Fd35t9 Fd35t2 Service

No.
SEF-43BBE
FORKLIFT TRUCK
Diesel & Gas Powered
FD35T9
FD40T9
FD45T9
FG35T2
FG40T2
FG45T2
TCM CORPORATION
No. SEF-43BBE
FOREWORD
TCM’s FD35T9 – FD45T9 and FG35T2 – FG45T2 forklift trucks feature low operating noise and
reduced vibration, and come equipped with new high-performance engines.
The diesel engines used for these trucks deliver high power and offer superb accelerability.
The discharge of the main pumps of the 3.5- and 4.0-ton trucks has been increased to raise the lift
speed.
Trucks with torque converter have a full power-shift transmissions equipped with a transmission
controller which automatically shifts the transmission from first to second gear and vice versa.
The hydraulic type brake system provides strong braking force with light pedal operation.
This Service Manual describes all of the major components and their service procedures for the
models mentioned above. We encourage you to make practical use of it while servicing the trucks.
We also hope you will understand that, due to on-going improvements of the parts and components,
the figures and some of the descriptions in this manual are subject to change without notice.
February 2010
Export specification code Destination

EXA North America
EXB All regions excluding North America, Greater Europe, Oceania, and Russia
EXC Oceania
EXD Germany and Austria
EXE All of Europe excluding Germany, Austria, and the Nordic countries
EXN Nordic countries
EXR Russia
EXK South Africa
EXH All of West Europe excluding those covered by EXD, EXE and EXN.
No. SEF-43BBE
No. SEF-43BBE
SPECIFICATIONS (1)
Truck model
FD35T9 FD40T9 FD45T9
Item
Performance
Max. load kg [lbs] 3500 [8000] 4000 [9000] 4500 [11000]
Basic load center (mm) [in.] 600 [24]
Lift height (mm) [in.] 3000 [118.1]
Tilt angle (fwd - rev) (°) 6 – 12
Free lift (mm) [in.] A 150 [5.9] 155 [6.1]
Lift speed (mm/s) [fpm]
(unloaded) 580 [114.2] 520 [102.4]
(loaded) 540 [106.3] 480 [94.5]
Traveling speed (km/h) [mph]
fwd 1st When fixed
at 1st gear: 17.0 [10.6]
2nd 26.0 [16.2]
rev 1st 19.5 [12.1]
2nd – – –
Max. drawbar pull kN{kgf}[lbs]
(unloaded) 17.7 {1800} [3969] 18.6 {1900} [4190]
(loaded) 21.1 {2150} [4741] 33.3 {3400} [7497] 34.3 {3500} [7710]
Gradeability
(unloaded) 1/5 1/5.5 1/5
(loaded) 1/5.5 1/3.5 1/3.7
Min. turning radius (mm) [in.] B 2730 [107.5] 2790 [109.8] 2825 [111.2]
Min. intersecting aisle (mm) [in.] 2500 [98.4] 2550 [100.4]
Dimensions (mm) [in.]
Overall length C 4155 [163.6] 4205 [165.6] 4285 [168.7]
Overall width D 1480 [58.3]
Overall height (at overhead guard) E
EXB/EXC 2230 [87.8]
EXE/EXN 2250 [88.6]
Overall height with extended mast F 4265 [167.9]
Wheel base G 2000 [78.7]
Tread
(front) H 1180 [46.5]
(rear) 1195 [47.1]
Fork overhang J 560 [22.1] 590 [23.2]
Rear overhang K 525 [20.7] 575 [22.6] 625 [24.6]
Fork size 1070 x 150 x 50 1070 x 150 x 55
(Length (L) x Width (M) x Thickness (N)) [42.1 x 5.9 x 1.97] [42.1 x 5.9 x 2.17]
Fork spacing P 300 – 1290 [11.8 – 50.8]
Under clearance (at mast) 155 [6.1] 140 [5.5]
Weight
Operating weight (kg) [lbs] 6100 [13451] 6560 [14465] 7070 [15589]
No. SEF-43BBE
SPECIFICATIONS (2)
Truck model
FG35T2 FG40T2 FG45T2
Item
Performance
Max. load kg [lbs] 3500 [8000] 4000 [9000] 4500 [11000]
Basic load center (mm) [in.] 600 [24]
Lift height (mm) [in.] 3000 [118.1]
Tilt angle (fwd - rev) (°) 6 – 12
Free lift (mm) [in.] A 150 [5.9]
Lift speed (mm/s) [fpm]
(unloaded) 570 [112.2] 550 [108.3]
(loaded) 540 [106.3] 520 [102.4]
Traveling speed (km/h) [mph]
fwd 1st When fixed
at 1st gear: 17.0 [10.6]
2nd 26.0 [16.2]
rev 1st 19.5 [12.1]
2nd – – –
Max. drawbar pull kN{kgf}[lbs]
(unloaded) 17.7 {1800} [3969]
(loaded) 31.4 {3200} [7056]
Gradeability
(unloaded) 1/5
(loaded) 1/4
Min. turning radius (mm) [in.] B 2730 [107.5] 2790 [109.8] 2825 [111.2]
Min. intersecting aisle (mm) [in.] 2500 [98.4] 2550 [100.4]
Dimensions (mm) [in.]
Overall length C 4155 [163.6] 4205 [165.6] 4285 [168.7]
Overall width D 1480 [58.3]
Overall height (at overhead guard) E
EXB/EXC 2230 [87.8]
EXE/EXN 2250 [88.6]
Overall height with extended mast F 4265 [167.9]
Wheel base G 2000 [78.7]
Tread
(front) H 1180 [46.5]
(rear) 1195 [47.1]
Fork overhang J 560 [22.1] 590 [23.2]
Rear overhang K 525 [20.7] 575 [22.6] 625 [24.6]
Fork size 1070 x 150 x 50 1070 x 150 x 55
(Length (L) x Width (M) x Thickness (N)) [42.1 x 5.9 x 1.97] [42.1 x 5.9 x 2.17]
Fork spacing P 300 – 1290 [11.8 – 50.8]
Under clearance (at mast) 155 [6.1]
Weight
Operating weight (kg) [lbs] 6110 [13473] 6530 [14400] 7020 [15479]
No. SEF-43BBE
Unit: mm [in.]
1190 [46.9]
3000 [118.1]
Free Lift
Fig. 1 Truck Dimensions

No. SEF-43BBE
(Empty page)
No. SEF-43BBE
TABLE OF CONTENTS
1. ENGINE ......................................................................................................................................... 1
1.1 GENERAL DESCRIPTION.......................................................................................................... 2
1.1.1 FUEL SYSTEM..................................................................................................................... 9
1.1.2 COOLING SYSTEM............................................................................................................. 14
1.1.3 ACCELERATOR PEDAL...................................................................................................... 17
1.1.4 AIR CLEANER...................................................................................................................... 19
1.2 INSPECTION AND ADJUSTMENT............................................................................................ 22
1.2.1 AIR CLEANER...................................................................................................................... 22
1.2.2 FUEL FILTER........................................................................................................................ 23
1.2.3 OIL FILTER........................................................................................................................... 24
1.2.4 COOLING SYSTEM............................................................................................................. 25
2. TORQUE CONVERTER TYPE DRIVE UNIT ............................................................... 27

2.1.1 TORQUE CONVERTER....................................................................................................... 30
2.1.2 CLUTCH PACK..................................................................................................................... 31
2.1.3 TRANSMISSION CONTROL VALVE................................................................................. 33
2.1.4 OIL CIRCULATION ROUTE............................................................................................... 34
2.1.5 CHARGING PUMP............................................................................................................... 37
2.1.6 AUTOMATIC TRANSMISSION CONTROLLER............................................................... 38
3. DRIVE AXLE ............................................................................................................................... 41

3.1.1 DIFFERENTIAL.................................................................................................................... 44
4. BRAKE SYSTEM ...................................................................................................................... 45

4.1.1 BRAKE PEDAL..................................................................................................................... 45
4.1.2 WHEEL BRAKE.................................................................................................................... 47
4.1.3 PARKING BRAKE................................................................................................................ 50
4.1.4 AUTOMATIC CLEARANCE ADJUSTER........................................................................... 51
4.1.5 BRAKE BOOSTER............................................................................................................... 52
5. STEERING SYSTEM (ORBITROL TYPE) .................................................................... 53

5.1.1 STEERING AXLE................................................................................................................. 54
5.1.2 STEERING WHEEL ASSEMBLY ....................................................................................... 56
No. SEF-43BBE
5.1.3 ORBITROL............................................................................................................................ 57
5.1.4 POWER CYLINDER............................................................................................................. 60
6. HYDRAULIC SYSTEM .......................................................................................................... 61

6.1.1 MAIN PUMP.......................................................................................................................... 61
6.1.2 CONTROL VALVE................................................................................................................ 63
6.1.3 VALVE CONTROLS............................................................................................................. 68
6.1.4 LIFT CYLINDER.................................................................................................................. 69
6.1.5 FLOW REGULATOR VALVE.............................................................................................. 72
6.1.6 TILT CYLINDER................................................................................................................... 73
6.1.7 OIL TANK.............................................................................................................................. 74
7. LOAD HANDLING SYSTEM ............................................................................................... 77

7.1.1 OUTER AND INNER CHANNELS...................................................................................... 78
7.1.2 CARRIAGE............................................................................................................................ 80
7.1.3 LOCATIONS OF ROLLERS................................................................................................. 81
8. ELECTRIC WIRING ................................................................................................................. 83

1. ENGINE
1. ENGINE
Diesel Engines
Name S6S-31TFL
Type 4-cycle, water-cooled, overhead valve swirl
chamber-type diesel engine
No. of cylinders – Bore x stroke 6 – 94 x 120 mm [3.7 x 4.72 in.]
Total displacement 4996 cc
Compression ratio 22
Performance
Rated speed 2300 rpm
Rated output 64.7 kW {88 PS}
Maximum torque 284 N-m {29 kgf-m} [210 lbf-ft]/1600 rpm
Full-load rated fuel consumption 260 g/kWh {191 g/ps-h}
No-load minimum speed 820 rpm (Separate engine)
Dry weight 350 kg [772 lbs]
Dimensions 1002 x 587 x 801 mm [39.5 x 23.1 x 31.5 in.]
Ignition order 1–5–3–6–2–4
Rotational direction Clockwise when viewed from the fan
Gasoline Engines
Name TB45E
Type 4-cycle, water-cooled, overhead valve
gasoline engine
No. of cylinders – Bore x stroke 6 – 99.5 x 96.0 mm [3.92 x 3.78 in.]
Total displacement 4478 cc
Compression ratio 8.5
Performance
Rated speed 2450 rpm
Rated output 72.8 kW {98 PS}
Maximum torque 287 N-m {29.2 kgf-m} [210.7 lbf-ft]/1600 rpm
Full-load rated fuel consumption 283 g/kWh {208 g/ps-h}
No-load minimum speed 675 rpm (Separate engine)
Weight containing water and oil 299 kg [659 lbs]
Dimensions 1001 x 637 x 897 mm [39.4 x 25.1 x 35.4 in.]
Rotational direction Clockwise when viewed from the fan
-1-
1. ENGINE
1.1 GENERAL DESCRIPTION

The series comes in either the gasoline or the diesel engine type.
The engine is connected to the drive unit.
The engine proper is supported through cushioning materials to the frame to reduce vibration from the
engine to the frame.
Diesel engine model
ENGINE FOOT
CUSHION
Detail of area
Gasoline engine model ENGINE FOOT
CUSHION
Detail of area
Fig. 1.1 Engine Mounting
-2-
1. ENGINE
EXHAUST
MANIFOLD AIR INLET
WATER INLET
WATER OUTLET
DRAIN PLUG (OIL)
OIL DIPSTICK
ALTERNATOR
FUEL FILTER
INJECTION
PRESSURE PUMP
SWITCH
DRAIN PLUG
STARTER RELIEF VALVE (WATER)
Torque (N-m)
Output (kW)
consumption
Rate of fuel
(g/kW-h)
Note: This graph shows the

performance of a separate
engine. Engine speed (rpm)
Fig. 1.2 Diesel Engine (S6S)
-3-
1. ENGINE
Main Construction S6S

Valve system Overhead valve type
Fuel system
Injection pump Bosch, VE type
Plunger (dia.) 11 mm [0.43 in.]
Injection nozzle Throttle type
Fuel feed pump Vane type
Filtration Paper filter cartridge type
Governor
Governing Centrifugal all-speed control
Lubrication Fuel lubrication
Lubrication system
Pump Trochoidal type
Drive Timing gear drive
Oil pressure regulator Piston and spring
Oil pressure indicator Switch type turns on at (49 kPa {0.5 kgf/cm2} [7.1 psi])
Filtration Full-flow, paper filter type
Cooling Water cooling type (built in lubrication system)
Cooling system
Cooling Water cooling
Cooling fan Pusher type with seven blades, O.D of 480 mm [18.9 in.]
Drive Belt drive
Pump Swirling type
Drive Belt drive
Thermostat
Type Wax pellet type
Temperature at which it begins to open 76.5°C [169.7°F]
Temperature at which it opens fully 90°C [194°F]
Starter motor
Type Engage magnet type
Voltage 24 V
Output 5 kW
Stopping device Fuel cut-off type (solenoid type)
Engine preheater Provided (Glow)
-4-
1. ENGINE
Charging generator
Type A.C. generator, diode rectification
Voltage 24 V
Output 35 A
Drive Belt drive
Voltage/current regulator IC type (built in charging generator)
Reference data
Oil sump capacity 11.5 liters [3.0 gal] max.- 9 liters [2.4 gal] min.
Quantity of cooling water 8 liters [2.11 gal]
Valve clearance
Suction valve 0.25 mm [0.010 in.] at cold
Exhaust valve 0.25 mm [0.010 in.] at cold
Valve operation
Suction valve (open) 30° BTDC
(close) 50° ABDC
Exhaust valve (open) 74° BBDC
(close) 30° ATDC
Injection timing 5° BTDC
Injection start pressure 11.8 MPa {120 kgf/cm2} [1707 psi]
Compression pressure at 300 rpm 3.2 MPa {33 kgf/cm2} [469 psi]
-5-
1. ENGINE
DISTRIBUTOR
ALTERNATOR
INJECTOR
THROTTLE
CHAMBER AIR FLOW METER
PRESSURE SWITCH
STARTER
Torque
Output
Fuel consumption
rate
Engine speed (x 100 rpm)

Fig. 1.3 Gasoline Engine (TB45)
-6-
1. ENGINE
Model TB45
Item
Main Construction
Type of cylinder liner Cylinder and cylinder block cast into one piece
Valve operation
Suction valve
opens at BTDC: -4°
closes at ABDC: 56°
Exhaust valve
opens at BBDC: 56°
closes at ATDC: 9°
Valve clearance (warm)
suction valve 0.35 mm [0.014 in.]
exhaust valve 0.35 mm [0.014 in.]
Ignition system Full transistor type
Ignition timing BTDC 10° at 675 rpm
Ignition coil Incorporated in igniter
Ignition plug BPR4ES-D (NGK)
Spark gap 0.9 mm [0.035 in.]
Governor Electronic type, fixed-range control
Air cleaner Filter paper type
Lubrication system Forced lubrication
Lubrication pump Trochoidal type
Lubrication oil filter Filter paper
Filtration Full-flow filtration
Cooling system Water-cooling, forced circulation
Cooling fan Pusher type, 7-blade, O.D. of 480 mm [18.9 in.]
Drive V-belt drive, pulley ratio 1 : 1.3
Water pump Centrifugal type
Water temperature regulator Wax type (valve opening temp.:82°C [179.6°F])
Staring motor Magnet shift type
Voltage 12 V
Output 1.4 kW
-7-
1. ENGINE
Charging generator
Voltage 12 V
Output 50 A
Generation 3-phase a.c.
Voltage/current regulator
Type Transistor type (built in charging generator)
Water and oil capacities
Lubrication oil 8.4 L [2.2 gal]
(oil pan 8.1 L [2.1 gal], oil filter 0.3 L [0.08 gal])
Cooling water 10.0 L [2.6 gal] for engine only
-8-
1. ENGINE
1.1.1 FUEL SYSTEM

The fuel system consists of a fuel tank integral with the frame, an injection pump (for diesel engine
model) or a fuel pump (for gasoline engine model).
(1) Fuel tank

The fuel tank is welded into one integral body with the frame and located at the left side of the frame.
The fuel tank has on its top a tank cover where a level sender is provided to check the fuel level in the
tank.
Capacity: 110 liters [29.1 gal]
from ENGINE to ENGINE
CAP
FULL
3/4
1/2
1/4
EMPTY
FUEL LEVEL SENDER
Fig. 1.4 Fuel Tank (for diesel engine model)
-9-
1. ENGINE
Capacity: 110 liters [29.1 gal]
to ENGINE
CAP
FUEL LEVEL SENDER
FULL
3/4
1/2
1/4
EMPTY
FUEL PUMP
Fig. 1.5 Fuel Tank (Gasoline engine trucks)
- 10 -
1. ENGINE
The level sender converts the fuel level in the tank into an electric current signal. Figure 1.6 shows its
construction. For conversion of fuel level into electric signal, a variable resistor with nichrome wire is
used, with sliding element linked to a float.
As the float moves up and down the resistance varies accordingly so that the amount if electric
current passing across the resistance also varies. The fuel meter is a bimetal type whose pointer swings
depending upon the amount of electric current passing through the heating unit of the bimetal. When
the float is the highest position, the resistance between the G terminal and the ground is about 9.5 to
11 ohms. This allows a large amount of electric current to pass through the resistance, thus causing the
bimetal to bend largely so that the fuel meter pointer indicates the F mark. As the fuel level drops, the
float goes down and the resistance becomes greater to reduce the amount of electric current passing
through it, thus causing the fuel meter pointer to swing toward the E mark.
FUEL METER
OPTION
BATTERY
View looking from
Float Resistance value (Ω)

FULL 10 ± 0.5
3/4 19
1/2 32 ± 3
1/4 49.5
EMPTY 87 ± 1.5
FLOAT
Fig. 1.6 Level Sender
- 11 -
1. ENGINE
FUEL METER
FUEL METER
Gasoline engine model Diesel engine model
Fig. 1.7 Combination Meter Panel
(2) Fuel Filter (diesel engine)

The fuel filter removes dust and dirt from the fuel to be supplied to the engine. It is located on the
intake manifold.
The filter element for the diesel engine model is a cartridge type and it can be replaced without using
any tool. A by-pass valve is built into the filter body to allow the fuel to flow into the engine even if the
filter element is clogged.
FUEL FILTER
MANUAL AIR BLEEDING PUMP
WATER DRAIN
PLUG
Fig. 1.8 Fuel Filter (for diesel engine model)
- 12 -
1. ENGINE
(3) Fuel pump (gasoline engine)

The fuel pump consists primarily of a pump, regulator and filter and has a construction shown in Fig. 1.9.
The fuel pump is driven as the key switch is turned on and sends the fuel to the engine’s fuel injector.
to ENGINE
from
PUMP
QUICK CONNECTOR
REGULATOR
to CHAMBER
JET
CHAMBER
FILTER
PUMP
FILTER
Fig. 1.9 Fuel Pump
- 13 -
1. ENGINE
1.1.2 COOLING SYSTEM

The cooling system consists of a water pump, a fan, a radiator, and a reserve tank, and its construction
is shown in Figs.1.10 and 1.11.
The water pump is attached to the engine and as the engine starts running, it is also driven through the
V-belt.
CAP (Valve opening pressure:
88 kPa {0.9 kgf/cm2}
RADIATOR
RESERVE TANK
Fig. 1.10 Cooling System (for diesel engine model)
- 14 -
CAP (Valve opening pressure:
88 kPa {0.9 kgf/cm2})
- 15 -
RESERVE TANK
RADIATOR
Fig. 1.11 Cooling System (for gasoline engine model)

1. ENGINE
1. ENGINE
Starting and stopping the engine (diesel engine model)

Starting the engine
(1) When the starter switch is in “OFF” position, the terminal B of the
starter switch is not connected to any other terminal.
(2) When the starter switch is turned to the “Acc” position, the battery
power source is connected to the terminal ACC and the terminal
BR of the starter switch.
As a result, the battery power source is supplied to the glow timer,
the glow plug, the field coil of the alternator, the safety relay
and the solenoid valve of the injection pump, thus completing
preparations for starting the engine.
The glow pilot lamp, the oil pilot lamp and the charge pilot lamp
come on.
(3) The glow timer turns off the glow relay in about 15 seconds after
the starter switch is energized. (The glow pilot lamp goes out.)
If the starter switch is placed in the “St” position at this point, the
Fig. 1.12 Starter Switch
engine starts.
GLOW PLUG SAFETY RELAY

WATER
SENSOR
OIL PILOT PRESSURE

SWITCH ALTERNATOR
LAMP
GLOW TIMER
GLOW RELAY
CHARGE
PILOT LAMP
GLOW PILOT
LAMP
FUSE
STARTER
SWITCH INJECTION PUMP
SOLENOID
STARTER RELAY STARTER BATTERY
Fig. 1.13 Engine Electrical System (for diesel engine model)
- 16 -
1. ENGINE
(4) If the engine rotates normally, the voltage at the terminal P of the alternator rises, so that the safety
relay turns off its terminal S. (The charge pilot lamp goes out.)
Then the starter relay is turned off, thus stopping the operation of the starter.
After that, the starter does not actuate even if the starter switch is placed in the “St” position, as long
as the voltage at the terminal P of the alternator is at the normal level.
Stopping the engine

When the starter switch is turned to the “OFF” position, the solenoid of the injection pump is turned
off. Since the fuel is cut off, the engine stops.
1.1.3 ACCELERATOR PEDAL

Diesel engine
The accelerator pedal controls engine output. It is installed on the floor as shown in Figs.1.14. The
movement of the pedal is transmitted through the linkage and wire cable to the engine.
63 mm
[2.48 in.]
ACCELERATOR
PEDAL Fully open
Engine side
CABLE
Fig. 1.14 Accelerator Pedal (for diesel engine model)
- 17 -
1. ENGINE
Gasoline engine
The accelerator pedal has a construction shown in Fig. 1.15. It is installed on the floor board of
the operator compartment. The motion of the accelerator pedal is converted by the potentiometer into
voltages and outputted to the engine control module.
Adjustment of Type K engine accelerator pedal

sensor
No Description
Install sensor to accelerator pedal. Input a
voltage of 5.12 V (ECM output power supply)
to AVCC1 and AVCC2 to check for APS1 and
APS2 output signal.
Adjust the sensor mounting angle so that
APS1 output is 0.768±0.1 V when accelerator
throttle is fully closed, and then secure the
sensor mounting bolt.
Make sure APS2 output is less than 0.384
V±0.25 V under the above condition.
ACCELERATOR Make sure that accelerator’s fully-open stroke
SENSOR is within the specified range.
' Step can also be checked by AWU output,
not by stroke check.
Put the accelerator in a fully-open state and
check that APS1 output is within a range of
4.168 to 4.749 V.
Put the accelerator in a fully-closed position
and check that APS1 output is 0.768 ±0.1V.
LEVER
20 mm [0.79 in.]
54 mm [2.13 in.] LEVER STOPPER
PEDAL
PEDAL
STOPPER
Detail of accelerator sensor
Fig. 1.15 Accelerator Pedal
- 18 -
1. ENGINE
1.1.4 AIR CLEANER

The air cleaner is installed on the position shown in Fig. 1.16, and it filters air to be supplied to the
engine.
The air to be supplied to the engine is that in an area above the operator. It enters the duct in the right
rear post of the overhead guard and passes through the post to the air cleaner.
OVERHEAD GUARD
POST (REAR RIGHT)
AIR CLEANER
Fig. 1.16 Air Cleaner
- 19 -
1. ENGINE
Diesel engine
The exhaust system consists of a muffler and other components as shown in Fig. 1.17 and deadens the
sound of escaping gases out of the engine.
from ENGINE
MUFFLER
to be
discharged
Fig. 1.17 Exhaust System
- 20 -
1. ENGINE
Gasoline engine
The exhaust system consists of an exhaust emission purifier and muffler and is located in the position
shown in Fig. 1.18.
The exhaust ejected from the engine is purified by the exhaust emission purifier while the exhaust
sound is reduced by the muffler.
EXHAUST GAS PURIFIER

(THREE-WAY CATALYST)
from
ENGINE
to be
discharged
MUFFLER
Fig. 1.18 Exhaust System
- 21 -
1. ENGINE
1.2 INSPECTION AND ADJUSTMENT

It is necessary to inspect and adjust, if necessary, the engine at periodic intervals to keep it in good
operating condition. The procedure for inspecting and adjusting the engine is explained on pages that
follow.
1.2.1 AIR CLEANER

(1) Remove the air cleaner element.
(2) Inspect the element for contamination and damage.
If element is dirty, clean it by blowing low-pressure air from inside to outside.
If the element is damaged or clogged, replace it with a new one.
(3) Clean the filter cover.
Outside air
ELEMENT
LATCH
INDICATOR
to Engine COVER
BODY
Fig. 1.19 Air Cleaner (Ref.)
Be careful not to touch the muffler and exhaust manifold since they are hot when the engine is
running and for a while after it is shut off; otherwise you might burn your hand.
- 22 -
1. ENGINE
1.2.2 FUEL FILTER

Diesel Engine Model
(1) Remove a damaged or clogged filter using a suitable
filter wrench.
(2) Apply fuel on the packing of a new filter, and install
the filter. After the packing contacts the filter body,
CARTRIDGE
give another 2/3 of a turn. (FILTER)
“O”-RING
SENSOR
DRAIN COCK
(for water removal)
Fig. 1.20
- 23 -
1. ENGINE
1.2.3 OIL FILTER

Diesel Engine Model
(1) Using a suitable filter wrench, remove the filter.
(2) Apply oil at the packing of a new filter and install
the filter. After the packing touches the base, give
the filter another 2/3 of a turn.
OIL FILTER
Fig. 1.21
Gasoline Engine Model

(1) Using a suitable filter wrench, remove the filter.
(2) Apply oil at the packing of a new filter and install
the filter. Give the filter another 2/3 of a turn after it
touches the base.
FILTER
CARTRIDGE
STUD
VALVE
Fig. 1.22
- 24 -
1. ENGINE
1.2.4 COOLING SYSTEM

(1) Checking cooling liquid
Check the cooling liquid level in the reserve tank. If
the level is below the LOW mark, add cooling liquid of CAP
30 % concentration (50 % in cold-weather regions) to

bring level:
Up to the FULL mark when the engine is warm.
2/3 of the capacity when the engine is cold.
(2) Changing cooling liquid

Shut off the engine and wait for more than 30
minutes.
Remove the radiator cap and loosen the drain cock
at the radiator side.
Loosen the drain cock at the engine side to drain off
the cooling liquid.
Tighten the drain cocks at both the radiator and the
engine sides. Fig. 1.23 Reserve Tank
Add cooling liquid of 30 % concentration (50% in
cold-weather regions) into the radiator. The rate of
addition should be less than 2 liters/min.
After adding cooling liquid, start the engine and let
it run at idle rpm for one or two minutes and check
the cooling liquid level. If the level is low, add
cooling liquid of the same concentration used in
step , as required.
Tighten the radiator cap securely. Add cooling
liquid to bring level up to 2/3 of the capacity.
DRAIN COCK DRAIN COCK
Diesel Engine Gasoline Engine
Fig. 1.24 Drain Cock
- 25 -
1. ENGINE
(3) Adjusting fan belt tension

Loosen the generator fitting bolts and .
Move the generator away from the engine to adjust the belt tension, so that the fan belt has a
deflection of 10 mm [0.39 in.] at on the span when pressed by a finger pressure of about 9.8 N {10
kgf} [22 lbs].
Tighten the fitting bolts and then .
Diesel Engine Gasoline Engine
Fig. 1.25 Adjusting Fan Belt Tension
- 26 -
2. TORQUE CONVERTER TYPE DRIVE UNIT

Torque converter
Type 3-element, 1-stage, 2-phase type
Stall torque ratio 3.15
Charging oil pressure
(pressure at outlet) 0.44 – 0.61 MPa [63.8 – 88.5 psi]
Charging pump
Type Built-in, crescent pump
Discharge 21 cc/Rev
Transmission
Type Power-shift, constant intermeshing type
Reduction ratio (fwd first gear) 3.443
(fwd second gear) 2.259
(rev) 2.905
Clutch
Facing dimensions 156 mm x 108 mm x 2.6 mm
[6.14 in. x 4.25 in. x 0.1 in.]
Facing area 9947 mm2 [15.4 in.2] x 10
Clutch oil pressure 0.70 – 1.1 MPa [101.5 – 159.5 psi]
Oil to be used Torque converter oil SAE#10W 18 liters [4.76 gal]

The torque converter type drive unit consists of a torque converter, a power-shift transmission, and a
differential. Its sectional views are shown in Figs. 2.2 to 2.5.
The transmission has two forward speeds and one reverse speed. The speed range is automatically
switched over by the ATM controller.
- 27 -
CHARGING PUMP
TRANSMISSION
CONTROL VALVE
TORQUE CONVERTER
FWD/REV
CLUTCH PACK
FWD SECOND GEAR

CLUTCH PACK
to DIFFERENTIAL
OUTPUT GEAR
COUNTER GEAR
STRAINER
Fig. 2.1 Drive Unit (1/2)
- 28 -
CAP
(WITH DIPSTICK)
REGULATOR VALVE
CONVERTER
RELIEF VALVE
SPEED SENSOR
STRAINER
Fig. 2.2 Drive Unite (2/2)
- 29 -
2.1.1 TORQUE CONVERTER

The torque converter consists primarily of a pump wheel, turbine wheel, and stator wheel. Figure 2.3
shows its structure.
As the engine is started, the pump wheel rotates to let the oil in the converter housing flow along the
vanes of the pump wheel by centrifugal force. The oil is then thrown into the vanes of the turbine wheel
to transmit the power to the turbine wheel. The oil then flows from the turbine wheel to the stator wheel
where its direction is controlled so that the oil flows again into the pump wheel at a proper angle.
The reaction torque generated at this time is added to the turbine torque to make the output torque
greater than the input torque.
When the rotational speed of the turbine when increases enough to reach the input rotational speed,
the change in flowing angle of the oil decreases and thus the output torque also makes smaller, and
finally the oil flows in reverse in relation to the vanes of the stator wheel. This reverses the direction of
the reaction torque.
If this is the case, the output torque becomes smaller than the input torque. To prevent this from
happening, the stator wheel is designed to rotate freely to make both the input torque and the output
torque equal for ensuring a high-performance operation.
As described above, the torque transmission is mechanically switched over and thus this type of
torque converter is a double phase type which features smooth operation and superb power transmission
efficiency.
The pump wheel of the torque converter is connected through the input plate to the engine flywheel,
with the latch of the pump wheel boss engaged with the drive gear of the charging pump.
TURBINE WHEEL
PUMP WHEEL
STATOR WHEEL
ONE-WAY CLUTCH
INPUT PLATE
Gasoline engine trucks Diesel engine trucks
Fig. 2.3 Torque Converter
- 30 -
2.1.2 CLUTCH PACK

The clutch pack consists primarily of clutch disks (inner disk and outer disk), a piston and an end
plate. The clutch disk assembly consisting of 5 inner disk and 5 outer disk is incorporated into the clutch
drum along with a piston. Between the piston and the drum is a seal ring to ensure oil tightness.
The clutch disk surfaces and gear bearings are constantly lubricated by oil to prevent the clutch disk
surfaces and bearings from seizing. When replacement of any clutch disk is needed, the entire clutch
disk assembly must be replaced.
INNER DISK
OUTER DISK
SNAP RING
PISTON
BEARING THRUST WASHER
GEAR
BEARING
THRUST WASHER
NEEDLE BEARING
SEAL RING SNAP RING

GEAR RETAINER
SEAL RING SPRING

END PLATE
Fig. 2.4 Fwd/Rev Clutch Pack
- 31 -
INNER DISK
OUTER DISK
SNAP RING
PISTON THRUST WASHER
BEARING GEAR
BEARING
SEAL RING THRUST WASHER
NEEDLE BEARING
SNAP RING
GEAR RETAINER
SEAL RING
END PLATE
SPRING
Fig. 2.5 Second Gear Clutch Pack
- 32 -
2.1.3 TRANSMISSION CONTROL VALVE

The transmission control valve consists of solenoid valves, an inching spool, an accumulator and a
modulation valve. It is mounted on the transmission case.
Two solenoid valves, one for direction shift and the other for speed range shift, are installed as shown
in Fig. 2.6.
The direction shift solenoid valve has a button at each end, so that it can be operated manually when
the electrical system has trouble. The solenoid valve is kept ON while you are pressing a button. When
you release your hand from the button, the solenoid valve is returned to the neutral position by spring
force.
The modulation valve actuates when the clutches are changed over, to delay the time for the clutch oil
pressure to reach the maximum pressure slightly using the accumulator.
SOLENOID VALVE
(for speed range shift) MANUAL OPERATION BUTTON
(Press for FWD.)
SOLENOID VALE
(for direction shift)
REV CLUTCH OIL

PRESSURE
FWD SECOND
CLUTCH OIL
PRESSURE
FWD FIRST
CLUTCH OIL
PRESSURE
MANUAL OPERATION BUTTON

(Press for BWD.)
INCHING SPOOL
OIL SEAL
PIN
SPRING
SPRING (INNER) SPRING

SPRING (OUTER)
SPRING (MIDDLE)
ACCUMULATOR PISTON
INCHING PISTON
SELECTOR SPOOL
SPRING MODULATION VALVE
Fig. 2.6 Transmission Control Valve
- 33 -
2.1.4 OIL CIRCULATION ROUTE

When the engine is off, each valve is located as shown in Figure 2.7, by spring force.
When the engine is started, the charging pump supplies oil to the regulator valve in the torque
converter housing and the oil pressure is regulated to 0.70 to 1.1 MPa [101.5 – 159.5 psi] by the regulator
valve.
The oil relieved from the regulator valve is supplied to the torque converter, passing through the
converter relief valve. The oil pressure at the torque converter inlet is controlled by the converter relief
valve to 0.44 to 0.61 MPa [63.8 – 88.5 psi].
The oil leaving the torque converter is cooled down by the oil cooler and cleared of foreign matter by
the inline filter and it flows to each part to cool and lubricate before returning to the transmission case.
The clutch operating oil passes through the inching spool and is blocked by the fwd/rev solenoid
valve.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
CONVERTER
RELIEF VALVE
0.44 – 0.61 MPa
[63.8 – 88.5 psi]
SELECTOR
SOLENOID VALVE (for
speed range shift)
REGULATOR VALVE
0.70 – 1.1 MPa
[101.5 – 159.5 psi] CHOKE 1.2 mm [0.047 in.]
SOLENOID VALVE
MODULATION
VALVE
CHOKE 1.7 mm [0.067 in.]

INCHING VALVE ACCUMULATOR
CHARGING PUMP
STRAINER
Fig. 2.7 Transmission Hydraulic Circuit
- 34 -
(1) Forward first gear

When the F/R lever is placed in the forward position, the solenoid valve (for direction shift) is
switched over to the forward position to allow the oil to flow into the forward clutch pack through the
outer periphery of the selector spool. The spool of the modulation valve moves to the right to let the oil
flow into the accumulator.
As long as the oil flows into the accumulator, the clutch oil pressure increases gradually. Once the
accumulator is filled with oil, the clutch oil pressure increases rapidly, thus locking up the clutch disks
completely.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
CONVERTER
RELIEF VALVE
0.44 – 0.61 MPa
[63.8 – 88.5 psi]
SOLENOID VALVE SELECTOR

(for speed range
shift)
REGULATOR VALVE
0.70 – 1.1 MPa
[101.5 – 159.5 psi] CHOKE 1.2 mm [0.047 in.]
SOLENOID VALVE
MODULATION
VALVE
CHOKE 1.7 mm [0.067 in.]
CHARGING PUMP
STRAINER
Fig. 2.8 Forward First Gear
- 35 -
(2) Forward second gear

When the truck speed reaches a speed shift point, the solenoid valve (for speed range shift) actuates
and the selector spool (for speed range shift) moves to the right, so that the oil flowing into the forward
first gear clutch of the clutch pack begins to flow into the forward second gear clutch.
The oil in the forward first gear clutch is drained passing through the outer periphery of the selector.
TORQUE
CONVERTER
OIL COOLER
INLINE FILTER
CONVERTER
RELIEF VALVE
0.44 – 0.61 MPa
[63.8 – 88.5 psi]
SOLENOID VALVE SELECTOR
(for speed range
shift)
REGULATOR VALVE
0.70 – 1.1 MPa
[101.5 – 159.5 psi] CHOKE 1.2 mm [0.047 in.]
SOLENOID VALVE
MODULATION
VALVE
CHOKE 1.7 mm [0.067 in.]
CHARGING PUMP
STRAINER
Fig. 2.9 Forward Second Gear
- 36 -
(3) Reverse gear

When the F/R lever is placed in the reverse position, the solenoid valve (for direction shift) is
switched over to the reverse position to allow the oil to flow into the reverse clutch, and the spool of the
modulation valve moves to the left. The remainder of the operation is the same as those in forward gear.
TORQUE CONVERTER
OIL COOLER
INLINE FILTER
CONVERTER
RELIEF VALVE
0.44 – 0.61 MPa
[63.8 – 88.5 psi]
SOLENOID SELECTOR
VALVE (for speed
range shift)
REGULATOR
VALVE
0.70 – 1.1 MPa CHOKE 1.2 mm [0.047 in.]
[101.5 – 159.5 psi] SOLENOID VALVE
MODULATION
VALVE
CHOKE 1.7 mm [0.067 in.]
CHARGING PUMP
STRAINER
Fig. 2.10 Reverse Gear

2.1.5 CHARGING PUMP
The charging pump is an internal gear type, and built in the converter housing. It supplies oil used to
lubricate the torque converter, the clutch packs and the transmission.
The charging pump consists of a drive gear, a driven gear, a case and a stator support, as shown in Fig. 2.11.
DISCHARGE PORT
to TORQUE
CONVERTER DRIVEN GEAR
to OIL COOLER
OIL SEAL
STATOR
SUPPORT
DRIVE CASE
GEAR
“O”-RING Tightening torque:
SUCTION PORT 42.3 N-m {4.3 kgf-m} [31.2 lbf-ft]
Fig. 2.11 Charging Pump
- 37 -
2.1.6 AUTOMATIC TRANSMISSION CONTROLLER

The automatic transmission controller switches over the speed ranges of the transmission (forward
first gear forward second gear). Its external appearance is shown in Fig. 2.12.
The traveling speed is detected by the sensor mounted to the transmission. When the sensor detects
a traveling speed of 7 km/h [4.3 mph], the automatic transmission controller turns on the solenoid valve
(for speed range shift) of the transmission control valve, to shift into second. When the truck speed falls
to 6 km/h [3.7 mph] or less, the automatic transmission controller turns off the solenoid valve (for speed
range shift), to shift down to first.
Note: The speed shift point can be changed by the switch, so that the speed range will be shifted into
second when the traveling speed reaches 9 km/h [5.6 mph] and to first when the traveling speed
drops to 7 km/h [4.3 mph] or less. The speed range can also be held to first.
SOLENOID VALVE
(for speed range shift) KEY SWITCH
FUSE
BATTERY
7 km/h
[4.3 mph] SPEED
SHIFT POINT
ADJUSTMENT
SPEED SENSOR SWITCH
(Can be held to
9 km/h 1st)
[5.6 mph]
Fig. 2.12 Automatic Transmission Controller
- 38 -
Clutch oil pressure: 0.70 – 1.1 MPa [101.5 – 159.5 psi]

Charging pump oil pressure: 0.70 – 1.1 MPa [101.5 – 159.5 psi]
Torque converter inlet port oil pressure: 0.44 – 0.61 MPa [63.8 – 84.5 psi]
CHARGING PUMP OIL PRESSURE
CLUTCH OIL PRESSURE (F1)

CLUTCH OIL PRESSURE (F2)
CLUTCH OIL PRESSURE (R) TORQUE CONVERTER INLET

PORT OIL PRESSURE
SPEED SENSOR
from OIL COOLER
to OIL COOLER
Fig. 2.13 Oil Pressure Check Port
- 39 -
NOTE
- 40 -
3. DRIVE AXLE
3. DRIVE AXLE
Type Full-floating type
Wheel
Size 300-15-18PR (I)
Tread pattern J-LUG
Rim
Size 8.00V-15
Tire inflation pressure 687 kPa {7 kgf/cm2} [99.6 psi]
Differential
Name 43C-35
Reduction ratio 6.333

The drive axle has a construction as shown in Figs. 3.1 and 3.2 and is mounted in the front area of the
frame.
It has a wheel hub and a wheel brake at its each spindle end and an axle shaft running through its
center.
The wheel hub is provided with a brake drum, which is installed on the spindle through two tapered
roller bearings.
The two tapered roller bearings have oil seals to prevent grease inside from oozing out and water from
entering the brake unit.
- 41 -
3. DRIVE AXLE
Use sealant on
mating surface Seal in grease (240 cc)
(Apply Loctite #503)
Tightening torque: Tightening torque:
275 – 324 N-m 471 – 549 N-m
{2800 – 3300 kgf-cm} {4800 – 5600 kgf-cm}
[202.5 – 238.7 lbf-ft] [347.2 – 405.1 lbf-ft]
(Apply Loctite #270) Tightening torque:
96 – 111 N-m
{980 – 1130 kgf-cm}
[70.9 – 81.7 lbf-ft]
Tightening torque:
471 – 549 N-m
{4800 – 5600 kgf-cm}
[347.2 – 405.1 lbf-ft]
Tightening torque:
471 – 549 N-m
{4800 – 5600 kgf-cm}
[347.2 – 405.1 lbf-ft]
1. ADJUSTMENT NUT 5. TAPERED ROLLER BEARING 9. OIL SEAL

2. AXLE SHAFT 6. HUB 10. WHEEL CYLINDER
3. LOCK NUT 7. BRAKE DRUM
4. OIL SEAL 8. TAPERED ROLLER BEARING
Fig. 3.1 Drive Axle (for 3.5- to 4.0-ton trucks)
- 42 -
3. DRIVE AXLE
Use sealant on
mating surface Seal in grease (240 cc)
(Apply Loctite #503)
Tightening torque:
Tightening torque: 471 – 549 N-m
275 – 324 N-m {4800 – 5600 kgf-cm}
{2800 – 3300 kgf-cm} [347.2 – 405.1 lbf-ft]
[202.5 – 238.7 lbf-ft]
(Apply Loctite #270) Tightening torque:
96 – 111 N-m
{980 – 1130 kgf-cm}
[70.9 – 81.7 lbf-ft]
Tightening torque:
471 – 549 N-m
{4800 – 5600 kgf-cm}
[347.2 – 405.1 lbf-ft]
Tightening torque:
471 – 549 N-m
{4800 – 5600 kgf-cm}
[347.2 – 405.1 lbf-ft]
1. LOCK NUT 5. TAPERED ROLLER BEARING 9. OIL SEAL

2. AXLE SHAFT 6. HUB 10. WHEEL CYLINDER
3. ADJUSTMENT NUT 7. BRAKE DRUM
4. OIL SEAL 8. TAPERED ROLLER BEARING
Fig. 3.2 Drive Axle (for 4.5-ton trucks)
- 43 -
3. DRIVE AXLE
3.1.1 DIFFERENTIAL
The differential is fitted to the carrier through tapered roller bearings with bearing caps and covered
with the axle housing. The differential cross case is a split type containing two side gears and four pinion
gears, with thrust washers installed between the cross case and each gear according to their backlash.
Each of the pinion gears is supported by the spider, which is supported by the cross case. On the outer
diameter of the cross case is a ring gear bolted. Each side gear is splined to the drive shaft so that the
power sent from the transmission through the reduction gear is further reduced and differentiated by this
device to drive the drive shaft.
Tightening torque:
217.7 – 325.6 N-m
{2220 – 3320 kgf-cm}
[160.6 – 240.1 lbf-ft]
Tightening torque:
392.3 – 441.3 N-m
{4000 – 4500 kgf-cm}
[289.3 – 325.5 lbf-ft]
Tightening torque:
95.1 – 142.2 N-m
{970 – 1450 kgf-cm}
Tightening torque: [70.2 – 104.9 lbf-ft]
127.5 – 190.3 N-m
{1300 – 1940 kgf-cm} Tightening torque:
[94.0 – 140.3 lbf-ft] 127.5 – 190.3 N-m
{1300 – 1940 kgf-cm}
[94.0 – 140.3 lbf-ft]
1. CAP 9. BEARING CAGE 17. ADJUSTMENT NUT

2. TAPERED ROLLER BEARING 10. TAPERED ROLLER BEARING 18. CROSS CASE
3. ROLLER BEARING 11. NUT (FLANGE HALF)
4. TAPERED ROLLER BEARING 12. DRIVE PINION 19. RING GEAR
5. “O”-RING 13. CARRIER 20. CROSS CASE
6. SHIM 14. SPIDER (PLAIN HALF)
7. OIL SEAL 15. PINION GEAR
8. SPACER 16. SIDE GEAR
Fig. 3.3 Differential
- 44 -
4. BRAKE SYSTEM
4. BRAKE SYSTEM
Truck Model FD35T9, FG35T2
FD45T9, FG45T2
Item FD40T9, FG40T2
Wheel brake
Type Duo-servo type (with automatic clearance adjuster)
Wheel cylinder bore 31.75 mm [1.25 in.]
Brake drum inner dia. 314 mm [12.36 in.] 317.5 mm [12.50 in.]
Brake lining size 348 x 76 x 7.67 mm 330 x 63 x 10 mm
[13.7 x 2.99 x 0.30 in.] [12.99 x 2.48 x 0.39 in.]
Lining surface area 4 x 26450 mm [41.0 in. ]
2 2
4 x 20800 mm2 [32.2 in.2]
Parking brake
Type Front two-wheel braking internal expansion, mechanical type
Brake booster
Type Hydraulic type
Oil pressure 6.9 MPa {70 kgf/cm2} [995.6 psi]
Servo ratio 4.5

The brake system consists of a brake pedal, a brake booster, wheel brakes and brake drums. The
brake booster helps the driver to operate the brake by slight pedal effort.
4.1.1 BRAKE PEDAL

The brake pedal unit is installed on the upper part of the transmission as shown in Fig. 4.1. The push
rod mounted to the brake pedal presses the reaction piston of the brake booster, converting brake pedal
effort to oil pressure, which is sent to the wheel cylinder.
The brake pedal shaft is lubricated with grease to make it move smoothly.
- 45 -
4. BRAKE SYSTEM
BRAKE PEDAL
BRAKE BOOSTER
BRAKE LAMP SWITCH
BRAKE PEDAL
(INCHING)
5 mm
[0.2 in.]
Inching pedal stroke
before the brake starts
functioning Brake pedal play:
25 mm [0.98 in.]
in.]
[4.72
Fig. 4.1 Brake Pedal (for trucks with torque converter)
- 46 -
4. BRAKE SYSTEM
4.1.2 WHEEL BRAKE

The wheel brake, an internal expansion, hydraulic type consisting of brake shoes, a spring, a wheel
cylinder, an adjuster and a backing plate, is mounted on opposite ends of the front axle.
The brake shoe, one end of it being connected to the anchor pin and the other to the adjuster, is forced
against the backing plate with a hold spring and pin.
The parking brake lever is mounted to the primary shoe and the actuator lever of the automatic
adjuster, to the secondary shoe.
Wheel brake operation in forward travel is as shown in Fig. 4.2. Operation of the wheel cylinder
presses the primary and secondary shoes to the drum with an equal force. When the lining comes in
contact with the brake drum, the primary shoe presses the adjuster along with the lining-to-brake drum
friction force. As a result, the adjuster presses the adjuster end of the secondary shoe with force greater
than that offered by operation of the wheel cylinder, so that the anchor end of the secondary shoe is
strongly pressed against the anchor pin and thus producing large braking force.
In backward travel, the braking force works in the reverse direction in the case of forward travel,
producing the same amount of braking force as in forward travel. (See Fig. 4.3.)
ANCHOR PIN
m tion
Ro
dru ec
tat of dru
of n dir
ion m
io
dir
tat
Working force
Working force
ect
Ro
SECONDARY
SECONDARY
io
PRIMARY
n
PRIMARY
ADJUSTER
Fig. 4.2 In Forward Travel Fig. 4.3 In Backward Travel
- 47 -
4. BRAKE SYSTEM
Sectional view of wheel cylinder
The shoe expands

in this direction
Sectional view -
Sectional view -
1. PUSH ROD 6. WHEEL CYLINDER 11. HOLD-DOWN PIN

2. BOOT 7. RETURN SPRING 12. CUP
3. PISTON 8. STRUT 13. SPRING
4. PISTON CUP 9. BRAKE SHOE 14. ADJUSTER LEVER
5. CYLINDER 10. ADJUSTER CABLE 15. ADJUSTER
Fig. 4.4 Wheel Brake (for 3.5- to 4.0-ton trucks)
- 48 -
4. BRAKE SYSTEM
The shoe expands

in this direction
Sectional view -
Sectional view -
1. CYLINDER 6. STRUT 11. SPRING

2. PISTON CUP 7. RETURN SPRING 12. SPRING
3. PISTON 8. BRAKE SHOE 13. ADJUSTER LEVER
4. BOOT 9. HOLD-DOWN PIN 14. ADJUSTER
5. PUSH ROD 10. CUP
Fig. 4.5 Wheel Brake (for 4.5-ton trucks)
- 49 -
4. BRAKE SYSTEM
4.1.3 PARKING BRAKE

The parking brake unit consists of a parking brake lever and cables, as shown in Fig. 4.6. It uses the
braking shoes and brake drum of each wheel brake.
The toggle type parking brake lever is installed in the position shown in Fig. 4.6.
To release the parking brake, hold down the release button while pulling the lever.
Position for applying

the parking brake Position for releasing
the parking brake
RIGHT-SIDE CABLE
LEFT-SIDE CABLE
Fig. 4.6 Parking Brake Lever
Adjusting parking brake lever operating force

RELEASE
(1) Place the parking brake lever in the release position. BUTTON
(2) Adjust the lever so that it has the operating position
as shown in the sketch when the point of the
lever is pulled with a force of 200 to 250 N {20 –
25 kgf} [44 – 55 lbs]. View looking from
Turn the point clockwise to make the pulling
force stronger and counterclockwise to make it
weaker.
Fig. 4.7 Adjustment of Parking Brake

Lever Operating Force
- 50 -
4. BRAKE SYSTEM
4.1.4 AUTOMATIC CLEARANCE ADJUSTER

The automatic clearance adjuster automatically keeps a lining-to-drum clearance of 0.25 to 0.4 mm
[0.010 – 0.016 in.] for 3.5- to 4.0-ton trucks and that of 0.4 to 0.6 mm [0.016 – 0.024 in.] for 4.5-ton
trucks. It actuates when the truck is braked in reverse travel.
When the brake is applied in reverse travel, the shoes start expanding. When the secondary shoe and
the primary shoe come in contact with the brake drum, they rotate together with the drum until the top
end of the primary shoe comes in contact with the anchor pin.
As the secondary shoe parts from the anchor pin, the adjuster lever is pulled, and the adjuster is
rotated by the lever. As the pedal effort increases further, the compression force applied to the adjuster
increases, thus expanding the resistance in the screw area. Then the adjuster cannot be rotated by the
force of the adjuster lever.
The shoe expands

in this direction.
Fig. 4.8 Automatic Clearance Adjuster
- 51 -
4. BRAKE SYSTEM
4.1.5 BRAKE BOOSTER

The brake booster consists of a control valve, which turns pedal effort into oil pressure, a master
cylinder and a flow divider, as shown in Fig. 4.9. It operates on power steering oil pressure.
The pedal movement is transmitted through the push rod to the reaction piston in the control valve,
thus narrowing the area . As a result, the oil pressure in the area increases, producing force to move
the power piston to the left. When the power piston moves to the left, the area opens and the rise
in the oil pressure in the area stops, thus stopping the movement of the power piston. In short, the
amount of movement of the push rod and that of the power piston are the same.
The movement of the power piston presses the piston of the master cylinder to raise the oil pressure in
the wheel cylinder.
Part of the pressure in the area works as counterforce to the reaction piston and is transmitted to the
operator and recognized as operation feel.
1. BODY 6. PLUG 11. SEAT

2. CUP 7. STOPPER 12. REACTION PISTON
3. FLOW DIVIDER 8. PISTON 13. PUSH ROD
4. SPRING 9. POWER PISTON
5. CHECK VALVE 10. CONTROL VALVE
Fig. 4.9 Brake Booster
- 52 -
5. STEERING SYSTEM (ORBITROL TYPE)

Steering Axle:
Type: Center-pin supported, Elliot type with box-shaped
cross section of weld construction
King Pin Spacing: 1020 mm [40.2 in.]
King Pin Angle: 0°
Toe-in: 0 mm
Camber: 1°
Caster: 0°
Steering Angle:
Inner Wheel: 76°
Outer Wheel: 54°
Orbitrol:
Type: Open-centered, non-load reaction type
Discharge: 159 cc/rev. [9.7 in.3]
Steering Cylinder:
Type: Double-acting piston type
Cylinder Bore: 90 mm [3.54 in.]
Piston Rod Diameter: 60 mm [2.36 in.]
Stroke: 184 mm [7.24 in.]
Valve Unit: (Include control valve)
Flow Rate: 22 liters/min [5.8 gal/min]
Pressure Setting: 10.8 MPa {110 kgf/cm2} [1564.5 psi]

The steering system consists primarily of a steering wheel, orbitrol, flow regulator valve, and steering
cylinder. When the steering wheel is turned, the rotation is transmitted to the orbitrol. The oil passages in
the orbitrol are changed over to direct the hydraulic pressure from the flow regulator valve to the steering
cylinder which extends or contracts depending on the hydraulic pressure, thereby steering the truck.
- 53 -
5.1.1 STEERING AXLE

The steering axle is of steel-welded construction with a box shaped cross section, incorporating a
steering cylinder inside it. See Figure 5.1. The steering cylinder is housed in the axle to protect it from
being damaged by obstacles on the road surface. The axle is installed onto the truck frame through a
center pin with bushing and cap, and it cradles around this center pin.
Tightening torque:
147 – 196 N-m
{1500 – 2000 kgf-cm}
[108.5 – 144.7 lbf-ft]
Tightening torque:
196 – 245 N-m
{2000 – 2500 kgf-cm}
[144.7 – 180.8 lbf-ft] Tightening torque:
232 – 348 N-m
{2370 – 3550 kgf-cm}
[171.4 – 256.8 lbf-ft]
Tightening torque:
470 – 549 N-m
{4800 – 5600 kgf-cm}
[347.2 – 405.1 lbf-ft] STEERING CYLINDER
See Fig. 5.2.
Fig. 5.1 Steering Axle
- 54 -
(1) Knuckle and king pin

The king pin is secured to knuckle with a lock pin at its flank and to the bosses of the axle assembly
with needle bearings at its top and bottom.
Between the upper boss and the knuckle is a thrust bearing to let the knuckle rotate around the king
pin smoothly under heavy load.
The needle and thrust bearings are lubricated with grease supplied through the grease fittings at the
top and bottom of the king pin.
KING PIN
OIL SEAL
OIL SEAL
NEEDLE BEARING
HUB
OIL SEAL
THRUST BEARING ADJUSTMENT NUT
LOCK NUT
CAP
LOCK WASHER
TAPERED ROLLER
BEARING
OIL SEAL
NEEDLE BEARING TAPERED ROLLER

BEARING
OIL SEAL
LOCK PIN
Fig. 5.2 Knuckle
(2) Wheel hub

The wheel hub is fitted to the spindle of the knuckle with two tapered roller bearings and preloaded
with a nut.
- 55 -
5.1.2 STEERING WHEEL ASSEMBLY

The steering wheel assembly is arranged as shown in Figure 5.3. The orbitrol is located at the bottom
of the assembly. At the center of the wheel is the horn button.
The steering shaft is connected to the drive shaft of the orbitrol and the steering wheel can be moved
to a certain extent back and forth to suit the driver’s physique.
LOCK LEVER
UNIVERSAL JOINT
ORBITROL
Fig. 5.3 Steering Wheel Assembly
- 56 -
5.1.3 ORBITROL
The orbitrol sends pressure oil from the pump selectively to the power cylinder. It consists primarily
of a control valve and a metering device. Figure 5.4 shows a cross sectional view of the orbitrol.
The control valve used in the orbitrol is not an ordinary spool valve whose spool moves in the axial
direction, but a rotary valve which consists of a sleeve and a spool that rotate together forming different
oil passages through the combination of their oil holes. The valve housing is provided with four ports
which lead to the pump, tank, right and left chambers of the cylinder. Between the inlet port and return
port is a check valve.
The metering device consists of an internally toothed stator and an externally toothed rotor. During
normal operation, it operates as an oil motor. In an emergency, it can be used as a hand pump. The rotor
is mechanically linked with the sleeve through the drive shaft so that feedback operation is possible.
The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the spool
is splined to the steering shaft.
CHECK BALL
“O”-RING
ROTOR
SEAL
DRIVE
THRUST SHAFT
BEARING SPOOL
RETAINER
SLEEVE
Section A-A
Fig. 5.4 Orbitrol
- 57 -
(1) Operation of orbitrol

(a) In “Neutral”
While the steering wheel is in straight position, the
oil from the pump flows through oil passage to oil
groove . The sleeve has 24 oil holes which are now
in line with the holes in the spool so that the oil that
flowed into groove passes through oil holes and
to space between the spool and drive shaft. Then the
oil flows through spool groove and sleeve groove
back to the oil tank.
Since cylinder ports and are respectively open
to oil holes and in the sleeve but not to groove
nor in the spool, the oil in the cylinder does not go
any where.
Oil passage that leads to the hydraulic motor
is open to oil hole in the sleeve which is used as
the inlet and outlet for the hydraulic motor, but not to
grooves nor in the spool and thus the oil remain
unmoved.
Fig. 5.5
(b) When steering wheel is turned counterclockwise

As the steering wheel is turned counterclockwise, the
grooves in the spool shift to the left in relation with the
holes and grooves in the sleeve so that holes in the
spool get out of line with holes in the sleeve. The oil
that has flowed into groove thus far begins to flow
into hole in the sleeve, passing through grooves
and in the spool hole in the sleeve and oil passage
in the housing, to the hydraulic motor.
The hydraulic motor thus rotates in the
counterclockwise direction and the oil discharged
from the hydraulic motor flows through oil hole
in the sleeve, glove in the spool, and oil hole in
the sleeve to the cylinder port L and thus actuates the
steering cylinder.
Fig. 5.6
- 58 -
The returning oil from the power cylinder flows, passing through the cylinder port R groove in the
valve housing, oil hole in the sleeve, groove in the spool, oil hole in the sleeve, and groove in
the valve housing, back to the oil tank.
(c) When steering wheel is turned clockwise

As the steering wheel is turned clockwise, the
grooves in the spool shift to the right in reaction to the
oil holes and grooves in the sleeve so that oil holes
in the spool get out of line with holes in the sleeve.
The oil that has flowed into groove thus far begins to
flow into oil hole in the sleeve and then flows through
grooves and in the spool, oil hole in the sleeve
and oil passage in the valve housing to the hydraulic
motor. The hydraulic motor thus rotates in the clockwise
direction and the oil discharged from the hydraulic
motor flows through oil hole in the sleeve, groove
in the spool, and oil hole in the sleeve to the cylinder
port R in the housing and thus actuates the power
cylinder.
The returning oil from the power cylinder flows,
passing through the cylinder port L, groove in the
housing, oil hole in the sleeve, groove in the spool,
oil hole in the sleeve and groove in the housing
back to the oil tank. Fig. 5.7
(2) Relationship between rotating speed and operating force of steering wheel
In principle, the force required to operate the orbitrol is only the force to change over the valve,
i.e. the force of compressing the centering spring or 2.9 N-m {0.3kgf-m} [2.17 lbf-ft]. In other words,
since there are no mechanical connections between the steering wheel and the tires and only the spring
compressing force is required, constant steering force is kept even at increased rotational speed. The
discharge of oil supplied from the rotor of the orbitrol to the cylinder is 277 cm3/revolution.
(3) Neutral feedback of orbitrol

The neutral feedback of the orbitrol is performed by changing-over in oil passages of the valve, due
to the reactions force of centering spring. (When the steering wheel is turned and then released with the
pump at rest, the steering wheel returns to the initial position.) Unless the neutral feedback is completely
performed, the steering wheel may be turned, even through the operator does not turn the steering wheel.
- 59 -
(4) Steering with defective pump

When the pump fails to supply hydraulic oil the orbitrol serves as an emergency hand steering device.
When the steering wheel is turned, the spool rotates. When turned by about 8°, the spool contacts the
cross pin, which rotates the drive shaft, which in turn rotates the rotor. Thus the metering device serves
as a hand pump to supply oil to the cylinder. In this case the check valve provided between the return
port and the suction port opens, so that oil flows from the cylinder to the suction side, thereby effecting
an emergency steering.
5.1.4 POWER CYLINDER

The power cylinder is installed in the steering axle and is operated by oil from the orbitrol. The
cylinder body is secured to the axle with both rod ends connected to the knuckle with joints.
The cylinder cap has a bushing, oil seal, and dust seal, being secured to the cylinder with a lock
washer.
1. WIPER SEAL 4. “O”-RING 7. CYLINDER CAP

2. PACKING 5. PACKING 8. BACK-UP RING
3. BUSHING 6. CYLINDER 9. ROD
Fig. 5.8 Power Cylinder
- 60 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
Truck model
FD35T9 FD40T9 FG35T2 FG40T2 FD45T9 FG45T2
Item
Main pump
Type Gear Type
Model name SD3227F2H1 SD3232F2H1
Drive Crankshaft PTO
Discharge (No.1) 32.5 cc/rev 32.5 cc/rev
Discharge (No.2) 27.4 cc/rev 32.5 cc/rev
Control valve
Type 2-spool sliding type with relief valve, flow divider and tilt-lock
Model name KVS-120-2-VPF
Pressure setting 17.7 MPa {180 kgf/cm2} [2560 psi]
Lift cylinder
Type Single-acting piston
Cylinder bore 65 mm [2.56 in.] 71 mm [2.8 in.]
Rod diameter 50 mm [1.97 in.]
Stroke 1495 mm [58.9 in.]
Tilt cylinder
Type Double-acting piston
Cylinder bore 90 mm [3.54 in.]
Rod diameter 45 mm [1.77 in.]
Stroke 199 mm [7.83 in.]
Oil tank
Capacity 60 liters [15.9 gal]

The hydraulic system consists of a main pump, a control valve, lift cylinders and tilt cylinders. The oil
is supplied from the tank at the right side of the frame.
6.1.1 MAIN PUMP

The main pump is a gear type directly driven by the engine PTO device and picks up oil from the oil
tank and sends to the control valve.
The main pump consists of a pump body, a pair of gears, bushings and packings. This pump uses
pressure-balanced bearings and a special lubrication method to minimize the clearance of the gear flank.
The pressure-balanced method is to press the pressure plate toward the gear side by introducing part of
the discharge oil between the pressure plate and the pump body.
- 61 -
6. HYDRAULIC SYSTEM
No. 1 pump No. 2 pump
1. SNAP RING 8. BODY 15. SIDE PLATE

2. OIL SEAL 9. DRIVE GEAR 16. BUSHING
3. FRONT COVER 10. WASHER 17. DRIVEN GEAR
4. SIDE PLATE 11. BOLT 18. GASKET
5. BODY 12. PLUG 19. GASKET
6. DRIVE GEAR 13. REAR COVER
7. ADAPTER PLATE 14. DRIVEN GEAR
Fig. 6.1 Pump
- 62 -
6. HYDRAULIC SYSTEM
6.1.2 CONTROL VALVE

The control valve consists of an inlet section, two plunger sections and an outlet section, which are
assembled with three bolts.
TILT PLUNGER
LIFT PLUNGER
MAIN RELIEF VALVE
PS RELIEF VALVE
TILT
LIFT
Circuit chart
Fig. 6.2 Control Valve
- 63 -
6. HYDRAULIC SYSTEM
(1) Inlet section

As shown in Fig. 6.3, the inlet section has a relief valve which regulates the steering circuit oil
pressure, and a flow divider which divides the oil flow from the main pump into two lines: load handling
and steering.
The inlet section also has a cartridge type main relief valve which sets the load handling circuit oil
pressure.
Relief valve mounting area

(steering)
to TANK
from PUMP
Relief valve mounting area to each SPOOL SECTION

(main)
RETURN PORT
Fig. 6.3 Inlet Section
- 64 -
6. HYDRAULIC SYSTEM
(2) Lift spool section

The lift spool section has a construction shown in Fig. 6.4, with the spool in the neutral position.
When the spool is pulled out, the oil flow from the parallel feeder to the neutral passage is stopped, thus
raising the oil pressure at the parallel feeder.
Since the high-pressure passage and the passage to the port A are connected, the oil in the parallel
feeder pushes open the load check valve, flowing into the port A.
When the spool is pushed in, the port A and the low-pressure passage are connected to allow the oil in
the port A to return through the low-pressure passage to the tank.
LOAD CHECK VALVE
HIGH-PRESSURE PASSAGE PARALLEL FEEDER

PORT A
NEUTRAL PASSAGE
LOW-PRESSURE PASSAGE
Fig. 6.4 Spool Section (for lift)
- 65 -
6. HYDRAULIC SYSTEM
(3) Tilt spool section

The tilt spool section has a construction shown in Fig. 6.5, with the spool in the neutral position. A
lock valve is built in the port B side of the spool, so the passage to the port A does not open when the
pressure in the high-pressure passage is low.
When the spool is pulled out, the port A opens to the high-pressure passage while the port B opens to
the low-pressure passage.
The oil in the parallel feeder pushes open the load check valve and flows into the high-pressure
passage, and then into the port A. The oil in the port B returns, passing through the low-pressure
passage, into the lank.
When the spool is pushed in, the port B opens to the high-pressure passage, thus enabling the oil in
the port B to flow into the port B.
Since the hole leads to the high-pressure passage and the hole to the low-pressure passage, the
lock valve moves to the left, so the oil in the port A flows, passing through the hole and the hole
into the low-pressure passage.
LOAD CHECK VALVE
PARALLEL FEEDER
HIGH-PRESSURE PASSAGE
PORT A PORT B
LOCK VALVE
LOW-PRESSURE PASSAGE NEUTRAL PASSAGE
Fig. 6.5 Spool Section (for tilt)
- 66 -
6. HYDRAULIC SYSTEM
Operation of main relief valve

(a) The oil in the high-pressure passage HP flows
through the oil hole in the piston C to affect the two
areas and which are different in diameter, so
that the poppets D and K are securely seated.
Fig. 6.6
(b) When the pressure in the high-pressure passage

HP reaches the setting pressure of the pilot spring,
the pilot poppet E opens. The oil passes around the
poppet, flows through the drilled hole to the low-
pressure side LP.
Fig. 6.7
(c) As the pilot poppet E is opened, the pressure behind

the poppet D drops. The pressure, as compared
to the pressure at high-pressure side HP, becomes
unbalanced, causing the poppet D to open and
thereby sending the oil directly to the low-pressure
passage LP.
Fig. 6.8
(d) When the pressure in the high-pressure passage HP

is lower than that in the low-pressure passage LP,
the poppet D opens due to the difference between
the areas and , allowing enough oil from
the low-pressure passage LP to the high-pressure
passage HP.
Fig. 6.9
- 67 -
6. HYDRAULIC SYSTEM
6.1.3 VALVE CONTROLS

The control valve plungers are actuated with the levers as shown in Fig. 6.10, each lever mounted on a
single shaft.
The shafts are supported by brackets which are attached to the front guard. Movement of each lever is
transmitted through a rod to the respective plungers.
TILT LEVER
ATTACHMENT
LEVER (OPTION)
LIFT LEVER
ROD
CONTROL VALVE
SPACER
BUSHING
Sectional view of -
Fig. 6.10 Valve Controls
- 68 -
6. HYDRAULIC SYSTEM
6.1.4 LIFT CYLINDER

The lift cylinder is a single-acting piston type consisting of a cylinder, piston rod, piston and cylinder
cap, and installed in the outer mast frame.
The piston is secured to the piston rod with a snap ring, with a wear ring and packing on its outer
diameter.
At the bottom of one cylinder is a cut-off valve which will act as a safety device if the high-pressure
hose connecting the right and left cylinders bursts for any reason.
The cylinder cap has a bushing and an oil seal pressed to support the piston rod and provide dust
proofness for the cylinder.
Cut-off valve operation

When the oil in the cylinder returns into the oil tank,
it passes through the hole in the piston.
If the flow rate of the oil passing through the hose
holes is less than the setting of the flow regulator valve,
the pressure differential across the piston is smaller than
the spring force so that the piston won’t move.
If its flow rate becomes greater than the flow regulator
valve setting due to a burst of the high-pressure hose or
to CONTROL
for any other reason, the pressure differential across the VALVE
piston becomes greater than the spring force to move
the piston to the right. Therefore, the oil flows out of the
hole alone, to let the forks drop slowly.
Fig. 6.11 Flow Rate Smaller than Setting
to CONTROL
VALVE
Fig. 6.12 Flow Rate Greater than Setting
- 69 -
6. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. BUSHING
6. CYLINDER CAP
7. “O”-RING
8. CYLINDER
9. PISTON ROD
Lift bracket side 10. PISTON
11. LOCK RING
12. WEAR RING
Mast side
13. PACKING
14. SPRING
15. CUT VALVE
16. SNAP RING
17. SHEAVE
18. CHAIN
19. ANCHOR PIN
20. ADJUSTMENT NUT
21. LOCK NUT
Fig. 6.13 Lift Cylinder (VM-43A)
- 70 -
6. HYDRAULIC SYSTEM
Cylinder support
1. PISTON HEAD
2. SHIM
3. WIPER SEAL
4. “U”-RING
5. BUSHING
6. CYLINDER CAP
7. “O”-RING
8. CYLINDER
Lift bracket side
9. PISTON ROD
10. PISTON
Mast side
11. LOCK RING
12. WEAR RING
13. PACKING
14. SPRING
15. CUT VALVE
16. SNAP RING
17. SHEAVE
18. CHAIN
19. ANCHOR PIN
20. ADJUSTMENT NUT
21. LOCK NUT
Fig. 6.14 Lift Cylinder (VM-43F)
- 71 -
6. HYDRAULIC SYSTEM
6.1.5 FLOW REGULATOR VALVE

The flow regulator valve controls fork descending
speed and acts as a safety device if the high-pressure
hose bursts for any reason. It is located as shown in LIFT CYLINDER (RIGHT)
Figure 6.15.
LIFT CYLINDER (LEFT)
Flow regulator valve operation to CONTROL

VALVE
The oil returning from the lift cylinders enters the FLOW REGULATOR
VALVE
chamber , passing through chambers , , , and to OIL
TANK
, back to the control valve.
The more the oil flows through the hole in the
piston , the greater the pressure differential across the
piston becomes to move the piston to the right.
For this reason, the hole is narrowed by the hole
so that the oil flow is restricted to slow the fork
descending speed.
When the forks are raised, the high-pressure oil from
the control valve flows, passing through , , , , Fig. 6.15
and , into the lift cylinders.
FREE FLOW
CONTROLLED
FLOW
LIFT CYLINDER SIDE CONTROL VALVE SIDE
1. SPRING 6. SLEEVE
2. CASE 7. ORIFICE
3. SPRING 8. SPRING
4. BALL 9. “O”-RING
5. PISTON 10. NIPPLE
Fig. 6.16 Flow Regulator Valve
- 72 -
6. HYDRAULIC SYSTEM
6.1.6 TILT CYLINDER

The tilt cylinder is a double-acting type, and its piston rod end is supported to the mast and the
cylinder tail is connected to the frame with a pin. This truck is provided with two tilt cylinders on both
sides of the truck.
The tilt cylinder assembly consists primarily of a cylinder body, cylinder cap, piston and piston rod.
The piston, welded to the piston rod, has two packings and one wear ring on the circumference and
moves along the inner surface of the cylinder by the force of hydraulic oil. A bushing is press-fitted
inside the cylinder cap to support the piston rod, with a packing and a dust seal to provide oil tightness
for the piston rod and the cylinder cap. The cap, fitted with an “O”-ring on the outer periphery, is screwed
into the cylinder body and fastened with a lock ring.
When the tilt lever in the operator’s compartment is tilted forward, high-pressure oil enters the
cylinder tail side, moving the piston forward. This causes the mast to tilt forward 6 degrees. When the tilt
lever is tilted back, high-pressure oil enters the cylinder cap side and moves the piston backward, tilting
the mast 12 degrees backward.
1. JOINT 5. OIL SEAL 9. CYLINDER

2. SPACER 6. “O”-RING 10. PACKING
3. DUST SEAL 7. BUSHING 11. WEAR RING
4. CYLINDER CAP 8. PISTON ROD 12. PACKING
Fig. 6.17 Tilt Cylinder
- 73 -
6. HYDRAULIC SYSTEM
6.1.7 OIL TANK

The oil tank is integral with the frame and located at the right-hand side of the truck body. Figure 6.18
shows its construction.
Inside the oil tank are two suction filters to remove dust from oil.
CAP (W/LEVEL GAUGE) BREATHER
from LIFT CYLINDER

BRAKE CIRCUIT RETURN
from PRIORITY VALVE
to MAIN PUMP
from BRAKE BOOSTER

STEERING RETURN
from CONTROL VALVE
STRAINER
Fig. 6.18 Oil Tank
- 74 -
TILT CYLINDER (RIGHT)
PRIORITY VALVE
RETURN FILTER
OIL TANK
CONTROL
VALVE
TILT CYLINDER (LEFT)
- 75 -
BRAKE
BOOSTER
STEERING
GEAR BOX
Fig. 6.19 Hydraulic Piping Diagram

POWER CYLINDER
MAIN PUMP
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
NOTE
- 76 -
7. LOAD HANDLING SYSTEM

Truck model FD35T9, FD40T9 FD45T9
Item FG35T2, FG40T2 FG45T2
Name VM-43A VM-43F
Type Roller type 2-staged telescopic mast with free lift
Standard max. lifting height 3000 mm [118.1 in.]
Fork lifting system Hydraulic
Mast titling system Hydraulic
Lift chain Leaf chain BL834
Mast rail dimensions
(unit: mm [in.])
Cross section of outer
channel
[0.87]
[0.91]
22
23
[5.67]
[4.88]
124
144
[0.91]
60
23
[0.87]
22
[2.36] 104
[4.09]
Cross section of inner

[0.87]
62
22
[0.91]
channel [2.44]
23
54
[2.13]
[5.67]
144
[4.88]
124
[0.87]
[0.91]
89
22
23
104
[3.5] [4.09]
- 77 -

The load handling system is a roller type having a two-staged telescopic mast. It consists of an outer
channel, inner channel, and carriage.
7.1.1 OUTER AND INNER CHANNELS

The outer and inner channels are of welded construction. The lower part of the outer channel is
provided with a support to be used for installing the mast assembly on the drive axle.
The center of the outer channel is supported by the frame via the tilt cylinder. The mast assembly tilts
forward and backward by expanding and constracting the tilt cylinders.
The outer channel has a J-shaped cross section ( -shaped section for VM-43A), with an end roller and
a side roller mounted on the right and left sides of its upper part.
The inner channel has a J-shaped cross section, with an end roller and a side roller mounted on the
right and left sides of its lower part.
1. INNER CHANNEL
2. OUTER CHANNEL
3. PIN
4. SLIPPER
5. SHIM
6. SPACER
7. SHIM
8. SIDE ROLLER
9. BUSHING
10. CAP
11. END ROLLER
12. SPACER
13. SHIM
14. SIDE ROLLER
15. SNAP RING
Fig. 7.1 Outer and Inner Channels (VM-43A)
- 78 -
1. INNER CHANNEL
2. OUTER CHANNEL
3. PIN
4. SLIPPER
5. SHIM
6. SPACER
7. SHIM
8. SIDE ROLLER
9. BUSHING
10. CAP
11. END ROLLER
12. SPACER
13. SHIM
14. SIDE ROLLER
15. SNAP RING
Fig. 7.2 Outer and Inner Channels (VM-43F)
- 79 -
7.1.2 CARRIAGE
The carriage has two end rollers rolling inside the inner channel, mounted through bearings with snap
rings to the end roller shafts which are welded to the carriage.
The side rollers, which roll along the flange of the inner channel, are bolted to the carriage with shims.
Besides, to absorb side thrust of the carriage, retaining rollers are installed on opposite ends, one for
each. They roll outside the inner channel.
The longitudinal load is sustained by the end rollers. When the forks are raised to the top position,
the top end rollers project from the mast. The lateral load are sustained by the top retaining rollers and
bottom side rollers, respectively.
1. FORK
2. CARRIAGE
3. END ROLLER
4. SNAP RING
5. SNAP RING
6. SIDE ROLLER
7. SHAFT
8. SHIM
9. SNAP RING
10. RETAINING ROLLER
Fig. 7.3 Carriage
- 80 -
7.1.3 LOCATIONS OF ROLLERS

The end, side and retaining rollers are installed on the outer and inner channels and the carriage. The
inner channels and carriage are raised and lowered smoothly by the end rollers sustaining the longitudinal
load and the side rollers sustaining the lateral load.
Upper section Lower section
END ROLLER END ROLLER
SIDE ROLLER INNER CHANNEL

END ROLLER
(adjusted with
shims)
RETAINING ROLLER
RETAINING ROLLER
OUTER CHANNEL SIDE ROLLER
SIDE ROLLER (adjusted with shims)
(adjusted with shims)
OUTER CHANNEL
INNER CHANNEL
END ROLLER
SLIPPER
Fig. 7.4 Roller Locations (VM-43A)
Upper section Lower section
END ROLLER END ROLLER
SIDE ROLLER INNER CHANNEL

END ROLLER (adjusted with
shims)
RETAINING ROLLER
RETAINING ROLLER
OUTER CHANNEL SIDE ROLLER

SIDE ROLLER
OUTER CHANNEL
INNER CHANNEL
END ROLLER
SLIPPER
Fig. 7.5 Roller Locations (VM-43F)
- 81 -
NOTE
- 82 -
8. ELECTRIC WIRING
8. ELECTRIC WIRING
The electric components of the truck are wired through several types of wire harnesses and color
coded by circuit.
The wire harnesses are connected with connectors (2 types) or screw.
Table 8.1 Color symbols and examples
B Black R Red
G Green W White
L Blue Y Yellow
O Orange Lg Light green
Example: Yellow coating with a blue marking P Pink Lb Light blue Example: White coating without marking
Table 8.2 Connector symbol
Connection type Plug-in side Receptacle side Remarks
Housing The alphabetic letters mean colors.

Plug-in type
(Table 8.1)
Plug
Screw type
The dotted lines in the circuit diagrams are given for optional equipment.
DANGER ! Use due caution when handling the battery unit.

1. Never short the circuit, spark, smoke or use fire near the battery unit. Since flammable gas is
always released from the battery, there is a danger of causing an explosion.
2. The battery electrolyte is dilute sulfuric acid. It will cause burns if it gets on the skin. If
electrolyte comes in contact with the skin, flush with water. It can cause blindness if it gets into
eyes. If electrolyte gets into your eyes, flush your eyes out with water and get to a doctor.
- 83 -
8. ELECTRIC WIRING
to HEAD LAMP, to HEAD LAMP, FRONT

COMBINATION LAMP COMBINATION LAMP
to METER PANEL
Provided only for gasoline
SPEED SELECT engine models
SWITCH
See Fig. 8.13. to KEY SWITCH
to T/M CONTROLLER
TAIL LAMP RELAY

HEAD LAMP RELAY (HIGH)
HEAD LAMP RELAY (LOW)
HEAD LAMP RELAY
HORN
to ROTATION to WIRE HARNESS,

SENSOR ENGINE
KEY SWITCH
Fig. 8.1 Electric Component Mounting Diagram (front guard area with diesel engine)
- 84 -
8. ELECTRIC WIRING
to HEAD LAMP, to METER PANEL to HEAD LAMP,

COMBINATION LAMP COMBINATION LAMP
SPEED RANGE
SELECTION SWITCH
ACCELERATOR
See Fig. 8.14. to KEY SWITCH SENSOR
TRANSMISSION
CONTROLLER
TAIL LAMP RELAY

HEAD LAMP RELAY (HIGH)
HEAD LAMP RELAY (LOW)
HEAD LAMP RELAY
to WIRE HARNESS,
HORN ENGINE
to TORQUE CONVERTER
SPEED SENSOR to WIRE HARNESS,
ECM
KEY SWITCH
WR
5BY
3L
Fig. 8.2 Electric Component Mounting Diagram (front guard area with gasoline engine)
- 85 -
8. ELECTRIC WIRING
FUSE (40A)
FLASHER UNIT
FUSE BOX
View looking from
GLOW PLUG
NEUTRAL RELAY RELAY
Fig. 8.3 Electric Component Mounting Diagram (right side of the frame of trucks with diesel engine)
- 86 -
8. ELECTRIC WIRING
Provided only for trucks

with torque converter
to STARTER
GROUND (FRAME)
to ENGINE
GROUND
to REAR
COMBINATION LAMP
BATTERY
WIRE HARNESS,
ENGINE
to WIRE HARNESS,
FRONT GUARD
SAFETY RELAY
GLOW PLUG RELAY
GLOW TIMER
View looking from
Fig. 8.4 Electric Component Mounting Diagram (left side of the frame of trucks with diesel engine)
- 87 -
8. ELECTRIC WIRING
ANTI-RESTART RELAY STARTER RELAY
FLASHER UNIT
RELAY 1A
TIMER
DIODE
RELAY 1A
RESISTOR
GAS/LPG SELECTOR SWITCH
Fig. 8.5 Electric Component Mounting Diagram (right side of the frame of trucks with gasoline engine)
- 88 -
8. ELECTRIC WIRING
DIODE
BRAKE LAMP
SWITCH
to STARTER
to CONTROLLER FUSIBLE LINK
SPEED
SENSOR
SPEED UNIT
FUSE
RELAY
ECM
BATTERY
Fig. 8.6 Electric Component Mounting Diagram (left side of the frame of trucks with gasoline engine)
- 89 -
8. ELECTRIC WIRING
View looking from “A”
Connection diagram
Fig. 8.7 Fuse box (Diesel engine)
- 90 -
8. ELECTRIC WIRING
SPARE FUSE (7.5A)
SPARE FUSE (3A) SPARE FUSE (15A)
X S
T U
V
Y W
SPARE FUSE (7.5A)
Z
FUSE PULLER
Q R
O P
N
H
J E
K F
L G
M I
D C
B A
15A HEAD LAMP AND

POSITION LAMP NOT USED
A E SPEED UNIT/LPG
Z
7.5A STOP LAMP
15A ASSIST INJECTOR
F O S
7.5A HORN
7.5A THROTTLE
CHAMBAR
B G T
15A RWL (OPTION)
15A IGNITION COIL
H P U
7.5A TURN SIGNAL
7.5A OPTION
C I Q V
3A TRANSMISSION
7.5A ENGINE CONTROL
MODULE
J W
3A METER
7.5A FUEL INJECTOR
K R X
7.5A BACK-UP LAMP
7.5A FUEL PUMP
D L Y
3A ENGINE
M
7.5A OPTION
N
Fig. 8.8 Fuse box (Gasoline engine)
- 91 -
8. ELECTRIC WIRING
HEAD LAMP
HEAD LAMP (LEFT)
(RIGHT)
FRONT COMBINATION
LAMP (RIGHT)
FRONT COMBINATION
LAMP (LEFT)
Front
REAR COMBINATION
LAMP (LEFT)
REAR COMBINATION
LAMP (RIGHT)
Rear
Fig. 8.9 Electric Component Mounting Diagram (overhead guard)
- 92 -
8. ELECTRIC WIRING
Replacing bulbs SCREW

Removing and installing bulbs in the following
REFLECTOR
manner:
Removing: Push in the bulb and turn to the left. BULB
Installing: Push in the bulb and turn to the right. GASKET
(1) Head lamps and work light

Remove the screw securing the rim and housing.
Remove the rim, lens, and gasket. LENS
Remove the bulb from the reflector and install a RIM

new bulb.
Fig. 8.10 Head Lamp (Work Light)
1. Use caution not to get your hand burnt because the bulb is very hot immediately after the
lamp is turned OFF.
2. Use caution not to allow the bulb and reflector surfaces to get contaminated with grease.
With the gasket, reinstall the lens and reflector. BULB

(FLASHER)
(2) Rear and front combination lamps BULB (BRAKE,

PARKING)
Remove the screw and separate the lens from the
body.
SCREW
Remove the bulb you want to change and install a BODY
new bulb.
Assemble the lens and body with the screw.
BULB
(BACK-UP LAMP)
LENS
Fig. 8.11 Rear Combination Lamp
BULB
(FLASHER)
SCREW
BODY
BULB
(PARKING)
Fig. 8.12 Front Combination Lamp
- 93 -
to WIRE HARNESS, OVERHEAD
GUARD (RIGHT)
to WIRE HARNESS, ENGINE
to T/M CONTROLLER
to LIGHTING SWITCH
8. ELECTRIC WIRING
to HORN SWITCH to KEY SWITCH
to F/R SWITCH
- 94 -
to HOUR
METER
to TAIL LAMP RELAY
to HEAD LAMP RELAY (HIGH)
to HEAD LAMP RELAY (LOW)
to COMBINATION METER
to HEAD LAMP RELAY
Fig. 8.13 Wire Harness, Front Guard (for trucks with diesel engine)
to WIRE HARNESS,
OVERHEAD GUARD
(LEFT) to HORN
for OPTIONAL ELECTRIC COMPONENTS

to WIRE HARNESS,
OVERHEAD GUARD (RIGHT)
to CONTROLLER to INTERLOCK SWITCH
to LIGHTING SWITCH
to KEY SWITCH
to WIRE HARNESS, ENGINE

to HORN SWITCH
DIODE to ALARM
to F/R SWITCH
to INDICATOR LAMP
- 95 -
to ENGINE CHECK LAMP
to HOUR METER to TAIL LAMP RELAY
OPTIONAL ELECTRICAL PARTS to Hi/Lo RELAY
to COMBINATION METER NEUTRAL RELAY
Fig. 8.14 Wire Harness, Front Guard (for trucks with gasoline engine)
to PARKING SWITCH to HEAD LAMP RELAY
to HORN to RELAY
to WIRE HARNESS,
OVERHEAD GUARD (LEFT)
8. ELECTRIC WIRING
to FUSE BOX to GLOW
PLUG RELAY
to NEUTRAL
8. ELECTRIC WIRING
RELAY
to AIR CLEANER
(OPTION)
to WIRE HARNESS, FRONT GUARD

to FUSE (40A)
to FLASHER UNIT to REAR COMBINATION

LAMP (RIGHT)
to LICENSE NUMBER
to GLOW PLUG PLATE LAMP
GROUND to INJECTING PUMP LAMP

to SOLENOID VALVE SOLENOID to REAR WORKING
LIGHT (OPTION) HORN
(SPEED) to SEDIMENTER
- 96 -
OPTION
DIODE
to SOLENOID VALVE METER, ENGINE
(DIRECTION) DIODE
BACK, TURN
to SAFETY T/M
RELAY
to STARTER RELAY CONTROLLER
to ALTERNATOR
to TORQUE CONVERTER OIL
LAMP
TEMPERATURE SENDER
to OIL PRESSURE
SWITCH FUSE BOX
to WATER to REAR COMBINATION

TEMPERATURE LAMP (LEFT)
to BRAKE LAMP SENDER
SWITCH to GLOW RELAY
Fig. 8.15 Wire Harness, Engine (for trucks with diesel engine)
to GLOW TIMER
to FUSIBLE to BACK-UP BUZZER

LINK WIRE
to FUEL LEVEL SENDER
to BACK-UP RELAY
to LEAD WIRE SIL Sb Y
to DIODE B RL
to NEUTRAL SAFETY RELAY
WG WL 2LR
Lg B B
LG B 2YL
GW Br
to STARTER RELAY
LW L BrR
to RESISTOR
2YL B
to WIRE HARNESS, OL G V LG BR
FRONT GUARD 3BY 3G
to AIR CLEANER
to WIRE HARNESS, ECM SIL
2WR 2BY 2L
2WR 2BY 2LR B RG
B RY LB
LW 2R 2B YR WY B WG BR
BrB RB
GB
3G 3BW
TO W/H ECM to FLASHER UNIT to ANTI-START RELAY to REAR COMBINATION

LAMP (RIGHT)
GL GR RW 2W
BR RY BrB BrR RW B GL
LB Lg GW WL RB RL
Sb OL V
RW
B
to 1/2 VALVE 3B
to LICENSE
GB BL Sb RG YB
WB BL NUMBER
Y GY LY WB YG YW 2W
GND PLATE LAMP B
to REAR WORK LIGHT

OL V
G G
G G
V OL
- 97 -
to DIODE to F/R VALVE to SEAT
SWITCH to WATER
Br B
TEMPERATURE
SENDER to ALTERNATOR
L S
to BRAKE LAMP SWITCH to OIL YG BR BY
to STARTER PRESSURE B
RB 5BY
3BW
E
BrY YB 3B
RW B GR
RB RL
to REAR COMBINATION
LAMP (LEFT)
Y
5B
Sb
Fig. 8.16 Wire Harness, Engine (for trucks with gasoline engine)
to FUSIBLE 3BY 3WR
3BY 3WR
LINK WIRE
RL B
to BACK-UP
BUZZER
B YW LW 3BY 3WR
2L 3BY 3WR
WY GY BrY 2R
WG Y LY YR
to FUEL LEVEL
SENDER
to FUSE BOX
8. ELECTRIC WIRING
8. ELECTRIC WIRING
to CONTROLLER
to SPEED SELECT SWITCH

to ROTATION SENSOR
Fig. 8.17 Wire Harness, Transmission Controller
to FRONT COMBINATION LAMP
to WIRE HARNESS,
FRONT GUARD
to HEAD LAMP
Fig. 8.18 Wire Harness, Overhead Guard (rear)
- 98 -
8. ELECTRIC WIRING
B A C
to WIRE HARNESS, LPG ONLY: Connected A to B
ENGINE Y RL GW
GA GAS ONLY: Connected A to C
LPG S to DISTRIBUTOR
LPG/GAS: A is connected to nowhere
LB RY B W B Br B
RB BrB LB B 2RG
BR GW BW
YR GR YW
P
to VARI VSP
VS
to ACCELERATOR
RI
SW
LB BW
(OPTION)
VA
WORK UNIT
W
O
SN
WL WR
to O2 SENSOR
BL WG
Lg RB to INJECTOR
2
to SNOW SWITCH
(OPTION)
LR BrY LY BrY Y BrY YR BrY YW BrY YB BrY
6 5 4 3 2 1
to THROTTLE
to WIRE HARNESS, CHAMBER
CONTROLLER to MAP
to LPG SENSOR B W W
WB GW
SOLENOID W B R
1 7
BW G Lg
to AIR FLOW METER
2 12
-4
24
3E
2
to PITCH Br BW YB YW BW
GW WB TO HEATER
for FAST TAS (OPTION) 1
to SENSOR LEARNING
OR
NS
Lg YR BW
SE
L
SO
LP
G G to LPG WB WL
to LPG 8
to ECM YL Lg 2W
PRESSURE INJECTOR to LPG
TA
S SENSOR YB YL ASSIST Y Br to WATER
SOLENOID TEMPERATURE
A-2 SENSOR
ER
A-1
AT
Y RB B W LY YR YB WL
HE
BW Y
C
BL LB YR GW G YW WR R LR Y YW W B
PT
A-3 RB
B
BATTERY -
W Lg RL R YB YL LB LB B B
to BATTERY (-)
B BW W Y G Y BL
R
BrR 2BrG
EGI
1
B-2 WL BR 2Br
B-3
BL BY BR BrG WG GR
2Br WB WL LB BG BrB RB WY GW
B
OPTION BrR 2BrR
2
EGI
OP
2Br YL B-1 3 Sb BR 2RG
B B YB YW YR
to FUEL PUMP
3
Lg RY BW BR BrB BrB
ETC MOTOR
BG RB
4
4
Br Br
MAIN CRANK
BY G
5
5
B B Lg WG BrW BrW
FUEL PUMP
6
BrB BL WL
6
CONSULT Br 2L
PTC HEATER
2L WG 2BrR 2BrG
B B WB BL 2W
BrW Sb BrB BrY
Br G GW
to FUSE to RELAY
to SPEED
SENSOR UNIT
Fig. 8.19 Wire Harness, ECM (for trucks with gasoline engine)
- 99 -
8. ELECTRIC WIRING
Fig. 8.20 Wire Harness, Engine (for trucks with diesel engine)
- 100 -
8. ELECTRIC WIRING
FUSE BOX FLASHER SW TURN SIGNAL SW LTG

7.5A R-R' OFF
TURN WY SW DIM RB RY HI BEAM(R.H.) RY
7.5A N T HL HEAD LAMP(R.H.) RG B
OPTIONS LW
3A L-L' H HU
METER LY HI BEAM(L.H.) RY
WY
GB
7.5A TB TR TL EL LT LH EL HL HU RB RG HEAD LAMP(L.H.) RG B
B
BACK Y
3A HI/LOW
FNR YR W RY
GR
GB
GL
Lg
Br
DIM POWER RG FRONT COMB. LAMP(R.H.)
P
3A
ENGINE WG P Y Y B
15A Br B RW G CLEARANCE B
HEAD & POSITION 2R
7.5A
STOP BrY HEAD LAMP GL GW TURN SIGNAL B
7.5A BrG 110 BATT IGN 62 LB Br 2R W
8 2
HORN GB EGI 2Br 118 VB REF 14 W 2RG Br B
4 DIST 6
15A 2BrG 2Br 2Br 121 VB POS 13 B B
3 7
OPTIONS 2L BrR BR BR 111 SSOFF B FRONT COMB. LAMP(L.H.)
5 1
WL WL 119 LPG INJ VB#1 POSITION
RELAY 1 LPG INJ 1
WB WB 120 LPG INJ -#1 Fuel Select SW (LPG/GAS) R RW RW G CLEARANCE B
#1 2
SEE TABLE 3 SPEED SENSOR Lg B
YL YL 117 LPG INJ VB#2 FUELSW#1 70 Y LPG
LPG INJ 1
15A YB YB 114 LPG INJ -#2 NEUT GR GW TURN SIGNAL B
#2 2
EGI 2BrG FUELSW#2 32 GW GAS
7.5A ETC MOTOR
ETC BrB BrB RB RB RL
GW
WB
3 VMOT AVCC 49
15A EGI BrB BG BG 104 MOTRLY RY RB REAR COMB. LAMP(R.H.)
EGI 2BrR BrR BR
2BrR 2RG RELAY 3 Br GW GW G GL TURN SIGNAL B
7.5A 6 SPEED SEN 4
CONT. & OPTION Sb W W 5 MOTOR1 VSP8 33 G WB
RELAY 2 1 5 UNIT 1
7.5A B B 4 MOTOR2 B B
2 2 3
ECM WG THROT B B 66 GND-A2 HORN SW BRAKE RW TAIL B
3
7.5A CHAMBER R R 50 TPS1 BrY RB RB STOP
5
FUEL INJ. BrY (ETC) W W 69 TPS2 APS1 106 GR GR
4 5
7.5A W W 47 AVCC2 AVCC 90 YR YR RL BACK-UP B
6 6 ACCEL
FUEL INJ. PUMP BrW GND-A 82 BR BR DIRECTION SWITCH
3 WORK
B
GB
APS2 98 GW GW SW HORN F BB
2 UNIT
G
AVCC2 91 YW YW B
4 (APS)
FUEL PUMP BW BW REAR COMB. LAMP(L.H.)
3BY
3BY
GND-A2 83 1 N
3L
3L
BrW BL BL 113 FPR

BrW WL GR TURN SIGNAL B
RL
B
SLOW INJ 11 Y Y Br R
RELAY 5 2 LPG ASIST INJ 1
Lg 85 KLINE RW TAIL B
MAIN/C OPTIONS N IG1 IG2 VF VF2 ST VR Ra RB STOP
LPG FUEL CUT VALVE
GASOLINE 1 2 G Br
FOR CAR
LW
2W
FUEL PUMP BY BY Br RL BACK-UP B
2B
2L
MAIN/C RLY 112
W
O
WL
LY
YR
OL
Sb
WL RELAY 4
O
Y
V
P
KEY SWITCH
LICENSE LAMP RW B
B
OFF
SW A/C BACK
1 ARCON 100 WY Y RL
A/C Sb B
2 WG 109 IGNSW ACRLY 105 LB
A/C COPM OL G
B BR R1 F/R VALVE
OL
BrY YB SW SNOW G F
INJ #1for the GAS 23 INJ#1
YW 42 INJ#2 SNOWSW 12 RB Lg
INJ #2for the GAS
3BY
2LR
YR Lg ATC G
3L
INJ #3for the GAS 22 INJ#3 AVCC 48

Y BW V R
INJ #4for the GAS 41 INJ#4 GND-A 67
LY 21 INJ#5 WB 1/2 VALVE
INJ #5for the GAS
LR YB BW B WB WB V G
OL
INJ #6for the GAS 40 INJ#6 QA+ 51 AIR FLOW 4
Br
V
3 Sb BL BL
METER 5
TA 34 YW BW BL
2 AIR/TEMP SEN 1
PW
PW
3 WL
Lg
24 O2HFR
B
B
1 2 3 4 5 6 7 8 WG WG WR 35 O2SFR TW 73 Y BW
2 O2 SNS FR 1 1 W/TEMP SEN 2
WB
BW
9 10111213141516 BrB BL SW. 1st SET
YR
78 GND-A
Y
4 LPGPRES 31 YR BW
CONSULT FUEL/PRES 2
3 Lg
SEN 1
RB 101 BRAKE SPEEDOMETER
PRES 71 G BW
MAP 3
RY 84 H/LMP 2 Lg RW
SEN 1
VARI
VSP
LW
BrB 102 NEUT VARI VSP 54 LB B
2 (OPTION SCS10～15)
G
LG WG 1 R1(SEE TABLE 1、USUALLY OPEN)
LB 30 LED WB
S TAS SW 52 YL
2 IDLE AIR VOL LEARN
TAS
1 R2(SEE TABLE 2、USUALLY OPEN)
RESISTOR RWL W B
LG BR GND 1 PARKING SW
GND 2
ECU
GND 115
GND 116 SEAT
SW SEAT
NEUTRAL LAMP LB
BrB B ALARM
WL B B
E 3B
RB
LG
ALTERNATOR
RB
B
B R L BR LG Lg RW
5BY
BY
N SAFETY
B
B WL
PW
2LR 2YL
GND
ILLUMINATION RW
B
WL
W
STARTER
B 2YL
WR
3BY 3G
5V BATT. + L
DC/DC
ANTI-RESTART
WG BR 12V KEY ON + LY
RW
LW
WL
BrR
DC/DC
LB
W
G
L
3BW 3G
BrR
A
INTER LOCK
8 4 1 9 10 6 2 3 5
HOUR METER
WR Ry3
GND
TIMER UNIT
D
NEUTRAL BrB
Ry1
FUEL SENSOR
YW
FUSIBLE LINK
B YW FUEL LEVEL
5BY
CPU
N
E/G CHECK WG
WATER TEMP.
YG YG WATER TEMP. SW-OIL PRESS POWER
Y
3B
YB 5V
B
B
B
B
B
5BY
SENSOR OIL PRESSURE SUPPLY

CIRCUIT
3BW
Ry2
H
BATTERY SEDIMENTER
95D31L
20B 20B WATER TEMP.
B BR
J
METER CHARGE PIC

Ry1 12F675
STARTER MOTOR SW AIR CLEANER
RG
K
ENGINE AIR CLEANER RG B
SW RADIATOR
YL
L
RADIATOR YL B
FUEL LEVEL Ry2 Ry3
METER BATTERY
M
LEVEL Y
7
B
B
SEAT BELT
PARKING RB
HOUR METER
F
C
METER
PANEL FUEL
EMPTY
Fig. 8.21 Wiring Diagram (for trucks with gasoline engine)
- 101 -
8. ELECTRIC WIRING
(Empty page)
- 102 -
No. SEF-43BBE
Issued: July, 2004
Revised: February, 2010
MARKETING GROUP: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo

105-0003, Japan
FAX: JAPAN +81-3-35918154
All rights reserved JB-1002005(HO) Printed in Japan
SERVICE MANUAL FD35T9 – FD45T9, FG35T2 – FG45T2 No. SEF-43BBE

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Export specification code Destination

Fig. 1 Truck Dimensions

2. TORQUE CONVERTER TYPE DRIVE UNIT ............................................................... 27

3. DRIVE AXLE ............................................................................................................................... 41

4. BRAKE SYSTEM ...................................................................................................................... 45

5. STEERING SYSTEM (ORBITROL TYPE) .................................................................... 53

6. HYDRAULIC SYSTEM .......................................................................................................... 61

7. LOAD HANDLING SYSTEM ............................................................................................... 77

8. ELECTRIC WIRING ................................................................................................................. 83

1.1 GENERAL DESCRIPTION

Diesel engine model

Gasoline engine model ENGINE FOOT

Fig. 1.1 Engine Mounting

DRAIN PLUG (OIL)

Note: This graph shows the

Fig. 1.2 Diesel Engine (S6S)

Main Construction S6S

Engine speed (x 100 rpm)

1.1.1 FUEL SYSTEM

(1) Fuel tank

Capacity: 110 liters [29.1 gal]

from ENGINE to ENGINE

FUEL LEVEL SENDER

Fig. 1.4 Fuel Tank (for diesel engine model)

Capacity: 110 liters [29.1 gal]

FUEL LEVEL SENDER

Fig. 1.5 Fuel Tank (Gasoline engine trucks)

View looking from

Float Resistance value (Ω)

Fig. 1.6 Level Sender

Gasoline engine model Diesel engine model

Fig. 1.7 Combination Meter Panel

(2) Fuel Filter (diesel engine)

MANUAL AIR BLEEDING PUMP

Fig. 1.8 Fuel Filter (for diesel engine model)

(3) Fuel pump (gasoline engine)

Fig. 1.9 Fuel Pump

1.1.2 COOLING SYSTEM

Fig. 1.10 Cooling System (for diesel engine model)

Fig. 1.11 Cooling System (for gasoline engine model)

Starting and stopping the engine (diesel engine model)

GLOW PLUG SAFETY RELAY

OIL PILOT PRESSURE

STARTER RELAY STARTER BATTERY

Fig. 1.13 Engine Electrical System (for diesel engine model)

Stopping the engine

1.1.3 ACCELERATOR PEDAL

Fig. 1.14 Accelerator Pedal (for diesel engine model)

Adjustment of Type K engine accelerator pedal

54 mm [2.13 in.] LEVER STOPPER

Detail of accelerator sensor

Fig. 1.15 Accelerator Pedal

1.1.4 AIR CLEANER

Fig. 1.16 Air Cleaner

Fig. 1.17 Exhaust System

EXHAUST GAS PURIFIER

Fig. 1.18 Exhaust System

1.2 INSPECTION AND ADJUSTMENT

1.2.1 AIR CLEANER