Good point....this discussion has been hijacked a couple of times and off topic several more. We will now close it, with thanks and look for your contributions and discussions in new topic areas. Cheers from Admin

Seeing as the original thread was dormant since Nov 2007 till someone spammed it back to life I thought it had already gone of topic?

Anyway, last post from me.

not trying to be a killjoy here but shouldn't these things be discussed in a related thread?
i think the discussion is wandering off topic just a bit ;o)

E127 = Communications error between steering processor
and master processor.

This error can be triggered by static electricity, do the trucks have static straps / chains fitted?

The other thing to look at is the maxi fuses on both the hydraulic & traction frequency convertors, if the fuses look at all black / burnt replace them! Dodgy fuses cause all sorts of CAN BUS issue's on the older BT machines.

The last 50 x E fault codes should be stored in the fault memory along with the hour meter reading the fault happened, not sure if the time & date are also stored, been ages since I used the dash to view error's on one.

As for parameters, there are a lot of unused one's on the card as different BT truck's of that era used the same basic card with different software packages squirted in, in fact I've just looked & there is only 31 parameters listed in total for the Freflex BUT the numbers are NOT in sequential order, there are some gaps.

Slight Hijack on the way here, but.. :)

Apart of the handling issues, and innate idiosyncrasies, some of which may or may not be allieviated by the 40 or so operator settings the manual doesn't list...

It's the Errors being thrown when exiting the forklift once it start to get a bit cold. Apart from once when it gave a speciffic hydraulics controller error that I saw. It's just general electronics errors which doesn't tell a whole lot, most often E127. One even throws it when you are just lowering the forks.

I tried to reproduce it to our regular fixer, but of course it then refused to behave in that manner, the last couple of days of -5c outdoors temp, it's pretty much every time you leave the seat. While the fork lowering thing is a bit more random.

Lastly, not a big issue, but we really need to find a good lube for the ridicilous fork sliding mechanism. Those huge tubes need a lot of lube, and dries out all the time, making overextention of the spring mechanism likely.. at one time the thing seized on one truck (I seem to be the only one that takes note of how the trucks behave, until the point something breaks..)

The mast reach being slow / slamming in to the end stops is normally the hydraulic pump.

Attach a hydraulic pressure gauge to the test port, reach out & stall the hydraulics, if the pressure gauge is reading 130 bar or less the pump is faulty.

What other specific faults are you having with your Freflex's?

unfortunatly..

Apparently they were more than half the price of a new sichelschmidt of the same type which we had..

which sort of is surprising since they seem more finnicky to build and such.. although it's cheap quality. of the 4 we have. 2 had to have their masts remounted, all of them are throwing Electronic errors once the temp starts going below 0c outside. 3 of them have lost the pushmast accelleration, working only partially and when the machine feels for it, often towards the end of travel resulting in a lot of slamming. (Toyota MH has no clue how to fix it) Too low torque, changing directions 90' often involves some weird jerking. Electronic hydraulic controls *** (In general). And the oldest have started slipping on the control wheel, almost as it's not properly attached, once you stop turning (it turns on its own while you travel)

Hours: 350ish x2 550 and 800

I do think the savings on this buy has or very soon will, be lost to servicing and lost productiontime (slow masts, and slow travel)


Having a rudimentary weighing function is kind of nice though.

Shock horror, someone actually admits to having a BT Freflex.

We got large amounts of that dust as well. an most of our solid tires are sort of beige/orange (muted colour vision) but all Electric. we only have 3 Dieseles, non of which runs much indoor, at most some short trips inside to pick up or drop of certain goods. so as mentioned (Old tread, but anywho) by L1ftmech, in good detail, it's a large combination of factors. LPG, ran only a short amount of time would have little to no impact on the dust levels.

we got 8 4-ways in the 2.5t class(sichel and BT) and 2 3t combilifts doing the main inddor runnings for up to 13 hours a day. and I'd say anything within head height gets a dust covering in 2 months time if it's not moving. Even timber packets placed on top at 6meters height will get quite the dustcovering if it's allowed to lie there for a few months (solid wood flooring in particular, as the movement of that product is rather in leaps and bounds)

Even kicking out the customers when we went full distribution unit a year back hasn't really helped. I thought getting rid of all those cars and trailers running through our storage would help, but to me it still pretty dang dusty, seems less on the floor though.... I suspect cars brought in heavier dust particles, particularly when it was wet.

I am a bit surprised that there has been very little mention of how much properly used side-shift attachments can reduce the tire dust.

Lets not forget about them little pesty spiders that love whse ceilings and walls. I have a customer that has to have their walls and overheads cleaned once a year. But as mentioned already it is a combination of things and not just one.

RayTech mentioned cardboard and he is spot on about it being a major player, but there are other significant ingredients too.
It is a mix of many things blended together dynamically by the machinations of the equipment.
Cardboard boxes and separator sheets , wooden or composite pallets....all shed tiny bits of material when brushed against surfaces such as a concrete floor, or when rubbed against other units of the same material. The rubbing or brushing action often imparts a static charge into these tiny filaments or dust motes which can make them attractive to each other, and to other airborne dust and particles.
The more a pallet or box gets scrubbed across the floor, or dragged against a neighboring box or pallet, the greater the amount of material will be removed from it in the form of these microscopic "shavings".
Then you have the dynamic of the forklift tires themselves doing their part to create the ubiquitous black dust so prevalent in warehouse and freight dock venues.
The tires shed material constantly even when under the control of a careful and conscientious operator (quite a rare bird if I might add) simply by erasing itself when the tire contact patch flexes against the floor as the tire rolls. Jack rabbit starts and nose dive braking increase the loss of tire rubber.
Having to do a lot of steering to navigate around obstacles increases the loss of rubber on steer axle tires.

Toss in a few small chips of wood from pallets or shreds of cardboard/paper/other at random spots on the floor in the traffic lanes for the forklifts to pulverize and you have quite a lot of fine particulate matter work with.

Now, drive the forklifts back and forth across all this stuff so that the pressure of the tires further grinds it to a powder-like consistency and imparts a carbon black color to it (from the tire material).
Keep the stuff stirred up and airborne as much as possible with the passage of forklifts and it will settle on objects everywhere in the area/building.
A small operation with a limited number of electric trucks may not generate a lot of this "product", but a large, 24/7 operation with a lot of ICE powered trucks will actually generate a great volume of it in a day's time.

We run 90+ ICE trucks 24/7 and I estimate (loose calculation based on what I see collected by our sweeper) we generate around 20 to 30 gallons volume of this dry material DAILY. It may be greater than that in reality but I can often clean nearly a quart volume of dust out of the dust filter on our Tennant 6600 sweeper in just a single "shaking" of the filter.
We run the sweeper around 20 hours a day on average, and the operators are supposed to shake the filter at about 6 to 10 minute intervals.

Our propane instructor mentioned how misunderstood LPG is.
It`s blamed on everything that goes wrong with LPG trucks...from a flat tire to a burned out spotlight!
I see all electric trucks in warehouses that get covered in black dust so bad that they short out!
i see some trucks in the same warehouse get real dirty in 1 month, while other same type trucks in a different area stay clean 3 months!
cardboard is a major reason. Tires spun on dockplates. get an emmision test for those trucks at the very least for the health of your employees!

i see this dark colored dust in just about every wareshouse i've ever been in that isn't very well ventilated. it gets on the racks and on top of just about everything if the place isn't kept clean on a regular basis.
it is a combination of forklift traffic and dock doors opening and closing letting in air borne dust in from the outside. Dust stirring up from inside trailers at the dock doors, etc etc. And yes even the tires can leave a residue on the floor even if the operator doesnt spin the tires. And of course in some cases if the lift truck is not tuned up properly it will emmit a carbon dust from unburnt fuel (in alot of cases you dont even see it but its there) if you have electric trucks then rule this factor out.

a good air ventilation system and regular house cleaning can help keep this down to a minimum ;o)

HELLO, CHOOSE A CNHTCs trucks?