Thanks for the info Bagwan.

My engine has been bored out.020 so I will use the oversize gasket used in the 192.

Do you know which holes were blocked off to help with over heating?

I have noticed some gaskets have 3 small holes between the bores and others dont. Other than that they are exactly the same. Which is the correct choice?
Thanks

mac f After reading all the comments in replies , It appears to be a very simple answer you were looking for , but the replies got confused. Perhaps I can enlighten those as to the Australian situation. The Hyster H30-40-50-60H with the Ford 172 engine initially , assembled ( built ) in Australia was designated DOO3S.
D was the series of the forklift ,with the Ford engine. 3 was the pneumatic tyred group
which included the earlier A3 ( YE40- HE50 ) with the Continental F162 engine and B3 ( H30-40-50-60F ) with the Continental G193 engine. S was the letter identifying the city where it was built ( Sydney
Australia ) The Ford 172 was superseded by the Ford 192. The 172 being of 3.9 inch bore and the 192 of 4.13 bore. The engines were identical except for pistons and rings although it would pay to use the 192 head gasket if overboring the 172, which can be bored to the maximum of 4.13 +.020 the same max. as the 192.
Early problems occurred with overheating , which resulted in a new head gasket being produced that blocks off two coolant ports between the head and block.
Back to the model numbers , The H-H series E3S was also built in Sydney.
Likewise the H50-60J was also built in Sydney with the 181 Chev as in the earlier H-H E3S.
The Brazilian machines H40-50K and then the H55N which were imported into Australia by Hyster were E3Y with the Y designating SAO PAOLO Brazil as the build location and fitted with a 151 Chev.

The reason mainly for any excessive oil build up in the bell housing is normally due to scavange scoop problems , such as out of adjustment or broken , very rarely does the hose give problems unless it gets kinked or blocked.

You also might want to open the break line to collapse the wheel cylinder

Maybe try a little penetrant spray and then take a long steel shaft coming from the other side of the forklift to hit the drum on the backside, rotate some, hit again, etc..

Hi guys can anyone tell me if there are any tricks to remove front brake drums mine are stuck pretty good on my challenger 50 with the ford petrol motor cheers Mark

Yeah, **** strange. There are two plates, one is the spec plate next to the seat, the second is almost under the dash at the base of what could be termed the A pillar. Its the latter plate that has the site of manufacture as Brazil.

well mac i cant explain that brazil thing
just going on what the manual says
i looked in the americas and europe both and they are identical
when it explains the serial number breakdown
it could be outdated material

Thanks for all the info

The spec plate has the same numbers as the ones stamped on the right hand side of the fork body under the engine cowl.

You say that the fork was an Australian model but the plate says it was made in Brazil!

I have to say that it may be old but there are no oil leaks, except from the sump plug. It flies from one side of the warehouse to the other and has pretty good torque carrying 6 barrels of wine, each 400L, up a moderate incline.

You mentioned that the bell housing has a tendency to fill with oil. What is the reason for this? Is there a seal that breaks? Pressure differential pushing oil in?

The engine blows no smoke and leaks no oil and only has 8500 hours on the clock.......just run in!

Thanks for all the insights.

yeah michael, now that you mention that i seem to remember running across this issue a while back. You mentioning this sparked my memory of that situation. Thanks

under that D003 breakdown its showing either a ford 4-172 or a diesel perkins 4.203.
Well we already established its not a diesel so its a ford 4-172

As for the adjustments for points, valves and plugs? Looks pretty standard for a 4 cylinder ford engine (google that year engine and you can find all of the spec's for it)
points 0.025
plugs 0.028-0.031
valves 0.014-0.016 (hot)

jplayer, as information for you, the serial numbers on many of the older Hysters that were like this one, were stamped as D3 but were actually the D003. No one could tell me why they didn't stamp the whole number. Most all the numbers that are like D3 or something similar, require the inserting of the two zeros between the letter and the number.

Old Hyster forklifts never seem to go away, they just keep leaking more and more :-)

H50F Continental G193
H50H-D3 Ford 172 or 192, your's should have a 192
H50H-E3 GM181
H50J GM181

I believe H refers to ford engine, while J refers to GMC motor, and while I've worked on the h50? I dont remember what the continental designation was. Either way, if its aford motor w/ the malory of ford dist. Its best used to keep the queen mary from moving during tidal changes.

i tried looking up the serial number you posted in hypass and it comes up as not a good number, it designates the prefix as D003
If you look on the right hand side of the hood area on the frame the serial number should be stamped into the frame there, just verify that it is the same as what is printed on the dataplate.

Based on the information i can get by looking up the service information by model number this is what i determined (and ironically it shows the serial number breakdown as D3 prefix in it's example) go figure.

But anyhow if the information is accurate
D3S-3268A
D3 = Design Series H40H thru H60H
S = Mfg'd in Australia Plant
3268 = this truck is the 3268th truck built in this series
A = designates the year of mfg

now as for the year the manual indicates it as a 1957 year of mfg which we can probably rule out, and the ending letter Z designates the last year in this run at 1979. So effectively the letters start over at A and the next year is 1980. So A could very well mean this IS a 1980 model.

verifying the serial number by whats stamped on the frame would help alot, also can you describe what engine is in this unit? As you said, the distributor has a oiler port? with a flip cap on it? This makes me wonder because i havnt seen one of those in 30yrs so i do have my questions about the year model.
I doubt it is a 57 model but based on that oiler on the distributor and the engine which would most likely be a Ford 4-203 engine? I have seen some continental engines in those older lifts too. Verifying this could prove most helpful in determining the right year as well.

Mac, just for your info. there is an inherent issue w/ those trucks. The problem w/ the oil in the bell housing (auto trans), at times didn't drain enough. This caused a giant whirile pool in the bell bogging down the engine. The greatest tune up couldn't get the machine any quicker. If you drain the bell of the extra, you'll see the difference in engine performance, at least until it fills again.

Thanks for that, I was told that you could tell the difference between the Mallory and the later distributor from the fact that the mallory has an oiler with a little flip top lid to oil the shaft. Is this true?

Do you know what the points gaps are for both?And what the timing is meant to be?

Thanks

The points for a Mallory mount by sliding them over a shaft and have 1 screw holding them down. The other distributor has points that are held in by 2 screws.

It is a ford engine but they came out with two types of dizys. One a mallory with an external oiler and another brand. I may have the makes mixed up!!!! It looks like it was a pertol originally and then converted to gas.

The H50H I service has a Ford 4 cyl engine. I assume the dist. is Ford. The gap for the plugs & points is.025 (propane). Not sure of the valve gap