392 GB 0312

Service Training
Linde IC Engined Truck

H 20/25 D/T
Type 392
392 804 2401.1002
H01 / Chapter 2
This training material is only provided for your use and remains the exclusive property of
LINDE AG Linde Material Handling Division
Table of content
Service Training 12.03 Page 1
IC-ENGINED TRUCKS H 20/25, TYPE 392
1 Diesel engine 1
1.1 Engine specifications 06.03 1
1.2 General information on design and function 2
1.2.1 Adjustment of distibutor injection pump and toothed belt 06.03 3
1.2.2 Injection nozzles (fuel injectors) 5
1.2.3 Sensor for needle lift 0B5 (G80) 6
1.2.4 Return-flow throttle valve 7
1.3. System overview of the electronic control unit of the BEQ 9
1.3.1 Sensor for engine speed 0B2 (G28) 10
1.3.2 Sensor for inlet pipe temperature 0B4 (G72) 12.03 11
1.3.3 Sensor for control collar position 0B3 (G149) 12
1.3.4 Sensor for fuel temperature 0B3 (G81) 12.03 13
1.3.5 Sensor for coolant temperature 0B1 (G62) 12.03 14
1.3.6 Height sensor 12.03 15
392 804 2401.1203
H01 / Chapter 2
1.3.7 Terminal DFM of the alternator 16

1.3.8 Fuel cut-off valve 0Y1 (N109) 06.03 17
1.3.9 Glow plugs - engine 0R1 (Q6) 18
1.3.10 Fuel quantity positioner 12.03 19
1.3.11 Valve for injection start 0Y2 (N108) 12.03 21
1.4 Fuel quantity control 23
1.4.1 Injection start control 26
1.4.2 Pre-heater system 28
1.5. Injection system and toothed belt 29
1.5.1 Servicing the diesel direct injection system 12.03 29
1.5.1.1 Removing and installing the V-ribbed belt 34
1.5.1.2 Removing and installing the toothed belt 12.03 35
1.5.1.3 Removing and installing the injection pump 12.03 40
1.5.1.4 Checking and adjusting the injection start dynamically 12.03 43
1.5.1.5 Removing and installing the injection nozzles 48
1.5.1.6 Repairing the injection nozzles 49
1.5.1.7 Replacing the O-Ring at the cover for injection timing device 50
1.6 Mechanical system of the engine 12.03 51
1.6.1 Replacing the sealing ring for the crankshaft - pulley side 52
1.6.2 Removing/installing the sealing flange - front 54
1.6.3 Cylinder head 56
Table of content
Page 2 12.03 Service Training
1.6.3.1 Checking the cylinder head for distortion 58
1.6.3.2 Removing and installing the cylinder head 59
1.6.4 Checking the compression 61
1.6.5 Servicing the valve gear 62
1.6.6 Replacing the valve stem seals 63
1.6.7 Removing and installing the camshaft 12.03 65
1.6.8 Checking the hydraulic bucket tappets 67
1.6.9 Removing and installing the oil pan 68
1.6.10 Checking the oil pressure and oil pressure switch 70
1.6.11 Draining and refilling the coolant 71
1.6.12 Coolant pump 12.03 73
1.6.13 Removing and installing the coolant regulator 75
1.7 Self-diagnosis 76
1.7.1 Introduction 12.03 76
1.7.2 Selectable functions (Self-diagnosis) 12.03 78
392 804 2401.1203

1.7.3 Evaluating the measuring value blocks 12.03 93
H01 / Chapter 2
1.8 Checking the components and functions 12.03 100
1.8.1 Checking the voltage supply of the direct diesel injection system 12.03 100
1.8.2 Checking the engine speed sensor 12.03 101
1.8.3 Checking the coolant temperature sensor 12.03 102
1.8.4 Checking the sensor of the inlet pipe temperature 12.03 104
1.8.5 Checking the fuel temperature sensor 12.03 106
1.8.6 Checking the sensor for control collar position and the fuel quantity positioner 12.03 108
1.8.6.1 Checking the fuel quantity positioner (N146) 12.03 110
1.8.7 Checking the needle lift sensor 12.03 111
1.8.8 Checking the injection start valve 0Y1 12.03 112
1.8.9 Replacing the engine control unit and/or the immobilizer 12.03 114
1.8.10 Checking the pre-heater system 12.03 115
1.8.11 Checking the glow plugs 12.03 116
1.8.12 Malfunctions of the immobilizer 12.03 117
1.9 Replacing the three-phase alternator 12.03 118
2 Transmission 1
2.1 Digital electrohydraulic control (LTC) 1
2.1.1 General 1
2.1.2 Electronic control of truck speed 12.03 2
2.2 Schematic diagram of the drive unit 4
2.3 Technical data of the truck driving mechanism 5
Table of content
2.4 Hydraulic circuit diagram 6

2.4.1 Hydraulic circuit diagram type 392 with additional brake valve (up to 06/02) 6
2.4.2 Hydraulic circuit diagram type 392, Brake valves in closed circuit
(from 07/02 onwards) 12.03 10
2.5 View of the variable-displacement pump HPV 55 -02 17
2.6 view of port plate housing on drive pump HPV 55 -02 12.03 18
2.7 Electrohydraulic variable adjusting 12.03 19
2.7.1 Hydraulic variable adjusting with electronic control 21
2.7.2 Electrohydraulic variable adjusting 22
2.7.2.1 Begin of pump control HPV 55 -02 12.03 23
2.7.2.2 Swash angle of variable-displacement pump 23
2.7.2.3 Hydraulic zero position 23
2.8 Brake lift valve 24
2.8.1 Circuit diagram 24
2.8.2 Functional description 25
392 804 2401.1203
2.8.3 Sectional drawing of the brake lift valve 12.03 26

H01 / Chapter 2
2.8.4 Towing device 27

2.8.5 Additional brake valve, up to 06/02 28
2.9 Brake valves in the drive (closed circuit), from 07/02 onwards 30
2.9.1 Functional description of brake valves in the closed circuit 32
2.10 Discharge device 33
2.11 Hydraulic fan drive 35
2.12 Hydraulic truck diagnosis 12.03 36
2.12.1 Explanations on Trouble-shooting 40
2.12.2 Measuring of charging pressure 12.03 41
2.12.3 High-pressure measurement 12.03 42
2.12.4 Hydraulic brake system 43
2.12.5 Hydrostatic travel drive 12.03 46
2.12.6 Instructions for Sealing of the wheel motor 12.03 51
3 Chassis 06.03 1
3.1 Working light positions 06.03 1
3.2 Suspension mounting 12.03 2
4 Steering system 12.03 1

4.1 Schematic Diagram of the steering system 12.03 1
4.2 Functional description 2
Table of content
6 Electrical system 1
6.1 Basic circuit diagram for Diesel model 06.03 1
6.2 Basic circuit diagram LPG 06.03 7
6.3 Circuit diagram for optional equipment 12.03 13
6.4 Central electrical system 12.03 25
6.4.1 Arrangement of the interface connectors console - truck 12.03 25
6.4.2 Arrangement of the relays and fuses for standard and optional equipment 12.03 26
6.5 Composite instrument 12.03 28
7 Hydraulic system 1
7.1 Working hydraulics (hydraulic power system) 1
7.1.1 Circuit diagram of working hydraulics 2
7.1.1.1 Hose diagrams 12.03 5
7.1.2 Functional description of control valve 12
7.1.2.1 Introduction 12
392 804 2401.1203

7.1.2.2 Safety valve, balance valve for circulating oil, pressure relief valve 12
H01 / Chapter 2
7.1.2.3 Description of the lifting function 12
7.1.2.4 Description of lowering and emergency lowering functions 13
7.1.2.5 Description of the tilting function with brake valve and pressurizing valve
(pressure make-up valve) 14
7.1.2.6 Description of the Function of the additional hydraulic system 12.03 14
7.1.2.7 DBV adjustment Control valve 06.03 18
7.1.3 Troubleshooting in the working hydraulics 12.03 19
8 Mast 12.03 1
8.1 Removal and mounting of mast (all series) 12.03 2
8.2 Adjustment of mast chain, all series 3
8.3 Adjustment of Roller clearance 4
8.3.1 Setting of the Roller Clearance, Type 185 5
8.3.2 Outer, Middle and Inner Mast Roller Clearance, Type 185 6
8.3.3 Outer, Middle and Inner Mast Roller Clearance, Type 183/186 7
8.4 Removal of sliders 8
8.4.1 Removal of slider - Standard mast 8
8.4.2 Removal of slider, Duplex mast 9
8.4.3 Removal of slider, Triplex mast 10
8.5 Lift cylinder - removal, sealing, installation 12
8.5.1 Removing/Installing the Middle Lifting Cylinder 13
8.5.2 Removing/Installing the Outer Lifting Cylinder - Lift Mast Type 185 16
Table of content
8.6 Tilt cylinder 18

8.6.1 Tilt cylinder - removal, sealing, installation 18
8.6.2 Teaching the tilt angle sensor 12.03 21
8.7 Hose reel - disassembly, hose change, sealing, assembly 25
8.7.1 Disassembly of hose reel 25
8.7.2 Hose replacement 27
8.7.3 Sealing the hose reel 28
8.7.4 installation of hose reel 06.03 29
8.8 Hand brake and foot brake cable assemblies 12.03 30
9 V-truck H 20/25 T, series 392 1

9.1 Engine VW BEF 1
9.1.1 Engine specifications 06.03 1
9.1.2 Toothed belt 06.03 2
9.1.3 Cylinder head 06.03 7
392 804 2401.1203
9.1.4 Electronic ignition system 06.03 13

H01 / Chapter 2
9.1.4.1 Electric circuit diagram - ignition controller 12.03 22

9.1.5 LPG installation 06.03 26
9.1.5.1 Types of Operation 06.03 27
9.1.5.2 Operation of Vaporiser 06.03 28
9.1.5.3 Operation of Mixer 12.03 30
9.1.5.4 LPG shut-off valve 06.03 34
10 Diverse information 1
10.1 Linde Truck Control (LTC) with integrated diagnostic system 1
10.1.1 Basic structure of electronic control system LTC 1
10.1.1.1 Truck modules 12.03 2
10.1.1.2 Composite instrument and error code indications 12.03 6
Table of content
392 804 2401.0603

H01 / Chapter 2
Section 1
1 DIESEL ENGINE
1.1 ENGINE SPECIFICATIONS
Manufacturer VW
Engine type BEQ (SDI industrial engine)
Number of cylinders 4
Cubic capacity 1896 cm3
Power output 33 kW at 2600 rpm
Maximum Torque max. 126 Nm at 1900 rpm
Injection nozzle pressure 200 bar, wear limit: 170 bar
Compression ratio 19.5 : 1
Combustion pressure 25 - 31 bar, wear limit: 19 bar
Maximum admissible pressure difference 5 bar
Lower idle speed 1000 rpm
Upper idle speed 2700 rpm traction
392 804 2401.0603
2800 rpm working hydraulics

H01 / Chapter 2
Valve clearance automatic compensation

Firing order 1-3-4-2
Cylinder 1 opposite power output side
Thermostat start of opening: 87 °C, fully open at 102 °C
Fuel diesel (DIN EN 590), RME-based biodiesel possible
Number of teeth of flywheel 135
Oil pressure at 2000 rpm
and an oil temperature of 80 °C: at least 2 bar
Explanation of engine number
The engine identification letter and the engine number are stamped on the left side of the cylinder block above the
fuel pump. In addition, a plate is arranged on the toothed belt cover.
Structure of engine number
Example: BEQ / 001018 (engine type / serial number)

Section 1
Page 2 Service Training
1.2 GENERAL INFORMATION ON DESIGN AND FUNCTION
SPECIAL CHARACTERISTICS OF THE 1.9 L BEQ ENGINE
- Bosch distributor injection pump with 800 bar pump pressure. The distributor injection pump is
preadjusted.
NOTE: The flange is pressed on the drive shaft and may not be removed.
- Inlet channel designed as a swirl channel, sets the intake air into a swirling motion, thus providing for an
intensive air turbulence in the combustion chamber.
- Especially shaped piston recess (main combustion chamber).
- Coolant pump installed in cylinder block.
- Coolant thermostat installed in cylinder block.
- Plastic-coated injetion lines as a protection against corrosion.
- Vulcanized valve cover gasket.
- Oil pan with silicone sealing material.
- Easy-change oil filter as paper cartridge.
- Vacuum pump drive by camshaft.
ELECTRONIC CONTROL
392 804 2401.1002

H01 / Chapter 2
Given the high demands with regard to consumption and emission, the injected fuel quantity and injection timing are
controlled with the help of the electronic system. This task is adopted by the Electronic Diesel Control system EDC).
It determines the fuel quantity and the time when the distributor injection pump starts with the injection and
it controls the pre-heating time.
Control unit for diesel direct injection ON1(J248)
NOTE: The designations in brackets are VW terms.

Section 1
1.2.1 ADJUSTMENT OF DISTIBUTOR INJECTION PUMP AND TOOTHED BELT
1 Idler pulley
2 Injection pump sprocket
3 Idler pulley
4 Toothed belt pulley - crankshaft
5 Coolant pump
6 Semi-automatic tensioner
pulley
7 Camshaft sprocket
The toothed belt drives

- camshaft
- distributor injection pump
392 804 2401.0603
- coolant pump.
H01 / Chapter 2
The required wrap is brought about by two idler pulleys, the tension is provided by the semi-automatic toothed belt
tensioner pulley.
TOOTHED BELT POSITION
NOTE: To adjust the control times (crankshaft, camshaft and injection pump position), there
are corresponding markings.
- Crankshaft position
Marking - top dead centre for cylinder 1 - shows up on the flywheel in the inspection hole of the bell housing.
- Camshaft position
The correct position is fixed with a new setting bar. To find out the
exact central position, feeler gauges must be used. The exact
camshaft position is very important for the precise control times
when the toothed belt is positioned.
Section 1
- Injection pump sprocket
The injection pump sprocket is locked in position by means of the
retention pin (1). The injection pump sprocket is divided into two
parts. For precise adjustment, the 3 screws (arrows) must be
loosened.
NOTE: Never loosen the nut for the hub of the injection
pump, since this leads to a change of the basic
setting of the injection pump. It cannot be
adjusted with the help of the usual tools available
in the workshop.
This procedure is described in detail in the chapter „"Changing

toothed belt".
CYLINDER HEAD GASKET
392 804 2401.1002

H01 / Chapter 2
The cylinder head gasket consists of metal and is thus resistant to higher temperatures and pressures.
NOTE: The difference in the thickness must be taken into account when mounting new parts
such as piston, crankshaft etc.
Section 1
Service Training Page 5
1.2.2 INJECTION NOZZLES (FUEL INJECTORS)
DOUBLE-SPRING NOZZLE HOLDER
To reduce the combustion noise to a minimum and also reduce the mechanical load, a slow pressure increase in the
combustion chamber is necessary.
Moreover, the fuel may not be injected abruptly, but continuously over a longer period of time.
For a smooth combustion process, a double-spring nozzle holder was developed for the 1.9 l BEQ engine. With the
help of this device, fuel injection is effected in two steps.
Lift 1 +
Lift 1 Lift 2
Lift 2
392 804 2401.1002
H01 / Chapter 2
FUNCTION
1. Step (initial lift)

In the nozzle holder (2), there are two springs of different strengths. These are adjusted to each other in such a
way that at the beginning of the injection process, the nozzle needle is lifted against the power of spring 1 (1) only.
Initially, only a small quantity of fuel is injected at a low pressure (p = 190 bar) through the gap which arises as
a result of lift 1 .
This leads to a smooth pressure increase of the combustion pressure, thus creating the ignition conditions for the
main fuel quantity.
2. Step (overall slift)

The injection pump continuously delivers fuel. This leads to a pressure rise in the injection nozzle, since the delivered
fuel quantity cannot run off through the small gap. Due to this pressure rise, the spring power of spring 2 (3) is
overcome and the nozzle needle (4) is lifted by lift 2, thus reaching the overall lift.
The main injection of the residual quantity is effected at a higher injection pressure (p = 300 bar) through the
enlarged gap.
Section 1
1.2.3 SENSOR FOR NEEDLE LIFT 0B5 (G80)
For the purpose of recording the start of the injection process, the injection nozzle of the 3rd cylinder is equipped with
a sensor for the needle lift (0B5).
The sensor monitors the actual time when the injection nozzle opens, and this signal is transmitted to the EDC unit.
The electronic control unit compares the received signal with the characteristic map for the start of injection and
evaluates the difference.
FUNCTION
The needle lift sensor 0B5 consists of a

magnet coil (2), which is supplied with a
constant current by the control unit.
As a result, a magnetic field is created.
In the interior of the magnet coil, a stud
(1) is arranged as an extension of the
nozzle needle (1). The movement of the
stud leads to a change of the induced
voltage in the magnet coil.
The time of induction of the voltage in
392 804 2401.1002

H01 / Chapter 2
the coil is compared with the top dead
centre signal by the control unit.
On the basis of this difference, the actual
start of the injection process is calculated.
Subsequently, the actual value for the
start of injection is compared with the
desired value, and in case of a deviation,
the start of injection is corrected
accordingly.
SUBSTITUTE FUNCTION
NOTE: In case of a failure of

the needle lift sensor,
an emergency running
program is started.
With the help of this
program, the start of
injection is controlled
in accordance with a
preset characteristic
map. In addition, the
injection quantity is
reduced.
Section 1
1.2.4 RETURN-FLOW THROTTLE VALVE
The return-flow throttle valve (1) is

arranged in the pressure valve of the
injection pump. The return throttle valve
avoids dribbling at the injection nozzle
and the formation of bubbles in the
injection line.
FUNCTION: RETURN FLOW

392 804 2401.1002
H01 / Chapter 2
During the return flow, the valve plate

(2) shuts off the main passage by means
of the power of the compression spring
(4).
The fuel flows only through the throttle
bore (3). Thus, an existing pressure
wave is dampened.
FUNCTION: FUEL DELIVERY
When the fuel is delivered, the valve

plate (2) is lifted off by the fuel pressure
and the throttle bore has no effect. The
fuel flows through the main passage
only.
Section 1
392 804 2401.0603

H01 / Chapter 2
Section 1
1.3. SYSTEM OVERVIEW OF THE ELECTRONIC CONTROL UNIT OF THE BEQ
The control unit for diesel direct injection 0N1(J248) uses characteristic maps and curves in order to ensure, for each
situation of operation, the best possible behaviour of the engine with regard to torque output, consumption and exhaust
emission.
392 804 2401.1002
H01 / Chapter 2
Sensors Actuators
1 Sensor for needle lift 0B5 (G80) 8 Relay - glow plugs 0K1 (J52)
2 Sensor for engine speed 0B2 (G28) 9 Glow plugs (engine) 0R1 (Q6)
3 Sensor for coolant temperature 0B1(G62) 10 Indicator light for pre-heating time H8 (K29)
4 Sensor for inlet pipe temperature 0B4 (G72) 11 Fuel quantity positioner
5 Sensor for control collar position 0B3 (G149) 12 Fuel cut-off valve 0Y1 (N109)
6 Sensor for fuel temperature 0B3 (G81) 13 Valve for start of injection 0Y2 (N108)
7 Additional signals; air conditioning, terminal DFM 14 Additional signals: engine speed signal, fuel
consumption signal, air conditioning
Plugs
15 Diagnosis plug 6X2

Section 1
1.3.1 SENSOR FOR ENGINE SPEED 0B2 (G28)
The engine speed is one of the most important parameters for calculation
of the injection quantity and the start of the injection process.
The inductive sensor for engine speed 0B2 monitors the angular position
of the crankshaft. On the crankshaft, the sensor wheel (a disk with four
recesses) is mounted. The correct position is fixed with the help of an
adjustment pin. In the electronic control unit, the distance of two pulses in
succession is measured. The instantaneous value of the crankshaft
position is calculated by evaluation of the four pulses.
SIGNAL EVALUATION
The speed signal is used to calculate the fuel quantity to be injected and the start of injection. For execution
of the functions of exhaust gas recirculation, pre-heating and signal for indicator lamp for pre-heating time,
the signal of the sensor for engine speed is evaluated.
392 804 2401.1002

H01 / Chapter 2
SUBSTITUTE FUNCTION (NOT VALID FOR LINDE DESIGN)
In case of a failure of the engine speed sensor, the electronic control unit switches to emergency operation. As a
substiute, the signal of the needle lift sensor 0B5 is used. The start of injection is controlled in accordance with preset
characteristic maps, boost pressure and injection quantity are reduced. Idle speed monitoring, overrun fuel cut-off
and air conditioning are switched off; as a consequence, the speed is slightly reduced for braking.
Overall, this error results in an increase of the idle speed.
SELF-DIAGNOSIS
In the electronic control unit, two possible error causes are stored:
- Signal not plausible
- No signal
NOTE: If the signal for the needle lift is not available either, the engine is stopped.
Section 1
1.3.2 SENSOR FOR INLET PIPE TEMPERATURE 0B4 (G72)
The sensor is in the inlet pipe. Its signal povides information on the air
temperature in the intake manifold.
SIGNAL EVALUATION
The signals of the sensors 0B4 are used for control purposes.
SUBSTITUTE FUNCTION
In case of a failure of 0B4, the electronic control unit presets a fixed value.
In this case (failure of 0B4), the electronic control unit takes a value of
approx. 20 °C as a basis for calculation.
SELF-DIAGNOSIS
392 804 2401.1203
H01 / Chapter 2
The control unit stores two possible malfunctions:

- Short-circuit to earth
- Interruption/short-circuit
Section 1
1.3.3 SENSOR FOR CONTROL COLLAR POSITION 0B3 (G149)
1 Coil with alternating voltage

2 Iron core
3 Moveable iron ring
4 Eccentric shaft
5 Distributor injection pump
6 Fixed iron ring
392 804 2401.1002

H01 / Chapter 2
The sensor for the control collar position 0B3 monitors the angle of rotation of the eccentric shaft of the
quantity regulating mechanism in the injection pump. This sensor is a non-contact sensor. Its signals are
directly transmitted to the electronic control unit. The sensor consists of two inductive transducers, which
work in accordance with the differential transformator principle. The use of non-contact transducers
guarantees the correct function independent of the surrounding medium. Thus, any water which might be
in the fuel does not lead to a distortion of the measuring results. Along an especially shaped iron core, an
alternating magnetic field is created by the alternating voltage. On the eccentric shaft, a moveable iron ring
is fixed, which can be moved along the iron core. The alternating magnetic field changes in accordance
with the position of the moveable iron ring. As a result, an alternating voltage is induced in the coil. The
phase shift of the induced voltage to the desired voltage is recorded as a measure for the position of the
quantity regulating mechanism. Temperature influences may be neglected, since both voltages come
from the same sensor and are transmitted via the same line system.
SIGNAL EVALUATION
The sensor signal corresponds to the instantaneous position of the quantity regulating mechanism. It is used for
comparison of the "actual position" of the quantity regulating mechanism with the position calculated by the electronic
control unit. In case of a difference between desired and actual position, the fuel quantity positioner corrects the
quantity regulating mechanism.
SUBSTITUTE FUNCTION
If the control unit does not receive any signal of the sensor for the control collar position 0B3, the engine
is stopped for safety reasons.
Section 1
1.3.4 SENSOR FOR FUEL TEMPERATURE 0B3 (G81)

392 804 2401.1203
H01 / Chapter 2
The sensor for the fuel temperature 0B3 (1) measures the temperature of the fuel in the injection pump.
The measuring result is output as a voltage change to the electronic control unit.
The fuel temperature is very important since the fuel density depends directly on its temperature. By a small piston
of the injection pump, the fuel is pressed under high pressure through the injection nozzles. For an exact determination
of the injection quantity and the injection start, the temperature of the fuel must be known. Since the correlation
between temperature and density is known, the correct values may be calculated.
SIGNAL EVALUATION
On the basis of the signal of the fuel temperature sensor, the fuel quantity to be injected and the injection start are
calculated.
SUBSTITUTE FUNCTION
In case of a sensor failure, the electronic controller presets a fixed value as a basis for calculation.
SELF-DIAGNOSIS
The electronic control unit stores the following error causes:

- Interruption/short-circuit.
Section 1
1.3.5 SENSOR FOR COOLANT TEMPERATURE 0B1 (G62)
The sensor for coolant temperature is located in the coolant

connecting piece (adapter) of the cylinder head. The sensor is
designed as a resistor with a negative temperature coefficient
(NTC). The instantaneous value of the coolant temperature is
transmitted to the electronic control unit by means of a voltage
drop.
SIGNAL EVALUATION
The signal for the coolant temperature is taken into account for the calculation of the fuel quantity to be injected, the
injection start and the pre-heating time.
SUBSTITUE FUNCTION
392 804 2401.1203

H01 / Chapter 2
In case of a failure of this signal, the fuel temperature is used as a substitute signal. For the pre-heating time, the
maximum possible time is used.
SELF-DIAGNOSIS
The following factors are stored as possible error causes:

- Interruption/short-circuit.
Section 1
1.3.6 HEIGHT SENSOR
The height sensor (1) is integrated in the control unit for direct diesel
injection 0N1. The measurement is carried out directly in the control
unit. The height sensor contains a piezoceramic element. If a force is
applied to the piezocrystal, the latter releases a voltage. This voltage
is a measure for the air pressure. The air pressure depends on the
geographic height, i. e. with increasing height, the air pressure gets
lower. Boost pressure and exhaust emission recirculation are regulated
to avoid "black smoke" when the air pressure gets lower.
SIGNAL EVALUATION
The electronic control unit calculates the boost pressure limit value on the basis of the height sensor signal.
SUBSTITUTE FUNCTION
In case of a failure of the height sensor, the boost pressure is limited by a preset fixed value.
392 804 2401.1203
H01 / Chapter 2
SELF-DIAGNOSIS
The electronic control unit stores possible errors.
NOTE: The height sensor cannot be repaired in case of a failure. The electronic control unit must be
replaced.
Section 1
1.3.7 TERMINAL DFM OF THE ALTERNATOR
The signal of the terminal DFM is only evaluated in conjunction with

the additional heating. The signal for free charge capacity is available
at the terminal DFM of the alternator.
SELF-DIAGNOSIS
Lack of plausibility or interruption are stored as possible error causes.
ADDITIONAL SIGNAL LINE DFM (CONTACT 38 ON CONTROL UNIT 0N1 (J248))
392 804 2401.1002

H01 / Chapter 2
The line DFM connects the electronic control unit 0N1 with the combined processor, in which the electronic
immobilizer 0N2 (connection W) is integrated. This is the line via which the signal of the immobilzer is
transmitted. After each control unit change, the new code must be entered in the combined processor.
SELF-DIAGNOSIS
The electronic control unit registers the interruption of this line, in which case the engine can no longer be started.
Section 1
1.3.8 FUEL CUT-OFF VALVE 0Y1 (N109)
An engine with self-ignition can only be switched off by cutting off the
fuel supply. For this purpose, the fuel cut-off valve 0Y1 is provided.
It is mounted in the upper part of the injection pump. In case of a
disconnection from power supply, it interrupts the fuel supply to the
distributor injection pump. The fuel cut-off valve is a solenoid valve.
The armature (3) is also used as check valve. When the coil (1) is
excited, the armature is picked up, the spring power is overcome and
the fuel passage enabled.
ACTIVATION
The fuel cut-off valve is switched via a contact of the electronic control
unit. When the contact opens, the power supply is interrupted and the
engine stops immediately
SUBSTITUTE FUNCTION
392 804 2401.0603
H01 / Chapter 2
In case of a failure, operation of the vehicle is stopped immediately, since the fuel supply is immediately cut off.
SELF-DIAGNOSIS
An error is registered by the electronic control unit. When using the diagnostic software, the correct state
of the fuel cut-off valve is checked with the help of the function "Actuator test".
Section 1
1.3.9 GLOW PLUGS - ENGINE 0R1 (Q6)
The glow plugs (1) are arranged in such a way that only their tips
project into the combustion chamber. A quick-connect coupling
enables rapid testing and exchanging of the glow plugs.
ACTIVATION
The relay for the glow plugs is switched via the electronic control unit.
It determines the pre-heating time, the glow-time and the post-heating
time.
SELF-DIAGNOSIS
Errors in the pre-heater system are not stored. For the purpose of
testing the glow plugs and the pre-heater system, the function "Actuator
test" is used.
392 804 2401.1002

H01 / Chapter 2
Section 1
1.3.10 FUEL QUANTITY POSITIONER

392 804 2401.1002
H01 / Chapter 2
The fuel quantity positioner is mounted in the upper part of the injection pump. It translates the signals received from
the electronic control unit into a position change of the control collar. By the electromotive principle, the received
electric signals are translated into defined movements of the drive shaft with eccentric ball bearing (1) for this purpose.
The drive shaft may carry out movements up to a rotation angle of 60°. A spring provides for a permanent restoring
torque of the drive shaft in the direction ot its initial position. The eccentric ball bearing pushes the axially moveable
control collar on the distributor piston back and forth. During this process, the cut-off bore may be fully
opened (cut-off) and fully closed (full load).
Section 1
1 Eccentric ball bearing

2 Control collar
3 Distributor piston
4 Leakage quantity
ACTIVATION
392 804 2401.1203

H01 / Chapter 2
In the electronic control unit, the CAN signal of the LTC controller and the signal for the engine speed are used as
parameters for the control of the injection quantity.
In addition, the following correction values are taken into account:
Coolant temperature
Fuel temperature
On the basis of these parameters, the electronic control unit calculates a manipulating variable which is
transmitted as a voltage to the fuel quantity positioner.
SUBSTITUTE FUNCTION
In case of a failure of the fuel quantity positioner, the engine is stopped. Through the return torque of the
spring, the drive shaft - in case of a failure of the power supply - is brought into its initial position . This leads
to the complete release of the cutoff cross-section of the distributor piston and the engine stops.
SELF-DIAGNOSIS
Any failures are registered in the electronic control unit.

Section 1
1.3.11 VALVE FOR INJECTION START 0Y2 (N108)
early
late
392 804 2401.1002
H01 / Chapter 2
1 Control unit for direct diesel injection 0N1 (J248) 8 Pin

2 Magnet coil 9 Piston of injection timing device
3 Spring 10 Spring
4 Valve for injection start 0Y2 (N108) 11 to suction side of vane-cell pump
5 Piston 12 Pressure roller
6 Fuel under pressure in pump interior 13 Injection pump
7 Cam plate
The valve for the start of the injection process 0Y2 is mounted in the lower part of the injection pump. It
translates the on/off ratio into a change of the control pressure. This change acts on the part of the injection
timing device piston which is not prestressed. The valve is a solenoid valve. It consists of a piston, a spring
and a coil. In its rest position, the piston shuts off the fuel return flow by the spring power. The return flow
opening is opened by the activation of the magnet coil of the valve via the electronic control unit. Due to
the fuel pressure acting on the piston and counteracting the spring power, an equilibrium of forces is
created for each fuel pressure. This equilibrium provides for a defined position of the timing device piston
and thus for a shifting of the injection start. As a result of the position change of the timing device piston,
the pin is displaced. This displacement is conveyed to the radially mounted eccentric disk in the injection
pump. Due to the connection between pin and eccentric disk, the displacement of the pin is translated into
a turning angle. Consequently, the eccentric disk is turned into the direction "early" or "late" and the start
of injection is shifted accordingly.
Section 1
ACTIVATION
For calculation of the value for the signal to the solenoid valve, the signal of the needle lift sensor is used
as actual value parameter. The electronic control unit transmits a pulse sequence of constant frequency
and different phase angle to the solenoid valve.
SUBSTITUTE FUNCTION (NOT VALID FOR LINDE DESIGN)
In case of a failure, the control of the injection start is deactivated. When the substitute function is activated,
the boost pressure is limited and the fuel quantity to be injected is reduced in order to avoid damage to the
mechanical system.
SELF-DIAGNOSIS
Malfunctions of the injection start control are stored in the error memory (interruption and short-circuit).
392 804 2401.1002

H01 / Chapter 2
Section 1
1.4 FUEL QUANTITY CONTROL

392 804 2401.1002
H01 / Chapter 2
1 Control unit for diesel direct injection 5 Sensor for fuel temperature
2 Fuel quantity positioner 6 Sensor for coolant temperature
3 Additional signal 7 Speed sensor
4 Sensor for control collar position 8 Diagnosis plug 6X2
The electronic control unit controls the fuel quantity positioner depending on the parameters injection
quantity, speed, torque, driving smoothness and starting. Taking a stored map value as a basis, the fuel
quantity to be injected is additionally specified by various values transmitted by the sensors. The control
signal for the fuel quantity positioner takes account of the following sensor signals:
- LTC scan (CAN signal)

- Idle switch position
- Coolant temperature
- Fuel temperature
- Engine speed
- Control collar position
Section 1
EXECUTED FUNCTIONS
The following fixed values are taken into account for the control of the fuel quantity to be injected:
- Characteristic map value for injection quantity

- Control of idle speed and full load speed
- Overrun fuel cut-off
- Start quantity control
- Smoke restriction
- Active surge damping
CHARACTERISTIC MAP VALUE FOR INJECTION QUANTITY
The basis for the signal transmitted to the fuel quantity positioner
Injection start
is a value which is taken from a characteristic map. This
characteristic map signal is modified by individual correction
factors, in order to adapt the fuel quantity to be injected as
exactly as possible. The signal for the control collar position
serves as confirmation and correction value of the execution.
392 804 2401.1002

H01 / Chapter 2
Fuel mass Speed
CONTROL OF IDLE AND FULL LOAD SPEED
In the control unit, the values for idle speed and full load speed are preset. The full load speed is changed
by the engine temperature, the connection of electric loads and the air conditioner compressor. Control
of the idle speed starts with the taking of the engine speed value from a characteristic map; here, the
coolant temperature is taken into account.
This characteristic map value is compared with actual engine speed. On the basis of the difference, the
required injection quantity is calculated. The maximum speed is always constant. When this speed has
been reached, the injection quantity is progressively reduced . If the speed drops again, the injection
quantity is increased.
OVERUN FUEL CUT-OFF
Thi function cuts off the fuel supply to the injection valves completely. The function is always carried out
when the idle speed increases to over 1300 rpm without a speed rise having been demanded.
START QUANTITY CONTROL
The electronic control unit raises the injection quantity during the starting process. The characteristic map
values for the injection quantity are raised in dependence on the coolant temperature.
Section 1
CHARACTERISTIC MAP FOR SMOKE
The quantity to be injected at any given time is determined in

accordance with the stored characteristic map for smoke. Fuel
When the air mass is too small, the injection quantity is reduced mass
to such a degree that no black smoke arises.
Air mass Speed
SURGE DAMPING CONTROL
With the surge damping control, unpleasant longitudinal

vibrations of the vehicle can be avoided.
392 804 2401.1002
H01 / Chapter 2
Section 1
1.4.1 INJECTION START CONTROL
392 804 2401.1002

H01 / Chapter 2
1 Control unit for direct diesel injection 4 Sensor for engine speed
2 Valve for injection start 5 Needle lift sensor
3 Sensor for coolant temperature 6 Diagnosis plug 6X2
The start of the injection process has an influence on various engine characteristics such as start
behaviour, fuel consumption and exhaust gas emission. These correlations are taken into account in
programmed injection start maps.
The job of the injection start control system consists in determining the right time when the fuel has to be
supplied to the injection nozzles. The high accuracy of the injection start, which is absolutely necessary,
is ensured by the closed control loop.
EXECUTED FUNCTIONS
The following functions are carried out by the injection start control system:
- Calculation of injection start on the basis of characteristic map values

- Correction of injection start in the warm-up phase
- Control of injection start in starting operation and overrun
Section 1
CALCULATION OF CHARACTERISTIC MAP VALUE FOR INJECTION START
Programmed injection start characteristic maps are used as a

Injection start
basis for calculation of the injection start.
The actual injection start is recorded by the needle lift sensor
directly at the nozzle. This measured value is compared with
the value of the characteristic map. The difference causes a
change of the control for the solenoid valve at the injection timing
device. The control is changed until the system deviation has
the value "zero". Fuel mass Speed
FIXED VALUE CONTROL IN THE WARM-UP PHASE
During the starting process and in the warm-up phase, the injection start is controlled in accordance with
fixed values.
The electronic control unit corrects the injection start depending on the coolant temperature.
With decreasing coolant temperature, the start of injection is shifted towards "later" (retard).
Viceversa, with increasing engine temperature the start of injection is shifted towards "earlier“ (advanced).
This improves the ignition performance of the fuel at low temperatures.
392 804 2401.1002
H01 / Chapter 2
INJECTION START CONTROL DURING STARTING PROCESS
The time of injection start during the starting process is also controlled on the basis of the coolant
temperature. The injection start is shifted forward in order to improve the starting process.
Section 1
1.4.2 PRE-HEATER SYSTEM
1 Sensor for engine speed 4 Relay for glow plugs

2 Sensor for coolant temperature 5 Glow plugs
392 804 2401.1002

H01 / Chapter 2
3 Control unit for direct diesel injection
In the compression phase, a high pressure and a high temperture are generated in the combustion
chamber. This influences the combustion process substantially. Due to the small surface of the
combustion chamber, the heat dissipation is low. Pre-heating is only necessary in case of low
temperatures.
Basically, there are three glow phases:
- Pre-heating time
- Glow time
- Post-heating time
SYSTEM CONTROL
The pre-heater system is controlled by the electronic control unit. Pre-heating is only activated if the
coolant temperature is below +10 °C. The colder the coolant, the longer the pre-heating time. After pre-
heating, the waiting time of 5 s is activated, in which glowing is active. Post-heating is activated for about
30 s during the starting procedure in case of coolant temperatures below +20 °C. In total, a post-heating
time of 90 seconds is possible, depending on the coolant temperature. In case of speeds exceeding 2500
rpm, post-heating is switched off.
Section 1
1.5. INJECTION SYSTEM AND TOOTHED BELT
1.5.1 SERVICING THE DIESEL DIRECT INJECTION SYSTEM
The control unit of the diesel direct injection unit is equipped with an error memory. Before repair and setting
works and for troubleshooting, the error memory must be checked and an actuator diagnosis has to be
carried out.
NOTE: During checking and setting works, the control unit may detect and store errors. For
this reason, it is absolutely necessary to clear the error memory after completion of all
checking and setting activities.
ATTENTION
SAFETY MEASURES
To prevent injuries to persons and/or the destruction of the injection and pre-heater
system, please keep to the following instructions:
- Connect/disconnect the lines of the pre-heater and injection system -also the lines of the
measuring unit- only when the ignition is switched off.
- If the engine is to be operated at cranking speed without starting the engine, e. g. for the
392 804 2401.1002
H01 / Chapter 2
compression check, pull off the plug of the fuel cut-off valve 0Y1 at the injection pump.
NOTE: Rules for Cleanliness
For any works in connection with the fuel supply/injection, the following 5 rules for
cleanliness should be observed:
- Before disconnecting any connections, clean the junction points and their
surroundings thoroughly.
- Put the dismounted parts on a clean base and cover them. Use a lint-free cloth!
- If the repair is not carried out immediately, cover or close opened components
carefully.
- Install clean parts only:

Do not take spare parts out of the packing before they are actually installed.
Do not use parts which were stored without packing (e.g. in tool boxes).
- If the system is opened: If possible, do not work with compressed air and do not move
the truck.
- Moreover, make sure that no diesel fuel drops on the coolant hoses. In such a case,
the hoses must be cleaned immediately. Affected hoses must be replaced.
Section 1
OVERVIEW
392 804 2401.1002

H01 / Chapter 2
1 Control unit for diesel direct injection system 6 Valve for injection start 0Y2 (N108)
0N1 (J248) 7 Fuel cut-off valve 0Y1 (N109)
2 Injection nozzle with sensor for needle lift 0B5 8 Quantity regulating mechanism of injection
(G80) pump
3 Sensor for inlet pipe temperature 0B4 (G72) with sensor for fuel temperature
4 Sensor for coolant temperature 0B1(G62) with fuel quantity positioner
5 Sensor for engine speed 0B2 (G28) with sensor for control collar position and fuel
temperature 0B3 (G81)
Section 1
REMOVING AND INSTALLING V-RIBBED BELT

392 804 2401.1002
H01 / Chapter 2
1 Before dismounting the V-ribbed belt, mark 7 Compact holder for injection pump, three-
the running direction. Trucks with air phase alternator and pump for power steering
conditioning and with additional idler pulley for trucks without air conditioning; compact
(25 Nm) - remove and install holder for trucks with air conitioning -
2 Tightening torque 10 Nm, turn by 1/4 rev. (90°) remove and install
3 Pulley/vibration damper: 8 Tightening torque 45 Nm
Mounting only possible in one position 9 Hollow screw, tightening torque 30 Nm
-Drill holes offset- 10 Replace sealing ring
4 Tightening torque 25 Nm 11 High-pressure injection line
5 Tensioning element
6 Three-phase alternator
Section 1
REMOVING AND INSTALLING THE INJECTION PUMP AND REPLACING THE TOOTHED BELT
392 804 2401.1203

1 Tightening torque 120 Nm and continued 11 Before removing the toothed belt, mark the H01 / Chapter 2
turning by 1/4 turn (90°) running direction and test for wear; do not
replace; for tightening and untightening, use bend
holding device 3036 12 Idler pulley
thread and collar must be free from oil and 13 Tightening torque 20 Nm and continued
grease, the continued turning may be carried turning by 1/4 turn (90°)
out in various steps replace
2 Tightening torque 40 Nm and continued turning 14 Tightening torque 20 Nm
by 1/4 turn (90°) 15 Tightening torque 20 Nm
replace 16 Tightening torque 45 Nm
3 Tightening torque 15 Nm 17 Camshaft sprocket
4 Tightening torque 22 Nm 18 Tensioning pulley
5 Toothed belt guard - lower part 19 Idler pulley
6 Tightening torque 10 Nm 20 Injection pump sprocket, divided into two-
7 Toothed belt guard - central part parts
8 Tightening torque 45 Nm 21 Tightening torque 30 Nm
9 Engine holder 22 Toothed belt guard, rear
10 Toothed belt guard - upper part 23 Coolant pump
Section 1
24 Dismount idler pulley for removal of coolant

pump
25 Pulley - crankshaft
26 Sleeve
27 Injection pump
28 Remove and install compact holder
for injection pump, three-phase alternator
and semi-rotary pump for power steering
for trucks without air conditioning; compact
holder for truck with air conditioning:
29 45 Nm
REMOVING AND INSTALLING THE TOOTHED BELT, TENSIONING
REQUIRED SPECIAL TOOLS AND AUXILIARY DEVICES
- 3359 Retention pin
- 3418 Setting bar or T10098

392 804 2401.1203
H01 / Chapter 2
- V/159 Nut spanner Matra
- Torque wrench (5 - 50 Nm)
- Puller T40001
- Holding device 3036

Section 1
1.5.1.1 REMOVING AND INSTALLING THE V-RIBBED BELT
- Mark the running direction of the V-ribbed belt.

- Swivel the tensioning pulley with a flat ring spanner size SW
16 at the tension lever into the direction of the arrow.
- Take the V-ribbed belt off/position the belt.
NOTES: As far as trucks without air conditioning are

concerned, first remove the V-ribbed belt
from the three-phase alternator; when you
mount the belt, the last thing to do is position
it there.
As far as trucks with air conditioning are
concerned, first remove the V-ribbed belt from
the idler pulley; when you mount the belt, the last
thing to do is position it there.
When mounting the V-ribbed belt, please make
sure that the belt is properly positioned in the
pulleys.
392 804 2401.1002

H01 / Chapter 2
BELT RUN OF V-RIBBED BELT (PASSENGER CAR DESIGN, IN LINDE TRUCK WITHOUT PUMP)
BELT DRIVE WITHOUT AIR CONDITIONER COMPRESSOR
1 Vibration damper/pulley
2 Tensioning pulley
3 Pulley - three-phase alternator
4 V-ribbed belt
5 Pulley - pump for power steering
BELT DRIVE WITH AIR CONDITIONER COMPRESSOR
1 Vibration damper/pulley
2 Tensioning pulley
3 Pulley - three-phase alternator
4 Pulley - pump for power steering
5 Idler pulley
6 V-ribbed belt
7 Pulley - air conditionier compressor
Section 1
1.5.1.2 REMOVING AND INSTALLING THE TOOTHED BELT
NOTE: SETTING WORKS AT THE TOOTHED BELT MAY ONLY BE CARRIED OUT
WHILE THE ENGINE IS COLD.
REMOVING
- Remove upper toothed belt guard

- Remove vacuum pump
- Remove V-ribbed belt
ENGINES WITH FLYWHEEL (ENGINE IDENTIFICATION LETTERS BEQ)
- Turn the crankshaft until the TDC mark on the flywheel coincides
with the mark on the intermediate housing.
392 804 2401.0603
H01 / Chapter 2
- Screw the fit bolts (1) manually up to the limit stop into the cylinder
head.
- Lock the camshaft as shown in the figure with the help of the
camshaft setting bar T10098.
Section 1
- Lock the injection pump sprocket with the help of the retention
pin 3359 into position.
- Untighten the fastening screws (1) of the injection pump
sprocket.
NOTES: Screw off fastening screws with shears on

shaft and tip one after the other and replace
them.
Fastening screws without shears on shaft

and tip are not to be replaced.
Never loosen the nut (2) for the hub, since this
leads to a change of the basic setting of the
injection pump. It cannot be adjusted with the
help of the usual tools available in the
workshop.
- Release belt tensioner pulley.
- Remove vibration damper/pulley.
392 804 2401.1203

- Remove rear and central toothed belt guard.
H01 / Chapter 2
- Mark running direction of toothed belt.
- Remove toothed belt.
- Check coolant pump for wear (see section "Coolant pump")
INSTALLING
- Check whether the TDC mark on flywheel/driving plate and

the reference mark coincide.
- Loosen the fastening screws of the camshaft sprocket by one
turn. For loosening the fastening screw, hold the camshaft
sprocket with the holding device 3036.
NOTE: Never use the camshaft setting bar T10098 as a

holding device for releasing and tightening of
the camshaft sprocket! Use the holding device
3036.
Section 1
- Position the puller T40001 with single claw T40001/2 (A) and
double claw T40001/3 (B) in a centered position on the
camshaft sprocket and pull it off.
- Use an open-end wrench (C) for backing up.
- Position the toothed belt on the crankshaft pulley, the idler

pulley, the injection pump sprocket, the coolant pump sprocket
and the belt tensioner pulley (observe running direction).
- Align the injection pump sprocket for centre position in the

oblong holes.
- Position the camshaft sprocket together with the toothed belt

and fix with fastening screw (with the camshaft sprocket still
able to be turned).
- Tension the toothed belt. To do so, turn the spanner (e. g.

392 804 2401.1002
H01 / Chapter 2
Matra V159) at the eccentric bolt in clockwise direction until

the notch and the boss arrows are opposite each other (see
arrows).
- Tension the toothed belt. To do so, turn a hex spanner on the

eccentric bolt in clockwise direction until arrow and notch are
opposite each other.
NOTE: In case the eccentric bolt has been turned too

much, the belt tensioner pulley has to be
completely released and retightened. You may
not turn back the eccentric bolt by the degree it
has been turned too far.
- Tighten the clamping nut on the belt tensioner pulley.

Tightening torque: 20 Nm
Section 1
NOTE: Please make sure that the tensioner pulley is
properly positioned in the toothed belt guard on
the rear (arrow).
- Check TDC mark on flywheel/driving plate once more.
- Tighten the fastening screw for the camshaft sprocket with a

tightening torque of 45 Nm.
Design "A":
Fastening screws with shears on shaft and tip (arrows)
- Tighten the new fastening screws of the injection pump
392 804 2401.1002

H01 / Chapter 2
sprocket.
NOTES: After the dynamic checking of the injection

start, the fastening screws must be retightened
by 90° (1/4 turn).
The fastening screws may be used once only,

since they are anti-fatigue bolts.
Design "B":
Fastening screws without shears on shaft and tip
- Tighten the old fastening screws of the injection pump sprocket.

NOTE: Do not replace fastening screws.

Section 1
- Remove the camshaft setting bar T10098 from the camshaft.
- Remove retention pin.
- Turn the crankshaft by two further turns in the sense of rotation of

the engine and reset to TDC for cylinder 1.
- Check whether
- the TDC mark on the flywheel/driving disk coincides with the
reference mark
- the camshaft setting bar fits into the camshaft
- the retention pin fits into the injection pump sprocket
- the adjustment of the tensioner pulley (notch/boss or
notch/arrow) is correct.
- Start engine. Let it run for approx. 10 seconds, then turn it off.
- If the notch and the boss or the notch and the arrow are not
opposite each other, retighten the tensioner pulley and tighten
the fastening nut with a tightening torque of 20 Nm.
392 804 2401.1203
H01 / Chapter 2
- Turn the crankshaft by two further turns in the sense of rotation of

the engine until the crankshaft is set to the TDC for cylinder 1 again.
- Repeat the checking procedure.
- Install the vacuum pump.

Tightening torque: 20 Nm.
- Install toothed belt guard and vibration damper/pulley.
- Install V-ribbed belt.
- Check the start of injection dynamically and, if necessary, adjust it.

Section 1
1.5.1.3 REMOVING AND INSTALLING THE INJECTION PUMP
- V.A.G 1318/10 Adapter
- V.A.G 1390 Manual vacuum pump
- 3035 Ring spanner
392 804 2401.1203

H01 / Chapter 2
REMOVING
- Set the crankshaft to TDC cylinder 1 (arrow).
- Unscrew all fuel lines on the pump.
Note: To unscrew the injection lines, use the open ring

spanner 3035
- Remove the toothed belt
- Cover the openings with a clean cloth.
- Disconnect the decuple plug connector to the injection pump

(arrow) and remove the plug from the holder.
Section 1
- Screw out the loosened fastening screws for the injection

pump sprocket (1).
NOTES: Screw out fastening screws with shears on

shaft and tip one after the other and replace
them.
Fastening screws without shears on shaft

and tip are not to be replaced.
Never loosen the nut (2) for the hub, since this
help of the usual tools available in the
workshop.
- Unscrew the fastening screws (1) from the compact holder.

392 804 2401.1002
H01 / Chapter 2
NOTE: Never loosen the nut (2) for the hub, since this
injection pump, which cannot be adjusted with the
help of the usual tools available in the workshop.
- Then unscrew the fastening screw from the rear support

(arrow).
- Take the injection pump off.

Section 1
INSTALLING
- Put the injection pump into the compact holder and first fix the
screw at the rear support with the fastening bolt.
- Screw in the fastening bolts (1) and tighten the screws.

- Mount and tension the toothed belt.
- Install the injection lines.

- Fix the feeder line at the connecting piece of the injection

pump.
- Connect the decuple connector to the injection pump (arrow)

and fix the plug in the holder.
392 804 2401.1002

H01 / Chapter 2
Fill the injection pump as follows with diesel fuel:
- Screw the adapter 1318/10 into the return flow opening of the
injection pump.
- Connect the manual vacuum pump 1390 with approx. 1 m of

transparent plastic line to the adapter.
- Actuate the manual vaccum pump until fuel comes out of the
return flow opening. Do not pump the fuel into the manual
vacuum pump.
- Remove the adapter 1318/10 and install the connecting piece

with the return line.
- Check the injection start dynamically and, if necessary,

adjust it.
- At the end of this procedure, call the error memory of the

engine control unit and clear it if necessary.
Section 1
1.5.1.4 CHECKING AND ADJUSTING THE INJECTION START DYNAMICALLY
NOTE: A dynamic check and correction of the injection start is only possible in the function
"Basic setting".
As a general rule, the start of injection must be checked and, if necessary, adjusted after
the toothed belt has been replaced and after any screwed connections at the injection
pump or the pulleys have been unscrewed.
- Laptop with software
- Interface cable (diagnosis plug to laptop) 300 365 2503
PREREQUISITES FOR TESTING AND ADJUSTING

392 804 2401.1203
H01 / Chapter 2
- Mechanical basic engine adjustment okay
- Toothed belt tension okay
- Operation of engine at lower idle speed
SEQUENCE OF OPERATION
- Connect the laptop and the diagnosis plug with the help of the interface cable:
- Start the diagnosis program Pathfinder: VW-Diagnose
- Select the button "Basic setting" under "Inputs + Outputs“.
- Proceed as described in the software.

Page
Section
44
1
Service Training
H01 / Chapter 2
392 804 2401.1002
Section 1
If the injection start is outside the range of desired values,

adjust the injection start as follows:
- Remove the upper toothed belt guard.
- Unscrew the two fastening screws (1) of the injection pump

sprocket.
- To hold the pump shaft, apply a ring spanner size SW 22 to the

nut of the hub (2).
NOTES: Never loosen the nut (2) for the hub, since this
help of the usual tools available in the workshop.
- Unscrew the third fastening screw of the injection pump

sprocket and turn the pump shaft slightly:
to the left = injection start later
to the right = injection start earlier
392 804 2401.1002
H01 / Chapter 2
Design "A":
Fastening screws with shears on shaft and tip (arrows)
- Tighten the new fastening screws of the injection pump

sprocket.
NOTES: After the dynamic checking of the injection

start, the fastening screws must be retightened
by 90° (1/4 turn).
The fastening screws may be used once only,

since they are anti-fatigue bolts.
Design "B":
Fastening screws without shears on shaft and tip
- Tighten the old fastening screws of the injection pump sprocket.

NOTE: Do not replace fastening screws.

Section 1
SERVICING THE INJECTION PUMP
392 804 2401.1002

H01 / Chapter 2
1 Tightening torque 20 Nm and continued tightening torque 40 Nm
turning by 1/4 turn (90°) 7 Connecting piece for return line
replace; 8 Return line
2 Remove injection pump sprocket => remove to control valve/fuel filter
injection pump 9 Tightening torque 25 Nrn
3 Never loosen the nut for the hub, since this 10 Tighten injection lines
leads to a change of the basic setting of the to a torque of 25 Nm,
injection pump. It cannot be adjusted with the use tool 3035 for removal;
help of the usual tools available in the always remove the set of lines completely,
workshop. do not change the bending shape
4 Connection piece, tightening torque 25 Nm 11 Connecting piece,
for feeder line from fuel filter tightening torque 45 Nm, with pressure valve
5 Injection pump 12 Tightening torque 25 Nm
with quantity regulating mechanism 13 Injection nozzle
with fuel quantity positioner for cylinder 3 with needle lift sensor -
with sensor for control collar position remove and install,
with sensor for fuel temperature service
6 Fuel cut-off valve, 14 Tightening torque 20 Nm
Section 1
15 Clamping clip
16 Bearing block
17 Replace
heat protection seal
18 Tightening torque 10 Nm
19 Check the valve for injection start,
actuator diagnosis
20 Strainer
21 Replace O-ring
23 Cover for injection timing device:
in case of leakage, replace O-ring
24 Sleeve with nut
25 Remove and install bracket
392 804 2401.1002
H01 / Chapter 2
Section 1
1.5.1.5 REMOVING AND INSTALLING THE INJECTION NOZZLES

- 3035 Ring spanner
NOTES: Defective injection nozzles lead to the following malfunctions:

- Backfires
- Knocking in one or several cylinders
- Engine overheating
- Power drop
- Excessive black exhaust smoke
392 804 2401.1002

H01 / Chapter 2
- High fuel consumption
- Increased blue smoke in case of a cold start
To detect defective nozzles, loosen the union nuts of the injection line one after the other, while the engine
is rotating at quick idling speed. If the engine speed remains constant after a unionnut has been loosened,
this shows that the corresponding nozzle is defective.
REMOVING
NOTE: Always remove the complete set of lines. Do not change the bending shape.
- Dismount the injection lines with the open ring spanner 3035.
- Loosen the fastening screw, remove the clamping clip and take the injection nozzle out.
INSTALLING
NOTE: Always replace the heat protection seal between cylinder head and injection nozzles.
- Insert the injection nozzles.

- Make sure the bearing blocks are properly positioned in the cylinder head.
- Position the clamping clip.
Tightening torques:
Injection lines: 25 Nm
Screw for clamping clip: 20 Nm
Section 1
1.5.1.6 REPAIRING THE INJECTION NOZZLES
These engines are equipped with double-spring injection nozzles. Due to this construction, the fuel
quantity is injected in two steps.
NOTE: In case of a defect of these injection nozzles, they must be replaced since neither a
pressure adjustment nor repair is possible.
- Injection nozzle testing device with pressure line
PREREQUISITE FOR TESTING
- Pressure gauge switched on
CHECKING THE INJECTION PRESSURE
CAUTION
392 804 2401.1002
H01 / Chapter 2
When checking the injection nozzles, make sure

the fuel jet cannot hit any hands, since the fuel
penetrates the skin due to the high pressure,
thus causing severe injuries.
- Connect the injection nozzle to the injection nozzle testing

device.
- Press the pump lever slowly down. At the beginning of the
injection process, read the injection pressure. If the injection
pressure deviates from the desired value, replace the injection
nozzles.
Desired values:
New nozzles: 190 - 200 bar
Wear limit: 170 bar
TESTING FOR LEAKAGE
- Press the pump lever slowly down and keep the pressure for
about 10 seconds at 150 bar. During this process, no fuel
should drop out of the nozzle opening.
- In case of leakage, replace the injection nozzle.
Section 1
1.5.1.7 REPLACING THE O-RING AT THE COVER FOR INJECTION TIMING DEVICE
- Put a clean cloth under the injection pump.

- Screw out the cover screws (1) with a commercially available
offset screwdriver for Torx screws, e. g. Hazet 2115-T30.
- Remove the cover (2) and clean it.
- Replace the O-Ring (3) and mount the cover with the existing
shims (4).
392 804 2401.1002

H01 / Chapter 2
Section 1
1.6 MECHANICAL SYSTEM OF THE ENGINE
TIGHTENING TORQUES
Screwed connection Tightening torque
Screws, nuts M6 10 Nm
M8 20 Nm
M10 45 Nm
M12 60 Nm
REMOVING AND INSTALLING THE SEALING FLANGES AND FLYWHEEL/DRIVING DISK
2 Sealing ring (replace)
3 Sealing flange - front - must
be positioned on fitting
sleeves;
392 804 2401.1203
H01 / Chapter 2
remove and install

4 Cylinder block
5 Flywheel/driving disc;
7 Intermediate plate must be
positioned on fitting sleeves,
do not bend/damage when
carrying out assembly work
8 Replace sealing flange with
sealing ring only as a
complete unit;
grease the sealing lip of the
sealing ring slightly with oil
Section 1
1.6.1 REPLACING THE SEALING RING FOR THE CRANKSHAFT - PULLEY SIDE
- 2080 A Guide sleeve
- 3415 Holding device
- 3203 Sealing ring extractor
- 3265 Clamping sleeve
- T10053 Mounting device for PTFE design
392 804 2401.1002

H01 / Chapter 2
REMOVING
- Dismount V-ribbed belt.

- Dismount toothed belt .
- Dismount the crankshaft pulley. To do so, hold the pulley with
the holding device 3415.
- For guidance of the seal extractor, screw the central screw
manually up to the limit stop into the crankshaft.
- Turn the internal part of the seal extractor 3203 by two turns
(approx. 3 mm) out of the external part and lock with knurled
screw.
- Grease the threaded part of the seal extractor with oil, position
the extractor and screw it as far as possible into the sealing
ring, applying strong pressure.
- Loosen the knurled screw and turn the internal part against the
crankshaft until the sealing ring is pulled out.
Section 1
INSTALLING
- Grease the sealing lip of the sealing ring slightly with oil.
- Put the guide sleeve of 2080 A onto the crankshaft journal.
- Push the sealing ring over the guide sleeve.
- Use the clamping sleeve 3265 to press in the sealing ring with
the central screw (1) up to the limit stop.
NOTE: Use of PTFE seals (characteristic: without

internal hose spring, sealing ring broader). The
sealing lip of these seals may not be oiled or
greased. An early-type radial shaft seal (with
internal hose spring) may be replaced with a
PTFE seal, but not viceversa.
- Grease the sealing lip of the sealing ring slightly with oil.
392 804 2401.1002
H01 / Chapter 2
INSTALLING THE PTFE SEALING RING
NOTE: The sealing lip of the sealing ring must not be

oiled or greased addionally.
- Remove the oil residues a the crankshaft journal with a clean

cloth.
- Put the guide sleeve T10053/1 onto the crankshaft journal.
- Push the sealing ring over the guide sleeve onto the crankshaft
journal.
- Press in the sealing ring with the clamping sleeve T10053 and
the screw T10053/2 up to the limit stop.
- Mount the V-ribbed belt.
Section 1
1.6.2 REMOVING/INSTALLING THE SEALING FLANGE - FRONT
- 2080 A Guide sleeve

- Portable drilling machine with plastic brush
insert
- D 176404 A2 silicone sealant
- Blunt scraper
392 804 2401.1002

H01 / Chapter 2
REMOVING
- Remove V-ribbed belt.

- Remove toothed belt.
- Remove the crankshaft pulley. To do so, hold the pulley with
the holding device 3415.
NOTE: When applying the holding device, put two

washers between pulley and holding device.
- Drain the engine oil.

- Remove the oil pan.
- Unscrew the sealing flange - front.
- Take the sealing flange off, if necessary by light knocks with
a rubber mallet.
- Remove sealant residues at the cylinder block with the help
of a blunt scraper.
- Remove sealant residues at the sealing flange with the help of
a rotating plastic brush.
CAUTION
Wear safety googles.
- Clean the sealing surfaces. They must be free from oil and
grease.
Section 1
INSTALLING
NOTE: Observe the use-by date of the sealant.

Once the silicone sealant has been applied, the
sealing flange must be installed within 5
minutes.
- Cut off the tube nozzle at the front mark (nozzle diameter
approx. 3 mm).
- Apply the silicone sealant as shown in the figure on the clean
sealing surface of the oil pan. The sealant bead (arrows)
should have a thickness of 2 - 3 mm.
ATTENTION
The sealant bead must not be thicker, since in this
case excess sealant can drop into the oil pan and
clog the screen in the suction hose of the oil pump.
- Apply silicone sealant bead as shown in the figure on the clean

sealing surface of the sealing flange.
- Position the sealing flange immediately and slightly tighten all
392 804 2401.1002
H01 / Chapter 2
screws.
NOTE: To position the sealing flange with the sealing

ring mounted, use guide sleeve 2080 A.
- Tighten the fastening screws of the sealing flange crosswise.

- Remove the oil pan.
NOTE: After the mounting procedure, the sealant must

dry for about 30 minutes. The engine oil must
not be filled in before this period is over.
- Mount toothed belt and set the control times.

- Mount V-ribbed belt.
Section 1
1.6.3 CYLINDER HEAD
392 804 2401.1002

1 Toothed belt guard -upper part 11 Suspension shackle H01 / Chapter 2
2 Toothed belt 12 Replace cylinder head screw,

before removing the belt, mark running observe correct order when loosening and
direction, tightening
check for wear, do not bend, 13 Oil barrier
remove and install, tension 14 Cylinder head cover
3 Tightening torque 20 Nm with vulcanized sealing
4 Tightening torque 20 Nm 15 Replace sealing
5 Tightening torque 45 Nm in case of damage
6 Camshaft sprocket 16 Closing cap,
7 Tensioner pulley replace sealing in case of damage
check semi-automatic toothed belt 17 Ventilation tube
tensioner pulley 18 Clamp
8 Idler pulley 19 Pressure regulation valve
9 Toothed belt guard - rear for crankcase ventilation
10 Tightening torque 10 Nm 20 Sealing, replace in case of damage
Section 1
22 Injection lines - torque to 25 Nm,
dismount with tool 3035
Always remove the complete set of lines,
do not change the bending shape
23 Vacuum pump
for power brake
24 Replace sealing
25 Remove and install injection nozzle
26 Check glow plug,
tightening torque 15 Nm
27 Replace cylinder head gasket,
observe marking, after replacement
change the total coolant quantity
392 804 2401.1002
H01 / Chapter 2
Section 1
1.6.3.1 CHECKING THE CYLINDER HEAD FOR DISTORTION
Max. admissible distortion: 0.1 mm
NOTE: Subsequent machining of diesel cylinder heads

is not permissible.
CHECKING THE PISTON POSITION IN THE TOP DEAD CENTRE (TDC)
- VW 382/7
- VW 385/17
392 804 2401.1002

H01 / Chapter 2
TESTING PROCEDURE
When installing a new piston or short block, the piston position

in the TDC must be checked. Depending on the piston projection,
the corresponding cylinder head gasket has to be mounted in
accordance with the following table:
Piston projection Marking

notches/holes
0.91 mm - 1.00 mm 1
1.01 mm - 1.10 mm 2
1.11 mm - 1.20 mm 3
MARKING OF CYLINDER HEAD GASKET
- Spare part no. = Arrow 1

- Control code = Arrow 2 (needs not to be observed!)
- Holes = Arrow 3
NOTE: If the projection measuring of the pistons results

in differing values, the highest measuring value
is to be assumed for the assignment of the
gasket.
Section 1
1.6.3.2 REMOVING AND INSTALLING THE CYLINDER HEAD
REMOVING
IMPORTANT
Due to the lack of space, the following must be
observed for all mounting and installation works:
All kinds of lines (e. g. for fuel, hydraulic fluid,
coolant and refrigerant, negative pressure),
including electric lines, should be laid in such a
way that the original line arrangement is restored.
Make sure there is sufficient clearance to all
moveable or hot components.
- All cable binders which have been loosened or cut open during
the removing procedure must be attached at the same place
in the installation procedure.
- Disconnet the earthing strap on the battery with the ignition
switched off.
- Drain the coolant.
- Pull off all coolant hoses to the cylinder head with the mounting
392 804 2401.1002
H01 / Chapter 2
tool for spring band clamps VAS 5024.

- Pull off/disconnect all further electric lines which are necessary
from the cylinder head and lay them open.
- Pull off the required vacuum and vent lines from the cylinder
head.
- Remove the upper part of the inlet pipe.
- Dismount the toothed belt protection, the cylinder head cover
and the vacuum pump.
- Dismount the camshaft sprocket.
- When loosening the cylinder head screws, keep to the correct
order.
INSTALLING
NOTE: Always replace the cylinder head screws.

In case of repair, remove sealant residues
carefully from cylinder head and cylinder block.
Be careful not to cause any oblong marks and
scratches. If abrasive paper is used, the
coarseness must not be below 100. Remove
abrasive residues carefully. Do not take the new
cylinder head gasket out of its packing until it is
actually mounted.
Handle the sealing with utmost care. Any damage
of the silicone layer and in the bead area leads
to leakage.
- Before mounting the cylinder head, put the crankshaft to the

Section 1
TDC mark.
- Turn the crankshaft back, against the sense of rotation of the
engine, until all pistons are almost uniformly under TDC.
- Position the cylinder head gasket.
- Position the cylinder head, insert the cylinder head screws
and tighten them hand-tight.
- Tighten the cylinder head screws in four stages in the order

shown in the figure as follows:
1. Initial tightening with torque wrench:

Stage I = 40 Nm
Stage II = 60 Nm
2. Continue tightening with a rigid spanner:

Stage III = 1/4 turn (90°)
392 804 2401.1002

H01 / Chapter 2
Stage IV = 1/4 turn (90°)
NOTE: Retightening of the cylinder head screws after

repair is not necessary.
- After the cylinder head has been fastened, turn the camshaft
sprocket to a position in which the cams for cylinder 1
uniformly point upwards. Before the toothed belt is positioned,
set the crankshaft in the sense of rotation of the engine to
TDC.
Section 1
1.6.4 CHECKING THE COMPRESSION
REQUIRED SPECIAL TOOLS, EQUIPMENT, TESTING AND MEASURING UNITS AND AUXILIARY
DEVICES
- 3220 Flexible head spanner

- V.A.G 1381/12 Adapter
- V.A.G 1763 Compression tester
PREREQUISITE FOR TESTING
- Engine oil temperature at least 30 °C

392 804 2401.1002
H01 / Chapter 2
TESTING PROCEDURE
- Disconnect the plug connection to the quantity regulating

mechanism of the injection pump.
- Remove all glow plugs with the help of the flexible head
spanner 3220.
- Screw in the adapter V.A.G 1381/12 instead of the glow plugs.
- Check the compression by means of the compression tester
V.A.G 1763.
NOTE: For tester handling, see operating instructions.
- Actuate the starter until the tester does no longer indicate any
pressure rise.
COMPRESSION VALUES:
New: 25 - 31 bar
Wear limit: 19 bar
Admissible difference between all cylinders: 5 bar
- Install the glow plugs with the help of the flexible head spanner
3220
- Check the error memory
NOTE: Due to the disconnection of the plug connection

to the injection pump, errors will be stored. For
this reason, call the error memory and clear it if
necessary.
Section 1
1.6.5 SERVICING THE VALVE GEAR
NOTE: Cylinder heads with cracks between the valve seats may still be used without the
service life being reduced if the cracks are minor, incipient cracks which are no broader
than max. 0.5 mm.
392 804 2401.1002

H01 / Chapter 2
1 Bearing caps 7 Valve spring

2 Tightening torque 20 Nm 8 Valve stem seal
3 Camshaft 9 Valve guide
4 Bucket tappet (do not interchange tappets!), 10 Sealing ring,
put it down with the running surface pointing for dismounting and mounting, remove bearing
downwards, cap
grease the running surface with oil 11 Cylinder head,
5 Valve keepers please observe above note
6 Valve spring seat 12 Valves
Section 1
1.6.6 REPLACING THE VALVE STEM SEALS
- 2036 Mounting device

- 3047 A Pulling unit
- 3129 Valve stem seal installer
- WV 541/1A Mounting lever
- VW 541/5 Thrust piece
392 804 2401.1002
H01 / Chapter 2
REMOVING
(with cylinder head installed)
- Remove the camshaft.

- Take the tappet out and put it down, with the running surface
pointing downwards. Make sure the tappets are not
interchanged.
- Put the piston of the respective cylinder to the top dead centre
(TDC).
- Apply the mounting device 2036 and adjust the bearing to stud
height.
- Remove the valve springs with the help of the mounting lever
VW 541/1A and thrust piece VW 541/5.
NOTE: During this procedure, the valves are supported

on the piston bottom.
- Pull off the valve stem seals with the help of the tool 3047A.
Section 1
MOUNTING
- Plug the supplied plastic bushing onto the corresponding

valve stem. This prevents damage to the new valve stem
seal.
- Insert the new valve stem seal into the valve stem seal
installer 3129.
- Grease the sealing lip of the valve stem seal with oil and push
it carefully onto the valve guide.
392 804 2401.1002

H01 / Chapter 2
Section 1
1.6.7 REMOVING AND INSTALLING THE CAMSHAFT
- 3359 Retention pin
- T10098 Camshaft setting bar
- T40001 Puller
- V/159 Nut spanner Matra

392 804 2401.1203
H01 / Chapter 2
REMOVING
- Slacken the toothed belt and remove it from the sprockets of

the camshaft and the injection pump.
NOTE: The vibration damper/pulley and the toothed

belt guard - central and lower part - need not be
removed.
- Take the camshaft sprocket off.

- First, remove the bearing caps 5, 1 und 3. Release the bearing
caps 2 and 4 alternately in a cross pattern.
Section 1
INSTALLING
NOTE: When the camshaft is installed, the cams for

cylinder 1 must point upwards.
When installing the bearing caps, avoid
mismatch of the bore; before installation, mount
the bearing caps and determine the fitting
position.
- Grease the running surfaces of the camshaft with oil.

- Tighten the bearing caps 2 and 4 alternately in a cross pattern
and torque them to 20 Nm.
- Install the bearing caps 5, 1 and 3 and torque them, too, to 20
Nm.
- Fit in the bearing caps by means of slight knocks on the face
of the camshaft.
- Mount the camshaft sprocket.
- Install and tension the toothed belt.
CAUTION
After installation of new tappets, the engine must
392 804 2401.1002

H01 / Chapter 2
not be started for about 30 minutes. Hydraulic
balance elements must settle, otherwise the valves
will contact the piston.
Section 1
1.6.8 CHECKING THE HYDRAULIC BUCKET TAPPETS
- Feeler gauge
- Wood or plastic wedge
NOTE: Always replace the tappets as complete units

(They cannot be adjusted or repaired).
Irregular valve noise during starting is normal.
TESTING PROCEDURE
- Start the engine and operate it until the engine oil temperature
is at least 80 °C.
- Raise the speed for 2 minutes to approx. 2500 rpm.
If the hydraulic tappets are still noisy, find out which of the
tappets is defective by proceeding as follows:
392 804 2401.1002
H01 / Chapter 2
- Remove the cylinder head cover.

- Turn the crankshaft in clockwise direction until the cams of the
tappets to be checked are on top.
- Determine the play between cams and tappets.
If the play exceeds 0.1 mm, replace the tappet. If the play is
below 0.1 mm or if there is no play at all, continue the test as
follows:
- Push the tappet with the wood or plastic wedge down. If you
notice a free distance of more than 0.1 mm up to the point
when the valve opens, replace the tappet.
CAUTION
After installation of new tappets, the engine must
not be started for about 30 minutes. Hydraulic
balance elements must settle, otherwise the valves
will contact the piston.
Section 1
1.6.9 REMOVING AND INSTALLING THE OIL PAN
- Portable drilling machine with plastic brush insert

- Silicone sealant D 176404 A2
- Blunt scraper
REMOVING
- Drain the engine oil.

- Unscrew the oil pan.
- If necessary, loosen the oil pan by light knocks with a rubber
mallet.
- Remove sealant residues at the cylinder block with the help
of a blunt scraper.
- Remove sealant residues at the oil pan with the help of a

rotating brush, e.g. a portable drilling machine with plastic
brush insert.
392 804 2401.1002

H01 / Chapter 2
CAUTION
Wear safety googles.
- Clean the sealing surfaces. They must be free from oil and
grease.
INSTALLING
NOTE: Observe the use-by date of the sealant.

Once the silicone sealant has been applied, the
oil pan must be installed within 5 minutes.
- Cut off the tube nozzle at the front mark (nozzle diameter
approx. 3 mm).
- Apply the silicone sealant as shown in the figure on the clean
sealing surface of the oil pan. The sealant bead (arrows)
should have a thickness of 2 - 3 mm and run around the screw
holes on the inside (see arrows).
Section 1
ATTENTION
The sealant bead must not be thicker, since in this
case excess sealant can drop into the oil pan and
clog the screen in the suction hose of the oil pump.
- Apply silicone sealant bead as shown in the figure on the clean

sealing surface of the oil pan.
- Position the oil pan immediately and slightly tighten all screws.
NOTE: The oil pan must end flush with the cylinder
block.
- Tighten the oil pan screws to a torque of 15 Nm.
NOTE: After the mounting procedure, the sealant must

dry for about 30 minutes. The engine oil must
not be filled in before this period is over.
The rest of the assembly is carried out in reverse order of the

steps described for removing.
392 804 2401.1002
H01 / Chapter 2
Section 1
1.6.10 CHECKING THE OIL PRESSURE AND OIL PRESSURE SWITCH
- VAG 1342 Oil pressure tester

- VAG 1527 B Diode test lamp
- VAG 1594 A Set of auxiliary devices
392 804 2401.1002

H01 / Chapter 2
TESTING PROCEDURE
- Remove the oil pressure switch (F1) and screw it into the
testing device.
- Screw the testing device instead of the oil pressure switch into
the oil filter holder.
- Connect the brown line of the tester to earth (-).
- Connect the diode test lamp VAG 1527 B with auxiliary lines
from VAG 1594 A to the positive battery pole (+) and the oil
pressure switch. The LED should not light up.
- Start the engine and raise the speed slowly.
At a pressure of 0.55 - 0.85 bar, the LED should light up, if not,
replace the oil pressure switch.
- Increase the speed further.
At 2000 rpm and an oil temperature of 80 °C, the oil pressure
should be at least 2.0 bar.
At higher speeds, the oil pressure must not exceed 7.0 bar. If
necessary, replace the oil pump cover with pressure control
valve.
Section 1
1.6.11 DRAINING AND REFILLING THE COOLANT
- VAS 5024 Pliers for spring band clamps

- Hydrometer
DRAINING
- Open the sealing cap of the coolant recovery bottle.

392 804 2401.1002
H01 / Chapter 2
CAUTION
When the recovery bottle is opened, hot steam
may escape, cover the cap with a cloth and open it
carefully.
- Use the mounting tool for spring band clamps VAS 5024 to pull
off the lower coolant hose at the radiator .
- In addition to draining the coolant from the engine, remove the

connecting piece with coolant regulator (see arrows).
NOTE: Please observe the regulations for the discharge

of coolant!
Section 1
REFILLING
NOTES: As a coolant additive, only G 12 may be used in accordance with TL VW 774 D.

Characteristic: red colour
G 12 must never be mixed with other coolant additives!
If the liquid in the recovery bottle is brown, G 12 has been mixed with another coolant.
In this case, the coolant must be changed.
G 12 and coolant additives with the note "in accordance with TL VW 774 D" prevent
damage caused by frost and corrosion, lime deposits and, moreover, raise the boiling
temperature. For these reasons, the cooling system should always be filled with
antifreeze and corrosion prevention agent, all the year round.
Especially in countries with a tropical climate, the coolant contributes, due to the
higher boiling point, to operational reliability at high engine loads, .
The antifreezing effect must be guaranteed up to approx. -25 °C (in countries with
arctic climate up to approx. -35 °C).
Even during the warmer season and in warm countries, the concentration of the
392 804 2401.1002

H01 / Chapter 2
coolant must never be reduced by refilling water. The coolant additive proportion
should be at least 40 %.
If, for climatic reasons, a stronger antifreeze effect is required, the G 12 proportion
may be increased up to 60 %, but no more (antifreeze effect up to approx. -40 °C), since
in case of a higher increase, the antifreeze effect would be reduced again and,
furthermore, the cooling effect would deteriorate.
If the heat exchanger, the radiator, the cylinder head or cylinder head gasket have
been replaced, do not use the used coolant again.
Recommended ratio of ingredients:
Antifreeze effect Antifreeze G 121) Water1)

up to percentage
-25 °C 40 % 2.4 l 3.6 l

-35 °C 50 % 3.0 l 3.0 l
1)
The coolant quantity may vary depending on the truck equipment.
- Close the coolant drain plug.

- Fill in coolant up to the max. mark on the recovery bottle.
- Close the recovery bottle.
- Run the engine until the fan starts operating.
- Check the coolant level and refill coolant if necessary. When the engine is at operating temperature, the
coolant level must be at the max. mark, when the engine is cold, it must be between the min. and the
max. mark.
Section 1
1.6.12 COOLANT PUMP
REMOVING AND INSTALLING THE COOLANT PUMP
REQUIRED SPECIAL TOOLS AND AUXILIARIES

- Hydrometer
REMOVING
NOTES: Gaskets and sealing rings should always be

replaced.
The lower part of the toothed belt guard need
392 804 2401.1203
H01 / Chapter 2
not be removed.
The toothed belt remains on the crankshaft
pulley.
Before dismounting the coolant pump, cover
the toothed belt with a cloth to protect it from
the coolant.

- Remove V-ribbed belt.
- Remove toothed belt guard.
- Remove the toothed belt from the camshaft sprocket, the
injection pump sprocket and the coolant pump sprocket.
- Unscrew the fastening screw (1) from the idler pulley (2) and
press it for approx. 30 mm in downward direction.
- Unscrew the fastening screws (3) of the coolant pump and
carefully take out the coolant pump (4) between engine holder
and rear toothed belt guard.
Section 1
INSTALLING
The mounting procedure is carried out in the reverse order of the

described steps. Please observe the following instructions:
- Moisten the new O-ring (5) with coolant.

- Position the coolant pump (4) in the cylinder block and tighten
the fastening screws (3).
NOTE: The sealing plug of the coolant pump points in

downward direction.
- Install the idler pulley (2) and tighten (replace) the fastening
screw (1).
Tightening torque: 40 Nm and 1/4 turn (90°).
- Mount the V-ribbed belt.
- Refill coolant.
392 804 2401.1203

H01 / Chapter 2
CHECKING THE COOLANT PUMP FOR WEAR
REQUIRED TOOLS
- Straight edge
- Feeler gauge
- Turn drive wheel by hand. The movement should not be

sluggish, nor should there be too much play in the bearing.
- Use straight edge and feeler gauge to determine the wear (1)
along the tooth length.
If the wear exceeds 0.30 mm, the coolant pump must be
replaced (always together with the pinion).
Section 1
1.6.13 REMOVING AND INSTALLING THE COOLANT REGULATOR
REMOVING
NOTE: Gaskets and sealing rings should always be

replaced.
392 804 2401.1002
H01 / Chapter 2

- Pull off the coolant hose from the connection piece (2).
- Unscrew the fastening screws (1) of the connection piece (2)
and remove the connection piece (2) with coolant regulator
(4).
- Turn the coolant regulator (4) by 1/4 turn (90°) to the left and
take it out of the connection piece (2).
INSTALLING
The installation procedure is carried out in the reverse order of

the described steps. Please observe the following instructions:
- Moisten the new O-ring (5) with coolant.

- Insert the coolant regulator (4) into the connection piece (2)
and turn by 1/4 turn (90°) to the right.
NOTE: The clips of the coolant regulator must be almost in

vertical position.
- Insert the connection piece (2) with coolant regulator (4) into
the engine block.
- Tighten the fastening screws (1).
- Refill coolant.
Section 1
1.7 SELF-DIAGNOSIS
1.7.1 INTRODUCTION
Self-diagnosis and safety concept of the BEQ with the Electronic Diesel Control ("EDC") system
During operation, the control unit has the following functions:
- Comparison of the values measured by the sensors to check them for plausibility.
- Monitoring of the electrical and mechanical operativeness of the actuators.
This is effected by means of a comparison of desired value/actual value.
The results must meet the specified requirements.
- Monitoring of the state of the electric plug and cable connections for interruption and short circuit.
In case of errors and failures in the system, the EDC reacts in various stages, in accordance with the
significance of the error or failure:
Stage 1: In case of a failure of sensors with correction function, preset substitute values are taken, or
information of other sensors which can be evaluated is taken instead.
In most cases, the driver does not realize this; such a fault is detected in the annual inspection.
392 804 2401.1002

H01 / Chapter 2
Stage 2: Serious faults which lead to the failure of partial functions reduce the performance. The driver
receives warning signals by the flashing inicator lamp for pre-heating time.
Stage 3: If the power output of the engine can no longer be controlled by the driver with the help of the
accelerator pedal, the EDC controls the engine in such a way that it starts idling. Thus, the
truck can be moved out of the traffic area.
Stage 4: If safe operation of the engine can no longer be ensured, the engine is switched off by the fuel
quantity regulating unit. If this is no longer possible as a result of the failure, the engine will be
switched off by means of the fuel cut-off valve (double safety).
Section 1
The control unit for the diesel direct injection is equipped with a permanent error memory. This allows the
checking of errors which have occurred during earlier starting procedures.
Thus, fault causes may be detected more quickly. The self-diagnosis of the electronic control unit is
carried out in mode „1“ - TRUCK SYSTEM TEST.
For evaluation, the laptop is used. All sensors/actuators are monitored.
NOTE: In addition, we recommend a 121-pole test box for troubleshooting.

392 804 2401.1203
H01 / Chapter 2
For diagnosis:
- Use the interface converter cable (300 356 2503) to connect the laptop to the truck diagnosis plug (7-
pole)(6X2)
- Ignition "ON"
- Start the diagnosis program (Pathfinder).
Section 1
1.7.2 SEQUENCE OF OPERATION FOR SELF-DIAGNOSIS / TROUBLESHOOTING
PREREQUISITES FOR TESTING
- The fuse F12 (2 A) is okay.

- The battery voltage must be at least 11.5 V.
- Earth connections between engine and truck frame okay.
- Connect the laptop.

- Connect the diagnosis cable to the diagnosis plug 6X2 (located at the bottom right hand corner of the
electrical control panel behind the operator’s seat).
- Start diagnosis program.
Depending on the desired function, you must:
- switch the ignition on or

- start the engine, see diagnosis program.
IMPORTANT
After the repair, always read out the error memory of the engine control unit and clear the
392 804 2401.1203

H01 / Chapter 2
memory contents, check any further stored errors, eliminate and clear them.
NOTES: Distinction between "static" and "sporadic" errors. An error is recognized as static
if it is active for at least 2 seconds.
If a static error does not occur again within 2 minutes after the beginning of a driving
cycle (ignition is on for at least 2 seconds), it is stored as sporadic.
If a sporadic error does not occur again during 50 driving cycles (ignition is on for at
least 2 seconds), it will be deleted.
Before replacement of the components which have been detected to be defective,
first check the lines and plug-in connections to these components as well as the earth
connections in accordance with the circuit diagram.
Check the plug connections for correct latching and correct seat on the relay plate.
Section 1
Below, all possible error causes which might lead to a system failure are specified.
Problem Possible cause Elimination

Control unit does not respond Supply voltage too low Check and correct
supply voltage if necessary
(Terminal15 on immobilizer
and engine control)
Short circuit between the lines of the Check plug connection and
plug connection (5-pole), eliminate the fault in accordance
(„W“ and „K“ on the controller for with the circuit diagram
the immobilizer stands for
short circuit to earth)
Control unit does not respond Cable defective Check and replace cable if
necessary
Immobilizer defective Replace immobilizer
Control unit defective Replace control unit

392 804 2401.1203
H01 / Chapter 2
NOTE: Please check the engine control unit before! If a diagnosis of the engine control unit is
possible, it may be assumed that the lines are okay.
The control unit identification is checked automatically (after ignition "ON").

Section 1
ERROR TABLE
NOTE: The error table is arranged in the order of the 5-figure error code number shown on the
left (e. g. 16500).
If components are detected as defective:

First, check the lines and plug connections to these components as well as the earth
connections of the system with the help of the circuit diagram. Replace the component only
if this check does not reveal any failures. This applies in particular to faults which are
marked as "sporadic".
392 804 2401.1203

H01 / Chapter 2
Section 1
Error code Possible cause Possible effects Elimination
16500
Coolant temperature - Line interruption or line- - Black smoke at start - Check 0B1 (G62)
sensor 0B1 (G62) to-plus short circuit - Always pre-heating of - Check coolant regulator
- 0B1 (G62) defective about 20 s (see Section "Checking
implausible signal the components and
functions")
16684
Combustion not
recognized
16685
Cylinder 1
Combustion not
392 804 2401.1203
recognized
H01 / Chapter 2
16686
Cylinder 2
Combustion not
recognized
16687
Cylinder 3
Combustion not
recognized
16688
Cylinder 4
Combustion not
recognized
Section 1
16705
Engine speed sensor

0B2 (G28)
implausible signal - Line interruption or - Engine may stall - Check 0B2 (G28)
line-to-earth short circuit - Rough engine running (see Section "Checking
- G28 defective - Indicator light of pre- the components and
- Metal chips at G28 heating time flashes functions")
- G28 loose - Increased emission
- Speed sensor/sensor values
wheel distance too big - No tachometer
indication
16706
Engin speed sensor

0B2 (G28)
no signal - Line interruption or - Engine fails to start - Check 0B2 (G28)
392 804 2401.1203

short circuit of line - Engine stalls (see Section "Checking
H01 / Chapter 2
- G28 defective - Indicator light of pre- the components and
heating time flashes functions")
- No tachometer
indication
Section 1
16985, 16989, 16990
Control unit 0N1(J248) - Control unit 0N1 (J248) - Drivability deficiencies - Replace 0N1 (J248)
defective internally defective - Engine stop (see Section "Checking
the components and
functions")
17568
Inlet pipe temperature

sensor 0B4 (G72)
short circuit to earth - Line-to-earth short - Goes to default value - Check 0B4 (G72)
circuit 136.8 °C (see Section "Checking
- 0B4 (G72) defective the components and
functions")
17569
392 804 2401.1203
H01 / Chapter 2
Inlet pipe temperature

sensor 0B4 (G72)
interruption/ - Line interruption or line- - Goes to default value - Check 0B4 (G72)
short circuit to plus to-plus short circuit 136.8 °C (see Section "Checking
functions")
17570
Fuel temperature
sensor 0B3 (G81)
short circuit to earth - Line-to-earth short - Goes to default value - Check 0B3 (G81)
circuit -5.4 °C (see Section "Checking
functions")
17571
Fuel temperature
sensor 0B3 (G81)
interruption/ - Line interruption or line- - Goes to default value - Check 0B3 (G81)
short circuit to plus to-plus short circuit -5.4 °C (see Section "checking
- 0B3 (G81) defective - Increased emission the components and
values functions"
Section 1
17656
Start of injection
control
system deviation - Fuel tank empty - Rough engine running - Fuel filter or fuel line
- Fuel supply defective, - Reduced power clogged
lack of fuel - Increased emission - Dynamically check and
- Start of delivery not values adjust start of injection
correct - Poor cold start - Check N108, actuator
- Injection start vale behaviour diagnosis
0Y2(N108) defective - Check 0B5 (G80)
- Needle lift sensor (see Section "Checking
0B5 (G80) defective the components and
functions")
392 804 2401.1203

H01 / Chapter 2
Section 1
17659
Injection start valve

0Y2 (N108)
short circuit to plus - Line-to-plus short circuit - Engine knocks at idle - Check 0Y2 (N108),
- 0Y2 (N108) defective because start of actuator diagnosis
injection is constantly (see Section "Checking
advanced the components and
functions")
17660
Injection start valve

0Y2 (N108)
- Engine knocks at idle
interruption/ - Line interruption because start of
short circuit to earth - 0Y2 (N108) defective injection is contantly - Check 0Y2 (N108),
advanced actuator diagnosis
(see Section "Checking
392 804 2401.1203
- Line-to-earth short circuit - Power drop because the components and

H01 / Chapter 2
- 0Y2 (N108) defective start of injection is functions")

constantly retarded
17663
Coolant temperature
sensor 0B1 (G62)
short circuit to earth - Line-to-earth short circuit - Black smoke at start - Check 0B1 (G62)
- 0B1 (G62) defective - Always pre-heating of (see Section "Checking
about 20 s the components and
functions")
17664
Coolant temperature
sensor 0B1 (G62)
- Check 0B1 (G62)
interruption/short - Line interruption or line- - Black smoke at start (see Section "Checking
circuit to plus to-plus short circuit - Always pre-heating of the components and
- 0B1 (G62) defective about 20 s functions")
Section 1
17762
Control collar position

sensor 0B3
(G149)
electr. fault in circuit - Line interruption or - Indicator light of pre- - Check 0B3 (G149),
short circuit of line heating time flashes check sensor of control
- Injection pump - Drivability deficiencies collar position and fuel
defective - Engine stop quantity positioner
(see Section "Checking
the components and
functions")
17945
Fuel shut-off valve

0Y1 (N109)
malfunction - 0Y1 (N109) leaks or is - Reduced power - Check 0Y1 (N109),
392 804 2401.1203

jamming - Engine stop actuator diagnosis
H01 / Chapter 2
- 0Y1 (N109) defective (see Section "Checking
the components and
functions")
17946
Fuel shut-off valve

0Y1 (N109)
interruption/ - Line interruption or line- - Reduced power - Check 0Y1 (N109),

short circuit to earth to-earth short circuit - Engine stop actuator diagnosis
- 0Y1 (N109) defective (see Section "Checking
the components and
functions")
Section 1
Error code Possible cause of fault Possible effects Fault elimination
17969
Fuel quantity - Line interruption or - Indicator light of - Check 0B3, check

positioner short circuit of line pre-heating time sensor of control collar
- Injection pump flashes position and fuel
system deviation defective - Drivability deficiencies quantity positioner
- Engine stop (see Section "Checking
the components and
functions")
17970
Fuel quantity - Upper limit stop value - Reduced power - Check 0B3, check
positioner reached - Bucking sensor of control collar
- 0B3 defective/blocked position and fuel
upper limit stop qunatity positioner
value (see Section "Checking
the components and
392 804 2401.1203
functions")
H01 / Chapter 2
17971
Fuel quantity - Lower limit stop value - Black smoke - Check 0B3, check
positioner reached - Rough idling sensor of control collar
- 0B3 defective/blocked position and fuel
lower limit stop quantity positioner
value (see Section "Checking
the components and
functions")
17978
Engine control unit - Line interruption or - Engine starts running - Check line between
disabled 0N1 (J248) short circuit of for a short time and engine control unit
communication line then stalls (J248) and immobilizer
- Indicator light of pre- control unit 0N1 (J317)
heating time flashes acc. to circuit diagram
- Engine control unit 0N1 - Replace 0N1 (J248)

(J248) not replaced (see Section "Checking
together with control the components and
unit of immobilizer functions")
(J334)
- 0N1 (J248) defective
- J334 defective
Section 1
18008
Voltage supply
Cl.15
voltage too low - No voltage at "Ignition - Engine fails to start - Check voltage supply
ON" (terminal 15) - Drivability deficiencies of direct diesel injection
up to engine stop system
18009
Voltage supply relay,

terminal 30
implausible signal - No voltage at "Ignition - Engine fails to start - Check voltage supply
ON" (terminal 15) - Drivability deficiencies of direct diesel injection
up to engine stop system
392 804 2401.1203

H01 / Chapter 2
18020
Engine control unit
wrongly encoded - Invalid control unit - Indicator light of pre- - Encode control unit
coding heating time flashes
Section 1
18026
Glow plug relay 0K1
(J52)
short circuit to plus - Line-to-plus short circuit - No-pre-heating - Check 0K1 (J52),
- 0K1 (J52) defective - Poor cold start actuator diagnosis
behaviour (see Section "Checking
- Indicator light of pre- the components and
18027
Glow plug relay

0K1 (J52)
interruption/ - Line interruption or line- - No pre-heating - Check 0K1 (J52),

short circuit to to-earth short circuit - Poor cold start actuator diagnosis
earth behaviour (see Section "Checking
- Indicator light of pre- the components and
392 804 2401.1203
H01 / Chapter 2
18033,18034
Drive data bus - Code control unit
18048 P1640
- Replace 0N1 (J248)
Control unit 0N1 - Control unit 0N1 (J248) - Drivability deficiencies (see Section "Checking
(J248) defective internally defective - Engine stop the components and
functions")
18056
- Code control unit
Drive data bus
19456
Indicator light of - Check connection

pre-heating system resistance of data bus
Error message - Faulty data lines to

from display display
Section 1
NORMALIZED MEASURING VALUE BLOCKS
SAFETY MEASURES
ATTENTION
The following measures should be taken if the test and measuring equipment has to be
used for test drives:
- Always fasten test and measuring equipment properly.

- Jack up truck, if required.
READING THE MEASURING VALUE BLOCK
- The coolant temperature must be at least 80 °C.

- All electrical loads such as rear window heating must be switched off.
- The air conditioning system of the truck, if available, must be switched off.
- The error memory must not include any error. => Call up error memory.
392 804 2401.1203

H01 / Chapter 2
TESTING PROCEDURE
- Start diagnosis program.

- Select button "Normalized measuring value blocks" under "Inputs + Outputs“.
Section 1
LAYOUT OF PROGRAM INTERFACE "NORMALIZED MEASURING VALUE BLOCKS"
Display 1 Display 3
Display 2 Display 4
392 804 2401.1203
H01 / Chapter 2
Section 1
Meas. Display area

value
block 1 2 3 4
001 Engine speed Injection quantity Pump voltage Coolant temperature

xxxx/min xx,x mg/Hub x,xx V xxx,x °C
003 Engine speed EGR valve on/off ratio Exhaust gas recirc. des.value Exhaust gas recirc. , act. value
xxxx/min xxx mg/stroke xxx mg/stroke
004 Engine speed On/off ratio - start of Start of injection, desired value Start of injection, actual value
injection valve
xxxx/min 0-100 % xx,x° bef. (aft.) TDC xxx mg/stroke
005 Engine speed Coolant temperature Start of injection, actual value Start quantity
xxxx/min xxx,x °C xx,x° bef (aft.) TDC xxx mg/Hub
007 Fuel temperature Coolant temperature Inlet pipe temperature

xxx,x °C xxx,x °C xxx,x °C
008 Engine speed Torque restriction Characteristic map for smoke
392 804 2401.1203

H01 / Chapter 2
xx,x mg/stroke xx,x mg/stroke
010 Air mass Atmospheric pressure Inlet pipe pressure

xxx mg/stroke xxxx mbar xxx mbar
011 Engine speed On/off ratio boost pressure Boost pressure, Boost pressure,
restriction desired value actual value
xxxx/min xxxx mbar xxxx mbar
012 Pre-heating time Coolant temperature Battery voltage

of control unit
xx,xx xxx °C xx,x V
013 Deviation Deviation Deviation Deviation

cylinder 1 cylinder 2 cylinder 3 cylinder 4
x,xx mg/stroke x,xx mg/stroke x,xx mg/stroke x,xx mg/stroke
Section 1
1.7.3 Evaluating the measuring value blocks

Measuring value block 01 at idle speed (warmed-up engine, coolant temperature not below 80 °C)
Measuring value block 01 - Injection quantity
1 2 3 4 Display areas Desired value
Coolant temperature 80 - 110 °C
Pump voltage 1.6 ... 2.1 Volt
Injection quantity 3 ... 9 mg/stroke
Engine speed 950 - 1,050 rpm

392 804 2401.0603
H01 / Chapter 2
EVALUATION: INDICATION OF INJECTION QUANTITY
Indication Possible cause Elimination
below - Mixture too rich Replace injection pump

3 mg/stroke
above - Engine too cold Warm up engine at increased speed

9 mg/stroke and repeat test
- Mixture too lean Replace injection pump
EVALUATION: INDICATION OF SENSOR VOLTAGE OF CONTROL COLLAR DISPLACEMENT
below 1.6 V - Mixture too rich Replace injection pump
above 2.1 V - Engine too cold - Warm up engine at increased

speed and repeat test
- Mixture too lean - Replace injection pump

Section 1
Measuring value block 04 - Start of injection -
Start of injection (desired value) 0° aft. TDC - 4° bef. TDC
Start of injection (actual value) 0° aft. TDC - 4° bef. TDC
On/off ratio of injection start valve 2 - 80 %
Engine speed 950 - 1,050 rpm
392 804 2401.1203

H01 / Chapter 2
EVALUATION: INDICATION OF START OF INJECTION (DESIRED VALUE)
above 4° bef. TDC Engine too cold Warm up engine at increased speed
and repeat test.
Section 1
EVALUATION: INDICATION OF START OF INJECTION (ACTUAL VALUE)
above 4° bef. TDC Engine too cold Warm up engine at increased speed
and repeat test.
Injection pump is over-advanced Dynamically check and adjust

start of injection.
Injection start valve (N108) Check 0Y2, actuator diagnosis

defective
after TDC Injection pump is extremely Dynamically chack and adjust

over-retarded start of injection.
Injection timing blocked Check 0Y2, actuator diagnosis
Injection start valve (N108) Actuator diagnosis

392 804 2401.0603
H01 / Chapter 2
defective
Measuring value block 05 at idle speed
The values indicated describe the conditions at engine start.
Measuring value block 05 - Start conditions -
Start quantity -
Start of injection (actual value) -
Coolant temperature -
Engine speed -
Section 1
Measuring value block 07 with ignition ON (engine cooled down, at rest)
Measuring value block 07 -Temperatures -
1 2 3 Display areas Desired value
Inlet pipe temperature approx. ambient temperature1)
Coolant temperature approx. ambient temperature1)
Fuel temperature approx. ambient temperature1)
1)
A definition of desired values for temperatures is not possible. With the engine cooled down, the
392 804 2401.1002

H01 / Chapter 2
temperature values of fuel, intake air and coolant have to be approximately the same as the ambient
temperature.
Check the relevant sensor if there are significant deviations.
EVALUATION: INDICATION OF FUEL TEMPERATURE
-5.4 °C - Short circuit or sensor of fuel - Check 0B3

temperature (G81) defective - In the event of a fault, the measuring
value block indicates a fuel
temperature of -5.4 °C.
EVALUATION: INDICATION OF INLET PIPE TEMPERATURE
Indication Possible cause of fault Fault elimination
approx. 136.8 °C - Sensor of inlet pipe temperature - Check 0B4

(G72) defective - In the event of a fault, the measuring
value block indicates a constant inlet
pipe temperature of approx. 136.8 °C
Section 1
EVALUATION: INDICATION OF COOLANT TEMPERATURE
Great deviation - Short circuit or sensor of coolant - Check 0B1

from ambient temperature (G62) defective - In the event of a fault, the fuel
temperature temperature is indicated instead.
Measuring value block 12 (without significance for service)
The values indicated describe the conditions at engine start.
Measuring value block 12 - Pre-heating -

392 804 2401.0603
H01 / Chapter 2
1 2 3 Display areas Desired value
Battery voltage -
Coolant temperature -
Pre-heating time (in seconds) -

-
Section 1
Measuring value block 13 - Smooth running control -
Deviation cylinder 4 -1.9 to +1.9 mg/stroke
392 804 2401.0603

H01 / Chapter 2
EVALUATION: INDICATION OF SMOOTH RUNNING CONTROL
- The injection system has a smooth running control, which detects and balances any performance
difference between the individual cylinders (component tolerances, nozzle throughput, compression,
etc.) by a selective metering of the injection quantity at idle speed.
- Differences are detected at idle speed via the signal issued by the engine speed sensor which supplies
four signals per crankshaft revolution to the control unit. If all signals are received at the same rhythm,
then all cylinders perform the same work. If one cylinder has a poorer performance, the crankshaft needs
more time for the next half crankshaft revolution. The other way round, a powerful cylinder accelerates
the crankshaft very much so that it needs less time.
- Once the control unit has detected a difference, the relevant cylinder will be supplied with a larger or
smaller injection quantity until the engine runs smoothly.
- +xx mg/stroke: Cylinder shows poor performance and is therefore supplied with more fuel..
- -xx mg/stroke: Cylinder is more powerful and therefore supplied with less fuel.
Section 1
Measuring value block 04 at full load (coolant temperature not below 80 °C)
NOTE: To perform the test, accelerate at full speed.
Measuring value block - Start of injection -
Start of injection (actual value) approx. start of injection

(desired value)
Start of injection (desired value) 5° ::: 10° before TDC
On/off ratio of injection start valve 70 - 95 %

392 804 2401.0603
Engine speed approx. 2,700 rpm

H01 / Chapter 2
EVALUATION: INDICATION OF START OF INJECTION (ACTUAL VALUE)
Indication Possible cause of fault Error elimination
Deviation from Injection start valve 0Y2 defective Check 0Y2, actuator diagnosis
desired value too
big (approx. 5°) Injection pump is extremely Dynamically check and adjust
misadjusted start of injection
Air in fuel system Check fuel supply
EVALUATION: INDICATION OF ON/OFF RATIO OF INJECTION START VALVE
Indication Possible cause of fault Error elimination
below 10 % or Injection start valve 0Y2 defective Check 0Y2, actuator diagnosis
above 95 %
Dynamically check and adjust
start of injection
Check fuel supply

Section 1
1.8 CHECKING THE COMPONENTS AND FUNCTIONS
1.8.1 CHECKING THE VOLTAGE SUPPLY OF THE DIRECT DIESEL INJECTION SYSTEM
- Measuring adapter 7 917 299 010

- Multimeter
- Circuit diagram
- Battery voltage is correct.
TESTING PROCEDURE
- Switch off ignition..

- Connect test box to the control unit cable.
- Measure supply voltages.
392 804 2401.1002

H01 / Chapter 2
If desired value is not reached:
- Check voltage supply relay, terminal 30.

- Check line connections according to circuit diagram for
interruptions, short circuit and transition resistance at the
contact points.
If lines or relay are not defective:
- Replace control unit of direct diesel injection system (0N1).

Section 1
1.8.2 CHECKING THE ENGINE SPEED SENSOR
The engine speed sensor is the speed and reference mark sensor. Failure of the sensor causes the
engine to stop.

- Multimeter
- Circuit diagram
TESTING PROCEDURE
- Switch off ignition.

- Disconnect plug connection of engine speed sensor.
- Measure resistance between contacts (1) and (2) of plug.
Desired value: 1.1 - 1.6 kW
If the desired value is not reached:

392 804 2401.1002
H01 / Chapter 2
- Replace engine speed sensor 0B2 (G28).
if the desired value is reached:
- Connect test box to the control unit cable.

- Check lines between test box and triple plug according to
circuit diagram for interruptions.
Line resistance: max. 1.5 kW
- Check lines at triple plug according to circuit diagram for line-
to-line short circuit
Desired value: ¥ W
- Measure contacts 1, 2 and 3 for interruptions.
Contact 1 and socket 102
Line resistance: max 1.5 W
If the lines are not defective:
- Replace the control unit of the direct diesel injection system

0N1.
Section 1
1.8.3 CHECKING THE COOLANT TEMPERATURE SENSOR

- Multimeter
- Circuit diagram
TESTING PROCEDURE
- Connect laptop, start software and select "Inputs and Outputs

-> Measuring value blocks -> Group 07". To do this, the engine
must be idling.
- Check coolant temperature value in display area. The

temperature value should evenly increase without
interruptions.
392 804 2401.1203

H01 / Chapter 2
- In the event of a fault, the fuel temperature or the value
-4.5 °C will be indicated instead.
- If display area does not show a realistic read-out or shows the

fuel temperature or the value -4.5 °C instead, check the
coolant temperature sensor and the line connections to the
sensor as follows
- Terminate communication between truck and laptop.

Section 1
- Pull plug from sensor.
- Measure resistance between sensor contacts (1) and (2).
For desired value see graph.
Area A shows the resistance values for the temperature range

0 - 50 °C, area B, the values for the temperature range 50 - 100
°C.
Reading examples:
30 °C corresponds to a resistance of 1,500 - 2,000 W.
80 °C corresponds to a resistance from 275 - 375 W.

392 804 2401.1002
H01 / Chapter 2
- Replace coolant temperature sensor (0B1).
If the desired value is reached:
- Connect measuring adapter to the control unit cable.
- Check lines between measuring adapter and quadruple plug

according to circuit diagram for interruptions.
Line resistance: max. 1.5 W
- Additionally check lines for line-to-line short circuit, short
circuit to truck earth and to battery plus.
Desired value: ¥ W

(0N1).
Section 1
1.8.4 CHECKING THE SENSOR OF THE INLET PIPE TEMPERATURE
- Laptop with software and cable

- Multimeter
- Circuit diagram
TESTING PROCEDURE
- Connect laptop, start the software and select menu item

"Inputs and Outputs -> Measuring value blocks -> Group 07“.
To do this, the engine must be idling.
- If display area does not show a realistic read-out or shows an

alternative temperature of 136.8 °C, check the sensor of the
inlet pipe temperature and the line connections to the sensor
as follows:
392 804 2401.0603

H01 / Chapter 2
- Pull double plug from sensor of inlet pipe temperature (0B4).

- Measure the resistance between the contacts of the sensor
of the inlet pipe temperature (0B4).
Area A shows the resistance values for the temperature range

0 - 50 °C, area B, the values for the temperature range 50 -
100 °C.
Reading examples:
- 30 °C is in area A and corresponds to a resistance of 1.5 - 2.0
kW.
- 80 °C is in area B and corresponds to a resistance of 275 -
375 kW.
- Replace sensor for inlet pipe temperature (0B4).

Section 1
- Finally call up error memory of engine control unit and delete

error memory, if required.
- Connect measuring adapter 7 917 299 010 to the control unit

cable. To do this, do not connect the engine control unit.
- Check the lines between test box and plug according to

circuit diagram for interruptions.


circuit to battery earth/engine earth and to battery plus.
Desired value: ¥ W

392 804 2401.0603
H01 / Chapter 2
- Replace control unit of direct diesel injection systemt (0N1).

Section 1
1.8.5 CHECKING THE FUEL TEMPERATURE SENSOR

- Multimeter
- Circuit diagram
TESTING PROCEDURE
- Connect laptop, start the software and select menu item

If display area does not show a realistic read-out or shows an

alternative temperature of -5.4 °C, check the fuel temperature
sensor and the line connections to the sensor as follows:
392 804 2401.0603

H01 / Chapter 2
- Disconnect the decuple connector of the fuel temperature
sensor (plug connection to quantity regulating unit of injection
pump).
- Measure resistance of sensor at contacts (4)

and (7) of plug.
Section 1
- Area A shows the resistance values of the temperature range

0 - 50 °C, area B, the values ofthe temperature range 50 - 100
°C.
Reading examples:
- 30 °C is in area A and corresponds to a resistance of 1.5 -
2.0 kW.
- 80 °C is in area B and corresponds to a resistance of 275 -
375 W.
- Replace injection pump.

- Finally call up the error memory of the engine control unit and
clear error memory, if required.

392 804 2401.0603
H01 / Chapter 2
- Connect measuring adapter 7 917 299 010 to control unit

cable. To do this, do not connect the engine control unit.
- Check lines between measuring adapter and plug according

to circuit diagram for interruptions.


Desired value: ¥ W

(0N1).
Section 1
1.8.6 CHECKING THE SENSOR FOR CONTROL COLLAR POSITION AND THE FUEL
QUANTITY POSITIONER (0B3)
The fuel quantity positioner is an electromagnetic rotating actuator which is activated by the control unit
via a specific on/off ratio. The eccentric shaft of the fuel quantity positioner moves the control collar at the
high-pressure piston. This is how the injection quantity is defined.
The sensor of the control collar position detects the amount of the injection quantity by returning the
position of the fuel quantity positioner to the control unit.

- Multimeter
- Circuit diagram
TESTING PROCEDURE
392 804 2401.0603

H01 / Chapter 2
- Connect the laptop, start the software and select menu item
- Check coolant temperature in display area.

Desired value: at least 80 °C
- Proceed with test only if coolant temperature has been reached.
- Check indication shown in display area (pump voltage).
Engine identification letter BEQ

Desired value: 1.6 - 2.1 V
- If the desired value is not reached, check sensor of control

collar position and fuel quantity positioner as described below:
Section 1
- Disconnect the decuple connector of the sensor for the

control collar displacment (plug connection to the quantity
regulating unit of the injection pump).
- Measure the resistance between contacts 1 and 2 and 2 and

3 of the sensor.
Desired value: 4.9 - 7.5 W

delete error memory, if required.
392 804 2401.0603
H01 / Chapter 2
- Connect the measuring adapter to the control unit cable. To do

this, do not connect the engine control unit.
- Check the lines between measuring adapter and plug

- Additionally chack the lines for line-to-line short circuit, short

Desired value: ¥ W
- Replace the control unit of the direct diesel injection system.

Section 1
1.8.6.1 CHECKING THE FUEL QUANTITY POSITIONER (0B3)
- Disconnect decuple connector (plug connection to the fuel

quantity positioner of the injection pump).
- Measure the resistance between contacts 5 and 6 of the fuel

quantity positioner.
392 804 2401.0603

H01 / Chapter 2
delete error memory, if required.

- Check the lines between the measuring adapter and the
decuple connector according to circuit diagram for
interruptions.

- Additionally check the lines for line-to-line short circuit, short

Desired value: ¥ W

0N1 (J248).
Section 1
1.8.7 CHECKING THE NEEDLE LIFT SENSOR (0B5)
The needle lift sensor signal is necessary for the determination of the start of injection. In the event of a
failure, the start of injection is controlled depending on speed and load. In normal operation, the start of
injection is controlled depending on speed, load and temperature. .

- Multimeter
- Circuit diagram
TESTING PROCEDURE

- Disconnect the needle lift sensor connector.
- Measure the resistance between the contacts of the plug.
Desired value: 80 - 120 W
392 804 2401.0603
H01 / Chapter 2
- Replace injection nozzle of cylinder 3 with needle lift sensor

(0B5).
- Connect the measuring adapter to the control unitm cable. To

do this, do not connect the egnine control unit.
- Check the lines between test box and plug according to circuit
diagram for interruptions.
- Additionally check the lines for line-to-line short circuit, short
circuit to truck earth and to battery plus.
Desired value: ¥ W

(0N1).
Section 1
1.8.8 CHECKING THE INJECTION START VALVE 0Y1

- Multimeter
- Circuit diagram
TESTING PROCEDURE
- Connect the laptop, start the software and select menu item
"Guided diagnosis -> Actuator test“. To do this, the engine
must be idling.
Activating the valve results in a clearly audible change in the

combustion noise (knocking).
If no change of the combustion noise can be heard:
392 804 2401.1203

H01 / Chapter 2
Section 1
Check the injection start valve as follows:
- Disconnect the decuple connector of the injection start valve

(plug connection to quantity regulating unit of injection pump).
- Measure the resistance between contacts 9 and 10 of the

injection start valve.
- Replace the injection start valve 0Y1 (N108).

392 804 2401.0603
H01 / Chapter 2
clear the error memory, if required.

- Check the lines between test box and decuple connector

Additinally check the lines for line-to-line short circuit, short

Desired value: ¥W

0N1 (J248).
Section 1
1.8.9 REPLACING THE ENGINE CONTROL UNIT AND/OR THE IMMOBILIZER
REPLACING THE IMMOBILIZER
A defective immobilizer has to be replaced. In an immobilizing system of the third generation, the
immobilizer has an automatic engine control unit recognition feature. Encoding the control unit is not
necessary.
NOTE: An early-type immobilizer can only be replaced by a new type of immobilizer.
Engine control unit ® Immobilizer

"old“ ¬ "new“
Engine can be started.
REPLACING THE ENGINE CONTROL UNIT
The engine control unit has been damaged or stolen:

Both units have to be replaced.
It is not possible to adapt the new engine control unit to an early type of immobilizer because the new engine
392 804 2401.0603

H01 / Chapter 2
control unit sends a new code to the early-type immobilizer. This new code does not correspond with the
previously agreed code of the immobilzer. The immobilzer does not recognize the new engine control unit
and does therefore not respond..
Table showing adaptation possibilities:
Engine control unit Immobilizer Adaptation

new new possible
new early type not possible
early type new possible
early type (from other use) early type (from other use) not possible
early type early type not possible if taken from diffe-
rent trucks
early type early type possible if taken from identical
truck
After one or both control units have been replaced make sure that the immobilizer and the engine control
unit are correctly connected with each other to enable communication. The immobilizer solution for
industrial engines does not require a diagnosis device after installation for any adjustment. Both units
automatically recognize each other when they are first put into operation after replacement. The user only
has to switch on the ignition, and the immobilizer is automatically adapted to the engine control.
NOTE: The immobilizer can only be adapted once.

After the engine control unit has been replaced the start-up has to be performed by the
diagnosis software.
Section 1
1.8.10 MALFUNCTIONS OF THE IMMOBILIZER
- Voltage supply correct.

- Measuring adapter cable correct.
- Valid circuit diagram and repair instructions available
MALFUNCTION
- Engine starts, but stalls after about 1 second. In addition, the error signal lamp of the drive engine lights
up after about 30 seconds (when the ignition is switched on).
POSSIBLE CAUSE
Error code 17978 "Engine control unit disabled“ is stored in the error memory, that is, the immobilzer has
not enabled the engine control unit.
392 804 2401.0603
H01 / Chapter 2
REMEDY
Replacement of immobilizer
Section 1
1.8.11 CHECKING THE GLOW PLUGS
- Diode test lamp

- Flexible head spanner 3220
PREREQUISITES FOR TESTING:
- Battery voltage at least 11.5 V

- Ignition switched off
TESTING PROCEDURE
- Pull connectors from glow plugs.

- Connect the line of the diode test lamp to battery plus (+) by
using the auxiliary terminals of the auxiliary measuring means
set .
- Place the pointer of the diode test lamp successively to every
392 804 2401.0603

H01 / Chapter 2
glow plug .
Diode lights up: glow plug ok.
Diode does not light up: replace glow plug.
- Remove and install glow plugs by using flexible head spanner
3220.
Section 1
1.8.12 CHECKING THE PRE-HEATER SYSTEM

- Multimeter
- V.A.G 1594 auxiliary measuring means set
- Circuit diagram
- Fuses must be correct.

- Battery voltage must be at least 11.5 V.
- Earth connections must be correct.
- All electric loads must be switched off.
- No error must be stored in the error memory.
TESTING PROCEDURE
392 804 2401.0603
H01 / Chapter 2
- Pull the connectors from the glow plugs.

- Connect the multimeter for voltage measurements between a glow plug connector and the battery earth/
engine earth.
- Carry out the actuator diagnosis and energize the glow plug relay (J52).
The voltage value should vary between 0.0 V and the approximate battery voltage.
Continue and finish the actuator test.

If the voltage value does not vary as described:
- Eliminate the fault in the lines to the glow plug relay (0K1) according to circuit diagram.
- Finally call up the error memory of the engine control unit and clear the error memory, if required.
Section 1
1.9 REPLACING THE THREE-PHASE ALTERNATOR
To exchange the three-phase alternator, the free-wheeling

pulley must be removed and installed again.
REQUIRED TOOL
Polygon head adapter 000 941 80 15
REMOVING OF FREE-WHEELING PULLEY
392 804 2401.0603

H01 / Chapter 2
- Dismount V-ripped belt.
- Remove protective cap on free-wheeling pulley.
- Put hexagon socket key (opening SW 6) on drive shaft of
three-phase alternator.
- Support polygon head adapter 000 941 80 15 with ring spanner
(opening SW 17) and release free-wheeling pulley by turning
the drive shaft of the three-phase alternator to the right.
INSTALLATION OF FREE-WHEELING PULLEY
- Insert polygon head adapter 000 941 80 15 in free-wheeling

pulley.
- Screw free-wheeling pulley - at first manually - up to the limit
stop onto the drive shaft of the three-phase alternator .
- Support polygon head adapter 000 941 80 15 with ring spanner
(opening SW 17) and tighten free-wheeling pulley by turning
the three- phase alternator with the help of the torque wrench
to the left.
- Clip protective cap on free-wheeling pulley.
- Install V-ripped belt.
Section 2
2 TRANSMISSION
2.1 DIGITAL ELECTROHYDRAULIC CONTROL (LTC)
The trucks of series 39X come equipped with the latest control technology. Instead of a hydraulic travel
controller, which was used in the previous truck series, a compact electronic control unit featuring a highly
efficient microcontroller performs all control functions of the truck driving mechanism and the working
hydraulics.
2.1.1 GENERAL
ENCODING FOR VARIOUS TRUCKS
The electronic control unit is capable of automatically controlling trucks of various series and different
engines. To take into account deviating truck parameters, every truck cable harness has an encoding for
for the definite identification of the truck.
FAULT DETECTION
392 804 2401.1203
H01 / Chapter 2
The processor of the electronic control unit evaluates analogue and digital signals. It detects nonlogical
states and system errors and outputs, via the serial interface, an error message on the test instrument.
In addition to this, the control unit initiates various measures, which are listed below, in accordance with
the hazard potential of the error:
- Warning lamp flashes.

- RPM limitation of IC engine.
- Truck brakes with normal braking deceleration and will not move off again.
- Truck brakes with emergency function and IC engine shuts down.
- Error code appears on display.
These measures can be reversed by shutting down the truck with the ignition switch. When restarting, the
control unit checks whether there is still an error. If there is no error, the truck continues to move on at
normal operation. If there is still an error, the error code re-appears on the display and one of the above
mentioned measures will be taken.
BRAKE
The brake is designed as a parking and emergency brake which is mechanically and hydraulically
operated by a valve. One microswitch each is actuated at every half and full brake pedal travel.
RELEASE VALVE
The release valve is a safety valve which, in the event of a failure of the activation of the pump adjustment,
automatically decelerates the truck or prevents the truck from moving off at all. The valve is closed when
the accelerator is depressed and opens with the truck at rest.
Section 2
2.1.2 ELECTRONIC CONTROL OF TRUCK SPEED
The driving speed of a hydraustatically driven vehicle is defined by the speed of the IC engine and the
hydraulic transmission ratio of the output volume of the variable-displacement pump to the displacement
volume of the hydraulic motors. The output volume of the variable-displacement pump depends on the
pump speed, swashplate anlge and the specific output volume of the pump.
The electronic control unit automatically controls the IC engine speed and the pump swashplate angle in
order to keep the truck at a speed specified by the accelerator pedal. Of course, this is only possible up
to the performance limit of the engine; beyond this point, the speed will be reduced.
The various control situations at different accelerator pedal positions will be discussed below.
MOVING OFF ON A SLOPE
The parking and emergency brake is operated mechanically and hydraulically with the brake pedal via a
valve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.
If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If the
accelerator pedal is depressed at the same time, the electronic control unit will only allow a limited pump
swashplate angle as the truck is accelerating against a blocked brake.
392 804 2401.1002

H01 / Chapter 2
When the brake pedal is released fully, microswitch 1 actuates (microswitch 2 remains in initial position)
and the limitation of the pump swashplate angle is removed, the brake is released and the truck moves
off without rolling back.
DRIVING
When the accelerator pedal is depressed, the variable-displacement pump strokes proportionally to the
pedal travel and the speed of the engine is increased. The truck speed reaches the desired value specified
by the accelerator pedal.
Depressing the accelerator pedal further and thus specifying a faster truck speed increases, proportionally
to the pedal travel, the engine speed and the pump shwashplate angle. When the maximum engine speed
is reached, the truck speed and the pump swashplate angle are at their maximum values. Exceeding the
maximum engine power is prevented by the power control.
POWER CONTROL
The swashplate angle of the variable-displacement pump and the speed of the IC engine are automatically
controlled by the electronic control unit in accordance with the pedal travel.
The engine speed is given by a speed sensor to the control unit where a variance comparison is made.
Any variance will cause the variable-displacement pump to stroke or destroke.
Section 2
If the engine power is exceeded (engine overload too high), the electronic control unit will reduce the pump
swashplate angle (reduced power demand) until the engine speed (actual value) corresponds again to the
value specified with the accelerator pedal. Through this variance comparison of the engine speed, the
power demand of the working hydraulics is also included in the control unit.
WORKING HYDRAULICS SPEED CONTROL
When the 'tilting' and 'additional hydraulic system' functions are performed. the central control lever of the
working hydraulics (joystick) supplies a signal via a potentiometer to the electronic control unit which
increases the speed of the IC engine.
When the 'lifting' function is performed, a signal is given to the electronic control unit which increases the
speed of the IC engine to the maximum value.
SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING
HYDRAULICS
The swashplate angle of the variable pump and the speed of the IC engine are automatically controlled by
a variance comparison with the accelerator pedal via the electronic control. If a higher speed of the IC
engine is requested through a signal supplied from the working hydraulics to the control unit, the control
392 804 2401.1203
H01 / Chapter 2
unit responds to the higher value and allows the engine speed to increase. As the actual speed is now
higher than the desired value specified by the accelerator pedal, the electronic control unit immediately
reduces the pump swashplate angle to prevent an increase in the driving speed. The response is so fast
that the driver will not notice a change in speed.
BRAKING
The minimum and maximum swing times of the variable pump from Qmin to Qmax and from Qmax to Qmin are
preset by the electronic control unit, which automatically controls the tilting speed of the variable pump
within these key values in accordance with the engine speed. Thus the resulting braking deceleration is
(almost) uninfluenced by the load condition of the truck.
REVERSAL OF THE DIRECTION OF TRAVEL
When reversing the direction of travel, the signals for the new direction and the engine speed are only
released when the electronic control unit has sensed the neutral (zero) position of the variable pump. (This
ensures that the engine speed drops to low idle speed and will increase only when the new direction has
been selected.)
Section 2
2.2 SCHEMATIC DIAGRAM OF THE DRIVE UNIT
392 804 2401.1002

H01 / Chapter 2
1 Engine 7 Multi-disk brake

2 Variable-displacement pump HPV 55 -02 8 Hydraulic fixed-displacement motor
3 Gear pump V1,, q1 = 20 cc/rev. HMF 360 R
4 Gear pump V2, q2 = 11 cc/rev. 9 Suction filter
5 Priority valve
6 Drive gears A Working hydraulics
B Steering
C Charging
Section 2
2.3 TECHNICAL DATA OF THE TRUCK DRIVING MECHANISM
VARIABLE-DISPLACEMENT PUMP
Manufacturer Linde
Type HPV 55 -02
Number of pistons 7
Piston diameter 19 mm
Max. working pressure 430 +20 bar
Supply/pilot pressure 17.5 bar
Swash angle 0 - 19.7°
RPM in vehicle 2,800 rpm
Q Maximum of feed pump 16 - 17 l/min
Control hydraulic
Actuation Linde Truck Control LTC
Positive connection to engine directly via flexible coupling
392 804 2401.1002
H01 / Chapter 2
DRIVE AXLE
Manufacturer Linde
Type AH 25 -03
Two fixed-displacement motors HMF 360 R
Number of pistons 11
Piston diameter 29 mm
Swash angle constant 20.8°
2 OIL PRESSURE - MULTI-DISK BRAKES
- on extended motor shaft

- fully encapsulated - running in oil bath
- acting only as a parking and emergency brake
TANDEM GEAR PUMP
1 pump V1 for working hydraulics and steering q1 = 20 cc/rev.

1 pump V2 for charging, servo control and
hydraulic drive of fan q2 = 11 cc/rev.
Section 2
2.4 HYDRAULIC CIRCUIT DIAGRAM
2.4.1 HYDRAULIC CIRCUIT DIAGRAM TYPE 392 WITH ADDITIONAL BRAKE VALVE (UP
TO 06/02)
A ADDITIONAL HYDRAULIC SYSTEM FOR H HYDRAULIC VARIABLE -

DUPLEX OR TRIPLEX MAST DISPLACEMENT PUMP
1 Hose roll, left 32 Hydraulic variable-displacment pump HPV
2 Hose roll, right 55 -02
33 Release valve
B WORKING HYRAULICS 34 Proportional valve
3 Tilt cylinder 35 Spool A = forward, B = reverse
4 Standard mast 36 Housing protection valve 1 bar
5 Port ZH 2 for standard mast 37 Nozzle
6 Port ZH 1 for standard mast 38 2/2-way valve
7 Load holding valve (non return valve) 30 bar 39 4/2-way valve
8 Tilt brake valve 40 Pilot valve
9 Lowering brake valve 41 Servopiston
10 Emergency lowering valve 42 Charge pressure valve p = 17.5 +0.5 bar
11 Release valve 43 Combined charge pressure/relief valve
12 Lowering stop valve p = 435 +20 bar
13 Check valve 44 Bypass valve spool (towing device)
392 804 2401.1002

H01 / Chapter 2
14 Directional valve, additional hydr. system 2
15 Directional valve, tilting I INTERNAL COMBUSTION ENGINE
16 2/2-way valve (balance valve, tilting) n = 1,000 - 2,800 rpm
17 Directional valve, additional hydr. system 1
18 Lifting/lowering directional valve K SPEED ACTUATOR OF INJECTION PUMP
19 Relief valve
20 Shuttle valve L BRAKE LIFTING VALVE
21 2/2-way valve (balance valve) 45 Towing device
46 2/2-way valve
C LINDE TRUCK CONTROL 47 Pump to lift brake
22 Central control lever of working hydraulics 48 3/2-way valve
23 Central control lever of additional hydraulic 49 Check valve
systems 1 and 2 50 Pressure relief valve 20 bar
D TANDEM PUMP M FAN DRIVE

24 3/3-way valve (priority valve) 51 Solenoid valve
25 Additional brake valve 52 Hydraulic motor q = 8 cm³
26 Gear pump q1 = 20 cm3
27 Gear pump q2 = 11 cm3 N RADIATOR
E PRESSURE FILTER OF WORKING O PRESSURE FILTER (CHARGING

HYDRAULICS PRESSURE)
F STEERING CONTROL VALVE P HYDRAULIC FIXED-DISPLACMENT

28 Relief valve p = 120 +5 bar MOTOR
29 Servostat 53 Multi-disk brake
30 Make-up check 54 Hydraulic fixed-displacement motor HMF 360
31 Hose protection valve p = 180 +20 bar R
G STEERING CYLINDER R OIL TANK

55 Air breather filter with suction filter and
pressurizing valve, p = 0.35 bar
56 Suction filter with bypass valve
Section 2
HYDRAULIC CIRCUIT DIAGRAM H 20/25, TYPE 392 WITH LTC, ADDITIONAL BRAKE VALVE (UP
TO 06/02)
392 804 2401.1002
H01 / Chapter 2
Page
Section
8
2
Service Training
H01 / Chapter 2
392 804 2401.1002
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
9
2
Section 2
2.4.2 HYDRAULIC CIRCUIT DIAGRAM TYPE 392, BRAKE VALVES IN CLOSED CIRCUIT
(FROM 07/02 ONWARDS)
A ADDITIONAL HYDRAULIC SYSTEM FOR 32 Spool A = forward, B = reverse

DUPLEX OR TRIPLEX MAST 33 Protection valve 1 bar
1 Hose roll, left 34 Sensor (Hydraulic oil temperature)
2 Hose roll, right 35 4/2-way valve
36 Pilot valve
B WORKING HYRAULICS 37 Combined charge pressure/relief valve
3 Tilt cylinder p = 435 +20 bar
4 Standard mast 38 Charge pressure valve p = 17.5 +0.5 bar
5 Port ZH 2 for standard mast 39 Brake valve (main control valve)
6 Port ZH 1 for standard mast 40 Brake valve (relay valve)
7 Load holding valve (non return valve) 30 bar 41 Bypass valve spool (towing device)
8 Tilt brake valve 42 Discharging valve
9 Lowering brake valve 43 Discharge device
10 Emergency brake valve 44 Servopiston, Y = forward, Z = reverse
11 Release valve 45 2/2-way valve
12 Lowering stop valve 46 Proportional valve
13 Check valve 47 Release valve
14 Directional valve, additional hydr. system 2 48 Nozzle
15 Directional valve, tilting
392 804 2401.1203

H01 / Chapter 2
16 2/2-way valve (balance valve, tilting) I INTERNAL COMBUSTION ENGINE
17 Directional valve, additional hydr. system 1 n = 1,000 - 2,800 rpm
18 Lifting/lowering directional valve
19 Relief valve K SPEED ACTUATOR OF INJECTION PUMP
20 Shuttle valve
21 2/2-way valve (balance valve) L BRAKE LIFTING VALVE
49 Towing device
C LINDE TRUCK CONTROL 50 3/2-way valve
22 Central control lever of working hydraulics 51 Pump to lift brake
23 Central control lever of additional hydraulic 52 Check valve
systems 1 and 2 53 Pressure relief valve 20 bar
54 2/2-way valve
D TANDEM PUMP
24 3/3-way valve (priority valve) M FAN DRIVE
25 Gear pump q1 = 20 cm3 55 Solenoid valve
26 Gear pump q2 = 11 cm3 56 Hydraulic motor q = 8 cm³
E PRESSURE FILTER OF WORKING N RADIATOR

HYDRAULICS
O PRESSURE FILTER (CHARGING
F STEERING CONTROL VALVE PRESSURE)
27 Make-up check
28 Hose protection valve p = 180 +20 bar P HYDRAULIC FIXED-DISPLACMENT
29 Servostat MOTOR
30 Relief valve p = 120 +5 bar 57 Multi-disk brake
58 Hydraulic fixed-displacement motor HMF 360 R
G STEERING CYLINDER
R OIL TANK
H HYDRAULIC VARIABLE - 59 Air breather filter with suction filter and
DISPLACEMENT PUMP pressurizing valve, p = 0.35 ± 0,15 bar
31 Hydraulic variable-displacment pump HPV 60 Suction filter with bypass valve 0,25 bar
55 -02
Section 2
HYDRAULIC CIRCUIT DIAGRAM H 20/25, TYPE 392 WITH LTC, BRAKE VALVES IN CLOSED
CIRCUIT (FROM 07/02 ONWARDS)
392 804 2401.0603
H01 / Chapter 2
Page
Section
12
2
Service Training
H01 / Chapter 2
392 804 2401.1002
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
13
2
Section 2
392 804 2401.0603

H01 / Chapter 2
Section 2
392 804 2401.0603
H01 / Chapter 2
Section 2
392 804 2401.0603

H01 / Chapter 2
Section 2
2.5 VIEW OF THE VARIABLE-DISPLACEMENT PUMP HPV 55 -02

392 804 2401.1002
H01 / Chapter 2
1 Release valve 7 Setting, start of control - forward

2 Proportional valve - forward 8 Maximum swash angle - forward
3 Setting, start of control - reverse 9 Test port for pilot pressure F" upstream of
4 Maximum swash angle - reverse release valve
5 Test port Y - forward servo pressure 10 Hydraulic zero setting
6 Test port Z - reverse servo pressure 11 Proportional valve - reverse
Section 2
2.6 VIEW OF PORT PLATE HOUSING ON DRIVE PUMP HPV 55 -02
392 804 2401.1203

H01 / Chapter 2
1 Discharging valve
2 Switch-over valve
3 Charge pressure valve
4 Brake valves (main control valve), top valve for forward travel
5 High-pressure relief valves
6 Brake valves (relay valve), top valve for forward travel
7 Bypass valve (Towing)
Section 2
2.7 ELECTROHYDRAULIC VARIABLE ADJUSTING

392 804 2401.1203
H01 / Chapter 2
1 Hydraulic variable-displacement pump HPV 15 Bypass valve

55 -02 16 Combined charging/relief valve
2 Release valve p = 435+20 bar
3 Proportional solenoid 17 Discharge device
4 Proportional valve 18 Discharge valve
5 2/2-way valve 19 Brake valves (relay valve)
6 Nozzle Ø 1 mm 20 Brake valves (main control valve)
7 Spool, also called control piston (pressure
balance) A1/A2 High-pressure port, forward
8 Servo circuit nozzles B1/B2 High-pressure port, reverse
9 Protection valve 1 bar P 2 Working hydraulics port
10 4/2-way valve P 3 Steering port
11 Pilot valve P 4 Hydr. fan motor and charging port
12 Change filter T Tank port
13 Servopiston F Charging port
14 Charge pressure valve p = 17.5+0.5 bar U Protection valve/tank port
Section 2
FUNCTIONAL DESCRIPTION
When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is de-
energised.
Supply pressure is applied from port F to nozzle (6), the channel downstream of the nozzle is connected
with the tank via the opened release valve (2) and therefore pressureless.
The spool (7) is connected to port F on both sides via the pilot valve (11), the way valve (10) and the servo
circuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.
After the electronic control unit has released the switching signal to the release valve (2), the valve closes
the connection to the tank so that supply pressure also builds up behind the nozzle (6). The two way valves
(5) are set to the open position so that supply pressure from channel F is applied to the unactuated
proportional valves (4). Simultaneously, the way valve (10) is shifted from the throttled to the unthrottled
position.
Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. A
pressure corresponding to the signal value of the solenoid is applied through the downstream proportional
valve (4) to the servopiston (13). The servopiston (13) moves and pushes the oil flowing off at the opposite
end of the servopiston through the respective proportional valve (4) into the tank. The operation of the
servopiston (13) adjusts the pilot valve (11) through which the spool (7) is supplied with pressure and the
pump starts delivering.
392 804 2401.1002

H01 / Chapter 2
Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, the
proportional valve reduces the pressure going to the servopiston, the pump reduces the swashplate angle
and the truck is braked.
When the electronic control unit detects an error in the speed control, the truck is brought to a stop,
independent of the position of the accelerator pedal.
To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0
bar.The way valves (5) move to the closed position, thus removing the supply pressure going to the
proportional valves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid
(3), mechanically to the home position and the pressure applied to the servopiston (13) is removed. The
piston is pushed mechanically to the zero position, which also shifts the pilot valve (11) to the zero position.
The opening of the release valve (2) and the concomitant pressure drop to 0 bar also switches the way
valve (10) from the unthrottled to the throttled position.
The reset time of spool (7) is delayed via the servo circuit nozzles (8) and throttling, via directional valve
(10). This arrangement prevents sudden braking and initiates the controlled braking delay.
EMERGENCY STOP WITH THE BRAKE PEDAL
If, due to a failure, the truck cannot be decelerated by the accelerator pedals an emergency stop with the
brake pedal is possible.
Both the microswitches in the pedal box are actuated together with the brake pedal. Release valve (2)
becomes de-energized and the truck decelerates as with an error of the controller.
At the same time the lift pressure of the multi-disk brakes will drop and the truck will also be decelerated
mechanically.
Section 2
2.7.1 HYDRAULIC VARIABLE ADJUSTING WITH ELECTRONIC CONTROL

392 804 2401.1002
H01 / Chapter 2
1 Locknut 9 Proportional valve

2 Swashplate angle setscrew 10 Solenoid
3 Setting bush - start of control 11 Release valve
4 Locknut 12 Nozzles
5 Control spring 13 Way valve
6 Servopiston
7 Control pilot X Max. travel of servopiston 15.1 mm
8 Way valve
Section 2
2.7.2 ELECTROHYDRAULIC VARIABLE ADJUSTING
- Begin of pump control

- Max. swash angle of pump
- Hydraulic zero position
392 804 2401.1002

H01 / Chapter 2
Setting the start of control and swash angle, Setting the hydraulic zero position
reverse
7 Pilot housing
1 Adjusting pin (swash angle) 8 Slotted nut
2 Set ring (start of control)
3 Slotted nut (start of control) F" Servo pressure - upstream of release
valve (measuring point)
Y Pilot pressure, forward
Setting the start of control and swash angle, Y2 Solenoid, forward
forward Y3 Solenoid, reverse
Y4 Release valve
4 Slotted nut (start of control) Z Reverse pilot pressure
5 Set ring (start of control)
6 Adjusting pin (swash angle)
Section 2
2.7.2.1 BEGIN OF PUMP CONTROL HPV 55 -02
Prerequisite: Jack up the truck and block 1 wheel.
- Start the engine and release the brake pedal.

- Connect the laptop and select "Inputs + Outputs/Traction/Currents".
- Depress the forward and reverse accelerator pedals until 1Y2 or 1Y3 = 440 - 460 mA.
- Hold the accelerator pedal in this position, loosen the slotted nut (4) and turn the adjustment ring (5) until
the wheel just begins to turn. Then lock the slotted nut (4) again.
If 1Y3 = 440 - 460 mA, perform the same adjustment at the set ring (2).
- Release the blocked wheel.
- Fully depress the accelerator pedal. A value of 1220 mA must be displayed via the tab "Currents" of the
diagnostics software (preset by the control).
- Measure maximum wheel speed by taking the mean of the speed of both drive wheels.
(desired value 200 -20 RPM).
Snull S max
Q - Volumetric flow 1220 mA
400 mA 440 - 460 mA
s - Accelerator pedal travel
I - Release valve shifts I II III
II - Drive wheels start to turn
Qnull Qmax
392 804 2401.1203
H01 / Chapter 2
III - Max. speed of drive wheels
NOTE: If the electric values are correct but the full wheel speed is not reached, then check and
adjust the stroke of the servopiston (swashplate angle of pump).
2.7.2.2 SWASH ANGLE OF VARIABLE-DISPLACEMENT PUMP
- Jack up the truck and block 1 wheel.

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

- Start the engine and release the brake.
- Determine position of pilot housing (7). To do this, slacken slotted nut (8) and turn pilot housing (7)
towards one side until the free wheel begins to turn. Repeat this procedure in the opposite direction.
Measure and halve the distance between both positions and turn the pilot housing (7) exactly by this
value towards the centre. Lock pilot housing (7) by slotted nut (8).
- Release the blocked wheel.
- Repeat adjsutment if a drive wheel still turns.
Section 2
2.8 BRAKE LIFT VALVE
2.8.1 CIRCUIT DIAGRAM
392 804 2401.1002

H01 / Chapter 2
A Piston H Emergency operation spool

B Pump chamber I Brake pedal
C Pressure valve of emergency pump J Ball Ø 14 mm
D Additional control edge BR Brake port
E Control pressure port K Relief valve, brake, p = 20 bar
F Suction valve T Tank port
G Ball Ø 9 mm
Section 2
2.8.2 FUNCTIONAL DESCRIPTION
BRAKE LIFTED (PRESSURE IN BRAKE CHAMBER BR)
- Piston is in not-actuated position (piston travel s = 0 mm).

- Oil flows from port E (hole 2) via holes 15, 16, 7, 21 to the brake port (hole 3).
- As a result the brake chamber BR is pressurized, and the brake is lifted and does not brake.
BRAKE OPERATES (NO PRESSURE IN BRAKE CHAMBER BR)
- Piston is in actuated position (piston travel s = 11 mm).

- Oil flows from port BR (hole 3) via holes 21, 7, 16 and 15 to the tank port (hole 1).
- As a result the brake chamber BR is not pressurized, and the brake returns to its operating position and
brakes.
TOWING MODE (PRESSURE BUILD-UP IN BRAKE CHAMBER BR)
- Unscrew the emergency operation spool bolt so that it closes the connection between hole 21 (brake
port) and hole 7 (control edge of brake piston) with the 14mm ball. At the same time the 9mm ball closes
392 804 2401.1203
H01 / Chapter 2
the connection between pump chamber (hole 18) and tank (hole 6).
- The pressure valve of the emergency pump (C) and the poppet block the connection to the pump
chamber.
- Actuating the piston forces the oil from the pump chamber (B) through the pressure valve of the
emergency pump (C) into the brake chamber or draws the oil from the tank line into the suction valve.
- Pressure is building up in the brake chamber (BR).
- The pressure in the brake chamber (BR) is limited by the relief valve to p = 20 bar.
BLEEDING OF BRAKE VALVE (E.G. FOR INSTALLATION)
- With the truck running, turn out the screw plug (1) at
the side.
- Actuate brake lever several times until oil free of air
bubble emerges. (ensure expelled oil is cleaned up).
- Turn in screw plug while the brake lever is actuated
(to avoid air entering the system).
Section 2
2.8.3 SECTIONAL DRAWING OF THE BRAKE LIFT VALVE
Example: Brake operation in the towing mode
392 804 2401.1203

H01 / Chapter 2
A Piston I Brake pedal

B Pump chamber J Ball Ø 14 mm
C Pressure valve of emergency pump BR Brake port
D Control edge K Relief valve, brake, p = 20 bar
E Control pressure port L Poppet (not shown on drawing)
F Suction valve T Tank port
G Ball Ø 9 mm
H Emergency operation spool
Section 2
2.8.4 TOWING DEVICE
TOWING
In order to tow the truck, two requirements must be met:

- The bypass spool must be in the towing position.
- The multi-disk brake must be opened.
IMPORTANT NOTE
This way it is not possible to brake the truck. For towing, an additional vehicle of sufficient
pulling power and braking force is required for the brakeless trailing load.
CAUTION
Towing the truck is only permissible with a fixed connection (tow bar).
OPENING THE BYPASS SPOOL OF THE HYDRAULIC SYSTEM
- Open hood.
- Use socket to loosen collar nut (1) (18mm/19mm width across
flats) at housing on the left of the variable pump.
392 804 2401.1002
H01 / Chapter 2
- Use socket to unscrew stud (2) (10 mm width across flats) by

2 turns.
- Fix stud by collar nut (1), retighten to 60 Nm.
- Close hood.
RELASE MULTI-DISK BRAKE
NOTE: The brake valve is located below the floor plate

on the left of the frame.
- Remove floor mat.

- Take hexagon socket screw (5mm width across flats) through
floor plate and loosen cap screw (6) by approx. 6 turns.
- Sit down in driver's seat.
- Move (pump) brake pedal about 20 times up and down in the
light range up to noticeable resistance until the brake is
released.
Section 2
2.8.5 ADDITIONAL BRAKE VALVE, UP TO 06/02
When driving downhill or decelerating violently at full speed, the speed of the engine may exceed its rated
value. If the excess speed is >150 rpm , the LTC control unit issues a signal to solenoi d (Y1) of the
additional brake valve (4) which decreases, proportionally to the signal, the flow to P" by reducing the
sectional area. This reduction of the sectional area increases the pressure at pump V1 (2), which causes
higher power demands on the engine and thus the desired speed reduction.
This control behaviour also applies to situations where the speed rise of the engine is disproportionately
fast.
The proportional solenoid (5) operates at a control current ranging from 0 and 900 mA. The additional brake
valve (4) is opened at I = 0 mA , with a circulation pressure of p ~ 3-6 bar present at P2. If I = 900 mA,
the additional brake valve (4) is closed, with the maximum pressure of p = 280 bar present at P2.
392 804 2401.1002

H01 / Chapter 2
1 Gear pump q = 11 cm3 P2 Working hydraulics port

2 Gear pump q = 20 cm3 P3 Steering port
3 Proportional valve LS Load-sensing port
4 Additional brake valve pmax = 280 bar P4 Fan drive port
5 Proportional solenoid S Port of gear pump suction line
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
29
2
Section 2
2.9 BRAKE VALVES IN THE DRIVE (CLOSED CIRCUIT), FROM 07/02 ONWARDS
392 804 2401.1002

H01 / Chapter 2
1 Discharging valve 10 bar 7a Pressure limiting valve backward,
2 Restrictor Ø 1.4 mm p = 435 +20 bar
3 Switch-over valve 8 Brake valve backward
4 HPV 55-02 8a Brake valve forward
5 Charging pump q = 11 cm³ 9 Relay valve backward, p = 140 bar
6 Charge pressure valve 17.5 bar 9a Relay valve forward, p = 140 bar
7 Pressure limiting valve forward, 10 Bypass spool
p =435 +20 bar 11 HMF 360 R
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
31
2
Section 2
2.9.1 FUNCTIONAL DESCRIPTION OF BRAKE VALVES IN THE CLOSED CIRCUIT
To achieve the maximum deceleration in both directions of travel without overspeeding (reving up) the
engine, a brake valve for each direction of travel has been installed in the closed circuit . Each of these
brake valves is controlled via an additional control valve if the supporting pressure pHD1 rises above 140
bar.
Furthermore, the combined charge pressure/relief valves have been modified in order to ensure a
pressure limiting to 435 +20 bar.
FORWARD TRAVEL
During traction, the volumetric flow passes through the brake valves, which are without function then. The
relay valves are switched to neutral position at a high pressure below 140 bar. The charge pressure is
available at the relay valve and the brake valves have not yet been activated.
The high-pressure Traction pHD2 is limited to a maximum of 435 +20 bar by the pressure limiting valve.
This function is identical for forward and backward travel.
BRAKING (DECELERATION) FORWARD
392 804 2401.1002

H01 / Chapter 2
Due to the dynamics of the truck mass and the resulting load reversal during braking - traction to
overrunning - the oil motors drive the variable displacement pump. The pressure is reversed: LP becomes
HP and HP becomes LP. Since the pump is supported on the engine, the speed of the engine is reved up.
To counteract the uncontrolled speed rise and thus a reduction of the deceleration and an increase of the
noise level, a brake valve is activated at pHD1 > 140 bar.
As a result, the supporting pressure pHD1 at the variable displacement pump HPV 55 -02 cannot rise above
140 bar, and thus the speed of the engine is limited.
SWITCHING FUNCTION
If the high pressure pHD1 rises above 140 bar during braking, the relay valve will be activated, the available
charge pressure gets to the brake valve, which is adjusted and limits the supporting pressure in the closed
circuit at the variable displacement pump HPV 55 -02 to a maximum of 140 bar. The high pressure pHD2
at the oil motors may rise to a maximum of 435 bar.
This function is identical for forward and backward travel.
Section 2
2.10 DISCHARGE DEVICE
To ensure a certain degree of cooling, it is necessary to exchange the oil in the closed circuit. By means
of a switch-over valve, a certain volumetric flow is always discharged from the low pressure side.
SWITCH-OVER VALVE
If both high-pressure lines are depressurised or under charging pressure (zero position of pump), the two
switch-over pistons A1 and B1 are in the spring-centered central position. No hydraulic oil can flow to the
discharging valve, neither from high-pressure port A nor from B.
However, if high pressure builds up, e. g., on the A-side, this piston A1pushes into the direction of port B
and takes the piston B1 with it.
The poppet at piston A1 is used as a limit stop, thus preventing high pressure from escaping from spring
chamber A1 to the discharging valve. From port B, oil may now flow to the restrictor Ø 1.4 mm.
DISCHARGING VALVE WITH RESTRICTOR
Via the restrictor Ø 1.4 mm, a volumetric flow pases from the low pressure side of the closed circuit to the
tank.
392 804 2401.1002
H01 / Chapter 2
The discharging valve 10 bar with the serially connected restrictor maintains the charging pressure at 17.5
bar.
Section 2
REMOVAL AND INSTALLATION
To remove and install the discharging valve, the special tool WM 83 is required.
WM 83 Spanner for discharge device
392 804 2401.1002

H01 / Chapter 2
1 Pressure-limiting valve 10 bar
2 Restrictor
3 Switch-over valve
Section 2
2.11 HYDRAULIC FAN DRIVE
The hydraulic fan drive consists of a hydraulic motor (4) having a displacement volume of q = 8 cm3 . The
hydraulic motor is supplied by charging pump V2 (1) and fitted with a fan wheel (5) which draws the cooling air
from the engine compartment and delivers it to the outside. The fan speed depends on the speed of the engine and
the coolant and hydraulic oil temperatures.
Temperature sensors feel the temperatures of the coolant and hydraulic oil and send them to the LTC
control unit. The LTC activates proportional valve Y5 (3) which controls a bypass valve (2) mounted on
the radiator fan motor (4). The controlled flow influences the speed of the radiator fan motor (4). If the coolant
temperature is lower than approx. 95 °C and the hydraulic oil temperature is lower than approx. 68 °C, the
bypass valve (2) is open and the fan motor (4) is at rest. The fan only starts running up to approx. 1000
rpm if these temperatures are exceeded. Then, the speed rises in proportion to temperature.
This cooling concept is used to achieve the optimum operating temperature within a shorter time, to reduce
noise development and to eliminate peak temperature values better.
IMPORTANT NOTE
When maintenance work is carried out with the hood opened, the radiator fan motor,
which is at rest, can suddenly start running at a relatively high speed due to the
temperature control.
392 804 2401.1203
H01 / Chapter 2
1 Gear pump q2 = 11 cm3/U 7 Charge pressure valve p = 17.5+0,5 bar

2 Bypass valve
3 Proportional solenoid Y5 S Suction line
4 Hydraulic motor q = 8 cm3/U P4 Pressure port
5 Fan wheel F Supply pressure
6 Radiator T6 Tank port, return flow
Section 2
2.12 HYDRAULIC TRUCK DIAGNOSIS
HYDRAULIC DIAGRAM AND OVERVIEW FOR DIAGNOSIS
PRESSURE MEASURING POINTS
392 804 2401.1002

H01 / Chapter 2
1 Pressure measuring point HP forward pressure)

2 Pressure measuring point HP backward 9 Sealing point brake pressure right/left
3 Pressure measuring point Y (forward) 10 Sealing point HP
4 Pressure measuring point Z (backward) a HPV 55 -02
5 Pressure measuring point F" (charging b Fan motor
pressure) c Low-pressure filter
6 Pressure measuring point charging pressure d Control valve of working hydraulics
7 Pressure measuring point MP (working e Brake valve
hydraulics) f Drive axle AH 25 -03
8 Pressure measuring point BR (brake
Section 2
TOOLS REQUIRED FOR THE MEASUREMENTS
The screw couplings, adapters, measuring wires and pressure gauges required for the measurements are
in the measuring box.
WM 1.1 Screw coupling M 14 x 1,5

ET No. 000 951 64 00
WM 1.2 Screw coupling M 10 x 1

ET No. 000 951 64 07
392 804 2401.1203
H01 / Chapter 2
WM 1.5 Screw coupling M 8 x1

ET No. 000 951 64 02
WM 1.7c Banjo bolt with sealing plug

ET No. 000 903 11 26
WM 1.12 Pressure gauge 0 - 40 bar

ET No. 000 943 01 06
Section 2

ET No. 000 943 01 07
WM 1.17 Banjo bolt with plug

ET No. 000 903 11 29
WM 1.18 Banjo bolt

ET No. 000 903 11 30
392 804 2401.1203

H01 / Chapter 2
WM 1.34 Screw coupling M 12 x 1,5
ET No. 000 951 64 10
WM 1.35 Sealing plug

ET No. 000 951 39 00
Digital tachometer
Horn GmbH
Postfach 1162
D-7036 Schönaich
Section 2
PRESSURE VALUES OVERVIEW (GUIDANCE VALUES)
Position of accelerator pedal Position of brake pedal Measuring point Pressure (bar)
0-position released F 17.5

0-position released F" 0
actuated for approx. 4 mm released F" 17.5
forward pedal fully actuated released Y 17.5
backward pedal fully actuated released Z 17.5
0-position released BR 17.5
0-position actuated BR 0
IMPORTANT NOTE
During the measurements, the truck must be lifted and the mast secured!
392 804 2401.1203
H01 / Chapter 2
Section 2
2.12.1 EXPLANATIONS ON TROUBLE-SHOOTING
The functional tests and possible trouble-shooting procedures are performed separately for the individual
main groups and refer to the following components or functions:
Hydraulic brake system

Power-assisted steering
Start of control and end of control
Hydrostatic travel drive
Prior to performing the work described below, the oil level must be checked and corrected if necessary.
If a test procedure requires the installation of a pressure gauge or a screw cap, the ventilation valve of the
hydraulic oil tank must be screwed out. Thus, the tank charging pressure is reduced.
The installation positions of the pressure gauges/screw caps are shown in the hydraulic diagram.
For some test procedures, the decoupling of the drive axle AH 25-03 is required. To do so, proceed as
follows:
Screw off the union nut of the HP-hoses from the screw necks of the drive axle AH 25-03, seal with the
sealing plugs (4 plugs WM 1.35) and connect the hoses again.
392 804 2401.1002

H01 / Chapter 2
EMPLOYED ABBREVIATIONS
LP gauge = Low-pressure manometer

HP gauge = High-pressure manometer
LP = Low-pressure
HP = High-pressure
F-Pedal = Pedal forward
R-Pedal = Reverse pedal
Dp = Pressure difference
Unless specifically mentioned, all pressure measurements are to be performed with released brake pedal.
Section 2
2.12.2 MEASURING OF CHARGING PRESSURE
Special tool: WM 1.2 Screw coupling M10x1

WM 1.34 Screw coupling M12x1,5
Measuring point: 6
- Screw off the plug at the filter (C).

- Screw in the screw coupling WM 1.34 and connect the low pressure gauge WM 1.12.
- Start the combustion engine.
- Desired value 17.5 bar
MEASURING OF CHARGING PRESSURE AT HPV 55 -02
Measuring point: 5
- Screw off the plug at the servo cover F".

- Connect the screw coupling WM 1.2.
- Start engine.
392 804 2401.1203
H01 / Chapter 2
- Pedal in neutral position: 0 bar

Pedal actuated: 17.5 bar
MEASURING OF START OF CONTROL
Special tool: WM 1.1 2 screw couplings M14x1,5

Measuring point: 3 and 4
- Screw off the plug at the servo cover Y (3) and Z (4).
- Screw in the screw couplings WM 1.1 and connect the low pressure gauge WM 1.12.
- Start engine.
- Actuate forward and backward pedal until the wheels start rotating.
Desired value for pressure difference at Y and Z when the wheels start rotating:
Forward: 4 bar
Backward: 4 bar
Section 2
2.12.3 HIGH-PRESSURE MEASUREMENT
Special tool: WM 1.5 2 screw couplings M8x1

Measuring point: 1 and 2
- Screw off the plug at the HPV 55-02.

- Screw in the screw coupling WM 1.5 and connect the high-pressure gauge.
- Release brake pedal, fully depress the brake piston of the valve (e) with a long screwdriver. Actuate
forward/backward pedal.
Desired value: 435 +20 bar, forward pedal actuated
DETERMINATION OF THE MEAN WHEEL SPEED
Special tool: Tachometer
Desired value: forward: 180 rpm

backward: 180 rpm
392 804 2401.1203

H01 / Chapter 2
- Start engine and release brake pedal.
- Step on the forward pedal up to the limit stop and measure the left and the right wheel speed.
- Step on the backward pedal up to the limit stop and measure the left and the right wheel speed.
Calculation of mean wheel speed:
Example: left side 210 rpm

right side 150 rpm
total 360 rpm divided by 2 = 180 rpm
NOTE: When measuring the right and left wheel speed, the accelerator pedal should remain
stepped down to the limit stop.
Section 2
2.12.4 HYDRAULIC BRAKE SYSTEM
FUNCTIONAL TEST
TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can rotate freely.
- Pedals properly adjusted.
- Brake pedal locked in position "released".
TEST
Test Symptoms Assessment
Start the engine and Neither of the drive

fully depress the brake wheels rotates.
piston of the brake valve
(E) with the help of a long
screwdriver.
392 804 2401.1002
H01 / Chapter 2
limit stop. Actuate accele-

rator pedals forward and Braking system okay.
backward
H.P. above 435 bar.
If the test results differ from the above diagnostics, determine and remedy the fault by following the
troubleshooting procedures.
TROUBLESHOOTING
TEST REQUIREMENTS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Engine cover raised.
- Floor plate turned up.
- Pedal adjustment okay.
- Engine and travel drive at operating temperature.
- Brake pedal locked in position "brake applied" and locked.
Section 2
Screw the screw coupling WM 1.34 and the low pressure gauge into port F
of the pressure filter (C). Start the engine and read the pressure on the gauge.
yes no
Pressure min. 17.5 bar.
Plug port E at brake valve (e) with a blanking plug WM 17 and repeat the test.
392 804 2401.1002

yes no Check "Hydrostatic Travel
H01 / Chapter 2
Brake valve defective. Pressure min. 17.5 bar.
Drive".
Screw the low pressure gauge with the banjo bolt WM 1.18 and the screw
coupling WM 1.1 into port BR at the brake valve (E). Release the brakes and
check the pressure with the engine running.
yes no
With the engine running, fully depress brake pedal and watch the pressure
gauge.
yes Pressure drops to no Brake valve does not open.

approx. 0 bar. Repair or replace the valve.
A B
Section 2
A B
Seal port BR at the brake valve by means of the blind plug WM 17. Start the
engine, release the brake, fully depress the F or R pedal.
The brake of the turning

wheel is not okay. yes no
Drive wheels rotate. Braking system okay.
Remove and remedy the
fault.
Remove test fitting at port BR and connect low pressure gauge by means of
adapter WM 1.3 and screw coupling WM 1.1 (without brake line) to port BR
at the brake valve. Measure the pressure with the engine running and the
brakes released.
392 804 2401.1002
H01 / Chapter 2
yes no Brake valve defective. Repair

or replace valve.
Remove test fitting and reconnect low pressure gauge to port BR (with brake
line). Plug port BR of right brake with banjo screw with cap WM 1.7 c. Measure
the pressure with the engine running and the brakes released.
Seal at right-hand brake yes no Seal at left-hand brake piston

piston defective. defective.
Section 2
2.12.5 HYDROSTATIC TRAVEL DRIVE
TROUBLESHOOTING
TEST CONDITIONS
- Truck blocked up and secured so that both traction wheels can rotate freely.
- Power steering functioning.
- Parking brake locked.
- The electronic control unit LTC does not indicate an error (warning lamp not flashing).
- Engine can not be started.
- Pedal adjustment okay.
- No error is indicated during the electrical system diagnostics with the Laptop and the test readings and
settings are OK.
392 804 2401.1002

H01 / Chapter 2
Section 2
Connect screw coupling WM 1.34 and LP pressure gauge to port 6 of the filter
(C) , engine at idling speed, brake applied.
yes no
LP approx. 17.5 bar
Seal port E at brake valve (e) by means of a blind plug and repeat test.
Fault in the braking Pressure now

yes no
system. See "Hydraulic approx. 17.5 bar
Braking System".
392 804 2401.1203
H01 / Chapter 2
Check or replace charging pressure valve, repeat measurement.
yes no
LP now approx. 17.5 bar
Disconnect axle AH 25 -03 with sealing plug WM 1.35, repeat measurement.
AH 25 -03 defective, yes Pressure now no HPV 55 -02 defective,

repair or replace. approx. 17.5 bar repair or replace.
A
Section 2
A Connect the laptop to the test connector.

Connect screw coupling WM 1.2 and the LP pressure gauge to port F" (Pos. 5)
(release valve).
Start the engine, start Pathfinder, call "Inputs/Outputs/Traction/Output Sig-
nals“ and release the brake, depress the F or R pedal until 1Y4 is activated.
Check operation of the

When1Y4 is
yes operating magnet and
operated, the pressure at no
pressure measuring point 5 hydraulic section of
rises to approx. release valve or replace
17.5 bar. valve assembly.
Install screw coupling WM 1.1 with LP pressure gauge at port Y. Start engine,
release brake, open "Inputs/Outputs/Traction/Currents F/Pump forward
(1Y2)“ and sensitively depress forward pedal. While doing so, read current
rise i1Y2 (forward control magnet), pressure rise at Y and start of wheel
rotation.
392 804 2401.1002

H01 / Chapter 2
i1Y2 rising,
pressure stays at 0 bar, yes Check or replace pro-
wheels not turning. portional valve 1Y2.
Current and Check servo control or

yes
pressure rising, wheels not control piston of pressure
turning. balance.
Current and
yes
pressure rising, wheels
turning
Depress forward pedal again and read i1Y2 at start of wheel rotation.
B
Section 2
Wheels
yes start rotating at no
i = 440 - 460 mA.
Adjust start of control, see "Start of Pump Control".
yes no Check hydraulic servo

Start of control can be
control
adjusted.
392 804 2401.1203
H01 / Chapter 2
Fully depress the forward pedal.
yes no Carry out electric

i1Y2 approx. 1220 mA
diagnosis (Pathfinder).
Fully depress the forward pedal again and read the pressure.
Pressure at Check or replace pro-

yes no
stop at least portional valve and servo
16 bar or more. control.
With F pedal fully depressed, determine avg. wheel speed. Des. value = 200 -20 rpm.
C
Section 2
Check swash angle of

yes Average wheel no variable pump, see
speed OK. "Swash angle of the va-
riable pump".
Connect screw coupling WM 1.2 and LP pressure gauge to port F" (5).
Connect screw coupling WM 1.5 with HP pressure gauge to HP test point (1).
Block the brake (press brake piston fully in with a long screwdriver). Depress
the forward pedal, read HP and LP.
HP approx. 435 bar, HP far under 435 bar, As HP rises,

LP approx. 17.5 bar. LP approx. 17.5 bar. LP drops to 0 bar.
392 804 2401.1002

H01 / Chapter 2
HP valve for forward Internal leakage, Leakage in the HP section
travel direction is OK. possible causes: feed for forward travel.
valves/relief valves or Disconnect AH 25 -03 to
towing bypass valve localise fault in the HPV
leaking. 55 -02 or AH 25 -03.
Remove screw coupling WM 1.5 with HP pressure gauge from measuring

point (1) and connect it to HD measuring point (2). (LP pressure gauge stays
on port F") and then perform the check with the reverse accelerator pedal.
The readings now refer to the other direction of travel or components.
Section 2
2.12.6 INSTRUCTIONS FOR SEALING OF THE WHEEL MOTOR
SEALING TOOLS
Extraction bar
ET No. 000 941 94 24
Threaded rod with thrust piece

ET No. 000 941 94 29
2 Tension bolts M 10 x 250

392 804 2401.1203
H01 / Chapter 2
ET No. 000 941 91 04
Extraction rod, for extraction of the shaft seal

ET No. 000 941 94 69
Circlip pliers
ET No. 000 941 94 75
Extraction rod (extractor)

ET. No. 000 941 91 03
Section 2
Extraction hook
ET No. 000 941 91 13
Fixing bolts
ET No. 000 941 80 11
Fastening straps
ET No. 000 941 80 12
392 804 2401.1203

H01 / Chapter 2
Preload screw
ET No. 000 941 80 09
Groove nut spanner

ET No. 000 941 80 10
Torque multiplier 200 - 3000 Nm

e. g. by Stahlwille
Section 2
Striking tool for hammering in intermediate ring and bearing

ET-No. 000 941 82 02
Torque spanner 60 - 300 Nm

as commercially available
Press-in device for insertion of

radial shaft seal, ET-Nr. 000 941 82 00
392 804 2401.1203
H01 / Chapter 2
Section 2
MOUNTING STEPS FOR SEALING OF THE OIL MOTOR HMF 360 R
392 804 2401.1203

H01 / Chapter 2
1 Wheel shaft 11 Discs
2 Tapered roller bearing 12 Brake piston
3 Shaft sealing 13 O-rings
4 Oil motor housing 14 Cover
5 Swash plate with oil motor, complete 15 Disc spring
6 Spacer ring (running ring) 16 Circlip
7 Sealing ring 17 Screw
8 Tapered roller bearing 18 O-ring
9 Groove nut 19 Port plate
10 Brake housing
Section 2
Screw 4 studs, ET No. 000 941 80 11, into hub.

392 804 2401.1203
H01 / Chapter 2
See hole spacing of holding straps, ET No. 000 941 80

12.
Section 2
Fix oil motor HMF 360 with holding straps, ET No. 000
941 80 12, on fork arm.
392 804 2401.1203

H01 / Chapter 2
Loosen hexagon socket screws (17) (64 Nm) and
remove them.
Section 2
Remove plug from cover.
Fasten the preload screw ET No. 000 941 80 09 hand-

tight. This tool is used to apply a preload to the disc
spring between cover and piston.
DANGER
At the disc spring, strong spring loads
392 804 2401.1203
H01 / Chapter 2
build up, which may lead to injuries in

case of incorrect handling.
Remove the two opposite srews at the brake housing.

Place two spacer blocks, approx. 20 mm, on the cover.
Put the extraction bars, ET No. 000 941 94 24, on the
spacer blocks and fix them with two tension bolts M10,
ET No. 000 941 91 04.
Now, screw in the preload screw completely.
Section 2
Use the circlip pliers ET No. 000 941 94 75 to remove
the circlip.
Remove the extraction bars.
Screw the extraction rod ET No. 000 941 91 03 into the

preload screw.
Pull the brake piston out.
392 804 2401.1203

H01 / Chapter 2
NOTE: Apply a tension to the extraction rod and
pull it out with impact piston.
Section 2
Remove the brake discs with the help of extraction

hook ET No. 000 941 91 13.
Warm up the groove nut (9).
NOTE: The groove nut is secured with Loctite

FK2 and tightened to a torque of 900
Nm.
392 804 2401.1203
H01 / Chapter 2
Apply the groove nut spanner.
Loosen and remove the groove nut (torque multiplierer).
NOTE: When screwing out the loosened

groove nut, turn it into the opposite
direction from time to time.
Section 2
Take the groove nut (9) out. The chamfer of the nut
points to the tapered roller bearing (see sectional
drawing).
Fix the tension bolts with the extraction bar. Insert

spacer ring into extraction bar and press the threaded
rod ET no. 000 941 94 29 on the drive shaft until the
tapered roller bearing is released.
Fix the extraction bar ET No. 000 941 94 24 and the
threaded rod ET No. 000 941 94 29 with two tension
bolts ET No. 000 941 91 04.
392 804 2401.1203

Pull the housing off from the wheel shaft.
H01 / Chapter 2
Take the tapered roller bearing (8) out.
Section 2
Insert two wheel bolts into connection bore BR.

Separate with the help of a plastic hammer.
Separate the brake housing (10) from the oil motor

housing (5) and take it off.
NOTE: The brake housing must only be

dismounted if the sealing ring (7) is
untight (leakage in multi-disc brake).
392 804 2401.1203
H01 / Chapter 2
Remove the spacer ring (6).

Section 2
Pull the oil motor housing (4) from the wheel shaft (1)
and put it on the work bench (wood or plastic support).
392 804 2401.1203

H01 / Chapter 2
Remove circlip.
Section 2
Remove radial shaft seal (3) (extractor with extraction

rod ET No. 000 941 94 69).
Clean wheel shaft.
392 804 2401.1203
H01 / Chapter 2
Insert radial shaft seal (3) in press-in tool, ET No. 000

941 80 08.
IMPORTANT NOTE
Make sure the seal is in the correct position
(sealing lips). See sectional drawing.
Position press-in tool on wheel shaft.

Using two wheel bolts, draw evenly downward.
Section 2
Lubriacte sealing lip at radial shaft seal.
Push oil motor housing (4) onto wheel shaft.
Centre oil motor housing with regard to radial shaft seal
and press it down.
392 804 2401.1203

H01 / Chapter 2
Remove sealing ring (17) with O-ring (18) from brake
housing.
Clean and blow out the groove in the brake housing
(10).
Lubricate new O-ring with sealing ring (7) and insert it.
Apply grease to the back of the port plate (19) and put
the plate down.
Replace outer O-ring (18).
Section 2
Put the brake housing (10) with the port plate on the oil
motor housing (4) and screw them together.
Tighten the screws (17) to a torque of 64 Nm.
Replace the O-rings (13).
392 804 2401.1203
H01 / Chapter 2
Section 2
Pull spacer ring (6) (for correct position, see drawing)
over wheel shaft (1) and use striking tool
(000 941 82 02) to push it up to the limit stop.
Insert tapered roller bearing (8) and use striking tool to
position it until it is closely pressed to the spacer ring.
392 804 2401.1203

H01 / Chapter 2
Section 2
Apply Loctite FK2 to the grooved nut (9) and push it

over the wheel shaft (1).
Apply groove nut spanner, ET No. 000 941 80 10.
NOTE: The chamfer of the groove nut (9) points

to the bearing (8).
392 804 2401.1203
H01 / Chapter 2
Use torque multiplier to tighten to 900 ±50 Nm.
Check starting torque without braking parts:

Md = 15 +20 Nm
Section 2
Insert brake discs.
NOTE: Position the holes of the external discs

in such a way that they coincide.
Position piston, disc spring and cover with preload

screw.
NOTE: Lubrictae O-rings and piston.
392 804 2401.1203

H01 / Chapter 2
Put circlip and two spacer blocks on cover.
Use extraction bar and tension bolt to push the cover
down and position circlip into groove.
Remove tension bolt and extraction bar.
Insert and tighten screws (17).
Screw the plug in and tighten it.
Section 3
3 CHASSIS
3.1 WORKING LIGHTS POSITIONS
WORKING LIGHTS POS. 1 + 2
Working lights Pos. 1 Working lights Pos. 2
WORKING LIGHTS POS. 3 + 4

392 804 2401.0603
H01 / Chapter 2
180
Working lights Pos. 3 Working lights Pos. 4
WORKING LIGHTS POS. 8
510
Section 3
3.2 SUSPENSION MOUNTING
Using Loctite 243, assemble the axle bearing clamps to the axle.
Before assembly, ensure internal surface is free from grease or oil.
Tightening torque for screws M 20 (1): 385 Nm
392 804 2401.1203

H01 / Chapter 2
Section 4
4 STEERING SYSTEM
4.1 SCHEMATIC DIAGRAM OF THE STEERING SYSTEM

392 804 2401.1203
H01 / Chapter 2
1 Gear pump V2 for infeed Dyn Dynamic restrictor

q2 = 11 cm3 L Pressure port - steering cylinder, left
2 Gear pump V1 for steering and working LS Pressure port, load-sensing
hydraulics q1 = 20 cm3 LS1 Load-Sensing restrictor
3 Priority valve P Pressure port - steering control valve
4 Steering control valve with primary valve, P2 Pressure port - working hydraulics
secondary valves and make-up valves P3 Pressure port - steering outlet
5 Make-up valves (also: suction valves) P4 Pressure port - infeed system
6 Steering cylinder PP Pressure restrictor
7 Secondary valves DBV2, p = 180 +20 bar R Pressure port - steering cylinder, right
8 Primary valve DBV1, p = 120 +5 bar S Suction port
9 to infeed system T Tank port
10 Check valve
Section 4
4.2 FUNCTIONAL DESCRIPTION
The oil delivered by the pump V1 (2) enters the priority valve (3), which is in its central position.
When the steering control valve (4) is not activated, an oil flow of Q ~ 1 l/min flows via P3 and P through the steering
control valve (4) and leaves it at (T). The main part of the oil flow of pump V1 is available at port P2 of the
hydraulic system. The pressure port for load-sensing (LS) is connected to the tank (T) via the steering
control valve.
The steering system is protected by the primary valve DBV1 (8) with pmax = 120+5 bar.
STEERING
When the steering system is actuated, the tank connection of the pressure port for load-sensing is shut
off by the steering control valve (4). As a result, the pressure in the LS line rises. This pressure rise controls
the priority valve (3) in such a way that the delivered oil flow of pump V1 is completely available for the
steering system. Depending on the excursion of the steering control valve (4), the steering cylinder (6) is
supplied with an oil flow via the connections (R) or (L). The oil which is pushed out of the steering cylinder
(6) during the steering movement returns to the tank, passing the steering control valve (4) and port (T).
392 804 2401.1203

H01 / Chapter 2
In case of self-aligning forces leading to pressure peaks in the steering circuit (e. g. by driving over any
obstacles), these pressure peaks are limited to pmax = 180 +20 bar by the secondary valves DBV2 (7).
STEERING UP TO THE LIMIT STOP
When steering the steering cylinder (6) against the limit stop, the pressure at port (P) of the steering control
valve, on the pressure side of the steering cylinder and in the load sensing line (LS) rises to the set value
of the primary valve DBV 1 (8) (pmax = 120+5 bar). The primary valve opens and reduces the load sensing
pressure to the tank. As a consequence, the priority valve switches into a position in which only that oil
flow which is necessary to maintain the maximum pressure is delivered to the steering cylinder. The
remaining larger portion of the oil flow delivered by V1 is diverted via the pressure port of the hydraulic
system (P2) to the tank.
EMERGENCY STEERING WITH THE ENGINE AT REST

Emergency steering means that a rotor pump in the steering control valve (4) is actuated by the steering
wheel. Depending on the sense of rotation, this rotor pump draws oil from one chamber of the steering
cylinder and pumps it into the other chamber. In case of an oil loss due to a leakage in the circuit, oil is
replenished from the tank line (T) via the make-up valves (suction valves) (5).
SETTING OF DESIRED VALUE
Steering control valve DBV1 DBV2 (DBV = pressure limiting valve)
H 20-30 392 542 12 02 120 +5 bar 180 +20 bar

H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
3
4
Page
Section
4
4
Service Training
H01 / Chapter 2
392 804 2401.1002
Section 6
6 ELECTRICAL SYSTEM
6.1 BASIC CIRCUIT DIAGRAM FOR DIESEL MODEL
B1 Tank level sensor .................................................................... 33

0B1 Coolant temperature sensor .................................................... 183-186
0B2 Engine speed sensor .............................................................. 191-195
0B3 Sensor for fuel temperature/control collar ............................... 205-212
0B4 Sensor for inlet pipe pressure/inlet pipe temperature .............. 174-176
0B5 Needle lift sensor .................................................................... 198-200
1B1 Actual speed sensor .............................................................. 85,86
1B2 Electronic truck speed controller - double potentiometer ........ 84-89
1B4 Temperature sensor for hydraulic oil ....................................... 88
2B1 Joystick for basic functions .................................................... 116-121
2B2 Joystick for additional functions .............................................. 123-129
2B3 Double potentiometer for mast tilt angle .................................. 130-136
F1 Fuse 50 A MTA ....................................................................... 162

F2 Fuse 30 A MTA ....................................................................... 5
F5 Fuse ........................................................................................ 26
F6 Fuse ........................................................................................ 28
392 804 2401.0603
H01 / Chapter 2
F7 Fuse ........................................................................................ 73
F8 Fuse ........................................................................................ 81
F9 Fuse ........................................................................................ 83
F11 Fuse ........................................................................................ 170
F12 Fuse ........................................................................................ 175
F13 Fuse ........................................................................................ 61
F14 Fuse ........................................................................................ 64
F15 Fuse ........................................................................................ 67
G1 Three-phase alternator with regulator ..................................... 1-5

G2 Battery ..................................................................................... 7
4H1 Horn ........................................................................................ 73
K2 Starting relay ........................................................................... 11-13

0K1 Glow plug relay ....................................................................... 162-164
0K2 Relay terminal 30 for VW control unit ...................................... 170-173
M1 Starter ..................................................................................... 9-11
N1 Electronic truck speed control LHC ........................................ 81-158

0N1 Control unit for diesel direct injection system .......................... 171-229
0N2 Electronic system for VW immobilizer .................................... 183-189
6P1 Composite instrument ............................................................. 25-40
0R1 Glow plugs .............................................................................. 162-167

Section 6
S1 Ignition switch .......................................................................... 9-17
S2 Brake pedal switch 2 (start inhibit) .......................................... 12-14
S3 Suction filter vacuum switch ................................................... 31
S4 Seat switch .............................................................................. 143-144
0S1 Oil pressure switch ................................................................. 28
1S1 Brake pedal switch 1 ............................................................... 101-102
1S2 Travel direction switch - single-pedal model ........................... 106-111
4S1 Horn button .............................................................................. 73
X1 Connector 10 pins (HKS-EKS) ............................................... 9-15,73

X2 Connector 3 pins (S2) ............................................................. 12-14
X4 Connector 3 pins (seat switch) ............................................... 143,144
X5 Connector 1 pin (starting relay) ............................................... 12
X10 Connector 18 pins (central electr. system) ............................ 22,64-69,98-110
X15 Connector 2 pins (CAN) .......................................................... 42
0X1 Connector 10 pins ................................................................... 203-219
0X2 Connector 2 pins ..................................................................... 198,199
0X3 Connector 3 pins ..................................................................... 191-195
0X4 Connector 2 pins ..................................................................... 162,163
1X1 Connector 3 pins (1B1) ........................................................... 84
1X2 Connector 3 pins (1S1) ........................................................... 101,102
392 804 2401.0603

H01 / Chapter 2
1X3 Connector 6 pins (EP) ............................................................. 107-111
2X1 Connector 2 pins (micro-filter) ................................................. 124,125
2X3 Connector 6 pins (2B1) ........................................................... 116-121
2X5 Connector 10 pins (valve block) ............................................. 133-153
6X1 Connector 10 pins (composite instrument) ............................. 26-39
6X2 Connector 7 pins (diagnosis) .................................................. 48
0Y1 Fuel cut-off valve ..................................................................... 216

0Y2 Valve for injection start ............................................................ 219
1Y2 Solenoid valve Y forward ........................................................ 92
1Y3 Solenoid valve Z backward ..................................................... 95
1Y4 Release valve ......................................................................... 98
1Y5 Valve - fan ............................................................................... 91
2Y1 Valve - lowering ....................................................................... 90
2Y2 Valve - lifting ............................................................................ 94
2Y3 Valve - forward tilting ............................................................... 136
2Y4 Valve - backward tilting ........................................................... 138
2Y5 Valve - option 1B .................................................................... 142
2Y6 Valve - option 1A .................................................................... 144
2Y7 Valve - option 2B .................................................................... 148
2Y8 Valve - option 2A .................................................................... 150
2Y9 Release valve ......................................................................... 153
2Y10 Lowering stop valve ................................................................ 156
Section 6
BASIC CIRCUIT DIAGRAM H 20/25, TYPE 392 DIESEL

392 804 2401.1203
H01 / Chapter 2
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 6

392 804 2401.1203
H01 / Chapter 2
Section 6
392 804 2401.0603

H01 / Chapter 2
Section 6
6.2 BASIC CIRCUIT DIAGRAM LPG
B1 Tank level sensor (40 - 250 W), volumetric filling.................... 33

0B1 Engine temperature sensor ..................................................... 87
0B2 Engine speed sensor .............................................................. 171-175
0B10 Phase sensor .......................................................................... 184-186
0B12 Throttle valve potentiometer .................................................... 178-180
1B1 Actual speed sensor ............................................................... 85,86
1B2 Electronic truck speed controller - double potentiometer ........ 84-89
1B4 Temperature sensor for hydraulic oil ....................................... 85
2B1 Joystick for basic functions .................................................... 116-121
2B2 Joystick for additional functions .............................................. 123-129
2B3 Double potentiometer for mast tilt angle .................................. 131-136
0E1 Glow plug cylinder 1 ................................................................ 190

F2 Fuse 30 A MTA ....................................................................... 4

F5 Fuse ........................................................................................ 26
392 804 2401.0603
H01 / Chapter 2
F6 Fuse ........................................................................................ 28
F7 Fuse ........................................................................................ 73
F8 Fuse ........................................................................................ 81
F9 Fuse ........................................................................................ 83
F11 Fuse 10 A ................................................................................ 164
F13 Fuse ........................................................................................ 61
F14 Fuse ........................................................................................ 64
F15 Fuse ........................................................................................ 67
G1 Three-phase alternator with regulator ..................................... 1-5

G2 Battery ..................................................................................... 7
4H1 Horn ........................................................................................ 73
K2 Starting relay ........................................................................... 10-13
M1 Starter ..................................................................................... 9-11
N1 Electronic truck speed controller LTC ..................................... 81-158

0N1 Control unit for ignition system ................................................ 163-204
6P1 Composite instrument ............................................................. 25-40
S1 Ignition switch .......................................................................... 9-17

S2 Brake pedal switch 2 (start inhibit) .......................................... 12-14
S3 Suction filter vacuum switch ................................................... 31
S4 Seat switch .............................................................................. 144-145
S6 Residual quantitiy switch (pressure switch) ............................ 33
0S1 Oil pressure switch ................................................................. 28
Section 6
1S1 Brake pedal switch 1 ............................................................... 108-109
1S2 Travel direction switch - single-pedal model ........................... 112-118
4S1 Horn button ............................................................................. 73
0T1 Ignition coil cylinder 1 .............................................................. 190

X1 Connector 10 pins (S1) ........................................................... 9-16,73

X2 Connector 3 pins (S2) ............................................................. 12,13
X4 Connector 3 pins (seat switch) ............................................... 144,145
X6 Connector 2 pins (S6) ............................................................. 33
X10 Connector 18 pins (central electr. system) ............................ 22, 64-69, 98-110
X12 Connector 6 pins (engine-cable set) ....................................... 164,203
X15 Connector 2 pins (CAN) .......................................................... 42
0X7 Connector 3 pins ..................................................................... 171-175
1X1 Connector 3 pins (1B1) ........................................................... 84
1X2 Connector 3 pins (1S1) ........................................................... 108,109
1X3 Connector 6 pins (single-pedal model) .................................... 114-118
2X1 Connector 2 pins (micro-filter) ................................................. 128,129
392 804 2401.0603

H01 / Chapter 2
2X5 Connector 10pins (valve block) .............................................. 133-153
6X1 Connector 10 pins (6P1) ......................................................... 26-39
6X2 Connector 7 pins (diagnosis) .................................................. 48
1Y2 Solenoid valve Y forward ........................................................ 94

1Y3 Solenoid valve Z backward ..................................................... 96
1Y4 Release valve ......................................................................... 99
1Y5 Valve - fan ............................................................................... 90
1Y6 LPG shut-off valve .................................................................. 94
1Y7 Throttle valve positioning magnet ............................................ 90
2Y1 Valve - lowering ....................................................................... 131
2Y2 Valve - lifting ............................................................................ 133
2Y3 Valve - forward tilting ............................................................... 136
2Y4 Valve - backward tilting ........................................................... 138
2Y5 Valve - option 1B .................................................................... 142
2Y6 Valve - option 1A .................................................................... 144
2Y7 Valve - option 2B .................................................................... 148
2Y8 Valve - option 2A .................................................................... 150
2Y9 Release valve ......................................................................... 153
2Y10 Lowering stop valve ................................................................ 156
Section 6
BASIC CIRCUIT DIAGRAM H 20/25, TYPE 392 LPG

392 804 2401.0603
H01 / Chapter 2
Section 6
392 804 2401.0603

H01 / Chapter 2
Section 6

392 804 2401.0603
H01 / Chapter 2
Section 6
392 804 2401.0603

H01 / Chapter 2
Section 6
6.3 CIRCUIT DIAGRAM FOR OPTIONAL EQUIPMENT
7A1 Control unit for soot filter .................................................................. 413-458

6A1 Data logger with keypad ................................................................... 374-389
4B1 Buzzer .............................................................................................. 224

7B1 Buzzer .............................................................................................. 432
7B2 Flame sensor ................................................................................... 451
5E1 Working lights, front left, bottom (pos. 1) .......................................... 7,13

5E2 Working lights, front right, bottom (pos. 2) ........................................ 9,15
5E3 Working lights, front left, top (pos. 3) ................................................ 19
5E4 Working lights, front right, top (pos. 4) ............................................. 21
5E7 Working lights, rear, top (pos. 8) ...................................................... 29
5E8 Interior lights ..................................................................................... 74
5E9 License plate light left ....................................................................... 50
5E10 License plate light right ..................................................................... 52
5E11 Dip beam, left ................................................................................... 39,276
5E12 Dip beam, right ................................................................................. 41,278
5E13 Side marker light, front left ................................................................ 43,280
5E14 Side marker light, front right ............................................................. 46,285
392 804 2401.1203
H01 / Chapter 2
5E15 Side marker light, rear left ................................................................ 44,282

5E16 Side marker light, rear right .............................................................. 47,287
5E17 Back-up light, left .............................................................................. 313
5E18 Back-up light, right ........................................................................... 315
9E1 Heating system ................................................................................ 161-167
9E2 Heating system with air conditioning ................................................ 170-193
9E3 Radio ................................................................................................ 148-156
9E4 Speaker, left ..................................................................................... 147
9E5 Speaker, right ................................................................................... 154
F3 Fuse 70 A MTA (terminal 58) ........................................................... 3

F4 Fuse 30 A (air conditioning) ............................................................. 182
F14 Fuse 2 A (terminal 58) ...................................................................... 1
F15 Fuse 5 A ........................................................................................... 379,442
4F1 Fuse 10 A (back-up signal) .............................................................. 217
4F3 Fuse 7,5 A (hazard warning flasher/revolving light) ......................... 200,206
5F1 Fuse 15 A (working lights pos. 1,2) .................................................. 9
5F2 Fuse 15 A (working lights pos. 3,4) .................................................. 15,21
5F4 Fuse 7,5 A (working lights pos. 8) .................................................... 30
5F5 Fuse 15 A (lighting terminal 15) ........................................................ 55,291
5F6 Fuse 10 A (lighting terminal 30) ........................................................ 58,295
5F7 Fuse 5 A (stop light) ......................................................................... 69, 252,308
5F8 Fuse 7,5 A (headlight, left) ............................................................... 39,276
5F9 Fuse 7,5 A (headlight, right) ............................................................. 41,278
5F10 Fuse 5 A (side marker light, left) ...................................................... 43,280
5F11 Fuse 5 A (side marker light, right) .................................................... 46,285
5F12 Fuse 5 A (interior lights) ................................................................... 74
5F13 Fuse 10 A (hazard warning flasher) ................................................. 244
6F1 Fuse ................................................................................................. 377
7F1 Fuse 5 A ........................................................................................... 427
Section 6
7F2 Fuse 20 A ......................................................................................... 431
7F3 Fuse 30 A ......................................................................................... 460
9F1 Fuse 2 A (windscreen wipers, general)............................................ 73
9F2 Fuse 10 A (windscreen wiper, front) ................................................ 96
9F3 Fuse 7,5 A (windscreen wiper, rear and roof) .................................. 114
9F4 Fuse 10 A (washing system pumps) ............................................... 86
9F6 Fuse 15 A (seat heating) .................................................................. 144
9F7 Fuse 5 A (radio terminal 30) ............................................................. 149
9F8 Fuse 10 A (radio terminal 15) ........................................................... 152
9F9 Fuse 20 A (heating system) ............................................................. 164,172
2H1 Warning light mast positioning preselect. ......................................... 325

4H4 Hazard warning flasher .................................................................... 200,206,217,229
4H5 Revolving light .................................................................................. 200,206,217,229
5H1 Turn-signal lamp, front left ................................................................ 56,293
5H2 Turn-signal lamp, front right .............................................................. 59,296
5H3 Turn-signal lamp, rear left ................................................................. 55, 244,291
5H4 Turn-signal lamp, rear right .............................................................. 61, 246,299
5H10 Turn-signal indicator ......................................................................... 64, 248,303
5H20 Stop light, right .................................................................................. 69, 252,308
5H21 Stop light, left .................................................................................... 71, 254,310
392 804 2401.1203

H01 / Chapter 2
7H1 Warning light regeneration ................................................................ 437
7H2 Prewarning and warning light (orange) ............................................. 426
7H3 Fault light (red) ................................................................................. 429
K1 Auxiliary relay terminal 58 ................................................................ 1-3

K2 Starting relay .................................................................................... 369-371,407,411
K3 Engine cut-off relay .......................................................................... 357-361
4K1 Back-up signal relay......................................................................... 213-217
5K1 Turn-signal flasher ........................................................................... 59-62,297,300
5K2 Stop light relay .................................................................................. 67-69, 250-252,306-308
5K3 Hazard warning flasher relay for back-up ........................................ 270-272
5K4 Working light relay, pos. 8 ................................................................ 32-36
5K5 Hazard warning flasher relay ........................................................... 242-244
7K1 Glow plug current regulator .............................................................. 457-461
7K2 Auxiliary starting relay ...................................................................... 401-405
9K1 Windscreen wiper relay, front........................................................... 85-93
9K2 Windscreen wiper relay, rear ........................................................... 106-111
9K3 Windscreen wiper relay, roof ........................................................... 125-132
7M1 Blower .............................................................................................. 416

7M2 Metering pump .................................................................................. 423
9M1 Windscreen wiper motor, front ......................................................... 91-95
9M2 Windscreen wiper motor, rear .......................................................... 110-113
9M3 Windscreen wiper motor, roof .......................................................... 113-134
9M4 Washing system pump, front ........................................................... 98
9M5 Washing system pump, rear ............................................................ 116
9M6 Washing system pump, roof ............................................................ 137
9M7 Fan motor 1 air conditioning ............................................................. 187
Section 6
N1 Electronic control LTC ...................................................................... 322-326,330-336
7R1 Glow plug ......................................................................................... 460

9R2 Seat heating ..................................................................................... 144
S1 Ignition switch ................................................................................... 346-354

2S1 Switch for mast positioning preselection .......................................... 323,325
2S2 Pressure switch charge filter ........................................................... 331
2S3 Pressure switch high-pressure filter ................................................ 334
4S3 Switch for hazard warning flasher/revolving light ............................. 205-208,215-222
5S1 Working light switch, pos. 1,2........................................................... 9-11
5S2 Working light switch, pos. 3,4........................................................... 15-23
5S3 Working light switch, pos. 8 ............................................................. 27-35
5S4 Switch for interior lights .................................................................... 74-76
5S11 Lighting switch .................................................................................. 39-45,276-282
5S12 Warning light switch ......................................................................... 55-61,291-300
5S13 Turn-signal switch ............................................................................ 57-59,294-296
7S1 Starting switch .................................................................................. 436-437
7S2 Emergency stop switch .................................................................... 442-443
9S1 Switch for windscreen wiper ............................................................ 82-87
9S2 Switch for windscreen wiper, front ................................................... 82-89
392 804 2401.1203
H01 / Chapter 2
9S3 Switch for windscreen wiper, rear .................................................... 101-109

9S4 Switch for windscreen wiper, roof .................................................... 121-128
9S6 Pressure switch, air conditioning ..................................................... 177-179
V1 Decoupling diode ............................................................................. 363

5V1 Decoupling diode .............................................................................. 258
9V1 Free-wheel diode (E-coupling) ......................................................... 172
9W1 Antenna ............................................................................................ 154-155
X1 Connector 10 pins (main cable set - end cable set) ......................... 346-352,358,371
X1.1 Connector 10 pins (main cable set - end cable set) ......................... 346-352,358
X3 Connector 2 pins .............................................................................. 363
X5 Connector 1 pin (start inhibit) ........................................................... 402,408
X10 Connector 18 pins (to standard equipment) ..................................... 1,34,67, 182-183, 213,
......................................................................................................... 242,250,263,272,275
......................................................................................................... 306,379,424,442
X15 Connector 2 pins (CAN connection) ................................................ 381,387
2X1 Connector 2 pins (micro-filter) .......................................................... 331,335
2X2 Connector 4 pins (mast position) ..................................................... 323,325
2X6 Connector 2 pins (pressure switch) ................................................. 331
2X7 Connector 2 pins (pressure switch) ................................................ 334
4X1 Connector 2 pins (hazard warning flasher/revolving light) ............... 229
4X2 Connector 6 pins (buzzer) ............................................................... 220-226
4X3 Connector 2 pins (hazard warning flasher/revolving light, license
plate light) ......................................................................................... 50,200
Section 6
4X4 Connector 2 pins (hazard warning flasher/revolving light) ............... 206,217
4X5 Connector 2 pins (buzzer) ............................................................... 224
5X1 Connector 12 pins (lighting, driver protection roof) ........................... 13,15,39-69,292-303
5X2 Connector 6 pins (lighting, rear) ....................................................... 44-69, 244-252
5X2.1 Connector 6 pins (lighting, rear) ....................................................... 258, 264
5X2.2 Connector 6 pins (lighting, rear) ....................................................... 258, 264
5X3 Connector 3 pins (interface to back-up signal) ................................ 270
5X4 Connector 12 pins (working lights pos. 1,2) ..................................... 7,9
5X5 Connector 2 pins (working lights pos. 3,4) ....................................... 15,21
5X6 Connector 2 pins (working lights pos. 8) .......................................... 29
5X7 Connector 6 pins (headlight, left) ...................................................... 39,43,59,276,280,293
5X8 Connector 6 pins (headlight, right) ................................................... 41,46,59,278,285,296
5X9 Connector 3 pins (hazard warning flasher) ...................................... 244, 252
5X10 Connector 2 pins (license plate light) ............................................... 50
5X11 Connector 12 pins (lighting in raised position) .................................. 232,276-313
5X12 Connector 5 pins (tail lamp, right) ..................................................... 287,299,308,315
5X13 Connector 5 pins (tail lamp, left) ....................................................... 282,290,310,313
6X4 Connector 14 pins (data logger) ....................................................... 375-388
6X5 Connector 3 pins (to data logger) ..................................................... 377,379,388
6X8 Connector 4 pins (diagnosis) ........................................................... 467
7X1 Connector 9 pins (interface to central electr. system) ..................... 424-443
392 804 2401.1203

H01 / Chapter 2
7X2 Connector 4 pins (blower, shut-off valve) ........................................ 416,419
7X3 Connector 2 pins (flame sensor) ...................................................... 450,451
7X4 Connector 2 pins (glow plug) ........................................................... 460
7X5 Connector 2 pins (metering pump) ................................................... 423
9X1 Connector 9 pins (windscreen wiper) .............................................. 83-94
9X2 Connector 3 pins (radio) ................................................................... 149-156
9X5 Connector 6 pins (washing system pumps) ..................................... 98,116,137
9X7 Connector 3 pins (seat heating) ....................................................... 144
9X8 Connector 3 pins (radio) ................................................................... 149-156
9X9 Connector 2 pins (heating, air conditioning) ..................................... 229
9X10 Connector 1 pins (air conditioning) ................................................... 182
9X11 Connector 6 pins (air conditioning) ................................................... 178-193
9X12 Connector 2 pins (heating system) .................................................. 164,170,172
9X13 Connector 4 pins (pressure switch, air conditioning) ....................... 178-180
9X14 Connector 2 pins (seat heating) ....................................................... 144
7Y1 Shut-off valve ................................................................................... 419

9Y1 E-coupling, air conditioning .............................................................. 174
Section 6
1 Working lights, pos. 1 and 2

2 Working lights, pos. 1 and 2 (with lighting in raised position)
3 Working lights pos. 3 and 4
4 Working lights, pos. 7
5 Lighting
6 Hazard warning and turn signal system
7 Stop light
8 Interior lights
9 Windscreen wiper
10 Windscreen wiper, front
11 Windscreen wiper, rear
12 Windscreen wiper, roof
13 Seat heating
14 Radio
15 Heating system
16 Heating system with air conditioning
17 Hazard warning flasher/revolving light via terminal 58
18 Hazard warning flasher/revolving light via switch
19 Acoustic back-up warning signal - duration switchable: Off/reversing/On
20 Hazard warning flasher for back-up with stop light (without lighting)
21 Hazard warning flasher for back-up (with lighting)
392 804 2401.1203
H01 / Chapter 2
22 Lighting in raised position

23 Turn-signal indicator and hazard warning flasher in raised position
24 Stop light in raised position
25 Back-up light in raised position
26 Mast positioning
27 Hydraulic oil micro-filter pilot lamp
28 Truck switch-off via seat switch
29 Truck data management (FDM)
30 Particulate trap
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 6
CIRCUIT DIAGRAM FOR OPTIONAL EQUIPMENT H 20/25, TYPE 392

392 804 2401.1203
H01 / Chapter 2
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 6

392 804 2401.1203
H01 / Chapter 2
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 6

392 804 2401.1203
H01 / Chapter 2
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 6
6.4 CENTRAL ELECTRICAL SYSTEM
6.4.1 ARRANGEMENT OF THE INTERFACE CONNECTORS CONSOLE - TRUCK

392 804 2401.1203
H01 / Chapter 2
Pos. Designation Denomination
1 5X1/5X4 Connector 12 pins (lighting/working lights)

2 7X1 Connector 9 pins (soot filter)
3 9X5 Connector 6 pins (washing system pumps)
4 4X2 Connector 6 pins (reversing signal)
5 5X3/5X9 Connector 3 pins (warning light for back-up)
6
7 X10 Connector 18 pins (interface standard equipment - optional equipment)
8 6X1 Connector 10 pins (composite instrument)
9 9X1 Connector 9 pins (windscreen wiper)
10
11
12 9X9 Connector 2 pins (heating system)
13 6X5 Connector 3 pins (truck data management)
14 9X7 Connector 3 pins (seat heating)
15 9X8 Connector 3 pins (radio)
16 X15 Connector 2 pins (CAN interface)
17
Section 6
6.4.2 ARRANGEMENT OF THE RELAYS AND FUSES FOR STANDARD AND OPTIONAL
EQUIPMENT
FUSES
392 804 2401.1203

H01 / Chapter 2
Pos. Designation Denomination Value
6.1 5F2 Working lights pos. 3, 4 15 A

6.2
6.3 5F4 Working lights pos. 7 7,5 A
6.4
9.1 F5 Composite instrument (terminal 30) 2A
9.2 F6 Composite instrument (terminal 15) 2A
9.3 F7 Horn 15 A
9.4 F8 Truck speed/lift control (terminal 15) 2A
14.1 5F2
14.2 9F9 Heating system/air conditioning 20 A
14.3 9F6 Seat heating 15 A
14.4 4F3 Warning hazard flasher/reversing light 7,5 A
17.1 F9 Truck speed/lift control (terminal 30) 15 A
17.2 F10 Coil supply 20 A LPG controlled
17.3 F11 VW control (terminal 30) 15 A diesel, 20 A LPG,
5 A LPG controlled
17.4 F12 VW control (terminal 15) 2 A diesel, 10 A LPG,
10 A LPG controlled
18.1 5F8 Headlight, left 7,5 A
18.2 5F9 Headlight, right 7,5 A
18.3 5F10 Side marker lights, left 5A
18.4 5F11 Side marker lights, right 5A
19.1 5F5/5F1 Lighting/working lights pos. 1, 2 15 A
19.2 5F6/5F13 Hazard warning flasher 10 A
19.3 5F7 Stop light 5A
19.4 5F12 Interior lights 5A
20.1 9F1 Windscreen wipers, general 2A
Section 6
20.2 9F2 Windscreen wipers, front 10 A

20.3 9F3 Windscreen wipers, rear and roof 7,5 A
20.4 9F4 Washing system pumps 10 A
21.1 9F7 Radio terminal 30 5A
21.2 9F8 Radio terminal 58 10 A
21.3 4F1 Reversing 10 A
21.4 6F1 Truck data management 5A
23.1 7F1 Soot filter 5A
23.2 7F2 Soot filter 20 A
23.3 7F3 Soot filter 30 A
23.4
24.1 F13 Terminal 30
24.2 F14 Terminal 58 2A
24.3 F15 Terminal 15 5A
24.4
Fuse LMH No.
2A 7 9190 86 800
5A 7 9190 86 803
392 804 2401.1203
H01 / Chapter 2
7,5 A 7 9190 86 804

10 A 7 9190 86 805
15 A 7 9190 86 806
20 A 7 9190 86 807
30 A 7 9190 86 809
RELAYS
Pos. Designation Denomination
1 9K1 Windscreen wiper relay, front

2 9K2 Windscreem wiper relay, rear
3 9K3 Windscreen wiper relay, roof
4 4K1 Relay back-up signal
5 K1 Relay terminal 58 (70 A)
7 0K2 Relay VW control - diesel or
0K3 Relay control - LPG controlled
8 0K1 Glow relay (70 A)
10 5K2 Stop lights relay
11 5K1 Turn-signal flasher
5K5 Relay warning flasher for backing-up, truck without lighting
12 5K3 Relay warning flasher for backing-up, truck with lighting
13 5K4 Working lights pos. 7
15
16 K2 Starting relay (70 A)
22 7B1 Acoustic warning: Particulate trap
Section 6
6.5 COMPOSITE INSTRUMENT
The composite instrument (1) is located at the overhead

guard in the top right corner, where the driver has a good
view on it. It serves as a warning indicator and as an
information display (12).
The following information may be given:
2 Hydraulic oil temperature warning

light
3 Battery charge indicator lamp
4 Engine oil pressure warning light
5 Fault of electrical control unit
(LTC)
6 Engine temperature warning light
7 Load/overload indicator*
8 Soot filter warning*
9 Cooling water level indicator*
10 Hydraulic oil micro-filter warning
392 804 2401.1203

H01 / Chapter 2
light*
11 Fuel level indicator
13 Soot filter symbol*
14 Hour meter
15 Hour meter symbol
16 Time display
17 Symbol for "Maintenance interval
exceeded"
18 Function key
19 Reset key
20 Symbol for "parking brake
actuated"
21 Symbol for "Do not start engine"
22 Symbol "Operating hours up to
next maintenance (can be read
on the display (14) for 4 sec. only)
23 Symbol for mast position
detection
24 Text field
25 Pre-heating indicator/fault light
VW engine
26 Air filter vacuum warning light
27 not assigned
28 not assigned
* Optional equipment
Section 6
Indicator Function Possible cause(s)/remedy

Hydraulic oil temperature warning Lights up when the preset final - Not enough oil in hydraulic circuit
light (2) (colour: red) temperature has been reached. If - Oil not as specified
the admissible limit temperature - Oil filter clogged
is - Oil cooler contaminated
reached, a buzzer will be soun- - Switch off buzzer by pressing reset
ded in addition. key (19).
Battery charge indicator light (3) - V-ripped belt torn or not enough belt
(colour: red) Indicates faults of the electrical tension, tensioning unit defective.
system. - Cable defective
- Alternator defective
- Boost pressure controller or control-
ler switch defective
Engine oil pressure warning light - Not enough oil in crankcase

(4) (colour: red) Lights up if the oil pressure of the - Engine overheated
engine lubrication is too low. In - Oil not as specified
addition, a buzzer is sounded. - Internal leakage in lubricant circuit
- Switch off buzzer by pressing reset
key (19).
392 804 2401.1203
Fault of electrical control system Please contact your Linde authorized

H01 / Chapter 2
(5) (colour: red) Indicates faults in the electrical dealer.

system, an error code is display-
ed in the text field (24).
Engine temperature warning - Fan motor defective

light (6) Lights up when the preset final - Thermal switch defective
(colour: red) temperature has been reached. If - Water cooler contaminated
the admissible limit temperature - Leakage in cooling circuit
is reached, a buzzer will be soun- - Coolant level too low
ded in addition. - Switch off buzzer by pressing reset
key (19).
Load/overload indicator (7)**

If the load is okay, the symbol is
orange.
DANGER
The load must be put down
In case of overload, the symbol immediately.
lights up in red. - Observe load diagram.
- Regenerate soot filter.

Soot filter warning (8) (colour:
red)** Lights up when the soot filter must
be regenerated.
** not yet available
Section 6

Cooling water level indicator* (9) Indicates if the cooling water level - Coolant level too low, refill
(colour: orange) drops below the minimum level.
Hydraulic oil micro-filter warning Indicates when the micro-filter re- - Micro-filter contaminated, replace
light* (10) (colour: orange) quires maintenance
Fuel level indicator (11) Indicates current fuel level

(colour: green or red, depending
on level)
Soot filter symbol* (13) Lights up or flashes, in the text - Soot filter contaminated, regenerate.
field (24), the remaining capacity
is indicated by means of 4 sym-
bols.
Hour meter (14) Indicates the operating hours of NOTE

the truck. This indication docu- In case a defective display unit is repla-
ments the time during which the ced, the operating hours accumulated
truck has been operated and ser- up to this time must be recorded. Re-
392 804 2401.1203

ves to monitor the prescribed in- cord the data on durable tape and affix
H01 / Chapter 2
spection and maintenance inter- it near the display unit. It is also possib-
vals. le to update the new display unit later.
Please contact your Linde authorized
dealer.
Operating hours symbol (15) Flashes while the operating hours

are being recorded (only if the
ignition is switched on and the
engine speed exceeds 500 rpm)
Time (16) The time is displayed in a 24 hours To change the display to 12 hours,
format. diagnostic equipment is used.
To set the correct time, use the Please contact your Linde authorized
keys 18 and 19. dealer.
Symbol for "Maintenance interval If the number of operating hours For the purpose of resetting or changing
exceeded" (17) up to the prescribed maintenance the intervals, the corresponding
is 0 or below, the symbol will flash diagnostic equipment is needed. Please
for 10 seconds after each restart contact your Linde authorized dealer.
and will then remain permanently
lighted.
Function key (18) Function depending on model
Section 6

Reset key (19) To set the time, switch off the
warning sound and for other
functions, depending on model.
Parking brake symbol (20) Lights up and indicates actuation

of the parking brake.
Symbol "Do not start engine" (21) Indicates if the engine has been - Start again after a short waiting
stalled. In this case, restarting the period.
engine is only possible after a
short waiting period.
Symbol "Operating hours up to After switching the ignition on, the

next maintenance" (22) operating hours up to the next
maintenance are indicated in the
display field (14, counting back-
wards).
The symbol (22) is lighted.
After 4 seconds, the display (14)
switches automatically to the
392 804 2401.1203
operating hours of the truck and

H01 / Chapter 2
the operating hours symbol (15)

will be flashing.
Symbol for mast position detec- Is lighted if the admissible tilt ang-
tion* (23) le is exceeded.
Text field (24) Used for display purposes
Preheating indicator/Fault light Is lighted in the preheating time - Linde authorized dealer
VW engine (25) (colour: orange) and is then extinguished. Flashing could mean that there is a
problem with the VW engine
Air filter vacuum warning light (26) Indicates excessive contamina- - Air filter contaminated, clean or re-
(colour: orange) tion of the air filter. place.
not assigned (27 and 28)
Section 6
392 804 2401.1203

H01 / Chapter 2
Section 7
7 HYDRAULIC SYSTEM
7.1 WORKING HYDRAULICS (HYDRAULIC POWER SYSTEM)

392 804 2401.1002
H01 / Chapter 2
Section 7
7.1.1 CIRCUIT DIAGRAM OF WORKING HYDRAULICS
1 Release valve (safety valve)

2 Pressure relief valve
3 Balance valve for circulating oil
4 Restrictor - lifting/lowering with 2Y1 and 2Y2
5 Balance valve for draining oil
6 Bypass check valve
7 Lowering stop valve with positioning cylinder
8 Spool valve with restrictor - tilting with 2Y3 and 2Y4
9 Spool valve with restrictor - additional hydraulic system with 2Y5 and 2Y6
10 Emergency lowering
11 Brake valve forward tilting
12 Pressurizing valve (or pressure make-up valve) backward tilting
13 2-way flow control valve
14 Spool valve with restrictor - additional hydraulic system with 2Y7 and 2Y8 (option)
15 Tilt cylinder
16 Lift cylinder
17 Shuttle valve
18 Protective device against line breakLBS
19 Distributor
392 804 2401.1002

H01 / Chapter 2
PORTS
A Lift cylinder/mast
A1/B1 Additional hydraulic system 1
A2 Backward tilting
B2 Forward tilting
MP Measuring point for circulation and maximum pressure
PSt Pilot control pressure 17.5 bar
T Return flow/tank
WORKING VALVES
2Y1 Valve - lowering

2Y2 Valve - lifting
2Y3 Valve - forward tilting
2Y4 Valve - backward tilting
2Y5 Valve - additional hydraulic system 1B
2Y6 Valve - additional hydraulic system 1A
2Y9 Release valve (safety valve)
2Y10 Lowering stop valve
Section 7
CIRCUIT DIAGRAM OF WORKING HYDRAULICS

392 804 2401.1002
H01 / Chapter 2
Page
Section
4
7
Service Training
H01 / Chapter 2
392 804 2401.1002
Section 7
7.1.1.1 HOSE DIAGRAMS
ROUTING PUMP - CONTROL VALVE (ACTUATOR)
B Working hydraulics valve

D Tandem pump
E Working hydraulics pressure filter
O Pressure filter for charging pressure
M Fan drive
392 804 2401.1002
H01 / Chapter 2
CONTROL PRESSURE SUPPLY 17.5 BAR

Section 7
HOSE ROUTING - LIFTING
392 804 2401.1203

H01 / Chapter 2
Section 7
HOSE ROUTING - TILTING

392 804 2401.1002
H01 / Chapter 2
Section 7
HOSE ROUTING - RETURN FLOW, OIL RESERVOIR
392 804 2401.1002

H01 / Chapter 2
Section 7
ADDITIONAL HYDRAULIC SYSTEM FOR STANDARD MAST SERIES 185

392 804 2401.1002
H01 / Chapter 2
Section 7
ADDITIONAL HYDRAULIC SYSTEM FOR DUPLEX MAST SERIES 185
392 804 2401.1002

H01 / Chapter 2
Section 7
ADDITIONAL HYDRAULIC SYSTEM FOR TRIPLEX MAST SERIES 185

392 804 2401.1002
H01 / Chapter 2
Section 7
7.1.2 FUNCTIONAL DESCRIPTION OF CONTROL VALVE
7.1.2.1 INTRODUCTION
The control valve has three sections connected in parallel. Optionally, a forth section may be flange-mounted:
Section 1: Lifting/lowering and emergency lowering
Section 2: Additional hydraulic system
Section 3: Forward and backward tilting
Section 4: Additional hydraulic system (option)
Furthermore, the housing of the control valve contains a balance valve for circulating oil, a pressure relief
valve, a safety valve as well as shuttle valves and check valves for the creation of a load signal
transmission chain.
7.1.2.2 SAFETY VALVE, BALANCE VALVE FOR CIRCULATING OIL, PRESSURE RELIEF
VALVE
As long as the joystick is in its neutral position, the release valve 2Y9 remains de-energized. In this
switching position, the valve is open, the load signal transmission chain (LS) is connected with the tank.
No load signal can be transmitted to the circulation oil balance valve; thus, the valve functions are
392 804 2401.1002

H01 / Chapter 2
deactivated.
When the engine is running, the available pump oil flow enters the valve block at port P and switches the
circulating oil balance valve against the spring load in the position where the passage to the tank (T) is
possible. The initial spring tension of the balance valve and the pressure at port P balance each other, with
Dp approx. 4 bar.
When the joystick is not in its neutral positoin, the release valve 2Y9 is energized and interrupts the
connection of the LS transmission chain to the tank. The current pressure from the LS transmission chain
is now available at the spring side of the circulating oil balance valve and at the pressure relief valve (2).
In addition, a signal which is electroproportional to the excursion is transmitted to the corresponding
solenoid (2Y1 to 2Y8) of the desired function. When the functions lifting, tilting and additional hydraulic
system are carried out, the pump oil flow is increased proportionally to the excursion (raising of drive engine
speed). Now, the current pressure from the LS transmission chain is transmitted to the spring side of the
circulating oil balance valve. As a result of the changed situation with regard to the forces, the balance valve
regulates to such a degree towards the shut-off position that an oil flow passes via the connected
directional valve to the consuming equipment, the capacity of which depends on the displacement of the
valve gate. The remaining quantity is supplied directly to port T by the balance valve.
When the setting pressure of the valve (2) is reached, the relief valve opens and oil can flow to port T. Due
to the resulting Dp, the load pressure gets higher than the response pressure of the relief valve and the
balance valve will be controlled in such a way that only that quantity of compressed oil which is required
to maintain Dp passes through, while the excess quantity is directly diverted to port T by the balance valve.
7.1.2.3 DESCRIPTION OF THE LIFTING FUNCTION
When the lifting function is activated, the pump oil flow is increased proportionally to the excursion, and an
electroproportional signal is output to the proportional pressure reducing valve 2Y2. In the hydraulic part of the
proportional pressure reducing valve, the external pressure X is available as positioning pressure. The magnetic force
generates a positioning pressure force, which is compared with the force of the spring of the restrictor,
Section 7
located on the opposite side. If the positioning pressure force exceeds the spring load, the restrictor is
subjected to an excursion, and a certain opening cross-section between P and the draining oil balance
valve arranged between port A and the restrictor will be brought about. The intermediate pressure which
is available here is signalled as LS pressure force to the spring side of the circulating oil balance valve and
added to the spring load of the circulating oil balance valve. Thanks to this arrangement, the pump pressure
force (and thus the pump pressure) upstream the restrictor always exceedsthe pump pressure
downstream the restrictor by the amount of the spring load of the circulating oil balance valve. Thus, the
oil flow passing through the restrictor (and thus the lifting speed) depends exclusively on the opening
cross-section of the restrictor. The excessive oil flow is lead to the tank via the circulating oil balance valve.
Downstream the restrictor, the oil flow passes first through the draining oil balance valve, and the
intermediate pressure force (as the product of intermediate pressure and effective area) is compared, as
an attenuated signal, with the spring load of the draining oil balance valve (without pressure force from the
intermediate pressure the draining oil balance valve is open, since the spring chamber of the latter is
connected with the tank). If the intermediate pressure force exceeds the spring load, the draining oil
balance valve closes and the oil flow is lead, via the bypass check valve, to port A (of the consuming
equipment) and thus into the lift cylinder. During the lifting process, the intermediate pressure and the
pressure in port A are equal.
After completion of the lifting process, the load pressure A is available at the closed draining oil balance
valve, the bypass check valve and the emergency lowering system. Since the tolerances the draining oil
392 804 2401.1002
H01 / Chapter 2
balance valve and the restrictor are different, the distribution of the leakage results in a certain intermediate
pressure level, which is between the pressure in port A and the pressure corresponding to the spring load
of the draining oil balance valve.
7.1.2.4 DESCRIPTION OF LOWERING AND EMERGENCY LOWERING FUNCTIONS
When the lowering function is activated, a signal which is electroproportional to the excursion is output to the
proportional pressure reducing valve 2Y1. In the hydraulic part of the proportional pressure reducing valve, the
external pressure X is available as positioning pressure. The magnetic force generates a positioning
pressure load, which is compared with the spring load of the restrictor, located on the opposite side. If the
positioning pressure force exceeds the spring load, the restrictor is subjected to an excursion, and a
certain opening cross-section between the draining oil balance valve and the tank will be brought about.
Simultaneously, the intermediate pressure force is compared, as an attenuated signal, with the spring load
of the draining oil balance valve. Thus, an equilibrium between the intermediate pressure force and the
spring load of the draining oil balance valve is brought about in the latter, as long as the pressure force in
port A exceeds the spring load of the draining oil balance valve (the pressure in port A is the supply
pressure for the lowering process). Thanks to this arrangement, the pressure upstream the restrictor
always exceedsthe pressure downstream the restrictor (where the pressure during the lowering process
corresponds to the tank pressure)by the amount of the spring load of the draining oil balance valve. Thus,
the oil flow passing through the restrictor (and thus the lowering speed) depends exclusively on the
opening cross-section of the restrictor.
The so-called lowering stop valve 2Y10 is permanently energized during operation and the external
pressure X available at the valve is lead into a positioning cylinder, where it pushes a piston rod against
a spring into its limit position. In case of a current interruption at the lowering stop valve or a pressure drop
of the positioning pressure supply X (e. g. after switching off the truck or in case of a malfunction), the piston
rod of the positioning cylinder moves into the other limit position as a result of its spring load. During this
process, it pushes the draining oil balance valve located at its side mechanically into the closed position.
Section 7
This ensures a low-leakage lifting system.
In the event of a malfunction in the truck, a load which has been lifted may be lowered and deposited on
the ground again. In this case, a direct connection between port A and the tank is opened by means of the
emergency lowering screw.
7.1.2.5 DESCRIPTION OF THE TILTING FUNCTION WITH BRAKE VALVE AND PRESSURIZING
VALVE (PRESSURE MAKE-UP VALVE)
When the tilting function (forward or backward tilting) is activated, the pump oil flow is increased
proportionally to the excursion, and an electroproportional signal is output either to the proportional
solenoid valve 2Y3 or to 2Y4. The magnetic load generated as a result is compared with the spring load
of the restrictor, located on the opposite side. If the positioning pressure load exceeds the spring load, the
restrictor is subjected to an excursion, and a certain opening cross-section between P and port A2/B2 will
be brought about. The pressure which is available here is signalled as LS pressure force to the spring side
of the circulating oil balance valve and added to the spring load of the circulating oil balance valve. Thanks
to this arrangement, the pump pressure force (and thus the pump pressure) upstream the restrictor always
exceeds the pump pressure downstream the restrictor by the amount of the spring load of the circulating
oil balance valve. Thus, the oil flow passing through the restrictor (and thus the tilting speed) depends
exclusively on the opening cross-section of the restrictor. The excess oil flow is lead to the tank via the
392 804 2401.1002

H01 / Chapter 2
circulating oil balance valve.
The brake valve between the restrictor and port A2 provides for an almost leakage-free tilting system and,
moreover, reduces a so-called "lead" of the mast during the tilting process, and the maximum tilting speed
is limited.
The pressurizing valve (also called pressure make-up valve) between the restrictor and port B2 provides
for a certain degree of hydraulic clamping of the tilt cylinder during backward tilting and under certain
conditions also serves as a non-return valve .
As opposed to the lifting function, the tilting function is carried out with small volumetric oil flows. To avoid
an acceleration of the tilting function in case of simultaneous lifting, a 2-way flow control valve is installed
in the P-line to the tilting restrictor. This limits the maximum supply flow for tilting.
7.1.2.6 DESCRIPTION OF THE FUNCTION OF THE ADDITIONAL HYDRAULIC SYSTEM
When the function of the additional hydraulic system is activated, the pump oil flow is increased
proportionally to the excursion, and an electroproportional signal is output either to the proportional
solenoid valve 2Y5 or 2Y6 (or optionally 2Y7 or 2Y8). The magnetic force generated as a result is
compared with the spring load of the restrictor, located on the opposite side. If the magnetic force exceeds
the spring load, the restrictor is subjected to an excursion, and a certain opening cross-section between
P and port A1/B1 (or optionally A3/B3) will be brought about. The pressure which is available here is
signalled as LS pressure force to the spring side of the circulating oil balance valve and added to the spring
load of the circulating oil balance valve. Thanks to this arrangement, the pump pressure force (and thus
the pump pressure) upstream the restrictor always exceeds the pump pressure force downstream the
restrictor by the amount of the spring load of the circulating oil balance valve. Thus, the oil flow passing
through the restrictor (and thus the equipment speed) depends exclusively on the opening cross-section
of the restrictor. The excess oil flow is lead to the tank via the circulating oil balance valve.
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
15
7
Section 7
CONTROL VALVE: OVERVIEW
392 804 2401.1203

H01 / Chapter 2
PORTS
A Lift cylinder/mast
A2 Backward tilting
B2 Forward tilting
MP Measuring point for circulation and maximum pressure
P St Pilot control pressure 17.5 bar
T Return flow/tank
WORKING VALVES
2Y1 Valve - lowering

2Y2 Valve - lifting
2Y3 Valve - forward tilting
2Y4 Valve - backward tilting
2Y9 Release valve (safety valve)
2Y10 Lowering stop valve
Section 7
1 Emergency lowering
392 804 2401.1002
MA = 1,5 Nm
H01 / Chapter 2
2 Measuring port M10x1

MA = 15 Nm
Measuring adapter 1.2
ET-No. 000 951 64 07
3 Pressure limiting valve DBV
Section 7
7.1.2.7 DBV ADJUSTMENT CONTROL VALVE
Truck Standard Duplex Triplex
H 20 200 +5 bar 200 +5 bar 200 +5 bar

H 25 230 +5 bar 230 +5 bar 230 +5 bar
Setting instructions:
- Loosen lock nut (2).

- Screw in setting screw (1) (pressure rise).
- Screw out setting screw (pressure reduction).
Testing instructions:
- Open plug (3) at port MP.

- Screw in measuring adapter WM 1.2.
- Connect measuring line with low pressure gauge
392 804 2401.0603

H01 / Chapter 2
WM 1.12
IMPORTANT NOTE
Only for measuring of circulating oil
pressure
- Start combustion engine (do not carry out any

functions of the working hydraulics).
Circulating oil pressure 6 - 10 bar
- Attach high-pressure gauge WM 1.13.
- Lift mast up to the limit stop.
- Check and if necessary adjust pressure.
Section 7
7.1.3 TROUBLESHOOTING IN THE WORKING HYDRAULICS
TOOLS REQUIRED FOR THE MEASUREMENTS
WM 1.12 Low-pressure gauge 0 - 40 bar

ET No. 000 943 01 06
WM 1.13 High-pressure gauge 0 - 600 bar

ET No. 000 943 01 07
WM 1.2 Screw coupling M 10 x 1

392 804 2401.1002
H01 / Chapter 2
ET No. 000 951 64 07

Section 7
Defect: No action in all functions, a slight jerky movement can be observed, lowering works.
Coil 2Y9: Check resistance (5,5 W).
yes no
Coil okay?
Replace coil 2Y9.
no
392 804 2401.1203

yes
Everything okay. Functions okay?
H01 / Chapter 2
Description of defect:
No action in all functions. Coil 2Y9 okay.
Defect: If the functions are actuated individually, the operating speed is too low.
Replace 2/2 -way seat valve.
yes no
In all functions, the operating speed is too low. 2/2-way seat valve replaced.
Section 7
Defect: An additional actuator without function.
Replacement of the corresponding magnet.
yes no
Additional actuator (please indicate which one) without function.
392 804 2401.1002
H01 / Chapter 2
Defect: Tilting without function.
Replacement of corresponding magnet.
yes no
Forward or backward tilting (please indicate which) without function.
Section 7
Defect: Lifting without function, all other functions okay.
yes Emergency lowering no

closed?
Close valve. Everything okay.
yes no
Lifts with low load.
392 804 2401.1203

H01 / Chapter 2
yes no
Resistance okay?
Replace coil 2Y2.
yes no
Everything okay. Function okay.
Does not lift, even with small load, coil 2Y2 not okay.
A
Section 7
A
CheckDBV setting during backward tilting for limit stop and readjust if
necessary.
yes no
Everything okay. Function okay?
yes no
DBV adjustable?
392 804 2401.1002
H01 / Chapter 2
Lifts only with small load. DBV adjustable during tilting.
Lifts only with small load. DBV adjustable during tilting.
Section 7
Defect: Lowering without function, all other functions okay.
yes no
Resistance okay?
Replace coil 2Y1.
yes no
392 804 2401.1203

H01 / Chapter 2
yes no
Resistance okay?
Replace coil 2Y2.
yes no
Everything okay. Function okay
A
Section 7
A
Replace 3/2-way lowering stop valve.
yes no
Description of fault:
Lowring without function.
Coils 2Y1 and 2Y10 okay. 3/2 lowering stop valve replaced without success.
392 804 2401.1002
H01 / Chapter 2
Page
Section
26
7
Service Training
H01 / Chapter 2
392 804 2401.1002
Section 8
8 MAST
For the purpose of mast identification, a 12-digit mast number (serial number) and a type description are
attached to the mast profile.
Example: Series 392 mast series 185 in standard, duplex and triplex design.
M D 25T 01-46-5/392
Mast profile Carrying S Standard Mast variant Lifting hight Load Series
characteristic capacity D Duplex 01 z. B. 4600 mm centre 392
D = 2 to 3 t e.g. 2.5 t T Triplex e. g. 500 mm
392 804 2401.1203
H01 / Chapter 2
Section 8
8.1 REMOVAL AND MOUNTING OF MAST (ALL SERIES)
- Remove the fork arms.

- Lower the fork carrier.
- Tilt the mast by approx. 2° backwards.
NOTE: By tilting the mast backwards by approx. 2°, the spring elements of the cylinder holders
are released.
- Disconnect the pressure lines and, if available, the accessory hydraulic lines between the vehicle and
the lift mast.
- Attach a cable to the upper cross member of the outer mast, hitch it on to the hoist, and pre-stress it.
Observe the lift capacity of the hoist and the cable.
- Unscrew the hexagon head cap screw on both tilt cylinders at the upper eye bolt.
- Remove inner and outer clamping piece.
- Unscrew the 2 hexagon head cap screws and the 2 hexagon nuts at the lower mast bearing.
- Lift the mast out.
- To mount the mast, carry out the described steps in reverse order.
TIGHTENING TORQUES
Mast at drive axle
392 804 2401.1203

H01 / Chapter 2
Initial assembly/retighteing torque (version I) top M 16 205/205
bottom M 16 275/275
Initial assembly/retightening torque (version II) top M 20 430/---

bottom M 16 275/---
Initial assembly/retightening torque (version III) top M 12 110/---

bottom M 20 385/---
Tilt cylinder fixing front/rear M 16 275/275

Section 8
8.2 ADJUSTMENT OF MAST CHAIN, ALL SERIES
During operation, the mast chain lengthens and must therefore be readjusted.
- Tilt the mast fully back and lower it completely.

- Adjust the chain at the adjusting nut of the chain base.
- The lower guide pulley of the fork carrier may project by no more than a third of its diameter from the guide
rail of the inner mast.
- In case of suspension from two chains, make sure that the lengths of the two chains are identical.
- After fixing with the locknuts, extend the mast up to the limit stop and check the clearance to the safety
stops.
NOTE: If the fork carrier touches the safety stops although the lower supporting rollers project from
the profile, a piston head might have become loose, thus increasing the stroke, which is not
admissible.
392 804 2401.1002
H01 / Chapter 2
Projection
length
Section 8
8.3 ADJUSTMENT OF ROLLER CLEARANCE
The described adjustments refer to the installation of new parts. By no means must they be considered
as max. admissible wear values or clearances for masts in use.
Wear in mast profiles does not appear uniformly over the whole length, but in the main working area, e. g.
where the supporting rollers are usually located during transit operations. In many cases, the upper parts
of the mast rails have been used so seldom that they are still almost as delivered. Thus, larger rollers or
additional shims to eliminate the play cannot be mounted, since the rollers would jam.
It is impossible to determine any generally valid limit values for such wear limited to certain areas. Whether
the play has negative effects or whether is is hardly noticeable depends on many factors. However, the
operational safety of the mast is not affected. If the wear affects approx. 3 % of the roller diameter, the
functional capability of the mast should be checked (in case of long triplex masts maybe somewhat earlier,
in case of short standard masts maybe only when 4 % are affected).
The operational safety of the mast is ensured much longer, since even in case of the heaviest wear the
individual mast components remain interlocked (form-fit). However, in case of a failure or breakage of a
supporting roller, the mast must be put out of service immediately.
392 804 2401.1002

H01 / Chapter 2
Section 8
8.3.1 SETTING OF THE ROLLER CLEARANCE, TYPE 185
FORK CARRIER - INNER MAST
SETTING OF RADIAL CLEARANCE (RS)
Dimension "RS" Supporting rollers

Position A+B+C
from to Part-No.:
see Parts Catalogue
- 81.3 Support roller size 1

81.3 81.6 Support roller size 2
PERMISSIBLE LATERAL CLEARANCE (AS)
The clearance dimension is adjusted with adjusting

shims which are slipped over the centering pivot.
392 804 2401.1002
H01 / Chapter 2
- Support roller A + B
min. 0, max. 0.2 mm at narrowest point.
- Support roller C
Number of adjusting shims same as A + X.
Dimension "X" is embossed into the fork carrier ridge

(please refer to the sketch). For the purpose
compensation of the tolerances, the contact surface of
pivot C is somewhat offset in backward direction in
relation to A and B.
For 6-roller fork carriers, the following general rule

applies:
- The third roller pair C should only fulfill its full carrying
function when the upper rollers A come out of the mast
profile.
- When the rollers A and B contact their tracks, roller C
might have a smaller clearance (0–0.2 mm).
- Depending on the pivot position, roller C may be one
size smaller than A and B.
Section 8
8.3.2 OUTER, MIDDLE AND INNER MAST ROLLER CLEARANCE, TYPE 185
Illustrated: Support roller on inner mast to middle mast
Dimension "RS" Support rollers

from to Et No.:
see Parts Catalogue


392 804 2401.1002

H01 / Chapter 2
- Adjusting clearance at narrowest point 0 + 0.2 mm.
shims.
Section 8
8.3.3 OUTER, MIDDLE AND INNER MAST ROLLER CLEARANCE, TYPE 183/186
Illustrated: Support Roller on Inner/Middle mast Mast to Outer Mast
Dimension "RS" Support rollers Guide

from to ET No.:
see Parts Catalogue


392 804 2401.1002
H01 / Chapter 2
- Adjusting clearance at narrowest point 0 + 0.2 mm.

Section 8
8.4 REMOVAL OF SLIDERS
8.4.1 REMOVAL OF SLIDER - STANDARD MAST
Remove Seeger circlip ring of lift cylinders. Demount the upper hose
guide of the additional hydraulic system to avoid that the hose bends
later.
Move the mast upwards. Support fork carrier or secure with chain
between outer mast and fork carrier. Lower the inner mast to approx.
100 mm and catch the cross-member at the bottom with the help of the
jack, which is extended to approx. 200 mm.
392 804 2401.1002

H01 / Chapter 2
Remove mast supply lines and close cylinder with sealing plug. Hang
the chain on the outer mast cross-member and lift the cylinder out of
the lower mounting adaptor by means of approriate auxiliary devices
(in this case clamps of the accessory hydraulic system); put it down
towards the truck centre.
Lower the jack until the inner mast rests on the outer mast cross-
member. Now, the sliders and supporting rollers can easily be
replaced.
Section 8
8.4.2 REMOVAL OF SLIDER, DUPLEX MAST
Remove Seeger circlip of outer cylinders. Move the mast upwards

and fix the fork carrier with the chain on the middle cross-member.
Lower the mast and catch the cross-member of the innter mast with
the help of the jack, which is extended to approx. 200 mm.
392 804 2401.1002
H01 / Chapter 2
Remove the pipes at the lift cylinder and close the ports of the outer
cylinders at the top.
Retract the cylinder completely and remove the clamp fittings. Tilt the
cylinder in backward direction and fix with a wedge, if necessary.
Section 8
8.4.3 REMOVAL OF SLIDER, TRIPLEX MAST
If an accessory hydraulic system is available, the outer guide must be

removed (hoses may remain in the guide). Fix guide at the cross-
member of the outer mast.
Remove the guide on the right and suspend it from the upper cross-
member of the middle mast.
392 804 2401.1002

H01 / Chapter 2
Extend the mast until the middle cross-member of the inner mast is at
the height of the upper cross-member of the middle mast. At this
height, secure both cross-members with the chain and lower the fork
carrier again.
Remove the Seeger circlips of the outer cylinders and dismount the
pipes at the upper connection pieces. Then, pressure-seal the cylinders
by means of the appropriate screw fittings, since subsequently,
pressure will be applied to them again.
Section 8
Lift the mast by means of the hydraulic system of the truck until the
lower connections of the middle mast cylinders may easily be
dismounted. After the pipes have been dismounted, seal the cylinders
with appropriate sealing plugs.
Completely lower the mast with the help of the cable device and catch
the middle mast with the jack, which is extended to approx. 200 mm.
392 804 2401.1002
H01 / Chapter 2
Dismount the clamp fittings of the outer cylinders. Carefully pull the
cylinders backwards and fix them with a wedge, if necessary. The
mast lines at the bottom may remain mounted.
Use jack to lower the middle mast completely. Make sure that the
outer cylinders have enough clearance. Now, the supporting roller
and the slider may be dismounted.
Section 8
8.5 LIFT CYLINDER - REMOVAL, SEALING, INSTALLATION
IMPORTANT NOTE
When carrying out the activities described below, the service engineer may come into
contact with hydraulic oil. For this reason, corresponding protective equipment must be
provided.
- Removal and installation of outer lift cylinders
- Removal and installation of central lift cylinder
- Sealing
REPLACING THE SEAL AT THE CYLINDER BOTTOM
Prerequisites:
The lift cylinder is dismounted, a corresponding gasket and seal kit is available.
- Remove the 2 hexagon head cap screws at the
392 804 2401.1002

H01 / Chapter 2
cylinder bottom.
- Take the cylinder bottom off.
- Replace the seal.
- Mount the cylinder bottom.
Section 8
8.5.1 REMOVING/INSTALLING THE MIDDLE LIFTING CYLINDER
- Raise the fork carrier with the working hydraulic system by approx. 10 cm.
- Secure the fork carrier in this position to prevent it from lowering.
- Actuate the working hydraulic system so that the middle lifting cylinder retracts again and the chains are
loose.
- Remove the shackles on the guide pulleys of the chains.
- Remove the chains from the guide pulleys.
- Remove the connection line on the underside of the lifting cylinder.
- Remove the retaining shackle of the cylinder.
- Remove the lifting cylinder.
392 804 2401.1002
H01 / Chapter 2
Section 8
SEALING OF THE LIFTING CYLINDERS
- Dismantle the bracket and guide pulley on the middle lifting cylinder. Regarding the outer cylinders of
duplex and triplex lift masts, the connecting clamp to the middle lifting cylinder must be removed.
- Clamp the base section of the cylinder into a vice.
- Heat the cylinder head (3) (it is secured with Loctite), and unscrew it from the cylinder tube (5) with a pin
spanner.
- Remove the scraper (1), the U-section ring (2), and the O-ring (4) from the cylinder head (3).
- Install a new gasket set.
- Mount the cylinder head (3) with Loctite type 243.
392 804 2401.1002

1 Scraper
H01 / Chapter 2
2 U-section ring
3 Cylinder head
4 O-ring
5 Cylinder tube
6 Piston rod
7 Bleed screw
NOTE
The piston rod consists of a tube. The top piston plate is

inserted into the upper end of the piston cover. The circlip
with the piston tube makes it a non-detachable unit.
In the event of an oil loss in the upper piston cover, the lower
piston cover is leaky and must be dismantled, cleaned and
re-installed with Loctite 243.
H01 / Chapter 2
392 804 2401.1002
Service Training
Page
Section
15
8
Section 8
8.5.2 REMOVING/INSTALLING THE OUTER LIFTING CYLINDER - LIFT MAST TYPE 185
392 804 2401.1002

H01 / Chapter 2
1 Inner mast 4 Bedding

2 Circlip 5 Connection line
3 Lifting cylinder
Section 8
- Fully lower the mast and tilt it forward so that no pressure is applied to the system and access is ensured!
- Remove the circlip (2) at the top of the piston rod of the lift cylinder (3).
- Disconnect the connection line (5) at the bottom of the lift cylinder and seal the opening at the hose with
a dummy plug.
- Fully extend the inner mast (1) with the operational lift cylinder.
IMPORTANT NOTE
Secure the inner mast against lowering!
- Remove bracket and hose clamps, if necessary.

- Unscrew Allen screws in the cylinder bottom.
- Take the defective lift cylinder out.
- Installation of the lift cylinder (3) is in the reverse order of removal.
- Install the lift cylinder.
- Remove the safety device securing the inner mast and lower the inner mast.
- Install the circlip (2).
- Connect the connection line (5).
- Bleed the hydraulic circuit.
392 804 2401.1002
H01 / Chapter 2
Section 8
8.6 TILT CYLINDER
8.6.1 TILT CYLINDER - REMOVAL, SEALING, INSTALLATION
392 804 2401.1002

H01 / Chapter 2
1 Hexagon head cap screw 11 Cylinder head

2 Spring element 12 O-ring 40x3-P90
3 Adapter piece 13 Snap ring
4 Cylinde tube 14 Scraper
5 Hexagon nut M18x1,5-10 15 Threaded rod (extension)
6 Guide ring 16 Hexagon head cap screw
7 Piston seal 17 Clamping piece
8 Piston 18 Eye bolt
9 Piston rod 19 Spring element
10 Grooved ring 20 Clamping piece
Section 8
IMPORTANT NOTE
Since the tilt cylinders are arranged at the top, an appropriate ladder must be used to
perform the works.
When carrying out the jobs described below, the service engineer may come into contact
with hydraulic oil. For this reason, corresponding protective equipment must be provided.
REMOVAL
- Lower the fork carrier and tilt the mast by approx. 2° backwards.
NOTE: By tilting the mast backwards by approx. 2°, the spring elements of the cylinder holders
are released.
- Use a crane to secure the mast against forward tilting.

- Remove the hydraulic ports at the front and the rear of the tilt cylinder, unscrew the banjo bolts.
- Unscrew the the hexagon head cap screw at the front tilt cylinder holder.
- Remove inner and outer clamping piece.
- Unscrew the the hexagon head cap screw at the rear tilt cylinder holder and take the adapter piece off.
- Take the tilt cylinder down from the truck.
392 804 2401.1002
H01 / Chapter 2
SEALING
Prerequisite:
The tilt cylinder is removed. The gasket kit is available.
- Clamp the tilt cylinder into a vice with appropriate jaws.

- Loosen the scraper with a screwdriver and pull it off.
- To release the snap ring, push the cylinder head by approx. 10 mm backwards.
- Release the circlip from the nut and take it off.
- If necessary, remove the burr formed by the circlip with the help of a three-square scraper.
- Pull the piston rod with the cylinder head out. During this process, the remaining hydraulic oil in the
cylinder runs off through the front port. Put an appropriate receptacle underneath.
- Loosen the clamping screw at the eye bolt and unscrew it from the threaded rod.
- Slightly lubricate the sealing elements and replace them.
NOTE: The seal and gasket kit set consists of a guide ring, piston seal, grooved ring, O-ring
and scraper.
- Insert the piston rod into the cylinder tube.

- Insert the cylinder head. Please make sure that the groove of the cylinder head is aligned with the front
connection thread, but do not insert the cylinder head too much.
NOTE: When the hydraulic line is connected, the cylinder head is fixed in its position with the
help of the banjo screw.
- Mount snap ring.

Section 8
- Attach scraper with Loctite no. 270.
- Screw the eye bolt onto the threaded rod. Make sure the mounting dimensions are correct.
- Tighten the locking screw to a torque of Ma = 80 Nm.
INSTALLATION
- Screw the tilt cylinder with adapter piece and hexagon head cap screw on the rear tilt cylinder holder.
Tightening torque for rear hexagon head cap screw: Ma = 275 Nm
- Put inner and outer clamping piece onto the front spring element.
NOTE: The oval opening of the spring element must be in vertical position.
- Use hexagon head cap screw to screw the cylinder on the front tilt cylinder holder / mast side. Tightening
torque of front hexagon head cap screw: Ma = 275 Nm
- Fix hydraulic hoses by means of banjo bolts.
- Carry out a functional check.
392 804 2401.1002

H01 / Chapter 2
Section 8
8.6.2 TEACHING THE TILT ANGLE SENSOR
DANGER
When teaching the tilt angle sensor the service technician must observe a possible
restriction of the tilt angle. Failure to observe the tilt angle restriction can result in tipping
of the truck.Teaching the tilt angle sensor must be carried out with the truck unloaded.
Backward tilt restrictions are specified according to tonnage, type of mast, height of lift,
mounted implement and tyres.
PREREQUISITES
A laptop with the Pathfinder software is required for adjusting (teaching) the tilt angle sensor.
PROCEDURE
1. Marking the reference points
Draw on the face plate a line running parallel with

column A at a distance of 132 mm ± 2 mm from the
392 804 2401.1002
H01 / Chapter 2
centre point of screw M8.

Draw on the face plate another line running
horizontally at a distance of 270 mm ± 2 mm from
the fender.
The intersection of both lines is the truck-side
reference point.
Mark the mast-side reference point at a distance of

830 mm ± 2 mm from the lower end and 81 mm ±
2 mm from the side face of the external mast profile.
Section 8
2. Tilting the mast to its rear mechanical stop
Start the DiaMon diagnosis software -> Adjustments

(teaching of tilt angle sensor).
Tilt back mast to its mechanical stop. Measure and
take down distance X0 (basic measure) between
truck-side and mast-side reference points.
IMPORTANT NOTE
When the mast is tilted back towards
its mechanical stop it may come into
contact with the wiper arm if the truck
is fitted with windshield and wiper.
Remove wiper arm, if required.
392 804 2401.1002

H01 / Chapter 2
3. Tilting the mast to its rear teach point
Tilt mast forward from its mechanical limit stop by

distance value XR (rear tilt measure). For the
numerical value xR , see table on the following page
„Nominal backward tilt“.
Measure distance between truck-side and mast-
side reference points.
The distance should be X0 + XR .
The value xR is required by the diagnostic software.
Enter the value.
Teach the rear electronic limit.
NOTE: Press "Completed" button in

diagnosis window.
Section 8
Nominal backward Mast of the same chassis height Other masts

tilt1) series 185 of series 185
lift height 3150
in ° XR in mm XR in mm
0,0 ....................................... 104 ± 1 ....................................................110 ± 1

0,5 ......................................... 98 ± 1 ....................................................104 ± 1
1,0 ......................................... 92 ± 1 ......................................................98 ± 1
1,5 ......................................... 86 ± 1 ......................................................92 ± 1
2,0 ......................................... 81 ± 1 ......................................................86 ± 1
2,5 ......................................... 75 ± 1 ......................................................81 ± 1
3,0 ......................................... 69 ± 1 ......................................................75 ± 1
3,5 ......................................... 63 ± 1 ......................................................69 ± 1
4,0 ......................................... 57 ± 1 ......................................................63 ± 1
4,5 ......................................... 51 ± 1 ......................................................57 ± 1
5,0 ......................................... 45 ± 1 ..................................................... 51 ± 1
5,5 ......................................... 39 ± 1 ......................................................45 ± 1
6,0 ......................................... 33 ± 1 ......................................................39 ± 1
6,5 ......................................... 27 ± 1 ......................................................33 ± 1
392 804 2401.1203
7,0 ......................................... 21 ± 1 ......................................................27 ± 1

H01 / Chapter 2
7,5 ......................................... 14 ± 1 .....................................................21 ± 1

8,0 ......................................... 13 ± 1 2) ...................................................................................... 14 ± 1
8,5 ...........................................................................................................13 ± 1 2)
1)
Backward tilt restrictions are specified according to tonnage, type of mast, height of lift, mounted
implement and tyres.
2)
Ex works standard setting if restriction of backward tilt is not specified.
Section 8
4. Tilting the mast to its front teach point
Tilt mast forward from its mechanical limit stop by

distance value XV (forward tilt measure). For xV, see
table below.
Measure distance between truck-side and mast-
side reference points.
The distance should be x0 + XV .
Enter the value xV into the diagnostic software.
Teach in front electronic limit stop.
NOTE: Press "Completed" button in

diagnosis window.
392 804 2401.1203

H01 / Chapter 2
Nominal forward tilt Mast of the same chassis height Other masts
series 185 of series 185
lift height 3150
in ° XV in mm XV in mm
0,0 .......................................... 90 ± 1 ......................................................96 ± 1

0,5 .......................................... 96 ± 1 ....................................................102 ± 1
1,0 ........................................ 102 ± 1 ....................................................108 ± 1
1,5 ........................................ 108 ± 1 ....................................................114 ± 1
2,0 ........................................ 114 ± 1 ....................................................120 ± 1
2,5 ........................................ 120 ± 1 ....................................................126 ± 1
3,0 ........................................ 126 ± 1 ....................................................132 ± 1
3,5 ........................................ 132 ± 1 ....................................................138 ± 1
4,0 ....................................... 138 ± 1 ...................................................143 ± 1
4,5 ....................................... 143 ± 1 ...................................................149 ± 1
5,0 1) ................................................................ 149 ± 1 ...................................................155 ± 1
1)
Ex works standard setting
Section 8
8.7 HOSE REEL - DISASSEMBLY, HOSE CHANGE, SEALING, ASSEMBLY
CAUTION
The hose reel is preloaded by spring load. For this reason, it is essential to observe the
instructions. Risk of injuries!
NOTE: The hose reel is located underneath the floor plate in the front area of the protector
frame. The description refers to trucks with one hose reel (single accessory hydraulic
system). As far as trucks with two hose reels are concerned (double accessory
hydraulic system), the instructions must be carried out for both hose reels.
8.7.1 DISASSEMBLY OF HOSE REEL
- Open hood.
- Take the floor mat out.
- Dismount the floor plate.
NOTE: Before the floor plate is taken out, pull

off the plug to the traction potentiometer
and unhook the brake cable assembly
392 804 2401.1002
H01 / Chapter 2
at the brake valve.

Section 8
- Lock the hose reel in the preloaded state. For this
purpose, turn the locking wedge towards the hose
reel. While doing so, unwind the hose a little. As a
result, the double hose will be released while it is in
the locked state.
IMPORTANT NOTE
Make sure the locking wedge engages
with one of the cams provided for that
purpose at the circumference of the hose
store, thus preventing the hose from
unintentional unwinding.
- Release the double hose at the connection to the

mast.
- Disconnect the supply line from the control valve to
the hose store.
- Unscrew the front hexagon head cap screws (2) at
the hose reel holder. The hexagon head cap screws
are located at the front part of the holder, above the
392 804 2401.1002

H01 / Chapter 2
guide pulleys.
- Loosen the 2 hexagon head cap screws at the side
of the hose reel holder.
- Unscrew the rear hexagon head cap crews (2) at the
hose reel holder.
- Release the hose reel from the holder. To do so,

unscrew the Allen screws (2) at the side of the hose
reel holder.
- Take the hose reel holder out.
- Take the hose reel out.
Section 8
8.7.2 HOSE REPLACEMENT
Prerequisite:
The hose reel is dismounted.
CAUTION
Make sure the locking wedge engages with one of the cams provided for that purpose at
the circumference of the hose reel, thus preventing the hose from unintentional unwinding.
- Clamp the hose reel into a vice and loosen the 4 Allen
screws (see figure).
- Remove the cover of the hose store.
- Unwind the double hose and replace it with a new
double hose.
- Wind up the double hose and fix the hose reel cover
by means of the 4 Allen screws.
- Install the hose reel with the holder into the truck.
- Perform a functional check.
392 804 2401.1002
H01 / Chapter 2
Section 8
8.7.3 SEALING THE HOSE REEL
Prerequisite:
The hose reel is dismounted.
CAUTION
Make sure the locking wedge engages with one of the cams provided for that purpose at
the circumference of the hose reel, thus preventing the hose from unintentional unwinding.
CAUTION
The following activities must be carried out with utmost care.
- Clamp the hose reel into a vice.

- Pull the double hose out until the locking wedge is
unloaded. Then, swivel the locking wedge out of the
cam while holding the double hose fast.
- The hose store is still preloaded. Hold the double
hose fast and carefully release the spring load tension
392 804 2401.1002

H01 / Chapter 2
of the hose reel. While doing so, the double hose is
pulled on the hose reel somewhat further.
- Unscrew the hexagon head cap screw (5).

- Remove the cover with the O-ring.
- Unscrew 2 Allen screws (2) and take the holder with
the locking element off.
- Pull the shaft of the hose store out.
- Replace the shaft sealing ring (3) on the shaft.
- Take the 3 O-rings with support ring (6) out and
replace them.
- Replace the 2 O-rings (1) at the holder with the
locking wedge.
Section 8
8.7.4 INSTALLATION OF HOSE REEL
- Before the installation, slightly lubricate the O-rings,

the support rings and the shaft sealing ring.
- During the installation, make sure that the tensioning
spring of the hose reel is inserted into the groove of
the shaft.
- Mount the holder with the locking wedge.
- Clamp the hose store into a vice.
- Mount the cover with the new O-ring (4).
CAUTION
The following activities must be carried
out with utmost care.
- Preload the hose reel. To do so, turn the hose reel

manually against the spring load.
- Lock the blocking wedge at the circumference of the
hose reel and preload the hose reel by 5 to 6 turns
(starting from manufacturing date 06/02 - see type
plate of hose reel -, preload by 8 turns).
392 804 2401.0603
H01 / Chapter 2
- Install the hose reel with the holder into the truck.
- Perform a functional check.
Section 8
8.8 HAND BRAKE AND FOOT BRAKE CABLE ASSEMBLIES
HAND BRAKE AND FOOT BRAKE ASSEMBLY SETTING INSTRUCTIONS FOR LINKAGE OF
BRAKE VALVE
Raise the floor plate.
The tappet of the brake valve is equipped with two limit stops, a power-operated stop after a cable
assembly displacement of approx. 16 mm and a block limit stop after approx. 19 mm of cable assembly
displacement.
The hand brake cable assembly is set to the power-operated limit stop (1), the foot brake cable assembly
to the block limit stop (2).
The mounting positions of the cable assemblies in the truck are as follows:
- Hand brake cable assembly on the left
- Foot brake cable assembly on the right (always in direction of travel)
Position of nuts at cable assembly before it is hooked to the brake valve:
392 804 2401.1203

H01 / Chapter 2
Hand brake cable Foot brake cable
Turn front nut (1) completely forward.

Turn rear nut (2) completely back.
Section 8
ADJUSTMENT OF HAND BRAKE CABLE ASSEMBLY
- Push hand brake lever (3) into the position "Re-

lease brake“.
392 804 2401.1203
H01 / Chapter 2
- Hook the cable assembly (4) loosely to the holder

of the brake valve.
- Tighten front nut until the lever contacts the piston
rod (5) - which is not actuated - free from play.
- Fix with rear nut (6).

Section 8
ADJUSTMENT OF FOOT BRAKE CABLE
- Hook the cable assembly loosely to the holder of

the brake valve.
- Tighten front nut until the nipple of the cable
assembly has a play of approx. 2 mm to the lever
(7) in 0-position.
- Fully depress the brake pedal:

About 5 mm before the pedal touches the limit
screw (8), you must notice a resistance, which is
caused by the piston limit stop. However, continue
392 804 2401.1203

H01 / Chapter 2
pressing the pedal down until it touches the limit
screw.
When the pedal touches the limit stop, the lever
must have a play of approx. 0.5 mm to the block
limit stop.
Correct adjustment if necessary.
- Fix with rear nut.
FUNCTIONAL CHECK
After completion of the adjustment, carry out a functional check to see whether
- the cable assemblies operate smoothly and
- the stop positions are reached.
Section 9
9 V-TRUCK H 20/25 T, SERIES 392
9.1 ENGINE VW BEF
9.1.1 ENGINE SPECIFICATIONS
Engine type VW BEF (with Impco LPG system)

Number of cylinders 4
Cubic capacity 1984 cm3
Power output 36 kW at 2600 rpm
Compression ratio 10.5 : 1
Compression pressure Desired value 10 - 13 bar
Wear limit 7.5 bar
Maximum admissible pressure difference 3 bar
Lower idle speed 1000 +50 rpm
Upper idle speed during traction 2700 rpm
Upper idle speed during lifting 2800 rpm
392 804 2401.0603
H01 / Chapter 2
Nominal speed 2600 rpm

Speed restriction 3500 rpm
Valve clearance Hydraulic valve clearance compensation
Ignition Electronic firing order
Ignition point 12° below TDC at 1000 rpm (throttle potentiometer
disconnected)
Firing order 1-3-4-2
Lubrication oil pressure
at 1000 rpm and an oil temperture of 80 °C min. 2 bar
at 2000 rpm min. 3 - 4.5 bar
Cylinder 1 opposite power output side
Spark plug
at maintenance interval of 500 operat. hours Beru 14 FGH-7DTURX, VW-Nr. 101000041AC
at maintenance interval of 1000 operat. hours NGK BKURGET-10, VW-Nr. 101000033AA
Fan switch-on temperature Coolant approx. 95 °C, hydraulic oil 68 °C
Section 9
9.1.2 TOOTHED BELT
OVERVIEW
392 804 2401.0603

H01 / Chapter 2
1 Toothed belt guard - upper part 11 Screw, 15 Nm

2 Toothed belt guard - lower part 12 Pulley, crankshaft
3 Hexagon nut, tightening torque 20 Nm 13 Screw, 90 Nm + turn by a further 1/4 turn
4 Washer 14 Toothed belt guard - lower part
5 Belt tensioner pulley, semi-automatic 15 Screw, 10 Nm
6 Toothed belt 16 V-ripped belt
7 Screw, 20 Nm 17 Belt pulley
8 Toothed belt guard, rear 18 Screw, 40 Nm
9 O-ring 19 Tensioning element for V-ripped belt
10 Coolant pump
Section 9
REMOVING AND INSTALLING V-RIPPED BELT
REQUIRED SPECIAL TOOL
Retention pin T10060 (drift)
REMOVING
- Mark running direction of V-ripped belt.

- To release the tension of the V-ripped belt, turn the tensioning
element in the direction of the arrow.
392 804 2401.1002
H01 / Chapter 2
- Block the tensioning element with the retention pin T10060.

- Remove V-ripped belt.
INSTALLATION
Installation is carried out in the reverse order of steps.
NOTE: - Before installation of the V-ripped belt, all power packs (alternator and air-conditioner
compressor) must be firmly mounted.
- Before installation of the V-ripped belt, make sure the running direction of the belt is
correct and it is properly positioned in the pulleys.
- For trucks without air conditioning: At last, place V-ripped belt on three-phase
alternator.
- For trucks with air conditioning: At last, place V-ripped belt on air-conditioner
compressor.
Section 9
REMOVING, INSTALLING AND TENSIONING TOOTHED BELT
REQUIRED SPECIAL TOOLS
T 10020 Pin-type face spanner
Torque spanner (5 - 50 Nm)
392 804 2401.1002

H01 / Chapter 2
Torque spanner (40 - 200 Nm)
REMOVING
- Dismount V-ripped belt, pulley and upper and lower part of

toothed belt guard.
- Release tensioner pulley and remove toothed belt.
Section 9
INSTALLING
NOTE: When the camshaft sprocket is turned, the

crankshaft may not be set to TDC. Valves and
piston head might be damaged.
- Position the toothed belt.
Crankshaft marking TDC cylinder 1 or overlapping

392 804 2401.1002
H01 / Chapter 2
Camshaft marking TDC cylinder 1
- The markings of camshaft sprocket and crankshaft sprocket

must coincide.
Section 9
TENSIONING
Prerequisites:
- The engine must be no more than lukewarm.

- Crankshaft set to TDC cylinder 1.
- Use the nut spanner T10020 to turn the tensioner pulley at the
eccentric bolt 5 times in both directions up to the limit stop
before the toothed belt is tensioned.
- Tension the toothed belt. To do so, turn the pin-type face

spanner T 10020 at the eccentric bolt to the left (direction of
arrow) until the limit stop is touched.
- Release the tension of the toothed belt until the notch (1) and
the pointer (2) are opposite one another (use mirror).
- Tighten fixing nut to 20 Nm.
- Turn the crankshaft by two further rotations in the sense of
392 804 2401.1002

H01 / Chapter 2
rotation of the engine, until the engine is set to TDC cylinder 1
again. When doing so, it is important that the last 45° (1/8 turn)
are turned without interruption.
- Check the toothed belt tension once more.

Desired position: Pointer and notch are opposite one another.
Section 9
9.1.3 CYLINDER HEAD
REMOVING AND INSTALLING THE CYLINDER HEAD
NOTE: If a replacement cylinder head with camshaft is installed, valve clearances do not need to be
adjusted. The contact surface between the bucket tappets and cam faces must be oiled after
installation of the head.
The plastic caps supplied for the protection of the open valves must not be removed until just
before the installation of the cylinder head.
If the cylinder head is replaced, the cooling system must be filled with fresh coolant.
392 804 2401.0603
H01 / Chapter 2
1 Cap 12 Cylinder head gasket

2 Sealing ring 13 Tightening torque 15 Nm
3 Vent housing 14 Toothed belt guard, rear
4 Tightening torque 10 Nm 15 Cylinder head
5 Sealing ring 16 Cylinder head bolt
6 Holding device 17 Oil barrier
7 Screw plug, 15 Nm 18 Gasket for cylinder head cover
8 Sealing ring - before the cover is positioned, apply
9 Connecting piece D 454 300 A2 to the transitions bearing cap/
10 Suspension shackle cylinder head
11 Tightening torque 20 Nm 19 Cylinder head cover
20 Reinforcement
Section 9
REMOVING
Remove the cylinder head bolts in the given sequence.
CHECK THE CYLINDER HEAD FOR FLATNESS
Max. deviation allowed : 0.1 mm
392 804 2401.0603

H01 / Chapter 2
INSTALLATION
NOTE: - The pocket holes of the cylinder head bolts

in the cylinder block must be free from oil
or coolant.
- Do not take the new cylinder head gasket
out of its packing until just before it is
installed.
- Handle the new gasket with utmost care.
Damage will lead to leakage.
- Put clean cloths into the cylinders to prevent dirt and

abrasive residues from getting between cylinder track and
piston.
- Also prevent dirt and abrasive residues from getting into
the coolant.
- Clean the sealing surfaces of cylinder head and cylinder
block carefully without causing oblong marks and scratches
(if abrasive paper is used, the coarseness must not be
below 100).
Section 9
- Carefully remove abrasive residues and the cloths.

- Set the piston of the first cylinder to the top dead centre and
turn the crankshaft somewhat back.
- For the purpose of centering, screw the guide bolts from

3450/2A into the external, front holes for the cylinder head
bolts.
NOTE: The tolerance of the centering holes is smaller

in the upper area. Before the cylinder head is
positioned, you should therefore check
whether the guide bolts may be removed in
upward direction. If necessary, slightly grind
off the knurled surface of the guide bolts.
- Position the new cylinder head gasket.

- Position the cylinder head gasket, insert the remaining 8
cylinder head bolts and tighten them hand-tight.
- Use tool 3450/3 to unscrew the guide bolts through the
screw holes. To do so, turn the tool leftward until the bolts
are released.
392 804 2401.0603
H01 / Chapter 2
- Insert the two remaining cylinder head bolts and also

tighten them hand-tight.
- Tighten the cylinder head bolts in the order shown in the
illustration as follows:
- First, tighten all bolts to a torque of 40 Nm.
- Subsequently, turn all bolts by 1/4 turn (90 °) with the help
of a rigid spanner.
- Finally, turn all bolts again by a further 1/4 turn (90 °).
The rest of the installation is analogous to the removal

procedure, but in the reverse order of steps.
NOTE: When the camshaft is turned, the crankshaft

must not be set to TDC, since this could lead
to damage of the valves/piston head.
Section 9
CHECKING COMPRESSION
3122B Spark plug spanner
T10029 Mounting tool
V.A.G 1331 Torque wrench

(5...50 Nm)
V.A.G 1763 Compression tester
392 804 2401.0603

H01 / Chapter 2
TEST PROCEDURE
Engine oil temperature at least 30 °C
- Open throttle valve completely.

- Check the compression with the help of the compression
tester.
- Actuate the starter until the tester does no longer indicate
any pressure rise.
- Compression values:
New: 10...13 bar overpressure
Wear limit: 7.5 bar overpressure
- Admissible difference between all cylinders: 3 bar.
CHECKING HYDRAULIC TAPPETS
NOTE: Replace tappets only as a kit (can not be adjusted

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

2500 rpm for 2 minutes.
If the hydraulic tappets are still noisy, locate the defective

tappet as follows:
Section 9
- Remove the rocker cover.

- Turn the crankshaft at the sprocket fastening screw until
the cams of the tappets to be checked are pointing upwards.
- Determine the clearance between cams and tappets.
- If the clearance exceeds 0.2 mm, replace the tappet. If the
clearance measured is less than 0.1 mm or zero, continue
the check as follows:
- Press the tappet down with a wooden or plastic wedge. If
free travel in excess of 0.1 mm is perceptible before the
valve opens, replace the tappet.
NOTE: After installing new tappets, wait for approx. 30

minutes before starting the engine. The hydraulic
compensating elements must settle (valves could
strike pistons).
392 804 2401.0603
H01 / Chapter 2
Section 9
CAMSHAFT SPROCKET
392 804 2401.0603

H01 / Chapter 2
1 Tightening torque 100 Nm 8 Tappet with hydraulic valve clearance

for loosening and tightening - use holding compensation
device 3415 Do not mix up the tappets!
2 Camshaft sprocket Oil running surface
3 Sealing ring 9 Valve keepers
4 Check Woodruff key for firm seat 10 Valve spring seat, top
5 Tightening torque 5 Nm 11 Valve spring
6 Bearing cap 12 Valve stem seal
Apply a little sealant AMV 174 004 01 on the 13 Valve guide
contact area of the bearing cap 14 Cylinder head
7 Camshaft 15 Valve
Section 9
9.1.4 ELECTRONIC IGNITION SYSTEM
FUNCTIONAL DIAGRAM
392 804 2401.0603
H01 / Chapter 2
1 Ignition switch 7 Spark plug cable

2 Battery 8 Phase sensor
3 Fuse 9 Engine speed sensor
4 Electronic ignition system 10 Connector for modification of ignition map
5 Coils 11 Throttle valve potentiometer
6 Spark plugs
Section 9
DESCRIPTION
The engine is equipped with an integrated electronic ignition system without contact breaker points.
Due to its design, the ignition system is reliable, non-adjustable and has the following advantages:
- No centrifugal advance.
- Permanent stability of the ignition timing curve.
- High secondary voltage.
- No wear of the controller due to a magnetic pickup without mechanical contact.
- Ignition and ignition advance are controlled by an electronic controller which is programmed accordingly.
METHOD OF OPERATION
A fully electronic ignition, as in this case, is a static installation, which provides the ignition spark for the
operation of the engine at the correct time.
The ignition point is changed in accordance with engine speed and throttle position (load).
392 804 2401.0603

H01 / Chapter 2
The engine speed sensor transmits the actual speed to the ignition controller, which determines the ignition
point on the basis of the programmed ignition map.
The phase sensor transmits the position of the pistons to the ignition controller. Thus, the spark is lead to
the correct cylinder.
By changing the position of the throttle (engine load), the throttle valve potentiometer changes the voltage
(signal) which is output to the ignition controller.
Section 9
ELECTRONIC IGNITION CONTROLLER
The electronic ignition controller is comparable to a processor. Two ignition maps are programmed. The
ignition point is adjusted in accordance with speed and throttle valve position.
The ignition controller is waterproof and restricts the speed to 3500 rpm.
392 804 2401.0603
H01 / Chapter 2
1 Ignition controller 0N1

2 Connector for signal inputs and outputs AMP 18 pins
3 Connector X12, adjustment of ignition point
INPUT SIGNALS AT THE IGNITION CONTROLLER
0B2 Engine speed sensor

0B10 Phase sensor, position of piston, VW, 5 V with 2,2 kW
0B12 Throttle valve potentiometer 5 kW, adjustment range 0 to 5 V
X12 Plug connection, 6 pins, modification of ignition map
OUTPUT SIGNALS
0T1 to 0T4 Ignition coil: Low voltage at the four coils

X12 Speed signal
Power supply of throttle valve sensor 5 V
Section 9
IGNITION COIL
Design and function of the coil are largely identical with those of the coils in conventional ignition systems.
For each cylinder, 1 coil is mounted. These coils may be replaced separately.
392 804 2401.0603

H01 / Chapter 2
Primary and secondary winding may be checked by measuring the resistance.
Primary winding resistance: 0.6 W
Secondary winding resistance: max. 35 kV
Section 9
CHECKING THE COIL
CAUTION
During the test, sparks arise at the spark plug. If the spark plug gap is too large, the coil
(diode) can be destroyed.
1. Testing of primary coil (1): Resistance measurement at positive and

negative terminal.
2. Diode measuerement (diode symbol on multimeter). To test the

secondary coil (2), connect negative line of measuring unit with
negative terminal of coil. Connect the positive line of the measuring
unit with the high-voltage terminal "1" of the coil.
Desired value: 1.2 to 2.1 Volt
3. Resistance measurement between negative terminal and high-voltage

terminal "1" of the coil.
Desired value:
If the diode is defective, a resistance of approx. 2.2 kW will be
indicated.
392 804 2401.0603
H01 / Chapter 2
Section 9
THROTTLE VALVE POTENTIOMETER
The throttle valve potentiometer is connected with the shaft of the throttle valve and is located at the mixer
housing (throttle body).
The voltage which is output to the ignition controller is changed by turning the throttle valve.
Output voltage: 0 to 5 V.
392 804 2401.0603

H01 / Chapter 2
1 Mixer
2 Throttle body
3 Throttle valve potentiometer
Cable yellow + Voltage supply 5 V

Cable orange - Voltage supply negative
Cable blue Signal output to ignition controller, 0 to 5 V, depending on throttle valve position
In its home position, the throttle valve is set to 750 rpm by means of the adjusting screw and has a maximum
firing angle of 45°.
Section 9
PHASE SENSOR
The phase sensor is located behind the camshaft sprocket. When the camshaft is turned, the restrictor
(2) passes over the sensor (1). With the help of this signal, the controller determines the piston position.
Output voltage to ignition controller: 0 to 5 V
392 804 2401.0603
H01 / Chapter 2
Section 9
ENGINE SPEED SENSOR
The engine speed sensor in the VW engine is located underneath the ignition system (controller and coils),
at the side of the motor oil filter.
The speed sensor transmits the actual speed to the ignition controller, which advances the spark.
The signals of speed sensor and phase sensor are required for determination of the ignition time.
Nominal size of the gap between sensor and pulse-generating web: 1.3 mm
392 804 2401.0603

H01 / Chapter 2
The speed sensor may be checked by measuring the resistance:

Measurement between connection 2 and 3:
Section 9
CONNECTOR X12
The connector X12 is located at the ignition controller. By connecting the cable pin6 and pin3, a second,
modified ignition map is released in the ignition controller, which changes the ignition point over the entire
speed range. The spark is retarded.
392 804 2401.0603
H01 / Chapter 2
Section 9
9.1.4.1 ELECTRIC CIRCUIT DIAGRAM - IGNITION CONTROLLER
0B2 Engine speed sensor 171 - 175

0B10 Phase sensor 184 - 186
0B12 Throttle valve potentiometer 178 - 180
0E1 Spark plug cylinder 1 190

F11 Fuse 10 A 164
0N1 Ignition system controller 163 - 204
0T1 Coil cylinder 1 190

X12 Connector 6pins (engine cable set) 164, 203
392 804 2401.1203

H01 / Chapter 2
0X7 Connector 3pins 171 - 175
CABLE COLOURS
BK black
BU blue
BN brown
GN green
GY grey
OG orange
RD red
VT violet
WH white
YE yellow
NOTE: The basic circuit diagram and the circuit diagram for optional equipment are contained
in the section "Electrical system".
Section 9
ELECTRIC CIRCUIT DIAGRAM - IGNITION CONTROLLER H 20/25 T, TYPE 392

392 804 2401.0603
H01 / Chapter 2
Section 9
392 804 2401.0603

H01 / Chapter 2
Section 9
392 804 2401.0603
H01 / Chapter 2
Section 9
9.1.5 LPG INSTALLATION
SCHEMATIC
392 804 2401.0603

H01 / Chapter 2
1 Air filter 9 Gas pipe

2 Ignition switch Vaporizer - mixer
3 LPG cylinder 10 Engine
4 Combined gas cut-off valve 11 Intake manifold
5 Gas pipe 12 Mixer
Cylinder - shutoff valve 13 Pressure relief valve
6 Gas pipe 14 Throttle valve sensor
Shutoff valve - vaporizer 15 Pressure control valve, primary stage 1.7 bar
7 Vaporizer / pressure regulator
8 Vacuum pipe
Mixer - secondary section of vaporizer
Section 9
9.1.5.1 TYPES OF OPERATION
OFF POSITION
- Ignition switch (2) off.

- Solenoid shutoff valve (4) closed.
- Throttle valve in mixer (12) closed.
OPERATING POSITION
- Ignition switch (2) on.

- Solenoid shutoff valve (4) closed.
- Throttle valve in mixer (12) open.
STARTING
During the starting process, the electromagnetic cut-off valve (4) is opened via the LPG control relay. As
a result, liquefied gas enters the primary section of the vaporiser. Via the opened throttle valve of the mixer
(12) and the gas pipe (9), a vacuum in the intake manifold (11) is available at the diaphragm of the
392 804 2401.0603
H01 / Chapter 2
secondary valve of the vaporiser (7). As a result of the vacuum, a control valve is opened via the
diaphragem. Through this valve, the liquid gas is now lead in a pressure-relieved, gaseous state - via the
gas pipe (9) - to the mixer (12), where the gas is mixed with air and supplied as an ignitable mixture via
the intake manifold (11) to the individual cylinders .
OPERATION
During operation, the throttle valve position is changed by the LTC traction controller, depending on the
speed and the engine load. The resulting increase or reduction of the vacuum controls the secondary
diaphragm in the vaporiser via the gas pipe (9), thus changing the gas flow and the mixture ratio in the mixer
(12).
When the vacuum increases due to a restricted air filter, this pressure counteracts the opening pressure
of the secondary diaphragm in the vaporiser (7) via pipe (8). This counterpressure closes the control valve in the
vaporiser (7) a little, reducing the flow of gas and preventing the mixture from becoming too rich.
SHUTOFF
When the ignition switch (2) is turned off, the ignition is switched off, the cut-off valve (4) and the throttle valve in
the mixer (12) are closed completely. Closing the cut-off valve (4) stops the flow of LP gas to the vaporiser. Due
to its low inertia, the engine stops directly without any after-running.
Section 9
9.1.5.2 OPERATION OF VAPORISER
VAPORISER IN OFF-POSITION
392 804 2401.0603

H01 / Chapter 2
1 Primary valve 7 Drilled passage
2 Secondary diaphragm 8 Primary diaphragm
3 Spring 9 Vaporiser chamber
4 Lever 10 Heater passage
5 Vacuum hose port 11 Valve pin with spring
6 Secondary valve
The liquefied gas must be converted to a gaseous state before it can mix with the air in the mixer to produce an ignitable
mixture.
This conversion is achieved with the vaporiser heated by the cooling water of the engine.
Its operation is as follows:
The IMPCO vaporiser is a combined 2-stage regulator with vaporiser. It receives the LP gas from the
solenoid with cleaning filter at container pressure and reduces this pressure in two stages to a pressure
slightly below atmospheric pressure (vacuum).
When the vaporiser is in the off-position (engine shut off), the primary valve (1) is open, the secondary valve (6) is
closed. The secondary valve (6) prevents the gas from flowing out when the engine is shut off.
Section 9
The primary valve (1) is controlled by the pressure in the vaporising chamber (9) acting on the primary
diaphragm (8). This pressure passes through the drilled passage into the chamber ahead of the diaphragm.
The valve pin (11) transfers the movement to the primary valve (1) (area valve). The spring below the valve
pin (11) establishes the counterpressure. Behind the primary diaphragm (8) there is atmospheric
pressure, which is produced by the balancing hole.
With the engine running (throttle of mixer is open), a vacuum is created in the fuel line to the mixer, which
opens the secondary valve (6) allowing the LP gas to flow through the open primary valve (1) into the
vaporiser. The secondary valve (6) is controlled by the secondary diaphragm (2).
Due to the reduction of the LP gas pressure (approx. 10 bar in the LP container), the LP gas expands to
atmospheric pressure, causing it to cool. To compensate the cooling and to accelerate the vaporisation,
the vaporiser is heated by cooling water passing through the heating passage (10) in the vaporiser.
Depending on the position of the throttle (dependent on the position of the accelerator pedal), the secondary
diaphragm (2) is drawn in more or less, which controls the opening of the secondary valve (6).
VAPORISER IN OPERATING POSITION

392 804 2401.0603
H01 / Chapter 2
Depending on engine speed and the load on the engine, the vacuum behind the secondary diaphragm (2)
in the secondary section of the vaporiser either increases or decreases, so that the gas flow at the
secondary valve (6) is also changed.
If a restricted air filter increases the vacuum, this vacuum counteracts the opening pressure of the
secondary diaphragm (2) through port (5). This causes the secondary valve (6) to close a little, reducing
the gas flow and preventing the mixture from becoming too rich.
When the engine is shut off, the vacuum at port (5) increases. The secondary valve (6) closes completely
and gas can no longer flow to the mixer.
Section 9
ENGINE IN SHORT-HAUL OPERATION
At extremely low temperature, the engine often does not reach operating temperature before being shut
off. In these cases, bubbles of LP gas vapour can form in the vaporiser. When the LP gas vaporises with
the engine shut off, the pressure in the vaporiser rises until the overpressure building up presses the
primary valve against its seat, closing the valve. This practice can lead to engine damage.
9.1.5.3 OPERATION OF MIXER
MIXER IN IDLE POSITION
392 804 2401.0603

H01 / Chapter 2
1 Seal 6 Air bypass adjustment screw

2 Piston 7 Metering spring
3 Gas metering valve 8 Vacuum port
4 Passages 9 Throttle
5 Mixing valve
The correct gas-air mixture ratio is important for the proper operation of the engine. A mixing valve (the
mixer) is used for the correct metering of the gas and air.
Section 9
The mixer operates as follows:
When the engine is started (throttle (9) open), there is a vacuum in the space below the piston (2), which
is created during the intake stroke of the engine piston. The vacuum moves the piston (2) down against
the pressure of the metering spring (7). This movement can continue until the piston is completely open.
The vacuum fluctuates depending on the engine speed and the position of the throttle (9). The piston (2)
meters the air flow into the engine. The gas metering valve (3) is connected to the piston (2) and formed
so that for every position of the piston (2) the correct amount of gas is always metered and mixed with the
air flowing in.
The mixer allows two limited mixture adjustments.
IDLE BYPASS AIR ADJUSTMENT
The air and gas passing the closed throttle (9) when the engine is idling is constant. For the idle adjustment
a part of the inflowing air is guided around the air intake valve. The idle is adjusted with the bypass air
adjusting screw (6), with which the gas-air mixture is made richer or leaner during idle.
FULL LOAD MIXTURE ADJUSTMENT

392 804 2401.0603
H01 / Chapter 2
This adjustment controls the mixing ratio when the gas metering valve (3) is open. The adjustment only
takes effect when the engine reaches the full load condition. The adjustment of the mixing valve (5) is only
possible when the engine is under full load and running at its speed limit (rated speed).
Between idle and full load conditions, the mixture is formed by the form of the gas metering valve. The gas
metering valve is so formed that the mixture is lean when the load is low and enriched progressively as
the engine load and speed increase.
Section 9
LPG MIXER
MOUNTING
392 804 2401.1203

H01 / Chapter 2
- Close the throttle valve.
- Install the mixer (3) and fix solenoid (6) on console (7).
- Close the throttle valve towards the stop screw (basic setting 700 rpm) and set the connecting linkage
(5) between solenoid (6) and lever (2) to a pretension of 0,5 - 1 mm. Press on the ball head of lever (2).
- Lock rod (5) with nuts (4).

Section 9
ADJUSTING THE "CO" CONTENT
Requirements:
- The ignition point of the engine is okay, i. e. 20° ± 2° below reaching TDC at engine idling 1000 ±10 rpm
and with the plug at the throttle switch disconnected.
- Engine and hydraulic oil are at operating temperature.
- Adjusting screw of throttle valve in home position, 700 ± 100 rpm with positioning magnet disconnected.
392 804 2401.1203
H01 / Chapter 2
IDLE MIXTURE
- Screw in idle mixture adjustment screw (1) as far as possible .

- Connect the "CO" tester.
- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle
speed (1000 ±10 rpm).
Setting: "CO" content £ 0.05Vol.%, Lambda 1,05 - 1,20
If "CO" content is over 0.05 %, loosen screw (1) by 1 turn.
FULL-LOAD MIXTURE
- Set full-load mixture control screw (2) to first scale graduation.
- Move mast up to the limit stop, the engine speed must rise to 2750 ±50 rpm.
Desired value: CO £ 0.05 % by volume
at CO > 0.05 % by volume, turn full-load mixture control screw (2) into the direction L until CO
£ 0.05 % by volume
Section 9
9.1.5.4 LPG SHUT-OFF VALVE
The LPG shut-off valve consists of two components:

1. Shut-off valve: In the shut-off valve, a protective diode for the valve is located.
2. Filter: In the filter, a small solenoid is arranged to prevent metal chips from getting into the LGP
system.
1 Shut-off valve
2 Solenoid valve connection
3 Vaporiser cover (no pushbutton)
392 804 2401.0603

H01 / Chapter 2
CAUTION
Positive connection and negative connection must not be mixed up, since this could lead
to destruction of the diode.
Section 10
10 DIVERSE INFORMATION
10.1 LINDE TRUCK CONTROL (LTC) WITH INTEGRATED DIAGNOSTIC SYSTEM
10.1.1 BASIC STRUCTURE OF ELECTRONIC CONTROL SYSTEM LTC
Joysticks
Travel direction
switch
Integrated
traction/lift control
ab
LTC
Display
Integrierte
Stop
Fahr-/Hubsteuerung
Pedal group F01-F02
000090
:
392 804 2401.1002
H01 / Chapter 2
Pump
ab Mast
Internal combustion
engine Working valve
Section 10
10.1.1.1 TRUCK MODULES
OVERVIEW AND POSITION OF MODULES
VW module LTC module
392 804 2401.1002

H01 / Chapter 2
CAN bus
Display module
Section 10
DIFFERENT MODULE DESIGN FOR DIESEL-OPERATED AND LPG-OPERATED TRUCKS
Diesel LPG
with CAN bus no CAN bus
with engine diagnosis no engine diagnosis
ab
LTC
ab
LTC
392 804 2401.1002
CAN bus
H01 / Chapter 2
VW diagnosis
(ISO)
LPG shut-off valve
Engine control
VW Ignition controller
Immobilizer
Injection
Internal combustion Internal combustion

engine engine
OVERALL STRUCTURE OF ELECTRONIC CONTROL SYSTEM
Page
Section
Joysticks
Travel direction
switch Display
Integrated
10
4
ab
LTC
Diagnosis gateway F01-F02
000090
FVW/ISO <=> Linde/CAN I
:
Stop
12.03
Pedal group CAN bus I
CAN bus II
Tilt angle sensor

Mast
CAN
Shut-off valve
Working
ab Diagnosis connector
Engine speed
valve
Engine control
Mast CAN
VW RS232
Service Training
Immobilizer
Injection
Fan
Pump
Internal
ab Diagnosis
combustion
engine Adjustment
H01 / Chapter 2
392 804 2401.1203
Section 10
LINDE TRUCK CONTROL SYSTEM LTC
Integrated
LTC
AB
LLC-LHC Display
CAN bus I
CAN bus II
VW diagnosis CANBOX
VW (ISO)
392 804 2401.1002
engine control
H01 / Chapter 2
CAN
diagnosis
connector
RS232
Immobilizer
Section 10
10.1.1.2 COMPOSITE INSTRUMENT AND ERROR CODE INDICATIONS
T = Traction
L = Lift
D = Display
F = Particle filter
R = Recorder (data logger)
X, Y, Z = UPA 1 to 3
A fault message at the engine is indicated by flashing of the pre-

heating indicator.
392 804 2401.1002

H01 / Chapter 2
Section 10
DIAGNOSIS CODES OF SERVICE DATA BASE VERSION 1.2.0
LIFT CONTROL CODES
Warnings
141 Incompatibility between signal/ref. signal seat switch

146 Seat switch: Seat not occupied for more than 2 seconds
180 No data from safety processor
Faults
220 Tilt sensor cable breakage

221 Reference potentiometer tilt sensor incompatible
222 Joystick for more than 2 sec not in neutral position after Power On
230 Cable breakage joystick lifting/lowering
231 Cable breakage joystick tilting
232 Cable breakage joystick AUX 1
233 Cable breakage joystick AUX 2
235 Incompatibility between signal/reference potentiometer lifting/lowering
392 804 2401.1203
H01 / Chapter 2
236 Incompatibility between signal/reference potentiometer tilting

237 Incompatibility between signal/reference potentiometer AUX 1
238 Incompatibility between signal/reference potentiometer AUX 2
239 Incompatibility between signal/reference signal seat switch
240 Safety processor detects deviating seat switch signal
250 Monitoring PWM (pulse width modulation) lifting/lowering
251 Monitoring PWM tilting
252 Monitoring PWM AUX1
253 Monitoring PWM AUX2
254 Solenoid current too low lifting/lowering
255 Solenoid current too low tilting
256 Solenoid current too low AUX 1
257 Solenoid current too low AUX 2
258 Solenoid current too high lifting/lowering
259 Solenoid current too high tilting
260 Solenoid current too high AUX 1
261 Solenoid current too high AUX 2
262 Voltage at lifting solenoid permanently high
263 Voltage at lowering solenoid permanently high
264 Voltage at forward tilting solenoid permanently high
265 Voltage at backward tilting solenoid permanently high
266 Voltage at solenoid AUX 1+ permanently high
267 Voltage at solenoid AUX 1- permanently high
268 Voltage at solenoid AUX 2+ permanently high
269 Voltage at solenoid AUX 2- permanently high
270 Voltage at lifting solenoid permanently low
271 Voltage at lowering solenoid permanently low
272 Voltage at forward tilting solenoid permanently low
273 Voltage at backward tilting solenoid permanently low
Section 10
274 Voltage at solenoid AUX 1+ permanently low
275 Voltage at solenoid AUX 1- permanently low
276 Voltage at solenoid AUX 2+ permanently low
277 Voltage at solenoid AUX 2- permanently low
280 Safety relay always Off
281 Safety relay always Off after Power On
282 Safety relay always On
283 Safety relay always On after Power On
284 Lowering release valve current too low although activated
285 Lowering release valve current too high although not activated
286 Lowering release valve current very high
287 Lowering release valve always Off
288 Lowering release valve always On
289 Safety valve current low although activated
290 Safety valve current high although not activated
291 Safety valve current very high
292 Safety valve always Off
293 Safety valve always ON
294 5V-supply too low
295 Production test not OK
350 Safety processor detects deviating signal: Lifting/lowering joystick
392 804 2401.1203

H01 / Chapter 2
351 Safety processor detects deviating signal: Tilting joystick
352 Safety processor detects deviating signal: Joystick AUX 1
353 Safety processor detects deviating signal: Joystick AUX 2
354 Safety processor detects deviating PWM: Lifting/lowering joystick
355 Safety processor detects deviating PWM: Tilting
356 Safety processor detects deviating PWM: AUX 1
357 Safety processor detects deviating PWM: AUX 2
358 No teaching of tilt angle limit stops in safety processor
359 Safety processor detects deviating signal: tilt angle
410 Safety processor: Lifting, PWM high although joystick signal low
411 Safety processor: Lowering, PWM high although joystick signal low
412 Safety processor: Forward tilting, PWM high although joystick signal low
413 Safety processor: Backward tilting, PWM high although joystick signal low
414 Safety processor: AUX1+, PWM high although joystick signal low
415 Safety processor: AUX1-, PWM high although joystick signal low
416 Safety processor: AUX2+, PWM high although joystick signal low
417 Safety processor: AUX2-, PWM high although joystick signal low
418 Safety processor: Safety valve switch-off test not successful
419 Safety processor: Safety relay switch-off test not successful
420 Safety processor: Lowering release valve switch-off test not successful
421 Safety processor: Internal signals PWM lifting/lowering not compatible
422 Safety processor: Iinternal signals PWM tilting not compatible
423 Safety processor: Internal signals PWM AUX 1 not compatible
424 Safety processor: Internal signals PWM AUX 2 not compatible
425 Safety processor: Faults internal signals PWM
426 Safety processor: Forward tilting activated although mast beyond electric limit stop - front
427 Safety processor: Backward tilting activated although mast beyond electric limit stop - rear
Section 10
TRACTION CONTROL CODES
1 Truck speed controller zero position or 5V potentiometer supply fault after Power ON
2 Truck speed potentiometer in zero position
3 Brake pedal after Power On not yet actuated
4 Seat not occupied
5 Speed restriction active
6 Travel direction switch in zero position (single-pedal model)
8 Brake pedal semi-actuation
9 Brake pedal fully actuated
10 Intervention by working hydraulics requested
11 Control unit in programming mode
13 Safety relay: Voltage below 8V
14 Terminal 15: Voltage below 8V
16 Intervention by data logger requested
17 Intervention by particulate trap requested
18 Door not closed (only in trucks with door switch)
19 Teaching of truck speed controller potentiometer not yet performed
Warnings
392 804 2401.1203
H01 / Chapter 2
104 Signals of seat switch and truck speed controller potentiometer not compatible for more than 2
seconds
124 Seat switch signals overlapping for more than 5s
130 Coolant sensor: Signal outside the valid range
134 Hydraulic oil temperature sensor: Signal outside the valid range
150 Throttle valve solenoid: Current too low (only for LPG trucks)
157 Fan bypass valve: Current too high
158 Fan bypass valve: Current too low
159 Throttle valve solenoid: Current too high (only for LPG trucks)
160 Throttle valve solenoid never activated (only for LPG trucks)
167 Power stage fan bypass valve always activated
168 Power stage fan bypass valve never activated
169 Throttle valve solenoid always activated (only for LPG trucks)
175 Fault in throttle valve solenoid circuit (only for LPG trucks)
179 Fault in fan bypass valve circuit
Faults
220 Invalid truck type

221 Production test not OK
222 EEPROM error
225 Travel direction switch: Direction signal overlaps zero setting signal for more than 10s
226 The function 'Swtich-controlled speed restriction' is activated and the corresponding signals of the
switch (change-over contact) are not compatible.
231 Accelerator pedal: Signals of reference potentiometer and watchdog potentiometer not plausible
232 Accelerator: Reference potentiometer cable breakage or short-circuit
Section 10
233 Accelerator pedal: Watchdog potentiometer cable breakage or short-circuit
235 Travel direction switch: Signals not plausible
236 Travel direction switch: Alle inputs open (e.g. coding connector missing)
237 Brake: Semi-actuation signals not compatible
238 Brake: Normally closed contact switch 1 and switch 2 not plausible
239 Seat switch: Signals not plausible
240 Power stage LPG shut-off valve never activated (only for LPG trucks)
241 5V supply voltage for sensors too low
243 Safety relay does not close
244 Safety relay does not open
245 Power stage release: Activation and feedback not plausible
246 Power stage release valve never activated
247 Release valve: Current too low
248 Speed acquisition fault
249 LPG shut-off valve: Current too low (only for LPG trucks)
250 Throttle valve solenoid: Current too low (only for LPG trucks)
251 Brake valve: Current too high (only for trucks with retarder brake)
252 Brake valve: Current too low (only for trucks with retarder brake)
253 Pump forward: Current too high
254 Pump forward: Current too low
255 Pump backward: Current too high
392 804 2401.1203

H01 / Chapter 2
256 Pump backward: Current too low
259 Throttle valve solenoid: Current too high (only for LPG trucks)
260 Throttle valve solenoid never activated (only for LPG trucks)
261 Power stage brake valve always activated (only for trucks with retarder brake)
262 Power stage brake valve never activated (only for trucks with retarder brake)
263 Power stage pump forward always activated
264 Power stage pump forward never activated
265 Power stage pump backward always activated
266 Power stage pump backward never activated
269 Throttle valve solenoid always activated (only for LPG trucks)
270 Safety processor detects deviating speed sensor signal
271 Safety processor detects deviating value 5V supply voltage
272 Safety processor detects deviating signal from truck speed controller potentiometer
273 Safety processor detects deviating signal current pump forward
274 Safety processor detects signals deviating from travel direction switch
275 Fault in throttle valve solenoid circuit (only for LPG trucks)
276 Fault in brake valve circuit (only for trucks with retarder brake)
277 Fault in pump forward circuit
278 Fault in pump backward circuit
340 Power stage LPG shut-off valve always activated (only for LPG trucks)
345 Release valve: Maximum current exceeded
346 Power stage release valve always activated
347 Release valve: Current too high
348 Gas shut-off valve: Maximum current exceeded (only for LPG trucks)
349 LPG shut-off valve: Current too high (only for LPG trucks)
350 Solenoid throttle valve: Current zero with power stage activated (only for LPG trucks)
352 Brake valve: Current zero with power stage activated (only for trucks with retarder brake)
354 Pump forward: Current zero with power stage activated
356 Pump backward: Current zero with power stage activated
370 Safety processor detects deviating feedback signal at PWM power stages IC engine actuators
Section 10
371 Safety processor detects deviating feedback signal at PWM power stage hydrostatic actuators
372 Safety processor detects deviating signal at operator inputs
373 Safety processor detects deviating signal current pump backward
374 Safety processor detects deviating signal pedal coding
481 Safety processor: Truck speed too high
482 Safety processor: Truck spedd too low
483 Safety processor: Activation pump forward not plausible with truck speed controller potentiometer
484 Safety processor: Activation pump backward not plausible with truck speed controller potentiometer
488 Safety processor: LPG shut-off valve activated at speed 0 (only for LPG trucks)
490 Safety processor: Switch-off test fault
COMPOSITE INSTRUMENT CODES
Warnings
152 General fault of composite instrument

154 Composite instrument CAN interface more than 200 ms in BusOff state
392 804 2401.1203
H01 / Chapter 2
156 Traction control / heartbeat message missing for more than 400 ms
158 Lift control / heartbeat message missing for more than 400 ms
160 Particulate trap control / heartbeat message missing for more than 400 ms
162 Data logger / heartbeat message missing for more than 400 ms
164 UPA 1 CAN / heartbeat message missing for more than 400 ms
166 UPA 2 CAN / heartbeat message missing for more than 400 ms
168 UPA 3 CAN / heartbeat message missing for more than 400 ms.
182 Display key depressed for more than 120 sec
184 Oil pressure check for short circuit to ground or engine speed <10 rpm
186 UD generator < 8.2 V for t > 300 ms and engine speed > 900 rpm OR if charge indicator signal OFF
and engine speed < 10 rpm.
188 Signal air filter vacuum - short circuit to ground or engine speed <10 rpm
190 Signal for differential pressure hydraulic oil micro-filter - short circuit to ground or engine speed <10
rpm
192 Selected characteristic line not compatible with tank level sensor signals
Page
Section
12
10
Service Training
H01 / Chapter 2
392 804 2401.1002
392 804 2401.1203
H01 / Chapter 2
LINDE AG
Linde Material Handling Division
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: [email protected] 392 804 2401.1203

392 GB 0312

Uploaded by

Copyright:

Available Formats

392 GB 0312

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

392 GB 0312

Uploaded by

Copyright:

Available Formats

Service Training

Linde IC Engined Truck

IC-ENGINED TRUCKS H 20/25, TYPE 392

1.3.7 Terminal DFM of the alternator 16

392 804 2401.1203

2.4 Hydraulic circuit diagram 6

2.8.3 Sectional drawing of the brake lift valve 12.03 26

2.8.4 Towing device 27

4 Steering system 12.03 1

392 804 2401.1203

8.6 Tilt cylinder 18

9 V-truck H 20/25 T, series 392 1

9.1.4 Electronic ignition system 06.03 13

9.1.4.1 Electric circuit diagram - ignition controller 12.03 22

392 804 2401.0603

1.1 ENGINE SPECIFICATIONS

2800 rpm working hydraulics

Valve clearance automatic compensation

Explanation of engine number

Structure of engine number

Example: BEQ / 001018 (engine type / serial number)

SPECIAL CHARACTERISTICS OF THE 1.9 L BEQ ENGINE

392 804 2401.1002

Control unit for diesel direct injection ON1(J248)

NOTE: The designations in brackets are VW terms.

1.2.1 ADJUSTMENT OF DISTIBUTOR INJECTION PUMP AND TOOTHED BELT

The toothed belt drives

TOOTHED BELT POSITION

This procedure is described in detail in the chapter „"Changing

CYLINDER HEAD GASKET

392 804 2401.1002

1.2.2 INJECTION NOZZLES (FUEL INJECTORS)

DOUBLE-SPRING NOZZLE HOLDER

1. Step (initial lift)

2. Step (overall slift)

The needle lift sensor 0B5 consists of a

392 804 2401.1002

NOTE: In case of a failure of

1.2.4 RETURN-FLOW THROTTLE VALVE

The return-flow throttle valve (1) is

FUNCTION: RETURN FLOW

During the return flow, the valve plate

FUNCTION: FUEL DELIVERY

When the fuel is delivered, the valve

392 804 2401.0603

1.3. SYSTEM OVERVIEW OF THE ELECTRONIC CONTROL UNIT OF THE BEQ

15 Diagnosis plug 6X2

392 804 2401.1002

1.3.2 SENSOR FOR INLET PIPE TEMPERATURE 0B4 (G72)

The control unit stores two possible malfunctions:

1 Coil with alternating voltage

392 804 2401.1002

1.3.4 SENSOR FOR FUEL TEMPERATURE 0B3 (G81)

The electronic control unit stores the following error causes:

The sensor for coolant temperature is located in the coolant

392 804 2401.1203

The following factors are stored as possible error causes:

1.3.6 HEIGHT SENSOR

The electronic control unit stores possible errors.