

The total reading indicated on a 360° turn can
be 0.003 mm, at the maximum.

• Note the trunnions and journals maximum
concentricity, which could be 0.005 mm.
• Note the maximum out-of-rounds, which could

be 0.004 mm.
• Note the trunnions and journals diameter and

check in the shell table that should be used. If
the diameters are not between those indicated
in the table, the crankshaft should be rebored or
replaced.
Installation
Install or connect
1. Upper shells in the block; lubricate the surface

turned toward the saddle with engine oil.
2. Crankshaft.
3. Main bearing caps with the shells lubricated on

the surfaces turned toward the saddle.
Important Important
• If necessary to determine the saddle-to-shell • The bearing caps should be installed so that the
play, use Plastigage. cast numbers base (1) stays turned toward the
engine rear side. Pay attention also to the
• If Plastigage is not available, remove the sequential engraved numbers.
crankshaft, install the bearing cap with shells
and bolts and tighten to the specification. • Fill the rear bearing cap side grooves with
Measure the shell inner bore and saddle sealant.
diameter corresponding to the bearing in the
crankshaft. 4. Main bearing attaching bolts, without tightening.
Important
• With a plastic mallet, slightly tap the crankshaft,

in two directions, so as to mainly seat the thrust
bearing rear face.

5. Tighten the main bearing attaching bolts, with a
Torx E12 wrench, extension and torque wrench.
Tighten
• Bolts: 50 N·m + 45° + 15°.
Measure
Crankshaft end clearance, as follows:
• Install a dial gauge so that the probe touches

the crankshaft end.
6. A new seal in the crankshaft, with tool KM-658.
• With the aid of a screwdriver, displace the
crankshaft to and fro and read the dial gauge 7. Piston-connecting rod assembly with the aid of
the universal band, positioning the piston arrow
• The specified clearance is .....0.070 – 0.302 mm turned toward the engine front end.
(0.003 – 0.012 in.).
Important

• Install the connecting rod upper shell, lubricated

only in the face turned to the journal, and pull
the connecting rod until it touches the journal.
8. Connecting rod cap, with the lower shell

lubricated only in the face turned to the journal.

9. Connecting rod cap bolts, without fully tightening, 18. A new cylinder head gasket, with the TOP mark
with a 14-mm socket wrench and handle. turned upward and toward the engine front side.
Important Obs.: Whenever is necessary to remove the

cylinder head, a new gasket should be used.
• Rotate the crankshaft some turns, so that the
connecting rods are properly seated. 19. Cylinder head in the engine.
10. Tighten the connecting rod cap bolts, with a 14- 20. Valve lifters, linkages and rocker arms,
mm socket wrench and torque wrench. lubricated with molybdenum bisulfate compound.
Tighten Important
• Connecting rod cap bolts: ...............30 – 40 N·m • Apply sealing compound in the surface where
(22.0 – 29.5 lb·ft.) the camshaft case will be seated.
+ 40° to 45°.
21. Camshaft case.
11. A new gasket in the oil pump.
12. Oil pump to cylinder block and attaching bolts,

with a 5-mm Allen wrench and torque wrench.
Tighten
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.).
13. Balancer and baffle plate and attaching bolts,

with a Torx E12 wrench and torque wrench.
Tighten
• Bolts: 20 – 24 N·m (15 – 17.6 lb·ft.).

tightened after installing the oil strainer.
14. Oil strainer and attaching bolts in the oil pump,

tighten.
Tighten
• Bolt: 4 – 10 N·m (3 – 7 lb·ft.).

the crankcase and attaching bolts; tighten with a
Torx E12 wrench and torque wrench.
Tighten
• Bolts: 6 – 10 N·m (4.5 – 7 lb·ft.).
16. Oil filter.
Obs.: Only tighten with your hands.
17. Turn tool M-780668 180°, so that the engine

stay with the pistons turned upward.

22. New cylinder head attaching bolts, in the 34. Remove tool S-9406182 from the flywheel with a
indicated sequence, with a Torx E55 wrench and 17-mm combination wrench.
torque wrench.
35. Belt expander with attaching bolt, without
Tighten tightening.
• Bolts: 25 N·m (18 lb·ft.) + 180° + 10°.
23. A new “O” ring in the water pump.
24. Water pump and attaching bolts, with a 6-mm

Allen wrench and torque wrench.
Tighten
• Bolts: 20 – 30 N·m (14,7 – 22 lb·ft.).
25. A new “O” ring in the thermostat housing.
26. Thermostat housing in the cylinder block and

attaching bolts, with a 13-mm socket wrench and
torque wrench.
Tighten
• Bolts: 10 – 20 N·m (7 – 15 lb·ft.).
27. Belt rear cover and bolts and one attaching nut,
with a 10-mm wrench and torque wrench.
Tighten
• Bolts: 6 – 10 N·m (4.4 – 7 lb·ft.).
• Nut: 6 – 8 N·m (4.4 – 5.8 lb·ft.).
28. Flywheel and bolts, without tightening; use a 17-

mm wrench and handle.
Obs.: Use new bolts.
29. Attach the flywheel with tool S-9407182.

30. Tighten the flywheel bolts with a 17-mm socket
wrench and torque wrench.
Tighten
36. Camshaft timing pulley and attaching bolt, with a
• Bolts: 35 N·m (26 lb·ft.) + 30° + 15°. 22-mm box-end wrench to lock the camshaft and
a 17-mm socket wrench and torque wrench.
31. Thrust washer in the crankshaft.
Tighten
32. Thrust key in the crankshaft.
• Bolt: 40 – 50 N·m (30 – 77 lb·ft.).
33. Timing pulley, thrust washer and attaching bolt,
with a 17-mm socket wrench and torque wrench. 37. Camshaft cover and attaching bolts, with a 10-
mm socket wrench and torque wrench; tighten.
Tighten
• Bolt: 40 – 50 N·m (30 – 37 lb·ft.).

Tighten
• Bolts: 4 – 10 N·m (3 – 7 lb·ft.).
38. Timing belt.
Important
• Timing pulley, keeping stretched the side

opposite to the water pump, observing the
engine RPM direction, if using the same belt.

timing pulley rear cover mark.

oil pump case flange mark, on the no. 1 cylinder
combustion stroke.
• Adjust the belt Tensioner; with a 6-mm Allen

wrench, so as to keep steady the Tensioner
shaft, loosen the Tensioner shaft attaching bolt,
use a 13-mm combination wrench until it
remains steady.
With a 6-mm Allen wrench, turn counterclockwise 40. A new gasket in the intake manifold.
the Tensioner shaft up to the NEW marking point (±
1 mm) (detail B). The needle can move from the 41. Intake manifold in the cylinder head and
right side up to the final adjusting position. Tighten attaching nuts, with a 13-mm socket wrench,
the bolt with a 13-mm combination wrench; for old extension and torque wrench.
timing belts, follow the same procedure, but
adjusting the belt in the “USED” position. Tighten
This change is suggested due to the old belt
presenting a different course of action regarding the • Nuts: 18 – 22 N·m (13 – 16 lb·ft.).
new belt.
42. A new gasket in the exhaust manifold.
39. Timing belt front cover and attaching bolts, with
a 10-mm socket wrench and torque wrench. 43. Exhaust manifold in the cylinder head and
attaching nuts; use a 13-mm socket wrench,
Tighten extension and torque wrench.
• Bolts: 6 – 8 N·m (4.4 – 5.8 lb·ft.). Tighten
• Nuts: 18 – 22 N·m (13 – 16 lb·ft.)
44. A new “O” rings in the crankcase breather tube.
45. Crankcase breather tube and oil dipstick tube in

the cylinder block and attaching bolts, with a 13-
Tighten
• Bolts: 20 – 30 N·m (15 – 22 lb·ft.).
46. Crankcase breather tube-to-valve covers hose,

with clamp pliers; attach the same.

47. A new seal ring in the crankcase phase and 5. Cylinder head; see “Cylinder Head – Removal”, in
reference sensor. this section.
48. Crankshaft phase and reference sensor in the 6. Turn the engine 180° to have access to the
cylinder block and attaching bolt; use a Torx E10 engine crankcase.
wrench and torque wrench to tighten.
7. Engine crankcase attaching bolts, with a Torx E12
Tighten wrench, extension and handle; remove the
crankcase from the engine.
• Bolt: 4 – 8 N·m (3 – 5.8 lb·ft.).
8. Oil strainer attaching bolt, with a 10-mm socket
49. Spark plugs, with a proper wrench wrench and handle. Remove the oil strainer bolts
. and Torx E12 wrench. Loosen the attaching bolt
50. Power steering pump and attaching bolts, with a from the oil strainer stem.
13-mm socket wrench and torque wrench.
9. Baffle plate and balancer attaching bolts, with a
Tighten Torx E12 wrench and handle; remove the baffle
plate and balancer.
• Bolts: 20 – 30 N·m (15 – 22 lb·ft.).
10. Install two flywheel attaching bolts to the
51. Generator and attaching bolts, with a 14-mm crankshaft to rotate the latter and ease the
socket wrench and torque wrench; tighten. access to the connecting rod attaching bolts.
Tighten 11. With a punch identify the connecting rod bearing

and connecting rod, according to the
• Bolts: 20 – 30 N·m (15 – 22 lb·ft.). corresponding cylinder.
52. Belt automatic tensioner with attaching bolt, with 12. Turn the crankshaft until the first and fourth
a 16-mm socket wrench and torque wrench; connecting rod remains with the attaching bolts
tighten. upward.
Tighten 13. First and fourth connecting rod bearing attaching

bolts, with a 14-mm wrench, extension and
• Bolt: 18 – 22 N·m (13 – 16 lb·ft.). handle; remove the connecting rod caps.
53. Clutch; see “Clutch – Installation”, section 7C. 14. Install tool T-9806681 in the connecting rod and
remove the piston.
54. Engine assembly; see “Engine Assembly –
Installation”, in this section. 15. Turn the crankshaft until the second and third
connecting rods have the attaching bolt turned
Pistons and/or Connecting Rods upward.
Removal
1. Engine and transmission assembly, as per

instructions under “Engine and Transmission
Assembly – Removal”, in this section.
2. Clutch; see “Clutch – Removal”, on Section 7C.
3. Power steering pump attaching bolts, with a

13-mm box-end wrench; remove the pump.
4. Generator attaching bolt, with a 14-mm box-end

wrench; remove the generator.

Clean
• The piston varnish; clean the grooves with a

proper scraper; unclog the oil grooves and
holes.
2. Piston pin; for this, proceed as follows:

Warm the connecting rod from 280° C to 320° C,
in the piston pin hole area. The heating should be
made preferably in oil bath. Cool the pin with dry
ice.
Attach the warmed connecting rod in the vise, this
with aluminum jaws.
16. Second and third connecting rod bearing By keeping the piston touching the connecting rod
attaching bolts, with a 14-mm socket wrench, face, on the side where the pin is to be assembled,
extension and handle; remove the connecting insert it into its lodgment with the aid of tool T-
rod caps. 806680/20, and guide.

remove the piston.
Measure
• Clearance between pistons and cylinders, which

should be 0.010 – 0.030 mm.
Important
• The pistons are available in standard size and

0.50-mm (0.020 in.) oversize.
Inspect
• Pistons for cracked walls, grooves, skirts or

supports.
• Waving in the rings fitting.
• Warping, damages or corroded areas in piston

head.
Disassemble
1. Piston pin, placing the piston in the support base

J-8606014 and using puller T-9806680-1 with
universal handle M-840911A and press.
2. Connecting rod in the piston.
Assemble
1. Connecting rod in the piston.

Obs.: This procedure should be performed with D. Oil control ring.
protecting gloves.
These procedures should be followed so that the E. Lower compression ring.
connecting rod projection is located opposite the
arrow in the piston head. F. Upper compression ring.
Rings
Measure
Gap between the tips of the selected ring, according

to the piston size; install the ring into the cylinder
and push it with a piston so that it stays flush with
the cylinder wall.
The gap should be:
• Compression ring: ...................0.30 – 0.50 mm

(0.012 – 0.020 in.).
• Scrape-type oil control ring: .......0.40 – 1.40 mm

(0.016 – 0.055 in.).
Measure
Gap between rings and grooves, which should be:
• Upper compression ring: 0.060 – 0.092 mm.
• Lower compression ring: 0.030 – 0.062 mm.
Installation
2. Piston-connecting rod assembly in the block, with
the aid of the universal band, positioning the
Install or connect
piston arrow turned toward the engine front end.
1. Rings in the piston, following the installation
Important
sequence of the openings and considering that
the vertical dash line (C) corresponds to the pin
position.
B. Oil control ring.
C. Spacer ring.

• Install the connecting rod upper shell lubricated Tighten
only in the face turned toward the journal and
pull the connecting rod until it touches the • Bolt: 4 – 10 N·m (3 – 7 lb·ft.)
journal.
the crankcase and attaching bolts, with a Torx
E12 wrench and torque wrench; tighten.
Tighten
• Bolts: 5 – 10 N·m (4.5 – 7 lb·ft.)
9. Turn tool M-780668 180° so that the engine stay

with the pistons turned upward.
10. Cylinder head; see “Cylinder Head – Installation”,

in this section.
11. A new “O” ring in the crankshaft phase and

reference sensor.
12. Crankshaft phase and reference sensor in the

cylinder block and attaching bolt, with a Torx E10
3. Connecting rod cap, with the lower shell lubricate Tighten

only in the face turned toward the journal.
• Bolt: 4 – 8 N·m (3 – 5.8 lb·ft.)
4. Connecting rod cap bolts, without fully tightening,
with a 14-mm socket wrench and handle. 13. Generator and attaching bolts, with a socket
Important
Tighten
• Rotate the crankshaft some turns so that the
connecting rods are properly seated. • Bolts: 20 – 30 N·m (15 – 22 lb·ft.)
5. Tighten the connecting rod cap attaching bolts 14. Power steering pump and attaching bolts with a
with a 14-mm socket and torque wrench. 13- mm socket wrench and torque wrench;
tighten.
Tighten
Tighten
• Connecting rod cap bolts: ...............30 – 40 N·m
(22 – 29.5 lb·ft.) • Bolts: 20 – 30 N·m (15 – 22 lb·ft.)
+ 40° to 45°.
15. Clutch; see “Clutch – Installation”, section 7C.
6. Balancer and baffle plate and attaching bolts, with
a Torx E12 wrench and torque wrench. 16. Engine assembly, as per instructions under
“Engine Assembly – Installation”, in this section.
Tighten
• Bolts: 20 – 24 N·m (15 – 17.6 lb·ft.).

tightened after the installation of the oil strainer.
7. Oil strainer and attaching bolts to the oil pump,


Chapter 4. ENGINE ELECTRICAL SYSTEM
Specifications
Ignition Coil
Item Specification
Primary resistance 0.15Ω

Secondary Load resistance 2,500Ω
Spark Plug
Item Specification
Spark plug gap 0.7 ~ 0.8mm
Starter Motor
Item Specification
Output 12V- 1.4 kW
Pinion tooth number 8
Alternator
Item Specification
Rated output 13.5V - 80A
RPM 1,000 ~ 18,000rpm
Voltage regulator type Electronic, Built-in type
G424F(FE) Service Manual 101 Chapter 4. Engine Electrical System

Ignition System Wasted Spark DIS Ignition System
Spark-ignited engines require accurate control of The G424F and G424FE engine has a wasted spark
spark timing and spark energy for efficient ignition system (2 cylinders per coil).
combustion. The MI-07 ignition system provides this
control. The system consists of the following Wasted spark ignition is a type of distributor-less
components: ignition system where a pair of multi tower coils is
mounted near the spark plugs. The DIS system
• SECM eliminates the wear associated with most distributor
type ignition systems. The wasted spark ignition
• Ignition coil drivers * fires pairs of cylinders at each ignition event. One
cylinder fires on the compression stroke as is normal.
• Ignition coil(s) * However, the complementary pair in the firing order
is fired simultaneously while that particular cylinder
• Crankshaft position sensor * is on the exhaust stroke. Since the ionized exhaust
gases require little spark energy, the majority of the
• Crankshaft timing wheel * ignition energy from the coil goes to the spark plug
in the cylinder on the compression stroke.
• Cam position sensor *
(for sequential ignition or fuel injection only) The DIS coil pack can be mounted close to the
spark plugs, thereby improving ignition lead routing
• Cam timing wheel * and length. There are fewer parts to malfunction on
(for sequential ignition or fuel injection only) the DIS system when compared to a distributor type
system.
• Spark plugs *
DIS COMPONENTS
The SECM, through use of embedded control
algorithms and calibration variables, determines the In a typical DIS ignition system, a crankshaft
proper time to start energizing the coil and fire the position sensor generates a basic timing signal by
spark plug. This requires accurate crank/camshaft reading notches on the crankshaft, flywheel, or
position information, an engine speed calculation, harmonic balancer. The crank sensor signal goes to
coil energy information, and target spark timing. The the small engine control module (SECM), where it is
SECM provides a TTL compatible signal for spark used to determine firing order and turn the individual
control. The coil must contain the driver circuitry ignition coils on and off.
necessary to energize the primary spark coil
otherwise an intermediary coil driver device must be The operation of the ignition system is essentially
provided. The SECM controls spark energy (dwell the same as any other ignition system. Each coil has
time) and spark discharge timing. a low primary resistance (0.4 to 0.6 ohms) and steps
up the primary system voltage from 12 volts to as
much as 40,000 volts to produce a spark for the
spark plug.
It is a direct connection that delivers the hottest

spark possible. Resistor plugs are generally used to
suppress electromagnetic interference (EMI).

MISFIRES Magnetic crankshaft position sensors can be tested
with an ohmmeter, and the sensor output voltage
DIS problems can include many of the same and waveform can be read with an oscilloscope. The
ailments as other ignition systems such as misfiring, output voltage of a Hall Effect crankshaft position
hard starting, or a no start. Spark plugs can still be sensor can be checked with a voltmeter. On most
fouled by oil or fuel deposits, as well as pre-ignition vehicles, a defective crank position sensor will
and detonation. usually set a fault code that can be read with the
Service Tool.
If the crankshaft position sensor fails, the loss of the
basic timing signal will prevent the system from
generating a spark and the engine will not start or Inspection of Ignition Coil
run. A failed driver circuit within the SECM can kill
individual coils and prevent two cylinders from firing. The operation of the ignition system is essentially
the same as any other ignition system. Each coil has
It is important to remember that ignition misfire can a low primary resistance (0.4 to 0.6 ohms) and steps
also be caused by other factors such as worn or up the primary system voltage from 12 volts to as
fouled spark plugs, loose or damaged coil connector much as 40,000 volts to produce a spark for the
or terminals, dirty fuel injectors, low fuel pressure, spark plug.
intake vacuum leaks, loss of compression in a
cylinder, even contaminated fuel. These other It is a direct connection that delivers the hottest
possibilities should all be ruled out before a DIS unit spark possible. Resistor plugs are generally used to
is replaced. suppress electromagnetic interference (EMI).
A DIS engine that cranks but fails to start, in many

cases, will often have a problem in the crankshaft or
camshaft position sensor circuits. Loss of sensor
signals may prevent the SECM from properly
synchronizing, thereby preventing the engine from
starting and running.
DIS CHECKS
Individual ignition coils can be tested with an

ohmmeter the same as those on a conventional
distributor system. Measure primary and secondary
resistance and compare to specifications. If
resistance is out of specifications, the coil is bad and
needs to be replaced.
Terminal A : EST 2 (Fires 2 & 3)
Also, pay close attention to the tube that wraps Terminal B : EST 1 (Fires 1& 4)
around the spark pug. Cracks can allow voltage to Terminal C : Ground
Terminal D : B+
jump to ground causing a misfire. The spark plug
terminal should also fit tightly.
Primary Resistance: 0.15 ohms
If a coil tests bad and is replaced, cleaning the
Secondary Load Resistance: 2,500 ohms
connector and wiring harness terminals can often
avoid future problems. Corrosion at either place can
cause intermittent operation and loss of continuity,
which may contribute to component failure. Applying
dielectric grease to these connections can help
prevent corrosion and assure a good electrical
connection.

Spark Plug Wire Inspection a. Twist each spark plug boot 1/2 turn.
Sparking plug wire integrity is vital for proper engine b. Pull only on the boot or use a tool designed for
operation. A Thorough inspection will be necessary this purpose in order to remove the wires from
to accurately identify conditions that may affect the coil pack.
engine operation. Inspect for the following condition:
Installation
1. Correct routing of the spark plug wires. Incorrect
routing may cause cross-firing Install or connect
2. Any signs of cracks or splits in the wires Note: If the boot-to-wire movement has occurred,
the boot will give a false visual impression of being
3. Inspect each boot for the following conditions: fully seated. Ensure that the boots have been
• Tearing properly assembled by pushing sideway on the
• Piercing installed boots. Failure to properly seat the terminal
• Arcing onto the spark plug will lead to wire core erosion an
• Carbon tracking result in an engine misfire or crossfire condition and
• Corroded terminal possible internal damage to the engine.
If corrosion, carbon tracking, or arcing is indicated 1. Install the spark plug wires at the coil pack. You
on a spark plug boot or on a terminal, replace the should feel the terminal snap onto the coil.
wire and the component connected to the wire.
2. Install the spark plug wire to each spark plug. You
should feel the terminal snap onto the spark plug.
Spark Plug Wire Replacement See Figure 81.
Removal 3. Inspect the wires for proper installation:
Remove or disconnect a. Push sideways on each boot in order to inspect

the seating.
1. Disconnect the spark plug wire at each spark plug.
See Figure 81 b. Reinstall any loose boot. You should feel the
terminal snap onto the spark plug or coil when
a. Twist the boots 1/2 turn before removing the installing the spark plug wire. Inspect and
boots replace component that is damaged
b. Pull only on the boot or use a tool designed for
this purpose in order to remove the wire from c. Wire routing must be kept intact during service
each spark plug. and followed exactly when wires have been
disconnected or when replacement of the wires
is necessary. Failure to route the wires
properly can lead to radio ignition noise and
cross firing of the plugs or shorting of the leads
to the ground.
d. Any time the spark plug wires or boots are

installed on the spark plug, new dielectric
grease needs to be applied inside the boot.
2. Disconnect the spark plug wire from the coil pack.

Spark Plug Replacement
CAUTION
Removal
Only use a spark plug socket or wrench to
Remove or disconnect tighten the spark plugs. Do not force the spark
plug into the cylinder head. Any misalignment
1. Remove the spark plug wires. Refer to spark Plug can damage the aluminum threads in the
Wire Replacement. cylinder head and may required the replacement
of the cylinder head.
2. Loosen each spark plug 1 or 2 turns.
4. Tighten the spark plug to 20 N•m (15 Ibf ft)
3. Brush or air blast away any dirt form around the
spark plugs.
4. Remove the spark plugs 1 at a time. Place each Spark Plug Inspection
plug in a tray marked with the corresponding
cylinder number. See Figure 82. Usage
5. Inspect each spark plug. See Spark Plug 1. Ensure that the correct spark plug is installed. An
Inspection incorrect spark plug causes driveability conditions.
2. Ensure that the spark plug has the correct heat

range. An incorrect heat range the following
conditions:
• Spark plug fouling – Colder plug
• Pre-ignition causing spark plug and/or engine
damage – Hotter plug
Inspect
1. Inspect the terminal post for damage.
a. Inspect for a bent or broken terminal post.
Installation
Install or connect
1. Properly position each spark plug washer.
2. Inspect each spark plug gap. Adjust each plug as

needed.
Specification
Spark plug gap: 0.8 to 0.9 mm (0.031 to 0.035 in.)
3. Head start the spark plugs in the corresponding

cylinders. See Figure 82.

b. Best for a loose terminal post by twisting and c. Inspect for sign of tracking that occurred near
pulling the post. The terminal post should NOT the insulator tip instead of the center electrode
move. (4).
2. Inspect the insulator for flashover or carbon d. Inspect for a broken or worn side electrode (3).
tracking soot. See Figure 84. This is caused by
the electrical charge traveling across the insulator e. Inspect for a broken, worm, or loose center
between the terminal post and ground. Inspect for electrode (4) by shaking the spark plug.
the following conditions:
a. Inspect the spark plug boot for damage.
(1) A rattling sound indicates internal damage.

(2) A loose center electrode (4) reduces the spark intensity.
f. Inspect for bridged electrodes (3, 4). Despites

in the electrode (3, 4) reduce or eliminate the
gap.
g. Inspect for worn of missing platinum pads on

the electrodes (3, 4), if equipped.
b. Inspect the spark plug recess area of the h. Inspect for excessive fouling.
cylinder head for moisture, such as oil, coolant,
or water. A spark plug boot that is saturated 5. Inspect the spark plug recess area of the cylinder
causes arcing to ground. head for debris. Dirty or damaged threads can
cause the spark plug not to seat correctly during
3. Inspect the cylinder for cracks. All or part of the installation.
electrical charge may arc through the crack
instead of the electrodes. See Figure 85. Visual Inspection
4. Inspect for evidence of improper arcing. See 1. Normal operation – Brown to grayish-tan with
Figure 86. small amounts of white powdery deposits are
normal combustion by-products from fuels with
a. Measure the gap between the center electrode additives.
(4) and the side electrode (3) terminals. An
excessively wide electrode gap can prevent 2. Carbon fouled – Dry, fluffy, black carbon or soot
correct spark plug operation. Refer to Engine caused by the following conditions:
Speculations for the proper gap. Adjust as
necessary. • Rich fuel injectiors
- Leaking fuel injectiors
b. Inspect for the correct spark plug torque. The - Excessive fuel pressure
correct torque is 20 N•m (15 lbf ft). Insufficient - Restricted air filter element
torque can prevent correct spark plug - Incorrect combustion
operation. An over-torqued spark plug causes
the insulator to crack.

• Reduced ignition system voltage output Charging System
- Weak coil pack
- Worn ignition wires
- Incorrect combustion
General Description
- Excessive idling or slow speeds under light
The alternator is an electrical and mechanical
loads can keep spark plug temperatures so components driven by a belt from engine rotation. It
low that normal combustion deposits may not is used to charge the storage battery during the
burn off. engine operation. The alternator is cooled by an
external fan mounted behind the pulley. The fan
3. Deposit fouling – Oil, coolant, or additives that pulls air through the holes in the back of the
include substances such as silicone, very whit alternator. The air exits the front of the alternator,
coating, reduce the spark intensity. Most powdery cooling it in the process. The valeo alternator also
deposits will not effect spark intensity underless has an internal fan. This fan is mounted on the rotor.
they form into a glazing over the electrode. This fan pulls air through the holes in the back of the
alternator to cool the rectifier bridge and regulator.
The air exits the front of the alternator.
The alternator converts mechanical and magnetic

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

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

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

Alternators Troubleshooting
The alternators used on these engines have three Charging system defect is almost caused by lack of
phase, full-wave, rectified output. They are the brush pan belt tension and faulty function of wiring,
type. Refer to the Alternator Coverage chart for connector, and voltage regulator.
detailed systems operation information One of most important thing during troubleshooting
of charging system is determining the reason
ALTERNATOR COVERAGE between overcharging and lack of charging. So,
prior to inspection of alternator, check the battery for
Alternator Manufacturer/ charging. Faulty alternator causes the following
symptoms.
Part Number Series
D167411 Korea-Delphi CS121D 1. Faulty battery charging
D187478 MICO/K1 Sealed 1) IC regulator fault (Short circuit)
2) Field coil fault
3) Main diode fault
4) Stator coil fault
5) Brush contact fault
2. Overcharging : IC regulator fault(Short circuit)

Other faults such as voltage adjusting problem
except above symptoms rarely happen.
D187478

Refer to the following troubleshooting table
With ignition Fuse cut off Replace

switch ON,
charging Bulb burnt out Replace
warning lamp Loose wiring connection Retighten
does not
illuminate Bad connection of L terminal Inspect and replace wiring
Loose or worn drive belt Correct or replace

With the
Fuse cut off Replace
engine started,
warning lamp Circuit breaker cut off Reset or replace
is not turned
off (Battery Faulty voltage regulator or alternator Inspect alternator
needs often
Faulty wiring Repair
charging)
Corrosion or wear of battery cable Repair or replace
Faulty voltage regulator (Charging warning lamp illuminates) Replace

Overcharged
Voltage detection wring fault Replace
Loose or worn drive belt Correct or replace
Loose wiring connection Retighten
Short circuit Repair

Battery is
discharged Circuit breaker cut off Reset or replace
Ground fault Repair
Faulty voltage regulator (Charging warning lamp illuminates) Inspect alternator
Battery out Replace

Troubleshooting Procedure
Inspection before Starting
1. Alternator and drive belt tension inspection.

2. Alternator and outer terminal connection inspection.

3. Battery outer terminal inspection.
Inspection after Starting
1. When starting, belt slip and noise inspection
13.2~15.4V
2. Inspection of battery voltage at idling (At this time charge battery only)

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

normal.
2. If voltmeter reading is more than the standard,

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

connecting part for looseness and the harness for
discoloration by overheating.
4. After test, adjust the engine speed at idle and turn

the light and ignition switch OFF.
5. Disconnect the battery ground cable.

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

2. Turn the ignition switch OFF. 3. With the engine running at 2,500 rpm, turn ON the
high beam headlights, place the heater blower
3. Disconnect the battery ground cable. switch at ”HIGH” measure the maximum output
current using a ammeter.
4. Disconnect the alternator output wire from the
alternator “B” terminal. NOTE: This test should be done as soon as
possible to measure the exact maximum current
because output current drops rapidly after starting
the engine.
Result
1. Ammeter reading should be as same as the load.

If the reading is low even though the alternator
output wire is normal, remove the alternator from
the vehicle and inspect it.
Output current As same as Elecrical load
NOTE: Output current varies according to electrical

load or temperature of the alternator, so during test,
lack of electrical load causes impossibility of
measuring the rated output current. In this case, turn
on headlight to induce the battery discharging or
turn on other lights to increase the electrical load. If
alternator temperature or ambient temperature is too
high, it is impossible to measure the rated output
5. Connect a DC ampere meter (0-100V) between current, so prior to re-test, necessarily drop the
“B” terminal and the disconnected output wire. temperature.
Connect (+) lead wire to the terminal “B” and (-)
lead wire to the disconnected output wire.
Ambient temperature
Voltage adjust(V)
NOTE: Do not use clips or equivalent owing to high of voltage regulator(℃)
current and Use bolts and nuts to tighten each
-30 14.5 ~ 15.4
connecting part securely.
25 14.3 ~ 14.9
6. Connect a volt meter (0-20V) between “B”
terminal and the ground. 60 14.0 ~ 14.8
Connect (+) lead wire to the alternator “B”
terminal and (-) lead wire to the proper position. 90 13.6 ~ 14.6
7. Connect the engine tachometer and then battery 2. After test, adjust the engine speed at idle and turn
ground cable. the light and ignition switch OFF.
8. Be sure that the hood is opened. 3. Disconnect the battery ground cable.
Test 4. Disconnect the ammeter and voltmeter.
1. Be sure that voltmeter reading is identified with 5. Connect the alternator output lead wire to the
battery voltage. alternator “B” terminal.
If voltmeter reading is 0V, it means short circuit of
wire between “B” terminal and the battery (-) 6. Connect the battery ground cable.
terminal, fusible link cut off or ground fault.
2. Turn the headlight ON and start the engine.

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

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

Diagnosis Procedure The starting motor solenoid has two functions:
The following simplified procedure is intended to 1. Engages the pinion with flywheel.
help the serviceman determine if a starting motor
needs to be removed and replaced or repaired. It is 2. Is a high current switch rated about 1000 amps
not intended to cover all possible problems and that actually turns on the starting motor.
conditions, but to serve only as a guide. The most
common 12 volt circuit is shown and discussed. The starting motor solenoid has two coils. Pull-in coil
(W) draws about 40 amps and hold-in coil (X)
General Information requires about 5 amps. The instant the start relay
closes, both coils (W) and (X) receive power. Battery
All starting systems are made up of four elements. voltage is applied to the high end of both coils, at
They are the ignition switch, start relay, the starting test point (3) which is the start (S) terminal. The low
motor solenoid and starting motor. end of hold-in coil (X) is permanently grounded to
the ground post or motor housing of the starting
Start switches are relatively low current devices. motor. Grounding for the low end, test point (4), of
They are rated to switch approximately 5 to 20 amps. pull-in coil (W) is momentary, and takes place
Because the coil of a start relay [between test point through the DC resistance of the starting motor. As
86 and 85] draws about 0.2 amp, the start switch soon as magnetic force builds in both coils, the
can easily turn on the start relay and have long life. pinion moves toward the flywheel ring gear. The
pinion will stop short of engagement of the flywheel
The switch contacts of a typical start relay are rated ring gear. Only then will the solenoid contacts close
to switch 30 amps. Because the solenoid requires 5 to power the starting motor. This temporarily
to 20amps the start relay can easily switch this load. removes the ground from pull-in coil (W), and puts
battery voltage on both ends of it while the starting
motor cranks. During this period, the pull-in coil is
out of the circuit. Cranking continues until power to
the solenoid is broken by releasing the ignition
switch.

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

5. Is voltage equal to or greater than shown in Start Relay Tests
Figure1?
Relay
• If the starting motor voltage is correct, the
battery and starting motor cables down to the 1. Put the multimeter on the 200 ohm scale.
motor are within specifications. Go to Step 8.
2. Put the multimeter lead to the 85 and 86 terminals.
• If the starting motor voltage is low, the voltage
drop between the battery and the starting motor 3. The indication on the meter must be 82 5 ohms. If
is too great. Go to Step 6. the indication is not correct, the start relay must
be replaced.
6. Measure the voltage drops in the cranking circuits
with the multimeter. Compare the results with 4. Put the multimeter leads to the 30 and 87
maximum voltage drops allowed in Figure 2. terminals.
7. Are all the voltages within specifications ? 5. The indication must be "OL"(Over Load). If the
indication is not correct, the start relay must be
• If the voltage drops are correct, go to Step 8, to replaced.
check the engine.
6. Connect WH wire to 86 and BK wire to 85
• If the voltage drops are too high, repair and/ or terminal with the ignition switch to start position.
replace the faulty electrical component. Put the meter lead to 30 and 87 terminal.
8. Rotate the crankshaft by hand to make sure it is 7. The indication must be Zero ohm. If the indication
not locked up. Check oil viscosity and any is not correct the start relay must be replaced.
external loads that would affect engine rotation.
9. Is the engine locked up or hard to turn ?
• If it is, repair the engine as required. If the

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

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

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

contacts will give the same electrical symptoms.

Troubleshooting
Starting system problem can be classified into “Start

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

removing the start motor, find where the problem
happens. Generally if it is difficult to start, there are
problems in ignition system, fuel system, and
electrical system. In this case, necessarily inspect
and repair step by step, or the same problem will
happen.
Low battery charging voltage Charge or replace
Loose, corroded or worn battery cable Repair or replace
Impossible cranking Inhibitor switch fault Adjust or replace
Circuit breaker cut off Reset or replace
Start motor fault Repair
Ignition switch fault Replace
Low battery charging voltage Charge or replace
Slow cranking Loose, corroded or worn battery cable Repair or replace

Continuous rotating of start
Ignition switch fault Replace
motor
Start relay fault Replace
Short circuit of wiring Repair

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

Starter Repair
Removal
WARNING
Always disconnect the cable at the battery
before you make repairs to the engine.
Disconnect the cable at the negative terminal
first. Install a tag on the battery terminals first.
Install a tag on the battery terminals so that no
one connects the cable on the terminal.
1. Discount battery negative cable at negative

terminal.
2. Disconnect the battery positive cable at positive

terminal.
3. Put labels on wires and cables prior to

disconnecting to aid in correct installation.
4. Disconnect wires and cables from starter.
5. Hold starter so it won’t fall. Remove capscrews

that fasten the starter to the flywheel housing.
Install capscrews to fasten the starter to the
flywheel housing.
Installation
Install or connect
1. Place starter in position in flywheel housing.

Install capcrews to fasten the starter to the
flywheel housing. Tighten cap screws to 38 N•M
(28 lb•ft)
2. Connect wires and cables as labeled in removal.
3. Connect the battery positive cable at positive

terminal.
4. Connect battery negative cable at negative

terminal.

Chapter 5. ENGINE MANAGEMENT SYSTEM (EMS)
General Information
Specifications
SECM and Sensor/Switch Inputs
Q’ty
Components Items Specifications
G424FE G424F
Environmental / Ambient Operating -20 °F to 221°F [-29 °C to 105 °C]
Electrical Temperature
None None
Specifications 8-16 Vdc
Operating Voltage
Engine Control Module Operating Temperature -20 °F to 221°F [-29 °C to 105 °C]
(SECM 48)
8-16 Vdc
Operating Voltage SECM microprocessor may reset at
1 1
voltages below 6.3 Vdc
On-engine mounting, underhood

Operating Environment automotive
Camshaft Position 0 (LP) Type Hall effect sensor
Sensor 1 (Dual None Output Voltage 0 – 5 Volts
Fuel)
Crankshaft Position Type VR sensor
1 1
Sensor Tooth wheel 58X
TMAP Sensor MAP sensor Piezo- Resistivity type
0-5V output
1 1 Intake Air Temp Sensor Thermistor type
(built in MAP sensor)
2.0-3.0kohms at 20°C
LP Fuel Temperature Type Thermister
Sensor 1 None Resistance 2.5kΩ@20℃
243Ω@90℃
Oxygen Sensor Type Zirconia Sensor (Heated)
2 None
Output Voltage 0 - 1V
Coolant Temperature Type Thermistor Type
1 1
Sensor Resistance 1.0-4.0 kohms at 20°C
Acceleration Pedal Type Hall IC
Angle Sensor APP1(Low idle) 0.4 ± 0.1 V
1 1 APP2(Low idle) 4.5 ±0.1 V
APP1(Hi idle) 3.6 ±0.15 V
APP2(Hi idle) 1.39 ± 0.15 V
Engine Oil Pressure Actuation Pressure 0.3 +/- 0.1 kgf/cm^2
1 1
Switch
G424F(FE) Service Manual 121 Chapter 5. Engine Management System (EMS)

Q’ty
G424FE G424F
Transmission Oil Actuation Temperature 125°C
1 1
Temperature Switch
Ground speed limit Type Normal Open
option option
switch Actuation Pressure 145 ± 28 kPa
Electronic Throttle System
Q’ty
G424FE G424F
Electronic Throttle Minimum Electrical 1.5 ohms

System 1 1 Resistance of Throttle
Actuator
Ignition System Components Specification
Q’ty
G424FE G424F
Coil Type Inductive

Ignition Coil Ass’y 1 1 Coil Supply Voltage 8-16 Vdc
Primary Resistance 0.15 ohm
Spark Plug 4 4 Air Gap 0.8-0.9 mm

LP Fuel Components Specification
Q’ty
G424FE G424F
LP Fuel System Operating Temperature -20 °F to 221°F [-29 °C to 105 °C]
Requirements
LPG Composition HD5 / HD10 LPG. Failure to use fuel
- -
Requirements compliant with
HD5 or HD10 standards will void the
user warranty.
LP Fuel Filter 1 1 Fuel Filter Micron Size 40 micron
LP Fuel Lock-off 1 1 Electrical Resistance 20~25Ω
N-2007 LP Regulator Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
For G424FE 1723.69 kPa)
Fuel Inlet Fitting 1/4” NPT
Fuel Outlet Fitting Two 3/4” NPT fittings with one plugged
and one 1/8” NPT fitting with plug
Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]

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

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

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

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

oriented.

Q’ty
G424FE G424F
N-2001 LP Regulator Fuel Supply Pressure 10 psi to 250 psi (69 kPa to 1724 kPa)
For G424F
Fuel Outlet Fitting One 3/4” NPT and one 1/8” NPT fitting
with plug
Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C]

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

140 °F (60°C) thermostat
Fuel Outlet Pressure -0.5 ± 0.35 [email protected] lbm/hr LPG

Setpoints (-1.25 ± 0.87 mbar)@1.7 lbm/hr LPG)
-1.35 ± 0.5 [email protected] lbm/hr LPG
(-3.36 ± 1.25 mbar)@32.1 lbm/hr
LPG)
CA100 Mixer Fuel LPG
For G424FE
Fuel Inlet Fitting 1/2” NPT Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-

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

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

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

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

vertical orientation

Q’ty
G424FE G424F
CA100 Mixer Fuel LPG
For G424F
Fuel inlet fitted with Delphi
temperature sensor
Air Intake Flange 2.25” (57.15mm) ID inlet, four #10-

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

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

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

vertical orientation
Fuel Trim Valve (FTV) Actuator Type On/off two-position valve compatible
2 None
Operating Voltage with LPG 8-16 Vdc
Gasoline Fuel Components Specification
Q’ty
G424FE G424F
Gasoline System Gasoline Unleaded gasoline of 87 octane or
- -
Requirements Requirements higher is recommended
Gasoline Fuel Pump 1 None Type Electrical, In-Tank
Gasoline Fuel Filter Type High pressure type (built in Fuel Pump
1 None
Assembly)
Gasoline Pressure Pressure 350 kPa (49.8 psi)
1 None
Regulator built in Fuel Pump Assembly
Fuel Injector Type Electric-magnetic
4 None
Coil resistance 12 - 14 ohms

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

Ignition Timing (After warm up, at idle) BTDC 5°±5°
Tightening Torques
Items N∙m kgf∙m 1bf∙ft
Heated Oxygen Sensor (HO2S, Sensor 1) 50 ~ 60 50 ~ 60 36. 2 ~ 43.4
Heated Oxygen Sensor (HO2S, Sensor 2) 50 ~ 60 5.0 ~ 6.0 36.2 ~ 43.4
Crankshaft Position Sensor (CKPS) 6 0.6 4.3
Camshaft Position Sensor (CMPS) 4~6 0.4 ~ 0.6 2.9 ~ 4.3
Engine Coolant Temperature Sensor (ECTS) 15 ~ 20 1.5 ~ 2.0 10.8 ~ 14.5
Delivery pipe installation 22 ~ 28 2.2 ~ 2.8 15.7 ~ 20.3

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

Pre-Catalyst Oxygen Sensor Post-Catalyst Oxygen Sensor
Pedal Angle Sensor Engine Oil Pressure Switch
Transmission Oil Temperature Switch Ground speed limit switch (option)

Electronic Throttle Body Fuel Trim Valve(FTV)
Ignition Coil LP Fuel Lock-off
N-2007 LP Regulator CA100 Mixer

Gasoline Injectors and fuel rail Gasoline Fuel Pump Ass'y

G424FE EMS (Engine Management System) Overview
General Description
MI-07 control system provides a complete, fully MI-07 is a closed loop system utilizing a catalytic
integrated engine management system that meets muffler to reduce the emission level in the exhaust
or exceeds 2007 emission standards for Large gas. In order to obtain maximum effect from the
Spark Ignited (LSI) engines established by the catalyst, an accurate control of the air fuel ratio is
California Air Resources Board (CARB) and the required. A small engine control module (SECM)
Environmental Protection Agency (EPA). uses two heated exhaust gas oxygen sensors
(HEGO) in the exhaust system to monitor exhaust
The control system is applicable to naturally gas content. One HEGO is installed in front of the
aspirated engines running on LPG and/or gasoline. catalytic muffler and one is installed after the
It provides accurate, reliable, and durable control of catalytic muffler.
fuel, spark, and air over the service life of the engine
in the extreme operating environment found in
heavy-duty, under hood, on-engine electronic
controls.
Ignition
Switch
Dual
Fuel Select
Dither
Switch
Ignition Fuel
CAM Sensor Coils CA100 Mixer Temp
CAN Fuel
SECM 48 Lockoff
Coolant Temp
MIL
Pre-
Pre-CAT O2 Sensor
Post-
Post- CAT O2 Sensor
Bosch Electronic N-2007

Throttle Regulator
Fuel
Ground Pump
Oil Catalytic Muffler
Speed Switch
Light
(Optional)
Crankshaft Sensor
Transmission Oil Temp Switch

Foot Oil Pressure Switch
Pedal Fuel Injectors (Gasoline)
Manifold Pressure/Temperature Sensor
[Figure 1] MI-07 Dual Fuel System for G424FE Engine
The SECM makes any necessary corrections to the connecting the accelerator pedal to the electronic
air fuel ratio by controlling the inlet fuel pressure to throttle through the electrical harness; mechanical
the air/fuel mixer by modulating the dual fuel trim cables are not used. A throttle position sensor (TPS)
valves (FTV) connected to the regulator. Reducing monitors throttle position in relation to the
the fuel pressure leans the air/fuel mixture and accelerator pedal position sensor (APP) command.
increasing the fuel pressure enriches the air/fuel Even engine coolant temperature and adequate oil
mixture. To calculate any necessary corrections to pressure are monitored by the SECM. The SECM
the air fuel ratio, the SECM uses a number of controller has full adaptive learning capabilities,
different sensors to gain information about the allowing it to adapt control function as operating
engine’s performance. Engine speed is monitored conditions change. Factors such as ambient
by the SECM through a Variable reluctance (VR) temperature, fuel variations, ignition component
sensor. Intake manifold air temperature and wear, clogged air filter, and other operating variables
absolute pressure are monitored with a TMAP are compensated.
sensor. MI-07 is a drive-by-wire (DBW) system

Dual Fuel System of G424FE (certified engine system)
INPUT OUTPUT
Crank Sensor Throttle body
CAM sensor
(Dual Fuel Only) lgnition coil
TMAP sensor
2 Fuel trim valves
Coolant Temp
LP fuelock valve
EG oil pressure switch

4 Injectors
T/M Temp switch SECM

Fuel Pump
Accel pedal angle sensor

CAN communication
Throttle position sensor
Pre Oxygen sensor

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

switch (Optional)
A dual fuel system operates on either LPG or MPI (multi-point injection) system is used for
gasoline. The fuel type can be switched while the G424FE dual fuel engine. On gasoline, the camshaft
engine is stopped or running at low speeds and low sensor along with the crankshaft sensor is used to
loads. The fuel selection switch is a three-position control the fuel injectors and feedback from oxygen
type where the center position is fuel off. sensor is used by the SECM to adjust the gasoline
delivery based on the exhaust emissions.

MI-07 System Components • LPG pressure regulator
• Fuel trim valves
• Fuel trim orifices
The MI-07 control system provides electronic control
• Small engine control module (SECM), firmware
to the following subsystems on mobile industrial
and calibration †
engines:
• Fuel system sensors and actuators
• Ignition system including spark plugs, cables, coils
• Fuel delivery system
and drivers
• Spark-ignition control system
• Gasoline injectors and fuel pressure regulator
• Air throttle
(dual-fuel systems only)
• Sensors/Switches/Speed inputs
The chart below lists the MI-07 components required MI-07 System Features
for a G424F (E) engine operating on LP fuel.
The MI-07 system uses an advanced speed-density
Q’ty DESCRIPTION control strategy for fuel, spark, and air throttle
G424FE G424F-LP control. Key features include the following.
1 1 Engine Control Module • Closed-loop fuel control with fuel specific controls
(SECM 48-pin) for LPG, and gasoline (MPI) fuels
0(LP) 0(LP) Camshaft Position • Speed-load spark control with tables for dwell,
1(DF) Sensor timing, and fuel type
1 1 Crankshaft Position • Speed-load throttle control with table for maximum
Sensor TPS limiting
1 1 TMAP Sensor • Closed-loop fuel control with two oxygen sensors
1 None Fuel Temperature (one installed pre catalyst and one installed post
Sensor catalyst). The pre-catalyst oxygen sensor includes
1 1 Transmission Oil adaptive learn to compensate for fuel or
Temperature Switch component drift. The post-catalyst oxygen sensor
2 None Oxygen Sensors includes adaptive learn to compensate the pre-
catalyst oxygen sensor setting for pre-catalyst
1 1 Coolant Temperature
oxygen sensor drift and catalyst aging. The pre-
Sensor
catalyst oxygen sensor function includes
1 1 Engine Oil Pressure
parameters for transport delay, O2 set point,
Switch
excursion rich/lean, jump back rich/lean, and
2 None Fuel Trim Valve
perturbation.
1 1 Ignition Coils
• LPG fuel temperature compensation
1 1 Fuel Lock Off Solenoid • Min/max governing
N-2007 N-2001 LP Regulator • All-speed isochronous governing
CA-100 CA-100 LP Mixer • Fixed-speed isochronous governing with three
(Certified) switch-selectable speeds
1 1 Electronic Throttle Body • Fuel enrichment and spark timing modifiers for
temperature and fuel type
• Transient fuel enrichment based on rate of change
of TPS
Key Components
• Transient wall wetting compensation for gasoline
• Input sensor selection and calibration
The MI-07 system functions primarily on engine • Auxiliary device control for fuel pump, fuel lock-off
components that affect engine emissions and solenoid, tachometer, MIL, interlocks, vehicle
performance. These key components include the speed limiting, etc.
following: • CANBus data transfer for speed, torque, etc.
• Engine/Combustion chamber design

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

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

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

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

When an operator turns on the key switch the lock- the propane is reduced, the liquid propane vaporizes
off is opened, but if the operator fails to crank the and refrigeration occurs inside the regulator due to
engine the SECM will close the lock-off after 5 the vaporization of liquid propane. To replace heat
seconds. lost to vaporization, engine coolant is supplied by
the engine driven water pump and pumped through
N-2007 Pressure Regulator/Vaporizer the regulator. Heat provided by this coolant is
transferred through to the fuel vaporization chamber.
The pressure regulator/vaporizer receives liquid
LPG from the fuel storage tank, drops the pressure,
changes the LPG phase from liquid to vapor, and N-2007 Operation
provides vapor phase LPG at a regulated outlet (Refer to Figure 6.)
pressure to the mixer. To offset the refrigeration Liquid propane, at tank pressure, enters the N-2007
effect of the vaporization process, the regulator will through the fuel inlet port (1). Propane liquid then
be supplied with engine coolant flow sufficient to flows through the primary valve (2). The primary
offset the latent heat of vaporization of the LPG. A valve located at the inlet of the expansion chamber
thermostat provided in the coolant supply line to (3), is controlled by the primary diaphragm (4),
maintain regulator outlet coolant temperature at or which reacts to vapor pressure inside the expansion
below 140oF (60°C) will minimize the deposit of fuel chamber. Two springs are used to apply force on
contaminants and heavy ends in the regulator and the primary diaphragm in the primary diaphragm
assure a more controlled vaporization process with chamber (5), keeping the primary valve open when
reduced pressure pulsations. no fuel pressure is present.
A higher flow pressure regulator is required on A small port connects the expansion chamber to the
larger engines. primary diaphragm chamber. At the outlet of the
expansion chamber is the secondary valve (6). The
secondary valve is held closed by the secondary
spring on the secondary valve lever (7). The
secondary diaphragm controls the secondary lever.
When the pressure in the expansion chamber
reaches 1.5 psig (10.3 kPa) it causes a
pressure/force imbalance across the primary
diaphragm (8). This force is greater than the primary
diaphragm spring pressure and will cause the
diaphragm to close the primary valve.
Since the fuel pressure has been reduced from tank

pressure to 1.5 psig (10.3 kPa) the liquid propane
Figure 5. N-2007 Regulator vaporizes. As the propane vaporizes it takes on heat
from the expansion chamber. This heat is replaced
The regulator is normally closed, requiring a vacuum by engine coolant, which is pumped through the
signal (negative pressure) to allow fuel to flow. This coolant passage of the regulator. At this point vapor
is the second of three safety locks in the MI-07 propane will not flow past the expansion chamber of
system. If the engine stops, vacuum signal stops the regulator until the secondary valve is opened. To
and fuel flow will automatically stop when both the open the secondary valve, a negative pressure
secondary (2nd stage) valve and the primary (1st signal must be received from the air/fuel mixer.
stage) valve closes. Unlike most other When the engine is cranking or running a negative
regulator/converters, the N-2007 primary valve pressure signal (vacuum) travels through the vapor
closes with fuel pressure rather than against fuel outlet connection of the regulator, which is the
pressure, extending primary seat life and adding regulator secondary chamber, and the vapor fuel
additional safety. inlet of the mixer. The negative pressure in the
secondary chamber causes a pressure/force
Liquid propane must be converted into a gaseous imbalance on the secondary diaphragm, which
form in order to be used as a fuel for the engine. overcomes the secondary spring force, opening the
When the regulator receives the desired vacuum secondary valve and allowing vapor propane to flow
signal it allows propane to flow to the mixer. As the out of the expansion chamber, through the
propane flows through the regulator the pressure is secondary chamber to the mixer.
reduced in two stages from tank pressure to slightly
less than atmospheric pressure. As the pressure of

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

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

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

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

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

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

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

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

Branch-Tee Fitting
secondary diaphragm, which lowers the reference

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

MPI Gasoline System Operation exactly calculated fuel as a spray to engine to
best combustion under the condition of various
engine load and speed.
MPI (multi-point injection) system is used for
G424FE dual fuel engine. An electric fuel pump in For fuel consumption reduction, engine performance
gasoline fuel tank supplies the fuel and generates enhancement and emission reduction, ECM controls
the injection pressure. The gasoline fuel pressure fuel injection to satisfy air fuel ratio required by
regulator is a one-way, non-return configuration. All system by reflecting induced airflow and air fuel ratio
gasoline specific components are automotive among emission and adjusting injector operating
production parts and validated to strict automotive time. To enhance these control characteristics, quick
standards. Four (4) sequential injection channels are response of injector is required, and spray feature of
supported. Injector as an electronic controlled fuel injector is important for perfect combustion.
injection unit, is solenoid valve which supplies
Use of unleaded gasoline of 87 octane or higher is recommended for optimal performance of the MI-07
system.
A gasoline fuel system includes the following components:

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

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

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

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

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

algorithms and calibration variables, determines the
proper time to start energizing the coil and fire the
spark plug. This requires accurate crank/camshaft
position information, an engine speed calculation,
coil energy information, and target spark timing. The
SECM provides a TTL compatible signal for spark
control. The coil must contain the driver circuitry
necessary to energize the primary spark coil
otherwise an intermediary coil driver device must be
Picture courtesy of Robert Bosch GmbH provided. The SECM controls spark energy (dwell
time) and spark discharge timing.
Figure 15. Throttle Body Assembly Exploded View
Wasted Spark DIS Ignition System

The G424F and G424FE engine has a wasted spark
ignition system (2 cylinders per coil).
Wasted spark ignition is a type of distributor-less

ignition system where a pair of multi tower coils is
mounted near the spark plugs. The DIS system
eliminates the wear associated with most distributor
type ignition systems. The wasted spark ignition
fires pairs of cylinders at each ignition event. One
cylinder fires on the compression stroke as is normal.
However, the complementary pair in the firing order
is fired simultaneously while that particular cylinder
is on the exhaust stroke. Since the ionized exhaust
gases require little spark energy, the majority of the
ignition energy from the coil goes to the spark plug
in the cylinder on the compression stroke.
The DIS coil pack can be mounted close to the

spark plugs, thereby improving ignition lead routing

and length. There are fewer parts to malfunction on Exhaust System
the DIS system when compared to a distributor type
system.
Heated Exhaust Gas Oxygen Sensors (HEGO)
DIS COMPONENTS The MI-07 system utilizes two HEGO (O2) sensors.
One sensor is a pre-catalyst sensor that detects the
In a typical DIS ignition system, a crankshaft amount of oxygen in the exhaust stream and is
position sensor generates a basic timing signal by considered the primary control point. Based upon
reading notches on the crankshaft, flywheel, or the O2 sensor feedback, the MI-07 system supplies
harmonic balancer. The crank sensor signal goes to a stoichiometric air-fuel ratio to the catalytic
the small engine control module (SECM), where it is converter. The catalytic converter then reduces
used to determine firing order and turn the individual emissions to the required levels. The second sensor
ignition coils on and off. is a post-catalyst sensor that detects the amount of
oxygen after the catalyst. This sensor is used as a
The operation of the ignition system is essentially secondary control point to adjust the pre-catalyst
the same as any other ignition system. Each coil has setpoint to ensure proper catalyst conversion
a low primary resistance (0.4 to 0.6 ohms) and steps efficiency.
up the primary system voltage from 12 volts to as
much as 40,000 volts to produce a spark for the
spark plug.
It is a direct connection that delivers the hottest

spark possible. Resistor plugs are generally used to
suppress electromagnetic interference (EMI).
MISFIRES
DIS problems can include many of the same

ailments as other ignition systems such as misfiring,
hard starting, or a no start. Spark plugs can still be Figure 18. HEGO (O2) Sensor
fouled by oil or fuel deposits, as well as pre-ignition
and detonation. Once a HEGO sensor reaches approximately 600°F
(316°C), it becomes electrically active. The
If the crankshaft position sensor fails, the loss of the concentration of oxygen in the exhaust stream
basic timing signal will prevent the system from determines the voltage produced. If the engine is
generating a spark and the engine will not start or running rich, little oxygen will be present in the
run. A failed driver circuit within the SECM can kill exhaust and voltage output will be relatively high.
individual coils and prevent two cylinders from firing. Conversely, in a lean situation, more oxygen will be
present and a smaller electrical potential will be
It is important to remember that ignition misfire can noticed.
also be caused by other factors such as worn or
fouled spark plugs, loose or damaged coil connector In order for the sensor to become active and create
or terminals, dirty fuel injectors, low fuel pressure, an electrical signal below 600°F (316°C) a heated
intake vacuum leaks, loss of compression in a element is added to the sensor housing. Two wires
cylinder, even contaminated fuel. These other provide the necessary 12 Vdc and ground signal for
possibilities should all be ruled out before a DIS unit the heater element. A fourth wire provides an
is replaced. independent ground for the sensor. The pre-catalyst
sensor heater is powered by the main power relay
A DIS engine that cranks but fails to start, in many and is always powered. The post-catalyst sensor
cases, will often have a problem in the crankshaft or heater is powered from an additional relay that is
camshaft position sensor circuits. Loss of sensor controlled by the SECM. This relay is only energized
signals may prevent the SECM from properly when the SECM calculates that water condensation
synchronizing, thereby preventing the engine from in the exhaust system and catalytic muffler prior to
starting and running. the sensor should be evaporated. This is to avoid
thermal shock of the sensor that could prematurely
fail the sensor.

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

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

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

SECM The SECM provides a transducer ground for all the
sensors, and a low side driver signal controlling the
General Description fuel lock-off, MIL, gasoline injectors, gasoline fuel
The Small Engine Control Module (SECM) controller pump, and FTVs.
has full authority over spark, fuel and air. Utilizing a
Freescale micro controller, the SECM has 48 pins of Fuel Management
I/O and is fully waterproof and shock hardened. To During engine cranking at startup, the SECM
optimize engine performance and drivability, the provides a low side driver signal to the fuel lock-off,
SECM uses several sensors for closed loop which opens the lock-off allowing liquid propane to
feedback information. These sensors are used by flow to the N-2007 regulator. A stall safety shutoff
the SECM for closed loop control in three main feature is built into the SECM to close the lock-off in
categories: case of a stall condition. The SECM monitors three
• Fuel Management engine states:
• Load/Speed Management Crank, when the crankshaft position sensor detects
• Ignition Management any engine revolutions
Stall, when the key is in the ON position but the
crankshaft position sensor detects no engine
revolutions
Run state, when the engine reaches pre-idle RPM.
When an operator turns on the key switch the lock-
off is opened but if the operator fails to crank the
engine, the SECM will close the lock-off after 5
seconds.
To maintain proper exhaust emission levels, the

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

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

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

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

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

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

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

Throttle

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

Recommendations
In order to prevent the possibility of any SECM
malfunctions due to EMI/RFI emissions, the SECM
mounting and harness recommendations listed
below:
• The SECM should be mounted in a location that

minimizes the amount of EMI the module is
exposed to by locating it as far as practical from
all high tension components, such as ignition coils,
distributors, spark plug wires, etc. It is
recommended that the SECM be mounted at least
29.5” (749 mm) away from the distributor and
ignition coil, and at least 20” (508 mm) from the
nearest plug wire.
Figure 22. Drive-By-Wire Signal Flow Process • All wiring harnesses should be routed to minimize
coupling (both radiated and conducted), and be
securely fastened to minimize movement and
Figure 22 describes the signal flow process of the
maintain proper clearance between the SECM
MI-07 DBW section. The foot pedal assembly uses
and all ignition system components.
two potentiometers to detect pedal position.
• The OEM must ensure that a high-quality ground
These two signals, accelerator pedal position 1
connection between the SECM and battery
(APP1) and accelerator pedal position 2 (APP2) are
negative (–) is provided and can be maintained for
sent directly to the SECM.
the useful life of the vehicle. This may require the
The SECM uses a series of algorithms to self
use of star-type washers on all ground lug
calibrate and cross check the signals from the pedal
connections between the SECM and the battery
assembly. A demand position for the throttle will
and/or special preparation of all mating surfaces
then be derived and sent to the throttle as a throttle
that complete the ground connection in order to
position sensor demand (TPSd). This signal will be
ensure that the connection is sound.
processed through a PID (Proportional, Integral,
Derivative) controller in the SECM to achieve the
appropriate motor-current response then passed to
the throttle. The throttle moves to the commanded
position and provides a feedback signal from the
throttle position sensors (TPS1 and TPS2) to the
SECM.

SECM Wiring Diagrams for G424FE
CAUTION—PROPER WIRING
To prevent system faults be sure to follow good

wiring practices. Poor wiring may cause
unexpected or intermittent failures not related to
MI-07 components.
The schematics on the next pages are wiring

diagrams for G424FE engines.
Figure 21: Dual fuel certified system

Figure 22: LP certified system

Figure 21. SECM Wiring Diagram for G424FE Dual Fuel System.

Figure 22. SECM Wiring Diagram for G424FE LP System.

G424F EMS (Engine Management
System) Overview
General Description
MI-07 control system provides a complete, fully Engine speed is monitored by the SECM through a
integrated engine management system for naturally variable reluctance (VR) sensor. Intake manifold air
aspirated engines. temperature and absolute pressure are monitored
with a TMAP sensor. MI-07 is a drive-by-wire (DBW)
It provides accurate, reliable, and durable control of system connecting the accelerator pedal to the
spark and air over the service life of the engine in electronic throttle through the electrical harness;
the extreme operating environment found in heavy- mechanical cables are not used. A throttle position
duty, under hood, on-engine electronic controls. sensor (TPS) monitors throttle position in relation to
the accelerator pedal position sensor (APP)
The SECM monitors the engine through a number of command. Even engine coolant temperature and
different sensors to ensure optimal performance. adequate oil pressure are monitored by the SECM
Ignition
Fuel
Switch
Lockoff
Ignition
CAN Coils CA100 Mixer N-2001
SECM Coolant Temp
Regulator
MIL
Bosch
Electronic
Ground
Speed Switch Oil Muffler
(Optional) Light
Crankshaft Sensor
Transmission Oil Temp Switch

Foot Oil Pressure Switch
Pedal
Manifold Pressure/Temperature Sensor
Figure 2. G424F LP System
The LPG regulator and the mixer operate as an crank position sensor and throttle position is used by
open loop system since no mixture adjustments are the SECM to calculate load. Feedback from the
made by the SECM. The mixer does have an idle electronic throttle is provided to the SECM by the
mixture adjustment and a power valve adjustment. throttle position sensors (TPS).
Manifold pressure from the TMAP, rpm from the

LP System of G424F
INPUT OUTPUT
Crank Sensor Throttle body
TMAP sensor lgnition coil
Coolant Temp
EG oil pressure switch

LP fuelock valve
T/M Temp switch SECM

CAN communication
Accel pedal angle sensor
Throttle position sensor
T/M Inching pressure

switch (option)

MI-07 System Components MI-07 System Features
The MI-07 control system provides electronic control The MI-07 system uses an advanced speed-density
to the following subsystems on mobile industrial control strategy for fuel, spark, and air throttle
engines: control. Key features include the following.
• Fuel delivery system • Open-loop fuel control with fuel specific controls
• Spark-ignition control system for LPG
• Air throttle • Speed-load spark control with tables for dwell,
• Sensors/Switches/Speed inputs timing, and fuel type
The chart below lists the MI-07 components required • Speed-load throttle control with table for maximum
for a G424F engine operating on LP fuel. TPS limiting
• Min/max governing
Key Components • All-speed isochronous governing
The MI-07 system functions primarily on engine • Fixed-speed isochronous governing with three
components that affect engine switch-selectable speeds
• Spark timing modifiers for temperature and fuel
emissions and performance. These key components type
include the following: • Input sensor selection and calibration
• Auxiliary device control for fuel pump, fuel lock-off
• Engine/Combustion chamber design solenoid, tachometer, MIL, interlocks, vehicle
• Intake/Exhaust valve configuration, timing and lift speed limiting, etc.
• Intake/Exhaust manifold design • CANBus data transfer for speed, torque, etc.
• Throttle body
• Air intake and air filter
• LPG mixer
• LPG pressure regulator
• Small engine control module (SECM), firmware
and calibration †
• Fuel system sensors and actuators
• Ignition system including spark plugs, cables, coils
and drivers
Q’ty DESCRIPTION
G424FE G424F
-LP -LP
1 1 Engine Control Module
(SECM 48-pin)
None None Camshaft Position Sensor
1 1 Crankshaft Position Sensor
1 1 TMAP Sensor
1 None Fuel Temperature Sensor
1 1 Transmission Oil
Temperature Switch
2 None Oxygen Sensors
1 1 Coolant Temperature
Sensor
1 1 Engine Oil Pressure Switch
2 None Fuel Trim Valve
1 1 Ignition Coils
1 1 Fuel Lock Off Solenoid
N-2007 N-2001 LP Regulator
CA-100 CA-100 LP Mixer
(Certified)
1 1 Electronic Throttle Body

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

Special tools, equipment, knowledge, and of MI-07 on an LPG fuel system.
authorization are required to effect any changes to
the MI-07 system, thereby preventing unauthorized An LPG fuel system consists of the following
personnel from making adjustments that will affect components:
performance or emissions.
• Fuel filter (supplied by customer)
Diagnostics • Electric fuel lock-off solenoid valve
MI-07 is capable of monitoring and diagnosing • Fuel pressure regulator/vaporizer
problems and faults within the system. These • Gas/Air mixer
include all sensor input hardware, control output • Miscellaneous customer-supplied hoses and
hardware, and control functions such as closed-loop fittings
fuel control limits and adaptive learn limits. Upon
detecting a fault condition, the system notifies the Fuel is stored in the customer-supplied LPG tank in
operator by illuminating the MIL and activating the saturated liquid phase and enters the fuel system
appropriate fault action. The action required by each from the tank as a liquid and at tank pressure. Fuel
fault shall be programmable by the OEM customer passes through a high-pressure fuel filter and lock-
at the time the engine is calibrated. off solenoid, and is then vaporized and regulated
down to the appropriate pressure to supply the
Diagnostic information can be communicated mixer. The regulator controls the fuel pressure to the
through both the service tool interface and the MIL gas/air mixer. The mixer meters fuel delivery based
lamp. With the MIL lamp, it is possible to generate a upon airflow into the engine.
string of flashing codes that correspond to the fault
type. These diagnostics are generated only when SECM
the engine is not running and the operator initiates a
The Small Engine Control Module (SECM) controls
diagnostic request sequence such as repeated
the LPG lock-off solenoid valve. The lock-off
actuations of the pedal within a short period of time
solenoid is energized when fueling with LPG and the
following reset.
engine is turning. The lock-off is de-energized when
engine rpm is not detected.
Limp Home Mode
The system is capable of "limp-home" mode in the
event of particular faults or failures in the system. In MI-07 LP Fuel Filter
limp-home mode the engine speed is approximately The LP fuel filter of G42F engine is the same as that
1000 rpm at no load. A variety of fault conditions can of G424FE engine. See, “G424FE EMS overview”
initiate limp-home mode. These fault conditions and
resulting actions are determined during calibration MI-07 Fuel Lock-Off (Electric)
and are OEM customer specific.
The LP fuel lock-off of G42F engine is the same as
that of G42FE engine. See, “G424FE EMS
Service Tool
overview”
A scan tool/monitoring device is available to monitor
system operation and assist in diagnosis of system
faults This device monitors all sensor inputs, control N-2001 Regulator/Converter
outputs, and diagnostic functions in sufficient detail After passing through the electric fuel lock-off, liquid
through a single access point to the SECM to allow propane enters the N-2001 regulator/converter
a qualified service technician to maintain the system. (Figure 4). The N-2001 functions as a fuel vaporizer,
This Mototune software (licensed by Mototron converting liquid propane to vapor propane and as a
Communication) is secure and requires a crypt- two-stage negative pressure regulator, supplying the
token USB device to allow access to information. correct vapor propane fuel pressure to the mixer.
The regulator is normally closed requiring a vacuum

signal (negative pressure) to allow fuel to flow. This
is the second of three safety locks in the MI-07
system. If the engine stops, vacuum signal stops
and fuel flow will automatically stop when both the
secondary (2nd stage) valve and the primary (1st

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

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

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

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

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

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

Electronic Throttle System
The electronic throttle system of G424F engine is

the same as that of G424FE engine. See, “Electro-
nic throttle system of G424FE EMS overview”
Ignition System
The Ignition system of G424F engine is the same as

that of G424FE engine. See, “Ignition system of
G424FE EMS overview”
SECM
The SECM of G424F engine is the same as that of

G424FE engine. See, “SECM of G424FE EMS over-
view”

SECM Wiring Diagrams for G424F LP Engine

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

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

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

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

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

Outputs
• Saturated injector drivers (4)

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

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

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

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

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

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

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

Camshaft Position Sensor Sensor Inspection
(G424FE- Dual Fuel Only)
Component Location
CAM shaft Position Sensor

3 2 1
1. Turn ignition switch to OFF position and then

disconnect CMPS connector.
2. Remove the CMPS from the engine.
Description 3. Turn ignition switch to ON position.
The Camshaft Position Sensor (CMPS) is a sensor 4. Apply battery voltage to the terminal 1 and ground
that detects the compression TDC of the NO.1 terminal 3 of CMPS as shown in the figure.
cylinder.
The CMPS consists of a hall type sensor and a 5. Install a LED between +5V power and CMPS
target on the end of the in take camshaft. terminal 2, and then set a steel wheel (or anything
When the target triggers the sensor, the sensor made of steel; hammer, wrench, bolt and nut etc.)
voltage is 5V. If not, the sensor voltage is 0V. at the CMPS’s tip.
These CMPS signal is sent to the ECM and the
ECM uses the CMPS signal for synchronizing the 6. Rotate the steel wheel slowly and check if the
firing of sequential fuel injectors. LED flashes light.
Schematic Diagram • If the LED blinks, the CMPS works normally.
Removal
1. Disconnect the negative battery cable.
2. Disconnect the CMP sensor electrical connector.
3. Remove harness clamp from CMP sensor

support plate.
4. Remove the screw and lock washer retaining

the CMP sensor.
5. Remove the CMP sensor and O-ring.
6. Remove O-ring from CMP sensor and discard.

Installation
1. Install new O-ring on CMP sensor.
2. Lubricate O-ring with clean engine oil.
3. Install the CMP sensor into the CMP sensor

support plate.
Note: Before installing retaining screw, verify the

CMP sensor is fully seated.
4. Install retaining screw and lock washer. Tighten

retaining screw.
Tighten
• Bolts: 6 N•m(53lbf in).
5. Connect the electrical connectors. Verify that the

connectors click/lock into place.
6. Install harness clamp to CMP sensor support

plate.

Crankshaft Position Sensor Removal
1. Remove the timing belt front cover. See Timing

Component Location Belt Front Cover, Remove.
2. Disconnect the crankshaft/rpm sensor electrical

harness.
3. Remove the capscrew retaining the crankshaft /

rpm sensor.
4. Remove the crankshaft/rpm sensor.
Install
1. Install the crankshaft/rpm sensor into the engine

Crank Position Sensor
block.
2. Install the capscrew to retain the crankshaft/rpm

sensor. Tighten capscrew to 8 N◦m (71 lbf ft).
3. Connect the crankshaft/rpm sensor electrical

harness.
4. Install the timing belt front cover. See Timing

Belt Front Cover, Install
Connector
Specification
Terminal 1: Signal (+)

Terminal 2: Signal (-)
Terminal 3: Ground

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

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

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

replace the MAP sensor assembly.
Removal
MAP sensor 1. Disconnect the negative battery cable.
The manifold absolute pressure (MAP) sensor is a 2. Disconnect the electrical connector from the
pressure sensitive variable resistor. It measures MAP/MAT sensor.
changes in the intake manifold pressure which result
from engine load and speed changes, and converts 3. Remove the two screws retaining the MAP/MAT
this to a voltage output. The MAP sensor is also sensor to the intake manifold.
used to measure barometric pressure at start up,
and under certain conditions, allows the ECM to 4. Remove MAP/MAT sensor.
automatically adjust for different altitudes. The ECM
supplies 5 volts to the MAP sensor and monitors the Installation
ECM supplies 5 volts to the MAP sensor and
monitors the voltage on a signal line. The sensor 1. Place the MAP/MAT Sensor in position on the
provides a path to voltage on a signal line. The intake manifold and install the two retaining
sensor provides a path to ground through its screws. Tighten retaining screws to 6 N◦m (53
variable resistor. The MAP sensor in put affects fuel lbf ft)
delivery and ignition timing controls in the ECM.
2. Connect the electrical connector to the
Ciruit Diagram MAP/MAT sensor. Verify that the connector
clicks/locks into place.
3. Connect the negative battery cable.

MAP & IAT
sensor
MAP
IAT
3 2 1 4
Sensor IAT Sensor MAP

power signal ground signal
B24 B12 B1 B18
ECM

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

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

sensor
MAP
IAT
3 2 1 4
Sensor IAT Sensor MAP

power signal ground signal
B24 B12 B1 B18
ECM

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

(B1/S1)
1
B13 - HO2S SIGNAL
2
B1 - HO2S GND
Pre - Catalyst Oxygen Sensor

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

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

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

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

300 572 14..6 700 1,272 22.5
[CIRCUIT DIAGRAM]
HO2S (B1/S2) ECM
3
4 A23 - HO2S HEATER

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

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

Schematic Diagram
[CIRCUIT DIAGRAM]
ECM
1
B15_ECT_SIGNAL
B1_GND
2
Installation
1. Install engine coolant temperature sensor and

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

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

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

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

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

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

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

Chapter 6. LPG FUEL DELIVERY SYSTEM
G424FE LP System Inspection and

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

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

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

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

certified system complying with EPA and CARB
2007 requirements. Only trained, certified
technicians should perform disassembly,
service or replacement of the regulator/
converter or mixer.
G424F(FE) Service Manual 177 Chapter 6. LPG FUEL DELIVERY SYSTEM

Hose Connections
Proper operation of the closed loop control greatly depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagrams below for proper routing and maximum hose lengths when
reinstalling system components.
NOTE: Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40° F to +257° F
(-40° C +125° C / Inside Diameter: 7/32” (5.56mm)
Certified System Connections
DWG NO 5555-1201
Figure 26. Hose Connections for Certified Systems

DIAGRAM NOTES
Trim valves must be positioned 1 N-2007 Regulator 8 Solenoid (AFS Lock Off Valve)
1
vertically with flow arrows in position
Plastic WYE Fitting (black color) Brass Tee Fitting. 1/4 Tube x 1/8
shown 2 9
for 7/32” (5.56mm) ID Tube NPTF x 1/4 Tube
Fuel outlet must be min 15° Hose
2
below horizontal position CA100 Mixer
10
Only one 90° fitting permissible on 3 Valve (TEV Bosch Canister)
3
vapor fuel line between mixer and 1/4” (6.35mm) hose barb to 1/8”
Plastic WYE Fitting (blue color) 11
regulator (As shown the temp 4 (3.2mm) male pipe, 125HBL, .062
for 7/32” (5.56mm) ID Tube
sensor adaptor is considered the flow ID
Hose
one 90° fitting.)
5 Adapter (temperature sensor) 12 1/4-28 UNF x 1/4” (6.35mm)
Vapor fuel fittings (regulator and
4 hose barb
mixer) must have minimum ID of
Sensor (coolant, temperature)
0.46” (11.68mm) 6
Nipple (.625 hex 4mp, 2.5L
Vapor hose length to be as short as 7
8 steel)
possible and have no restrictions for
best regulator performance

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

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

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

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

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

Removal and Installation of CA100 Mixer for 2. Purge the system of fuel by starting the engine
G424FE and running until all trapped fuel in the system is
reinstallation of the CA100 mixer in certified systems. 3. Key switch in “OFF” position.
CA100 Certified Mixer Removal Steps 4. Remove the air cleaner hose (1).
5
5. Mark the two vacuum lines (2) to the mixer for
identification, as they must be reinstalled
correctly for proper operation. Remove the two
vacuum lines (2).
6. Remove vapor fuel inlet line (3) from the fuel
temperature sensor fitting (4).
10
8 7. Disconnect the fuel temperature sensor
connector (5).
11
9 3
8. Disconnect the wires leading to the electronic
4 throttle body by pinching the lock tabs on either
7 2 side of the wiring harness connector. (See Figure
31 for location of connector)
9. Loosen the four bolts (6) that secure the

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

from the tee (4).
14. Remove the fuel temperature sensor fitting

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

mixer. (See Figure 32 for location of port barb
on mixer.)
Figure 30. CA100 Mixer in Certified System


NOTE : A plastic O-ring spacer and an O-ring are CA100 Certified Mixer Installation Steps
inside the mixer/adapter assembly. Be careful not to
lose these items when removing the assembly from Refer to Figure 30.
the throttle (Figure 31).
1. Install the vacuum port barb onto the mixer (9).
2. Install the fuel temperature sensor fitting (4) onto

the mixer.
3. Install the fuel temperature sensor into the fitting.
4. Ins tall the four mounting screws that attach the

throttle adapter (7) to the mixer. See Figure 32.
Torque bolts to 30-40 lbf-in (3.39-4.52 N-m).
5. Position the mixer/adapter assembly onto the

throttle body (8), then drop in the four mounting
Figure 31. O-Ring and Spacer Within Mixer Adapter
bolts (6) and gently push down on the assembly
Assembly
until it rests on the throttle body. Be careful not to
pinch the O-ring. (See Figure 31.)
6. Attach the mixer/throttle body assembly to the

intake manifold, making sure gasket is in place.
Tighten the four mounting bolts.
7. Connect the wiring harness to the throttle body.

(See Figure 31 for location of connector.) Connect
the fuel temperature sensor connector (5) to the
sensor.
8. Install the vapor fuel inlet line (3) to the fuel

temperature sensor fitting.
9. Install the two vacuum lines (2) to the mixer using

the previous marks for identification. Vacuum lines
must be installed correctly for proper operation.
10. Install the air cleaner hose (1).
VACUUM PORT BARB

Used only on certified
systems. Location may
vary depending upon
application.
ALTERNATE VACUUM
PORT BARB
Figure 32. Throttle Adapter Mount Screws

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

WARNING—PROPER USE operation, the following tests can be performed (See
Chapter 5 for removal/installation of the N-2007
• LP gas is highly flammable. To prevent regulator). To check the secondary regulation
personal injury, keep fire and flammable (output) a simple vacuum hand pump can be used
materials away from the lift truck when work is to simulate the vacuum signal transmitted from the
done on the fuel system. air/fuel mixer when the engine is running. See listing
below for required hardware.
breathing, cause headache, nausea, dizziness Break-Off Test
death. Always operate the forklift in a well Secondary Stage Test Hardware
ventilated area
1. Hand vacuum pump
frostbite. Avoid direct contact with skin or 2. Regulator vapor outlet test fitting 3/4” NPT x 1/4”
tissue; always wear appropriate safety hose barb
when working with liquid propane. 3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4”
hose barb
4. Vacuum hose
CAUTION 5. 0-3” WC Magnehelic gauge (inches of water

column)
certified system complying with EPA and CARB Secondary Stage (Break-Off) Test
technicians should perform disassembly, 1. Connect the vacuum pump, the Magnehelic
service or replacement of the regulator gauge and the regulator vapor outlet to the Union
converter or mixer. Tee fitting (Figure 34). Make sure there is no
leakage at any of the fittings.
2. Using the vacuum pump slowly apply enough

vacuum to measure above -2” WC on the gauge.
This vacuum signal opens the secondary valve in
the N-2007 regulator/converter.
3. Release the vacuum pump lever and you will see

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

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

3. Apply compressed air, wait for air to exit the hose
barb in the test port, and then connect the
Magnehelic gauge (Figure 36) to the hose barb
using the vacuum hose or vinyl tubing. This
prevents the gauge from reading maximum
pressure due to the large velocity of compressed
air entering the primary chamber.
4. Make sure there is no leakage at any of the

fittings. The static pressure should read between
40-60” of water column on the Magnehelic gauge
and maintain a constant pressure for 60 seconds.
Figure 34. Secondary Stage Test Connection
Pressure Test
Primary Stage Test Hardware
1. Shop air pressure regulator adjusted to 100 psi
2. Shop air hose fitting (1/4” NPT to air hose)
3. Air hose
4. Test gauge fitting (1/16” NPT x 1/4” hose barb)

Figure 36. Magnehelic Gauge Connection to Hose
5. Vacuum hose or vinyl tubing Barb
6. 0-60” WC Magnehelic gauge (inches of water 5. If the pressure reading begins to increase, a leak
column) is most likely present at the primary valve, either
the primary valve o-ring or the valve itself. If a leak
Primary Stage Pressure Test is present the regulator should be replaced.
1. Remove the primary test port plug from the side
of the regulator and install the 1/16” NPT hose 6. If the pressure begins to decrease, the secondary
barb fitting (Figure 35). seat is probably not making an adequate seal and
is leaking. The regulator should be replaced.
2. Connect a compressed air line (shop air ~100psi)
to the liquid propane fuel inlet of the N-2007 7. If the test is successful, re-install the primary test
regulator (Figure 35). port plug and check the fittings for leaks. See
Chapter 5 for installation of the N-2007 regulator.
NOTE : The N-2007 primary stage pressure can

also be tested at idle on a running engine. The N-
2007 primary pressure should be between 40 inH20
(99.6mbar) and 55 inH20 (137 mbar) at 750 rpm,
idle.
Figure 35. Primary Stage Test Connection

5. If the measured pressure drop is low, check for
vacuum leaks in the manifold, throttle, mixer,
CAUTION TMAP sensor and attached hoses.
• LP gas is highly flammable. To prevent

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

ventilated area
Liquid propane may cause freezing of tissue or

tissue; always wear appropriate safety Figure 37. Magnehelic Gauge Connection
when working with liquid propane. Ignition Timing Adjustment
With the MI-07 system, ignition-timing advance is

AVV (Air Valve Vacuum) Testing controlled by the SECM.
Purpose of Test
Connection of the MI-07 Service Tool
Check for excessive or inadequate pressure drop
across CA100 mixer. To use the Service Tool, a USB (Universal Serial
Bus) to CAN (Controller Area Network)
AVV Test Hardware communication adapter by KVaser will be required
along with a Crypt Token (Figure 38). The Crypt
1. Union Tee fitting, 1/4” (6.35mm) NPT with three Token acts as a security key allowing the laptop to
1/4” (6.35mm) NPT x 1/4” (6.35mm) hose barbs retrieve the necessary data from the SECM.
2. Vacuum hose 1. Install the Crypt Token in an available USB port in

the computer (Figure 39).
3. 0-20” H2O differential pressure Magnehelic gauge
2. With the ignition key in the OFF position, connect
the KVaser communication cable from a second
AVV Test USB port on the computer to the CAN
communications cable on the engine. (*If your
1. Install Union Tee fitting in the hose between the laptop computer does not have a second USB
FTVs and the AVV fitting. Connect this fitting to port an appropriate USB hub will need to be used).
the low pressure port of the Magnehelic gauge
(Figure 37). 3. Connect a timing light to the engine.
2. Leave high pressure port of the Magnehelic 4. Turn the ignition key to the ON position (Do Not
gauge exposed to ambient pressure (Figure 37). Start the Engine).
3. With the engine fully warmed up and running at 5. Launch the MotoView program on your computer
idle (750 rpm) place the transmission in Neutral. and open the Service Tool display (Figure 40).
The AVV should be between 5” and 8” H2O of
pressure vacuum.
4. If the measured pressure drop is excessively high,

check for sticking or binding of the diaphragm air
valve assembly inside the mixer. Replace mixer if
necessary.

Idle Mixture Adjustment
The CA100 mixer requires adjustment of the idle

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

mixture screw needs to be adjusted are when the
Figure 38. KVaser engine is initially fitted with a fuel system at the
Communication Adapter factory and following the field replacement of the
mixer. Under these situations, follow the procedures
below for adjustment of the idle mixture screw.
Factory Test Preparation:
1. Install the MI-07 fuel system, wiring harness and

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

coolant and bled to remove any air.
3. Attach LPG fuel lines.
Figure 39. Crypt Token Installed on Laptop 4. Attach wiring harness to battery power.
5. Attach exhaust system.
6. If present, set fuel select switch to LPG fuel.
When operated at the factory, it is critical to simulate

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

Figure 40. Opening the Service Tool Display alternator should be able to briefly hold loads
of approximately 1.2 kW.
b) Attach the engine to a dynamometer.
Attach the Mototune Service Tool to the wiring

harness and add parameter MAFPort to the display
screen.

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

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

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

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

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

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

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

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

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

Parts Description
CA100 Mixer for G424FE Engine
Parts List of CA100 Mixer (Certified)
REF NO DESCRIPTION QTY

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

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

N-2007 Regulator for G424FE Engine
Parts List of N-2007 Regulator (Certified)
REF NO DESCRIPTION QTY

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

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

G424F LPG System Inspection and
Repair
Removal and Installation
WARNING – PROPER USE
• LP gas is highly flammable. To prevent perso-

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

ventilated area

tissue; always wear appropriate safety
when working with liquid propane.
CAUTION

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

G424F Fuel System Connections
NOTE: Preferred mounting of regulator is off engine.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40° F to +257° F
(-40° C +125° C / Inside Diameter: 7/32” (5.56mm)
DWG NO 5555-1243
Figure 27. Hose Connections for Non-Certified Systems
DIAGRAM NOTES
1
Only one 90° fitting permissible on vapor fuel line between mixer and regulator
3 Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46” (11.68mm)
4 Vapor hose length to be as short as possible and have no restrictions for best regulator performance
5 Fuel outlet must be positioned vertically in the down position

Regulator/Converter

reinstallation of the N-2001 regulator.
N-2001 Removal Steps
Refer to Figure 29.

2. Purge the system of fuel by starting the engine

and running until all trapped fuel in the system is
3. Remove the fuel inlet line (1) from the lock-off, the Figure 29. N-2001 Regulator in Non-Certified
two vacuum lines (2) from the branch-tee fitting in System
connector (3). N-2001 Installation Steps
4. Remove the two rear-mounting bolts that hold the Refer to Figure 29.
regulator to the support bracket. This will permit
easier access to the remaining hose clamps. 1. Install the fuel vapor outlet hose (5) from the
regulator.
5. Remove the two cooling lines (4) from the
regulator. 2. Install the two cooling lines (4) from the regulator.
NOTE: It will be necessary to either drain the 3. Install the two rear-mounting bolts that hold the
coolant system or clamp off the coolant lines as regulator to the support bracket. Use a torque
close to the regulator as possible to avoid a coolant wrench and tighten each bolt to 50-60 lbf-in (5.65-
spill when these lines are disconnected. 6.78 N-m)
6. Remove the fuel vapor outlet hose (5) from the 4. Install the fuel inlet line (1) from the lock-off, the
regulator. two vacuum lines (2) from the branch-tee fitting in
connector (3).
5. Open the liquid outlet valve in the forklift cylinder


Removal and Installation of CA100 Mixer for 1. Close the liquid outlet valve in the forklift cylinder
G424F or fuel storage container.
Follow the procedures below for removal and 2. Purge the system of fuel by starting the engine
reinstallation of the CA100 mixer in non-certified and running until all trapped fuel in the system is
systems. exhausted and the engine shuts down.
CA100 Mixer Removal Steps 3. Key switch in “OFF” position.
1
4. Remove the air cleaner hose (1).
5. Remove the vacuum line (2).
6. Remove vapor fuel inlet line (3) from the mixer (6).
7. Disconnect the wires leading to the electronic

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

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

CA100 Mixer Installation Steps NOTE : A plastic O-ring spacer and an O-ring are
inside the mixer/adapter assembly. Be careful not to
1. Install the vapor fuel inlet fitting onto the mixer. lose these items when removing the assembly from
the throttle (Figure 31).
2. Install the four mounting screws that attach the
throttle adapter (5) to the mixer. (See Figure 32).
Torque bolts to 30-40 lbf-in (3.39-4.52 N-m).
3. Position the mixer/adapter assembly onto the

throttle body (7), then drop in the four mounting
bolts (4) and gently push down on the assembly
until it rests on the throttle body. Be careful not to
pinch the O-ring. (See Figure 31.)
4. Attach the mixer/throttle body assembly to the

intake manifold, making sure gasket is in place.
Tighten the four mounting bolts. Figure 31. O-Ring and Spacer Within Mixer Adapter
Assembly
5. Connect the wiring harness (8) to the throttle body.
6. Install the vapor fuel inlet line (3) to the mixer.
7. Install the vacuum line (2) to the mixer.
8. Install the air cleaner hose (1).
Figure 32. Throttle Adapter Mount Screws

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

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

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

hose barb
Figure 30. Secondary Stage Test Connection
3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4”
hose barb
4. Vacuum hose
5. 0-3” WC Magnehelic gauge (inches of water

column)

Pressure Test Primary Stage Pressure Test
Primary Stage Test Hardware 1. Remove the primary test port plug from the side
of the regulator and install the 1/16” NPT hose
1. Hand vacuum pump barb fitting (Figure 31).
2. Regulator fuel inlet test fitting 1/4 NPT standard 2. Connect a compressed air line (shop air ~100 psi)
air coupling) to the liquid propane fuel inlet of the N-2001
regulator (Figure 31).
3. Test gauge fitting (1/4” NPT X 1/4” hose b)
4. Vacuum hose or vinyl tubing
5. 0-60” WC Magnehelic gauge (inches of water

column)
Figure 32. Magnehelic Gauge Connection to Hose

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

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

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

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

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

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

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

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

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

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

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

controlled by the SECM.

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

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

operating above idle speed. Torque converter stall
is the preferred operating mode for this test. If a
torque converter speed test cannot be performed,
the engine can be run at another speed (max
Figure 40. Opening the Service Tool Display governor), but a load must be applied by using
hydraulics.
Idle Mixture Adjustment NOTE : While adjusting the power valve, do not hold
engine at load point for longer than 5-10 seconds.
NOTE : Be sure engine is fully warm (ECT>167°F Holding for a longer period of time will cause the fuel
[75°C]) before performing the idle mixture temperature to drop, which could adversely affect
adjustment. the power valve setting.
G424F LP Fuel Systems with O2 Sensor 3. Monitor the output of the UEGO or HEGO sensor
while the engine is at the higher speed with the
Idle Adjustment load applied (phi = 1.00 to 1.05 is optimal).
1. Install mixer and a UEGO or HEGO sensor. (A 4. If the phi reading is not at the desired level, bring
UEGO sensor should be used when desired phi the engine back to idle and adjust the power valve.
settings are not at stoichiometric.)
5. Bring the engine back to the higher speed with a
2. After the mixer is installed, start and warm up the load applied and verify the power valve setting.
engine to normal operating temperature Adjust further as needed.
(ECT>167°F [75°C]). Also ensure that the vehicle
drive train and hydraulic systems are at normal 6. Once the power valve is set, bring the engine
operating temperatures per vehicle manufacturer back to idle and verify the idle screw setting.
recommendations.
3. Allow the engine to reach steady state at idle. G424F LP Fuel Systems Without O2 Sensor
4. While monitoring the output of the UEGO or Idle Adjustment

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

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

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

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

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

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

Mixer (partial view)

Parts Description
CA100 Mixer for G424F Engine
Refer to Figure 45 exploded view on facing page.
REF NO. DESCRIPTION QTY

1 Screws 10-24 x 5/8” T-25 Button Head SEMS 4
2 Mixer Cover 1
3 Mixer Spring 1
4 Diaphragm 1
5 Gas Valve Cone (part of air valve assembly) 1
6 Mixer 1
7 Throttle Body Gasket 1
8 Screws 12-24 x 5/8” Fillister Head SEMS 8
9 Air Horn Adapter 1
10 Air Horn Gasket 1
Parts List for CA100 Mixer

Exploded View
CA100 Mixer
Figure 44. CA100 Non-Certified Mixer Exploded View

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

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

shown in (Figure M6).

CA100 Disassembled Service
1. Clean the air valve assembly with soap and warm

water to remove heavy-end deposits. Inspect the
fuel metering valve and sealing ring for wear.
Replace worn components as necessary.
Replace all gaskets before assembly.
Clean the mixer body (casting) with a parts cleaning

solvent. Be sure to remove all seals and gaskets
Figure M7
before cleaning the casting with solvent. Make sure
all parts are completely dry before re-assembly.
4. Clean the heavy end deposits from the mixer body
with solvent. Be sure the mixer body is completely NOTE
dry before installing the new air-valve assembly. For re-assembly of the CA100
Replace the air-valve assembly as shown (Figure reverse the disassembly steps.
M7).
WARNING
DO NOT spray car carburetor cleaner or
solvent into the mixer while installed on
the engine. These chemicals may damage
the oxygen sensor and cause pre-mature
failure of the catalytic muffler.
Figure M8
5. Place the alignment mark on top of the air valve

assembly toward the fuel inlet of the mixer; this
places the small notches in the fuel metering valve
(fuel cone) inline with the fuel inlet and the large
notches of the fuel metering valve “cone”,
perpendicular to the fuel inlet of the mixer. Now
reinstall the air-valve spring and diaphragm cover
(Figure M8).
Figure M9
6. Tighten the cover fastners and reinstall the mixer

on the engine (Figure M9).

N-2001 Regulator for G424F Engine
Refer to Figure 47 exploded view on facing page.
Parts List
N-2001-RSA Regulator
REF NO. DESCRIPTION QTY

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

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

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

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

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

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

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

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

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

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

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

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

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

dry before re-assembly.

Chapter 7. MPI GASOLINE FUEL DELIVERY SYSTEM
Specification
Items Specification
Fuel Retrun System Type Returnless
Fuel Filter Type High pressure type (built in Fuel Pump Assembly)
Type Built in fuel pump assembly

Fuel Pressure Regulator
Regulated Fuel Pressure 350 kPa (3.5kg/cm², 49.8psi)
Fuel Pump Type Electrical, in-tank type
G424F(FE) Service Manual 212 Chapter 7. MPI Gasoune Fuel Delivery System
Components Location
1. Fuel Tank
2. Fuel Pump (Including full pressure regulator and fuel filter)
3. Fuel Hose Assy
4. Fuel Rail
5. Injector
Fuel Pressure Test Install Service Tool For Measuring The
Fuel Pressure
Release The Internal Pressure
1. Disconnect the fuel pump connector (1).
2. Start the engine and wait until fuel in fuel line is

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

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

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

the delivery pipe and the fuel feed hose.
3. Connect the Fuel Pressure Gage Connector to

the Fuel Pressure Gage Adapter.
4. Connect the Fuel Pressure Gage and Hose to

Fuel Pressure Gage Connector.
5. Connect the fuel feed hose to the Fuel Pressure

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

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

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

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

about 5 minutes
Remove Service Tool And Connect the Description
Fuel Line
Based on information from various sensors, the
1. Disconnect the Fuel Pressure Gage and Hose ECM measures the fuel injection amount. The fuel
from the Fuel Pressure Gage Connector. injector is a solenoid-operated valve and the fuel
injection amount is controlled by length of time the
2. Disconnect the Fuel Pressure Gage Connector fuel injector is held open. The ECM controls each
from the Fuel Pressure Gage Adapter. injector by grounding the control circuit. When the
ECM energizes the injector by grounding the control
circuit, the circuit voltage should be low (theoretically
3. Disconnect the fuel feed hose from the Fuel
0V) and the fuel is injected. When the ECM de-
Pressure Gage Adapter.
energizes the injector by opening control circuit, the
fuel injector is closed and circuit voltage should be
4. Disconnect the Fuel Pressure Gage Adapter from peak for a moment.
the delivery pipe.
Specification
CAUTION
Cover the hose connection with a shop towel to Injector resistane : 12~14Ω
pressure in the fuel line. Schematic diagram
5. Conenct the fuel feed hose to the delivery pipe.
Inspect Fuel Leakage On Connection
1. Connect the battery negative (-) terminal.
2. Apply battery voltage to the fuel pump terminal

and activate the fuel pump. With fuel pressure
applied, check that there is no fuel leakage from
the fuel pressure gauge or connection part.
3. If the vehicle is normal, connect the fuel pump

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

measure the resistance between the two
terminals.
1. Using a stethoscope, check the injectors for a
clicking sound at idle. Check that the sound is Standard value : 12-14Ω [at 20℃ (68℉)]
produced at shorter intervals as the engine speed
increases. 2. Re-connect the connector to the injector.
NOTE: Ensure that the sound from an adjacent Removal

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

injector operation with your finger. If no vibrations
are felt, check the wiring connector, injector, or
injection signal from ECM.
2. Remove the delivery pipe with the fuel injectors.
CAUTION
Be careful not to drop any injectors when
removing the delivery pipe.
Be aware that fuel may flow out when removing
the injector.
Inspection
1. Measure the resistance of the injectors between
the terminals using an ohmmeter.
Resistance : 12-14Ω [at 20℃ (68℉)]
4. Be sure the injector turns smoothly.
NOTE: If it does turn smoothly, the O-ring may be

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

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

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

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

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

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

exhausted. After the engine stalls, turn the 4. Remove the fuel pump assembly.
ignition switch to OFF position.
c. Disconnect the negative (-) terminal from the

battery.
2. Disconnect the fuel feed line.
CAUTION
Cover the hose connection with a shop towel to
pressure in the fuel line.
3. Unfasten the fuel pump cap (D) counter clock

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

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

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

stored, or there is a diagnostic code but no MIL
light.
G424F(FE) Service Manual 220 Chapter 8. Basic Troubleshooting

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

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

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

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

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

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

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

day or a high humidity condition.
WARNING
DO NOT sprinkle water directly into the engine
compartment or electronic components.
1. Clear Diagnostic Trouble Code (DTC).

● Simulatingelectricalload
2. Inspect connector connection, and check terminal
1) Turn on all electrical systems to simulate
for poor connections, loose wires, bent, broken or
excessive electrical loads (Radios, fans, lights,
corroded pins, and then verify that the connectors
etc.).
are always securely fastened.
3. Slightly shake the connector and wiring harness

vertically and horizontally.

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

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

disconnecting connectors.
5. Check waterproof connector terminals from the

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

sound indicates that they are securely locked.

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

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

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

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

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

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

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

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

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

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

female terminal.

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

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

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

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

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

resistance between connector (A) and (C) as
shown in [FIG.2].
In [FIG.2.] the measured resistance of line1and

2 is higher than 1㏁ and below 1Ω respectively.
Specifically the open circuit is line 1(Line 2 is

● Check Short Circuit
b. Disconnect connector (B), and measure the

resistance between connector (A) and chassis
1. Test Method for Short to Ground Circuit ground, and between (B1) and chassis ground
as shown in [FIG.7].
• Continuity Check with Chassis Ground
The measured resistance between connector (B1)
If short to ground circuit occurs as shown in [FIG.5], and chassis groundis1Ω or less. The short to
the broken point can be found by performing below ground circuit is between terminal 1 of connector (C)
Step 2 (Continuity Check Method with Chassis and terminal 1 of connector (B1).
Ground) as shown below.
2. Continuity Check Method (with Chassis Ground)
NOTE: Lightly shake the wire harness above and

below, or from side to side when measuring the
resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1㏁ or Higher → Normal Circuit
a. Disconnect connectors (A), (C) and measure

for resistance between connector (A) and
Chassis Ground as shown in [FIG.6].
The measured resistance of line 1 and 2 in this

example is below 1Ω and higher than 1㏁
respectively. Specifically the short to ground circuit
is line 1 (Line 2is normal). To find exact broken point,
check the sub line of line1 as described in the
following step.

Symptom Troubleshooting Guide Chart for MPI Gasoline System
Engine Is Not Starting
Engine Is Difficult To Start (Cranking OK)

Irregular Idling Or Engine Is Suddenly Stopped

Engine Hesitation Or Insuffient Accelelation

Troubleshooting Guide for MPI Gasoline System
• The following number represents inspection order.

Basic Troubleshooting An intermittent “Service Engine Soon” light with no
stored diagnostic code may be caused by:
Intermittents • Ignition coil shortage to ground and arcing at
spark plug wires or plugs
An intermittent fault is the most difficult to
troubleshoot since the MIL flashes on at random,
• MIL light wire to ECM shorted to ground
causing uncertainty in the number of flashes or the
conditions present at the time of the fault. Also, the • SECM grounds (refer to SECM wiring diagrams).
problem may or may not fully turn “ON” the MIL light
or store a code. Check for improper installation of electrical options
such as lights, 2-way radios, accessories, etc.
Therefore, the fault must be present or able to be
recreated in order to locate the problem. If a fault is EST wires should be routed away from spark plug
intermittent, use of diagnostic code charts may wires, distributor wires, distributor housing, coil and
result in the unnecessary replacement of good generator. Wires from SECM to ignition should have
components. a good connection.
Corrective Action
Most intermittent problems are caused by faulty
electrical connections or wiring. Perform careful
visual/physical check for:
• Poor mating of the connector halves or terminal

not fully seated in the connector body (backed
out)
• Improperly formed or damaged terminal. All

connector terminals in problem circuit should be
carefully reformed or replaced to insure proper
contact tension
• Loose connections or broken wires
• Poor terminal to wire connection crimp
If a visual/physical check does not find the cause of

the problem, perform the following:
(1) Drive the vehicle with a voltmeter or “Service”

tool connected to a suspected circuit. Check if
circuit is active and signal is reasonable.
(2) Using the “Service” tool, monitor the input signal

to the SECM to help detect intermittent
conditions.
(3) An abnormal voltage, or “Service” reading, when

the problem occurs, indicates the problem may
be in that circuit.
(4) If the wiring and connectors check OK, and a

diagnostic code was stored for a circuit having a
sensor, check sensor.

Surges and/or Stumbles
Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no
change in the acceleration pedal.
Preliminary Checks
Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.
Be sure driver understands vehicle operation as explained in the operator manual.
PROBABLE CAUSE CORRECTIVE ACTION
The fuel management should maintain a stoichiometric air-fuel ratio under all
Oxygen sensor steady state operating conditions following engine warmup. Failure of the Pre-
malfunction catalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with
the MIL lamp or Service Tool.
NOTE: To determine if the condition is caused by a rich or lean system, the

vehicle should be driven at the speed of the complaint. Monitoring pre-catalyst
O2 adapts*, dither valve duty cycle, or mechanical injector pulse width will help
Fuel system malfunction identify problem.
Check fuel supply while condition exists.
Check in-line fuel filter. Replace if dirty or plugged.
Check fuel pressure.
Check for proper ignition voltage output using spark tester.

Check spark plugs.
• Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned
Ignition system electrodes, or heavy deposits.
malfunction • Repair or replace as necessary.
• Check condition of distributor cap, rotor and spark plug wires (where
applicable).
Check ignition timing. Refer to application manual for specs.
Check vacuum lines for kinks or leaks.

Component malfunction
Check alternator output voltage. Repair if less than 9 or more than 16 volts.
Check condition of exhaust system.
Exhaust backpressure
Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).
(*) Refer to Table 1 for description of gaseous and liquid O2 adapts.
Related MIL Faults:

Pre-catalyst O2 sensor errors / O2 control errors
Dither valve DC faults / EST faults / ETC faults

Engine Cranking but Will Not Start / Difficult to Start
Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
Preliminary Checks

Be sure driver is using correct method to start engine as explained in operator’s manual. Use “clear flood”
mode during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue
troubleshooting.

Verify “selected” fuel with Service Tool. Make sure fuel select switch
CORRECTIVE ACTION
is in proper position.
Check for LPG vapor from LPG liquid outlet valve on tank.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Liquid valve closed Slowly open liquid valve.
Propane excess flow Reset excess flow valve in LPG tank.
valve closed Close liquid valve. Wait for a “click” sound; slowly open liquid valve.
Remove obstruction from the fuel line.

• Close liquid fuel valve.
• Using caution, disconnect the fuel line (some propane may
escape).
Plugged fuel line
• Clear obstruction with compressed air.
• Re-connect fuel line.
• Slowly open liquid fuel valve.
• Leak test.
Repair/replace as required.
Clogged fuel filter
See Chapter 2 Fuel Filter replacement.
Check connection
Faulty vapor connection between the
• Verify no holes in hose.
pressure regulator/converter and the
• Clamps must be tight.
mixer
• Look for kinked, pinched and/or collapsed hose.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 5 Fuel Lock-off.
Pressure regulator/converter Test regulator/converter operation and pressure.
malfunction See Chapter 6 Tests and Adjustments.
Incorrect air/fuel or ignition/spark
See Chapter 8 Advanced Diagnostics.
control
Verify the crankshaft position signal is present
No crankshaft position sensor signal

Engine Cranking but Will Not Start / Difficult to Start (cont’d.)
Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5° greater than or less than ambient air
temperature on a cold engine, check resistance in coolant sensor circuit or
sensor itself. Compare CTS resistance value to “Diagnostic Aids” chart at end
SECM / control system of this section.
malfunction Verify that there is no code for ETC spring check fault.
Check for 0% APP during cranking.
Cycle key ON and OFF and listen for throttle check (movement) on key OFF.
Check for oil pressure switch faults.
Check for sensor “sticking” faults.
Check TPS for stuck binding or a high TPS voltage with the throttle closed.
Check fuel lock off (propane) or fuel pump relay gasoline operation: actuator
should turn “ON” for 2 seconds when ignition is turned “ON”.
Check for contaminated fuel.
Check both gasoline injector and lock off fuses (visually inspect).
Fuel system malfunction
Check propane tank valve & pickup. A faulty
in-tank fuel pump check valve will allow the fuel in the lines to drain back to the
tank after engine is stopped. To check for this condition, perform fuel system
diagnosis.
Check FTV system for proper operation.
Check for proper ignition voltage output with spark tester.

Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
necessary.
Ignition system malfunction
Check for:
• Bare or shorted wires
• Loose ignition coil ground
• Pickup coil resistance and connections
Related MIL Faults:

ETC spring check / ETC faults / EST faults / TPS conflict
APP faults / Encoder error / MAP faults
Injector faults / Oil pressure faults

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During
Acceleration
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed
down part way. Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle
speeds. Usually most severe when first trying to make vehicle move, as from a stop. May cause engine to stall.
PRELIMINARY CHECKS

Drive vehicle; verify problem exists.
Remove air filter and check for dirt or other means of plugging. Replace if needed.

Check for restricted fuel filter.
Check fuel supply.
Check for clogged fuel filter and repair or replace as required. See Chapter 4
Fuel Filter replacement
Check for plugged fuel line and remove any obstruction from the fuel line:
• Using caution, disconnect the fuel line (some propane may escape).
Fuel system malfunction • Re-connect fuel line.
• Slowly open liquid fuel valve and leak test.
Check for faulty vapor connection between pressure regulator/converter and
mixer:
• Verify that there are no holes in hose.
• Observe that clamps are tight.
Monitor pre-catalyst O2 with Service Tool.
Check for proper pressure regulator operation.
See Chapter 6 Test and Adjustments.
Check for proper air/fuel mixer operation.
Check spark advance for excessive retarded ignition timing. Use Service Tool.
Check secondary voltage using an oscilloscope or a spark tester to check for a
Ignition system malfunction weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During
Acceleration (cont’d.)
Check SECM grounds for cleanliness and secure

connection. See SECM wiring diagrams.
Check alternator output voltage. Repair if less than 9
volts or more than 16 volts.
Check for clogged air filter and clean or replace as
required.
Check exhaust system for possible restriction.
Refer to Chart T-1 on later pages.
Component malfunction Inspect exhaust system for damaged or collapsed
pipes.
• Inspect muffler for heat distress or possible internal
failure.
• Check for possible plugged catalytic converter by
comparing exhaust system backpressure on each
side at engine. Check backpressure by removing
Pre-catalyst O2 sensor and measuring
backpressure with a gauge.
See Chapter 3 Engine Mechanical System.
Engine mechanical Check engine valve timing and compression
Check engine for correct or worn camshaft.
Related MIL Faults:

EST faults
ETC faults
ETC spring check
TPS faults
APP faults
Encoder error
Delayed Shutdown faults

Detonation / Spark Knock
A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with throttle opening (similar to the sound of hail striking a metal roof).
PRELIMINARY CHECKS

Check for proper fuel level:
• Check for LPG vapor from LPG liquid outlet valve on tank.
• Fill fuel container. Do not exceed 80% of liquid capacity.
Fuel system
malfunction Check fuel pressure.
To determine if the condition is caused by a rich or lean system, the vehicle
should be driven at the speed of the complaint. Monitoring with the Service
tool will help identify problem.
Check for obvious overheating problems:

• Low engine coolant
• Loose water pump belt
• Restricted air flow to radiator, or restricted water flow through radiator
Cooling system malfunction
• Inoperative electric cooling fan
• Correct coolant solution should be a mix of anti-freeze coolant (or
equivalent) and water
• High coolant temperature
Ignition system Check ignition timing. See application manual.

malfunction Check spark module wiring.
Check exhaust backpressure.
Exhaust system malfunction Check for debris clogging the catalyst.
Check that pre-catalyst O2 sensor is functioning.
Check for excessive oil in the combustion chamber and/or blow by from
excessive PCV flow.
Engine mechanical Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
Related MIL Faults:

EST faults
Encoder error
High coolant temperature faults

Backfire
Fuel ignites in intake manifold or in exhaust system, making loud popping noise.
PRELIMINARY CHECKS
Simulate condition by reviewing operation procedure practiced by vehicle operator.

Perform fuel system diagnosis check:
Fuel system • Check for fuel leaks
malfunction • Check for MIL faults
• Check for damaged components
Check proper ignition coil output voltage with spark tester.
Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear,
improper gap, burned electrodes, or heavy deposits. Repair or replace as
Ignition system
necessary.
malfunction
Check spark plug wires for crossfire; also inspect distributor cap, spark plug
wires, and proper routing of plug wires.
Check ignition timing. Refer to application manual.
Check compression: look for sticking or leaking valves.
Check intake and exhaust manifold for casting flash and gasket
Engine mechanical
misalignment.
Refer to Chapter 3 Engine Mechanical System.
Related MIL Faults: EST faults / ETC faults / Encoder error

Pre-catalyst O2 sensor faults
Dieseling, Run-on
Engine continues to run after key is turned “OFF,“ but runs very roughly. If engine runs smoothly, check
ignition switch and adjustment.
PRELIMINARY CHECKS

Fuel system
Check for fuel leaks or leaking injector.
malfunction
Ignition switching Make sure power to system is shut off when key is in OFF position.
Fuel lock off valve Make sure lock off valve is closing properly.
Ignition system malfunction Check spark advance at idle.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults

Rough, Unstable, Incorrect Idle, or Stalling
Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
PRELIMINARY CHECKS
Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

Check for vacuum leaks.
Check that SECM grounds are clean and tight. See SECM wiring diagram
Monitor oxygen feedback to help identify the cause of the problem. If

the system is running lean or if the system is running rich evaluate
further i.e. dither valve duty cycle and injector pulse width.
Check for incorrect minimum idle speed that may be caused by foreign
material accumulation in the throttle bore, on the throttle valve, or on
the throttle shaft.
Fuel system Check that the injectors are clean and functioning.
malfunction Check for liquid fuel in propane pressure regulator hose. If fuel is
present, replace regulator assembly.
The pre-catalyst oxygen (O2) sensor should respond quickly to
different throttle positions. If it does not, then check the pre-catalyst O2
sensor for contamination. If the pre-catalyst O2 sensor is aged or
contaminated, the SECM will not deliver correct amount of fuel,
resulting in a drivability problem.
Fuel container empty
Fill fuel container. Do not exceed 80% of liquid capacity.
Ignition system
Check ignition system; wires, plugs, rotor, etc.
malfunction
Test regulator operation and pressure.
LPG pressure regulator malfunction
See Chapter 6 Tests and Adjustments
Air/fuel mixer malfunction Check mixer.
Check throttle for sticking or binding.

Check PCV valve for proper operation by placing finger over inlet hole
in valve end several times. Valve should snap back. If not, replace
valve.
Check alternator output voltage. Repair if less than 9 or more than 16
volts.
Perform a cylinder compression check.
Engine mechanical
See Chapter 3 Engine Mechanical System.

Rough, Unstable, Incorrect Idle, or Stalling (cont’d.)

Reset excess flow valve.
Excess flow valve closed • Close liquid valve.
• Wait for a “click” sound. Slowly open liquid valve.
Repair/replace as required
Clogged fuel filter
See Chapter 4 Fuel Filter Replacement
Remove obstruction from the fuel line.
• Using caution, disconnect the fuel line (some
Plugged fuel line propane may escape).
• Re-connect fuel line.
• Slowly open liquid fuel valve & leak test.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 4 Fuel Lock-Off.
Check connection.
Faulty vapor connection
• Verify no holes in hose.
between the pressure regulator/converter and the
• Clamps must be tight.
mixer
Check level in cooling system:

• Must be full, check coolant strength
• -35°F (-37°C) minimum
Pressure regulator freezes Check coolant hoses.
• Watch for kinks and/or pinched hoses.
• Verify one pressure hose and one return hose.
Test regulator. See Chapter 6

• Between mixer and throttle body
Vacuum leak
• Between throttle body and intake manifold
• Between intake manifold and cylinder head
Related MIL Faults:

EST faults
ETC Sticking fault
Pre-catalyst adapts error

Cuts Out, Misses
Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases,
sometimes above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed.
PRELIMINARY CHECKS
Check fuel system specifically for plugged fuel filter, low pressure.
Check injector drivers. Disconnect all injector harness connectors. Use
injector test light or equivalent 6-volt test light between the harness terminals
Fuel system
of each connector and observe if light blinks while cranking. If test light fails
malfunction
to blink at any connector, it is a faulty injector drive circuit harness, connec-
tor, or terminal.
Check lock off intermittent connection.
Check dither valve operation.
Check for spark on the suspected cylinder(s) using a shop oscilloscope or

spark tester or equivalent. If no spark, check for intermittent operation or
miss. If there is a spark, remove spark plug(s) in these cylinders and check
for cracks, wear, improper gap, burned electrodes, heavy deposits.
Ignition system
Check spark plug wires by connecting ohmmeter to ends of each wire in
malfunction
question. If meter reads over 30,000 ohms, replace wire(s).
Visually inspect distributor cap, rotor, and wires for moisture, dust, cracks,
burns, etc. Spray cap and plug wires with fine water mist to check for shorts.
Check engine ground wire for looseness or corrosion.
Check for electromagnetic interference (EMI). A missing condition can be

caused by EMI on the reference circuit. EMI can usually be detected by
monitoring engine rpm with Service Tool. A sudden increase in rpm with little
change in actual engine rpm indicates EMI is present. If problem exists,
check routing of secondary wires and check distributor ground circuit.
Check intake and exhaust manifolds for casting flash or gasket leaks.
Perform compression check on questionable cylinders. If compression is low,
repair as necessary.
Engine mechanical Check base engine. Remove rocker covers and check for bent pushrods,
worn rocker arms, broken valve springs, worn camshaft lobes, and valve
timing. Repair as necessary.
Related MIL Faults:

EST faults
ETC Sticking fault

Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell
Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is
noticeably lower than what it has been in the past. Propane fuel smell near vehicle sets off carbon monoxide
sensors.
PRELIMINARY CHECKS

Verify operator complaint: identify operating conditions.
Check operator’s driving habits:
Are tires at correct pressure?
Are excessively heavy loads being carried?
Is acceleration too much, too often?
Check air cleaner element (filter) for being dirty or plugged.
Visually (physically) check vacuum hoses for splits, kinks, and proper connections as shown on application
manual.
Check for faulty gasoline pressure regulator.

Check for leaking injector.
Fuel system Check that dither valve duty cycle is < 15%.
malfunction Check for too high propane pressure at mixer
(> 1” positive pressure).
Monitor Pre-catalyst O2 sensor with Service Tool.
Check engine coolant level.

Cooling system
Check engine thermostat for faulty part (always open) or for
malfunction
wrong heat range.
Check ignition timing. Refer to application manual.

Check for weak ignition and/or spark control.
Ignition system
Check spark plugs. Remove spark plugs and check for wet
malfunction
plugs, cracks, wear, improper gap, burned electrodes, or heavy
deposits. Repair or replace as necessary.
Check for exhaust system restriction or leaks.

Check induction system and crankcase for air leaks.
Check for clogged air filter; clean or replace as required.
Component malfunction Check FTV for housing cracks or obstructions; repair or replace
as required.
Check for vacuum leak. Check system vacuum hoses from
regulator to FTV and mixer. Repair or replace as required.
Air/fuel mixer malfunction Check mixer.
Pressure regulator malfunction / Test regulator operation and pressure.
fuel pressure too high See Chapter 6 Tests and Adjustments.
Check compression.
Engine mechanical
Refer to Chapter 3 Engine Mechanical System.
Related MIL Faults:

Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle
EST faults / Fuel adapt faults / Low coolant temperature

High Idle Speed
Engine idles above the range of 750-1100 rpm.
PRELIMINARY CHECKS
Check all hoses and gaskets for cracking, kinks, or leaks.

Verify that there are no vacuum leaks.
Incorrect idle speed control
See Chapter 8 Advanced Diagnostics & Chapter 6 Tests and
Adjustments
Replace throttle.
Throttle sticking
See Fault Code 461: ETC_Sticking
Check pedal return spring travel for binding.
Check APP function with Service Tool.
Foot pedal sticking or incorrect pedal signal
Verify smooth change of APP reading with pedal movement.
Check for vacuum hose leak.
Engine mechanical Check for PCV malfunction.
Check for defective intake gasket.
Related MIL Faults:

ETC Sticking fault
Idle adapt out of range
MAP Sticking fault
MAP high value

Excessive Exhaust Emissions or Odors
Vehicle has high CO emissions.

NOTE: Excessive odors do not necessarily indicate excessive emissions.
PRELIMINARY CHECKS
Verify that no stored codes exist.
If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.
If the Service tool indicates a very high coolant temperature and the system
is running lean:
Cooling system • Check engine coolant level.
malfunction • Check engine thermostat for faulty part (always open) or for wrong heat
range.
• Check fan operation
If the system is running rich, refer to “Diagnostic Aids” chart on the next
page.
Fuel system If the system is running lean refer to “Diagnostic Aids” chart on the next
malfunction page.
Check for properly installed fuel system components.
Ignition system Check ignition timing. Refer to application manual.

malfunction Check spark plugs, plug wires, and ignition components.

Check for contamination for catalytic converter (look for the removal of fuel
filler neck restrictor).
Check for carbon build-up. Remove carbon with quality engine cleaner.
Follow instructions on label.
Check for plugged PCV valve.
Check for stuck or blocked PCV hose.
Check for fuel in the crankcase.
Related MIL Faults:

Low side driver
Fuel adapt faults
EST faults

Diagnostic Aids for Rich / Lean Operation
SERVICE TOOL ITEM RICH LEAN
Pre-catalyst O2 A/ D counts Consistently > 250 Consistently < 170

Pre-catalyst O2 sensor switching
Always high ADC Always low ADC
between high and low
Trim valve duty cycle > 90% < 10%
Fuel injector pulse width at idle * < 1.0 msec. > 8 msec.
• Pre-catalyst O2 sensor failed rich • Pre-catalyst O2 sensor failed rich
Malfunction codes • Pre-catalyst O2 sensor high • Pre-catalyst O2 sensor high
• Fuel adapts • Fuel adapts
Closed loop operation Stuck in open loop Stuck in open loop
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is
functioning properly. If the sensor is not operating properly the criteria may be reversed.
Rich Operation Lean Operation
LP (Trim valve duty cycle>90%) LP (Trim valve duty cycle<10%)
• Inspect hoses from AVV port (port on bottom of • Check for vacuum leaks, replace hoses, o-rings,
mixer) to trim valves and regulator for leaks or and gaskets as necessary
blockages, replace as necessary.
• Check balance line for blockage, replace as
• Inspect in-line orifices for blockages (in wye), necessary
replace as necessary
• Check vapor hose for restrictions, replace as
• Check trim valves for proper operation, replace as necessary
necessary
• Check regulator out pressure, replace if out of • Check trim valves for proper operation, replace as
spec necessary
Gasoline (Iniector Pulse Width<1.0 msec.) • Check regulator out pressure, replace if out of
spec
• Inspect fuel cone for damage, replace mixer
assembly as necessary Gasoline (Injector Pulse Gasoline (Injector Pulse Width>8 msec.)
Width<1.0 msec)
• Check system voltage
• Check gasoline fuel pressure
• Check fuel pressure
• Check injectors for sticking, replace as necessary
• Check injectors for sticking or obstructions

Chart T-1 Restricted Exhaust System Diagnosis:
Check
1. With the engine idling at normal operating
Proper diagnosis for a restricted exhaust system is temperature, observe the exhaust system
essential before replacement of any components. backpressure reading on the gage. Reading
The following procedures may be used for diagnosis, should not exceed 1.25 psig (8.61 kPa).
depending upon engine or tool used.
2. Increase engine speed to 2000 rpm and observe
gage. Reading should not exceed 3 psig (20.68
Check Atpre - Catalystoxygen (O2) Sensor kPa).
1. Carefully remove pre-catalyst oxygen (O2) sensor. 3. If the backpressure at either speed exceeds
specification, a restricted exhaust system is
2. Install exhaust backpressure tester or equivalent indicated.
in place of O2 sensor using Snap-On P/N
EEVPV311A kit and YA8661 adapter or Mac tool 4. Inspect the entire exhaust system for a collapsed
(see illustration). pipe, heat distress, or possible internal damage,
split welds, or cracked pipe.
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize 5. If there are no obvious reasons for the excessive
compound prior to re-installation. backpressure, the catalytic converter is restricted
and should be replaced using current
recommended procedures.
Illustration Notes
1. Backpressure gage
2. Pre-catalyst Oxygen (O2) sensor
3. Exhaust manifold

Chapter 9. ADVANCED DIAGNOSTICS
MI-07 systems are equipped with built-in fault Clearing Fault (DFC) Codes
diagnostics. Detected system faults can be
displayed by the Malfunction Indicator Lamp (MIL) To clear the stored fault codes from SECM memory
as Diagnostic Fault Codes (DFC) or flash codes, you must complete the reset fault pedal maneuver.
and viewed in detail with the use of the Service Tool
software. When the ignition key is turned on, the MIL
will illuminate and remain on until the engine is
started. Once the engine is started, the MIL lamp will CAUTION
go out unless one or more fault conditions are Once the fault list is cleared it cannot be
present. If a detected fault condition exists, the fault restored.
or faults will be stored in the memory of the small
engine control module (SECM). Once an active fault
occurs the MIL will illuminate and remain ON. This First turn OFF the ignition key. Now turn ON the key
signals the operator that a fault has been detected but do not start the engine. As soon as you turn the
by the SECM. key to the ON position you must cycle the foot pedal
by depressing it to the floor and then fully releasing
the pedal (pedal maneuver). You must fully cycle the
Reading Diagnostic Fault Codes foot pedal ten (10) times within five (5) seconds to
clear the fault code list of the SECM. Simply turn the
All MI-07 fault codes are three-digit codes. When the
key OFF to exit the reset mode. The code list is now
fault codes are retrieved (displayed) the MIL will
clear and the SECM will begin storing new fault
flash for each digit with a short pause (0.5 seconds)
codes as they occur.
between digits and a long pause (1.2 seconds)
between fault codes. A code 12 is displayed at the
end of the code list.
EXAMPLE : A code 461 (ETCSticking) has been

detected and the engine has shut down and the MIL
has remained ON. When the codes are displayed
the MIL will flash four times (4), pause, then flash six
times (6), pause, then flash one time (1) This
identifies a four sixty one (461), which is the
ETCSticking fault. If any additional faults were
stored, the SECM would again have a long pause,
then display the next fault by flashing each digit.
Since no other faults were stored there will be a long
pause then one flash (1), pause, then two flashes
(2). This identifies a twelve, signifying the end of the
fault list. This list will then repeat.
Displaying Fault Codes (DFC)

from SECM Memory
To enter code display mode you must turn OFF the
ignition key. Now turn ON the key but do not start
the engine. As soon as you turn the key to the ON
position you must cycle the foot pedal by depressing
it to the floor and then fully releasing the pedal
(pedal maneuver). You must fully cycle the foot
pedal three (3) times within five (5) seconds to
enable the display codes feature of the SECM.
Simply turn the key OFF to exit display mode. The
code list will continue to repeat until the key is
turned OFF.
G424F(FE) Service Manual 249 Chapter 9. Advanced Diagnostics

Fault Action Descriptions Fault List Definitions
Each fault detected by the SECM is stored in All the analog sensors in the MI-07 system have
memory (FIFO) and has a specific action or result input sensor range faults. These are the coolant
that takes place. Listed below are the descriptions of temperature sensor, fuel temperature sensor,
each fault action. throttle position sensors, pedal position sensors,
manifold pressure sensor, HEGO sensors, and
Engine Shutdown: The most severe action is an intake air temperature sensor. Signals to these
Engine Shutdown. The MIL will light and the engine sensors are converted into digital counts by the
will immediately shutdown, stopping spark, closing SECM. A low/high range sensor fault is normally set
the fuel lock-off closing, and turning off the fuel when the converted digital counts reach the
pump and fuel injectors. minimum of 0 or the maximum of 1024 (1024 = 5.0
Vdc with ~ 204 counts per volt).
Delayed Engine Shutdown: Some faults, such as
low oil pressure, will cause the MIL to illuminate for
30 seconds and then shut down the engine.
Cut Throttle: The throttle moves to its default

position. The engine will run at idle but will not
accelerate.
Cut Fuel: Fuel flow will be turned off.
Turn on MIL: The MIL will light by an active low

signal provided by the SECM, indicating a fault
condition. May illuminate with no other action or may
be combined with other actions, depending on which
fault is active. Additionally, the SECM includes software to learn
the actual range of the pedal position and throttle
Soft Rev Limit / Medium Rev Limit / Hard Rev position sensors in order to take full advantage of
Limit: System will follow various sequences to bring the sensor range. Faults are set if the learned
engine speed back to acceptable levels. values are outside of the normal expected range of
the sensor (e.g. APP1AdaptLoMin).
Level4 Power Limit / Level3 Power Limit / Level2
Power Limit / Level1 Power Limit: The maximum
engine power output will be limited to one of four
possible levels. The engine power is calculated from
measured engine parameters (e.g. MAP, rpm, fuel
flow, etc).
Disable Gas O2 Control: In LPG mode, closed loop

correction of air fuel ratio based on the Pre-catalyst
O2 sensor is disabled.
Disable Liquid O2 Control: In Gasoline mode,

closed loop correction of air fuel ratio based on the
Pre-catalyst O2 sensor is disabled.

Table 1. Fault List Definitions
CODE
FAULT DESCRIPTION
(MI04 CODE)
Learned full pedal end of APP1 sensor range higher than 641
APP1AdaptHiMax
expected (64)
APP1AdaptHiMin Learned full pedal end of APP1 sensor range lowe 651
APP1AdaptLoMax than expected 661
Learned idle end of APP1 sensor range higher than 631

APP1AdaptLoMin
expected (63)
Learned idle end of APP1 sensor range lower than 621

APP1RangeHigh
expected (62)
APP1 sensor voltage out of range high, normally set if the

611
APP1RangeLow APP1 signal has shorted to power or the ground for the
(61)
sensor has opened
APP1 sensor voltage out of range low, normally set if the
642
APP2AdaptHiMax APP1 signal has shorted to ground, circuit has opened or
(68)
sensor has failed
Learned full pedal end of APP2 sensor range lower than

APP2AdaptHiMin 652
expected
Learned idle end of APP2 sensor range higher than

APP2AdaptLoMax 662
expected
Learned idle end of APP2 sensor range lower than 632

APP2AdaptLoMin
expected (67)

622
APP2RangeHigh APP2 signal has shorted to power or the ground for the
(66)
sensor has opened
612
APP2RangeLow APP2 signal has shorted to ground, circuit has opened or
(65)
sensor has failed
622
APP2RangeHigh APP2 signal has shorted to power or the ground for the
(66)
sensor has opened
612
APP2RangeLow APP2 signal has shorted to ground, circuit has opened or
(65)
sensor has failed
APP position sensors do no not track well, intermittent 691

APP_Sensors_Conflict
connections to APP or defective pedal assembly (69)

Table 1. Fault List Definitions (cont’d.)
CODE
FAULT DESCRIPTION
(MI04 CODE)
No CAM signal when engine is known to be rotating, broken
CamEdgesFault 191
CAM sensor leads or defective CAM sensor
Loss of synchronization on the CAM sensor, normally due
CamSyncFault to noise on the signal or an intermittent connection on the 192
CAM sensor
No crankshaft signal when engine is known to be rotating,
CrankEdgesFault 193
broken crankshaft sensor leads or defective crank sensor
Loss of synchronization on the crankshaft sensor, normally

CrankSyncFault due to noise on the signal or an intermittent connection on 194
the crankshaft sensor
Engine Coolant Temperature is High. The sensor has
161
ECTOverTempFault measured an excessive coolant temperature typically due to
(16)
the engine overheating.
Engine Coolant Temperature Sensor Input is High. Normally
151
ECTRangeHigh set if coolant sensor wire has been disconnected or circuit
(15)
has opened to the SECM.
Engine Coolant Temperature Sensor Input is Low. Normally
141
ECTRangeLow set if the coolant sensor wire has shorted to chassis ground
(14)
or the sensor has failed.
ECT_IR_Fault Engine Coolant Temperature not changing as expected 171

CODE
FAULT DESCRIPTION
(MI04 CODE)
EST1 output open, possibly open EST1 signal or defective 421
EST1_Open
spark module (42)
EST1 output shorted high or low, EST1 signal shorted to

EST1_Short 431
ground or power or defective spark module
EST2 output open, possibly open EST2 signal or defective

EST2_Open 422
spark module

EST2_Short 432

EST3_Open 423
spark module

EST3_Short 433

EST4_Open 424
spark module

EST4_Short 434

EST5_Open 425
spark module

EST5_Short 435

EST6_Open 426
spark module

EST6_Short 436

EST7_Open 427
spark module

EST7_Short 437

EST8_Open 428
spark module

EST8_Short 438

CODE
FAULT DESCRIPTION
(MI04 CODE)
Electronic Throttle Control Spring Return Test has Failed. The

SECM will perform a safety test of the throttle return spring
following engine shutdown. If this spring has become weak the
481
ETCSpringTest throttle will fail the test and set the fault.
(28)
NOTE: Throttle assembly is not a serviceable item and can only
be repaired by replacing the DV-EV throttle assembly.
Electronic Throttle Control Driver has failed. Normally set if either

ETC_Open_Fault of the ETC driver signals have opened or become disconnected, 471
electronic throttle or SECM is defective.
Electronic Throttle Control is Sticking. This can occur if the

throttle plate (butterfly valve) inside the throttle bore is sticking.
The plate sticking can be due to some type of obstruction; a
461
ETC_Sticking loose throttle plate or worn components shaft bearings.
(26)
NOTE: Throttle assembly is not a serviceable item and can only
be repaired by replacing the DV-EV throttle assembly.
Conflict in fuel select signals, normally set if one or both of the

FuelSelectConflict 181
fuel select signals are shorted to ground
Fuel Temperature Sensor Input is High. Normally set if the fuel

FuelTempRangeHigh temperature sensor wire has been disconnected or the circuit 932
Fuel Temperature Sensor Input is Low. Normally set if the fuel
FuelTempRangeLow temperature sensor wire has shorted to chassis ground or the 931
sensor has failed.

CODE
FAULT DESCRIPTION
(MI04 CODE)
731
GasFuelAdaptRangeHi In LPG mode, system had to adapt lean more than expected
(73)
721
GasFuelAdaptRangeLo In LPG mode, system had to adapt rich more than expected
(72)
Pre-catalyst O2 sensor indicates extended lean operation on
GasO2FailedLean 751
LPG
Pre-catalyst O2 sensor indicates extended rich operation on 771

GasO2FailedRich
LPG (77)
Pre-catalyst O2 sensor inactive on LPG, open O2 sensor 741

GasO2NotActive
signal or heater leads, defective O2 sensor, or defective FTVs (74)
Post-catalyst O2 sensor control on LPG has reached rich limit

and sensor still reads to lean. This could be caused by oxygen
leak before or just after sensor, catalyst failure, sensor failure,
GasPostO2FailedRich 772
or wiring/relay failure causing the sensor to not be properly
heated. If any Pre-O2 sensor faults are set, diagnose these
first and after correcting these faults recheck if this fault sets.
Post-catalyst O2 sensor control on LPG has reached lean limit

and sensor still reads to rich. This could be caused by catalyst
failure, sensor failure, or wiring/relay failure causing the
GasPostO2FailedLean 752
sensor to not be properly heated. If any Pre-O2 sensor faults
are set diagnose, these first and after correcting these faults
recheck if this fault sets.
Post-catalyst O2 sensor control on LPG has sensed the O2

sensor is not responding as expected. If any Pre-O2 sensor
faults are set diagnose these first and after correcting these
GasPostO2Inactive faults recheck if this fault sets. Possible causes for this fault 742
are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay
is disconnected or failed.
Reserved for Future Use 743

CODE
FAULT DESCRIPTION
(MI04 CODE)
(Electronic Throttle Control Driver has Failed) Indeterminate
fault on Hbridge driver for Electronic Throttle Control. 491
HbridgeFault_ETC
Possibly either ETC+ or ETC- driver signals have been (29)
shorted to ground
Engine speed has exceeded the third level (3 of 3) of 571

HardOverspeed
overspeed protection (57)
Intake Air Temperature Sensor Input is High normally set if

the IAT temperature sensor wire has been disconnected, the 381
IATRangeHigh
circuit has opened to the SECM, or a short to Vbatt has (38)
occurred.
Intake Air Temperature Sensor Input is Low normally set if
371
IATRangeLow the IAT temperature sensor wire has shorted to chassis
(37)
ground or the sensor has failed.
IAT_IR_Fault Intake Air Temperature not changing as expected 391
Gasoline Injector 1 open circuit, broken injector 1 wire or

Inj1Open 131
defective injector

Inj2Open 132
defective injector

Inj3Open 133
defective injector

Inj4Open 134
defective injector

Inj5Open 135
defective injector

Inj6Open 136
defective injector

Inj7Open 137
defective injector

Inj8Open 138
defective injector
Cold Start Valve Fault, signal has opened or shorted to

LSDFault_CSValve 713
ground or power or defective cold start valve

CODE
FAULT DESCRIPTION
(MI04 CODE)
Check Engine Lamp Fault, signal has opened or shorted to
LSDFault_CheckEngine 714
ground or power or defective check engine lamp
Crank Disable Fault, signal has opened or shorted to ground or

LSDFault_CrankDisable 715
power or defective crank disable relay
Dither Valve 1 Fault, signal has opened or shorted to ground or 711

LSDFault_Dither1
power or defective dither 1 valve (71)
Dither Valve 2 Fault, signal has opened or shorted to ground or

LSDFault_Dither2 712
power or defective dither 2 valve
Fuel Pump Fault, signal has opened or shorted to ground or

LSDFault_FuelPump 716
power or defective fuel pump
Fuel lock off Valve Fault, signal has opened or shorted to ground
LSDFault_LockOff 717
or power or defective Fuel lock off valve
Malfunction Indicator Lamp Fault, signal has opened or shorted

LSDFault_MIL 718
to ground or power or defective MIL lamp
LiqFuelAdaptRangeHi In Gasoline mode, system had to adapt rich more than expected 821
LiqFuelAdaptRangeLow In Gasoline mode, system had to adapt lean more than expected 831
Pre-catalyst O2 sensor indicates extended lean operation on

LiqO2FailedLean 851
gasoline
Pre-catalyst O2 sensor indicates extended rich operation on

LiqO2FailedRich 871
gasoline
Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor

LiqO2NotActive 841
signal or heater leads, defective O2 sensor
Post-catalyst O2 sensor control on gasoline has reached rich

limit and sensor still reads to lean. This could be caused by
oxygen leak before or just after sensor, catalyst failure, sensor
LiqPostO2FailedRich failure, or wiring/relay failure causing the sensor to not be 872
properly heated. If any Pre-O2 sensor faults are set, diagnose
these first and after correcting these faults recheck if this fault
sets.
Post catalyst O2 sensor control on gasoline has reached lean

limit and sensor still reads to rich. This could be caused by
catalyst failure, sensor failure, or wiring/relay failure causing the
LiqPostO2FailedLean 852
sensor to not be properly heated. If any Pre O2 sensor faults are
set, diagnose these first and after correcting these faults recheck
if this fault sets.

CODE
FAULT DESCRIPTION
(MI04 CODE)
Post-catalyst O2 sensor control on gasoline has sensed the
O2 sensor is not responding as expected. If any Pre-O2
sensor faults are set, diagnose these first and after correcting
LiqPostO2Inactive these faults recheck if this fault sets. Possible causes for this 842
fault are sensor disconnected, sensor heater failed, sensor
element failed, heater relay, or SECM control of heater relay
is disconnected or failed.
Reserved 843
521
LowOilPressureFault Low engine oil pressure
(52)
Manifold Absolute Pressure Sensor Input is High, normally set
if the TMAP pressure signal wire has become shorted to
MAPRangeHigh 342
power, shorted to the IAT signal, the TMAP has failed or the
SECM has failed.
Manifold Absolute Pressure Sensor Input is Low, normally set

MAPRangeLow if the TMAP pressure signal wire has been disconnected or 332
shorted to ground or the circuit has opened to the SECM
Manifold Absolute Pressure Sensor Input is High, normally set

if the TMAP pressure signal wire has become shorted to 341
MAPTimeRangeHigh
power, shorted to the IAT signal, the TMAP has failed or the (34)
SECM has failed
Manifold Absolute Pressure Sensor Input is Low, normally set
331
MAPTimeRangeLow if the TMAP pressure signal wire has been disconnected or
(33)
shorted to ground or the circuit has opened to the SECM
MAP_IR_HI MAP sensor indicates higher pressure than expected 351
MAP_IR_LO MAP sensor indicates lower pressure than expected 352
MAP_STICKING MAP sensor not changing as expected 353
MediumOverspeed Engine speed has exceeded the second level (2 of 3) of

572
overspeed protection
Pre -catalyst O2 sensor voltage out of range high, sensor

O2RangeHigh 921
signal shorted to power
Pre-catalyst O2 sensor voltage out of range low, sensor signal

O2RangeLow 911
shorted to ground
Post-catalyst O2 sensor voltage out of range high, sensor

O2_PostCatRangeHigh 922
signal shorted to voltage source (5V or battery)
Post -catalyst O2 sensor voltage out of range low, sensor

O2_PostCatRangeLow 912
signal shorted to ground
561
SensVoltRangeHigh Sensor reference voltage XDRP too high
(56)

CODE
FAULT DESCRIPTION
(MI04 CODE)
551
SensVoltRangeLow Sensor reference voltage XDRP too low
(55)
ServiceFault1 Service Interval 1 has been reached 991
Service Interval 4 has been reached—time to replace HEGO

ServiceFault4 994
sensors
Service Interval 5 has been reached—time to replace
ServiceFault5 995
engine timing belt
Engine speed has exceeded first level (1 of 3) of overspeed
SoftOverspeed 573
protection
Learned WOT end of TPS1 sensor range lower than
TPS1AdaptHiMin 271
expected
541
SysVoltRangeHigh System voltage too high
(54)
531
SysVoltRangeLow System voltage too low
(53)
Learned WOT end of TPS1 sensor range higher than 251
TPS1AdaptHiMax
expected (25)
TPS1AdaptHiMin 271
expected
Learned closed throttle end of TPS1 sensor range higher
TPS1AdaptLoMax 281
than expected
Learned closed throttle end of TPS1 sensor range lower than 241
TPS1AdaptLoMin
expected (24)
TPS1 sensor voltage out of range high, normally set if the
231
TPS1RangeHigh TPS1 signal has shorted to power or ground for the sensor
(23)
has opened
TPS1 sensor voltage out of range low, normally set if TPS1
221
TPS1RangeLow signal has shorted to ground, circuit has opened or sensor
(22)
has failed
Learned WOT end of TPS2 sensor range higher than
TPS2AdaptHiMax 252
expected
TPS2AdaptHiMin 272
expected
Learned closed throttle end of TPS2 sensor range higher
TPS2AdaptLoMax 282
than expected
Learned closed throttle end of TPS2 sensor range lower than
TPS2AdaptLoMin 242
expected
TPS2 sensor voltage out of range high, normally set if the
TPS2RangeHigh TPS2 signal has shorted to power or ground for the sensor 232
has opened

CODE
FAULT DESCRIPTION (MI04 CODE)
TPS2 sensor voltage out of range low, normally set if TPS2

TPS2RangeLow signal has shorted to ground, circuit has opened or sensor 222
has failed
TPS sensors differ by more than expected amount.

TPS_Sensors_Conflict 291
NOTE: The TPS is not a serviceable item and can only be
repaired by replacing the DV-EV throttle assembly
TransOilTemp Excessive transmission oil temperature 933

Table 2. Diagnostic Fault Codes (Flash Codes)
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION*
FIRST CHECK
NONE
None, used as end of the fault list
12 Signifies the end of one pass NONE
identification
through the fault list
Check INJ1 wiring for an open circuit
Inj1Open
SECM (Signal) A5 to Injector 1 Pin A
Gasoline Injector 1 open
131 TurnOnMil Switched 12V to Injector 1 Pin B
circuit, broken injector 1 wire
Check Injector 1 Resistance, 12 to14 ohms
or defective injector
(cold)
Inj2Open
(cold)
Inj3Open
(cold)
Inj4Open
(cold)
Inj5Open
135 Gasoline Injector 5 open
None N/A
Not Used circuit, broken injector 5 wire
Inj6Open
None N/A
Inj7Open
None N/A
Inj8Open
None N/A
Check ECT sensor connector and wiring
for a short to GND
ECTRangeLow
141 SECM (Signal) Pin B15 To ECT Pin 3
Coolant Sensor failure or TurnOnMil
(14) SECM (Sensor GND) Pin B1 to
shorted to GND
ECT Pin 1
SECM (Sensor GND) Pin A16, B17
Check if ECT sensor connector is

(1) TurnOnMil
ECTRangeHigh disconnected or for an open ECT circuit
151 (2) Delayed Engine
Coolant sensor disconnected SECM (Signal) Pin B15 to ECT Pin 3
(15) Shutdown
or open circuit SECM (Sensor GND) Pin B1 to
(3) CheckEngineLight
ECT Pin 1
(*) Fault actions shown are default values specified by the OEM.

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d.
CORRECTIVE ACTION
DFC PROBABLE FAULT FAULT ACTION *
FIRST CHECK
Check coolant system for radiator
ECTOverTempFault blockage, proper coolant level and for leaks
Engine coolant temperature in the system.
(1) TurnOnMil
is high. The sensor has Possible ECT short to GND, check ECT
161 (2) Delayed Engine
measured an excessive signal wiring
(16) Shutdown
coolant temperature typically SECM (Signal) Pin B15 to ECT Pin 3
(3) CheckEngineLight
due to the engine SECM (Sensor GND) Pin B1 to ECT Pin 1
overheating. SECM (System GND) Pin A16, B17 Check
regulator for coolant leaks
ECT_IR_Fault
Check for coolant system problems, e.g.
171 Engine coolant temperature None
defective or stuck thermostat
not changing as expected
FuelSelectConflict Check fuel select switch connection for a

Conflict in fuel select signals, short to GND
181 normally set if both of the fuel TurnOnMil SECM (SIGNAL) Pin A12
select signals are shorted to SECM (SIGNAL) Pin A15
ground SECM (Sensor GND) Pin B1
CamEdgesFault Check CAM sensor connections SECM

No CAM signal when engine (SIGNAL) Pin B10 to CAM sensor Pin 2
is known to be rotating, SECM (Sensor GND) Pin B1 to CAM
191 None
broken crankshaft sensor sensor Pin 3
leads or defective CAM Switched 12V to CAM sensor Pin 1 Check
sensor for defective CAM sensor
Check CAM sensor connections

CamSyncFault
SECM (SIGNAL) Pin B10 to CAM sensor
Loss of synchronization on
Pin 2
the CAM sensor, normally
192 None SECM (Sensor GND) Pin B1 to CAM
due to noise on the signal or
sensor Pin 3
an intermittent connection on
Switched 12V to CAM sensor Pin 1 Check
the CAM sensor
for defective CAM sensor
Check Crankshaft sensor connections

CrankEdgesFault
SECM (SIGNAL) Pin B5 to Crank sensor
No crankshaft signal when
Pin 3
engine is known to be
193 None SECM (Sensor GND) PIN B1 to Crank
rotating, broken crankshaft
sensor Pin 2
sensor leads or defective
Switched 12V to Crank sensor Pin 1 Check
crank sensor
for defective Crank sensor
CrankSyncFault Check Crankshaft sensor connections

Loss of synchronization on SECM (SIGNAL) Pin B5 to Crank sensor
the crankshaft sensor, Pin 3
194 normally due to noise on the None SECM (Sensor GND) Pin B1 to Crank
signal or an intermittent sensor Pin 2
connection on the crankshaft Switched 12V to Crank sensor Pin 1 Check
sensor for defective Crank sensor

FAULT CORRECTIVE ACTION

DFC PROBABLE FAULT
ACTION * FIRST CHECK
Check throttle connector connection and
TPS1RangeLow
TPS1 sensor for an open circuit or short to
TPS1 sensor voltage out of range
221 GND
low, normally set if the TPS1 signal TurnOnMil
(22) SECM Pin B23 (signal) to ETC Pin 6 SECM
has shorted to ground, circuit has
Pin B1 (sensor GND) to ETC Pin 2
opened or sensor has failed
SECM (system GND) Pin A16, B17
Check throttle connector connection and
TPS2RangeLow
TPS2 sensor for an open circuit or short to
GND
222 low, normally set if the TPS2 signal TurnOnMil
SECM Pin B4 (signal) to ETC Pin 5
has shorted to ground, circuit has
SECM Pin B1 (sensor GND) to ETC Pin 2
opened or sensor has failed
SECM (system GND) Pin A16, B17
TPS1RangeHigh
Check throttle connector and TPS1 sensor
231 wiring for a shorted circuit
high, normally set if the TPS1 TurnOnMil
(23) SECM Pin B23 (signal) to ETC Pin 6
signal has shorted to power or the
ground for the sensor has opened
TPS2RangeHigh
Check throttle connector and TPS1 sensor
wiring for a shorted circuit
232 high, normally set if the TPS2 TurnOnMil
SECM Pin B4 (signal) to ETC Pin 5
Check the throttle connector and pins for
corrosion.
TPS1AdaptLoMin To check the TPS disconnect the throttle
241 Learned closed throttle end of connector and measure the resistance from:
None
(24) TPS1 sensor range lower than TPS Pin 2 (GND) to
expected Pin 6 (TPS1 SIGNAL) (0.7Ω ± 30%)
TPS Pin 3 (PWR) to
Pin 6 (TPS1 SIGNAL) (1.4Ω ± 30%)
Check the throttle connector and pins for
corrosion.
TPS2AdaptLoMin To check the TPS disconnect the throttle
Learned closed throttle end of connector and measure the resistance from:
242 None
TPS2 sensor range lower than TPS Pin 2 (GND) to
expected Pin 5 (TPS2 SIGNAL) (1.3KΩ ± 30%)
TPS PIN 3 (PWR) to
PIN 5 (TPS2 SIGNAL) (0.6KΩ ± 30%)
TPS1AdaptHiMax
251
Learned WOT end of TPS1 sensor None N/A
(25)
range higher than expected
TPS2AdaptHiMax
252 Learned WOT end of TPS2 sensor None N/A
TPS1AdaptHiMin
271 Learned WOT end of TPS1 sensor None N/A
range lower than expected

CORRECTIVE ACTION
FIRST CHECK
TPS2AdaptHiMin
Learned WOT end of TPS2
272 None N/A
sensor range lower than
expected
TPS1AdaptLoMax
Learned closed throttle end
281 None N/A
of TPS1 sensor range higher
than expected
TPS2AdaptLoMax
Learned closed throttle end
282 None N/A
of TPS2 sensor range higher
than expected
TPS_Sensors_Conflict
TPS sensors differ by more
than expected amount
(1) TurnOnMil
291 NOTE: The TPS is not a Perform checks for DFCs 241 & 242
(2) Engine Shutdown
serviceable item and can
only be repaired by replacing
the DV-EV throttle assembly.
Check TMAP connector and MAP
signal wiring for an open circuit TMAP
Pin 4 to SECM Pin B18 (signal)
MAPTimeRangeLow TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure GND)
sensor input is low, normally TMAP Pin 3 to SECM Pin B24 (XDRP
331 set if the TMAP pressure +5 Vdc)
None
(33) signal wire has been Check the MAP sensor by
disconnected or shorted to disconnecting the TMAP connector and
ground or the circuit has measuring at the sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure
signal KPA) (2.4kΩ - 8.2k)
TMAP Pin 3 (power) to Pin 4 (pressure
signal KPA) (3.4kΩ - 8.2k)

signal wiring for an open circuit TMAP
Pin 4 to SECM Pin B18 (signal)
MAPRangeLow TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure GND)
sensor input is low, normally TMAP Pin 3 to SECM Pin B24
(1) TurnOnMil
set if the TMAP pressure (XDRP +5 Vdc)
332
signal wire has been Check the MAP sensor by disconnect-
(2) CutThrottle
disconnected or shorted to ing the TMAP connector and
ground or the circuit has measuring at the sensor:
opened to the SECM TMAP Pin 1(GND) to Pin 4 (pressure
signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4k Ω- 8.2kΩ)


DFC PROBABLE FAULT
signal wiring for a shorted circuit
MAPTimeRangeHigh TMAP Pin 4 to SECM Pin B18 (signal)
Manifold Absolute Pressure TMAP Pin 1 to SECM Pin B1 (sensor
Sensor Input is High, GND)
normally set if the TMAP TMAP Pin 3 to SECM Pin B24 (XDRP
341
pressure signal wire has None +5 Vdc) Check the MAP sensor by
(34)
become shorted to power, disconnecting the TMAP connector and
shorted to the IAT signal, the measuring at the sensor:
TMAP has failed or the TMAP Pin 1(GND) to Pin 4 (pressure
SECM has failed. signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4kΩ - 8.2kΩ)
signal wiring for a shorted circuit
TMAP Pin 4 to SECM Pin B18 (signal)
MAPRangeHigh
TMAP Pin 1 to SECM Pin B1 (sensor
Manifold Absolute Pressure
GND)
Sensor Input is High,
TMAP Pin 3 to SECM Pin B24 (XDRP
normally set if the TMAP
(1) TurnOnMil +5 Vdc)
342 pressure signal wire has
(2) CutThrottle Check the MAP sensor by
become shorted to power,
disconnecting the TMAP connector and
shorted to the IAT signal, the
measuring at the sensor:
TMAP has failed or the
TMAP Pin 1(GND) to Pin 4 (pressure
SECM has failed
signal KPA) (2.4kΩ - 8.2kΩ)
signal KPA) (3.4kΩ - 8.2kΩ)
MAP_IR_HI Check for vacuum leaks. Check that
351 MAP sensor indicates higher None TMAP sensor is mounted properly.
pressure than expected Possible defective TMAP sensor.
MAP_IR_LO
352 MAP sensor indicates lower None Possible defective TMAP sensor.
pressure than expected
MAP_STICKING Check that TMAP sensor is mounted
353 MAP sensor not changing as None properly. Possible defective TMAP
expected sensor.
Check TMAP connector and IAT signal
IATRangeLow
Intake Air Temperature
Sensor Input is Low normally
371 GND)
set if the IAT temperature TurnOnMil
(37) To check the IAT sensor of the TMAP
sensor wire has shorted to
disconnect the TMAP connector and
chassis ground or the sensor
measure the IAT resistance
has failed.
Resistance is approx 2400 ohms at
room temperature.

CORRECTIVE ACTION,
FIRST CHECK
Check TMAP connector and IAT signal
IATRangeHigh
Intake Air Temperature
Sensor Input is High normally
381 GND)
set if the IAT temperature TurnOnMil
(38) To check the IAT sensor of the TMAP
sensor wire has been
disconnect the TMAP connector and
disconnected or the circuit
measure the IAT resistance Resistance
is approx 2400 ohms at room
temperature.
IAT_IR_Fault Check connections to TMAP sensor.
391 Intake Air Temperature not None Check that TMAP sensor is properly
changing as expected mounted to manifold.
Check coil driver wiring and connector
for open circuit
SECM Pin A9 (EST1) to OEM ignition
EST1_Open EST1 system. See application note.
output open, possibly open Verify GND on ignition module Pin A
421 TurnOnMil
EST1 signal or defective (of both connectors)
spark module Verify +12 Vdc on ignition module Pin
B (of both connectors)
Refer to application manual for specific
engine details
for open circuit SECM Pin A10 (EST2)
to OEM ignition system.
EST2_Open EST2 See application note. Verify GND on
output open, possibly open ignition module Pin A (of both
422 TurnOnMil
EST2 signal or defective connectors)
engine details.

for open circuit
EST3_Open EST3 system. See application note.
output open, possibly open Verify GND on ignition module Pin A
423 TurnOnMi
EST3 signal or defective (of both connectors)
engine details.


DFC PROBABLE FAULT
for open circuit
system.
EST4_Open EST4
See application manual. Verify GND on
output open, possibly open
424 TurnOnMil ignition module Pin A (of both
EST4 signal or defective
connectors)
spark module
Verify +12 Vdc on ignition module Pin
engine details.
EST5_Open EST5
425 None N/A
spark module
EST6_Open EST6
426 None N/A
spark module
EST7_Open EST7
427 None N/A
spark module
EST8_Open EST8
428 None N/A
spark module

for shorts
SECM Pin A9 (EST1) to ignition
EST1_Short EST1
module Pin D (4-pin connector)
output shorted high or low,
Verify GND on ignition module Pin A
431 EST1 signal shorted to TurnOnMil
(of both connectors) Verify +12
ground or power or defective
Vdc on ignition module Pin B (of both
spark module
connectors)
engine details.


DFC PROBABLE FAULT
for shorts
EST2_Short EST2
(of both connectors)
spark module
engine details.

for shorts
EST3_Short EST3
(of both connectors) Verify +12 Vdc on
ignition module
spark module
Pin B (of both connectors) Refer to
application manual for specific engine
details.

for shorts
EST4_Short EST4
(of both connectors)
spark module
engine details.
EST5_Short EST5
435 EST5 signal shorted to None N/A
spark module
EST6_Short EST6
436 EST6 signal shorted to None N/A
spark module

CORRECTIVE ACTION FIRST

CHECK
EST7_Short
EST7 output shorted high or low,
437 None N/A
EST7 signal shorted to ground or
power or defective spark module
EST8_Short
EST8 output shorted high or low,
438 None N/A
EST8 signal shorted to ground or
power or defective spark module
Check for debris or obstructions
ETC_Sticking
inside the throttle body
Electronic Throttle Control is
Check throttle-plate shaft for bearing
sticking. This can occur if the
wear
throttle plate (butterfly valve)
Check the ETC driver wiring for an
inside the throttle bore is sticking.
open circuit
The plate sticking can be due to (1)TurnOnMil
461 SECM Pin A17 to ETC + Pin 1
some type of obstruction, a loose (2) EngineShutdown
(26) SECM Pin A18 to ETC - Pin 4
throttle plate, or worn components (3)CutThrottle
Check the ETC internal motor drive
shaft bearings. NOTE: The throttle
by disconnecting the throttle
assembly is not a serviceable item
connector and measuring the motor
and can only be repaired by
drive resistance at the throttle
replacing the DV-EV throttle
TPS Pin 1 (+DRIVER) to
assembly
Pin 4 (-DRIVER) ~3.0-4.0
Check the ETC driver wiring for an
open circuit SECM Pin A17 to ETC +
ETC_Open_Fault
Pin 1
Electronic Throttle Control Driver
SECM Pin A18 to ETC - Pin 4 Check
has failed, normally set if either of
the ETC internal motor drive by
471 the ETC driver signals have None
disconnecting the throttle connector
opened or become disconnected,
and measuring the motor drive
electronic throttle or SECM is
resistance at the throttle
defective.
TPS Pin 1 (+DRIVER) to Pin 4 (-
DRIVER) ~3.0-4.0
ETCSpringTest
Electronic Throttle Control Driver
has failed, normally set if either of
the ETC driver signals have
opened or become disconnected,
electronic throttle or SECM is
defective.
Electronic Throttle Control Spring
Perform throttle spring test by
481 Return Test has failed. The SECM (1) TurnOnMil
cycling the ignition key and re-check
(28) will perform a safety test of the (2) EngineShutdown
for fault
throttle return spring following
engine shutdown. If this spring
has become weak the throttle will
fail the test and set the fault.
NOTE: The throttle assembly is
not a serviceable item and can
only be repaired by replacing the
DV-EV throttle assembly.

CORRECTIVE ACTION
FIRST CHECK
Check ETC driver wiring for a shorted
HbridgeFault_ETC
circuit
Electronic Throttle Control
SECM Pin A17 to ETC + Pin 1
Driver has failed.
SECM Pin A18 to ETC - Pin 4
Indeterminate fault on
491 Check the ETC internal motor drive by
Hbridge driver for electronic TurnOnMil
(29) disconnecting the throttle connector
throttle control. Possibly
and measuring the motor drive
either ETC+ or ETC- driver
resistance at the throttle
signals have been shorted to
TPS Pin 1 (+DRIVER) to
ground
Pin 4 (-DRIVER) ~3.0-4.0Ω
(1) TurnOnMil Check engine oil level

521 LowOilPressureFault (2) DelayedEngine Check electrical connection to the oil
(52) Low engine oil pressure Shutdown pressure switch
(3) CheckEngine Light SECM Pin B9 to Oil Pressure Switch
Check battery voltage

• Perform maintenance check on
electrical connections to the battery
and chassis ground
• Check battery voltage during starting
and with the engine running to verify
531 SysVoltRangeLow charging system and alternator
TurnOnMil
(53) System voltage too low function
• Measure battery power at SECM with
a multimeter (with key on) SECM Pin
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin A23 (DRVP) to
SECM Pin B17 (DRVG)
Check battery and charging system

voltage
•Check battery voltage during starting
and with the engine running
•Check voltage regulator, alternator,
and charging system
541 SysVoltRangeHigh •Check battery and wiring for
TurnOnMil
(54) System voltage too high overheating and damage
• Measure battery power at SECM with
a multimeter (with key on) SECM Pin
A23 (DRVP) to
SECM Pin A16 (DRVG)
SECM Pin A23 (DRVP) to
SECM Pin B17 (DRVG)

CORRECTIVE ACTION
FIRST CHECK
Measure transducer power at the

TMAP connector with a multimeter
TMAP Pin 3 XDRP +5 Vdc to TMAP
Pin 1 XDRG GND
Verify transducer power at the SECM
SensVoltRangeLow
551 (1) TurnOnMil with a multimeter
Sensor reference voltage
(55) (2) EngineShutdown SECM Pin B24 +5 Vdc to SECM Pin
XDRP too low
B1 XDRG GND Verify transducer
power at ETC with a multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2
XDRG GND Verify transducer power to
the foot pedal with a multimeter.
Measure transducer power at the

TMAP connector with a multimeter
TMAP Pin 3 XDRP +5 Vdc to TMAP
Pin 1 XDRG GND
Verify transducer power at the SECM
SensVoltRangeHigh with a multimeter
561 (1) TurnOnMil
Sensor reference voltage SECM Pin B24 +5 Vdc to SECM Pin
(56) (2) EngineShutdown
XDRP too high B1 XDRG GND Verify transducer
power at ETC with a multimeter
ETC Pin 3 XDRP PWR to ETC Pin 2
XDRG GND
Verify transducer power to the foot
pedal with a multimeter.
Usually associated with additional ETC
HardOverspeed
faults
571 Engine speed has exceeded (1) TurnOnMil
Check for ETC Sticking or other ETC
(57) the third level (3 of 3) of (2) HardRevLimit
faults Verify if the lift truck was motored
down a steep grade
MediumOverspeed
faults
Engine speed has exceeded (1) TurnOnMil
572 Check for ETC Sticking or other ETC
the second level (2 of 3) of (2) MediumRevLimit
down a steep grade
SoftOverspeed
faults
Engine speed has exceeded (1) TurnOnMil
573 Check for ETC Sticking or other ETC
the first level (1 of 3) of (2) SoftRevLimit
down a steep grade
APP1RangeLow
APP1 sensor voltage out of
611 range low, normally set if the (1) TurnOnMil Check foot pedal connector
(61) APP1 signal has shorted to (2) CheckEngineLight Check APP1 signal at SECM PIN B7
ground, circuit has opened or
sensor has failed

CORRECTIVE ACTION
FIRST CHECK
APP2RangeLow
APP2 sensor voltage out of range
Check foot pedal connector
612 low, normally set if the APP2
TurnOnMil • Check APP2 signal at SECM PIN
(65) signal has shorted to ground,
B16
circuit has opened or sensor has
failed
APP1RangeHigh
APP1 sensor voltage out of range
621 (1) TurnOnMil Check foot pedal connector
high, normally set if the APP1
(62) (2) CheckEngine Light • Check APP1 signal at SECM PIN B7
APP2RangeHigh
APP2 sensor voltage out of range Check foot pedal connector
622
high, normally set if the APP2 TurnOnMil • Check APP2 signal at SECM PIN
(66)
signal has shorted to power or the B16
Check APP connector and pins for
APP1AdaptLoMin
631 corrosion
Learned idle end of APP1 sensor None
(63) • Cycle the pedal several times and
check APP1 signal at SECM Pin B7
APP2AdaptLoMin
632 corrosion
Learned idle end of APP2 sensor None
(67) • Cycle the pedal several times and
APP1AdaptHiMax
641 Learned full pedal end of APP1
None N/A
(64) sensor range higher than
expected
APP2AdaptHiMax
642 Learned full pedal end of APP2
None N/A
(68) sensor range higher than
expected
APP1AdaptHiMin
651 Learned full pedal end of APP1 None N/A
sensor range lower than expected
APP2AdaptHiMin
652 Learned full pedal end of APP2 None N/A
sensor range lower than expected
APP1AdaptLoMax
661 Learned idle end of APP1 sensor None N/A
APP2AdaptLoMax
662 Learned idle end of APP2 sensor None N/A
APP_Sensors_Conflict
corrosion
APP position sensors do no not
691 (1) TurnOnMil • Cycle the pedal several times and
track well, intermittent connections
(69) (2) Level1PowerLimit check APP1 signal at SECM Pin B7
to APP or defective pedal
• Cycle the pedal several times and
assembly

CORRECTIVE ACTION
FIRST CHECK
Check FTV1 for an open wire or FTV
connector being disconnected FTV1
LSDFault_Dither1
Pin 1 (signal) to SECM Pin A1
Dither Valve 1 Fault, signal
711 FTV1 Pin 2 (power) to SECM (DRVP)
has opened or shorted to TurnOnMil
(71) Pin A23 Check
FTV1 for an open coil by disconnecting
dither 1 valve
the FTV connector and measuring the
resistance (~26 Ω ± 2 Ω )
Check FTV1 for an open wire or FTV
connector being disconnected or signal
LSDFault_Dither2 shorted to GND
Dither Valve 2 Fault, signal FTV2 Pin 1 (signal) to SECM Pin A2
712 has opened or shorted to TurnOnMil FTV2 Pin 2 (power) to SECM (DRVP)
ground or power or defective Pin A23 Check
dither 2 valve FTV1 for an open coil by disconnecting
the FTV connector and measuring the
resistance (~26 Ω ± 2 Ω )
LSDFault_CheckEngine
Check Engine Lamp Fault,
Check ‘Check Engine Lamp’ for an
714 signal has opened or shorted None
open wire or shorted to GND
to ground or power or
defective check engine lamp
LSDFault_CrankDisable
Crank Disable Fault, signal
715 has opened or shorted to None N/A
crank disable relay
Check fuel lock off valve for an open

wire or connector being disconnected
LSDFault_LockOff or signal shorted to GND
Fuel lock off Valve Fault, Lockoff Pin B (signal) to SECM Pin
717 signal has opened or shorted TurnOnMil A11 Lockoff Pin A (power) to SECM
to ground or power or (DRVP) Pin A23 Check CSV for an
defective Fuel lock off valve open coil by disconnecting the CSV
connector and measuring the
resistance (~26 Ω ± 3 Ω)
LSDFault_MIL
Malfunction Indicator Lamp
Check MIL lamp for an open wire or
718 Fault, signal has opened or None
short to GND.
shorted to ground or power
or defective MIL lamp
GasFuelAdaptRangeLo
Check for vacuum leaks. Check fuel
721 In LPG mode, system had to
TurnOnMil trim valves, e.g. leaking valve or hose
(72) adapt rich more than
Check for missing orifice(s).
expected

CORRECTIVE ACTION
FIRST CHECK
GasFuelAdaptRangeHi
Check fuel trim valves, e.g. plugged
731 In LPG mode, system had
TurnOnMil valve or hose. Check for plugged
(73) to adapt lean more than
orifice(s).
expected
Check that Pre-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B13 O2
GasO2NotActive Pin 2 (HEATER GND) to SECM
Pre-catalyst O2 sensor (DRVG GNG)
741 inactive on LPG, open O2 (1) TurnOnMil Pins A16, B17 O2 Pin 1 (HEATER
(74) sensor signal or heater (2) DisableGas O2Ctrl PWR) to SECM (DRVP + 12V) Pin A23
leads, defective O2 Verify O2 sensor heater circuit is
sensor operating by measuring heater
resistance (2.1 Ω ± 0.4 Ω) O2 Pin 2
(HEATER GND) to Pin 1 (HEATER
PWR)
Check that Post-catalyst O2 sensor
connections are OK.
O2 (signal) Pin 3 to SECM Pin B19
O2 Pin 2 (HEATER GND) to SECM
(DRVG GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post O2
Heater Relay. Relay pin 87. This relay
only turns on after engine has been
GasPostO2NotActive running for some time and SECM has
Post-catalyst O2 sensor calculated that water condensation in
inactive on LPG, open O2 (1) TurnOnMil exhaust has been removed by exhaust
742
sensor signal or heater (2) DisableGasPost O2Ctrl heat. Post O2 Heater Relay has SECM
leads, defective O2 (DRVP + 12V) applied to the relay coil
sensor. power. The relay coil ground is
controlled by SECM Pin A20 to activate
the relay to flow current through the
post O2 heater.
Verify O2 sensor heater circuit is
operating by measuring heater
resistance (2.1 Ω ± 0.4 Ω)
O2 Pin 2 (HEATER GND) to Pin 1
(HEATER PWR)
743 Reserved
GasO2FailedLean
Check for vacuum leaks. Check fuel
Pre-catalyst O2 sensor (1) TurnOnMil
751 trim valves, e.g. leaking valve or hose.
indicates extended lean (2) DisableGas O2Ctrl
Check for missing orifice(s).
operation on LPG
Correct other faults that may contribute
to 752 (e.g. faults pertaining to dither
valves, Pre-Cat O2, Post Cat O2
GasPostO2FailedLean
sensor)
752 Check for vacuum leaks
indicates extended lean (2) DisableGasPost O2Ctrl
Check for leaks in exhaust, catalytic
operation on LPG
converter, HEGO sensors; repair leaks.
Check all sensor connections (see fault
742 corrective actions).

CORRECTIVE ACTION
FIRST CHECK
GasO2FailedRich
Check fuel trim valves, e.g. plugged
771 Pre-catalyst O2 sensor (1) TurnOnMil
valve or hose.
(77) indicates extended rich (2) DisableGas O2Ctrl
Check for plugged orifice(s).
operation on LPG
Correct other faults that may

contribute to 772 (e.g. faults pertaining
to FTVs, Pre-Cat O2, Post Cat O2
GasPostO2FailedRich
sensor)
772 Look for leaks in exhaust, catalytic
indicates extended rich (2) DisableGasPostO2Ctrl
converter, HEGO sensors; repair
operation on LPG
leaks.
Check all sensor connections (see
fault 742 corrective actions).
LiqFuelAdaptRangeHi
Low gasoline fuel pressure, perform
In Gasoline mode, system
821 TurnOnMil gasoline pressure test.
had to adapt lean more
Injector problems, e.g. plugged,
than expected
defective injector.
LiqFuelAdaptRangeLow Low gasoline fuel pressure, perform
In Gasoline mode, system gasoline pressure test
831 TurnOnMil
had to adapt rich more Injector problems, e.g. leaking,
than expected defective injector.
Check that Pre-catalyst O2 sensor

connections are OK.
O2 (signal) Pin 3 to SECM Pin B13 O2
LiqO2NotActive Pin 2 (HEATER GND) to SECM
Pre-catalyst O2 sensor (DRVG GNG) Pins A16, B17
inactive on gasoline, open (1) TurnOnMil O2 Pin 1 (HEATER PWR) to SECM
841
O2 sensor signal or (2) DisableLiquid O2Ctrl (DRVP + 12V) PIN A23
heater leads, defective Verify O2 sensor heater circuit is
O2 sensor operating by measuring heater
resistance (2.1Ω ± 0.4 Ω)
(HEATER PWR)

CORRECTIVE ACTION
FIRST CHECK
Check that Post-catalyst O2 sensor
connections are OK.
O2 (return) Pin 4 to SECM Pin B1
O2 Pin 2 (HEATER GND) to SECM
(DRVG GNG) Pins A16, B17
O2 Pin 1 (HEATER PWR) to Post O2
Heater Relay. Relay pin 87.
This relay only turns on after engine
has been running for some time and
LiqPostO2NotActive SECM has calculated that water
Post-catalyst O2 sensor condensation in exhaust has been
inactive on gasoline, open (1) TurnOnMil removed by exhaust heat.
842 Post O2 Heater Relay has SECM
O2 sensor signal or (2) DisableLiqPost O2Ctrl
heater leads, defective (DRVP + 12V) applied to the relay coil
O2 sensor. power.
The relay coil ground is controlled by
SECM Pin A20 to activate the relay to
flow current through the post O2
heater.
Verify O2 sensor heater circuit is
operating by measuring heater
resistance (2.1 Ω ± 0.4 Ω)
(HEATER PWR)
843 Reserved
LiqO2FailedLean Check for vacuum leaks.

Low gasoline fuel pressure, perform
851 gasoline pressure test.
indicates extended lean (2) DisableLiquid O2Ctrl Injector problems, e.g. plugged,
operation on gasoline defective injector
LiqPostO2FailedLean to Injectors, MAP, IAT, Pre-Cat O2,
Post Cat O2 sensor.
indicates extended lean (2) DisableLiqPost O2Ctrl converter, HEGO sensors; repair
operation on gasoline leaks.
LiqO2FailedRich High gasoline fuel pressure, perform
Pre-catalyst O2 sensor (1) TurnOnMil gasoline pressure test Injector
871 problems, e.g. leaking, defective
indicates extended rich (2) DisableLiquid O2Ctrl
operation on gasoline injector
LiqPostO2FailedRich to Injectors, MAP, IAT, Pre-Cat O2,
Post Cat O2 sensor.
indicates extended rich (2) DisableLiqPostO2Ctrl converter, HEGO sensors; repair
operation on gasoline leaks.

CORRECTIVE ACTION
FIRST CHECK
Check if O2 sensor installed before the

O2RangeLow
catalyst is shorted to GND or sensor
GND.
911 voltage out of range low, (2) DisableLiquid O2Ctrl
sensor signal shorted to (3) DisableGas O2Ctrl
SECM (DRVG GND) Pins A16, B17
ground
SECM (XDRG sensor GND) Pin B1
Check if O2 installed after the catalyst

O2_PostCatRangeLow (1) TurnOnMil sensor is shorted to GND or sensor
Post-catalyst O2 sensor (2) Disable Gasoline Post GND.
912 voltage out of range low, catalyst O2Ctrl O2 (signal) Pin 3 to SECM Pin B19
sensor signal shorted to (3) Disable LPG Post Possible sources: SECM (DRVG GND)
ground catalyst O2Ctrl Pins A16, B17 and SECM (XDRG
sensor GND) Pin B1
O2RangeHigh Check if O2 sensor installed before

Pre-catalyst O2 sensor (1) TurnOnMil catalyst is shorted to +5Vdc or battery.
921 voltage out of range high, (2) DisableLiquid O2Ctrl O2 (signal) Pin 3 to SECM Pin B13
sensor signal shorted to (3) DisableGas O2Ctrl SECM (XDRP + 5V) Pin B24
power SECM (DRVP + 12V) Pin A23
Check if O2 sensor installed after

O2_PostCatRangeHigh (1) TurnOnMil
catalyst is shorted to +5Vdc or battery.
Post-catalyst O2 sensor (2) Disable Gasoline Post
922 voltage out of range low, catalyst O2Ctrl
Possible voltage sources: SECM
sensor signal shorted to (3) Disable LPG Post
(XDRP + 5V) Pin B24 and SECM
ground catalyst O2Ctrl
(DRVP + 12V) Pin A23
FuelTempRangeLow
Fuel Temperature Check fuel temp sensor connector and
Sensor Input is Low wiring for a short to GND
normally set if the fuel SECM (signal) Pin B14 to FTS Pin 1
931 TurnOnMil
temperature sensor wire SECM (sensor GND) Pin B1 to FTS
has shorted to chassis Pin 2
ground or the sensor has SECM (system GND) Pin A16, B17
failed.
FuelTempRangeHigh
Fuel Temperature
Check if fuel temp sensor connector is
Sensor Input is High
disconnected or for an open FTS circuit
normally set if the fuel
932 TurnOnMil SECM (signal) Pin B14 to FTS Pin 1
temperature sensor wire
SECM (sensor GND) Pin B1 to FTS
has been disconnected
Pin 2
or the circuit has opened
to the SECM.

CORRECTIVE ACTION
FIRST CHECK
TransOilTemp (1) TurnOnMil
Refer to drivetrain manufacturer’s
933 Excessive transmission oil (2) Delayed
transmission service procedures
temperature EngineShutdown
ServiceFault1 Perform service procedure related to
991 Service Interval 1 has been None Service Interval 1 (determined by
reached OEM)
reached OEM)
reached OEM)
ServiceFault4
Service Interval 4 has been Replace Pre-catalyst HEGO sensor
994 TurnOnMil
reached—replace HEGO Replace Post-catalyst HEGO sensor
sensors
ServiceFault5
995 Service Interval 5 has been TurnOnMil Replace engine timing belt
reached—replace timing belt

Appendix
Service Tool Software Kit
Service Tool Software
(MotoView) Service tool software kit consists of USB-CAN
converter, Service tool software (MotoView) and
Introduction Extension cable.
The MI-07 Service Tool is a graphic interface to the

SECM (Small Engine Control Module) and is made
up of several screens to aid the technician in system
diagnostics using a personal computer. The
software application that is used to connect to the
SECM is MotoView and is described in the next
section. Once MotoView is connected to the SECM
through the CAN cable a display file is opened
(MI_07RevJ.dis) to display the available diagnostic
features. The use of these features is described in
Appendix.
A408026
USB (Universal Serial Bus) to CAN (Controller Area
Network) Converter Assembly
Figure 1. Opening MotoView Software
A343080
Service Tool Software (includes CD and Crypt
Token (License Dongle))
Figure 2. Display File of Available Diagnostic

Features
G424F(FE) Service Manual 279 Appendix

Figure 4. Crypt Token Installed on Laptop
A334071
Extension Cable (L=200 cm)
A334082
Extension Cable (L=20 cm)
Connection of the Service Tool
To use the Service Tool, a USB (Universal Serial

Bus) to CAN (Controller Area Network)
communication adapter by KVaser will be required
along with a Crypt Token (Figure 3). The Crypt
Token acts as a security key allowing the laptop to
retrieve the necessary data from the SECM.
Figure 5. Opening the Service Tool Display
1. Install the Crypt Token in an available USB port in
the computer (Figure 4).
2. With the ignition key in the OFF position, connect

the KVaser communication cable from a second
USB port on the computer to the CAN
communications cable on the engine. (*If your
laptop computer does not have a second USB
port an appropriate USB hub will need to be used).
3. Connect a timing light to the engine.
4. Turn the ignition key to the ON position (Do Not

Start the Engine).
5. Launch the MotoView program on your computer

and open the Service Tool display (Figure 5).
Figure 3. KVaser Communication Adapter

MotoView Display Screens
Service Screen Tab
The first screen displayed when connecting to the SECM-48 is the Main Service Screen. The screen format is
designed to give the technician a quick reference to the state of the MI-07 system and the engine. Main
sections of this screen include the Engine category, Faults, Fault States, AFR Control, Sensors, Throttle,
Accelerator Pedal, and Ignition.
Figure 6 Main Service Screen
Engine
This category displays the engine RPM, one of three engine states (Stall, Crank, Run) and the selected fuel
type. Engine run hours are also displayed in this category directly below the engine state. If the LPG fuel lock
off or liquid fuel pump is active the adjacent data box will display a “1” meaning the device is on and the data
box will turn green. Brief parameter notes are listed to the right of the parameter filed throughout the display
screens. The indicated Torque parameter will inform you as to the amount of load placed on the engine and
the Ground Speed Switch parameter displays the switch on or off, again the box will turn green if the switch is
closed. The engine category also displays the status of the post O2 sensor heater replay and the cold start
circuit.

AFR (Air Fuel Ratio) Control
The AFR Control category is divided into two

separate sections, one for LP and a second for
Gasoline, (active on bi-fuel units). Key parameters
for AFR Control include the “Open-Loop”/ “Closed-
Loop” control listing. This description informs the
technician whether the emission system is using
closed loop feedback from the oxygen sensors to Figure 7 Clearing Faults
control the AFR delivered to the exhaust catalyst or
using tables in the engine control module for AFR Sensors
control in open loop mode.
Key sensor values are displayed in this category.
Both the pre catalyst (pre-CAT) and post catalyst Oxygen sensor values have been converted to
(post-CAT) oxygen sensor setpoint values are voltage for easier troubleshooting using a multi-
displayed in Phi along with adaptive learn values. meter. ECT (Engine Coolant Temperature) will turn
When in LP mode the FTV (Fuel Trim Valves) duty green when the correct engine operating
cycle is displayed in percent. If the system is running temperature is reached (75°C [167°F]).
rich in closed loop, the duty cycle will increase to
lean out the LP mixture to the engine. When in Throttle
Gasoline operation the average fuel injector pulse
width is displayed along with each individual fuel The throttle category displays the throttle setpoint,
injector signal. which is the value the SECM is trying to control the
throttle to. TPS (Throttle Position Sensor) 1 & 2
Faults values are also displayed in percent.
A brief fault list is displayed in the Fault category. Accelerator Pedal

Active faults display the description of all active
faults—faults that are actively taking place when APP (Accelerator Pedal Position sensor) 1&2 values
connected to the SECM. Occurred faults display the are displayed in percent.
description of all stored faults. The first five stored
faults of the ten possible fault stored record are Ignition
displayed by the three digit fault codes. Definitions
of these fault codes can be located on the DFC Camshaft and crankshaft sensor synchronization is
screens. displayed along with a designator for the spark
enable and the actual spark dwell.
Fault States
Suspected possible faults are displayed here.

(These may be redundant of the occurred fault list.)
All faults can be cleared from the Clear Faults pull
down parameter. Place your mouse pointer over the
Clear Fault parameter box, then simply click the pull
down arrow and select the Arm option. You have
now armed the clear fault function. Using your
mouse click the pull down arrow again and select
the ClearFaults option. You must select another
area on the screen by clicking that area with your
mouse to complete the Clear Faults function; you
will then see all faults clear. Any faults that are
active will immediately be stored in the fault record.
Different fault actions such as engine shutdown are
also listed in this category. Any fault that causes one
of these actions will be displayed next to the action
itself. Only one fault at a time will be displayed next
to the fault action.

Faults Screen Tab
The second available screen in the service tool display is the Fault screen. All ten stored fault codes are
displayed in order of their occurrence. If a fault occurs and is stored it will not be stored again in the fault
record until the fault has been cleared. This prevents the same re-occurring fault from being saved to all the
stored records. Stored faults do not contain any type of date or time stamp to indicate when they occurred.
Figure 8. Faults Screen
Faults
Faults are displayed in the Fault category. Active faults display the description of all active faults, faults that
are actively taking place when connected to the SECM. Occurred faults displays the description of all stored
faults. The ten stored fault records are displayed by the three digit fault codes. Definitions of these fault codes
can be located on the DFC screens.
Fault States
Suspected possible faults are displayed here. (These may be redundant of the occurred fault list.) All faults
can be cleared from the Clear Faults pull down parameter. Place your mouse pointer over the Clear Fault
parameter box, then simply click the pull down arrow and select the Arm option (Figure 7). You have now
armed the clear fault function. Using your mouse click the pull down arrow again and select the ClearFaults
option. You must select another area on the screen by clicking that area with your mouse to complete the
Clear Faults function; you will then see all faults clear. Any faults that are active will immediately be stored in
the fault record. Different fault actions such as engine shutdown are also listed in this category. Any fault that
causes one of these actions will be displayed next to the action itself. Only one fault at a time will be displayed
next to the fault action.
Fault Action
A list of possible fault actions is provided. Any fault that may induce one of these actions will be displayed next
to the action.

Ground Speed Screen Tab
The Ground Speed screen displays parameters for the ground speed option. The Engine category of this
screen gives the technician a quick reference of the engine state when making setpoint changes without
having to switch screens. See the Service Screen display definitions for parameter explanations. If not used
the Ground Speed Switch indicator will be open and the High Max RPM setpoint will still be active. See below
for description.
Figure 9. Ground Speed Screen
Ground Speed RPM Setpoints
The ground speed RPM setpoints are active values used by the SECM. Simply highlight these values and
enter a new value from your laptop computer. These values will be saved and used by the SECM even after
disconnecting from the SECM and closing the display screen. If the ground switch input is closed (grounded),
the Switched MAX RPM value will be used by the SECM as the maximum RPM. If the ground switch is open
or not used, the High MAX RPM value will be used by the SECM as the maximum RPM. There is a limit
placed on these values, the range is (1400 RPM – 2600 RPM). Any number lower than 1400 will cause the
SECM to control at a maximum of 1400 RPM, any number entered above 2600 RPM will cause the SECM to
control at 2600 RPM. Normal maximum governing RPM is approximately 2600RPM so the default value of
3500 RPM will not limit engine RPM in any way. The setpoint box will turn red if any value below 3500 is
entered; this is simply a visual indication for the technician that a number other than the default value is being
used.

DFC 12-353 Screen Tab
Figure 10. Diagnostic Fault Codes 12-43 Screen
DFC (Diagnostic Fault Codes) 12 through 353 are defined on this display for quick reference. Faults that are
displayed in yellow have been enabled on the MI-07 system. Faults that appear in grey are included for future
use but are not enabled. Refer to the service manual or the Advanced Diagnostics section of this manual for
repair steps and further troubleshooting.



Signal I/O Screens 1-4
There are four Signal I/O (Inputs & Outputs) screens available to assist in troubleshooting. Each screen will
display SECM inputs and outputs to the various system sensors, solenoids, relays and drivers. Components
are listed in categories with the signal names, values and SECM pin location. A pin out of each sensor is
given along with the signal type and the corresponding SECM pin connection. System power and sensor
power is actively displayed in red or orange. Ground connections are displayed in grey.
Figure 13. Signal I/O Screen 1

Manual Override Screens 1 & 2
There are two manual override screens available for

CAUTION
the technician to test for failed components or to Be aware of fuel flow and ignition when
isolate problems during troubleshooting. Manual performing any manual override of a system
overrides can override normal system function component as engine damage may result.
regardless of engine state. Active, suspected and
occurred faults are displayed on each override
screen for quick reference along with the ability to
clear all faults.
Manual Override Screen 1
Components that can be overridden on override

screen 1 include the Main Power Relay, LP fuel
Lock-off, Fuel Select Switch, Electric Fuel Pump (Bi-
Fuel Units), Fuel Trim Valves, O2 Sensor, and the
Cold Start Valve.
Figure 14. Manual Override Screen 1

Switched Components
To override a switched state component such as the LP lock-off, enter the desired ON/OFF (1=On, 0=Off) in
the Manual Value box. Place your mouse pointer over the Override Select parameter box, then simply click
the pull down arrow and select the Override option. The SECM will now be overridden and the manual value
will be used to either turn on or turn off the component. The override select box will turn red when in manual
override. To stop the override mode simply click the pull down arrow in the override select box and choose the
“pass-through” option. Normal operation will resume. While in override you can change the manual value for
ON/OFF and the component will react to the new value. Once the key switch is cycled ON then OFF, all
manual overrides will return to normal operation (pass-through), regardless of the override state on the display
screen.
Figure 15. Overriding a Switched State Component
DC% COMPONENTS
To override a DC% (Duty Cycle%) component such as the FTVs, place your mouse pointer over the Lock
DC% parameter box, then simply click the pull down arrow and select the “Locked” option. Enter the desired
duty cycle in percent (0-100%) in the DC Offset box. This offset value will be added to the Status DC% value.
For example: when locked the status value is 30%. If you wish to drive the component at 50% you would enter
20% in the DC Offset box (30%+20%=50%). The SECM will now be overridden and the manual value will be
used to drive the component with a PWM (Pulse Width Modulated) signal. The Lock DC% box will turn red
when in manual override or locked. To stop the override mode simply click the pull down arrow in the Lock
DC% box and choose the “unlocked” option. Reset the DC offset to 0 % and normal operation will resume.
While in override you can change the DC Offset duty cycle and the component will react to the new value.
Once the key switch is cycled ON then OFF, all manual overrides will return to normal operation (pass-
through) or (unlocked), regardless of the override stat on the display screen.
Figure 16. Overriding a Duty Cycle % Component
Components that can be overridden on override screen 2 include the Low Oil Pressure Switch, Transmission
Temperature Switch, Ground Speed Switch, Spark Advance and the MIL. Four of the five selections are
switched components with the exception of the manual Spark Advance.

Manual Spark Advance
To override the ignition spark advance place your mouse pointer over the Lock Spark Adv., parameter box,
then simply click the pull down arrow and select the “Locked” option.
Figure 17. Overriding Ignition Spark Advance
Spark advance will be overridden and locked from the SECM. This locked spark advance value will be
displayed in the (Degrees +/- TDC) box. Enter the desired spark advance in the Spark Offset box. This offset
value will be added to the Spark (Degrees +/- TDC) value. For example: when locked the +/- TDC value is
+8.0. If you wish to advance the spark to 10 degrees BTDC you would enter 2.0 in the Spark Offset box (8.0 +
2.0=10.0). The SECM control will now be overridden and the manual value will be used to set the spark
advance through the SECM at the fixed value. The Lock Spark Adv., box will turn red when in manual override
or locked. To stop the override mode simply click the pull down arrow in the Lock Spark Adv., box and choose
the “unlocked” option. Reset the Spark offset to 0 and normal operation will resume. While in override you can
change the Spark Offset and the ignition timing will react to the new value. Once the key switch is cycled ON
then OFF, all manual overrides will return to normal operation (pass-through) or unlocked.

Manual Override Screen 2
Components that can be overridden on override

CAUTION
screen 2 include the Low Oil Pressure Switch, Be aware of fuel flow and ignition when
Transmission Temperature Switch, Ground Speed performing any manual override of a system
Switch, Spark Advance, and the Malfunction component as engine damage may result.
Indicator Light (MIL).
Figure 18. Manual Override Screen 2

SECM field update with Service Tool
SECM controllers can be upgraded in the field using
MotoUpdate software. Typically, MotoUpdate and
MotoViewer applications are packaged together in
the MotoService software application. Software
upgrade files may be released to the field to
enhance performance, provide additional features,
and/or correct software problems.
This document provides step-by-step instructions for

upgrading a SECM using MotoUpdate software. In
order to illustrate the process, the following example
upgrade is used throughout this document.
Current SECM software version:

VARSPEDDRAAF-01-2-5-D-000-000.siz (calibration ID)
Upgrade to software version:
VARSPEDDRAAG-01-2-5-D-000-000.siz (calibration ID)
Using field update file:
VARSPEDDRAAG -01-1-5-D-000.mfu
NEW Corresponding DLL file:
VARSPEDDRAAG.dll
STEP1 - LOAD UPDATE FILES INTO THE

APPROPRIATE DIRECTORY
Software upgrade packages include an upgrade file

(.mfu) and translation file (.dll). The (.mfu) file is
required to upgrade the module, and the (.dll) is
required by MotoViewer software to communicate
with the module after the upgrade. Therefore, both
files are provided together. Copy the field update
file (.mfu) to the C:/ECUF Files/Updates directory,
and the corresponding (.dll) file to C:/ECU
Files/TDBDLL.
Copy the .dll file to the

TDDBLL directory
Copy the .mfu update file to

the Updates directory

STEP 2 - CONNECT THE COMPUTER
Prior to launching the MotoUpdate software, a valid

Criptoken must be installed in one of the available
USB ports on the update computer. A second
available USB port will be used by the USB to CAN
converter. The USB to CAN coverter must then be
connected to the SECM. (A USB hub must be
used with computers that do not have two USB
ports).
STEP 3 - LAUNCH THE MOTOUPDATE

APPLICATION
Launch the MotoUpdate application. You will see a

Welcome scree.
Select “PCM-1” in the

location field, then select
Next

The next screen will provide a list of all of the
available software upgrades available for the current
engine, based upon what update files have been
placed in the “Update” directory (as shown in Step-1
above). Please note that during this process, the
software must query the SECM for the current
software version, and therefore, the computer must
be connected to the SECM and the ignition key must
be in the ON position.
In general, it is usually best to see the latest revision

(e.g. 001 is later than 000) in situations where
multiple revisions are available. Additional
information is provided in the revision matrix and/or
service bulletins.
This Upgrade Options screen shows

that there are no upgrades available
for the listed Calibration ID. Note: If
no upgrades are shown, consult the
revision matrix for latest software
versions.
No Upgrader Available for this Engine
This calibration ID has one (1)

available upgrade
No Upgrader Available for this Engine
Selecting the “Details” button on the

pervious screen will bring up the
Upgrade Details screen

STEP 4 - PROGRAM THE MODULE
Once the desired upgrade is located and highlighted,

select Next to upgrade ithe module.
Highlight the upgrade option desired,

then select Next
Follow the on-screen instructions to complete the

update process. Once the programming process
begins, it must run to completion. If power is
interrupted or the process fails, the SECM may be
rendered unusable. Several update screens will
provide a running status of the upgrade process, as
shown below.
Note 1: After successfully upgrading the SECM,

MotoViewer software will not function without the
appropriate translation file (.dll) discussed in Step-1
above.
Once the upgrade process is complete, a “complete” Note 2: If the programming is unsuccessful, the
message will appear and will give the operator the programming process may be repeated. If
option of upgrading another module. If another repeatedly unsuccessful, please contact .
module is to be upgraded, select the “Upgrade
again” button and select next. If another upgrade is
not required, select finish.

Ground Speed Limits (Option)
The maximum allowable speed of Doosan forklifts is
an optional feature that can be easily activated using
the MotoView service tool. This feature is very
useful to customers with indoor warehouse
operations.
Here’s how you can activate the speed-limiting

feature.
1) Install Speed control option onto the trucks
2) Set the new speed limit using the MotoView

Service tool, if required.
HOW TO INSTALL SPEED LIMIT OPTION
1) Switch assy-pressure
2) Jumper Harness assy
3) Elbow
4) O-ring
1. Assemble the pressure switch assy onto the main

pressure port of transmission using elbow and o-
ring like [Figure 1].
[Figure 1] Speed control option
2. Assemble the harness assy between the pressure
switch and engine wiring harness.
How To Set New Speed Limit

Default Engine Maximum Speed
Once speed control option is assembled, the default

engine maximum speed is as followed;
Engine max.
Forklift Engine
speed (rpm)
Model Model
Neutral In-Gear
G(C)15/18S-5
G420F(E) 2,450 2,000
G(C)20SC-5
G(C)20/25/30E-5 G420F(E) 2,600 2,000
G(C)20/25/30/33P-5
G424F(E) 2,600 2,000
G35C-5
G(C)35/40/45S-5
G(C)50/55C-5 G643(E) 2,500 2,000
G50/60/70S-5
Note :
Neutral: The inching pedal is pressed by a driver.
In-Gear: The inching pedal is NOT pressed by a
driver.

How to Set New Speed Limit
Maximum RPM for both the NEUTRAL state

(Normal) and IN-GEAR state (Speed Limiting) are
configurable using the MotoView Service Tool.
[Figure 2] Ground Speed Select Screen of the MotoView Service Tool
[Figure 2] shows the Speed Limit screen of the Allowable Range of RPM Limits
MotoView service tool. The green boxes are
configurable for both the NEUTRAL MAX RPM Software limits of both Neutral and In-Gear are
Setpoint and the IN-GEAR MAX RPM Setpoint. The displayed on the right side of the Speed Limit screen.
pressure switch state is displayed at the bottom of Values that are entered in the configurable “green
the screen and labeled NEUTRAL SWITCH STATE. boxes” cannot exceed the upper limit value or fall
below the lower limit value.
For example, as Figure 2 depicts:
With pushing of inching pedal, the maximum RPM

for normal speed governing (Neutral State) is set at
2600.
With release of inching pedal, the maximum RPM

for limited speed governing (In-Gear State) is set at
2000.

LPG And LPG Fuel Tanks The same principle is applied to LPG in a container,
commonly referred to as an LPG tank or cylinder.
Typically an LPG tank is not filled over 80% capacity
LPG Fuel Supply
allowing for a 20% vapor expansion space. Outside
air temperature effect’s an LPG tank and must be
Liquefied petroleum gas (LPG) consists mainly of
considered when using an LPG system. (Figure 2)
propane, propylene, butane, and butylenes in
shows the relationship between pressure and
various mixtures. LPG is produced as a by-product
temperature in a LPG tank at a steady state
of natural gas processing or it can be obtained from
condition.
crude oil as part of the oil refining process. LPG, like
gasoline, is a compound of hydrogen and carbon,
commonly called hydrocarbons. LPG Tank Pressure VS Temperature
300
In its natural state, propane is colorless and 250

odorless; an odorant (ethyl mercaptan) is added to
the fuel so its presence can be detected. There are 200
Pressure, psig
currently three grades of propane available in the 150
United States. A propane grade designation of HD5 100

(not exceeding 5% propylene), is used for internal
combustion engines while much higher levels of 50
propylene (HD10) are used as commercial grade 0

-20 0 20 40 60 80 100 120 140
propane along with a commercial propane /butane Figure 2 Temperature, deg F
mixture.
With 128 PSIG vapor pressure acting against the
liquid propane the boiling point has been raised to
APPROXIMATE COMPOSITION OF HD5
slightly more than 80 deg. F / 27 deg. C.
PROPANE BY VOLUME
Propane Propy Butane Iso- Methane
TOTAL
(C3H8) lene (C4H10) Butane (CH4)
90.0% 5%
2.0% 1.5% 1.5% 100% Compressed
min. max.
Vapor
An advantage of LPG is the ability to safely store 128 PSIG Liquid
and transport the product in the liquid state. In the Propane
liquid state propane is approximately 270 times as
dense as it is in a gaseous form. By pressurizing a
container of LPG we can effectively raise the boiling
point above –44 deg. C / -42 deg. C, keeping the LPG Tank
propane in liquid form. The point at which the liquid Figure 3
becomes a gas (boiling point) depends on the
amount of pressure applied to the container. NOTE: Vapor pressure inside an LPG tank depends
on the ambient air temperature outside the tank, not
This process operates similarly to an engine coolant the amount of liquid inside the tank. A tank that is ¾
system where water is kept from boiling by full of liquid propane at 80 deg. F will contain the
pressurizing the system and adding a mixture of same vapor pressure as a tank that is only ¼ full of
glycol. For example water at normal atmospheric liquid propane.
pressure will boil at 212 deg. F / 100 deg. C. If an
engines operating temperature is approximately 230 LPG’s relative ease of vaporization makes it an
deg. F / 110 deg. C, then the water in an open un- excellent fuel for low-rpm engines on start-and-stop
pressurized cooling system would simply boil off into operations. The more readily a fuel vaporizes the
steam, eventually leaving the cooling system empty more complete combustion will be.
and over heating the engine. If we install a 10 PSIG Because propane has a low boiling point (-44F), and
cap on the radiator, pressurizing the cooling system is a low carbon fuel, engine life can be extended due
to 10 PSIG, the boiling point of the water increases to less cylinder wall wash down and little, if any,
to 242 deg. F / 117 deg. C, which will cause the carbon build up.
water to remain in liquid state at the engines
operating temperature.

LPG Fuel Tanks Installing LPG Fuel Tanks
The two styles of LPG storage containers available When installing a tank on a lift truck, the tank must
for industrial use and lift truck applications are be within the outline of the vehicle to prevent
portable universal cylinders and permanently damage to the valves when maneuvering in tight
mounted tanks. Portable universal cylinders are spaces. Horizontal tanks must be installed on the
used primarily for off-highway vehicles and are saddle that contains an alignment pin, which
constructed in accordance with the DOT-TC (United matches the hole in the collar of the tank. When the
States Department of Transport – Transport pin is in the hole, the liquid withdrawal tube is
Canada). The cylinders are referred to as universal positioned to the bottom of the tank. A common
because they can be mounted in either a vertical or problem is that often these guide-pins are broken off,
horizontal position (Figure 4). allowing the tank to be mounted in any position. This
creates two problems. 1). When the liquid
withdrawal tube is exposed to the vapor space, it
may give a false indication that the tank is empty,
when it actually is not. 2). The safety relief valve
may be immersed in liquid fuel. If for any reason the
valve has to vent, venting liquid can cause a serious
safety problem,
CAUTION
When empty, the tank is exchanged with a pre-
filled replacement tank. When exchanging a tank,
Figure 4 safety glasses and gloves should be worn.
NOTE: A 375-psig, relief valve is used on a DOT

forklift tank. The relief valve must be replaced with a
new valve after the first 12 years and every 10 years LPG Fuel Tank Components
thereafter.
The tank must be discarded if the collar is damaged

2 3 7 8
to the point that it can no longer protect the valves. It 9
must also be replaced if the foot ring is bent to the
1
point where the tank will not stand or is easily
knocked over.
4
6 12 10
11
5
Figure 5
(1) Fuel Gauge (2) 80% Stop Bleeder

(3) Pressure Relief Valve
(4) Service Valve (Tank end male coupling) (5) Filler Valve
(6) Alignment Pin
(7) Vapor Withdrawal Tube (Only used with Vapor Withdrawal)
(8) 80% Limiter Tube (9) Liquid Withdrawal Tube
(10) Foot Ring (11) Fuel Level Float (12) Collar

Fuel Gauge Service Valve
In figure 5 a visual fuel gauge is used to show the The service valve is a manually operated valve
fuel level in the tank. A mechanical float mechanism using a small hand wheel to open and close the fuel
detects the liquid propane level. A magnet on the supply to the service line (fuel supply line). The
end of the float shaft moves a magnetic pointer in service valve installs directly into the tank and has
the fuel gauge. Some units have an electronic two main categories, liquid and vapor service valves.
sending unit using a variable resistor, installed in Liquid service valves used on portable LPG tanks
place of a gauge for remote monitoring of the fuel use a 3/8” (3/8” NPT) male pipe thread on the
level. The gauge may be changed with fuel in the service valve outlet for attachment of a quick
tank. DO NOT REMOVE THE FOUR LARGE disconnect coupler.
FLANGE BOLTS THAT RETAIN THE FLOAT
ASSEMBLY, WITH FUEL IN THE TANK! An excess flow valve is built into the inlet side of the
service valve as a safety device in case of an
accidental opening of the service line or damage to
CAUTION the service valve itself. The excess flow valve shuts
It is not a legal practice to fill the tank through off the flow of liquid propane if the flow rate of the
the liquid contents gauge. liquid propane exceeds the maximum flow rate
specified by the manufacturer.
In some applications a fixed tube fuel indicator is
used in place of a float mechanism. A fixed tube
indicator does not use a gauge and only indicates
when the LPG tank is 80% full. The fixed tube
indicator is simply a normally closed valve that is
opened during refueling by the fueling attendant. Outlet
When opened during refueling and the tanks LPG
level is below 80%, a small amount of vapor will exit
the valve. When the LPG tank level reaches 80%
liquid propane will begin exiting the valve in the form Excess Flow
of a white mist (Always wear the appropriate Valve
protective apparel when refueling LPG cylinders). In Figure 6
order for this type of gauge to be accurate, the tank
must be positioned properly. When full (80% LPG)
the valve is closed by turning the knurled knob
clockwise. Typically a warning label surrounds the CAUTION
fixed tube gauge which reads STOP FILLING When the tank is in use the service valve should
WHEN LIQUID APPEARS. be completely open. If the valve is partly open,
the vehicle may not be getting enough fuel to
operate efficiently.
In addition to possibly starving the engine for

fuel, a partly open valve may restrict the flow
enough to prevent the excess flow valve from
closing in the event of a ruptured fuel line.

Most liquid service valves have an internal Filler Valve
hydrostatic relief valve and are usually labeled
“LIQUID WITH INTERNAL RELIEF”. The The liquid filler valve (Figure 9) has a male thread to
hydrostatic relief valve protects the fuel service line receive a fuel nozzle and typically has a plastic or
between the tank and the lock off from over brass screw on cap that is retained with a small
pressurization. The internal hydrostatic relief valve chain or plastic band to keep debris out of the filler
has a minimum opening pressure of 375 PSIG and a valve. The filler valve is a one-way flow device that
maximum pressure of 500 PSIG. These type of relief uses two check valves to allow fuel to enter the tank
valves have an advantage over external relief valves but prevent it from exiting. Both check valves are
because the propane is returned to the tank in the backpressure type check valves, designed so that
event of an over pressurization instead of venting backpressure from the tank assists the check valves
the propane to atmosphere. own spring pressure to close the valve. The first
valve uses a neoprene on metal seal and the
second valve uses a metal on metal seal.
Quick Disconnect Coupling
A weakness ring is machined into the filler valve just
The liquid withdrawal or service valve on a DOT above the check valves and will allow the filler valve
tank has male threads and accepts the female to shear off in case of an accident. The valve will
portion of a quick disconnect coupling (Figure 8). break or shear off above the check valves so that
The female portion is adapted to the liquid hose the tank will be sealed and no liquid propane can
going to the fuel system. Both halves are equipped escape.
with 100% shutoffs, which open when coupled
together to allow fuel flow. The coupler has two
seals. One is an o-ring and the other is a flat washer.
The o-ring prevents leakage from the shaft on the
other coupling and the flat washer seals when the
coupler is fully connected.
Weakness
NOTE: The flat seal and / or the o-ring will Ring
sometimes pop off when disconnecting and slide up
the shaft of the mating connector, causing the valve
not to open when fully mated. The extra washer or
o-ring must be removed from the shaft and the
coupling reconnected. Figure 9
Figure 8

Regulatory Compliance
WARNING—EXPLOSION HAZARD
EPA / CARB Emissions Certification Do not connect or disconnect while circuit is live
unless area is known to be non-hazardous.
When properly applied and calibrated, ’s MI-07
control system is capable of meeting EPA 2007 LSI
Substitution of components may impair suitabil-
emission standards (40 CFR Part 1048.101) when
ity for Class I, Division 2, or Zone 2 applications.
operating properly with an approved three-way
catalyst. The emission standards, including
appropriate deterioration factors over the useful life
of the system, are as follows: Electrostatic Discharge Awareness
HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr] All electronic equipment is static-sensitive, some
CO: 3.3 g/hp-hr [4.4 g/kW-hr] components more than others. To protect these
components from static damage, you must take
Evaporative emissions comply with 40 CFR Part special precautions to minimize or eliminate
1048.105. These standards apply only to volatile electrostatic discharges.
liquid fuels such as gasoline. Note that the engine
crankcase must be closed. Follow these precautions when working with or near
the control.
North American Compliance 1. Before doing maintenance on the electronic

control, discharge the static electricity on your
The N-2007 regulator is UL listed per Category ITPV body to ground by touching and holding a
LP-Gas Accessories, Automotive Type. grounded metal object (pipes, cabinets,
equipment, etc.).
The N-2007 regulator and CA100 mixer have
tamper-resistant features approved by CARB. 2. Avoid the build-up of static electricity on your
body by not wearing clothing made of synthetic
materials. Wear cotton or cotton-blend materials
as much as possible because these do not store
Special Conditions for Safe Use static electric charges as much as synthetics.
3. Keep plastic, vinyl, and Styrofoam materials (such

Field wiring must be suitable for at least 248°F
as plastic or Styrofoam cups, cup holders,
(120°C).
cigarette packages, cellophane wrappers, vinyl
books or folders, plastic bottles, and plastic ash
SECM-48 inputs are classified as permanently
trays) away from the control, the modules, and the
connected IEC measurement Category I. To avoid
work area as much as possible.
the danger of electric shock, do not use inputs to
make measurements within measurement
categories II, III, or IV.
SECM-48 input power must be supplied from a

power supply/battery charger certified to IEC
standard with a SELV (Safety Extra Low Voltage)
classified output.
SECM-48 inputs and outputs may only be

connected to other circuits certified as SELV (Safety
Extra Low Voltage).

Abbreviations
ACFM Actual cubic feet per minute at the specified suction conditions
AFR Air fuel ratio
BHP Brake horsepower
Bi-Fuel Able to operate on either of two fuels
CTS Coolant temperature sensor
CNG Compressed natural gas
Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas.
Often this term is incorrectly used to describe bi-fuel operation.
Spark-ignited engines are typically bi-fuel while compression ignition
engines are dual-fuel.
ECM Engine control module
FPP Foot pedal position
FPV Fuel primer valve
FTS Fuel temperature sensor
FTV Fuel trim valve
GPM Gallons per minute of flow
HEGO Heated exhaust gas oxygen (sensor)
LAT Limited-angle torque motor
LPG Liquified petroleum gas
MAP Manifold absolute pressure
MAT Manifold air temperature
MIL Malfunction indicator lamp
MOR Manufacturer of record for emissions certification on the engine
OEM Original equipment manufacturer
PHI Relative fuel-air ratio or percent of stoichiometric fuel
(actual fuel-air ratio / stoichiometric fuel-air ratio)
RPM Revolutions per minute
SECM Small engine control module
TMAP Temperature and manifold absolute pressure
TPS Throttle position sensor
VDC Voltage of direct current type
VE Volumetric efficiency
WOT Wide open throttle

Service Manual: G424FE LP/Dual Fuel Engine G424F LP Engine

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SB4251E00

G20P-5, G25P-5, G30P-5, G33P-5, G35C-5

Chapter 1. GENERAL INFORMATION Inspection of Spark Plug ............................... 24

Fuel System Maintenance ................................. 26

Adjusting....................................................... 22 Camshaft Timing Pulley and/or Seal................. 55

Checking Belt for Damage ............................ 22 Crankshaft Timing Pulley.................................. 55

G424F(FE) Service Manual 3 Index

SYSTEM G424F EMS (Engine Management System)

Charging System ............................................. 107

STARTING SYSTEM......................................... 115

G424F(FE) Service Manual 4 Index

G424F(FE) Service Manual 5 Index

Chapter 9. ADVANCED DIAGNOSTICS

Reading Diagnostic Fault Codes..................... 249

G424F(FE) Service Manual 6 Index

Removal and Disassembly

Tighten the part properly to specified torque.

For prevention of wrong installation or reassembly Sealant

Use specified brand of sealant.

Be sure to use Special Tools when their use is

G424F(FE) Service Manual 7 Chapter 1. General Information

1. Be sure to disconnect the battery cable from the

4. Handle sensors and relays carefully. Be careful

Before reassembly, apply specified oil to the rotating

G424F(FE) Service Manual 8 Chapter 1. General Information

1. Use only unleaded gasoline.

2. Do net run the engine while the truck is at rest for

3. Avoid spark-jump tests. Do spark-jumps only

4. Do not measure engine compression for an

5. Do not run the engine when the fuel tank is nearly

6. Avoid coasting with the ignition turned off and

7. Do not dispose of a used catalytic converter

G424F(FE) Service Manual 9 Chapter 1. General Information

Bolt nominal diameter Torque (kg·m)

M5 0.8 0.3 ~ 0.4 0.5 ~ 0.6

M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5

M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0

M12 1.25 3.5 ~ 4.5 6~8

M14 1.2 7.5 ~ 8.5 12 ~ 14

M6 1.0 0.5 ~ 0.6 0.9 ~ 1.1

M8 1.25 1.2 ~ 1.5 2.0 ~ 2.5

M10 1.25 2.5 ~ 3.0 4.0 ~ 5.0

2. If threads and bearing surfaces are stained with

G424F(FE) Service Manual 10 Chapter 1. General Information

Lubricant Specification Remarks

Engine Oil API Classification SJ or above SAE 10W30 or SAE 5W30

Oil Pan 4.25

Engine Oil (liters) Oil Filter 0.3

G424F(FE) Service Manual 11 Chapter 1. General Information

* EPA: Environmental Protection Agency

G424FE/G424F 30700001 to 39999999

– Closed loop LP Carburetion system • Al head with valve seat inserts

– Open loop LP Carburetion system – Drive-by-wire system

• Muffler is standard – Higher efficiency and lower fuel consumption

– Min./Max. governor control

– Automatic engine protection from overheating

– Automatic transmission protection from

– Engine diagnostics by service-tool software

– Forklift ground speed limit (optional)