CLARK FORKLIFT SPM 640 CTR SERVICE MANUAL

Service and Parts Manual SPM 640

SERIAL NUMBER ALWAYS GIVE TRUCK SERIAL NUMBER WHEN ORDERING PARTS

CORK

Material Handling Company

IMPORTANT: READ AND UNDERSTAND THE CONTENTS OF THIS MANUAL BEFORE OPERATING EQUIPMENT SAFETY INFORMATION DO NOT OPERATE THIS TRUCK UNLESS YOU HAVE BEEN TRAINED AND AUTHORlZED

TO DO SO.

DO NOT OPERATE THIS TRUCK UNTIL YOU HAVE CHECKED ITS CONDITION. GIVE SPECIAL ATTENTION TO TIRES, BATTERY, CONTROLS, LIFTING SYSTEMS INCLUDING SWITCHES, BRAKES, STEERING MECHANISM, GUARDS AND SAFETY DEVICES. REPORT THE NEED FOR TRUCK REPAIRS TO YOUR SUPERVISOR IMMEDIATELY AND DO NOT OPERATE TRUCK UNTIL REPAIRS ARE MADE. NEGLECT MAY CAUSE A MINOR REPAIR TO BECOME A MAJOR SERVICE PROBLEM AND CAUSE THE TRUCK TO BECOME UNSAFE. DO NOT EXCEED THE RATED CAPAICTY

OF THE VEHICLE AS MARKED ON THE NAMEPLATE.

DO NOT LIFT WITH THE FORK TIPS OR ONE FORK ONLY, IF EQUIPPED. UNITS EQUIPPED WITH FORKS ARE DESIGNED FOR EVENLY CENTERED LOADS WITH FORKS COMPLETELY SUPPORTING THE LOAD. OFF CENTERING OF LOADS CAN RESULT IN A DANGEROUS OPERATING CONDITION AND MAY CAUSE DAMAGE OR INJURY. ALWAYS LOOK IN DIRECTION OF TRAVEL. USE CAUTION WHEN LOAD INTERFERES WITH VISIBILITY. EXTREME CAUTION MUST BE USED WHEN HANDLING OR TRANSPORTING LOOSELY STACKED/PACKAGED LOADS. START, STOP, CHANGE DIRECTION, TRAVEL AND BRAKE SMOOTHLY. SLOW DOWN FOR TURNS ON RAMPS AND ON UNEVEN OR SLIPPERY SURFACES THAT COULD CAUSE TRUCK TO SLIDE OR TIP. BE AWARE THAT THE TRUCK BEHAVES DIFFERENTLY WITHOUT A LOAD THAN WITH A LOAD. KNOW AND UNDERSTAND GRADEABILITY CAPABILITIES OF THIS VEHICLE. MAXIMUM RECOMMENDED GRADEABILITYU UNDER LOAD NOT THE EXCEED 5%. STRADDLE TYPE EQUIPMENT IS DESIGNED FOR LEVER SURFACE ONLY. DO NOT LEAVE TRUCK UNATTENDED ON RAMP 1

OBSERVIE APPLICABLE TRAFFICE REGULATIONS. YIELD RIGHT OF WAY TO PEDESTRIANS. SLOW DOWN AND SOUND HORN AT ALL AISLE INTERSECTIONS AND WHERE VISION IS OBSTRUCTED.

,

DO NOT RIDE ON THIS EQUIPMENT UNLESS IT HAS BEEN EQUIPPED AND DESIGNED FOR SUCH USE.

D

DO NOT ALLOW PERSONNEL TO STAND UNDER THE FORKS, IF EQUIPPED (LOADED OR UNLOADED) WHEN FORKS ARE IN THE RAISED POSITION.

D

BEFORE YOU LEAVE THE TRUCK, FULLY LOWER LIFTING MECHANISM, SHUT OFF POWER AND KEYSWITCH IF EQUIPPED, AND APPLY PARKING BRAKE, IF EQUIPPED.

D

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DO NOT USE FORWARD MAST TILT, IF EQUIPPED WITH THE LOAD ELEVATED UNLESS THE LOAD IS DIRECTLY OVER OTHER SUPPORT. WHEN TRAVELLING WITH OR WITHOUT A LOAD, FORKS SHOULD BE IN LOWER MOST POSITION AND TILTED BACK IF APPLICABLE .

FOR STRADDLE TRUCKS, STRADDLE DISTANCE MUST BE EQUALLY SPACED IN REGLATION TO TRUCKCHASSIS. STRADDLE INSIDE DIMENSION MUST BE SET AT A MINIUM OF 25% OF MAXIMUM LIFTING HEIGHT. STRADDLE LEGS ADJUSTMENT SHOULD BE DONE BY AUTHORIZED BLUE GIANT REPRESENTATIVE.

REMEMBER: A SAFE OPERATOR IS A SMART OPERATOR NOT A CONTROLLED DOCUMENT

Page

TABLEOFCONTENTS

PAGE

CONTENTS

1 2 2 3 3 3 4 4 5 5 6 7

SAFETY INFORMATION TABLE OF CONTENTS TO ORDER PARTS ARRIVAL INSPECTION PRE-OPERATION INSTRUCTIONS OPERATING INSRUCTIONS PREVENTIVE MAINTENANCE BATTERY MAINTENANCE DRIVE UNIT AND BRAKE BODY ASSEMBLY I LUBRICATION POINTS TROUBLE SHOOTING GUIDE ELECTRONIC SPEED CONTROLLER INFORMATION

‘0 ORDER PARTS ‘or prompt service when ordering parts, please provide the following information to your local distributor.

1.

2.

3.

Model and serial number of the vehicle.

Part number, description and quantity.

Shipping instructions.

Nhen in double as to part required, please provide a sketch or the used part as a sample.

RECORD HERE FOR FUTURE REFERENCE Model Number: Serial Number: _: Distributor:

FOR RECOMMENDED PARTS CONTACT BLUE GIANT I

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ARRIVAL INSPECTION this equipment was thoroughly inspected and tested prior to leaving the factory. Before placing the equipment in ;ervice it should be thoroughly checked for damage or loss occurring in transit. If any such damage or loss is wident, a claim must be made against the carrier. Refer to Damage in Transit information endosed with the lacking slip.

PRE-OPERATION INSTRUCTIONS Remove any packing and check for visible damage.

Open the drive unit cover and check the wiring harness for damage or loose connections.

Open the battery compartment and check that all connections are tight. Check that the battery or cables havs not been damaged The battery should be fully charged before the vehicle is placed into service.

Refer to Battery and Charger Instructions.

Refer to the Safety and Operating Instructions and check that the truck operates satisfactorily before use.

Complete the Warranty Validation Form included in this manual and return it to Blue Giant. Warranty may be void if warranty validation form is not completed and returned to Blue Giant.

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HOU? METER INOtCATOR

EEI 623-266

OPERATING INSTRUCTIONS HORN: Horn pushbutton is conveniently located on the steering handle allowing instantaneous finger tip use without travel interruption.

TRAVEL CONTROL: The Direction and Speed Controls are located on the steering handle. This unit is equipped with Electroni Speed Controls and has variable speed which is regulated by ‘Squeezing” the appropriate lever.

DIRECTION AND SPEED CONTROL: The traction motor is 24 volt series wound. Speed is regulated by electronic speed control and direction k controlled by contactors.

Two direction contactors obtain direction reversal by reversing the motor field connections. Current flow through the armature is also controlled by the same direction contactors but is always in the same dire&c BRAKES: Blue Giant recommends plug braking be used on all products equipped with the electronic speed wntroll~ to assure smooth, controlled stops and changes in direction. Parking brake is lever operated. yq

PREVENTIVE MAINTENANCE

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spotting trouble before it happens can prevent costly down-down and extensive repairs and make it possible for ;ervice and repairs to be performed when the unit is not required for regular operations. nspection intervals outlined are for normal conditions. More frequent inspections are necessary for adverse andiiions such as: rough floor conditions, temperature extremes, several operators, dusty atmosphere, etc.

INSPECTION INTERVALS: DAILY: Operating Controls (SAFETY) Battery CAUTION:

QUARTERLY: Electrical System Drive Unit & Mechanical Parts

DISCONNECT THE BATTERY BEFORE ATTEMPTING INSPECTION OR SERVICE

LUBRICATION:(based on single shift, normal usage).

Refer to Body Assembly I Lubrication Points Diagram :VERY MONTH: Apply engine oil (SAE 10) to all points as shown on Lubrication Charts and lubricate drive unit swivel bearings.

BATTERY MAINTENANCE ZHARGING: ihe battery should be charged as required. Loosen vent caps but do not remove them.

VOTE: Do no allow the battery to become discharged below a specific gravity of 1 .150 or there will be a permanen loss of capacity.

3ECORDS: 9 daily record should be kept showing hydrometer readings of pilot cell at start and at end of charge. Change to a different pilot cell monthly. Change to a different pilot cell monthly. Once a week after the battery has received an equalizing charge, record the hydrometer reads of all cells.

EQUALIZING CHARGE (for industrial type batteries): Once a week, following a normal charge, the battery should be given an equalizing charge, continued until there is no improvement between two successive hydrometer readings of each cell. This is usually a continuation of the regular charge at a low rate.

ELECTROLYTE LEVEL: Distilled water should be added to each cell as often as necessary, after charging, to keep the electrolyte to the bottom of the vent well. Do not over fill. Normally water is required no more than once a week. Excessive water use indicates over-charging or high charging rates.

GENERAL: The top of the battery should be kept clean and dry. Wash off with clear water when necessary. Good ventilation should be provided during charging. Do not allow electrolyte temperature to exceed 110°F (43OC). Keep open flames away from battery. Never add acid to cells without special instructions. Batteries used at temperatures below or above normal room temperature will have reduced capacity.

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DRIVE UNIT AND BRAKE BEFORE INSPECTING ANY PART OF THE DRIVE ASSEMBLY MAIN BATTERY POWER MUST BE DISCONNECTED .

The traction motor requires no lubrication.

Check the condition of the drive belt and adjust the tension if necessary. The belt is correctly tensioned when a 10 pound force applied midway between the two sprockets cause a deflection of 32116” Change the oil in the gear reduction box 500 hours or three months after the equipment is placed in service and every 2000 hours or one year thereafter. Approved gear box oils are listed on the chart below.

For best performance lubricate monthly. ti3 /

HAND LEVERS AND LINKAGE

BRAKE UNKAGE AND ROLLERS

DRIVE UNIT SWIVEL BEARINGSI SWVEL RIG PIVOT BEARINGS STABIUZER WHEEL BEARINGS

.:

823-285

BODY ASSEMBLY I LUBRICATION POINTS 1 ITEM 1 QTY 1 PART NO.

I

1

030-775

2 3 4

11 1 2

030-212 020-048 117-884

5

2

020-511

6 7

2 1

110-215 025-842

1

1 DESCRIPTION

I

Drive Motor - 24 volt - 3 HP Drive Belt Drive Tire -White Rubber Rear Wheel -- Black Rubber Caster Unit -- Stabilizer Caster Wheel Direction Contactor (not shown) Page 5

TROUBLE SHOOTING GUIDE =ollowing

charts are to assist in identifying possible equipment malfuctions.

NOTE: Repairs I Trouble Shooting should be performed by your authorized Blue Giant Service Technician

BEFORE TROUBLE SHOOTING, MAIN BATTERY POWER MUST BE DISCONNECTED PROBLEM NO ELECTRICAL POWER

NO

TRAVEL

j POSSIBLE CAUSE I II Defective SB connector II Loose I corroded battery connections II Blown main or control fuse Cl Cl Cl Cl

,

Defective travel control switch Defective contactor Check traction motor Broken I loose driie belt

TRUCK PERFORMS Cl Battery is being removed from charger before recharging cycle is complete PROPERLY, BUT REQUIRES CHARGING TO FREQUENTLY 0 Battery water level is to low to accept and hold a full charge 0 Battery capacity not adequate for work load required 0 Battery capacity reduced due to battery damage LOSS OF BRAKING POWER

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cl Brake requires adjustment (must be performed by qualified personnel only)

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CTR DECALS ITEM NUMBER

PART NUMBER

QTY

1

2348904

1

2 3 4 5 6 7

2377063 1747748 2777635 108-646 038-I 37 038-151

1

DESCRIPTION Decal - #” Clark Logo Decal - Warning Decal - Battery Warning Decal - No Riding Decal - Do Not Charge Here Decal - Brake OnlOff Decal- Operator Control

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1 he following addendum is for units equipped with the “Electronic Speed Control”. Any parts or information not ;ted herein, please refer to standard parts lists previously listed in this manual

INDEX . . . . . . . . . .

Travel Control Direction & Speed Control .

Brakes Variable Speed Control Panel Assembly Direction Contactors - 400 Amps Trouble Shooting Guide Operation & Maintenance Speed Control Potentiometer Test Procedure Speed Control Potentiometer Adjustment Wiring Diagram

‘RAVEL CONTROL: The Direction and Speed Controls are located on the steering handle and can be Operated by thumb or palm. This unit is equipped with Electronic Speed Controls and has variable speed which is regulated by rotating the controls.

IIRECTION AND SPEED CONTROL: The traction motor is 12 or 24 volt serious wound. Speed is regulated by electronic speed control and direction is controlled by contactors.

Two direction contactors obtain direction reversal by reversing the motor field connections: Current flow through the armature is also controlled by the same direction contactors but is always in the same direction.

BRAKES: Blue Giant recommends plug braking be used on all products equipped-with the electronic speed controller to assure smooth controlled stops and changes in direction. Use the service brake only for emergency stops and as a parking brake.

VARIABLE SPEED CONTROL PANEL ASSEMBLY TEM w s w B 1 1 la la 2 3 4 5 5 5a 5a 6 7 8

QlY

PART NO.

. m v s 1 1 1 2 1 1 1 1 1 2 3 1

784-560 784-559 784-513 784-512 026479 026474 026481 026510 026-l 79 026-l 46 030-066 025-869 025-858 025-840 025-842 784-591 784-590 784-589

DESCRIPTION Complete Contactor Panel Assembly - 275 Amp - 1 2 Volt Complete Contactor Panel Assembly - 275 Amp - 24 Volt Complete Contactor Panel Assembly - 400 Amp - 12 Volt Complete Contactor Panel Assembly - 400 Amp - 24 Volt Controller - 275 Amp - 275 Amp - 12 Volt Controller - 275 Amp - 275 Amp - 24 Volt Controller - 275 Amp - 400 Amp - 12 Volt Controller - 275 Amp - 400 Amp - 24 Volt Fuse Holder Fuse - 6 Amp Terminal Strip Contaotor - 275 Amp - 12 Volt Contactor - 275 Amp - 24 Volt Contactor - 400 Amp - 12 Volt Contactor - 400 Amp - 24 Volt Cable Assembly Cable Assembly Cable Assembly

6 1 j/TO CUftsTIS

M-

‘3

A2

-is .~cTof#

“3-092

NOTE: GlT is available only as 24 volt c/w 400 amp Electronic Speed Control and Heavy Duty Contactor

DIRECTION CONTACTOR - 400 AMPS TEM

OTY

w

I 2 3 4 5 6a 6b 7a 7b

s

1

1 1 1 2 2 2 2

PART NO.

DESCRIPITON

025-842 025-654 025-655 025-656 025-657 028-503 025-899 028-500 028-501 028-502

Reversing Contaotor Set - 24 Volt Stationary Contact Moveable Contact Single Normally Closed fixed Contact Double Normally Closed Fixed Contact End Assembly Coil - 12 Volt Coil - 24 Volt Contactor - 12 Volt (part of 025-640) Contactor - 24 Volt (part of 025-842)

TROUBLE SHOOTING GUIDE - ELECTRONIC SPEED CONTROLLER his Trouble Shooting Guide is for the Electronic Speed Controller only (travel faults only) or other faults not listed herein refer to Trouble Shooting guide listed previously in this manual.

‘AULT: NO TRAVEL -NO RUN PROBABLE CAUSE: Battery disconnected.

SOLUTION: Inspect battery connector and battery cables. Repair as required.

PROBABLE CAUSE: Battery discharged.

SOLUTION: Recharge battery. See Recharging Instructions in Battery Maintenance Section.

PROBABLE CAUSE: Control fuses blown.

SOLUTION: Replace fuses. If new fuse blow, inspect all electrical wiring for short circuit.

Repair as required.

PROBABLE CAUSE: Loose or poor wire connection.

SOLUTION: Inspect and repair as required. See Wiring Diagram.

4ULT: NO TRAVEL - ONE DIRECTION ONLY PROBABLE CAUSE: Faulty micro switch in direction control assembly.

SOLUTION: Inspect and replace as required. See Steering Handle Assembly.

PROBABLE CAUSE: Loose or poor wire connection.

SOLUTION: Inspect and repair as required. See wiring diagram.

PROBABLE CAUSE: One half of speed control potentiometer in direction control assembly faulty (pot open).

SOLUTION: Test and replace as required. See speed control potentiometer test procedure.

AULT: NO TRAVEL -HORN BLOWS PROBABLE CAUSE: Control fuse blown (travel) SOLUTION: Replace fuse. If new fuse blows, inspect all electric wiring for short circuit; Repair as required.

PROBABLE CAUSE: Direction contact malfunction.

SOLUTION: Inspect and repair as required. See Drive Unit Assembly. .

PROBABLE CAUSE: Parking brake limit switch malfunction.

SOLUTION: Inspect and repair as required. See Drive Unit Assembly.

PROBABLE CAUSE: Loose or poor wire connection.

SOLUTION: Inspect and repair or replace as required. See Wiring Diagram.

PROBABLE CAUSE: Traction motor brushes worn out.

SOLUTION: Inspect and repair as required. See Traction Motor.

Refer to Electrical System for motor brush maintenance.

PROBABLE CAUSE: Faulty speed control potentiometer in direction control assembly (pot open).

SOLUTION: Test and repair as required. See speed control potentiometer test procedure.

PROBABLE CAUSE: Faulty electronic speed control unit.

SOLUTION: Test and replace as required. See electronic speed controller unit.test procedure.

‘ROUBLE SHOOTING GUIDE - ELECTRONIC SPEED CONTROLLER - Cont’d...

:AULT: LURCHING START - ONE DIRECTION ONLY - OPPOSITE DIRECTION REQUIRES EXCESSIVE ROTATION OF CONTROL SWITCH PROBABLE CAUSE: Speed control potentiometer in direction control assembly improperly adjusted.

SOLUTION: Test and adjust as required. See Speed Control Potentiometer Test Procedure and Adjustment.

PROBABLE CAUSE: Faulty control relay (stuck closed).

SOLUTION: Inspect and repair as required.. See Wiring Diagram.

:AULT: LURCHING FULL SPEED START IN BOTH DIRECTIONS

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PROBABLE CAUSE: Wire number 8, white and wire #g, orangelblacl< are shorted to each other somewhere in the system.

SOLUTION: Inspect and repair as required. See Wiring Diagram.

PROBABLE CAUSE: Speed control potentiometer is shorted out internally.

SOLUTION: Test and replace as required. See Control Potentiometer Test Procedure

..

OPERATION and MAINTENANCE JRRENT MULTIPLICATION ne of the most intriguing aspects of the Electronic Speed Controller is the fact that during acceleration, or reduced beed operation, it allows more current to flow into the motor than flows out of the battery. This is possible because e controller acts like a D.C. transformer, ie: it takes in high voltage (the full battery voltage) and low current, and rts out low voltage and high current. Thus for these conditions the battery only has to supply a fraction of the rrrent required by a resistor type controller in which the battery current and motor current are always equ& The IsuIt is a dramatic improvement in the vehicle’s efficiency, this shows up as more driving range per battery charge.

URENT LIMITING nother feature of Electronic speed Controllers is their ability to limit the motor current to a preset maximum. This .rrrent limit feature protects the controller from damage which might result in thocurrent were limited only by the lotor demand. The current limit feature is also very important to the rest of the system because it reduces the tresses placed on the motor, drive train and batteries. Motor and battery efficiency and service life are both nproved by eliminating high current surges during vehicle acceleration. This also saves wear and tear on vehicle ansmissions and drive trains and floor surfaces.

INDERVOLTAGE CUTBACK ‘he controller must have a means of preventing operating at very low battery voltages. This is because the control ircuitry requires some minimum voltage of function properly. For this reason, the controller is designed so that its lutput is gradually reduced if the battery voltage falls below a certain level: for the standard 24 - 36 volt models this lappens at 16 volts. By reducing the output to the motor, the battery voltage can recover and an equilibrium is established in which the battery is allowed to supply as much current as it can without falling below 16 volts.

iERMINAL PROTECTION The design of these transistorized motor controllers has placed a great deal of emphasis on thermal management tnd in normal operation they barely get warm. If however, the controller is undersized for its application or otherwise overloaded, overheating may occur. If the internal temperature of the controller exceeds 165OF, the current limit will be reduced to approximately one half of its rated value. This will generally allow vehicle operation at a reduced performance level, t allow maneuvering out of the way and stopping in a good place. When the controller cools down, full current limit and performance will automatically return.

PLUG BRAKING In most applications of these controllers, the vehicle motor will be of the series field type. If a series field motor is reversed while the vehicle is moving, a form of electrical braking called plug braking may be used to slow the vehicle down. When the motor is reversed, the armature acts as a generator. Current from the armature flows through a “plug diode” built into the controller. The controller regulates the current in the motor field winding to giv an appropriate level of plug braking torque. The vehicle brakes smoothly to a stop, then automatically accelerates in the other direction. The plugging current is factory set, but can be field adjusted to suit special applications.

IPERATIONAL NOTES ) While in normal operation the controller is silent, during plug braking with series motors a small whistle may be noticed. This is normal and indicates that plugging is occurring. It will c8ase when the vehicle reverses.

I)

If a vehicle is rolling back down a steep ramp in reverse, and the pedal is depressed demanding forward drive, the controller will first attempt to plug the vehicle to stop. If the plugging current set point is insufficient to stop the vehicle (ramp too steep), it will continue to be braked but will roll down the ramp. If the mechanical brakes are applied, and the vehicle is stopped, the full drive current will be available and the vehicle will proceed up the ramp.

) The controllers have features designed to protect against the damage caused by low batteries. The power to the motor is cut back when the battery voltage goes below approximately 16 volts (for 24 - 36 volt controllers).

The loss of power felt when the batteries become this far discharged is normal. Similarly, the controllers are protected against damage from overheating by reducing the power to the motor if the internal temperature exceeds 165°F. In typical applications of these units, overheating will very rarely be a problems.

MAINTENANCE ZONTROLLER The electronic speed controllers (series motor), being a seated, solid stat8 unit, requires almost no maintenance. It s recommended however, that the following items be checked occasionally as required.

CAUTION:

a)

BEFORE DOING ANY WORK ON THE VEHICLE, REMOVE POWER BY DISCONNECTING BATTERY

Make sure that the electrical connections to the controllers (as well as those to the motors, batteries, etc.) are tight. When checking the controller bus bar connections for tightness, be sure to use the double-wrench technique to avoid putting stress on the bus bars which could crack the seals around them.

b ) Remove from the important that the electrical leakage with a moist rag. controller terminal

terminal area any corrosion or accumulations of dirt, acids, grease, oil, etc. It is especially controller terminal face be free of these substances since their presence may lead to and cause faulty operation. The wntroller may be washed off with a hose or wiped clean In either case, power must be removed from this cleaning and not reapplied until the area is thoroughly dry.

SPEED CONTROL POTENTIOMETER TEST PROCEDURE ‘o determine that the speed pot is operating properly, follow the steps outlined below. Use the wiring diagram as a eference. ) Disconnect battery. !) Remove the drive unit ccver to expose the drive unit terminal strip.

I) Remove the white wire from the left side of terminal block #8.

I) Remove the orange I black wire from the left side of terminal block #9. i) Using any common multimeter that has the ability to measure resistance, attach the orange I black wire to meter positive and the white wire to meter negative. Select the RX1 0 OHMS range if available. !) With the speed control switch at rest in the truck stopped position, the meter should read over 5000 OHMS resistance.

3 Slowly rotate the speed control switch in the forward direction. The meter reading should immediately change 6to approximately 4000 OHMS resistance and then gradually reduce to below 200 OHMS resistance at the maximum speed forward position.

3) Return the speed control switch to the truck stopped position and repeat instructions #7 in the reverse direction.

3) If the meter readings are as indicated above, the speed pot is adjusted correctly and is operating properly.

IO) If the meter reading is as indicated in one direction but remains at over 500 OHMS resistance in the other direction, the speed pot has one side open and must be replaced. ’ 11) If the meter reading is over 5000 OHMS resistance at all times, the speed pot is fully open and must be replaced.

12) If the meter reading is below 200 OHMS resistance at all times, the speed pot is fully shorted and must be replaced.

13) If the speed pot requires adjustment, see below and follow instructions, 2,3,4,5, 17,18, 19, and 20

SPEED CONTROL POTENTIOMETER ADJUSTMENT Vhen installing a new speed pot, follow the instructions outlined below. The speed pot.must be adjusted properly 10 that it can act as a throttle to control the travel speed of the truck. Use the wiring diagram as a reference. ,) Disconnect battery. ?) Remove the speed and direction control switch assembly. Leave the wires attached 1) Remove the drive unit cover to expose the drive unit terminal strip Remove the safety reversing switch.

1) Remove the white wire from the left side of terminal block #8.

5) Remove the orange I black wire from the left side of terminal block #9.

3). Using any common multimeter that has the ability to read resistance, attach the orange I black wire to meter . positive and the white wire to meter negative. Select the RX1 0 OMHS range if available.

7) To install a new speed pot, cut off the orange and white wires approximately 2” away from the pot.

3) Loosen fully the pot retaining nut and remove the pot complete with drive gear.

9) The drive gear is a press fit. Note the location of the gear on the pot shaft and remove. Press the gear onto the new pot shaft, allowing turning clearance between the gear and the pot shaft bushing.

10) Trim the orange and white wires to an appropriate length and join to the truck wires with permanent wire connectors. Orange to orange and white to white.

11) Slowly rotate the pot gear and shaft until the meter reading is over 5000 OHMS. This is the open pot to truck stopped position.

12) Without rotating the pot shaft, install the pot into the speed and direction control switch, ensuring that the drive gears are fully engaged and fully tighten the pot retaining nut.

13) The pot shaft will have rotated slightly during this installation and must be adjusted.

meter reading is over 5000 OHMS resistance when the rotator is at rest in the truck stopped position.

15) Reassemble the components into the steering handle. Observe the contact with any moving parts.

16) Replace the white wire into terminal block #6 and the orange I black wire into terminal block #Q. .

17) Replace the driie unit cover, connect the battery and test drive the truck.

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