Kalmar DCD Heavy Forklift Trucks — Technical Legacy Guide

Summary

The Kalmar DCD is a range of heavy diesel forklift trucks that the manufacturer's DCD brochure places between 20 and 50 tonnes, as recorded by the HIT SRL technical desk. According to the manufacturer's handbooks, the DCD 180-250 is a range of medium-heavy forklift trucks in five sizes, the DCD 200-300 lifts 20 to 30 tonnes and the DCD 280-500 runs from the DCD 280 to the 37-50 tonne DCD 370-500. The handbooks of all three ranges describe a diesel engine, a powershift transmission with torque converter, a drive axle with hub reductions and wet disc brakes, a rear steering axle on pendulum suspension and a clear-view lift mast. The sections below follow the manufacturer's documentation on identification, driveline, brakes, hydraulics, mast and attachments, electrical system, safety and maintenance, and close with key data and the related DCD 90-180 and DCD 70.

The engines named in the manufacturer's manuals are Volvo, Cummins and Scania six-cylinder diesels, from the 167 kW Volvo TWD731VE to the 275 kW Volvo TWD1231VE, the HIT SRL technical desk notes. According to the handbooks, the DCD 200-300 has a Kessler D91 drive axle, the DCD 180-250 a Rockwell PRLC-1794 W4H on all five sizes and the DCD 280-500 a Rockwell (Meritor) or Kessler D102 axle. The DCD 200-300 manuals add the optional KCS (Kalmar Control System), with control units linked by a CAN bus and error codes on three levels.

Model identification

The operator's manual (series 2) explains the type designation with the example DCD 250-12 (LB): D for diesel engine, C for fork truck, D for the generation, 250 for the lift capacity in decitonnes, 12 for the load centre in decimetres and LB for a low-built machine, as recorded at HIT SRL. The manufacturer's DCD brochure reads the C as counterweight truck and gives the suffix CS for Container Special, with the example DCD370-12(CS).

The capacity table of the maintenance manual (series 1) lists the DCD 200, 220, 250, 280 and 300, rated 20, 22, 25, 28 and 30 tonnes at a 1200 mm load centre, each as a standard -12 and a low-built -12LB version, as HIT SRL's technical desk reads it. The same table lists the 24-tonne DCD 240 only in low-built versions, with a 600 mm load centre as the DCD 240-6LB or a 900 mm load centre as the DCD 240-9LB. According to the technical handbook (series 3), every DCD 200-300 comes in two chassis versions: a low-built LB version with low-level tilt cylinders and a tilting cab, and a version with high-level tilt cylinders and a cab centred or offset to one side.

The DCD 280-500 technical handbook (2001 edition) names the DCD 280, the 32-tonne DCD 320 and the 37-50 tonne DCD 370-500, as set out in the HIT SRL technical cards. The same handbook shows four chassis versions: low-level tilt cylinders with a tilting cab, high-level tilt cylinders with the cab centred or offset, a Container Special and a Gantry version, the last two with a centred cab. According to the manufacturer's DCD brochure, the DCD 370-12, 420-12, 450-12 and 500-12 are rated 37,000, 42,000, 45,000 and 50,000 kg at a 1200 mm load centre, with full capacity up to a 5000 mm lift height on duplex and duplex free-lift masts.

The DCD 180-250 technical handbook (1997 edition) lists five sizes, the DCD 180, 200, 220, 236 and 250, and gives all of them the Volvo TWD731VE engine, the Clark 32312 transmission and the Rockwell PRLC-1794 W4H drive axle, as logged by the HIT SRL technical desk. In the same main components table, the Kessler D81 PL478 LB 5340 drive axle is marked in the DCD 180 column for empty container machines.

The operator's manual (series 2) describes a machine plate with the model, the identification number with the year of manufacture, the rated capacity to EN 1551 at a stated load centre and lift height and the operating weight, with further plates for the approved loads with the fitted attachment, as recorded by the HIT SRL technical desk. According to the same manual, the capacity plate in the cab must agree with those further plates. The operator's manual (series 2) states compliance with EN 1551 for engine-driven trucks over 10,000 kg, CE marking under Machinery Directive 98/37/EG for the EU/EEC market and ANSI/ASME B56.1 for North America.

The technical handbooks of all three ranges are arranged in groups 00 to 90, from general data to periodic supervision, the HIT SRL technical desk notes. The groups are 00 General, 10 Chassis and cab, 20 Electrical system, 30 Engine, 40 Transmission, drive axle and brakes, 60 Steered axle, 70 Hydraulic system, 80 Lifting mast and fork carriage and 90 Periodic supervision, according to the technical handbook (series 3). The operator's manual (series 2) numbers its specification tables by function group, from 1 for the engine to 10 for the common hydraulics.

Kalmar DCD 180-250

Heavy forklift truck · Also written as: DCD180-250, DCD 180-250 LB, DCD 180, DCD 200, DCD 220, DCD 236, DCD 250, DCD 180-250-1200

The Kalmar DCD 180-250 is a range of medium-heavy diesel forklift trucks in five sizes, from the DCD 180 to the DCD 250, according to the 1997 technical handbook, as recorded at HIT SRL. The 1997 handbook lists steelworks and heavy engineering, logs and sawn timber in the forest industry, medium-heavy goods and empty containers stacked 7-8 high in ports and container terminals, and house sections in factories among its uses. According to the same handbook, every size has the Volvo TWD 731 VE, rated 167 kW at 2200 r/min to ISO 3046, with the Clark 13.7 HR 32312 transmission of three forward and three reverse gears. The 1997 handbook gives the four brake accumulators a nitrogen pre-charge of 70 bar and the hydraulic fluid a 6% Lubrizol additive.

Kalmar DCD 200-300

Heavy forklift truck · Also written as: DCD200-300, DCD 200-12, DCD 220-12, DCD 240-6LB, DCD 240-9LB, DCD 250-12 LB, DCD 280-12, DCD 300-12LB

The Kalmar DCD 200-300 is a heavy-capacity diesel fork truck lifting 20 to 30 tonnes, with duplex, duplex free-lift or triplex free-lift masts, according to the operator's manual (series 2), as HIT SRL's technical desk reads it. According to the maintenance manual (series 1), it drives on twin front wheels through a rigid drive axle with hub reductions and steers on single rear wheels by a double-acting cylinder on an oscillation-mounted steering axle, with split rims and a cab that tips sideways. The same manual gives operating weights from 29.4 t for the DCD 240-6LB to 39.0 t for the DCD 300, the same for standard and low-built versions. Its wheelbase is 4000 mm on the DCD 200-220, 3650 mm on the DCD 240, 4250 mm on the DCD 250 and 4500 mm on the DCD 280-300, according to the same manual.

Kalmar DCD 280-500

Heavy forklift truck · Also written as: DCD280-500, DCD 280, DCD 320, DCD 370-12, DCD 420-12, DCD 450-12, DCD 500-12, DCD370-12(CS), DCD 280-500 Gantry

The Kalmar DCD 280-500 is a heavy-duty diesel forklift range from the DCD 280 to the 37-50 tonne DCD 370-500, according to the 2001 technical handbook, as set out in the HIT SRL technical cards. The 2001 handbook describes a frame of two box sections with an extremely low centre of gravity, the steered axle also serving as additional counterweight. According to the manufacturer's DCD brochure, the 37-50 tonne models are meant mainly for general cargo in ports and terminals and for industrial work that needs extra lifting capacity. The Gantry version carries its top lift on a carriage built into the mast and hung on four hydraulically damped links that compensate for leaning containers, according to the 2001 handbook.

Industrial history and parts supply

Published sources date the first Kalmar truck to 1949 and the first Kalmar reachstacker prototype to 1985, as logged by the HIT SRL technical desk. According to published sources, Partek took over Sisu Terminal Systems and the majority of Kalmar Industries in 1997, KONE acquired Partek in 2002 and Cargotec was formed in 2005. Published sources state that Kalmar was demerged from Cargotec on 30 June 2024.

The DCD 180-250 technical handbook (1997 edition) names Kalmar LMV as the maker of the range, as recorded by the HIT SRL technical desk. The operator's manual (series 2) and the DCD 280-500 technical handbook (2001 edition) name Kalmar Industries AB.

Published sources record the launch of the Kalmar DCF180-250 'F' series of heavy forklifts, four models of 18 to 25 tonnes, at the CeMAT fair in 2011, the HIT SRL technical desk notes. According to published sources, the DCG180-330 heavy forklift for the 18-33 tonne class was launched in 2015, and the DCG380-540, for loads up to 54 tonnes, replaced the DCF370-520 in 2019. Published sources state that the DCG90-180, launched at the CeMAT fair in 2011, began the G generation of Kalmar forklift trucks.

Power unit and driveline as installed

The operator's manual (series 2) lists four engines for the DCD 200-300, all straight six-cylinder turbocharged low-emission diesels: the Volvo TAD720 of 174 kW, the Volvo TWD731 of 167 kW and the Cummins QSB5.9 and CT8.3 of 160 kW, as recorded at HIT SRL. According to the same manual, all of them have an intercooler except the CT8.3, and the net ratings to ISO 3046 put the TAD720VE at 2300 rpm with 854 Nm and both Cummins engines at 2200 rpm, with 938 Nm for the QSB5.9 and 871 Nm for the CT8.3. The technical handbook (series 3) rates the TWD731VE at 175 kW at 2400 r/min with 949 Nm, against 167 kW at 2200 rpm with 893 Nm in the operator's manual (series 2).

The maintenance manual (series 1) gives the DCD 200-300 two other engines, the Volvo TAD750VE and the Cummins QSB6.7, both straight six-cylinder turbocharged diesels with unit injectors, intercooler and electronically controlled injection, as HIT SRL's technical desk reads it. The same manual rates the TAD750VE at 181 kW at 2300 rpm and 182 kW at 2200 rpm, with 1050 Nm at 1500 rpm, and the QSB6.7 at 194 kW at 2200 rpm with 949 Nm. According to that manual, both engines meet the emission requirements of the USA (California) and Europe and the noise and vibration requirements of EN13059. The maintenance manual (series 1) has the TAD750VE take 23 l of engine oil at first filling and 21.5 l at a change with the filter, the QSB6.7 20 l, and either engine 40 l of coolant.

The DCD 280-500 technical handbook (2001 edition) names the Volvo TWD731VE, TWD1031VE and TWD1231VE, the Scania DI-9 and DI-11 and the Cummins 6CT and M11, as set out in the HIT SRL technical cards. According to its automatic gear-change diagrams, the TWD731, DI-9 and 6CT go with the Clark 32000 gearbox, the TWD1031, DI-11 and M11 with the Clark 36000 and the TWD1231 with the Clark 40000. The same handbook rates the TWD1031VE of 9.60 l at 235 kW with 1500 Nm and the TWD1231VE of 12 l at 275 kW with 1745 Nm, both at 2100 r/min. It gives the TWD1031VE 65 l of coolant and 32 l of engine oil and the TWD1231VE 75 l and 38 l, with cold valve clearances of 0.40 mm inlet and 0.70 mm exhaust. For the TWD731VE the 2001 handbook gives a 6.73-litre engine with 25 l of coolant, cold valve clearances of 0.40 mm inlet and 0.55 mm exhaust and an idle speed of 650 ± 25 r/min.

For the DCD 180-250 the 1997 handbook describes the Volvo TWD 731 VE as a 6.73 l six-cylinder in-line diesel with overhead valves, turbocharger, water-to-air intercooler, wet cylinder liners and two cylinder heads, as logged by the HIT SRL technical desk. The same handbook gives 24 l of engine oil and 33 l of coolant, cold valve clearances of 0.40 mm inlet and 0.55 mm exhaust, an idle speed of 650 ± 50 r/min and an injection timing of 10° ± 0.5° before top dead centre. According to the 1997 handbook, the engine oil is API-CD for turbocharged engines, with SAE 15W/40 down to -15 °C, SAE 10W/30 down to -25 °C and SAE 5W/30, synthetic or semi-synthetic only, below -10 °C.

The operator's manual (series 2) gives engine oil viscosities of SAE 15W/40 down to -15 °C, SAE 10W/30 down to -25 °C and SAE 5W/30, and accepts API CG-4 or CH-4 outside Europe in place of ACEA E3, as recorded by the HIT SRL technical desk. The technical handbook (series 3) specifies ACEA E2 or API CF4 in SAE 0W, 5W 20, 10W 30 or 20W 50, and the 2001 handbook ACEA E2 or API CF4 in SAE 5W 30, 10W 30 or 15W 40. For the TAD750VE and QSB6.7 the maintenance manual (series 1) specifies VDS-2 or VDS-3 and ACEA E4-99, E5 or E7 for the Volvo and CES-20071, 20072, 20076, 20077 or 20078 and ACEA E5 or E7 for the Cummins, with API CH-4 or CI-4 grades approved outside the EU/EEA. Engine oil capacities in the operator's manual (series 2) are 20 l for the TAD720VE, 29 l for the TWD731, 14 l for the QSB5.9 and 19 l for the CT8.3, while the technical handbook (series 3) gives 15 l for the QSB5.9.

The technical handbook (series 3) prescribes a year-round coolant of 60% water and 40% ethylene glycol, changed with a flush of the cooling system once a year, the HIT SRL technical desk notes. The maintenance manual (series 1) prescribes 50% glycol to ASTM4985 and 50% pure water, protecting to about -36 °C, with at least 40% and never more than 60% glycol, and changes the coolant after 5000 hours with the Volvo TAD750VE and after 2000 hours with the Cummins QSB6.7. The technical handbook (series 3) gives 41 l of coolant with the TWD731VE, 40 l with the TAD720VE and 33 l with the QSB5.9.

According to the operator's manual (series 2), the fuel tank holds 300 l on the DCD 200, 230 l on the DCD 240 and 350 l on the DCD 250 and DCD 280-300, filled with diesel to EN 590 and never with additives, as recorded at HIT SRL. The 2001 handbook changes the main air filter element when the restriction indicator shows red, at about 500 mm water column on the TWD1031VE and TWD1231VE, and the safety element after five main element changes or at least every other year. On the TWD731VE exhaust gas cleaner the same handbook tops up the catalyst after about 50 hours and then checks it every 100-300 hours. The maintenance manual (series 1) cleans the particle filter of the extra exhaust cleaning device every year or every 1500 hours, flushing its centre section with water, not at high pressure.

According to the operator's manual (series 2), the DCD 200-300 transmission is a Dana-Spicer HR32000 with torque converter and three forward and three reverse gears, carrying the pumps of the working hydraulics, with automatic shifting as an option, as HIT SRL's technical desk reads it. The maintenance manual (series 1) gives a Dana-Spicer TE17000 with three gears in each direction in constant mesh, engaged by hydraulically pressurised clutch discs through solenoid valves controlled by the ECU 793, with manual or automatic gear changing. The technical handbook (series 3) names the gearbox Clark 13.7 HR32312, the designation also printed in the DCD 180-250 and DCD 280-500 handbooks. The operator's manual (series 2) gives the HR32000 32 l of ATF DEXRON IID or DEXRON III, while the technical handbook (series 3) assigns DEXRON II to the HR32000 and DEXRON III to the TE13000 and TE17000. The maintenance manual (series 1) fills the TE17000 with 35 l of ATF DEXRON III, checks the level first at idle in neutral and tops up to the MAX mark with the oil at 60-70 °C.

The DCD 280-500 technical handbook (2001 edition) gives the Clark 13,7 HR32312 three gears in each direction and the 15,5 HR36432 and 15,7 HRT40432 four, all engaged by oil-cooled multiple-disc clutches with automatic wear compensation, as set out in the HIT SRL technical cards. The 2001 handbook gives 21 l of ATF DEXRON II for the Clark 13,7 HR32312 and 42 l and 56 l for the 15,5 HR36432 and 15,7 HRT40432, which take oil to MIL-L-2410 C/D, C-2, C-3 in SAE 10 as printed and no DEXRON oils. According to the 1997 handbook, the Clark 13.7 HR 32312 of the DCD 180-250 has three forward and three reverse gears in its data, while its text speaks of four ratios in each direction. The same handbook gives 21 l for its converter and gearbox system, filled at the factory with API-CD SAE 10W/30 engine oil, and forbids refilling with ATF, although its oil table also lists Dexron and Dexron II D.

The technical handbook (series 3) gives a clutch pressure of 17-20 bar in every gear, read on the cab gauge with the parking brake applied, the oil at 82-93 °C and the engine idling, with no more than 0.4 bar between clutches, as logged by the HIT SRL technical desk. The same handbook gives a converter stall speed of 1990 ± 50 r/min with the TWD731VE, TAD720VE and QSB5.9 and forbids running at stall speed for more than 30 seconds. The maintenance manual (series 1) gives the TE17000 a stall speed of 1914 rpm with the TAD750VE and 1879 rpm with the QSB6.7. The 2001 handbook gives 1782 ± 50 r/min for the TWD1031VE with the 15,5 HR36432 and, as printed, 1927 ± 50 r/min for the TWD1031VE with the 15,7 HRT40432.

The technical handbook (series 3) gives the DCD 200-300 a Kessler D91 drive axle with two reduction stages, a hypoid differential and planetary hub reductions, type D91 PL488 on the DCD 200-250 and D91 PL408 on the DCD 280-300, as recorded by the HIT SRL technical desk. According to the operator's manual (series 2), the D91 differential takes 30 l on the DCD 200-250 and 38 l on the DCD 280-300 and each hub reduction 4 l and 3.5 l, with hypoid oil to API GL-5 and MIL-L-2105B. The maintenance manual (series 1) speaks of about 44 l in its drive axle oil change, while its data section gives the quantities of the operator's manual. The DCD 280-500 technical handbook (2001 edition) gives a Rockwell (Meritor) PRC 3805 W4H with 28 l in the differential and 9.5 l per hub, a PRC 5324 W4H with 50 l and 12 l, or a Kessler D102 with 63 l and 15 l. The technical handbook (series 3) tightens the D91 mounting bolts to 1350 Nm and the rim clamp nuts to 350 Nm, and the 2001 handbook the axle bolts to 1570 Nm on the PRC 3805 W4H and 2350 Nm on the PRC 5324 W4H and the D102.

Brakes and steering

The service brakes of the DCD 200-300 are fully sealed, oil-cooled wet disc brakes on the drive wheels in a single hydraulic circuit, according to the operator's manual (series 2), the HIT SRL technical desk notes. The same manual describes the parking brake as a disc brake on the drive axle input shaft, applied by spring force, released by hydraulic pressure and applied automatically if the voltage is lost. The DCD 280-500 technical handbook (2001 edition) describes three separate circuits for the foot brake, the brake cooling and the parking brake, fed by the same pump, with four hydraulic accumulators for the brake circuits. The DCD 180-250 technical handbook (1997 edition) gives four membrane accumulators pre-charged with nitrogen to 70 bar, while the drawing on the same page shows two.

The technical handbook (series 3) gives an accumulator charging valve working at 160-170 bar and a nitrogen pre-charge of 100 bar for the DCD 200-300, as recorded at HIT SRL. The maintenance manual (series 1) gives a pre-charge of 70 bar on the DCD 200-250 and 100 bar on the DCD 280-300, a maximum accumulator pressure of 165 bar and a pre-charge check at every service. According to the same manual, the brake pressure is 27 bar with the pedal half depressed and 100 bar with it fully depressed, with 1-1.5 mm between pedal and brake valve. The technical handbook (series 3) gives the brake cooling circuit a maximum of 1 bar on its test-point pages and 1.5 bar in the component list of its hydraulic diagram.

The operator's manual (series 2) asks for at least six brake applications with the engine stopped before the low brake pressure light comes on, as HIT SRL's technical desk reads it. The maintenance manual (series 1) and the technical handbook (series 3) ask for at least 8 applications, and the handbook stops the engine at once if the charging pressure exceeds 185 bar. On the DCD 320-500 the 2001 handbook moves that stop limit to 200 bar. The number of applications to follow is the one in the manual of the specific machine.

The technical handbook (series 3) releases the spring-applied parking brake at no less than 10 MPa and sets about 1 mm between pads and disc, as set out in the HIT SRL technical cards. The maintenance manual (series 1) sets the pad-to-disc clearance at 0.5 ± 0.1 mm after new pads are fitted, with the engine idling and the brake released. The clearance to follow is the one in the maintenance manual of the specific machine.

According to the technical handbook (series 3), the rear steered axle sits on a pendulum suspension with maintenance-free rubber mountings and is moved by a single double-acting cylinder under an Orbitrol steering valve, as logged by the HIT SRL technical desk. The same handbook mounts knuckle pins and wheel axles in taper roller bearings, states that the wheel alignment cannot be adjusted and gives steering shock valves opening at 280 bar. The operator's manual (series 2) allows the joystick or mini-wheel in the left armrest to be engaged only below 3 km/h and the maintenance manual (series 1) only below 2 km/h, and both disengage it as soon as the standard steering wheel moves. On machines with a reversible operator's seat, the maintenance manual (series 1) reverses the steering through a directional control valve when the seat faces rearwards and adds a second brake pedal for driving backwards.

The technical handbook (series 3) tightens the steered wheel bearing nuts to 500 Nm while the wheel turns, and again to 500 Nm after about 100 m of driving, as recorded by the HIT SRL technical desk. The maintenance manual (series 1) instead sets the bearings to no play and a friction torque of about 19 Nm, with the lock nut at no less than 250 Nm, and checks the preload first after 1000 hours and then every 2000 hours. According to the same manual, the wheel spindle bearing clearance may be at most 0.25 mm on the DCD 200-250, while on the DCD 280-300 there must be no slack at all. The DCD 180-250 technical handbook (1997 edition) tightens the steering cylinder screws to 386 Nm (M20) on the DCD 180-200 and 670 Nm (M24) on the DCD 220-250. The bearing settings to follow are those in the manual of the specific machine.

Hydraulic system as installed

The technical handbook (series 3) describes two gear pumps driven by the engine and mounted on the torque converter, one feeding the lifting function and passing surplus oil to the brake cooling circuit, the other feeding steering, brakes, the other working functions and the accumulator, the HIT SRL technical desk notes. The maintenance manual (series 1) places two fixed-displacement gear pumps on the power take-off of the transmission, with a priority valve for the steering. According to the DCD 280-500 technical handbook (2001 edition), the 32-tonne truck has two single vane pumps and the 37-50 tonne trucks one single and one double vane pump, with an idling relief valve that returns the whole flow to the tank when no function is used. The same handbook feeds the DCD 320-500 lift cylinders through two main valve sections, LIFT1 and LIFT2, and a solenoid valve cuts out LIFT2 while the truck is driven.

The technical handbook (series 3) limits the steering pressure to 175 bar and gives a servo pressure of 35 bar, as recorded at HIT SRL. On the DCD 320-500 the 2001 handbook sets the accumulator charging, steering and main pressures to the hydraulic plate on the truck, gives a servo pressure of 35 ± 5 bar that cannot be adjusted and opens the safety valves on the steering valve at 200 bar. The maintenance manual (series 1) describes a pressure plate on each machine stamped with its main hydraulic pressures, unique to the machine, and compares the measured pressures with it with the oil at about 50 °C. According to the same manual, the steering, lift and tilt, side shift and spreading pressures are read with the function held at its end position at about 1100 rpm and again at about 1800 rpm, the two readings differing by no more than ±1.0 MPa. The technical handbook (series 3) sets the main pressure on each truck individually, with both main pressure limiting valves adjusted alike so that the truck can only just lift its rated load, and seals the adjusting screw after any adjustment.

The operator's manual (series 2) gives hydraulic tank capacities of 270 l on the DCD 200, 260 l on the DCD 240 and 320 l on the DCD 250 and DCD 280, with a 3% Lubrizol additive in the oil, as HIT SRL's technical desk reads it. The same manual lists AV 32 or AV 46 to SS 155434, HVLP 46 or HLP 68 to DIN 51524 and ISO-LHV 46 or ISO-LHM 68 to ISO 6743/4 by ambient temperature, and asks for the manufacturer's written approval for any other oil. The DCD 280-500 technical handbook (2001 edition) gives 320 l for the DCD 280, 350 l for the DCD 320 and 600 l for the DCD 370-500, of ISO-L HV32, HV46 or HV68 fluid with a 6% Lubrizol additive, adding that this does not apply to all drive axles. The DCD 180-250 technical handbook (1997 edition) gives 350 l for trucks designated 20-25-1200 and 270 l for those printed as 28-1200, of SH 32, SH 46 or SH 68 fluid that must always contain 6% Lubrizol additive for the brake system to perform satisfactorily.

The DCD 180-250 technical handbook (1997 edition) puts two high-pressure filters immediately after the pumps, each with a 25 µ absolute fibreglass cartridge and a valve in the filter head that opens at 5 bar, as set out in the HIT SRL technical cards. According to the DCD 280-500 technical handbook (2001 edition), trucks with return filters in the hydraulic tank change them every 1000 hours, or sooner when the contamination indicator nears the red section. The 1997 handbook gives each lifting cylinder a preset, non-adjustable lowering brake valve that keeps the lowering speed at a fixed 0.40 m/s and limits the flow if a hose fails.

Before any work on the hydraulic system, the maintenance manual (series 1) has the accumulators emptied through the drain valve, the release checked with a gauge at the test point and the drain valve kept open until the work is finished, as logged by the HIT SRL technical desk. The technical handbook (series 3) and the 1997 and 2001 handbooks give the same warning about the high-pressure accumulators. The procedure to follow is the one in the manual of the specific machine.

Mast, forks, attachments and cab

According to the technical handbook (series 3), the DCD 200-300 has a clear-view duplex or triplex mast, with or without free lift, raised by two lifting cylinders on the outer mast and tilted 5° forward and 10° back, as recorded by the HIT SRL technical desk. The same handbook fits back-pressure valves in the tilt cylinders and gives the fork carriage hydraulic fork positioning and sideshift. The manufacturer's DCD brochure gives the standard duplex mast of the DCD 200-250 a lowered height of 3820 mm and an extended height of 5820 mm at a 4000 mm lift height, up to 5320 mm and 8820 mm at 7000 mm.

The technical handbook (series 3) replaces a lifting chain stretched by more than 3% over the 25 links that run most often over the guide sprocket, never joining or re-riveting it, the HIT SRL technical desk notes. Fork wear is limited to 10% of the original dimension measured 150 mm from the heel, with no visible cracks and no repair by welding, and the forks are inspected by specially trained personnel at least once a year, according to the same handbook. The gap between the lowered forks and the ground is 25 mm in the technical handbook (series 3) and 10-20 mm in the maintenance manual (series 1), set in both by adjusting the two chains equally. The maintenance manual (series 1) has damaged forks replaced and not repaired, a surface crack ground down about 0.5 mm and a hot-straightened fork heat-treated again by an approved firm.

The operator's manual (series 2) describes a lateral lift attachment for containers with twistlocks and a light panel: green for twistlocks locked, orange for the attachment aligned with the container corners and red for twistlocks unlocked, as recorded at HIT SRL. According to the maintenance manual (series 1), the side lift attachment hangs telescopic corner pieces from the main beam on springs, with 195 mm of levelling to each side and a ±600 mm side-shift. The same manual describes an electrical safety system that prevents locking or releasing the twistlocks unless the attachment sits correctly against the container, and prevents lifting unless the twistlocks are fully locked or fully released. The light convention and interlocks to follow are those in the manual of the specific machine and attachment.

The Gantry top lift of the DCD 280-500 adjusts for 20 ft to 40 ft containers with a hydraulic motor driving two chains, slows down by itself over the last 200 mm and side-shifts ±400 mm, according to the 2001 handbook, as HIT SRL's technical desk reads it. According to the same handbook, its ALIGNMENT lamp lights only when all four contact pins are pressed in, the twist-locks may be locked only then, they cannot be released once the container is lifted, and lifting is blocked while they are neither fully released nor turned 90°. The 2001 handbook takes the attachment out of service if its indicator lamps do not work, and the interlocks to follow are those in the manual of the specific machine.

On the high-lifting empty container DCD 180-250, the 1997 handbook runs mast and fork carriage on ROBALON plastic sliding plates instead of support rollers, 12 in the mast and 12 in the carriage, lubricated every 400 hours, as set out in the HIT SRL technical cards. Each plate must protrude at least 3 mm from its frame and keep at least 8 mm of remaining thickness, according to the same handbook.

The operator's manual (series 2) gives the closed Spirit Delta cab as the only cab, built on a structural frame to withstand falling loads, with a roof window 6 mm thick as standard and 12 mm in the high-strength version, as logged by the HIT SRL technical desk. The maintenance manual (series 1) treats the polycarbonate roof window as a safety component that must never be drilled or cut and is replaced at once if cracked or scratched. According to the same manual, the cab tips sideways over its centre of gravity, raised by a cylinder from a hand pump, and nobody may work under it unless it is tipped over its balance point or otherwise secured. The 1997 and 2001 handbooks ask for a tilting cab to be tipped beyond its point of balance or braced against accidental lowering where there is not enough room at the side. The rules for working under the cab are those in the manual of the specific machine.

Electrical and control system

According to the operator's manual (series 2), the DCD 200-300 electrical system runs at 24 V from two 12 V batteries in series, with the negative pole on the chassis and the positive pole through the battery disconnector, as recorded by the HIT SRL technical desk. The same manual places two 50 A main fuses at the engine, while the maintenance manual (series 1) gives four 25 A main fuses in the battery compartment, and both put the circuit fuses in a box behind the operator's seat. The operator's manual (series 2) gives a 2240 W alternator with the Volvo engines and a 1960 W alternator with the Cummins engines, the technical handbook (series 3) a 1920 W alternator, and both two 12 V 140 Ah starting batteries. The DCD 180-250 technical handbook (1997 edition) gives a 1540 W alternator and two 12 V batteries of 135 Ah behind a cover on the left-hand side.

The technical handbook (series 3) describes the optional KCS (Kalmar Control System), with control units for general functions (ECU 790), load handling (ECU 796), gearbox (ECU 793) and engine (ECU 794), linked to the EDU 795 display unit, the HIT SRL technical desk notes. According to the same handbook, a redundant CAN bus runs at 125 kbit/s and a separate SAE J1939 bus at 250 kbit/s for the drivetrain. The maintenance manual (series 1) adds the ECU 792 for lever steering and gives the ECU 790 and ECU 792 four LEDs, all steady for 3 seconds at start-up. In the DCD 280-500 the 2001 handbook describes a manual electric gear change with a speed monitor that blocks gear changing above 3 km/h, and an optional ECS automatic gear change that also blocks engagement above 1100 rpm. The 1997 handbook gives the DCD 180-250 an electro-hydraulic gear change with the same 3 km/h speed monitor and a reversing interlock sealed after setting.

The maintenance manual (series 1) warns that the battery disconnect switch is not an emergency stop, as recorded at HIT SRL. The 1997 and 2001 handbooks have the main switch opened before work on the electrical system, before welding and when the truck is to stand idle, and warn of explosive oxyhydrogen gas from the batteries. For jump-starting, the operator's manual (series 2) connects booster batteries in series for 24 V, the red cable to the booster battery first and the black cable last to a point away from the flat battery. The battery procedures to follow are those in the manual of the specific machine.

Safety systems

The operator's manual (series 2) limits the machine to lifting and transporting goods within its maximum permissible load, and any other use or work in hazardous settings such as explosive atmospheres calls for special rules and equipment, as HIT SRL's technical desk reads it. The same manual forbids operation with faulty mirrors, headlights, brakes, steering or lifting equipment, after unapproved repairs or on tyres not approved by the manufacturer. According to the operator's manual (series 2), the load capacity on the capacity plate and in the load diagram must never be exceeded, and the stability limit may be exceeded if the overload system is not working. The same manual lists KCS error code 645, maximum load exceeded, which limits travel speed to 1 km/h until the load is lowered. The capacity limits to follow are those on the plates and in the manual of the specific machine.

Loads travel in the transport position, with the mast tilted back and the forks about 300 mm above even ground, according to the operator's manual (series 2), as set out in the HIT SRL technical cards. The same manual forbids tilting the mast forward with a load and turning across a slope, and requires driving with the load facing uphill on slopes and reversing when the load blocks the view. The technical handbook (series 3) tells the operator to allow for the wind with containers and to avoid lifting in wind stronger than 12 m/s (27 mph). According to the DCD 280-500 technical handbook (2001 edition), the operator engages bottom gear on downhill slopes and never uses the release clutch pedal together with the brake pedal, the engine then giving no braking effect. The same handbook asks for slower turns without powerful acceleration or braking, naming the risk of lateral skidding or tipping. Nobody may stand under raised forks or attachments, loaded or not, and people may be lifted only in an approved lift cage, according to the operator's manual (series 2) and the technical handbook (series 3). The wind and transport limits to follow are those in the manual of the specific machine.

If the machine tips over, the operator's manual (series 2) tells the operator to stay in the cab holding the steering wheel and never to jump out, and the technical handbook (series 3) asks for seat belts to be worn where fitted, as logged by the HIT SRL technical desk. After contact with an overhead high-voltage line, the operator stays in the seat and calls for help, according to the same manual. The operator's manual (series 2) gives the right-hand cab door as the emergency exit, and on machines with electric servo controls a breaker switch stops all load-handling functions. The emergency procedures to follow are those in the manual of the specific machine.

Towing calls for a tow bar if the engine cannot run, a towing vehicle heavier than the machine, the engine kept running where possible, the propeller shaft disconnected and only very short distances, according to the operator's manual (series 2), as recorded by the HIT SRL technical desk. The same manual releases the spring parking brake mechanically, by screwing in the nut on the caliper bolt, or hydraulically with about ten strokes of a hand pump, always with the wheels blocked first and the brake reset afterwards. When the accumulator pressure is lost, the 1997 and 2001 handbooks release the spring brake mechanically, on the Rockwell axle by tightening the adjusting nut and on the Kessler axle by backing off the adjusting screw. According to the operator's manual (series 2), the machine must never roll downhill with the engine stopped, which leaves no hydraulic pressure and no steering capacity. The towing and brake release procedures to follow are those in the manual of the specific machine.

Using the parking brake as an emergency brake calls for new linings after two emergency brakings in the DCD 180-250 technical handbook (1997 edition), the HIT SRL technical desk notes. The DCD 280-500 technical handbook (2001 edition) changes them after one emergency braking in its brake-system pages and after two in its pages on the Meritor axle. For the DCD 200-300 the technical handbook (series 3) changes the linings after a single emergency braking, while the operator's manual (series 2) has them checked as soon as possible and changed if needed. The rule to follow is the one in the manual of the specific machine.

The maintenance manual (series 1) defines a service position for maintenance: parking brake applied, forks and carriage fully lowered, engine off and the battery disconnect switch open, as recorded at HIT SRL. The same manual takes a machine with a crack in any weld out of service at once and calls for Kalmar service. A raised machine may be supported only under the frame or the drive axle, never at the wheel suspension or the steering, according to the same manual, which nevertheless places the jack under the steering axle to remove a steering axle wheel. The maintenance manual (series 1) forbids any change to the total weight of the counterweights fitted at the factory. The workshop safety rules to follow are those in the manual of the specific machine.

Tyres are changed only by competent, authorised personnel and deflated before the wheel comes off, both tyres of a twin wheel together, according to the operator's manual (series 2), as HIT SRL's technical desk reads it. The maintenance manual (series 1) inflates tyres on the machine or in a protective device, with all rim parts checked at 30 kPa and nobody standing in front of the tyre. According to the same manual, the machine must not run with a flat tyre, rims must never be repaired by welding, and too low a tyre pressure impairs stability and reduces capacity. The DCD 280-500 technical handbook (2001 edition) forbids running on one tyre of a dual assembly, checks the seating at about 34 kPa (5 psi) before full inflation and gives 1.0 MPa with every drive axle. Tyre pressures and procedures are those in the manual of the specific machine.

Recurring failure points — field reports

Published reports of recurring failures on the DCD are rare, and the published sources consulted for this guide describe none, as set out in the HIT SRL technical cards. The checks below are those that the manufacturer's handbooks and manuals give for the most frequent faults.

What the documentation says to check

• If metal particles are found in the gearbox suction strainer, the technical handbook (series 3) asks for the reason to be investigated before new oil goes in, and replaces the oil cooler after any gearbox damage.
• With the gearbox in neutral and the oil at 80-95 °C, the 2001 handbook expects a converter outlet pressure above 1.7 bar at 2000 r/min and not over 4.9 bar at top engine speed, and checks the gearbox pressure sensor first if the clutch pressure is wrong.
• According to the 1997 and 2001 handbooks, a gear pump body worn more than 0.13 mm is replaced, pressure plate wear is limited to 0.05 mm, and on the plates wear where the teeth mesh indicates impurities in the oil, pitting indicates cavitation and discolouration indicates overheating.
• After a high hydraulic oil temperature alarm (code 355) the technical handbook (series 3) keeps the hydraulic functions out of use until the oil has cooled below 70 °C.
• The operator's manual (series 2) stops the engine at once if the low engine oil or low transmission oil pressure light comes on while working, and lets the engine idle with the machine stopped if the high transmission oil temperature light comes on.
• According to the technical handbook (series 3), KCS monitoring warns when the coolant stays above 98 °C and stops with engine speed reduction above 103 °C, and for the gearbox oil warns above 113 °C and stops above 116 °C.
• The maintenance manual (series 1) has the TE17000 warn with reduced performance above 100 °C and disengage above 125 °C.
• In Limp-home mode, shown as LH, the maintenance manual (series 1) puts the TE17000 in neutral and then allows only the first two gears in both directions, while Shut-down, shown as Sd, leaves it permanently in neutral.

Maintenance interval summary

The maintenance manual (series 1) and the operator's manual (series 2) bring the DCD 200-300 in for service every 500 operating hours, as logged by the HIT SRL technical desk. In the maintenance manual (series 1) the service is divided into 500-hour, 1000-hour and 2000-hour work, the 500-hour work falling at 500, 1500 and 2500 hours, the 1000-hour work at odd thousands and the 2000-hour work at even thousands. The technical handbook (series 3) and the 1997 and 2001 handbooks instead schedule periodic supervision every 200, 600 and 1000 hours, with a 1000-hour service done in the order 1000, 600 and 200-hour work. The schedule to follow is the one in the manual of the specific machine.

A new DCD 200-300 gets a check after 50 operating hours in the maintenance manual (series 1), with the engine oil and filter, the transmission oil filter, the drive axle oil and the hydraulic high-pressure filter changed, as recorded by the HIT SRL technical desk. The 1997 and 2001 handbooks set a warranty service at 50 working hours, with oil changes in the engine, gearbox, rotator reduction gear and top-lift reduction gear, new engine, gearbox and hydraulic filters, a valve clearance adjustment and a check of all bolted joints. The operator's manual (series 2) gives a running-in period of 50 operating hours with the load increased gradually.

The daily supervision of the 1997 handbook tests brakes, steering, instruments, lights and horn, runs all hydraulic functions to their stops and checks the fluid levels, the air cleaner indicator and the tyre pressure, the HIT SRL technical desk notes. Every 200 hours the same handbook has the truck washed, the wheel nuts and the bolted joints of mast, drive axle and propeller shaft retightened, the battery terminals cleaned and the brakes tested. Every 600 hours the 1997 handbook adds an air cleaner element change if the indicator shows red, a check of the steered wheels and of the forks, and the chains washed, lubricated and adjusted. Every 1000 hours the handbook adds a new cab filter element, checks of the cooling system, starter motor, alternator, V-belts and batteries, cleaning of the transmission and drive axle breather filters and a test drive of all functions.

The 2001 handbook adds catalyst care for the exhaust gas cleaner of the Volvo TWD731VE, topped up after about 50 hours and then checked every 100-300 hours, as recorded at HIT SRL. On the Gantry version the same handbook checks the top-lift planetary gear oil every 200 hours, changes its 2.4 litres every 1000 hours after the warranty service and dismantles the twist-locks every 2000 hours.

Key specification table

The table below gives the main data of the DCD ranges with the document that prints each value, and keeps both values where the documents differ, as HIT SRL's technical desk reads it.

Related models

The DCD 90-180 forklift trucks and the DCD 70 empty container trucks form the medium-heavy series of the DCD 90-180 instruction manual (2002 edition), lifting 9 to 18 tonnes and 7 tonnes, as set out in the HIT SRL technical cards. According to the same manual, every truck of that series has a tiltable cab and a wide choice of engine and gearbox.

Kalmar DCD 90-180

Forklift truck · Also written as: DCD90-180, DCD 90-6, DCD 100-12, DCD 120-6, DCD 136-6, DCD 150-12, DCD 160-9, DCD 180-6, DCD100-12

The Kalmar DCD 90-180 is a medium-heavy diesel forklift range lifting 9 to 18 tonnes, from the DCD 90-6 to the DCD 180-6, according to the 2002 instruction manual, as logged by the HIT SRL technical desk. According to the manufacturer's DCD 90-180 technical information brochure, the trucks come with a Volvo engine on every model (B versions) and with a Perkins engine (A versions) on the DCD90-6, 100-6, 100-12, 120-6 and 136-6. The 2002 instruction manual lists the Perkins 1006-60T, the Volvo TD640VE, TWD731VE and TAD720VE and the Cummins 6BTA5.9, from 92 kW to 174 kW, with Clark 20000, 28000 or 32000 powershift gearboxes and a Kessler D81 PL478-NLB drive axle. The brochure gives rated capacities from 9000 kg on the DCD90-6 to 18000 kg on the DCD180-6, the same at maximum lifting height. The brochure rates the Cummins 6BTA5.9-C200 at 162 kW, where the instruction manual gives 149 kW for the Cummins 6BTA5.9, both with 814 Nm.

The DCD 90-180 instruction manual (2002 edition) has the truck brought in for service every 200 operating hours, with the engine oil changed every 200 hours on the Volvo and Perkins engines and every 250 hours on the Cummins, as recorded by the HIT SRL technical desk. Its lubrication chart puts the Volvo oil filter mark in the 600-hour column while the remark on the same line gives every 400 hours. For the Volvo TAD720VE the same manual names the separate expansion tank for topping up the coolant, while the IMPORTANT box on that page says not to top up the separate expansion tank. The service rules to follow are those in the manual of the specific machine.

Kalmar DCD 70-32E3 - 70-40E5

Empty container handler · Also written as: DCD70-32E3, DCD 70-35E4, DCD 70-40E5, DCD70-35E4, DCD70-40E5, DCD 70 E

The Kalmar DCD 70-32E3 - 70-40E5 is a 7-tonne empty container truck of the DCD 90-180 series, whose designation gives wheelbase and stacking height, according to the 2002 instruction manual, the HIT SRL technical desk notes. The manual explains DCD70-32E3 as D for diesel engine, C for counterweighted truck, D for the generation, 70 for the lift capacity in decitonnes, 32 for the wheelbase in decimetres, E for empty container handling and 3 for the maximum number of containers when stacking. The same manual describes a side-lift for empty containers that picks up a container with the mast tilted about 2° forward and the orange alignment lamp lit, then locks the twist-locks and checks the green lamp before lifting. According to the manual, the mast stays fully tilted back while driving with the side-lift, which goes above its driving position only for stacking, and the side-lift twist-locks are dismantled, checked and packed with grease every 2000 hours. The side-lift rules to follow are those in the manual of the specific machine.

Comparisons

The comparisons below set side by side only differences that the manufacturer's documentation prints, as recorded at HIT SRL.

Drive axles of the DCD ranges

According to the handbooks and manuals, the DCD 180-250 has a Rockwell PRLC-1794 W4H, the DCD 200-300 a Kessler D91, the DCD 280-500 a Rockwell PRC 3805 W4H, PRC 5324 W4H or Kessler D102, and the related DCD 90-180 a Kessler D81, as HIT SRL's technical desk reads it.

Volvo TWD731VE ratings

The operator's manual (series 2), the 2001 handbook and the 2002 instruction manual rate the TWD731VE at 167 kW at 2200 rpm, the 1997 handbook at 167 kW with its torque at 1200 r/min, and the technical handbook (series 3) at 175 kW at 2400 r/min with 949 Nm, as set out in the HIT SRL technical cards.

Oil of the Clark 13.7 HR 32312

The 1997 and 2001 handbooks give 21 l for the converter and gearbox system of the Clark 13.7 HR 32312, while the technical handbook (series 3), which names the same gearbox, gives 32 l, as logged by the HIT SRL technical desk.

Hydraulic oil additive

The 1997 and 2001 handbooks ask for 6% of Lubrizol additive in the hydraulic fluid, while the operator's manual (series 2) and the maintenance manual (series 1) ask for 3%, as recorded by the HIT SRL technical desk.

Linings after emergency braking

After emergency braking with the parking brake, the 1997 handbook changes the linings after two operations, the 2001 handbook after one or two depending on the page, the technical handbook (series 3) after one, and the operator's manual (series 2) checks them and changes them if needed, the HIT SRL technical desk notes.

Kalmar DCD terminology

The terms below are those of the DCD handbooks and manuals, each defined in plain words with the document that uses it, as recorded at HIT SRL.

DCD

The type prefix of the range: D for diesel engine, C for fork truck in the operator's manual (series 2) or for counterweight truck in the manufacturer's brochure, and D for the generation.

LB

Suffix of the low-built version, which has low-level tilt cylinders and a tilting cab, according to the operator's manual (series 2) and the technical handbook (series 3) of the DCD 200-300.

Container Special (CS)

Chassis version of the DCD 280-500 with a centred cab in the 2001 technical handbook, read as CS for Container Special in the designation DCD370-12(CS) of the manufacturer's brochure.

Load centre

The distance to the centre of gravity of the load, given in decimetres in the type designation, 12 standing for 1200 mm, according to the operator's manual (series 2) and the maintenance manual (series 1).

Clear-view mast

The lift mast of the DCD, a duplex or triplex with or without free lift, raised by two lifting cylinders on the outer mast, according to the technical handbook (series 3) and the 1997 and 2001 handbooks.

Gantry version

Chassis version of the DCD 280-500 with a centred cab and a top lift on a carriage built into the mast, adjustable for 20 ft to 40 ft containers, according to the 2001 technical handbook.

Side lift attachment

Container attachment of the DCD 200-300 with twistlocks, telescopic corner pieces hung on springs and a light panel, called lateral lift attachment in the operator's manual (series 2) and side lift attachment in the maintenance manual (series 1).

Twistlock

The locking pin of a container attachment; the maintenance manual (series 1) checks the side lift twistlocks for cracks every other year or every 5000 hours and replaces them after 10,000 operating hours.

ALIGNMENT lamp

The lamp of the Gantry top lift that lights only when all four contact pins are pressed in on the container, the condition for locking the twist-locks, according to the 2001 technical handbook.

Wet disc brakes

The oil-cooled, fully sealed service brakes on the drive wheels of the DCD 200-300, in a single hydraulic circuit, according to the operator's manual (series 2), with the steering axle unbraked in the maintenance manual (series 1).

Pre-charge

The nitrogen pressure of a brake accumulator: 100 bar in the technical handbook (series 3), 70 or 100 bar by size in the maintenance manual (series 1) and 70 bar in the 1997 handbook.

Emergency brake

The parking brake used to stop the machine in an emergency, after which its linings are checked or changed by the rule of each manual, after two brakings in the 1997 handbook.

Pressure plate

The plate on each DCD 200-300 stamped with its main hydraulic pressures, from brake and accumulator pressures to lift pressure, unique to the machine, according to the maintenance manual (series 1).

Lubrizol additive

The additive mixed into the hydraulic oil, at 3% in the operator's manual (series 2) and the maintenance manual (series 1) and at 6% in the 1997 and 2001 handbooks.

KCS

Kalmar Control System: the optional control units for general functions, load handling, gearbox and engine, linked to a display unit by a redundant CAN bus, according to the technical handbook (series 3).

Error code levels

The three levels of KCS error codes, Stop, Warning and Information, each shown with its symbol and a steady red indicator, according to the operator's manual (series 2) and the maintenance manual (series 1).

Limp-home

Protective mode of the TE17000 transmission control unit, shown as LH, that puts the transmission in neutral and then allows only the first two gears, according to the maintenance manual (series 1).

Service position

The state of the machine for maintenance: parking brake applied, forks and lifting carriage lowered, engine off and battery disconnect switch open, according to the maintenance manual (series 1).

Stall speed

Engine speed with the torque converter stalled: 1990 ± 50 r/min in the technical handbook (series 3), never for more than 30 seconds, and 1914 or 1879 rpm for the TE17000 in the maintenance manual (series 1).

Periodic supervision

The service at 200, 600 and 1000 operating hours in the technical handbook (series 3) and the 1997 and 2001 handbooks, where the maintenance manual (series 1) has a service every 500 hours.

Spirit Delta

The closed cab of the DCD 200-300, built on a structural frame to withstand falling loads, with a filtered air inlet and heating or air conditioning, according to the operator's manual (series 2).

Sliding plates

ROBALON plastic plates on which the mast and fork carriage of the high-lifting empty container DCD 180-250 run instead of support rollers, 12 in each, according to the 1997 technical handbook.

Speed monitor

The device of the electric gear change that blocks gear changing above 3 km/h, read from the propeller shaft speed in the 1997 handbook and also described in the 2001 handbook.

Particle filter

The filter of the extra exhaust cleaning device, 400 V and 13.5 kW, cleaned of fuel and lubricant residue every year or every 1500 hours, according to the maintenance manual (series 1).

How to: checks from the maintenance manual

The four checks below follow the maintenance manual (series 1) and the technical handbook (series 3) of the DCD 200-300 step by step, and the manual of the specific machine prevails, as HIT SRL's technical desk reads it.

How to check the brake accumulators of the DCD 200-300

The accumulator check of the maintenance manual (series 1) counts the brake applications available with the engine switched off, as set out in the HIT SRL technical cards.

1. Let the engine idle until the accumulators are charged, according to the manufacturer's maintenance manual.
2. Switch the engine off with the starter key, according to the manufacturer's maintenance manual.
3. Press the brake pedal repeatedly and count the applications until the low brake pressure error code appears, according to the manufacturer's maintenance manual.
4. Expect at least 8 applications; if the code appears sooner, the accumulator is faulty and needs further investigation, according to the manufacturer's maintenance manual.

How to check the hydraulic pressures of the DCD 200-300

The pressure check of the maintenance manual (series 1) compares the measured pressures with the pressure plate of the machine, as logged by the HIT SRL technical desk.

1. Bring the hydraulic oil to about 50 °C, according to the manufacturer's maintenance manual.
2. Read the accumulator charging pressure when charging switches over to brake cooling, and check that recharging restarts at about 13.5 MPa, according to the manufacturer's maintenance manual.
3. Hold steering, lift and tilt, side shift and spreading at their end positions and read each pressure at about 1100 rpm and again at about 1800 rpm, according to the manufacturer's maintenance manual.
4. Accept no more than ±1.0 MPa between the two readings and compare the values with the pressure plate, according to the manufacturer's maintenance manual.

How to adjust the steering axle wheel bearings of the DCD 200-300

The bearing adjustment of the maintenance manual (series 1) aims at no play and a set friction torque, with the same procedure on the DCD 200-250 and DCD 280-300, as recorded by the HIT SRL technical desk.

1. Oil the thread of the bearing nut with SAE 80W/140, according to the manufacturer's maintenance manual.
2. Tighten the bearing nut while turning the hub, and repeat after at least 10 hub revolutions until the nut no longer moves, according to the manufacturer's maintenance manual.
3. Aim at no play and a friction torque of about 19 Nm, then tighten the lock nut to at least 250 Nm, according to the manufacturer's maintenance manual.
4. Check the bearing preload first after 1000 hours and then every 2000 hours, according to the manufacturer's maintenance manual.

How to check the lifting chains and forks of the DCD 200-300

The chain and fork checks of the technical handbook (series 3) and the maintenance manual (series 1) measure chain extension, fork wear and the gap under the forks, the HIT SRL technical desk notes.

1. Clean the chains along their whole length and check them with no load on the forks, according to the manufacturer's maintenance manual.
2. Measure the extension over the 25 links that run most often over the sprocket and replace the whole chain beyond 3%, according to the manufacturer's maintenance manual.
3. Measure fork wear 150 mm from the heel, where it must stay within 10% of the original dimension with no visible crack, according to the manufacturer's maintenance manual.
4. With the mast vertical and the carriage fully lowered, set 10-20 mm between forks and ground by adjusting both chains equally, according to the manufacturer's maintenance manual.

Spare parts

HIT SRL supplies genuine, OEM and aftermarket spare parts for Kalmar port equipment, including the DCD 180-250, DCD 200-300 and DCD 280-500 heavy forklift trucks and the related DCD 90-180, as an independent distributor that is not an official representative, affiliate or agent of the manufacturer. For availability, see the Kalmar spare parts page or send the machine model and serial number through the contact page.

Technical cards by system

HIT SRL technical cards, one fact per card, each with its source, HIT ref and fingerprint stated in the text:

• Identification and history (18 cards)
• Engine and power (26 cards)
• Transmission, axles and wheels (29 cards)
• Brakes and steering (15 cards)
• Hydraulics (15 cards)
• Mast, forks, attachments and cab (18 cards)
• Electrical and control (12 cards)
• Maintenance intervals (28 cards)
• Safety and interlocks (34 cards)
• Troubleshooting and error codes (18 cards)
• Related models and comparisons (25 cards)
• Related models: safety and service (23 cards)