SB4136E00 Jun.
Important Safety Information Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.
WARNING Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal injury and/or property damage.
Index CHAPTER 3 MI- 04 MAINTENANCE SCHEDULE WORKING WITH LPG EQUIPMENT RECOMMENDED MAINTENANCE SCHEDULE.....30 Test Fuel System for Leaks ......................................30 Inspect Engine for Fluid Leaks .................................30 Inspect Vacuum Lines and Fittings...........................30 Inspect Electrical System .........................................30 Inspect Acceleration Pedal Operation ......................31 Check Coolant Level ................................................
CHAPTER 7 N2001 PRESSURE REGULATOR /CONVERTER Removal and Installation of N2001 LP Regulator/Converter.................................................64 Hose Connections....................................................65 N2001 Removal Steps: ............................................66 N2001 Regulator Disassembly Steps:......................67 N2001 Disassembled Service..................................69 CHAPTER 8 N-CA55-500TR AIR/FUEL MIXER Removal and Installation of the N-CA55-500TR Mixer .......
WORKING WITH LPG EQUIPMENT NOTE NFPA (National Fire Protection Agency) 58 covers the procedures for storage and garaging for repair purposes, on propane powered equipment. WARNING CAUTION Propane Vapor is heavier than air and can collect in low areas when adequate ventilation or air movement is not present to disperse it. Never check for leaks with a flame or match. Use a leak detector solution or an electronic detector. Make sure the container service valve is closed when connecting or disconnecting.
CHAPTER 0 LPG AND LPG FUEL TANKS The same principle is applied to LPG in a container, commonly referred to as an LPG tank or cylinder. Typically an LPG tank is not filled over 80% capacity allowing for a 20% vapor expansion space. Outside air temperature effect’s an LPG tank and must be considered when using an LPG system. (Figure 2) shows the relationship between pressure and temperature in a LPG tank at a steady state condition.
LPG Fuel Tanks Installing LPG Fuel Tanks The two styles of LPG storage containers available for industrial use and lift truck applications are portable universal cylinders and permanently mounted tanks. Portable universal cylinders are used primarily for off-highway vehicles and are constructed in accordance with the DOT-TC (United States Department of Transport – Transport Canada).
LPG Fuel Tank Components 2 3 7 8 Service Valve The service valve is a manually operated valve using a small hand wheel to open and close the fuel supply to the service line (fuel supply line). The service valve installs directly into the tank and has two main categories, liquid and vapor service valves. Liquid service valves used on portable LPG tanks use a 3/8” (3/8” NPT) male pipe thread on the service valve outlet for attachment of a quick disconnect coupler.
Quick Disconnect Coupling Filler Valve The liquid withdrawal or service valve on a DOT tank has male threads and accepts the female portion of a quick disconnect coupling (Figure 8). The female portion is adapted to the liquid hose going to the fuel system. Both halves are equipped with 100% shutoffs, which open when coupled together to allow fuel flow. The coupler has two seals. One is an o-ring and the other is a flat washer.
CHAPTER 1 ENGINE SPECIFICATION Indication of Engine Serial Number G420E/G424E Tier LP Engine 12 Engine Specification
Specifications(G420E) GENERAL DESCRIPTION ENGINE TYPE: COMBUSTION SYSTEM: EXHAUST SYSTEM: VALVE CONFIGURATION: DISPLACEMENT: BORE: STROKE: COMPRESSION RATIO: COMPRESSION PRESSURE: VALVE TIMING: FIRING ORDER: SPARK PLUGS: WEIGHT: ROTATION: FUELTYPE: GOVERNED SPEED: IDLE RPM: IGNITIOIN TIMING: Water-cooled, Inline 4-Cycle, 4-Cylinders Naturally Aspirated 1-Venturi Intake Manifold Semi-spherical Combustion chamber Cast Iron, Dry OHC, 2 Valves per Cylinder 1,997 cc (122 CID) 85 mm (3.35 in.) 88 mm (3.46 in.
Specifications(G424E) GENERAL DESCRIPTION ENGINE TYPE: COMBUSTION SYSTEM: EXHAUST SYSTEM: VALVE CONFIGURATION: DISPLACEMENT: BORE: STROKE: COMPRESSION RATIO: COMPRESSION PRESSURE: VALVE TIMING: FIRING ORDER: SPARK PLUGS: WEIGHT: ROTATION: FUELTYPE: GOVERNED SPEED: IDLE RPM: IGNITIOIN TIMING: Water-cooled, Inline 4-Cycle, 4-Cylinders Naturally Aspirated 1-Venturi Intake Manifold Semi-spherical Combustion chamber Cast Iron, Dry OHC, 2 Valves per Cylinder 2,350 cc (143 CID) 86.5 mm (3.41 in.) 100 mm (3.94 in.
CHAPTER 2 MI-04 LPG SYSTEM OPERATIONAL OVERVIEW MI-04 General Description MI-04 control system is designed to provide a complete, fully integrated solution that will meet or exceed TIER-2 Large Spark Ignited Engines emission standards established by the California Air Research Board (CARB) and the Environmental Protection Agency (EPA) for 2004. The MI-04 is a closed loop system utilizing a catalytic muffler to reduce the emission level in the exhaust gas.
The SECM makes any necessary corrections to the air fuel ratio by controlling the inlet fuel pressure to the air/fuel mixer by modulating the fuel trim valve (FTV) connected to the regulator. Reducing the fuel pressure leans the air/fuel mixture and increasing the fuel pressure enriches the air/fuel mixture. To calculate any necessary corrections to the air fuel ratio, the SECM uses a number of different sensors to gain information about the engines performance.
MI-04 LP Fuel Filter MI-04 Fuel Lock-Off (Electric) Figure 11 Figure 12 The fuel lock-off is a safety shutoff valve, normally held closed by spring pressure, which is operated by an electric solenoid and prevents fuel flow to the regulator/converter when the engine is not in operation. This is the first of three safety locks in the MI-04 system. (Figure 12) shows the electric fuel lock assembly.
MI-04 N-2001 Regulator/Converter N-2001 Heat Transfer Chamber Coolant Passage Figure 14 (Figure 14) shows the heat chamber and the coolant passage in the N-2001. Figure 13 After passing through the electric fuel lock-off, liquid propane enters the N-2001 regulator/converter (Figure 13). The N-2001 functions as a fuel vaporizer, converting liquid propane to vapor propane and as a two-stage negative pressure regulator, supplying the correct vapor propane fuel pressure to the mixer.
N-2001 Theory of Operation N-2001 Cutaway View 7 8 6 5 9 4 3 1 2 Figure 15 Liquid propane, at tank pressure, enters the N-2001 through the fuel inlet port (1). Propane liquid then flows through the primary valve (2). The primary valve located at the inlet of the expansion chamber (3), is controlled by the primary diaphragm (4), which reacts to vapor pressure inside the expansion chamber.
MI-04 N-CA55-500TR Mixer N-CA55-500-TR Air/Fuel Mixer Theory of Operation Vapor propane fuel is supplied to the N-CA55-500TR mixer by the N-2001 pressure regulator/converter. The N-CA55-500TR mixer uses a piston type air valve assembly to operate a gas-metering valve inside the mixer. The gas-metering valve is normally closed, requiring a negative pressure (vacuum) signal from a cranking or running engine to open. This is the third of the three safety locks in the MI-04 system.
When the engine is cranked over it begins to draw in air, creating a negative pressure signal. This negative pressure signal is transmitted through a port in the check valve plate to the AVV chamber. A pressure/force imbalance begins to build across the air valve piston between the AVV chamber (below the piston) and atmospheric pressure above the piston. Approximately 6” W.C.
The SECM calculates the correct throttle valve opening that corresponds to the driver’s demand, makes any adjustments needed for adaptation to the engine’s current operating conditions and then generates a corresponding electrical (driver) signal to the throttle-valve actuator. MI-04 Electronic Throttle Conventional throttle systems rely on mechanical linkage to control the throttle valve.
A branch-tee fitting is installed in the atmospheric vent port of the N2001 with one side of the branch-tee connected to the intake side of the mixer forming the balance line and referencing atmospheric pressure. The other side of the branch-tee fitting connects to the FTV inlet (small housing side). The FTV outlet (large housing connector side) connects to the AVV port.
The HEGO stoichiometric air/fuel ratio voltage target is approximately 500mV and changes slightly as a function of speed and load. When the HEGO sensor sends a voltage signal less than 500mV the SECM interprets the air/fuel mixture to be lean. The SECM then decreases the duty cycle of the FTV lowering the amount of air valve vacuum (AVV) acting on the atmospheric side of the N2001 secondary diaphragm, increasing the regulator vapor propane output to richen the air/fuel mixture.
MI-04 SECM (General Description) MI-04 SECM (Fuel Management) The Woodward Small Engine Control Module (SECM) controller has full authority over spark, fuel and air. Utilizing Motorola’s HCS12 micro controller, the SECM has 24 pins of I/O and is fully waterproof and shock hardened (Figure 23). To optimize engine performance and drivability, the SECM uses several sensors for closed loop feedback information.
Catalytic Muffler As exhaust and catalyst temperatures rise the following reaction occurs: z Oxides of nitrogen (NOx) are reduced into simple nitrogen (N2) and carbon dioxide (CO2). z Hydrocarbons (HC) and carbon monoxide (CO) are oxidized to create water (H2O) and carbon dioxide (CO2). All exhaust gases pass through a catalyst that is mounted in the catalytic muffler. It filters the harmful gases through a dense honeycomb structure coated with precious metals such as platinum, palladium, and rhodium.
NOTE The DV-E5 is not a serviceable assembly. If the TPS sensor fails, the assembly should be replaced. MI-04 SECM (Load/Speed Management) Drive by wire refers to the fact that the MI-04 control system has no throttle cable from the Acceleration Pedal (Figure 26) to the throttle body. Instead, the SECM is electronically connected both to the Acceleration Pedal assembly and the throttle body.
The MI-04 system also performs minimum (min) and maximum (max) governing through the SECM and DBW throttle. For min governing, or idle speed control, the idle speed is fixed by the SECM. Unlike a mechanical system, the idle speed is not adjustable by the end user. The idle speed is adjusted by the SECM based on engine coolant temperature. At these low engine speeds, the SECM uses spark and throttle to maintain a constant speed regardless of load.
MI-04 Ignition management “SmartCoil” In the normal course of events, with the engine operating at the correct temperature in defined conditions, the SECM will use load and engine speed to derive the correct ignition timing. In addition to load and speed there are other circumstances under which the SECM may need to vary the ignition timing, including low engine coolant temperature, air temperature, start-up, idle speed control.
CHAPTER 3 MI- 04 MAINTENANCE SCHEDULE RECOMMENDED MAINTENANCE SCHEDULE Inspect Engine for Fluid Leaks Suggested maintenance requirements for an engine equipped with an MI-04 fuel system are contained in this section. The owner should, however, develop his own maintenance schedule using the requirements listed in this section and any other requirements listed by the engine manufacturer. z z z z Test Fuel System for Leaks Start the engine and allow it to reach operating temperatures. Turn the engine off.
Inspect Acceleration Pedal Operation z Inspect Ignition System z z Verify Acceleration Pedal travel is smooth without sticking. z Check Coolant Level z z z The items below are a general guideline for system checks. Refer to the engine manufacturers specific recommendations for proper procedures. Engine must be off and cold. z Disconnect Battery Cables. Remove and inspect the spark plugs. Replace as required. Test secondary cables with an Ohmmeter.
Fuel Filter Disassembly Replace LP Fuel Filter Element 2 Park the lift truck in an authorized refueling area with the forks lowered, parking brake applied and the transmission in Neutral. 4 1 5 1. Close the fuel shutoff valve on the LP-Fuel tank. Run the engine until the fuel in the system runs out and the engine stops. 3 2. Turn off the ignition switch. 6 3. Scribe a line across the filter housing covers, which will be used for alignment purposes when re-installing the filter cover.
Testing Fuel Lock-off Operation z z z z z Fuel Trim Valve Inspection (FTV) Start engine. Locate the electrical connector for the fuel lock (A). Disconnect the electrical connector. The engine should run out of fuel and stop within a short period of time. Turn the ignition key switch off and re-connect the fuel lock-off connector. z z Visually inspect the Fuel trim valve (C) for abrasions or cracking. Replace as necessary. To ensure the valve is not leaking a blow-by test can be performed. 1.
Inspect for Intake Leaks z Inspect Engine for Exhaust Leaks Visually inspect the intake manifold, throttle assembly (D), and manifold adapters (E), for looseness and leaks. Repair as necessary. z z z Start the engine and allow it to reach operating temperatures. Perform visual inspection of exhaust system. Repair any/all leaks found.
Maintenance Schedule Interval Hours CHECK POINT Daily Every 250hrs or a month Every 500 Hours or 3 months Every 1000 Hours or 6 months Every 1500 Hours or 9 months Every 2600 Hours or 15 months Every 4500 Hours or 2 years General Maintenance Section Test Fuel System for Leaks Inspect engine for fluid leaks Inspect all vacuum lines and fittings Inspect electrical system- check for loose, dirty, or damaged wires and connections Inspect all fuel fittings and hoses Prior to any service or maintenance a
Maintenance Schedule Continued Interval Hours CHECK POINT Daily Every 250hrs or a month Every 500hrs or 3 months Every 1000 Hours or 6 months Every 1500 Hours or 9 months Every 2600 Hours or 15 months Every 4500 Hours or 2 years Carburetor Section Check air filter indicator Check for air leaks in the filter system Inspect air/fuel valve mixer assembly Inspect air/fuel mixer assembly throat Check for vacuum leaks in the intake system including manifold adapter and mixer to throttle adapter Inspect t
CHAPTER 4 MI-04 LP BASIC TROUBLESHOOTING Basic Troubleshooting The MI-04 systems are equipped with built-in fault diagnostics. Detected system faults can be displayed by the Malfunction Indicator Lamp (MIL) and are covered in the Advanced Diagnostics section. Items such as fuel level, plugged fuel lines, clogged fuel filters and malfunctioning pressure regulators may not set a fault code by the Small Engine Control Module (SECM).
Problem Probable Cause Corrective Action Engine Cranking but Will Not Start No VR Sensor Signal Verify the VR signal is present z See Chapter 5 Advanced Diagnostics Difficult to Start Fuel container almost empty LPG Vapor from liquid outlet z Fill fuel container z Do not exceed 80% of liquid capacity Reset excess flow valve z Close liquid valve z Wait for a “click” sound Slowly open liquid valve Repair/replace as required z See Chapter 3 Fuel Filter replacement Excess flow valve closed Clogged fue
Problem Probable Cause Will Not Run Continuously Fuel container almost empty Excess flow valve closed Clogged fuel filter Plugged fuel line Fuel Lock-off malfunction Incorrect idle speed or ignition problem G420E/G424E Tier LPG Vapor from liquid outlet z Fill fuel container z Do not exceed 80% of liquid capacity Reset excess flow valve z Close liquid valve z Wait for a “click” sound Slowly open liquid valve Repair/replace as required z See Chapter 3 Fuel Filter replacement Remove obstruction from t
Problem Probable Cause Will Not Accelerate/Hesita tion During Acceleration Engine Stalls Clogged fuel filter Repair/replace as required z See Chapter 3 Fuel Filter replacement Faulty vapor connection between the pressure regulator/converter and the mixer Check connection z Verify no holes in hose z Clamps must be tight z Look for kinked, pinched and/or collapsed hose Throttle butterfly valve not opening or sticking Acceleration Pedal signal incorrect or intermittent Incorrect air/fuel or ignition co
Problem Engine Stalls Probable Cause Fuel Lock-off malfunction Repair/replace Fuel Lock-off z See Chapter 3 Fuel Lock-Off Faulty vapor connection between the pressure regulator/converter and the mixer Check connection z Verify no holes in hose z Clamps must be tight z Look for kinked, pinched and/or collapsed hose Pressure regulator freezes Check level in cooling system z Must be full, check coolant strength z -35F minimum z Check coolant hoses z Watch for kinks and/or pinched hoses z Verify one press
Problem Probable Cause Rough Idle Incorrect Idle speed control High Idle Speed Incorrect timing or spark control Engine Mechanical Incorrect Idle speed control Throttle sticking Acceleration Pedal sticking or incorrect pedal signal Poor High Speed Performance Clogged fuel filter Corrective Action See Chapter 5 Advanced Diagnostics & Chapter 9 Tests and Adjustments See Engine Manufacturers Service Manual See Chapter 5 Advanced Diagnostics & Chapter 9 Tests and Adjustments Check pedal return spring tr
Problem Probable Cause Excessive Fuel Consumption/LP G Exhaust Smell Air/Fuel Mixer malfunction Check mixer z See Chapter 8 Air/Fuel mixer section Air filter clogged Check air filter z Clean/replace as required Check system vacuum hoses from regulator to FTV and mixer z Repair/replace as necessary Test pressure regulator operation z See Chapter 9 Tests and Adjustments Check FTV for housing cracks or obstructions z See Chapter 5 Advanced Diagnostics FTV operation z Repair and/or replace as necessary Se
CHAPTER 5 MI-04 LP ADVANCED DIAGNOSTICS Advanced Diagnostics Reading Diagnostic Fault Codes The MI-04 systems are equipped with built-in fault diagnostics. Detected system faults can be displayed by the Malfunction Indicator Lamp (MIL) as Diagnostic Fault Codes (DFC) or flash codes, and viewed in detail with the use of service tool software. When the ignition key is turned ON the MIL will perform a self-test, illuminate once and then go OFF.
Displaying Fault Codes (DFC) From SECM Memory Clearing Fault (DFC) Codes To clear the stored fault codes from SECM memory you must complete the reset fault pedal maneuver. To enter code display mode you must turn OFF the ignition key. Now turn ON the key but do not start the engine. As soon as you turn the key to the ON position you must cycle the Acceleration Pedal by depressing it to the floor and then fully releasing the pedal (pedal maneuver).
ThrottleSensorRangeHi: (Throttle Position Sensor (TPS1) Range has measured High) the TPS1 potentiometer has malfunctioned. An improper TPS reading may be due to dirt or oxidation on the sensor traces. NOTE: The TPS is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly. Fault List Definitions Several sensors in the MI-04 system have input low/high faults and a sensor range fault.
IATSensorInputHigh: (Intake Air Temperature Sensor Input is High) normally set if the TMAP temperature signal wire has become disconnected or the circuit is open to the SECM. Pedal1SensorRangeHi: (Accelerator Pedal Position 1 Sensor Range is High) the APP1 potentiometer has malfunctioned. An improper APP1 reading may be due to dirt or oxidation on the sensor traces.
Table a.
Table a. MI-04 Diagnostic Fault Codes (Flash Codes) DFC 23 Probable Fault ThrottleSensorInputHi TPS1 sensor failure or shorted circuit Action Disable Throttle Corrective Action, First Check Check throttle connector and TPS1 sensor wiring for a shorted circuit ETC PIN 6 to SECM PIN 17 (SIGNAL) ETC PIN 2 to SECM PIN 1 (GND) 24 ThrottleSensorRangeLo TPS1 potentiometer malfunction. Improper TPS reading may be due to dirt or oxidation on the sensor traces.
Table a.
Table a.
Table a. MI-04 Diagnostic Fault Codes (Flash Codes) DFC 34 Probable Fault MapSensorInputHigh TMAP sensor failure or shorted circuit Action Disable Throttle Corrective Action, First Check Check TMAP connector and MAP signal wiring for a shorted circuit TMAP PIN 4 to SECM PIN 5 (SIGNAL) TMAP PIN 1 to SECM PIN 1 (GND) TMAP PIN 3 to SECM PIN 18 (XDCR +5VDC) Check the MAP sensor by disconnecting the TMAP connector and measuring at the sensor TMAP PIN 1(GND) to PIN 4 (PRESSURE SIGNAL KPA) (2.4kΩ 8.
Table a.
Table a.
Table a. MI-04 Diagnostic Fault Codes (Flash Codes) DFC Probable Fault Action Corrective Action, First Check 54 BatterySensorInputHigh Battery voltage measured above +15.
Table a. MI-04 Diagnostic Fault Codes (Flash Codes) DFC 56 Probable Fault XDRPSensorInputHigh +5VDC Transducer power supplied by the SECM to the sensors is above +5.
Table a.
Table a.
Table a.
CHAPTER 6 MI-04 ELECTRICAL CONNECTIONS Figure E1 G420E/G424E Tier LP Engine 60 Electrical Connections
E F G CAN1- D J K ETC Driver + Lock-Off GND XDCR PWR +5vdc ETC Driver - CAN1- TPS1 ECT 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 APP1 9 8 SECM GND 7 SECM PWR +12vdc 6 FTV - Coil Drive Signal 5 MIL - CAN1+ 4 VR Sensor + MAP 3 R01 120 OHM VR Sensor - O2 Sensor APP2 IAT XDCR GND 2 C SECM CONNECTOR SECM CONNECTOR (MALE) 1 B H A CAN1+ CAN BUS CONNECTOR (FEMALE) APP GND APP PWR APP2 +12VDC 2 A 1 B FUEL LOCK-OFF VR SENSOR APP1 +12VDC A B B COOLANT SENSO
Resistance Checks NOTE All resistive checks are made with the sensor or device disconnected from the harness. SENSOR POINT TO POINT TMAP PIN 1 (GND) TO PIN 4 (PRESSURE SIGNAL KPA) TMAP PIN 3 (PWR) TO PIN 4 (PRESSURE SIGNAL KPA) TMAP PIN 1 (GND) TO PIN 2 (TEMPERATURE SIGNAL) TMAP EXPECTED RANGE 2.4kΩ - 8.2kΩ 3.4kΩ - 8.
SENSOR VR SENSOR POINT TO POINT VR PIN 1 (+) TO PIN 2 (-) ~320Ω EXPECTED RANGE SMART COIL COIL PIN A (SIGNAL) TO PIN B ~10KΩ COIL PIN A (SIGNAL) TO PIN D COIL PIN A (SIGNAL) TO PIN E (PWR) COIL PIN B TO PIN D COIL PIN B TO PIN E (PWR) COIL PIN D TO PIN E (PWR) ~34KΩ ~15KΩ ~44KΩ ~26KΩ ~17KΩ CONNECTOR FTV (FUEL TRIM VALVE) POINT TO POINT FTV PIN A (SIGNAL) TO PIN B (PWR) EXPECTED RANGE (~26Ω +/-2Ω) CONNECTOR FUEL LOCK-OFF POINT TO POINT LOCK-OFF PIN A (PWR) TO PIN B (GND SIGNAL) EXPECTED RANGE ~
CHAPTER 7 N2001 PRESSURE REGULATOR /CONVERTER Propane is a by-product of crude oil and natural gas. In the extraction process various hydrocarbons such as gasoline, kerosene, propane and butane are separated. Each of these carry a certain amount of by-product residue, commonly called heavy ends. Under normal circumstances these residues remain suspended in liquid and pass through the system undetected.
Hose Connections Proper operation of the closed loop control greatly depends on the correct vacuum hose routing and fuel line lengths. Refer to the connection diagram (Figure R1) for proper routing and maximum hose lengths when reinstalling system components.
N2001 Removal Steps: 1. Close the liquid outlet valve in the fuel storage container. 2. Purge the system of fuel by starting the engine and running until all trapped fuel in the system is exhausted and the engine shuts down. 3. Remove the fuel inlet line (1) from the lock-off, the two vacuum lines (2) from the branch-tee fitting in the regulator vent and disconnect the lock-off connector (3). 4. Remove the two rear-mounting bolts that hold the regulator to the support bracket.
N2001 Regulator Disassembly Steps: 4 Figure R5 1 Figure R3 5 2 3 Figure R5 3. Remove the six primary diaphragm cover screws (4) and the primary cover assembly (5). Figure R4 1. Remove the six secondary cover screws (1), the secondary cover (2) and the secondary diaphragm (3). 2. Remove the six primary diaphragm cover screws (4) and the primary cover assembly (5). Figure R6 4. Remove the primary diaphragm by sliding the diaphragm to one side, releasing the primary valve pin (Figure R6).
10 3 11 Figure R7 Figure R8 6. Remove the body gasket (10), body o-ring seal (11) and the fuel inlet plate, exposing the fuel inlet expansion chamber and the coolant passage. NOTE For re-assembly of the N2001 regulator/converter, reverse the steps for disassembly. Tighten all fasteners to recommended torque values and test the regulator before installing in the vehicle. Torque primary cover screws to (40-50 inch lbs.), secondary cover screws to (1518 inch lbs.). 8 9 Figure R8 Figure R9 5.
N2001 Disassembled Service Figure R11 1. Clean the primary and secondary valves with soap and warm water to remove heavy-end deposits. Inspect the valve seats and o-rings for wear. Replace worn components as necessary. 2. Clean the primary and secondary diaphragms with soap and warm water. Inspect for wear, tears or pinholes and deformations that may cause leaks or poor performance of the regulator/converter. Replace components as necessary. 3.
CHAPTER 8 N-CA55-500TR AIR/FUEL MIXER Propane is a by-product of crude oil and natural gas. In the extraction process various hydrocarbons such as gasoline, kerosene, propane and butane are separated. Each of these carry a certain amount of by-product residue, commonly called heavy ends. Under normal circumstances these residues remain suspended in liquid and pass through the system undetected.
N-CA55-500TR Mixer Removal Steps: O-Ring Spacer 1 4 3 Figure M3 2 NOTE There will be a plastic o-ring spacer and an o-ring inside this adapter, be careful not to lose these items when removing the mixer/adapter assembly from the throttle (Figure M3). Figure M3 1. Close the liquid outlet valve in the forklift cylinder or fuel storage container. 2. Purge the system of fuel by starting the engine and running until all trapped fuel in the system is exhausted and the engine shuts down. 3.
N-CA55-500TR Disassembly and Service 8 14 Figure M4 1 1. With the mixer/adapter assembly removed, and the Air Horn removed from the mixer, remove the four adapter retaining screws from the bottom of the mixer (Figure M4). 7 12 11 2 13 3 4 5 6 Figure M5 2. Gently remove the throttle adapter from the bottom of the mixer (Figure M5).
Figure M7 Figure M10 4. Replace the air-valve sealing ring as shown (Figure M7). The ring is similar to a piston ring and forms a seal from the air valve assembly to the mixer main body. Small raised circular formations can be found on one side of this ring. Place the ring so that these circular markings face upward toward the fuel-metering pin for proper sealing. 7. After the air valve spring install the check valve plate (Figure M10). Figure M11 8.
N-CA55-500TR Disassembled Service 1. Clean the air valve assembly with soap and warm water to remove heavy-end deposits. Inspect the fuel metering valve and sealing ring for wear. Replace worn components as necessary. 2. Clean the check valve plate with soap and warm water. Inspect for wear, tears or pinholes in the check valve and deformations that may cause leaks or poor performance. Replace components as necessary. Figure M13 10.
Installing the Mixer/Throttle Assembly 22(2.2 N•m) 21 23 Figure M15 20 19 18 13 (2.2 N•m) 15 12 (8.6 N•m) 17 14 11 16 7 24 10 4 (4.2 8 N•m) 1. Align the Mixer-Throttle Adapter gasket between the mixer and the throttle adapter (Figure M15), and then attach the mixer to the adapter using the four tamper-resistant retaining screws. 3 (41.6 N•m) 6 9 2 5 (0.
O-Ring Spacer Figure M18 Figure M19 3. Check for free travel of the mixer’s piston diaphragm assembly by pushing the piston diaphragm downward (Figure M18). If you detect any binding, loosen the retaining screws, re-align the gasket and re-tighten the retaining screws. Check for binding again, if the piston assembly moves freely, re-torque the fasteners and continue. 6. Place the O-ring Spacer over the outside throat of the throttle.
9. Tighten the four mounting bolts hand tight using a crossing pattern from one side of the adapter to the other. This prevents the adapter O-ring from misaligning against the throttle, which may cut the O-ring and cause an intake leak. Finally, tighten the four throttle adapter fasteners to the specified torque values. Figure M20 10. Install the TMAP sensor mounting-bracket to the manifold adapter.
CHAPTER 9 TEST AND ADJUSTMENTS N2001 Service Testing WARNING z z z After overhaul or for simply checking the N2001 regulator/converter operation, the following tests can be performed (See Chapter 7 for removal/installation of the N2001). To check the secondary regulation (output) a simple vacuum hand pump can be used to simulate the vacuum signal transmitted from the air/fuel mixer when the engine is running. You will need the following hardware: LP gas is highly flammable.
Secondary Stage Test Connection Primary Stage Test Hardware 1. Hand vacuum pump. Magnahelic Gauge 2. Regulator Fuel Inlet test fitting (¼” NPT standard air coupling). 3. Test Gauge fitting (1/4” NPT X 1/4” Hose Barb). Union Tee Figure R11 4. Vacuum hose or vinyl tubing. Vacuum Hand Pump 5. 0-60 in W.C. Magnehelic Gauge (inches of water column). Vapor Outlet Test Fitting Primary Stage Pressure Test 1.
NOTE The N2001 Primary stage pressure can also be tested at idle on a running engine. The N-2001 primary pressure should be between 40" and 55" water column at 700 RPM, idle. WARNING z LP gas is highly flammable. To prevent personal injury, keep fire and flammable materials away from the lift truck when work is done on the fuel system. z Gas vapor may reduce oxygen available for breathing, cause headache, nausea, dizziness and unconsciousness and lead to injury or death.
NOTE If the measured water column is excessively high, check for a sticking or binding piston diaphragm assembly inside the mixer. (See Chapter 8 for removal, installation and disassembly of the N-CA55-500TR mixer). N-CA55-500TR Service AVV (Air Valve Vacuum) Testing AVV Test Hardware 1. Mixer AVV test fitting ¼” NPT X ¼” hose barb. 2. Union Tee ¼” NPT with three ¼” NPT X ¼” hose barb. WARNING DO NOT spray carburetor cleaner or solvent into the mixer while installed on the engine.
Ignition Timing Adjustment Distributor with Rotor Cap Removed With the MI-04 system both mechanical and vacuum advance are no longer inside the distributor. All ignition timing advance is controlled by the SECM. The only timing adjustment that can be made by a technician is the mechanical alignment of the distributor. The SECM uses a 40-degree timing window from –5 degrees BTDC to 35 degrees BTDC.
Incorrect Alignments #1 Tooth Flat Side of Shaft Figure G4 4. Loosen the distributor hold down nut and rotate the distributor so that the signal rotor gear tooth of the #1 cylinder (tooth opposite the flat side of the distributor shaft) lines up with the sensor pickup. (Figure G4). Correct Alignment 1 Figure G5 5. To correctly set the distributor, align the center of the #1 cylinder tooth with the leading edge of the VR sensor pickup (Figure G5).
Figure G6 Figure G8 7. After you have completed setting the distributor alignment you will need to adjust the VR sensor used by the SECM for speed reference. This sensor is mounted near the crankshaft pulley wheel (Figure G6). 9. Using a feeler gauge (Figure G8), loosen the sensor retaining bolts and adjust the gap between the sensor and the gear tooth from 1.25mm to 1.5mm. Re-tighten the sensor retaining bolts when complete. 10.
Idle Mixture Adjustment Figure G9 5. Launch the MotoView program on your computer and open the Service Tool display. Figure G7 The method for making the idle mixture adjustment to a running engine is to use the Service Tool software by connecting a laptop computer to the SECM. If you do not have the Service Tool proceed to (step 12). A USB (Universal Serial Bus) to CAN (Controller Area Network) communication adapter by Kavaser will be required along with a Crypt Token (Figure G7).
Idle Mixture Screw Tamper Proof Cap Figure 10 Figure 11 7. While on the Run Screen adjust the idle mixture screw on the mixer until a reading of 25-50% is reached for the FTV Duty Cycle (Figure G10). 13. Install the tamper proof cap on the idle mixture screw adjustment port so that no further adjustments can be made (Figure G11). 8. To make this adjustment you will need to adjust the nylon screw all the way inward and then back out the screw ¼ turn.
CHAPTER 10 SERVICE TOOL KIT A343079 USB (Universal Serial Bus) to CAN (Controller Area Network) Converter Assembly A343080 Service Tool Software (includes CD and Crypt Token (License Dongle)) Crypt Token A334071 Extension Cable G420E/G424E Tier LP Engine 87 Service Tool Kit
