In the case of used models, the local market will dictate the price based on supply and demand. Some special offers and deals may only be regional, in the case of new forklifts. Where in the country you live has a significant impact on the pricing. At this point, you may find:Īs with any other type of heavy machinery, multiple factors will affect the Hyster forklift pricing. Prices this high are rare.Ī more realistic high end of the price range is around $200,000 to $250,000. This is among the most expensive listings you will see for a used Hyster forklift, and it is largely due to the low use and high capacity, combined with the pneumatic tires and other features. More Recent Used Models – Up to $400,000Īt the higher end of the price range, consider a 2008 Hyster Pneumatic Tire Forklift with a capacity of 105,000 pounds, for $395,000. If you stick to around this year or earlier, you can easily find more Hyster forklifts for under $10,000. The slightly newer H50XM Hyster Diesel forklift from 2002 with a load capacity of 5,000 pounds and diesel power is just a little more expensive, typically $8,000 to $10,000. The E80XL Hyster Forklift from 1998 shows that this heavy equipment is made to last, as it still costs $7,000 to $8,000, with its 7,000 to 9,000 load capacity. Its like once the fluid pressure that holds the spool head forward in relation to the inching spool is released by depressing the inching pedal, it doesn't return the spool backwards when released- its just goes back in and hits the stop on the backside of the spool head.For a better idea of the Hyster forklift pricing, explore the average price for some of the more common models. When assembled this way though, the inching pedal returns to press the spool back into the valve body, but doesn't seem to now press the spool backwards to a position to return pressure back to the clutch circuit. Here's what I need to know- i remade a bolt, and I believe it goes in the position shown in the pic, between the front of the inching spool, and the back of the spool head. Which meant the brakes engaged- so they disconnected those. This allowed the spool to travel all the way forward, and the trans to engage only when the inching spool was depressed. The cut the stop bolt that goes through the top of the valve body into the inching spool. While I was away, one the guys tried to "fix" the lift. as well as a short in the electrical solenoid wiring, a bad ignition switch, or goo in the solenoid. Residual pressure in the brake circuit will do it too. Setting the handbrake disengages the drive.Īny one or more of these, or something plugging the Monotrol pedal, will cause it to exhibit problems. Pressing on the OTHER brake pedal, disengages the drive altogether. The function of the mechanical link, is to dump the transmission's clutch pack pressures anytime you're pressing down on ONE of the footpedals.Ĭoncept is simple: Pressing on ONE of the brake pedals will allow a certain amount of brake force to exist, WHILE the transmission/converter is pushing against a load. The function of the small brake line, is to dump the transmission's clutch pack pressures anytime the hydraulic brakes are above about 60psi or so. The function of the solenoid, is to dump the transmission's clutch pack pressures anytime the handbrake is set. and on the far left is a goofy little rod/ball linkage that goes to a bellcrank coming out of the same area of that solenoid. There's also a small tube with a flare fitting on it, follow that tube and it PROBABLY goes down to the brake line. on your transmission, a few inches aft of the steering valve, is a nice pretty solenoid, with a YELLOW wire coming off of it. Now, the Monotrol is basically just a single planetary transmisson behind a torque converter, and the transmission has only a Forward and Reverse function as controlled by the Monotrol pedal. Press on the RIGHT side, the REVERSE circuit is pressurized, and pushing further opens the throttle. and as you press further, the whole throttle pedal swings, opening the engine's throttle. See 'em down at the bottom of the pedal? So, when you push down on the LEFT side of the pedal, the FORWARD circuit is pressurized. In that 'flip' linkage, is a tiny hydraulic valve that shuttles incoming hydraulic pressure from one of the three hoses to either one, or the other returning. Underneath the pedal is a pivot, so that the face of the pedal can 'flip' one way, or the other. The monotrol pedal has a right and left side. I have an H50H of very similar vintage, albeit with a Ford Industrial 192 four-cylinder, larger diameter pneumatic tires, and only one brake pedal, but I have Monotrol, and can tell you enough so that you can troubleshoot the issue. Click to expand.Hell, what you REALLY need to know, is that this is a Monotrol transmission, and the basics of how it works, and why.
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