Zx50u-2 Tekn - K Man. T1m9-E-00 (Zx40u-2,50u-2)

Manual No.
: KM-1M9-E
Vol. No. : T1M9-E-00
40U-2 50U-2 Excavator Technical Manual

Technical Manual
40U-2
50U-2
Excavator
Service Manual (Manual No. KM-1M9-E) consists of the following two separate volumes;
Technical Manual : Vol. No. T1M9-E
Workshop Manual : Vol. No. W1M9-E
PRINTED IN SINGAPORE (PS) 2004.10
Zaxis40U-2/50U-2-TM 1 13/10/04, 15:09

INTRODUCTION
TO THE READER
This manual is written for an experienced technician If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this machine. manual, please contact using Service Manual
Revision Request Form at the end of this man-
Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Machinery Co. Ltd.
TEL: 81-298-32-7173
FAX: 81-298-31-1162
ADDITIONAL REFERENCES
Please refer to the materials listed below in addition Operation Manual of the Engine
to this manual. Parts Catalog of the Engine
Hitachi Training Material
The Operators Manual
The Parts Catalog
MANUAL COMPOSITION
This manual consists of two portions:

the Technical Manual and the Workshop Manual.
Use the manuals according to purpose.
Information included in the Technical Manual: Information included in the Workshop Manual:
technical information needed for redelivery and technical information needed for maintenance
delivery, operation and activation of all devices and repair of the machine, tools and devices
and systems, operational performance tests, and needed for maintenance and repair, maintenance
troubleshooting procedures. standards, and removal/installation and assem-
ble/disassemble procedures.
PAGE NUMBER
Each page has a number, located on the center
lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual W: Workshop Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE
NOTATIONS
In this manual, the following safety alert symbol and CAUTION:
signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of machine damage. could, if not avoided, result in personal injury or
death.
This is the safety alert symbol. When you see this
symbol, be alert to the potential for personal injury. IMPORTANT:
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention
to component/part weights.
To avoid injury and damage, be sure to use appropri- NOTE:
ate lifting techniques and equipment when lifting Indicates supplementary technical information or
heavy parts. know-how.
UNITS USED
SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm2, 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature C F C1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
Force N kgf 0.10197 min-1 rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque Nm kgfm 1.0197 mL/rev cc/rev 1.0
Nm lbfft 0.7375
IN-02
SAFETY
RECOGNIZE SAFETY INFORMATION
These are the SAFETY ALERT SYMBOLS.
When you see these symbols on your machine or in

this manual, be alert to the potential for personal in-
jury.
Follow recommended precautions and safe operating
practices.
SA-688
UNDERSTAND SIGNAL WORDS
On machine safety signs, signal words designating the

degree or level of hazard - DANGER, WARNING, or
CAUTION - are used with the safety alert symbol.
DANGER indicates an imminently hazardous situation

which, if not avoided, will result in death or serious in-
jury.
WARNING indicates a potentially hazardous situation
which, if not avoided, could result in death or serious
injury.
CAUTION indicates a potentially hazardous situation
which, if not avoided, may result in minor or moderate
injury.
DANGER or WARNING safety signs are located
near specific hazards. General precautions are listed
on CAUTION safety signs.
Some safety signs dont use any of the designated
signal words above after the safety alert symbol are
occasionally used on this machine.
CAUTION also calls attention to safety messages in this SA-1223
manual.
To avoid confusing machine protection with personal

safety messages, a signal word IMPORTANT indicates a
situation which, if not avoided, could result in damage to
the machine.
NOTE indicates an additional explanation for an

element of information.
SA-1
SAFETY
FOLLOW SAFETY INSTRUCTIONS
Carefully read and follow all safety signs on the machine

as well as all safety messages in this manual.
Safety signs must be installed, maintained and replaced
if damaged.
If a safety sign or this manual is damaged or missing,
order a replacement from your nearest Hitachi dealer
in the same way you order other replacement parts
(be sure to state machine model and serial number
when ordering).
Allow only properly trained, qualified, authorized per-
SA-003
sonnel to operate the machine.
Learn how to correctly operate and service the machine.
Keep your machine in proper working condition.
Always operate the machine within the specification.
Unauthorized modifications of the machine may impair
the functions and/or safety and affect machine life and
the warranty will become void.
The safety messages in this SAFETY chapter are in-
tended to illustrate basic safety procedures of machines.
However it is impossible for these safety messages to
cover every possible hazardous situation you may en-
counter. If you have any questions concerning safety,
you should first consult your supervisor and/or your
nearest Hitachi dealer before operating or performing
maintenance work on the machine.
PREPARE FOR EMERGENCIES
Be prepared if a fire starts or if an accident occurs.
Keep a first aid kit and fire extinguisher on hand.

Thoroughly read and understand the label attached on
the fire extinguisher and use it properly.
To ensure that a fire-extinguisher can be always used
when necessary, check and service the
fire-extinguisher at the recommended intervals as
specified in the fire-extinguisher manual.
Establish emergency procedure guidelines to cope
with any fire or accidents which may occur. SA-437
Keep emergency numbers for doctors, ambulance

service, hospitals, and fire department posted near
your telephone.
SA-2
SAFETY
WEAR PROTECTIVE CLOTHING
Wear close fitting clothing and safety equipment appro-

priate to the job.
You may need:

A hard hat
Safety belt
Safety shoes
Safety glasses, goggles, or face shield
Heavy gloves
Hearing protection
Reflective clothing
Wet weather gear SA-438
Respirator or filter mask.

Be sure to wear the correct equipment and clothing
for the job. Do not take any chances.
Avoid wearing loose clothing, jewelry, or other items

that can catch on control levers or other parts of the
machine.
Operating equipment safely requires the full attention of
the operator.
Do not wear radio or music headphones while oper-

ating the machine.
PROTECT AGAINST NOISE
Prolonged exposure to loud noise can cause impairment

or loss of hearing.
Wear a suitable hearing protective device such as

earmuffs or earplugs to protect against objectionable
or uncomfortably loud noises.
SA-434
INSPECT MACHINE DAILY
If any abnormality is found, be sure to repair it immedi-

ately before operating the machine.
In the walk-around inspection, be sure to cover all

points described in the PRE-START INSPECTION
chapter in the operators manual.
SA-435
SA-3
SAFETY
TIDY UP INSIDE CAB
Always keep inside the cab clean by observing instruc-

tions below, to prevent any personal accidents from oc-
curring.
Remove mud and/or oily material from the shoe soles
before entering the cab. If pedals are operated without
removing mud or oily matter, the foot may slip off the
pedal, possibly creating a hazardous situation.
Do not leave parts and/or tools around the operators
seat.
Do not keep a transparent water bottle in the cab. The
transparent water bottle may concentrate the sun light
like a lens, possibly causing a fire.
Do not wear radio or music headphones and do not use
a cell phone while traveling or operating the machine.
Never allow hazardous materials such as combustible
and/or explosive material in the cab.
Do not leave a lighter in the cab. If the temperature in the
cab increases, the lighter may explode.
USE HANDHOLDS AND STEPS
Falling is one of the major causes of personal injury.
When you get on and off the machine, always face the
machine.
Maintain a three-point contact with the steps and
handrails.
Do not use any controls as handholds.
Never jump on or off the machine. Never mount or
dismount a moving machine.
In case adhered slippery material such as oil, grease,
or mud is present on steps, handrails, or platforms, SA-439
thoroughly remove such material.
SA-4
SAFETY
ADJUST THE OPERATOR'S SEAT
A poorly adjusted seat for either the operator or for the

work at hand may quickly fatigue the operator leading to
mis-operation of the machine.
The seat should be adjusted whenever the operator

for the machine changes.
The operator should be able to fully depress the ped-
als and to correctly operate the control levers with his
back firmly against the seat back.
If not, readjust the seat forward or backward, and
check again. SA-378
FASTEN YOUR SEAT BELT
If the machine should overturn, the operator may be-

come injured and/or thrown from the cab. Additionally
the operator may be crushed by the overturning machine,
resulting in serious injury or death.
Be sure to remain seated with the seat belt securely

fastened whenever operating the machine.
Prior to operating the machine, thoroughly examine
webbing, buckle and attaching hardware. If any item is
damaged or worn, replace the seat belt or component
before operating the machine. Replace the seat belt at
least once every 3 years regardless of appearance SA-237
SA-5
SAFETY
MOVE AND OPERATE MACHINE SAFELY
Always be aware that there is a potential danger around

the machine while operating the machine.
Take extra care not to run over bystanders. Confirm

the location of bystanders before moving, swinging, or
operating the machine.
Always keep the travel alarm and horn in working
condition (if equipped).
Before starting to move or operate the machine, sound
the travel alarm and horn to alert bystanders.
Use a signal person when moving, swinging, or oper- SA-1291
ating the machine in congested areas. Locate the

signal person so that the operator can always witness
the signal person.
Coordinate the meanings of all safety signs, hand
signals and marks before starting the machine. Ap-
point a person who is responsible to make a signal
and/or guidance.
Never allow any persons or obstacles to enter the
machine operation areas.
Use appropriate illuminations.
SA-6
SAFETY
OPERATE ONLY FROM OPERATOR'S SEAT
Inappropriate engine starting procedures may cause the

machine to runaway, possibly resulting in serious injury
or death.
Start the engine only when seated in the operator's

seat.
NEVER start the engine while standing on the tracks
or on ground.
Do not start engine by shorting across starter termi-
nals. A hazardous situation may be created and/or
possible damage to the machine may result. SA-444
Before starting the engine, confirm that all control lev-

ers are in neutral.
JUMP STARTING
Failure to follow correct jump starting procedures could

result in a battery explosion or a runaway machine.
If the engine must be jump started, be sure to follow

the instructions shown in the OPERATING THE EN-
GINE chapter.
The operator must be seated in the operators seat so
that the machine will be under control when the engine
starts. Jump starting is a two-person operation.
Never use a frozen battery.
SA-032
Failure to follow correct jump starting procedures
could result in a battery explosion or a runaway ma-
chine.
KEEP RIDERS OFF MACHINE
Riders on machine are subject to injury such as being

struck by foreign objects and being thrown off the
machine.
Riders also obstruct the operators view, resulting in

the machine being operated in an unsafe manner.
Only allow the operator is allowed on the machine.
Keep riders off.
SA-1292
SA-7
SAFETY
INVESTIGATE JOB SITE BEFOREHAND
When working at the edge of an excavation or on a road

shoulder, the machine could tip over due to collapse of
the ground, possibly resulting in serious injury or death.
Investigate the configuration and ground conditions of

the job site beforehand to prevent the machine from
falling and to prevent the ground, stockpiles, or banks
from collapsing.
Make a work plan. Use machines appropriate to the
work and job site.
Reinforce ground, edges, and road shoulders as
necessary. Keep the machine well back from the
edges of excavations and road shoulders.
When working on an incline or on a road shoulder, SA-1293
employ a signal person as required.

Never allow bystanders to enter the working area such
as swing radius or traveling range.
Confirm that your machine is equipped a FOPS cab
before working in areas where the possibility of falling
stones or debris exist.
When the footing is weak, reinforce the ground before
starting work.
When working on frozen ground, be extremely alert.
As ambient temperatures rise, footing may become
loose and slippery.
When operating the machine near open flame, sparks,
and/or dead grass, a fire may easily break out. Use
special care not to cause a fire.
SA-8
SAFETY
PROVIDE SIGNALS FOR JOBS INVOLVING
MULTIPLE NUMBERS OF MACHINES
In case more than one machine is operated in the same

job site, accidental collision between machines may
cause serious injury or death.
For jobs involving multiple numbers of machines, provide

signals commonly known by all personnel involved. Also,
appoint a signal person to coordinate the job site. Make
sure that all personnel obey the signal persons direc-
tions.
SA-481
CONFIRM DIRECTION OF MACHINE TO BE

DRIVEN
Incorrect travel pedal/lever operation may result in seri-

ous injury death.
Before driving the machine, confirm the position of the

undercarriage in relation to the operators position.
If the travel motors are located towards the front of the
cab, the machine will move in the reverse direction
when travel pedals/levers are operated.
SA-1294
SA-9
SAFETY
DRIVE MACHINE SAFELY
Driving the machine in the incorrect direction may result

in serious injury or death and/or severe damage to
property.
Before moving the machine, confirm which way to A

move travel pedals/levers for the corresponding di-
rection you wish to travel.
Avoid passing over any obstructions. Failure to do so

may cause soil, rock fragments and/or metal pieces to
be scatter around the machine. Keep bystanders away SA-1295
from the machine.

Traveling on a grade may cause the machine to slip or to
overturn, possibly resulting in serious injury or death.
When traveling up or down a grade, keep the bucket in

the direction of travel, approximately 200 to 300 mm (8
to 12 in) (A) above the ground so that lowering the
bucket onto the ground can quickly stop the machine.
If machine starts to skid or becomes unstable, lower
the bucket immediately.
Traveling across the face of slope or steering on a A

slope may cause the machine to skid or to turnover. If SA-1296
the direction must be changed on a slope, first move

the machine to level ground, then, change the travel-
ing direction to ensure safe operation.
SA-441
SA-442
SA-10
SAFETY
AVOID INJURY FROM ROLLAWAY
ACCIDENTS
Death or serious injury may result if you attempt to

mount or try to bodily stop a moving machine.
Park the machine in compliance with the safe parking

procedures described on page S-15 to prevent the
machine from running away.
Block both tracks and lower the bucket to the ground,

thrust the bucket teeth into the ground if you must park
on a grade.
Park a reasonable distance from other machines.
SA-1297
SA-11
SAFETY
AVOID INJURY FROM BACK-OVER AND
SWING ACCIDENTS
If any person is present near the machine when backing

or swinging the upperstructure, the machine may hit or
run over that person, resulting in serious injury or death.
To avoid back-over and swing accidents:

Always look around BEFORE YOU BACK UP AND
SWING THE MACHINE. BE SURE THAT ALL
BYSTANDERS ARE CLEAR.
Keep the travel alarm in working condition (if
equipped). SA-383
ALWAYS BE ALERT FOR BYSTANDERS MOVING
INTO THE WORK AREA. USE THE HORN OR
OTHER SIGNAL TO WARN BYSTANDERS BEFORE
MOVING MACHINE.
USE A SIGNAL PERSON WHEN BACKING UP IF
YOUR VIEW IS OBSTRUCTED. ALWAYS KEEP THE
SIGNAL PERSON IN VIEW.
Use hand signals, which conform to your local
regulations, when work conditions require a signal
person.
No machine motions shall be made unless signals are
clearly understood by both signalman and operator. SA-384
Learn the meanings of all flags, signs, and markings

used on the job and confirm who has the responsibility
for signaling.
Keep windows, mirrors, and lights clean and in good
condition.
Dust, heavy rain, fog, etc., can reduce visibility. As
visibility decreases, reduce speed and use proper
lighting.
Read and understand all operating instructions in the
operators manual.
021-E01A-0494-8
SA-12
SAFETY
KEEP PERSONNEL CLEAR FROM WORKING
AREA
If a person is present near the operating machine, the

person may come in contact with the swinging front
attachment or counterweight and/or may be crushed
against an other object, resulting in serious injury or
death.
Before operating the machine, set up barriers to the

sides and rear area of the bucket swing radius to
prevent anyone from entering the work area.
Make sure that no personnel other than the signal
person or no obstacles are present in the working area
before operating the machine.
SA-667
NEVER POSITION BUCKET OVER ANYONE
Never lift, move, or swing bucket above anyone or a

truck cab.
Serious injury or machine damage may result due to
bucket load spill or due to collision with the bucket.
Never allow the bucket to pass over anyone to avoid

personal injury or death.
SA-668
AVOID UNDERCUTTING
In order to retreat from the edge of an excavation if the

footing should collapse, always position the
undercarriage perpendicular to the edge of the
excavation with the travel motors at the rear.
If the footing starts to collapse and if retreat is not

possible, do not panic raise the front attachment with a
panic. Lowering the front attachment may be safer in
most cases.
SA-1300
SA-13
SAFETY
AVOID TIPPING
The danger of tipping is always present when operating

on a grade, possibly resulting in serious injury or death.
To avoid tipping:
Be extra careful before operating on a grade.
Prepare machine operating area flat.

Keep the bucket low to the ground and close to the
machine.
Reduce operating speeds to avoid tipping or slipping.
Avoid changing direction when traveling on grades.
NEVER attempt to travel across a grade steeper than
15 degrees if crossing the grade is unavoidable.
SA-1301
Reduce swing speed as necessary when swinging
loads.
Be careful when working on frozen ground.
Temperature increases will cause the ground to

become soft and make ground travel unstable.
025-E01A-0540-4
NEVER UNDERCUT A HIGH BANK
The edges could collapse or a land slide could occur

causing serious injury or death.
SA-1302
SA-14
SAFETY
DIG WITH CAUTION
Accidental severing of underground cables or gas lines

may cause an explosion and/or fire, possibly resulting in
serious injury or death.
Before digging check the location of cables, gas lines,

and water lines.
Keep the minimum distance required, by law, from
cables, gas lines, and water lines.
If a fiber optic cable should be accidentally severed,
do not look into the end. Doing so may result in
serious eye injury.
Contact your local diggers hot line if available in your SA-672
area, and/or the utility companies directly.

Have them mark all underground utilities.
OPERATE WITH CAUTION
If the front attachment or any other part of the machine

hits against an overhead obstacle, such as a bridge,
both the machine and the overhead obstacle will be
damaged, and personal injury may result as well.
Take care to avoid hitting overhead obstacles with the

boom or arm.
SA-673
AVOID POWER LINES
Serious injury or death can result if the machine or front

attachments are not kept a safe distance from electric
lines.
When operating near an electric line, NEVER move

any part of the machine or load closer than 3 m (10 ft)
plus twice the line insulator length.
Check and comply with any local regulations that may
apply.
Wet ground will expand the area that could cause any SA-1305
person on it to be affected by electric shock. Keep all

bystanders or co-workers away from the site.
SA-15
SAFETY
DO NOT USE FOR CRANING OPERATIONS
NEVER use the machine for craning operations. If the

machine is used for craning operations, the machine
may tip over and/or lifted load may fall, possibly resulting
in serious injury or death.
This machine has been exclusively designed to engage
in excavation and loading works.
This machine is not equipped with any of the necessary
safety devices that could allow the machine to be used
for craning operation.
SA-014
PROTECT AGAINST FLYING DEBRIS
If flying debris such as soil, rock fragments or metal

pieces hit eyes or any other part of the body, serious
injury may result.
Guard against such injuries when working in a job site

where possibility of flying pieces of metal or debris
exist, or when removing or installing pins using a
hammer; wear goggles or safety glasses.
Keep bystanders away from the working area before
striking any object.
SA-432
SA-16
SAFETY
PARK MACHINE SAFELY
Unless the machine is not correctly parked, any

hazardous situations such as running away of the
machine or damage by vandalism may result, causing
the machine to operate unsafely when the engine is
re-started. Follow instructions described below when
parking the machine.
Park the machine on solid level surface to prevent the

machine from running away.
Lower the bucket and/or blade to the ground.
SA-1306
Pull the lock lever to the LOCK position.

Turn the auto-idle switch (optional) OFF. Failure to do
so may create a hazarduos condition as the engine
speed may unexpectedly increase.
Run engine at slow idle speed without load for 5
minutes.
Turn key switch to OFF to stop engine. Remove the
key from the key switch.
Before leaving the machine, close all windows, roof
vent, and cab door. Lock all access doors and
compartments
HANDLE FLUIDS SAFELY --- AVOID FIRES
Handle fuel with care; it is highly flammable. If fuel

ignites, an explosion and/or a fire may occur, possibly
resulting in serious injury or death.
Do not refuel the machine while smoking or when near

open flame or sparks.
Always stop the engine before refueling the machine.
Fill the fuel tank outdoors.
All fuels, most lubricants, and some coolants are

flammable. SA-018
Store flammable fluids well away from fire hazards.

Do not incinerate or puncture pressurized containers.
Do not store oily rags; they can ignite and burn
spontaneously.
SA-019
SA-17
SAFETY
SAFETY TRANSPORTING
The danger of tipping is present when loading/unloading

the machine onto/from a truck or trailer bed.
Be sure to observe local regulations when transporting

the machine on public roads.
SA-1307
Provide an appropriate truck or trailer for transporting
the machine.
Be sure to have a signal person.
Take the following precautions when loading/unloading
the machine.
1. Select firm level ground.
2. Be sure to use a loading dock or ramp strong enough
to support the machine weight.
3. Ramps must be sufficient in width, length, and
strength. Be sure that the incline of the ramp is less
than 15 degrees.
4. Loading docks must be sufficient in width and
strength to support the machine and have a gradient
of less than 15 degrees.
5. Be sure to turn the auto-idle switch (13) OFF. 13
6. Slowly drive the machine.
7. Avoid steering while driving up or down the ramp as it
is extremely dangerous. If steering is unavoidable,
first move back to the ground or flatbed, modify
traveling direction, and begin to drive again.
8. The top end of the ramp where it meets the flatbed is M1M7-01-028
a sudden bump. Take care when traveling over it.

9. Wedge the front and rear of tracks. Securely fasten
the machine to the trailer bed with chain or cables.
10. Do not operate any levers besides the travel levers
when driving up or down the ramp.
11. Prevent possible injury from machine tipping while the
upperstructure is rotating.
12. Keep the arm tucked under and rotate the
upperstructure slowly for best stability.
Refer to "transporting" chapter in operators manual for

details
SA-18
SAFETY
PRACTICE SAFE MAINTENANCE
Inspection/maintenance work may produce hazardous

situations by contacting and/or accessing a part of body
to a moving, high pressure, and/or high temperature part
of the machine. To avoid serious personal injury or death,
follow the instructions described below.
Thoroughly coordinate the working procedures to be
taken hereafter with the co-workers before beginning
work such as inspecting/servicing the machine, or
replacing the attachiment .
Safely park the machine in accordance with the
instructions for Park Machine Safely.
Keep the work area clean and orderly.
Attach a DO NOT OPERATE tag in an easy-to-see
SA-028
location such as on a door or a control lever.
If moisture permeates into the electrical system,
malfunction and/or erroneous movement of the
machine may result. Do not clean sensors, cable
connectors, and the cab inside using water and/or
steam.
Wait to begin to work until the engine and hydraulic oil
temperatures have cooled down to the safety range.
In case inspection/maintenance must be performed 90 to 110
with the engine runnning, be sure to appoint an
overseer.
Never lubricate or service the machine while moving it.
Repair the cracked windowpane before servicing the M1M7-04-006
machine. Failure to do so may cause personal injury.

Whe raising the machine above the ground using the
front attachment function, maintain the angle between
the boom and the arm in the range of 90 to 110.
Never allow anyone to enter under the machine raised
with the front attachment function.
In case working under the machine raised above the
ground is unavoidably required, securely hold the
machine with stays or blocks strong enough to support
the machine weight.
Never work under the raised bucket.
Keep all parts in good condition and properly installed.
Always use the specified tools correctly.
Always use a clean tool. SA-527
Fix any damage found immediately. Replace worn or

broken parts.
Remove any buildup of grease, oil, or debris.
When cleaning parts, use a non-combustible cleaning
solvent. Never use an inflammable fluid such as
dieasel fuel, or gasoline.
SA-19
SAFETY
Disconnect battery ground cable () before making
adjustments to electrical systems or before welding on
the machine.
Sufficiently illuminate the work site. Use a
maintenance work light when working under or inside
the machine.
Always use a work light protected with a guard. In
case the light bulb is broken, spilled fuel, oil, antifreeze
fluid, or window washer fluid may catch fire.
SA-037
WARN OTHERS OF SERVICE WORK
Unexpected machine movement can cause serious

injury.
Before performing any work on the machine, attach a

Do Not Operate tag in an easy-to-see place such as
on the cab door or control lever.
Never attempt to operate the machine with a Do Not
Operate tag attached.
Make it a rule for the inspection/service person to hold
the engine start key during inspection/service work.
SA-287
SUPPORT MACHINE PROPERLY
Never attempt to work on the machine without securing

the machine first.
Always lower the attachment to the ground before you

work on the machine.
If you must work on a lifted machine or attachment,
securely support the machine or attachment with stays
or blocks strong enough to support the machine
and/or attachment weight.
SA-527
STAY CLEAR OF MOVING PARTS
Contact with moving parts can cause serious injury or

death due to amputation or entanglement.
To prevent accidents, care should be taken to ensure

that hands, feet, clothing, jewelry and hair do not
become entangled when working around rotating
parts.
SA-026
SA-20
SAFETY
PREVENT PARTS FROM FLYING
Grease in the track adjuster is under high pressure.

Failure to follow the precautions below may result in
serious injury, blindness, or death.
Do not attempt to remove GREASE FITTINGS or

VALVE ASSEMBLIES.
As pieces of parts may fly off, be sure to keep body
and face away from the valve.
Travel reduction gears are under pressure.

SA-344
As pieces of parts may fly off, be sure to keep body

and face away from AIR RELEASE PLUG to avoid
injury.
GEAR OIL is hot. Wait for gear oil to cool, then
gradually loosen the air release plug to release
pressure.
STORE ATTACHMENTS SAFELY
Stored attachments such as buckets, hydraulic hammers,

and blades can fall and cause serious injury or death.
Securely store attachments and implements to prevent

falling accidents.
Keep children and bystanders away from storage
areas.
SA-034
SA-21
SAFETY
PREVENT BURNS
Hot spraying fluids:

After operation, engine coolant is hot and under pressure.
Hot water or steam is contained in the engine, radiator
and heater lines.
Skin contact with escaping hot water or steam can cause
severe burns.
To prevent possible injury from hot spraying water,

stop the engine. Begine to work after the engine and
radiator are sufficiently cooled
DO NOT remove the radiator cap until the engine is
cool. When opening, turn the cap slowly to the stop. SA-039
Allow all pressure to be release before removing the

cap.
The hydraulic oil tank is pressurized. Again, be sure to
release all pressure by slowly removing the cap.
Hot fluids and surfaces:

Engine oil, gear oil and hydraulic oil also becomes hot
during operation.
The engine, hoses, lines and other parts become hot as
well.
Wait for the oil and components to cool before starting

any maintenance or inspection work.
SA-225
SA-22
SAFETY
REPLACE RUBBER HOSES PERIODICALLY
Rubber hoses that contain flammable fluids such as

hydraulic oil or fuel under pressure may break due to
aging, fatigue, and abrasion. It is very difficult to gauge
the extent of deterioration due to aging, fatigue, and
abrasion of rubber hoses by visual inspection alone.
Periodically replace the rubber hoses. (Refer to the

Periodical Replacement Parts section in the
operators manual.)
Failure to periodically replace rubber hoses may cause a

SA-019
fire, fluid injection into skin, or the front attachment to fall
on a person nearby, which may result in severe burns,
gangrene, or otherwise serious injury or death.
AVOID HIGH-PRESSURE FLUIDS
Fluids such as diesel fuel or hydraulic oil under pressure

can penetrate the skin or eyes causing serious injury,
blindness or death.
Avoid this hazard by relieving pressure before

disconnecting hydraulic or other lines. Make sure that
all connectors are completely connected before
applying pressure.
Search for leaks with a piece of cardboard; take care
SA-031
to protect hands and body from high-pressure fluids.

Wear a face shield or goggles for eye protection.
If an accident occurs, see a doctor familiar with this
type of injury immediately. Any fluid injected into the
skin must be surgically removed within a few hours or
gangrene may result.
SA-292
SA-044
SA-23
SAFETY
PREVENT FIRES
Check for Oil Leaks:

Fuel, hydraulic oil and lubricant leaks can lead to fires,
possibly resulting in personal injury or death.
Check for missing or loose clamps, kinked hoses,

lines or hoses that rub against each other, damage to
the oil-cooler, and loose oil-cooler flange bolts, for oil
leaks.
Tighten, repair or replace any missing, loose or
damaged clamps, lines, hoses, oil-cooler and
oil-cooler flange bolts. SA-019
Do not bend or strike high-pressure lines.

Never install bent or damaged lines, pipes or hoses.
Check for Shorts:

Short circuits can cause fires.
Clean and tighten all electrical connections.

Check before each shift or after eight (8) to ten (10)
hours operation for loose, kinked, hardened or frayed
electrical cables and wires.
Check before each shift or after eight (8) to ten (10)
hours operation for missing or damaged terminal caps.
DO NOT OPERATE MACHINE if cable or wires are
loose, kinked, etc.
SA-24
SAFETY
Precautions for Handling Flammables
Spilled fuel and oil, and trash, grease, debris,
accumulated coal dust, and other flammables may
cause fires.
Prevent fires by inspecting and cleaning the machine

daily, and by removing spilled or accumulated
flammables immediately.
Dont store flammable fluid near open flames.
Dont burn or crush a pressurerized container.
Dont store oily cloths. They are liable to catch fire.
Dont wind easy-to-absorb-oil asbestos or glass wool
around high-temperature parts such as a muffler or
exhaust pipe.
Check Heat Shield Covers around Engine

Compartment
If the engine compartment heat shield cover becomes
broken or lost, fire may break out.
If the engine compartment heat shield cover becomes

broken or lost, repair or replace it before operating the
machine.
Check Key Switch:

If fire breaks out, failure to stop the engine will escalate
the fire, hampering fire fighting.
Always check key switch function before operating the

machine every day:
1) Start the engine and run it at slow idle.
2) Turn the key switch to the OFF position to confirm
that the engine hasstopped.
If any abnormalities are found, be sure to repair
them before operating the machine.
SA-25
SAFETY
EVACUATING IN CASE OF FIRE
If fire breaks out during machine operation, evacuate the

machine in the following way:
Stop the engine by turning the key switch to the OFF

position.
Use a fire extinguisher if there is time.
Exit the machine using handrails and/or steps.
In an emergency, if the cab door or front window can
not be opened, break the front or rear window panes
with the emergency evacuation hammer to escape
SA-393
from the cab.
Refer to the explanation pages on the Emergency
Evacuation Method in the operators manual.
SS-1510
BEWARE OF EXHAUST FUMES
Prevent asphyxiation. Engine exhaust fumes can cause

sickness or death.
If you must operate the machine in a building, be sure

there is adequate ventilation. Either use an exhaust
pipe extension to remove the exhaust fumes or open
doors and windows to bring enough outside air into the
area.
SA-016
SA-26
SAFETY
PRECAUTIONS FOR WELDING AND GRIND-
ING
Welding may generate gas and/or small fires.
Be sure to perform welding in a well ventilated and

prepared area. Store flammable objects in a safe
place before starting welding.
Only qualified personnel should perform welding.
Never allow an unqualified person to perform welding.
Grinding on the machine may create a fire hazard. Store
flammable objects in a safe place before starting grind-
ing.
After finishing welding and grinding, recheck that there SA-818
are no abnormalities such as the area surrounding the

welded area still smoldering.
AVOID HEATING NEAR PRESSURIZED FLUID

LINES
Flammable spray can be generated by heating near

pressurized fluid lines, resulting in severe burns to
yourself and bystanders.
Do not heat by welding, soldering, or using a torch

near pressurized fluid lines or other flammable
materials.
Pressurized lines can be accidentally cut when heat
goes beyond the immediate flame area. Install
temporary fire resistant guards to protect hoses or
other materials before engaging in welding, soldering, SA-030
etc.
AVOID APPLYING HEAT TO LINES

CONTAINING FLAMMABLE FLUIDS
Do not weld or flame cut pipes or tubes that contain

flammable fluids.
Remove flammable fluids thoroughly with
nonflammable solvent before welding or flame cutting
pipes or tubes that contained flammable fluids.
SA-27
SAFETY
REMOVE PAINT BEFORE WELDING OR
HEATING
Hazardous fumes can be generated when paint is

heated by welding, soldering, or using a torch. If inhaled,
these fumes may cause sickness.
Remove paint before welding or heating.

Avoid potentially toxic fumes and dust.
Do all such work outside or in a well-ventilated area.
Dispose of paint and solvent properly.
Allow fumes to disperse at least 15 minutes after
SA-029
welding or heating.
Use attention to the following points when removing
paint.
1. If you sand or grind paint, avoid breathing the dust
which is created.
Wear an approved respirator.
2. If you use solvent or paint stripper, remove stripper
with soap and water before welding.
3. Remove solvent or paint stripper containers and
other flammable material from area.
PREVENT BATTERY EXPLOSIONS
Battery gas can explode.
Keep sparks, lighted matches, and flame away from

the top of battery.
Never check battery charge by placing a metal object
across the posts. Use a voltmeter or hydrometer.
Do not charge a frozen battery; it may explode. Warm
the battery to 16 C (60 F) first.
Do not continue to use or charge the battery when the
electrolyte level is lower than specified. Explosion of
the battery may result. SA-032
When a terminal become loose, it may induce sparks.

Securely tighten all terminals.
Battery electrolyte is poisonous. If the battery should

explode battery electrolyte may be splashed into eyes,
possibly resulting in blindness. If electrolyte is splashed
into eyes, flush your eyes continuosly with water for
about 15 minutes. Seek medical attention immediately.
Be sure to wear eye protection when checking

electrolyte specific gravity.
SA-28
SAFETY
PRECAUTIONS FOR HANDLING REFRIG-
ERANT
If refrigerant is splashed into eyes or spilled onto skin,

blindness or a cold contact burn may result.
Refer to the precautions described on the refrigerant

container for handling refrigerant.
Use a recovery and recycling system to avoid venting
refrigerant into the atmosphere.
Never allow the skin to directly come in contact with
refrigerant.
SA-405
HANDLE CHEMICAL PRODUCTS SAFELY
Direct exposure to hazardous chemicals can cause

serious injury. Potentially hazardous chemicals used with
your machine include such items as lubricants,
electrolyte, coolants, paints, and adhesives.
A Material Safety Data Sheet (MSDS) provides

specific details on chemical products: physical and
health hazards, safety procedures, and emergency
response techniques.
Check the MSDS before you start any job using a
hazardous chemical. Then follow the correct
procedures and use recommended equipment. SA-309
See your nearest Hitachi dealer for MSDS.
SA-29
SAFETY SIGNS
DISPOSE OF WASTE PROPERLY
Improperly disposing of waste can threaten the

environment and ecology. Potentially harmful waste
used with HITACHI equipment includes such items as oil,
fuel, coolant, brake fluid, filters, and batteries.
When draining fluid, use a leakproof container with a

capacity larger than the drained fluid volume to
receive it.
Do not pour waste onto the ground, down a drain, or
into any water source.
Inquire on the proper way to dispose of harmful waste SA-226
such as oil, fuel, coolant, brake fluid, filters, and
batteries from your local environmental or recycling
center.
BEFORE RETURNING THE MACHINE TO THE

CUSTOMER
After maintenance or repair work is complete, confirm

that:
The machine is functioning properly, especially the

safety systems.
Worn or damaged parts have been repaired or
replaced
SA-435
S517-E01A-0435
SA-30
SECTION AND GROUP SECTION 1 GENERAL
CONTENTS Group 1 Specification
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Control System
TECHNICAL MANUAL Group 2 Hydraulic System
Group 3 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Revolution Sensing Valve
Group 3 Swing Device
Group 4 Control Valve
Group 5 Pilot Valve
Group 6 Travel Device
Group 7 Others (Upperstructure)
Group 8 Others (Undercarriage)
SECTION 4 OPERATIONAL PER-
FORMANCE TEST
Group 1 Introduction
Group 2 Standard
All information, illustrations and speci-
Group 3 Engine Test
fications in this manual are based on
the latest product information available
Group 4 Excavator Test
at the time of publication. The right is Group 5 Component Test
reserved to make changes at any time
without notice. Group 6 Adjustment
SECTION 5 TROUBLESHOOTING
Group 1 Diagnosing Procedure
Group 2 Troubleshooting A
COPYRIGHT(C)2004
Hitachi Construction Machinery Co., Ltd.
Group 3 Troubleshooting B
Tokyo, Japan Group 4 Troubleshooting C
All rights reserved
Group 5 Electrical System Inspection
WORKSHOP MANUAL
SECTION 1 GENERAL INFORMA- SECTION 3 UNDERCARRIAGE
TION Group 1 Swing Bearing
Group 1 Precautions for Disassem- Group 2 Travel Device
bling and Assembling Group 3 Center Joint
Group 2 Tightening Torque Group 4 Track Adjuster
Group 3 Bleeding Air Group 5 Front Idler
Group 4 Painting Group 6 Upper and Lower Roller
SECTION 2 UPPERSTRUCTURE Group 7 Track
Group 1 Canopy SECTION 4 FRONT ATTACHMENT
Group 2 Counterweight Group 1 Front Attachment
Group 3 Pump Device Group 2 Cylinder
Group 4 Control Valve SECTION 5 Engine
Group 6 Pilot Valve
Group 7 Solenoid Valve
Group 9 Auxiliary Flow Selector
Valve (Optional)
SECTION 1
GENERAL
CONTENTS
Group 1 Specification
Specifications ............................................ T1-1-1
Working Ranges ........................................ T1-1-3
Group 2 Component Layout

Main Components .................................... T1-2-1
Electrical Component Layout
(Overview) .............................................. T1-2-2
Electrical System
(Controllers and Relays) ......................... T1-2-3
Electrical System
(Monitor and Switches) ........................... T1-2-4
Engine ...................................................... T1-2-5
Swing Device............................................ T1-2-5
Travel Device............................................ T1-2-5
Control Valve ............................................ T1-2-6
2-Unit Solenoid Valve ............................... T1-2-6
Revolution Sensing Valve / Pilot Filter ...... T1-2-6
Auxiliary Flow Selector Valve (Optional) ..... T1-2-6
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-4
Hydraulic Component ............................... T1-3-5
Filter ......................................................... T1-3-8
Electrical Component ............................... T1-3-8
1M9T-1-1
(Blank)
1M9T-1-2
GENERAL / Specifications
SPECIFICATIONS
ZAXIS40U-2
T1M9-01-01-001
The above indicates construction for 4-Piller Canopy Version

ZAXIS40U-2
Type
2-Piller Canopy 4-Piller Canopy Cab
Type of Front-End Attachment Boom Swing Type
Bucket Capacity (Heaped) m3 (yd3) 0.14 (0.18)
Operating Weight kg (lb) 4260 (9392) 4330 (9540) 4450 (9810)
Basic Machine Weight kg (lb) 3190 (7030) 3230 (7121) 3380 (7452)
YANMER 4TNV88
Engine kW/min-1 29.8/2500
(PS/rpm) (40.5/2500)
A: Overall Width mm (ftin) 1870 (62)
B: Overall Height mm (ftin) 2540 (84) 2510 (83) 2550 (84)
C: Rear-End Swing Radius mm (ftin) 980 (33)
D: Minimum Ground Clearance mm (ftin) 335 (11)
E: Counterweight Height mm (ftin) 605 (111)
F: Engine Cover Height mm (ftin) 1510 (411)
G: Undercarriage Length mm (ftin) 2540 (84)
H: Undercarriage Width mm (ftin) 1960 (65)
I: Sprocket Center to Idler Center mm (ftin) 2000 (67)
400 (14)
J: Track Shoe Width mm (ftin)
(Rubber Crawler)
kPa 27 28
Ground Pressure
(kgf/cm2, psi) (0.28, 3.9) (0.29, 4.1)
Swing Speed min1 (rpm) 9.3 (9.3)
Travel Speed (fast/slow) km/h (mph) 4.5/2.8 (2.8/1.7)
Gradeability Degree (%) 30 (58)
NOTE: The dimensions do not include the height of the shoe lug.
Weight for the cab version is included air conditioner unit.
T1-1-1
ZAXIS50U-2
T1M9-01-01-001

ZAXIS50U-2
Type
Type of Front-End Attachment Boom Swing Type
Bucket Capacity (Heaped) m3 (yd3) 0.16 (0.21)
Operating Weight kg (lb) 4610 (10163) 4650 (10251) 4800 (10582)
Basic Machine Weight kg (lb) 3520 (7760) 3560 (7848) 3710 (8179)
YANMER 4TNV88
Engine kW/min-1 29.8/2500
(PS/rpm) (40.5/2500)
A: Overall Width mm (ftin) 1850 (61)
B: Overall Height mm (ftin) 2540 (84) 2510 (83) 2550 (84)
C: Rear-End Swing Radius mm (ftin) 1000 (33)
D: Minimum Ground Clearance mm (ftin) 335 (11)
E: Counterweight Height mm (ftin) 605 (112)
F: Engine Cover Height mm (ftin) 1510 (411)
G: Undercarriage Length mm (ftin) 2540 (84)
H: Undercarriage Width mm (ftin) 2000 (67)
I: Sprocket Center to Idler Center mm (ftin) 2000 (67)
400 (14)
J: Track Shoe Width mm (ftin)
(Rubber Crawler)
kPa 29 30
Ground Pressure
(kgf/cm2, psi) (0.3, 4.2) (0.31, 4.4)
Swing Speed min1 (rpm) 9.3 (9.3)
Travel Speed (fast/slow) km/h (mph) 4.5/2.8 (2.8/1.7)
Gradeability Degree (%) 30 (58)
Weight for the cab version is included air conditioner unit.
T1-1-2
WORKING RANGES
ZAXIS40U-2
Left Right
T1M9-01-01-002

ZAXIS40U-2
A: Maximum Digging Reach mm (ftin) 5750 (1810) [6050 (1910)]
B: Maximum Digging Depth mm (ftin) 3350 (1012) [3660 (120)]
5600 (185) 5480 (1712)
C: Maximum Cutting Height mm (ftin)
[5840 (192)] [5710 (189)
3920 (1210) 3810 (126)
D: Maximum Dumping Height mm (ftin)
[4160 (138)] [4040 (133)
E: Transport Height mm (ftin)
2540 (84) 2510 (83) 2550 (84)
(Rubber Crawler)
F: Overall Transport Length mm (ftin) 5340 (176) [5380 (178)]
2190 (72) 2270 (75)
G: Minimum Swing Radius mm (ftin)
[2330 (78)] [2390 (710)
H: Boom-Swing Pivot Offset Distance
100 (04)
mm (ftin)
I: Blade Bottom Highest Position
425 (15)
(above ground level) mm (ftin)
J: Blade Bottom Lowest Position
335 (11)
L690 (L 23)
K: Offset Distance mm (ftin)
R860 (R 210)
Maximum Boom-Swing Angle Degree L80/R60
The dimensions for the machine equipped with the long arm are shown in brackets [ ].
T1-1-3
ZAXIS50U-2
Left Right
T1M9-01-01-002

ZAXIS50U-2
A: Maximum Digging Reach mm (ftin) 6000 (198) [6250 (206)]
B: Maximum Digging Depth mm (ftin) 3600 (1110) [3860 (128)]
5640 (186)
C: Maximum Cutting Height mm (ftin) 5770 (1811) [6020 (199)]
[5870 (193)]
4000 (132)
D: Maximum Dumping Height mm (ftin) 4100 (135) [4330 (123)]
[4200 (139)
E: Transport Height
2540 (84) 2510 (83) 2550 (84)
(Rubber Crawler) mm (ftin)
F: Overall Transport Length mm (ftin) 5460 (1711) [5520 (181)]
2300 (77)
G: Minimum Swing Radius mm (ftin) 2150 (71) [2260 (75)]
[2340 (78)
H: Boom-Swing Pivot Offset Distance
100 (04)
mm (ftin)
I: Blade Bottom Highest Position
425 (15)
J: Blade Bottom Lowest Position
335 (11)
L690 (L 23)
K: Offset Distance mm (ftin)
R860 (R 210)
Maximum Boom-Swing Angle Degree L80/R60
The dimensions for the machine equipped with the long arm are shown in brackets [ ].
T1-1-4
GENERAL / Component Layout
MAIN COMPONENTS
31
30
29 1
28
27
26 2
25
3
24
23 4
5
22
7
8
9
21 10
20
11
19 12
13
18
14
17 15
16
T1M9-01-02-005
1- Air Cleaner 9- Back Pressure Valve 17 - Travel Pilot Valve 25 - Boom Swing Pilot Valve
2- Blade Pilot Valve 10 - Swing Device 18 - Swing Bearing 26 - Fuel Tank
3- Front Pilot Valve 11 - Upper Roller 19 - Blade Cylinder 27 - Tilt-Up Device
4- Pump Device 12 - Control Valve 20 - Boom Cylinder 28 - Hydraulic Oil Tank
5- Revolution Sensing Valve 13 - Center Joint 21 - Bucket Cylinder 29 - Battery
6- Pilot Filter 14 - Track Adjuster 22 - Arm Cylinder 30 - Reserve Tank
7- Travel Device 15 - 2-Unit Solenoid Valve 23 - Work Light 31 - Radiator/Oil Cooler
8- Lower Roller 16 - Front Idler 24 - Boom Swing Cylinder
T1-2-1
ELECTRICAL COMPONENT LAYOUT
(Overview)
1
Electrical System
(Monitor and
Switches)
(Refer to T1-2-4.)
Electrical System
(Controllers and Relays)
(Refer to T1-2-3.)
Engine
(Refer to T1-2-5.)
2
6
Control Valve
(Refer to T1-2-6.)
T1M9-01-02-007
4 3
1 - Pilot Shut-Off Switch 3 - Governor Actuator (EC 5 - Fuel Level Sensor 6- Battery
Motor/Potentio-Sensor)
2 - Horn 4 - 2-Unit Solenoid Valve
T1-2-2
ELECTRICAL SYSTEM
(Controllers and Relays)
10 11 12
1 2 3 4 5 6
13 T1M9-01-02-010
9 8 7 T1M9-01-02-003
1 - *Air Conditioner Controller 5 - *Blower Motor Relay (High) 8- Engine Controller 11 - Horn Relay
2 - *Blower Motor Relay (Mid) 6 - Starter Relay 9- *Displacement Change 12 - 1 Second Timer
Relay
3 - *Blower Motor Relay (Low) 7 - Fuse Box 10 - Safety Start Relay 13 - Power Relay (Air Heater)
4 - *Compressor Relay
NOTE: *: Cab-mounted machine only.
T1-2-3
ELECTRICAL SYSTEM
(Monitor and Switches)
Monitor Panel
Switch Panel
(Canopy Version)
9 10
4 1
11
3 2
12
21
T1M9-01-02-017
13
20
Switch Panel
(Cab Version)
19
1
14
4
18
3
5 17
6 16
7 15
T1M9-01-02-018
T1M9-01-02-002
8
1 - Engine Control Dial 7- Travel Alarm Deactivation 12 - Set Switch 17 - Alternator Indicator
Switch (Optional)
2 - Travel Speed Selector 8 - *Air Conditioner Control 13 - Display Selection Switch 18 - Fuel Level Indicator
Switch Panel
3 - Work Light Switch 9 - Coolant Temperature 14 - Auto-Idle Switch 19 - Overheat Indicator
Gauge
4 - Key Switch 10 - Fuel Gauge 15 - Fast Travel Indicator 20 - Engine Oil Pressure
Indicator
5 - *Wiper Switch 11 - Liquid Crystal Display 16 - Preheat Indicator 21 - System Failure Indicator
(LCD)
6 - Auxiliary Flow Selector
Switch (Optional)
NOTE: *: Cab-mounted machine only.
T1-2-4
ENGINE
6 1 7
5 T1M9-01-02-009
4 3 2 9 8
T1M9-01-02-008
SWING DEVICE TRAVEL DEVICE

12 13 14
10
11
T1M9-01-02-013
T1M9-01-02-012
1 - Overheat Switch 5 - Engine Stop Solenoid 9 - Alternator 12 - Anti-Cavitation Valve

2 - Fuel Pump 6 - Air Heater 10 - Relief Valve 13 - Counterbalance Valve
3 - Governor Lever 7 - Coolant Temperature 11 - Make-Up Valve 14 - Travel Speed Selector
Sensor Valve
4 - Engine Oil Pressure Switch 8 - Starter
T1-2-5
CONTROL VALVE 6 2-UNIT SOLENOID VALVE
5
4
3
2
15
1
16
7
8
9
10
11 17
14
12 T1M9-01-02-011
13
T1M9-01-02-016
REVOLUTION SENSING VALVE / PILOT AUXILIARY FLOW SELECTOR VALVE

FILTER (OPTIONAL)
18 19 20 21
Pilot Filter
T1M9-01-02-006
T1M9-01-02-014
1 - Main Relief Valve 7 - Overload Relief Valve 12 - Differential Reducing Valve 17 - Pilot Shut-Off Valve
(Auxiliary)(Optional) Solenoid Valve
2 - Make-Up Valve (Left Boom 8 - Overload Relief Valve 13 - Unload Valve 18 - Differential Reducing Valve
Swing) (Bucket Roll-In)
3 - Overload Relief Valve 9 - Overload Relief Valve (Arm 14 - Auto-Idle Pressure Sensor 19 - Variable Metering Valve
(Boom Lower) Roll-Out)
4 - Overload Relief Valve (Arm 10 - Overload Relief Valve 15 - Travel Speed Changeover 20 - Flow Selector Solenoid
Roll-In) (Boom Raise) Solenoid valve Valve
5 - Overload Relief Valve 11 - Boom Anti-Drift Valve 16 - Pilot Relief Valve 21 - Pressure Reducing Valve
(Bucket Roll-Out)
6 - Overload Relief Valve
(Auxiliary)(Optional)
T1-2-6
GENERAL / Component Specifications
ENGINE
Manufacturer YANMER
Model4TNV88-NHB
Type Diesel, 4-Cycle, Water-cooled, Inline, Direct Injection
Cyl. No.-BoreStroke 4 - 88 mm90 mm (3.47 in9.63 in)
Piston Displacement 2189 cm3 (133.5 in3)
Rated Output 29.8 kW / 2500 min-1 (40.5 PS / 2500 rpm)
Compression Ratio 19
Dry Weight 177 kg (390 lb)
Firing Order1-3-4-2
Rotation Direction Clockwise (View from fan side)
COOLING SYSTEM
Cooling Fan Dia. 430 mm, 7 Blades, Draw-In Type
Fan Pulley RatioEngine rpm0.92
Thermostat (Atmospheric Pressure) Cracking temp. 71 C (160 F)
Full open temp. 85 C (185 F)
Water Pump Centrifugal Belt Driven Type
LUBRICATION SYSTEM
Lubrication Pump Type Trochoid Pump
Oil Filter Full-Flow Paper Element Type
STARTING SYSYTEM
Motor Magnetic Pinion Shift Type
(Starter Relay is Separately Placement)
Voltage / Output 12 V / 2.3 kW
PREHEAT SYSMTEM
Preheating Method Position Type Air Heater (12 V 400 W)
ENGINE STOP SYSYTEM

Stop Method Fuel Shut-Off
ALTERNATOR
Type Regulator Integrated AC type
Voltage / Output 12 V / 55 A
FUEL SYSTEM
Type YDP-MP Type
Governor Mechanical All Speed Control
Injection Nozzle Multi-Injection Hole Type
T1-3-1
PERFORMANCE (as brand new product)
IMPORTANT: This list shows design specifications, which are not servicing standards.
Lubricant ConsumptionLess than 13.5 mL/hr at Rated Output

Fuel Consumption Ratio Less than 256 g/kWh (188 g/PSh) at Rated Output
Injection Timing 18 before T. D. C
Maximum Output Torque 1385 Nm (14.10.5 kgfm) at 1500 min-1
Injection Pressure 19.6 MPa (200 kgf/cm2, 2849 psi)
Compression Pressure 3.43 MPa (35 kgf/cm2, 499 psi) at 250 min-1
Valve Clearance (Inlet/Exhaust) 0.15/0.25 mm (when cool)
No Load Speed Slow: 120025 min-1 Fast:270025 min-1
T1-3-2
Engine Performance Curve (4NTV88)
Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construc-
tion Machinery) under standard atmospheric pressure.
2. Equipped with the fan and alternator.
Torque
-1
N.m kgfm 138 Nm / Approx. 1500 min
(14.1 kgfm / Approx. 1500 rpm)
150 (15)
Torque
125 (13)
100 (10)
-1
29.8 kW/2500 min
75 (8) (40.5 PS/2500 rpm)
Output
kW PS Fuel Consumption
35 (48) Ratio
g/kwh g/PSh
320 (235)
30 (41) Output
25 (34) 300 (221)
20 (27) 280 (206)
15 (20) 260 (191)
10 (14) 240 (177)

Fuel Consumption Ratio
5 (7) 220 (162)
0 (0) 200 (147)
Engine Speed min-1(rpm)

T1M9-01-03-001
T1-3-3
ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type ...............................................................Radiator/Oil Cooler Tandem Type Assembly
Radiator Oil Cooler

Capacity ......................................................... Approx. 1.6 L Approx. 1.1 L
Cap Opening Pressure .................................. 90 kPa (0.9 kgf/cm2, 13 psi)
Weight ............................................................ 4.2 kg (9.3 lb) 2.9 kg (6.4 lb)
BATTERY
Capacity ......................................................... 55 Ah (5-Hour Rate), 65 Ah (20-Hour Rate)
Voltage ........................................................... 12 V
Weight ............................................................ 18.5 kg (40.8 lb)
T1-3-4
HYDRAULIC COMPONENT
PUMP DEVICE
MAIN PUMP (Canopy Type) (Cab Type)

Model ............................................................. PVK-2B-505-N PVK-2B-505-CN
Type ............................................................... Variable Displacement
Swash Plate Pump
Maximum Flow (Theoretical Value)................ 125 L/min (33 US gpm)
PILOT PUMP
Type ............................................................... Gear Pump
Maximum Flow (Theoretical Value)................ 12.5 L/min (3.39 US gpm)
CONTROL VALVE
Model ............................................................. DPK-T04-9P-BA
Type ............................................................... All Pilot Pressure Operated Type
Main Relief Set-Pressure ............................... 24.5 MPa (250 kgf/cm2, 3560 psi)
Overload Relief Set-Pressure ........................ 26.5 MPa (270 kgf/cm2, 3840 psi)
(Boom, Arm, Bucket)
SWING DEVICE
Type ............................................................... Two-Stage Reduction Planetary Gear
Reduction Gear Ratio .................................... 20.615
SWING MOTOR
Model ............................................................. MSF-27P
Type ............................................................... Swash-Plate Type
SWING VALVE UNIT

Type ............................................................... Non Counterbalance Valve Type
Relief Set-Pressure........................................ 18.10.5 MPa (1855 kgf/cm2, 263171 psi) at 30 L/min
SWING PARKING BRAKE

Type ............................................................... Single-Disc-Wet Negative Type
Release Pressure (Full Stroke)...................... 1.5 MPa or less (15 kgf/cm2 or less, 218 psi or less)
T1-3-5
TRAVEL DEVICE
Type ...............................................................Two-Stage Reduction Planetary Gear
Reduction Gear Ratio ....................................47.406
TRAVEL MOTOR
Type ............................................................... Variable Displacement Swash-Plate Piston Motor
TRAVEL BRAKE VALVE

Type ............................................................... Counter Balance Valve Type
TRAVEL PARKING BRAKE

Type ............................................................... Single-Disc Wet Negative Type
Cracking Pressure for Release ...................... 1.3 MPa (13 kgf/cm2, 189 psi)
CYLINDER
ZAXIS40U-2 Boom Boom Arm
(Cab) (Canopy)
Rod Diameter................................................. 55mm 50 mm 50 mm
Cylinder Bore ................................................. 90 mm 90 mm 80 mm
Stroke ............................................................. 691 mm 702 mm 698 mm
Fully Retracted Length................................... 1076 mm 1076 mm 1041 mm
Plating Thickness ........................................... 30 m or more
Boom
Bucket Swing Blade
Rod Diameter................................................. 40 mm 50 mm 50 mm
Stroke ............................................................. 551 mm 662 mm 140 mm
Fully Retracted Length................................... 840 mm 972 mm 503.5 mm
ZAXIS50U-2 Boom Boom Arm

(Cab) (Canopy)
Stroke ............................................................. 691 mm 702 mm 731 mm
Fully Retracted Length................................... 1083 mm 1083 mm 1074 mm
Boom
Bucket Swing Blade
Stroke ............................................................. 551 mm 662 mm 140 mm
Fully Retracted Length................................... 840 mm 972 mm 503.5 mm
T1-3-6
FRONT ATTACHMENT PILOT VALVE

Model ............................................................. HVP06F-040-101
TRAVEL PILOT VALVE

Model ............................................................. HVP05U-040-101 (Standard)
HVP05U-S-040-101 (Travel Alarm (Optional))
SWINGBLADE PILOT VALVE

Model ............................................................. HVP05K-040-101
SOLENOID VALVE UNIT (2-Unit Solenoid Valve with Pilot Relief Valve)
Relief Set Pressure ........................................ 4.10.2 MPa (422 kgf/cm2, 59728 psi)
Solenoid Valve ............................................... A Port Side: Pilot Shut-Off Valve Solenoid Valve
B Port Side: Travel Mode Solenoid Valve
OIL COOLER BYPASS CHECK VALVE

Set Pressure .................................................. 0.3 MPa (3.1 kgf/cm2, 44 psi)
T1-3-7
FILTER
Filtration
Fuel Filter 5 m
Air Filter (with mechanical indicator) (Indicator Operation Pressure: -6.23 kPa5%)
Full Flow Filter (Paper Type) 10 m
Suction Filter (150 Mesh)
Pilot Filter 10 m
ELECTRICAL COMPONENT
FUEL SENSOR
Resistance Value Empty : 90 Full : 10
HORN
Voltage / Current DC 12 V3 A
Sound Pressure 108 dB (A) at 2 m
ILLUMINATION
Output Work Light: Halogen 12V55 W
AIR CONDITIONER (Cab Version Only)

Refrigerant HFC-134a
Cooling Ability 14.21.4 MJ/h (3400340 kcal/h)
Cool Air Volume 350 m3/h
Heating Ability 13.61.4 MJ/h (3250325 kcal/h)
Warm Air Volume 350 m3/h
Temperature Adjusting System Electronic Type
Refrigerant Quantity 55050 g
Compressor Oil Quantity 100 cm3
T1-3-8
MEMO
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SECTION 2
SYSTEM
CONTENTS
Group 1 Control System
Outline ...................................................... T2-1-1
Engine Control .......................................... T2-1-4
Pump Control ............................................ T2-1-8
Other Control.......................................... T2-1-12
Group 2 Hydraulic System

Outline ...................................................... T2-2-1
Pilot Circuit................................................ T2-2-2
Main Circuit ............................................... T2-2-8
Group 3 Electrical System

Outline ...................................................... T2-3-1
Electric Power Circuit
(key Switch : OFF) .................................. T2-3-2
Electric Power Circuit
(Key Switch : ON) ................................... T2-3-4
Preheat Circuit (Key Switch : HEAT)......... T2-3-6
Starting Circuit (Key Switch : START) ....... T2-3-8
Charging Circuit (Key Switch : ON) ........ T2-3-10
Engine Stop Circuit
(Key Switch : OFF) ............................... T2-3-12
1M9T-2-1
(Blank)
1M9T-2-2
SYSTEM / Control System
OUTLINE
There are three controllers on this machine:
Monitor controller
Engine controller
Travel alarm controller (optional)
Signals from the engine control dial, various sensors,

and switches come to respective controllers for proc-
essing with logic circuits.
Each controller drives the governor actuator, solenoid
valve and others; and controls the engine and valve.
T2-1-1
Monitor controller:
The monitor controller activates the hour meter, fuel
gauge, coolant temperature gauge, etc. by signals
from sensors and switches; and turns ON the indi-
cators at the monitor.
Engine controller:
The engine controller, when receiving signals from
the engine control dial, governor actuator, auto-idle
pressure sensor and auto-idle switch, drives the
governor actuator, and controls engine speed.
Travel alarm controller (optional):

The travel alarm controller, when receiving signals
from the travel pressure sensor, sounds buzzer.
Alarming can be cancelled by turning ON the buzzer
deactivation switch.
T2-1-2
Monitor Controller
Auto-Idle
Switch
Auto-Idle
Engine Controller Pressure
Sensor
Motor Driver
Engine
Control Dial
Engine EC Motor
Governor
Actuator
T1M9-02-01-001
Governor Lever
Optional
From Fuse #8
Buzzer
Deactivation
Switch
Travel Alarm
Controller
Buzzer
Travel Pressure
Sensor
T1M9-02-01-006
T2-1-3
ENGINE CONTROL
The engine control has the following functions:
Engine Control Dial Control
Auto-Idle Control
Auto-Idle
Switch
Auto-Idle
Sensor
Motor Driver
Engine
Control Dial
Engine EC Motor
Governor
Actuator
T1M9-02-01-001
Governor Lever
T2-1-4
Engine Control Dial Control
Engine
Function: Controls the engine speed according to the Speed
rotational angle of the engine control dial.
Operation: The motor driver of the engine controller

Fast Speed
drives the EC motor of the governor ac-
tuator according to the rotational angle of
the engine control dial.
As a result, the EC motor sets the governor
lever in order to control engine speed.
Slow Speed
Engine Control
Slow Idle Fast Idle Dial Position
Engine Controller
Motor
Driver
EC Motor Engine Control

Dial
Governor
Actuator
T1M9-02-01-002
Governor Lever
T2-1-5
Auto Idle Control
Function: With all control levers in neutral, sets the

engine speed to the minimum speed in
order to lower fuel consumption and noise
level.
Operation: 4 seconds later,

1. Signals from the engine control dial, auto-idle Engine engine speed is
pressure sensor, and governor actuator are sent Speed reduced to auto idle
speed.
to the engine controller.
2. When turning ON the auto-idle switch at the Fast Speed
monitor, signals from the monitor controller are
sent to the engine controller.
3. When moving all control levers to neutral, signal
from the auto-idle pressure sensor becomes 2.5 V Auto Idle Speed
or less (2.5 MPa or less). (Slow Speed)
4. About four seconds later, the motor driver of en-
gine controller drives the EC motor of the gover- Engine Con-
nor actuator, and sets the engine speed to the trol Dial Posi-
auto idle speed (minimum speed). Slow Idle Fast Idle tion
5. Move one of the control levers. When signals
from the auto-idle pressure sensor becomes 2.9 V
or more (3.0 MPa or more) by moving a control
lever, the engine controller recognizes that the
control lever is moving.
6. The engine controller immediately drives the EC
motor of the governor actuator to increase the
engine speed up to the original engine speed (set
by the engine control dial).
Auto idle cancellation conditions:

When moving control lever
(Auto-idle pressure sensor signal 2.9 V)
When changing engine speed with engine control
dial
T2-1-6
Auto-Idle
Switch
Auto-Idle
Sensor
Motor
Driver
Engine
Control
Dial
Engine EC Motor
Governor
Actuator
T1M9-02-01-001
Governor Lever
T2-1-7
PUMP CONTROL
Power-Reduction Control (Cab-mounted Machine
Only)
Function: With the air conditioner in operation, de- Flow Rate (Q)
creases absorption torque of the main
pump, and controls so that the total load to
the main pump and compressor does not to
exceed the engine horsepower.
(Refer to COMPONENT OPERATION
/Pump Device group.)
Operation:
1. When turning ON the air conditioner switch, #30 0 Pressure (P)
terminal is grounded in the air conditioner con-
troller.
2. When the displacement change relay is excited,
current flows from #7 fuse to the torque control
solenoid valve, thus switching the torque control
solenoid valve.
3. As a result, pressure oil from the pilot pump
passes through the control piston in the main
pump.
4. The main pump swash plate is subjected to a
force from the control piston to reduce its dis-
placement angle.
5. As a result, the absorption torque of the main
pump decreases, keeping it below the engine
horsepower.
T2-1-8
Air Conditioner
Controller
Air Conditioner
Switch
Displacement
Change Relay
Torque Control
Solenoid Valve
From Fuse #7
Pilot Pump
Main Pump
Control T1M9-02-01-004
Piston
T2-1-9
Auxiliary Flow Selector Control (Only Machine
with Optional Equipment)
Function: When using the attachment such as a NOTE: For operating principle of the auxiliary flow
breaker, reduces the oil flow to the at- selector valve, refer to COMPONENT
tachment by lowering the pilot pressure, OPERATION / Others (Upperstructure)
thus restricting the operating speed. group.
Also, in the combined control with the
spare, controls so as to deliver more flow to
other controls than the spare, maintaining
the operating speed of the actuator.
Operation:
Auxiliary flow selector switch: HIGH (in single op- Auxiliary flow selector switch: LOW (in combined
eration) operation)
1. When setting the auxiliary flow selector switch to 1. When unlocking the auxiliary flow selector switch,
HIGH position, current does not flow through the and setting it to LOW position, current from #4
flow selector solenoid valve, so that the flow se- fuse flows to the flow selector solenoid valve, thus
lector solenoid valve is not switched. selecting the flow.
2. Pressure oil from the pilot pump passes through 2. Pilot pressure oil flowing through the flow selector
the flow selector solenoid valve, and acts on the solenoid valve is blocked by the spool in the flow
end face (in spring chamber) of the pressure re- selector solenoid valve. Also, pressure oil from
ducing valve. the spring chamber in the pressure reducing valve
3. Also, pilot pressure (self-pressure) passing passes through the spool in the flow selector so-
through the pressure reducing valve acts on the lenoid valve, and flows to the hydraulic oil tank
end face of the pressure reducing valve. 3. Pilot pressure oil (self-pressure) passing through
4. A force, which works to move the pressure re- the pressure reducing valve acts on the end face
ducing valve downward, overcomes the opposite of the pressure reducing valve.
force, thus moving the pressure reducing valve 4. Because the spring chamber in the pressure re-
downward. ducing valve is connected to the hydraulic oil tank,
5. As a result, the pressure reducing valve opens only the spring force works against the pressure
fully, so that pressure oil from the pilot pump flows acting on the end face of the pressure reducing
to the auxiliary pilot valve at the pressure almost valve.
similar to the delivery pressure. 5. As a result, the pressure reducing valve moves
6. Thus, pilot pressure corresponding to the lever upward until it becomes balanced with spring
control force flows toward the auxiliary spool in force.
the control valve, so that the actuator (attach- 6. Thus, pilot pressure is reduced, and pilot pressure
ment) operates normally. oil (at 1.8 MPa) flows into the auxiliary pilot valve.
7. As a result, even when the auxiliary pilot valve
moves at full stroke, the moving distance of the
spool is shorter than usual, because pilot pres-
sure acting on the spool in the control valve is low.
8. Thus, oil flow to the attachment is reduced, de-
creasing the speed of the attachment.
9. Also, in combined operation, large quantity of oil
flows into other controls than the auxiliary, be-
cause the moving distance of the auxiliary spool
remains unchanged, thus maintaining the oper-
ating speed of the actuator being operated.
T2-1-10
Auxiliary Flow
Selector Switch:
LOW Position
Auxiliary Pilot From Fuse #4
Valve
To Attachment
Hydraulic
Oil Tank
Auxiliary
Spool Spring
Flow Selector
Solenoid Valve
Pressure
Reducing
Valve
Auxiliary Flow
Selector Valve
Control Valve
Main Pump Pilot Pump
T1M9-02-01-013
NOTE: The illustration indicates the system opera-

tion when the auxiliary flow selector switch
is placed in the LOW position.
T2-1-11
OTHER CONTROL
Travel Alarm Control (only Machine Fitted with
Optional Equipment)
Function: Makes buzzer sound.
Operation: During traveling, travel alarm signal is sent

from the travel pressure sensor to travel
alarm controller.
The travel alarm controller sounds buzzer
while receiving this signal.
NOTE: To cancel alarming, turn ON the buzzer

deactivation switch. Buzzer sounds again
when resuming traveling.
From Fuse #8
Buzzer
Deactivation
Switch
Travel Alarm
Controller
Buzzer
Travel Pressure
Sensor
T1M9-02-01-006
T2-1-12
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of the main circuit and
the pilot circuit along with their related items.
Pilot Circuit
Supplies the pressure oil which is delivered from
the pilot pump to the machine operation control
circuit, the pump control circuit, the travel mode
control circuit, and the swing parking brake re-
lease circuit.
Main Circuit
Controls the pressure oil which is delivered from
the main pump to the control valve which in turn
drive the cylinders and the hydraulic motors.
T2-2-1
PILOT CIRCUIT
The pressure oil which is delivered from the pilot
pump is supplied to each circuit as is described below.
Machine Operation Control Circuit

Controls the control valve operation. The major Swing Parking Brake Release Circuit
components in this circuit are the pilot valves. In Releases the swing parking brake. This circuit
response to the control lever stroke, the pilot consists of the pilot shut-off switch, and the pilot
valve regulates the pressure oil supplied to the shut-off solenoid valve. In response to the pilot
spool end in the control valve which in turn con- control shut-off lever position raise/lower (pilot
trol the control valve operation. shut-off switch position (ONOFF)), the pilot
Also, during boom lowering operation, pressure shut-off solenoid valve is shifted so that the swing
oil from the pilot valve acts on the boom anti-drift parking release oil pressure is supplied to the
valve and the end face of the spool in the control swing motor. (Refer to COMPONENT OPERA-
valve. TION / Swing Device group.)
(Refer to COMPONENT OPERATION / Control
Valve group.)
Pump Control Circuit (Flow Rate Control Circuit)

Controls the main pump swash angle. This circuit
consists of the main pump, the revolution sensing
valve, and the control valve differential reducing
valve. Oil pressure (PGR) from the revolution
sensing valve and oil pressure (PLS) from the
control valve differential reducing valve are sup-
plied to both spool ends of the main pump PS
valve respectively. The PS valve controls the
main pump swash angle in response to the
pressure difference between PGR and PLS pres-
sures to regulate the main pump flow rate. (Refer
to COMPONENT OPERATION / Pump Device
group.)
Travel Mode Control Circuit

Controls the travel mode. This circuit consists of
the travel speed selector switch, the travel speed
changeover solenoid valve, and the travel speed
selector valve. In response to travel speed se-
lector switch position (FastSlow), the travel
speed changeover solenoid valve is shifted so
that the travel speed control oil pressure is sup-
plied to the travel motor. (Refer to COMPONENT
OPERATION / Travel Device group.)
T2-2-2
Boom
Pilot Valve (Left) Pilot Valve (Right) Travel Blade Pilot Swing Pilot
Arm Swing Boom Bucket Pilot Valve Valve Valve
Machine
Operation
Control
Circuit
Differential Reducing Valve
Control Valve
Boom
Anti-Drift
Valve
Pressure
PLS
Swing Parking
Brake Valve
Pump
Swing Motor Control
Circuit
Travel Motor Pilot Shut-Off

(Right) Swing Parking Brake Solenoid Valve Pressure PGR
Release Circuit
Travel Speed PS Valve
Selector Valve
Main Pump
Travel Motor Pilot Pump

(Left)
Travel Speed
Changeover
Solenoid Valve
Travel Mode 2-Unit Revolution

Control Circuit Solenoid Valve Sensing Valve
T1M9-02-02-001
T2-2-3
Machine Operation Control Circuit
Controls the control valve operation. The major com-

ponents in this circuit are the pilot valves. In response
to the control lever stroke, the pilot valve regulates the
pressure oil supplied to the spool end in the control
valve according to the control valve operation.
Also, during boom lowering operation, pressure oil
from the pilot valve acts on the boom anti-drift valve
and the end face of the spool in the control valve.
(Refer to COMPONENT OPERATION / Control Valve
group.)
NOTE: The boom raise operation is explained

here as an example.
1. When the pilot control shut-off lever is lowered,

the pilot shut-off switch, located below the pilot
control shut-off lever, turns ON, thus switching
the pilot shut-off solenoid valve.
2. When the control lever is moved in the boom
raise position, the pressure oil from the pilot
pump is routed to the right pilot valve via the
2-unit solenoid valve.
3. Then, after being reduced at the pilot valve to the
pressure corresponding to the control lever
stroke, the pressure oil is supplied to the boom
spool end so that the spool is moved in response
to the control lever stroke.
4. The pressure oil from main pump (P1) is routed
to the boom anti-drift valve via the boom spool.
(Refer to COMPONENT OPERATION / Control
Valve group.)
5. After passing through the anti-drift valve, the
pressure oil is routed to the boom cylinder bottom,
extending the boom cylinder so that the boom is
raised.
T2-2-4
Boom
Pilot Valve (Left) Pilot Valve (Right) Travel Pilot Blade Pilot Swing Pilot
Valve Valve Valve
Arm Swing Boom Bucket
h f e b ad c j il k o p n m
f l o j m b h c
e k p i n a g d
Boom Anti-Drift
Valve
Pilot Shut-Off
Solenoid Valve
Main Pump
Pilot Pump
2-Unit Solenoid
Valve
T1M9-02-02-002
a- Boom Raise e- Left Swing i- Right Travel Forward m- Right Boom Swing
b- Boom Lower f- Right Swing j- Right Travel Reverse n- Left Boom Swing
c- Bucket Roll-In g- Arm Roll-In k- Left Travel Forward o- Blade Lower
d- Bucket Roll-Out h- Arm Roll-Out l- Left Travel Reverse p- Blade Raise
T2-2-5
Pump Control Circuit (Flow Rate Control Circuit)
Controls the main pump swash angle. This circuit

consists of the main pump, the revolution sensing
valve, and the control valve differential reducing valve.
Oil pressure (PGR) from the revolution sensing valve
and oil pressure (PLS) from the control valve differen-
tial reducing valve are supplied to both spool ends of
the main pump PS valve respectively. The PS valve
controls the main pump swash angle in response to
the pressure difference between PGR and PLS pres-
sures to regulate the main pump flow rate. (Refer to
COMPONENT OPERATION / Pump Device group.)
Control Valve
Differential
Reducing
Valve
Pressure
PLS
Pressure PGR
PS Valve
Main Pump
Pilot Pump
Revolution
Sensing Valve
T1M9-02-02-003
T2-2-6
Travel Mode Control Circuit
Controls the travel mode. This circuit consists of the

travel speed selector switch, the travel speed
changeover solenoid valve, and the travel speed se-
lector valve. In response to travel speed selector
switch position (FastSlow), the travel speed
changeover solenoid valve is shifted so that the travel
speed control oil pressure is supplied to the travel
motor. (Refer to COMPONENT OPERATION / Travel
Device group.)
Swing Parking Brake Release Circuit
Releases the swing parking brake. This circuit con-

sists of the pilot shut-off switch, and the pilot shut-off
solenoid valve. In response to the pilot control shut-off
lever position raise/lower (pilot shut-off switch position
(ONOFF)), the pilot shut-off solenoid valve is shifted
so that the swing parking release oil pressure is sup-
plied to the swing motor. (Refer to COMPONENT
OPERATION / Swing Device group.)
Swing Parking
Brake Valve
Swing Motor
Travel Motor
(Right)
Swing Parking Brake Pilot Shut-Off
Release Circuit Solenoid Valve
Travel Speed
Selector Valve
Travel Motor Pilot Pump

(Left)
Travel Speed
Travel Mode Changeover 2-Unit Solenoid
Control Circuit Solenoid Valve Valve
T1M9-02-02-004
T2-2-7
MAIN CIRCUIT
Neutral Circuit (When the control lever is in neu-
tral)
1. Main pump (P1) draws hydraulic oil from the hy-

draulic oil tank and delivers it to the control valve.
2. When the control lever is in neutral, the delivered
oil is blocked by the control valve spool. Accord-
ingly, oil pressure in the circuit up to the control
valve increases.
3. When the oil pressure increases more than the
set pressure of the unload valve, the unload
valve is unseated. (Refer to COMPONENT OP-
ERATION / Control Valve group.)
NOTE: When the control lever is in neutral, the
unload valve set pressure is kept at low
pressure.
4. The delivered oil from the main pump is returned

to the hydraulic oil tank via the unload valve,
back pressure valve and the oil cooler.
5. The back pressure valve, provided in the return
line of the main circuit (between control valve and
oil cooler), maintains the pressure constant at 0.3
MPa in the main circuit.
6. As a result, the absorption ability of the actuator
can be improved in the case of cavitation.
7. When the oil temperature is low (high viscosity),
the oil flow resistance to pass through the oil
cooler increases. Therefore, the bypass check
valve is opened so that the hydraulic oil is re-
turned directly to the hydraulic oil tank without
flowing through the oil cooler, allowing the oil
temperature to quickly increase.
T2-2-8
Travel Boom
Swing Travel Blade Cyl- Motor Swing Boom Arm Bucket
Motor Motor Left inder Right Cylinder Cylinder Cylinder Cylinder
Unload Valve
Travel Travel Boom

Swing Left Blade Right Swing Boom Arm Bucket Auxiliary
Pressure Pressure
Compensator Compensator
Back Pressure Valve

Main Pump (P1)
Hydraulic Oil Tank
Bypass Check Valve
Oil Cooler
T1M9-02-02-006
T2-2-9
Single Operation Circuit (When a control lever is
operated)
NOTE: The main circuits to drive the cylinders and

motors are all identical except when the
boom is raised, the boom anti-drift valve is
employed. Only the boom raise operation
is explained here.
1. The pressure oil from main pump (P1) is routed

to the swing, travel (left), blade, travel (right),
boom swing, boom, arm, bucket and auxiliary
spools in the control valve.
2. When the boom spool is moved, the pressure oil
from main pump (P1) is routed to the boom
anti-drift valve via the boom spool. (Refer to
COMPONENT OPERATION / Control Valve
group.)
3. After passing through the boom anti-drift valve,
the pressure oil is routed to the boom cylinder
bottom, causing the boom to raise.
T2-2-10
Boom Cylinder
Boom
Boom Anti-Drift Pressure

Valve Compensator
Main Pump
(P1)
T1M9-02-02-007
T2-2-11
Combined Operation Circuit (Swing and Boom
Combined Operation)
NOTE: The swing and boom combined operation NOTE: Bleed-off (partial pressure) circuit:
is explained here as an example. The pressure compensator for swing con-
stitutes a bleed-off (partial pressure) circuit.
1. The pressure oil from main pump (P1) is routed PLS pressure itself acts on the pressure
to the swing and boom spools via the pressure compensator in each section, except for
compensator in the control valve. The pressure only the pressure compensator for swing
oil from pilot pump (P2) is routed to the differen- subjected to the PLS pressure at the throt-
tial reducing valve in the control valve. tle.
2. When the swing and boom control levers are op- As a result, this slackens the PLS surge
erated, the pressure oil from the pilot valves pressure caused by switching to a single
moves the swing and boom spools. operation of swing from the combined op-
3. The pressure oil from main pump (P1) flows to eration of swing and boom (other actuator).
the swing motor and the boom cylinder via the This also slackens a shock caused by
swing spool and the boom spool. Thereby, the swing speed change when switching to a
swing function and the boom function are oper- single operation of swing.
ated.
Pump Operation
1. When controlling pump delivery flow rate, the
differential reducing valve handles a pressure
difference, which is caused between pump deliv-
ery pressure and highest load pressure in either
boom or swing circuit controlled by lever, as the
PLS pressure.
NOTE: The PLS pressure, accordingly, varies de-
pending on the load pressure change in
the control valve.
2. The PLS pressure delivered from the differential
reducing valve is routed to the main pump and
the pressure compensators to control their opera-
tion. (Refer to COMPONENT OPERATION /
Control Valve group.)
3. The main pump flow rate is controlled so that the
PLS pressure (the differential pressure in the cir-
cuit between before and after the control valve
spool) supplied from the differential reducing
valve and signal pressure (PGR) delivered from
the revolution sensing valve become balance.
(Refer to COMPONENT OPERATION / Pump
Device group.)
NOTE: Signal pressure (PGR) is used to control
the actuator speeds.
4. As mentioned above, the differential reducing
valve converts the differential pressure in the cir-
cuit between before and after the control valve
spool into the PLS pressure and supplies it to
control the main pump so that the main pump de-
livers oil flow meeting the volume the control
valve requires (equivalent to the load pressure in
the control valve).
T2-2-12
Swing
Motor
Orifice
Bleed-Off Circuit
(Partial Pressure Circuit)
Boom Cylinder
Pressure
Swing
PLS
Spool
Pressure
Compensator Boom
Spool
Revolution Pressure Main Pump (P1) Pilot Pump (P2)

Sensing Valve PGR T1M9-02-02-008
T2-2-13
Differential Reducing Valve Operation Pressure Compensator Operation
1. The load pressure from the boom cylinder and 1. As the swing motor load decreases, pressure
the swing motor acts on the shuttle valve. (PL) after the spool is reduced, causing differen-
2. When load pressure (PL) from the boom cylinder tial pressure (PLS) between, before and after the
is higher than load pressure (PL) from the swing spool to increase.
motor, load pressure (PL) from the boom cylinder 2. As the boom cylinder load increases, pressure
passes the shuttle valve. (PL) after the spool is raised, causing differential
3. That is, maximum load pressure (PLMAX) from pressure (PLS) between, before and after the
among the spools is routed to the differential re- spool to decrease.
ducing valve. 3. Both spool before pressure (PIN) and after pres-
4. Delivery pressures (P1 and P2) from main pump sure (PL) are always routed to the pressure
(P1) and pilot pump (P2) are also routed to the compensator. In addition, pressure PLS from the
differential reducing valve. differential reducing valve is acting on the differ-
5. According to maximum load pressure (PLMAX) ential reducing valve as the target differential
from the actuators, the differential reducing valve pressure.
control the PLS pressure and supplies the con- 4. The pressure compensator operates so as to
trolled PLS pressure to the main pump and the satisfy the relationship between pressures (PIN,
pressure compensator. (Refer to COMPONENT PL, and PLS) as shown in the following formula:
OPERATION / Control Valve group.) Pressure PIN = Pressure PL + Pressure PLS
6. The pressure relationship between PLS, pump (Refer to COMPONENT OPERATION / Control
delivery pressure (P1) and PLMAX acting on the Valve group.)
differential reducing valve is described in the fol- 5. When the swing motor load is light, high hydrau-
lowing formula: lic oil pressure to drive the swing motor is not
Pressure PLS = Pressure P1 Pressure PLMAX required. When the boom cylinder load is heavy,
7. The differential reducing valve outputs pressure high hydraulic oil pressure is required to drive the
PLS equivalent to the differential pressure be- boom cylinder.
tween pump delivery pressure (P1) and maxi- 6. Under this condition, each pressure compensator
mum actuator load pressure (PLMAX). operates as described below, allowing the main
8. Depending on change in pressure PLS from the pump to supply more hydraulic oil to the actuator
differential reducing valve, the pump control op- which requires more hydraulic oil.
eration is performed. As differential pressure (PLS) between before
spool pressure (PIN) and after spool pressure
(PL) in the swing circuit is large, the pressure
compensator is pushed by before spool pressure
(PIN), causing the pressure compensator to
move to the left. Thereby, the pressure compen-
sator closes the opening port area, restricting the
main hydraulic oil flow to the swing spool via the
pressure compensator.
As differential pressure (PLS) between before
spool pressure (PIN) and after spool pressure
(PL) in the boom circuit is small, the pressure
compensator is pushed by after spool pressure
(PL + PLS), causing the pressure compensator to
move to the right. Thereby, the pressure com-
pensator open the opening port area wider, al-
lowing the main hydraulic oil to flow more to the
boom spool via the pressure compensator.
T2-2-14
Swing Motor
(Load: Light)
Shuttle Valve
Boom Cylinder
(Load: Heavy)
Pressure
Compensator
Pressure
Pressure PL PIN
Pressure PLS
Pressure PL Pressure PIN
Pressure PLS Pressure Compensator
Main Pump (P1) Pilot Pump

T1M9-02-02-009
T2-2-15
(Blank)
T2-2-16
SYSTEM / Electrical System
OUTLINE
The electrical system is roughly classified into the main The main functions and construction of the main circuit
circuit and the monitor circuit. are outlined here:
Main Circuit Power Circuit: Supplies electrical power to all elec-

Operates the engine and accessory circuits. trical systems on the machine.
(including key switch, battery, fuse box and slow
Monitor Circuit blow fuse)
Consists of the monitors, sensors, and switches to
display machine operating conditions. Indicator Light Check Circuit: Checks for burned
monitor indicators.
(including key switch, fuse box and controller)
Accessory Circuit: Works with the key switch ON.

(including key switch, fuse box and controller)
Preheating Circuit: Heats air before the inhalation

into the manifold to help the engine to start in cold
climate.
(including key switch, air heater)
Engine Starting Circuit: Starts the engine.

(including key switch, starter and starter relay)
Charging Circuit: Supplies all electric power to on-

board systems and recharges the batteries.
(including alternator and battery)
Engine Stop Circuit: Stops the engine with the stop

solenoid.
(including stop solenoid and alternator)
T2-3-1
POWER CIRCUIT (KEY SWITCH: OFF)
The battery negative terminal is grounded to the vehi-
cle frame. When key switch is in OFF position, power is
supplied only to the monitor (hour meter) and memory
backup circuit.
NOTE: The horn can be honked when key switch is
in OFF position.
Slow Blow Fuse Box Terminal #19 Monitor Terminal #M1-2

Battery Radio Circuit (Optional)
Fuse
Air Conditioner Circuit (Optional)
Horn Relay
Key Switch Monitor
Slow Blow
Fuse
M1-2
12V Battery 19 Fuse Box
1 2
Radio Circuit
(Optional)
Horn Relay
3 Horn
Air Conditioner 5
Circuit (Optional)
1 2 Horn
Switch
T1M7-02-03-001
T2-3-2
(Blank)
T2-3-3
POWER CIRCUIT (KEY SWITCH: ON)
1. When the key switch is turned to the ON position,
terminal B is connected to terminals BR, R2 and
the ACC terminal in the key switch.
2. Current from key switch terminal BR flows via the
fuse #3 to the pilot shut-off switch.
3. The pilot shut-off switch is turned on by pressing
the pilot shut-off lever down.
4. When the pilot shut-off switch is in ON position,
the solenoid valve is activated and pilot pressure
oil is led to the pilot valve through the solenoid
valve. Thus the machine is ready to be controlled
by the control lever.
5. Current from key switch terminal R2 flows via the
fuse box to operate the work light switch, washer
switch, room light switch, wiper switch, radio cir-
cuit, air conditioner circuit and to supply auxiliary
power.
6. Current from key switch terminal ACC flows via
the fuse box to operate the buzzer (monitor), al-
ternator, starting circuit, fuel pump, auto-idle cir-
cuit, engine stop circuit, travel alarm circuit, travel
speed selector circuit and to supply auxiliary
power.
7. Current from the fuse box is supplied to the ter-
minal #M1-1 on the monitor and operate the
monitor.
T2-3-4
Key Switch Monitor
Slow Blow
Fuse
M1-1 M1-2 M1-10 M2-6

19 20 21 22
12V Battery
Fuse
Box
1 2 3 5 6 7 8 9 BZ
Buzzer
Alternator B
IG Horn Relay
Horn
3 5
1 2 Horn Switch
Work Light Switch

2 3
Pilot Shut-Off Pilot Shut-Off
Work Light
Solenoid Valve Switch
Washer Motor
M
Washer Switch Wiper Motor
Starting Circuit
Wiper Switch
S M
Radio Circuit Room

L Light
(Optional)
Room Light Switch Fuel
P Pump
Air Conditioner
Circuit (Optional)
Travel Alarm
Auto-Idle Circuit
Circuit (Optional)
Travel Speed
Engine Stop Circuit Selector Circuit
T1M7-02-03-002
T2-3-5
PREHEATING CIRCUIT (KEY SWITCH:
HEAT)
1. When the key switch is turned to the HEAT posi-
tion, terminal B is connected to terminals BR and
R1 inside the key switch.
2. Current from terminal R1 flows to the air heater
and terminal #M1-12 of the monitor.
3. The air heater heats air before the inhalation into
the engine when electric current is supplied to the
air heater.
NOTE: When key switch is in START position,

electric current from the terminal R1 on the
key
switch continues to be supplied to the air
heater and the monitor. Thus the starter is
activated with the air heater on.
NOTE: The monitor lights the glow signal for 15
seconds.
T2-3-6
Key Switch Monitor
Slow Blow
Fuse
M1-12 M1-2
12V Battery 19
Air Heater 2
T1M7-02-03-003
T2-3-7
STARTING CIRCUIT (KEY SWITCH: START
POSITION)
1. When the key switch is turned to the START posi- 11. Electric current from the battery is supplied to the
tion, terminal B is connected to terminals BR, R1, terminal S on the starter through the slow blow
C, and ACC in the key switch. fuse and the terminals #2 and #1 on the starter
2. The current from the ACC terminal in key switch is relay.
supplied to the terminal #4 on starter relay, ter- 12. Electric current from the battery is supplied to the
minal IG on alternator, stop solenoid holding side, starter through the contact point of the terminal B
terminal #3 on 1-second timer, auto-idle circuit on the relay and thus, the starter rotates.
and fuel pump. 13. When the engine is running, the alternator gener-
3. When electric current from the terminal ACC is ates electricity and the voltage of the terminals P
supplied to the terminal #3 on the 1 second timer, and B on the alternator increase.
electric current from the terminal #2 on the 1 14. An alternating current is supplied from the termi-
second timer is supplied to the terminal #3 and #4 nal P on the alternator to the terminal #6 on the
on the power relay and the terminal #1 on the 1 starter relay. The voltage of the current is rela-
second timer, and activates the power relay for 1 tional to the rotating speed of the alternator.
second. When the rotation speed of the alternator reaches
4. Consequently, electric current from the terminal 1350210/min-1, the starter relay stops to mag-
#1 on the fuse box is sent to the absorbing side of netize the inside coil.
the stop solenoid through the terminals #2 and #1 15. Thus, the contact between the terminals #1 and
on the power relay. #2 is cut off. Then, the electrical current to the
5. Thus, the solenoid moves to the engine start po- starter is stopped, and the starter stops.
sition and the control rack is activated (the engine
is ready to start.)
6. The terminal L on the alternator is grounded when
the alternator is not or slowly rotating. Thus, the
terminals #1-13 are grounded through the termi-
nal L on the alternator, and the alternator indicator
lights.
7. Electric current from the terminal R1 on key
switch is supplied to the air heater and the ter-
minal #M1-12 on the monitor.
8. Electric current from the terminal BR on key
switch is supplied to the pilot shut-off switch
through the fuse box.
The pilot shut-off switch is turned on by pressing
the pilot shut-off lever down, and turned off by
pulling the pilot shut-off lever up. The pilot shut-off
switch must be turned off when the engine starts.
9. When the pilot shut-off switch is turned off, elec-
trical current from the terminal BR on key switch
supplied to the terminal #1 on the safety start re-
lay through the fuse box is stopped. Thus, the
safety start relay is turned off.
10. When the safety start relay is turned off, the con-
tact between the terminals #3 and #4 becomes on,
and electric current from the terminal C on key
switch is supplied to the terminal #3 on the starter
relay through the terminals #3 and #4 on the
safety start relay. Thus, the starter relay magnet-
ize the inside coil, and make the contact between
the terminals #1 and #2.
T2-3-8
Monitor Key Switch
M1-12 M1-13
Slow Blow
Fuse
19 20 22 23
Fuse Box
2 Starter Relay Safety Start
4 Relay 1 3 9 10
6
4
12V Battery 3
3
1 2
1
Pilot
Shut-Off
Switch
B S
Air Heater
Relay
P
B
M Engine ALT Alternator
L
IG
Starter
Engine Stop
EC Motor Solenoid
M Power Relay
Hold
Fuel P 1 2
Pump Pull 3 4
Auto-Idle 1 2
Circuit 1 Second 3
Timer
T1M7-02-03-004
T2-3-9
CHARGING CIRCUIT (KEY SWITCH: ON)
1. The key switch is automatically returned to the
ON position upon releasing it after the engine
starts. With the key switch ON, terminal B is
connected to terminals BR, R2 and ACC in the
key switch.
2. Current from the terminal ACC on key switch is
supplied to the terminal IG on the alternator to
power the regulator.
3. When the engine is running, the alternator gen-
erates electricity and the ground of the terminal L
on the alternator is released. Thus, the alternator
indicator goes off.
4. A direct current is supplied from the terminal B on
the alternator to the battery and each circuit
through the slow blow fuse. The voltage of the
current is constant, and not relational to the ro-
tating speed of the alternator.
T2-3-10
Key Switch Monitor
Slow Blow
Fuse
M1-13
19 22
12V Battery
Fuse
Box
L
B
Alternator
IG
T1M7-02-03-005
T2-3-11
ENGINE STOP CIRCUIT (KEY SWITCH:
OFF)
1. When the key switch is turned from the ON posi-
tion to the OFF position, key switch terminal B is
disconnected from terminals BR, R2 and ACC in
the key switch.
2. Current to the each circuit from key switch termi- Fuel Dropping
nal R2 and ACC are stopped. Direction
3. Current to the holding side of the stop solenoid
from key switch terminal BR is stopped, deacti-
vating the stop solenoid. Then, the control rack is
moved by spring force to the stop position.
Therefore, the fuel is not supplied, causing the Engine Stop Control Rack
Solenoid
engine to stop.
NOTE: Surge voltage to be developed when stop-

Governor
ping the engine does not arise because the
alternator generation circuit is directly T1M7-02-03-007
connected to the battery. (The batteries
function as a condenser.)
T2-3-12
Key Switch
19 22
Fuse
Box
Engine Stop
Solenoid 1 9
Hold
Pull 1 2 Power Relay

3 4
1 2
1 Second
Timer 3
START
ON ON
Key Switch OFF OFF
Position
ON (12V)
ACC Terminal OFF OFF
Output
1 sec
ON
1 Second Timer OFF OFF
Output
HOLD 12V
0V
Engine Stop
Solenoid Input
Voltage 12V
PULL 0V
T1M7-02-03-006
T2-3-13
(Blank)
T2-3-14
MEMO
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SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 5 Pilot Valve
Outline ...................................................... T3-1-1 Outline...........................................................T3-5-1
Main Pump P1........................................... T3-1-4 Operation ......................................................T3-5-4
Power Control........................................... T3-1-5 Shockless Function
Flow Rate Control...................................... T3-1-6 (Only for Travel Pilot Valve).......................T3-5-12
PS Valve ................................................... T3-1-7 Shuttle Valve
(Only for Travel Pilot Valve).......................T3-5-13
Outline ...................................................... T3-2-1 Group 6 Travel Device
Operation .................................................. T3-2-4 Outline...........................................................T3-6-1
Travel Reduction Gear ..................................T3-6-2
Travel Motor ..................................................T3-6-3
Outline ...................................................... T3-3-1
Travel Brake Valve ........................................T3-6-4
Swing Motor .............................................. T3-3-2
Parking Brake ...............................................T3-6-8
Parking Brake............................................ T3-3-3
Valve Unit...................................................... T3-3-4 Group 7 Others (Upperstructure)
Swing Reduction Gear ................................. T3-3-6 2-Unit Solenoid Valve....................................T3-7-1
Pilot Relief Valve ...........................................T3-7-3
Group 4 Control Valve
Back Pressure Valve.....................................T3-7-3
Outline ...................................................... T3-4-1
Auxiliary Flow Selector Valve (Optional).......T3-7-4
Hydraulic Circuit ........................................... T3-4-6
Main Relief Valve.......................................... T3-4-8 Group 8 Others (Undercarriage)
Overload Relief Valve ................................... T3-4-9 Swing Bearing ...............................................T3-8-1
Make-Up Valve ........................................... T3-4-10 Center Joint...................................................T3-8-2
Boom Anti-Drift Valve.................................. T3-4-12 Track Adjuster ...............................................T3-8-4
Unload Valve .............................................. T3-4-14
Differential Reducing Valve ........................ T3-4-16
Pressure Compensator .............................. T3-4-18
1M9T-3-1
(Blank)
1M9T-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of main pump P1 and pilot
pump P2 and is directly driven by the engine. Main
pump (P1) is a swash plate type variable displacement
axial plunger pump and supplies high-pressure oil to
operate the actuators via the control valve.
Pilot pump (P2) is a gear pump and supplies pressure
oil to the pilot circuit.
Main Pump P1
Pilot
Pump P2
T1M9-03-01-001
T3-1-1
Hydraulic Diagram
13 1 2 3 4 5 6
12 14 11 10 9 8 7
T1M9-03-01-002
1 - Port PLS 5 - Port P1 9 - Spring 13 - *Port PC

(from control valve differential (to control valve) (from torque control solenoid valve)
reducing Valve)
2 - Port PA 6 - Port P2 10 - Plunger 14 - *Piston
(to pilot filter)
3 - Valve PS 7 - Swash Plate 11 - Control Piston
4 - Port PGR 8 - Port S1 12 - Orifice
(from revolution sensing valve) (from hydraulic oil tank)
NOTE: *:Cab Version machines (equipped with the

air-conditioner) only are provided with
these items.
T3-1-2
C
A B
C T1M9-03-01-003
D
View A View B
13
8 T1LD-03-01-004
D T1M9-03-01-007
9
Cross Section C-C
Cross Section D-D
14
T1M9-03-01-006
7 10 11 12
T1M9-03-01-005
NOTE: The above indicates construction of the

pump for Cab Version machines.
T3-1-3
MAIN PUMP P1
Supplies pressure oil to the main circuit.
The cylinder block is splined to the shaft. The plungers

are inserted in the cylinder block. When the engine
rotates, the shaft is driven so that the cylinder block is
rotated together with plungers. The plunger slides
along the shoe plate while oscillating in the cylinder
block due to tilt of the swash plate, drawing and deliv-
ering oil.
Shoe Plate Plunger Cylinder Block
Shaft
T1M9-03-01-004
Swash Plate
T3-1-4
POWER CONTROL
Purpose:
Controls the oil flow rate from main pump P1 so that
the total power to drive main pump P1 and pilot
pump P2 doesnt exceed the engine power.
Operation:
1. When the main pump P1 delivery oil pressure in-
creases more than the load pressure, the in-
creased pressure acts on the plunger.
2. The pressure force on the plunger pushes the
swash plate around the oscillation pin until the
pressure force increases to balance with the
spring force.
3. Then, main pump (P1) decreases the delivery oil
flow rate.
4. Accordingly, depending on the own delivery oil
pressure, the delivery oil flow rate from main
pump (P1) is controlled so that the total power to
drive main pump P1 and pilot pump P2 is main-
tained lower than the engine power.
Spring
Spring Force
Oscillation Pin
T1M9-03-01-004
Swash Plate Plunger
T3-1-5
FLOW RATE CONTROL
Purpose: Operation:
Controls the pump delivery flow rate in response to 1. The pressure oil from the PS valve is routed to the
change in loads to the cylinders and the motors. control piston via the orifice, causing the control
piston to push the swash plate.
NOTE: Both pressure PGR (varies in response to 2. The swash plate is moved to tilt until the control
change in the engine speed) from the revo- piston force becomes to balance with the plunger
lution sensing valve and pressure PLS swash plate pushing force. (Refer to POWER
(varies depending on the load pressure in CONTROL on page T3-1-5.)
the control valve) from the control valve dif- 3. The delivery flow rate from main pump P1 varies.
ferential reducing valve act on the PS valve. 4. As the delivery flow rate from main pump P1 var-
Until pressure PGR becomes equal with ies, the pressure oil supplied to the control valve
pressure PLS, the PS valve operates to varies.
regulate the pump delivery flow rate. 5. As pressure oil supplied to the control valve var-
ies, pressure PLS from the differential reducing
valve varies.
6. When pressure PLS and PGR, both are routed to
the PS valve on the main pump, become equal,
the main pump swash plate stops tilting.
(Cab Version machines only)

7. If the air conditioner is switched ON, the PC
pressure is sent, and the piston pushes back the
swash plate, lowering the pump absorption
torque.
Piston Plunger
PC Pressure Spring Force
Orifice
PS Valve
Swash Plate Control Piston T1M9-03-01-006
T3-1-6
PS VALVE
Construction / Function Operation:
The PS valve consists of the springs, the spool, and 1. Signal pressures (PGR and PLS) are routed on
the sleeve. The PS valve controls the main pump both ends of the spool in the PS valve, moving the
delivery flow rate in response to the oil pressure spool to either the right or the left.
signals in the following. 2. Then, the oil ports on the PS valve are shifted.
3. In response to shifting of the oil ports, the oil
Pressure PGR (varies in proportion to the engine
pressure routed from the PS valve to the control
speed) from the revolution sensing valve. (Refer
piston in the main pump varies.
to the revolution sensing valve group in this sec-
4. Then, the swash plate tilt angle is changed so that
tion.)
the delivery flow rate from main pump P1 is con-
Pressure PLS (varies in response to the pressure trolled.
change from the actuators) from the control valve Pressure PGR > Pressure PLS (Actuator loads
differential reducing valve. have increased):
The delivery flow rate from main pump P1 is in-
The PS valve controls the main pump delivery flow
creased.
rate in response to change in pressure difference
Pressure PGR < Pressure PLS (Actuator loads
between pressures PGR and PLS.
have decreased):
The delivery flow rate from main pump P1 is re-
duced.
5. When the actuator load increases, more oil flow is
required to drive the actuator so that the PS valve
increases the pump delivery flow rate. When the
actual load decreases, the pump delivery flow
rate is reduced.
Cross Section A-A

A
Spring
PS Valve
T1M9-03-01-005
A Spring Spool Sleeve
T1M9-03-01-001
T3-1-7
Main Pump Delivery Flow Rate Increase (When a
control lever is operated:)
1. Pressure PGR from the revolution sensing valve 7. The oil in chamber C (9) of control piston (10) is
and pressure PLS from the control valve differen- routed to the pump suction port via orifice (8).
tial reducing valve are routed to chamber A (6) Since swash plate (11) is moved by spring (1)
and B (4) in the PS valve respectively. force, the tilting angle increases, causing the main
2. When the actuator load increases, pressure PLS pump delivery flow rate to increase.
becomes lower than pressure PGR (Pressure
PLS < Pressure PGR). Therefore, the pressure NOTE: Orifice (8) is provided to prevent swash
force in chamber A (6) overcomes spring B (3) in plate (11) from being suddenly moved.
chamber B (4) so that spool (5) is moved toward Therefore, swash plate (11) is smoothly
chamber B (4). moved.
3. Then, the oil port on control piston (10) is con-
nected to the pump suction port via PS valve
spool (5) and sleeve (2), releasing the oil pres-
sure behind control piston (10) to the pump suc-
tion port. The pilot pump delivery pressure port is
blocked by PS valve spool (5).
4. The pilot oil pressure from pilot pump (P2) is
routed to port PA.
5. The oil port to control piston (10) is connected to
the pump suction port via PS valve spool (5) and
sleeve (2). Accordingly, the oil pressure behind
the control piston (10) is released to the pump
suction port.
6. Although the oil pressure in the pump suction port
acts on control piston (10), as it is a suction oil
pressure, its pressure force cannot overcome
spring (1) force in the main pump. Accordingly,
control piston (10) is moved toward chamber C
(9).
T3-1-8
Oil pressure from 2

1 pilot pump (PA)
PS Valve
Pressure T1M9-03-01-005
Pump
PGR
11 10 9 8 Suction
T1M9-03-01-004
7 6 5 Port 4 3
P1 Pressure PGR PA Pressure PLS
5
3
PS
Valve
4
8
9
Increase 10
Decrease
T1LD-03-01-008
11 6 1
1 - Spring 4 - Chamber B 7 - Spring A 10 - Control Piston

2 - Sleeve 5 - Spool 8 - Orifice 11 - Swash Plate
3 - Spring B 6 - Chamber A 9 - Chamber C
T3-1-9
Main Pump Delivery Flow Rate Decrease (When a
control lever is operated:)
1. Pressure PGR from the revolution sensing valve

and pressure PLS from the control valve differen-
tial reducing valve are routed to chamber A (6)
and B (4) in the PS valve respectively.
2. When the actuator load decreases, pressure PLS
becomes higher than pressure PGR (Pressure
PLS > Pressure PGR). Therefore, the pressure
force in chamber B (4) overcomes spring A (7) in
chamber A (6) so that spool (5) is moved toward
chamber A (6).
3. Then, the oil port to control piston (10) is con-
nected to pump delivery pressure port (PA) via PS
valve spool (5) and sleeve (2). The pump suction
port is blocked by PS valve spool (5).
4. The pilot oil pressure from pilot pump (P2) is
routed to port PA.
5. When pilot pump delivery pressure delivered into
chamber C (9) in control piston (10) overcomes
spring (1) force, swash plate (11) is moved
against spring (1) so that the main pump flow rate
is reduced.
NOTE: Orifice (8) is provided to prevent swash

plate (11) from being suddenly moved.
Therefore, swash plate (11) is smoothly
moved.
(Cab Version machines only)

6. If the air conditioner is switched ON, the PC
pressure is sent to the pump from the torque
control solenoid valve.
7. As the PC pressure pushes plunger (12), swash
plate (11) slightly moves toward low tilting angle,
and lowers the pump absorption torque.
8. With this, occurrence of engine stall can be pre-
vented in the heavy load condition with the air
conditioner ON.
T3-1-10
Oil pressure from

pilot Pump (PA) 2
12 1
PC
Pressure
PS Valve
11 10 9 8 Pressure T1M9-03-01-005
PGR Pump
T1M9-03-01-006 7 6 5 Suction 4 3
Port
Pressure Pressure
P1 Pressure PGR PA PLS PC
7
5
3
PS
Valve 4
8
9
10
Increase
Decrease
T1M9-03-01-008
11 6 1 12
NOTE: The above indicates construction of the

pump for Cab Version machines.

3 - Spring B 6 - Chamber A 9 - Chamber C 12 - Piston
T3-1-11
Main Pump Flow Rate Minimization (When control
levers are in neutral:)
1. When all control valve spools are in neutral (all 4. Pressure PLS from the differential reducing valve
control levers are in neutral), the system oil and pressure PGR from the revolution sensing
pressure after the control valve spools is zero. valve are routed to the main pump PS valve.
Therefore, pressure PLMAX (zero) from the main Since pressure PLS is higher than pressure PGR,
circuit after the spools is routed to the differential spool (5) is moved to the left, causing the main
reducing valve at this time. pump to reduce the delivery flow rate. (Refer to
2. When the control valve spools are in neutral, the this group in this section.)
unload valve is unseated if the main pump deliv- 5. Pilot pump delivery pressure (PA) is supplied to
ery pressure increases more than spring force. the PS valve.
Accordingly, the main pump oil pressure routed to 6. Pilot pump delivery pressure (PA) is routed into
the differential reducing valve is equal to the chamber C (9) in control piston (10) and over-
unload valve operation pressure (spring force). comes spring (1) force. Accordingly, control piston
3. As the unload valve operation pressure is higher (10) is moved toward swash plate (11) so that
than pressure PLMAX (zero), the differential re- swash plate (11) is held in the minimum flow rate
ducing valve is moved to the left. Then, after re- position. Thereby, the main pump maintains the
ducing the pilot pressure to the unload valve op- minimum flow rate.
eration pressure, the differential reducing valve
delivers it as pressure PLS.
Pilot Pressure
Differential
Reducing Valve Unload Valve
Spring
Main Pump
(Unload Valve Delivery Pressure
Operation Pressure)
Pressure PLMAX
(Zero) Pressure PLS T1M9-03-01-009
T3-1-12
Oil pressure from

1 pilot pump (PA)
PS Valve
Pump Pressure PLS

Pressure Suction
PGR Port
11 10 9 T1M9-03-01-005
5
T1M9-03-01-004
P1 Pressure PGR PA Pressure PLS
PS
Valve
Increase 10
Decrease
T1LD-03-01-010
11 1

3 - Spring B 6 - Chamber A 9 - Chamber C
T3-1-13
(Blank)
T3-1-14
COMPONENT OPERATION / Revolution Sensing Valve
OUTLINE
The revolution sensing valve converts change in the
pilot pump delivery flow rate to signal pressure (PGR)
to be used for controlling the pump flow rate. (The pilot
pump is a fixed displacement pump so that the delivery
flow rate changes directly in proportion to the engine
speed.)
The revolution sensing valve is located in the pilot cir-

cuit between the pilot pump and the solenoid valve. In
response to change in the engine speed, the pressure
PGR is routed to the main pump swash angle control
system from port PGR to regulate the pump tilt angle.
The revolution sensing valve consists of the variable
metering valve and the differential reducing valve.
Revolution Sensing Valve

Port PPLO Port PPHI
Variable Metering
Valve
Differential Reducing
Valve
T566-03-02-001
Port DR
A
View A
T566-03-02-003
Port PGR
T3-2-1
Hydraulic Circuit Diagram
3
2
T1M9-03-02-001
7 6
1 - Port PPLO 3 - Differential Reducing Valve 5 - Port PPHI 7 - Orifice

(to solenoid valve unit, main pump (from pilot filter)
and torque control solenoid valve (to
torque control solenoid valve for Cab
version only))
2 - Port PGR 4 - Port DR 6 - Variable Metering Valve
(to main pump) (to hydraulic tank)
T3-2-2
1 5
T566-03-02-001
A
2
View A
B B
T566-03-02-003
Cross Section B-B
3
T566-03-02-002
T3-2-3
OPERATION
Spool (3), piston (7), and spool (8) are illustrated in the
position when the engine is stopped. Spool (3) is
pushed by spring (2) to the right. Both spring (6) force
and spring (9) force are identical to so that piston (7)
and spool (8) are held in the position illustrated.
1 2 3 4 Port PPHI
Variable Metering
Valve
Port PPLO
Valve
Port PGR T566-03-02-002
11 10 9 8 7 6 5
Port DR
1 - Sleeve 4 - Orifice 7 - Piston 10 - Spring Seat

2 - Spring 5 - Guide 8 - Spool 11 - Sleeve
3 - Spool 6 - Spring 9 - Spring
T3-2-4
(Blank)
T3-2-5
While the Engine is Running (Output Diagram:
between A and B)
1. When the engine speed increases, the differential 6. The differential pressure between ports PPHI and
pressure between the front and the rear of orifice PPLO decides whether spool (8) is moved to the
(4) changes in proportion to the engine speed. left or to the right. Accordingly, the differential re-
2. Spool (8) and piston (7) in the differential reducing ducing valve operation regulates pressure PGR at
valve are moved so that the pressure force bal- port PGR corresponding to the pressure differ-
ance satisfies the formula of Pressure PGR ences between points A and B on the output dia-
Area S3 + Pressure PPLO Area S2 = Pressure gram.
PPHI Area S1. Thereby, pressure PGR be-
comes equal to the differential pressure between
the front and the rear of orifice (4) (Pressure PPHI
Pressure PPLO)
For example:
(1) When pressure PGR Area S3 + Pressure
PPLO Area S2 > Pressure PPHI Area S1,
spool (8) is moved to the right, pressure PGR
is drained through notch D, reducing pres-
sure PGR.
(2) When pressure PGR Area S3 + Pressure
PPLO Area S2 < Pressure PPHI Area S1,
piston (7) and spool (8) are moved to the left
so that port PPLO is opened at notch C, al-
lowing pressure PGR to increase.
Repetition of operations (1 and 2) maintains
the pressure balance Pressure PGR Area
S3 = Pressure PPHI Area S1 - Pressure
PPLO Area S2. Since S1= S2 = S3, the
relation of Pressure PGR = Pressure PPHI
Pressure PPLO is maintained.
3. The opening area of notch C varies depending on Pressure PGR
the engine speed. Therefore pressure PGR at (Pressure at
port PGR varies depending on the engine speed. Output Port)
This process corresponds to the points between A
and B on the output diagram.
4. While the engine is running, the pressure oil from B
the pilot pump routed into port PPHI flows into
orifice (4) and onto variable metering valve spool
(3). A
5. In proportion to the engine speed, pressure PPHI
and pressure PPLO vary due to orifice (4) to-
gether with the pilot pump (fixed displacement) Engine Speed
delivery flow rate. When the engine speed is be- Min. Max.
tween points A and B, spool (3) receive pressure Output Diagram
PPLO and spring (2) force. When pressure PPLO
is still high, the spring force and pressure PPLO is
larger than pressure force PPHI so that spool (3)
remains closed.
T3-2-6
Port PPLO Port PPHI

(Pressure PPLO) (Pressure PPHI)
2 3 4
Variable Metering
Valve
Section C
Section D
Chamber (b)
Chamber (a)
11
Port PGR
9 8 (Pressure 7
PGR)
Hydraulic Oil
Tank
T566-03-02-008
S3 S2 S1
Port PPLO Port PPHI
(Pressure PPLO) (Pressure PPHI)
Section D
Section C
Valve
Port PGR T566-03-02-009

(Pressure PGR)
2 - Spring 4 -11Orifice 8 9 - Spring 11 - Sleeve
3 - Spool 8 - Spool
T3-2-7
While the Engine is Running (Output Diagram:
between B and C)
1. While the engine is running, the pressure oil from Pressure PGR
the pilot pump is routed into port PPHI flows into (Pressure at
orifice (4) and onto variable metering valve spool Output Port)
(3).
2. When the differential pressure between pressure C
PPHI and Pressure PPLO increases more than B
the specified valve, the oil pressure at port PPHI
overcomes spring (2) force, moving spool (3) to
the left.
3. When spool (3) is moved to the left, some pres-
sure oil from port PPHI is bypassed through notch
(d) on variable metering valve spool (3) and Engine Speed
sleeve (1) so that the differential pressure be-
tween ports PPHI and PPLO does not increase Min. Max.
more than required. Pressure PGR created by the
variable metering valve operation corresponds to Output Diagram
the pressure between points B and C on the out-
put diagram.
T3-2-8
1 2 Port PPLO Section (d) 3 4
Port PPHI
Variable Metering
Valve
Section (C)
Port PGR T566-03-02-011

(Pressure PGR)
11 8
1 - Sleeve 3 - Spool 8 - Spool 11 - Sleeve

2 - Spring 4 - Orifice
T3-2-9
(Blank)
T3-2-10
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit swing mo-
tor and swing reduction gear.
The valve unit prevents cavitation and overload in the
swing circuit.
The swing motor is a swash-plate-type axial plunger
motor incorporating a parking brake. The swing motor,
driven by pressure oil from the pump, transmits the
rotation force to the swing reduction gear. The swing
reduction gear converts the swing motor rotation power
to a slow but large torque which rotates the upper-
structure.
Valve Unit
Swing Motor
Swing Reduction
Gear
T1M9-03-03-001
T3-3-1
SWING MOTOR
The inner rotor is splined to the shaft, and the plunger
is inserted in the rotor.
When the pump supplies pressure oil to the swing
motor, plungers are pushed down with pressure oil
while sliding along the swash plate, developing turning
force. As the shaft is splined to the rotor and sun gear
in the swing reduction gear, the rotor torque is trans-
mitted to the swing reduction gear unit.
Valve Plate
Shaft
Rotor Plunger
Shoe
Swash Plate
Retainer
Sun Gear
T1M9-03-03-001
T3-3-2
PARKING BRAKE
The parking brake is a wet-negative-type single disc
brake which is released only when the brake release Brake Piston
Motor Housing Chamber
pressure oil is routed into the brake piston chamber.
When releasing the brake:

When the pilot control shut-off lever is in the UN- Brake Piston
LOCKED position, the pilot shut-off switch is ON. By
this action, the pilot shut-off valve solenoid valve is
ON, so that the brake release pressure (pilot pres-
sure) is guided to the brake piston chamber. Through
the inner passage in motor housing to push the brake Disc Plate
piston upward, allowing the brake piston and the disc
plate contact to free, so that the rotor can be rotated.
When the brake is applied:

When the pilot control shut-off lever is in the Inner Passage
LOCKED position, the pilot shut-off switch is OFF. By Rotor
this action, the pilot shut-off valve solenoid valve is
Pilot Shut-Off
OFF, so that the brake release pressure (pilot pres- Valve Solenoid
sure) is not guided to the brake piston chamber. Valve
The brake release pressure oil in brake piston
chamber flows back to the hydraulic oil tank via the
pilot shut-off valve solenoid valve. Pilot Pump
T565-03-02-005
Accordingly, by the spring, the disc plate splined to

the rotor is pushed onto the motor housing. There-
fore the rotor is secured. Motor Housing Brake Piston Chamber
Spring
Disc Plate
Rotor
Pilot Shut-Off
Valve Solenoid
Valve
T565-03-02-006
Pilot Pump
T3-3-3
VALVE UNIT
The valve unit consists of the make-up valves and

relief valves.
The make-up valve prevents the occurrence of cavita-
tion in the circuit. The relief valve also protects the
circuit from surge pressure and overloading.
Make-Up Valve
When stopping swing operation, the swing spool is in
neutral by returning the swing lever and the flow rate
to swing motor stops flowing.
But the swing motor rotates by inertia, so cavitation
occurs in the circuit.
To prevent cavitation, when the oil pressure in the
circuit is lower than the pressure at port M (hydraulic
oil tank pressure), the poppet opens to draw hydrau-
lic oil into the circuit so that the pump oil flow rate is
replenished.
Relief Valve
Made-Up Valve
T565-03-02-002
From Control Port M To Control Poppet
Vavle Valve
T3-3-4
Relief Valve
The relief valve functions to reduce shocks devel-
oped when starting or stopping swing movement
(shockless) and to protect the circuit from overload-
ing (relief).
Shockless Operation
When the pressure in the circuit increases, the
pressure oil enters in the piston chamber via the ori-
fice of poppet and housing, to move the piston to the
left. Piston
The pressure in the spring chamber is kept low dur- Poppet Orifice Chamber Spring
ing the movement of piston. Therefore, the pressure
at port HP opposes the spring set force only, and the
poppet opens to relieve the hydraulic oil under low LP
pressure whenever the pressure at port HP is low.
Therefore, the pressure stops temporally increasing HP

and shocks are reduced when starting or stopping
the swing operation. When the piston moves to the
stroke end, the pressure in the spring chamber be-
comes equal to the pressure at port HP. As a result, S1 S2 Housing Spring
T561-02-03-001
the relief set force becomes to the normal pressure, Chamber
so the poppet closes.
Relief Operation
When the pressure in the circuit increases, the force
which acting on poppet (Pressurized Area
(S1-S2)Pressure at Port HP) exceeds the spring
force, so the poppet opens to allow the hydraulic oil
Poppet
to be relieved.
Quick Return Operation of Piston LP

This operation is to return the piston to the original
position. The shockless operation is performed as
HP
the piston moves from right to left. Therefore, when
stopping the swing operation, move the piston to
right. When returning the swing lever to the neutral
position, the back pressure arises in the return cir- S2
S1
cuit due to the swing inertial force. The piston is re- T566-03-03-039
turned to the original position quickly by the back

pressure. Piston
LP
HP
T566-03-03-039
T3-3-5
SWING REDUCTION GEAR
First stage ring gear (8) and second stage ring gear (9)
The swing reduction gear is a two-stage plane- are secured onto the housing.
tary-gear reduction type. The output shaft of swing motor rotates first stage sun
The swing motor rotation force is transmitted to the gear (1). The rotation force is transmitted to second
sun gear. stage sun gear (3) via first stage planetary gear (9) and
The rotation of sun gear is reduced by the planetary first stage carrier (2).
gear and ring gear. This in turn rotates the shaft via the The rotation force of second stage sun gear (3) rotates
carrier. shaft (5) (output shaft) via second stage planetary gear
(7) and second stage carrier (4).
Shaft (5) meshes with the internal gear on swing
bearing secured onto the undercarriage to rotate the
upperstructure
8
2
9
3
7 4
Housing
T1M9-03-03-001
1 - First Stage Sun Gear 4 - Second Stage Carrier 6 - Second Stage Ring Gear 8 - First Stage Ring Gear
2 - First Stage Carrier 5 - Shaft (Output Shaft) 7 - Second Stage Planetary Gear 9 - First Stage Planetary Gear
3 - Second Stage Sun Gear
T3-3-6
OUTLINE
The control valve controls the oil pressure along with Also, the control valve is provided with an Auto-Idle
the flow rate and direction in the hydraulic circuit. The pressure sensor for use in Auto-Idle control.
major components in the hydraulic circuit are the main (Refer to SYSTEM/Control System)
relief valve, overload relief valve, make-up valve,
unload valve, differential reducing valve, and pressure
compensators. All spools are fully operated by the pilot
pressure oil.
Installation Port of Auto Idle Pressure Sensor
Unload Valve
Main Relief Valve
Swing
Travel (Left)
Blade
Travel (Right)
Make-Up Valve
Boom Swing
Overload Relief Valve
Boom
Overload Relief Valve
Arm
Bucket
Auxiliary
T1M9-03-04-001
T3-4-1
1
37 2
36 1- Main Relief Valve

3 2- Unload Valve
3- Load Check Valve (swing)
35 5- Load Check Valve (Blade)
7- Make-Up Valve (Boom Swing)
34 8- Load Check Valve (Boom Swing)
9- Overload Relief Valve (Boom)
10 - Load Check Valve (Boom)
33 11 - Overload Relief Valve (Arm)
12 - Load Check Valve (Arm)
32
13 - Overload Relief Valve (Bucket)
5 14 - Load Check Valve (Bucket)
15 - Load Check Valve (Auxiliary)
31 16 - Pressure Compensator (Auxiliary)
17 - Pressure Compensator (Bucket)
30 18 - Shuttle Valve (Bucket)
20 - Pressure Compensator (Arm)
29
21 - Shuttle Valve (Arm)
28 7
22 - Overload Relief Valve (Arm)
23 - Pressure Compensator (Boom)
8 24 - Shuttle Valve (Boom)
27 25 - Boom Anti-Drift Valve
26 - Overload Relief Valve (Boom)
26
27 - Pressure Compensator (Boom Swing)
25 9
28 - Shuttle Valve (Boom Swing)
29 - Pressure Compensator (Travel Right)
10 30 - Shuttle Valve (Travel Right)
24 31 - Pressure Compensator (Blade)
32 - Shuttle Valve (Blade)
33 - Pressure Compensator (Travel Left)
23 11 34 - Shuttle Valve (Travel Left)
35 - Pressure Compensator (Swing)
22 12 36 - Shuttle Valve (Swing)
37 - Differential Reducing Valve
21
13
20
19 14
18
17
T1M9-03-04-002
T3-4-2
A A
D D
E E
F F
E E
G G
H H
I I
I I
J J
T1M9-03-04-001
Cross Section A-A Cross Section D-D

36
K
37
2 T1M9-03-04-005 35 K T1M9-03-04-007
T3-4-3
1
37 2
36 1- Main Relief Valve

3 2- Unload Valve
3- Load Check Valve (swing)
35 5- Load Check Valve (Blade)
7- Make-Up Valve (Boom Swing)
34 8- Load Check Valve (Boom Swing)
9- Overload Relief Valve (Boom)
10 - Load Check Valve (Boom)
33 11 - Overload Relief Valve (Arm)
12 - Load Check Valve (Arm)
32
5 14 - Load Check Valve (Bucket)
15 - Load Check Valve (Auxiliary)
31 16 - Pressure Compensator (Auxiliary)
17 - Pressure Compensator (Bucket)
30 18 - Shuttle Valve (Bucket)
20 - Pressure Compensator (Arm)
29
21 - Shuttle Valve (Arm)
28 7
22 - Overload Relief Valve (Arm)
23 - Pressure Compensator (Boom)
8 24 - Shuttle Valve (Boom)
27 25 - Boom Anti-Drift Valve
26 - Overload Relief Valve (Boom)
26
27 - Pressure Compensator (Boom Swing)
25 9
28 - Shuttle Valve (Boom Swing)
29 - Pressure Compensator (Travel Right)
10 30 - Shuttle Valve (Travel Right)
24 31 - Pressure Compensator (Blade)
32 - Shuttle Valve (Blade)
33 - Pressure Compensator (Travel Left)
23 11 34 - Shuttle Valve (Travel Left)
35 - Pressure Compensator (Swing)
22 12 36 - Shuttle Valve (Swing)
37 - Differential Reducing Valve
21
13
20
19 14
18
17
T1M9-03-04-002
T3-4-4
Cross Section E-E Cross Section F-F
K 3034 K
32
2933 K 31 K T1M9-03-04-009
T1M9-03-04-008
Cross Section H-H

Cross Section G-G
K 28 7 26 25
K 24 9
27 K T1M9-03-04-010
23 K T1M9-03-04-011
Cross Section I-I Cross Section J-J

1922 K 1821 1113 K
1720 K T1M9-03-04-012 K
16 T1M9-03-04-013
Cross Section K-K
3581012
1415
T566-03-03-009
T3-4-5
HYDRAULIC CIRCUIT
Main pump P1 supplies pressure oil to the control
valve. When the spools in the control valve are in neu-
tral, the pressure oil from main pump P1 flows back to
the hydraulic oil tank via the unload valve. When the
spools in the control valve are operated, the pressure
oil from main pump P1 flows to the cylinders and/or the
motors after passing through the pressure compen-
sator and the operated spools.
In each section of the control valve, a pressure com-

pensator is provided. While the spools are being op-
erated, by the function of this pressure compensator,
flow corresponding to the lever input is distributed to
the respective actuators regardless of load during a
combined operation.
Beside the pressure compensators, boom anti-drift

valve, unload valve, differential reducing valve, and
variable relief valve are provided in the control valve.
NOTE: Only the pressure compensator for the

swing motor receives PLS pressure coming
through the orifice. This is for moderating
swing bounce at the moment of operation
change from a combined operation of
swing and others to the swing operation
alone.
T3-4-6
Travel Travel Boom

Swing Motor Blade Motor Swing Boom Arm Bucket
Motor (Left) Cylinder (Right) Cylinder Cylinder Cylinder Cylinder
Unload Valve
Travel Travel Boom

Swing (Left) Blade (Right) Swing Boom Arm Bucket Auxiliary
Differential Pressure Pressure

Reducing Valve Compensator Compensator
Back Pressure Valve

Main Pump (P1)
Hydraulic Oil Tank
Bypass Check Valve
T1M9-02-02-006
Oil Cooler
T3-4-7
MAIN RELIEF VALVE
The main relief valve is provided in the primary circuit In Neutral
(before spools) to prevent the oil pressure in the main
circuit from increasing more than the set pressure. Port T
1. The oil pressure in port P acts on pilot poppet (10)

via orifices (2 and 5) in poppet (1) and seat (6). Port P
2. When the oil pressure in the main circuit in-

creases more than the set pressure of spring (8), Port T
pilot poppet (10) moves to the right. T566-03-03-016
3. Then, a small quantity of the pressure oil flows to

pot T via passage (7) in holder (9) and around In Operation
sleeve (11). Thereby, a differential pressure arises
between port P and spring chamber (4) due to 1 2 3 4 5 6 7 8
orifice (2). When this differential pressure in-
creases more than spring (3) force, poppet (1) is
moved to the right so that the pressure oil in port
P flows directly to port T. Port P
4. When the oil pressure is reduced, pilot poppet
(10) is closed by spring (8), causing the oil pres-
sure in spring chamber (4) to increase. The in- Port T
creased pressure oil in spring chamber (4) and 11 10 9
T566-03-03-017
spring (3) cause poppet (1) to close again.

1- Poppet 7- Passage
2- Orifice 8- Spring
3- Spring 9- Holder
4- Spring Chamber 10 - Pilot Poppet
5- Orifice 11 - Sleeve
6- Seat
T3-4-8
OVERLOAD RELIEF VALVE
The overload relief valve is provided in the secondary In Neutral
(after spool) circuit of the cylinder so that even if the
cylinder is moved by external loads, the overload relief
valve regulates the oil pressure in the secondary cir-
cuit so as to avoid abnormal pressure increase. Cylinder
Side
1. The oil pressure on the cylinder side acts on pilot
poppet (5) via passage (2) in piston (1).
2. If the oil pressure in the circuit increases more Port T T566-03-03-018
than the set pressure of spring (6), pilot poppet (5)

is moved to the right.
3. A small quantity of the pressure oil flows to port T In Operation
through passage (8) in holder (7) and passage
(10) in sleeve (9). 1 2 3 4 5 6
4. When pilot poppet (5) is moved to the right, the oil
pressure in chamber (11) decreases, causing a
pressure difference to arise between the cylinder
side port and chamber (11). When this differential Cylinder
Side
pressure overcomes spring (4) force, poppet (3) is
moved to the right, allowing the pressure oil in the
cylinder side port to directly flow to port T.
Port T T566-03-03-019
11 10 9 8 7
NOTE: When the oil pressure in the cylinder side
decreases lower than the oil pressure in
1- Piston 7- Holder
port T, this overload relief valve draws oil
2- Passage 8- Passage
from port T (hydraulic oil tank side), pre- 3- Poppet 9- Sleeve
venting cavitation from occurring (make-up 4- Spring 10 - Passage
function). 5- Pilot Poppet 11 - Chamber
6- Spring
T3-4-9
MAKE-UP VALVE
In Neutral
The make-up valve prevents cavitation from occurring
in the boom swing cylinder.
Other cylinder circuits have one overload relief valve
each, by which make-up function the occurrence of
cavitation in the circuit is prevented. Cylinder
Side
1. The oil pressure in the cylinder side is routed into
spring chamber (4) through passage (2) in poppet
(1) so that the oil pressure in the spring chamber
increases to the same pressure in the cylinder
side. Accordingly, when the oil pressure in the Port T
T566-03-03-020
cylinder side is high, the poppet (1) closing force

[pressure in spring chamber (4) pressure re-
ceiving area (S2)] overcomes the poppet (1) In Operation
opening force [pressure in cylinder side pres-
S1 1 2 S2 3 4
sure receiving area (S1)], causing poppet (1) to
close.
2. When the oil pressure in the cylinder side be-
comes lower than the pressure in port T, poppet
Cylinder
(1) is closed by spring (3) force only. Therefore, Side
when poppet (1) opening force [pressure in port T
pressure receiving area (S2-S1)] overcomes
poppet (1) closing force [spring (3) force], poppet
(1) is unseated, allowing the hydraulic oil to sup-
ply to the cylinder side so that occurrence of Port T
cavitation in the cylinder side is prevented. 6 5 T566-03-03-021
1 - Poppet 4 - Spring Chamber

2 - Passage 5 - Sleeve
3 - Spring 6 - Passage
T3-4-10
(Blank)
T3-4-11
BOOM ANTI-DRIFT VALVE
Boom Cylinder
When Neutral:
The boom anti-drift valve is provided in the boom cyl-
From the control valve
inder bottom circuit to reduce the boom cylinder drift.
Spring Chamber Poppet Orifice
When the boom spool is in neutral:
1. When the engine is stopped with the boom raised,
the oil pressure in the boom cylinder bottom in-
creases due to the front attachment weight.
Ball
2. The increased oil pressure is routed into the
spring chamber via the poppet orifice and acts on S1
the ball and pressure receiving area S1.
3. Therefore, when the ball is pushed the sleeve by
the increased oil pressure, the pressure force (oil
pressure in the spring chamber pressure re-
ceiving area S1) closes the poppet. Then, the
poppet blocks the pressure oil in the bottom cir-
cuit, not allowing the pressure oil to leak to the
spool side so that the cylinder drift is reduced.
When raising the boom:

1. When the boom raise operation is made, the
spool is moved to the left.
2. Pressure oil from the spool to open the poppet
Sleeve Spool
and to flow further to the boom cylinder bottom.
3. Thereby, the boom is raised. T566-03-03-024
When Raising: Boom cylinder
To the control valve
Poppet
Spool
T566-03-03-027
T3-4-12
When lowering the boom:
1. When the boom lower operation is made, the Piston Section A Sleeve Ball
boom lower pilot oil pressure is routed to the
spool end and the piston, causing the spool and
the piston to move to the right.
2. When the piston is moved to the right, the right tip
of the piston pushes the ball so that the ball be-
comes unseated from the sleeve.
3. Then, the pressure oil in the boom cylinder bot-
tom circuit is returned to the hydraulic oil tank via
the orifice in the poppet, section A, and the pas-
sage around the piston, reducing the oil pressure
in the spring chamber.
4. When the oil pressure in the spring chamber is
reduced, the poppet is closed by spring force only.
Accordingly, when poppet opening force [oil
pressure at port A2 pressure receiving area
(S1-S2)] overcomes poppet closing force (spring),
the poppet is opened.
5. Therefore, the pressure oil in the boom cylinder Boom Lower
Pilot Oil
bottom circuit is returned to the hydraulic oil tank Pressure
via the poppet and the spool, allowing the boom Spool Circuit T Circuit T2 T566-03-03-025
cylinder to move downwards.
Boom Cylinder
From the control valve
Piston Section A Poppet

Port A2
S2 S1
T566-03-03-026
Spring Spring Spool
Chamber
T3-4-13
UNLOAD VALVE
The unload valve operates in response to pump deliv- 7. Then, notch D is opened, oil pressure P1 is routed
ery pressure (P1) and maximum load pressure to port T via the spool. The opening area at notch
(PLMAX) to control the differential pressure between D varies in proportion to the spool stroke (de-
before and after the spool in the control valve. pending on variations in the spool pushing force
balance).
NOTE: The differential reducing valve outputs 8. As pressure areas S2, and S3 are all identical,
pressure PLS (Pressure PLS = Pressure pressure P1 is maintained so as to match the
P1 Pressure PLMAX). Therefore, pres- formula Pressure P1 = Pressure PLMAX +
sure P1 must be higher than pressure Spring force.
PLMAX to output pressure PLS. The
T
unload valve controls the differential pres-
Unload Valve
sure between before and after the spool in
the control valve so that pressure P1
(Pressure P1 = Pressure PLMAX) is higher
than pressure PLMAX. Then, the differen- Pressure
tial reducing valve outputs pressure PLS PLMAX
(Pressure PLS = Pressure P1 Pressure Spring
Pressure P1 T1M9-03-04-019
PLMAX), by which the pump delivery flow

rate is controlled.
1. The pressure oil flow diverges from port P into two Pressure P1 : Oil Pressure in the circuit before
routes, to the differential reducing valve and to the spool
chamber C through the spool. Pressure PLMAX : Maximum oil pressure in all cir-
2. As pressure P1 routed into chamber C increases, cuits after the spool
the spool is pushed to the left by pressure P1 Pressure PLS : Reduced pilot oil pressure at the
force (pressure P1 pressure receiving area S3). differential reducing valve
3. Hydraulic oil tank is routed into chamber A so that
the spool is pushed to the right by spring force in
chamber A.
4. Pressure PLMAX from port PLMAX is routed into
chamber B, increasing the pressure in chamber B
so that the spool is pushed to the right by pres-
sure force (pressure PLMAX pressure receiving
area S2).
5. The pressure forces pushing the spool from both
ends is expressed as below:
Spring force + Pressure PLMAX Pressure Re-
ceiving Area S2 = Pressure P1 Pressure Re-
ceiving Area S3
6. When pressure P1 increases until spool left
pushing force (Pressure P1 Pressure Receiving
Area S3) overcomes spool right pushing force
(Spring force + Pressure PLMAX Pressure Re-
ceiving Area S2), the spool is moved to the left.
T3-4-14
Chamber A Chamber B S2 Port P (Pressure P1)
Differential
Reducing Valve
Unload Valve
Port PLMAX Spool Chamber C S3 T1M9-03-04-015

Spring (PLMAX Pressure)
Pressure P1
Port T Notch D Spool T1M9-03-04-016
(To Hydraulic Tank)
T3-4-15
DIFFERENTIAL REDUCING VALVE
The differential reducing valve supplies pressure PLS When the right pushing force is stronger:
to main pump valve PS to regulate the pump flow rate. (Pressure P1 S3 < pressure PLS S1) + pressure
PLMAX S2)
1. Oil pressure P1 from the main pump is routed into 9. The spool is moved to the right.
chamber C so that it acts on the piston, creating 10. As notch D is closed, pressure PP1 from the pilot
pressure force (pressure P1 pressure receiving pump cannot go through notch D. Notch E is
area S3) to move the spool to the left. opened, the oil pressure in chamber A and from
2. Oil pressure PLS from port PLS is routed into port PLS is routed into port DR1 via notch E.
chamber A via the hole in the sleeve and the 11. As described in step 4, the spool is moved so as
passage in the spool, creating pressure force to keep the force balance, pressure PLS to control
(pressure PLS pressure receiving area S1) to the pump is returned to the hydraulic oil tank that
move the spool to the right. pressure PLS decreases.
3. Oil pressure PLMAX from port PLMAX is routed 12. According to the repeated operation as described
into chamber B, creating pressure force (pressure in step 5 to 8 and 9 to 11, pressure PLS is main-
PLMAX pressure receiving area S2) to move tained so as to match the pressure balance (PLS
the spool to the right. = P1 PLMAX) as described in step 4 since S1,
4. Accordingly, the spool moves so as to match the S2, and S3 are all identical.
force balance as expressed in the formula below:
Spool left pushing force (pressure P1 pressure
Pressure PP1 DR1
receiving area S3) = Spool right pushing force
[(pressure PLS pressure receiving area S1) +
(pressure PLMAX pressure receiving area S2)]
When the left pushing force is stronger:

(Pressure P1 S3 > pressure PLS S1) + pressure
Pressure
PLMAX S2) PLS
5. The spool is moved to the left.
6. As notch D is opened, pressure PP1 from the pilot Pressure
pump is routed to chamber A and port PLS via P1
notch D.
7. Notch E is closed, blocking port DR1 (return port
to the hydraulic oil tank).
8. As described in step 4, the spool is moved so as
to keep the force balance, pressure PP1 is routed Pressure Differential T1M9-03-04-004
PLMAX Reducing Valve
to port PLS to control the pump so that pressure
PLS increases.
Pressure P1: : Oil Pressure in the circuit before

the spool
Pressure PLS : Reduced pilot oil pressure at the
differential reducing valve
Pressure PLMAX : Maximum oil pressure in all cir-
cuits after the spool
Pressure PP1 : Primary Pilot Oil Pressure
T3-4-16
S1 S2 Piston S3
Chamber
Chamber A B Sleeve Spool Chamber C
Main Pump Delivery

Pressure (P1)
Port PLMAX Port PLS T566-03-03-030

(Pressure (Pressure
PLMAX) PLS)
When the left pushing force is stronger:
Chamber A Notch D Notch E
Port PLMAX Port PLS T566-03-03-031

(Pressure PLMAX) (Pressure
PLS)
Port PP1 Port DR1
(Pressure PP1) (Pressure DR1)
When the right pushing force is stronger:
Chamber A Notch D Notch E
Port PLS T566-03-03-032

(Pressure
PLS)
Port PP1 Port DR1
(Pressure PP1) (Pressure DR1)
T3-4-17
PRESSURE COMPENSATOR
The pressure compensator is located in the circuit When the differential pressure between pressure
before control valve spool (2). The pressure compen- (PIN) and pressure (PL) is lower than pressure
sator regulates the oil flow rate passing through spool PLS:
(2) so that the differential pressure in the circuit be- 8. When the differential pressure between pressure
tween before and rear spool (2) is kept constant. (PIN) and pressure (PL) is lower than pressure
PLS, right pushing force becomes stronger than
1. Oil Pressure (PIN) in circuit (1) before spool (2) is left pushing force so that spool (7) is moved to the
routed into chamber C (5) via passage (6) in spool right.
(2), creating force [pressure PIN pressure re- 9. Then, notch (13) becomes gradually wider, in-
ceiving area S3 (4)] that moves spool (7) to the creasing the hydraulic oil passing through notch
left against piston (3). (13) so that the pressure oil routed into circuit (1)
2. Oil pressure (PLS) from the differential reducing before the spool increases. Therefore, pressure
valve is routed into chamber B (9), creating force PIN increases, causing the differential pressure
[pressure PLS pressure receiving area S2 (8)] between circuits (1 and 12) to increase.
that moves spool (7) to the right. 10. When spool pushing forces on both sides be-
3. Oil Pressure (PL) in circuit (12) after spool (2) is comes equal, spool (7) stops moving. Spool (7)
routed into chamber A (11), creating force [pres- keeps moving right and left while repeating op-
sure PL pressure receiving area S1 (10)] that eration in steps 5 to 7 and 8 to 9.
moves spool (7) to the right. 11. Thereby, the differential pressure between pres-
4. Spool (7) is moved so that pressures PIN, PLS, sure PIN in before spool side circuit (1) and
and PL maintain the force balance as described in pressure PL after spool side (2) is kept equal to
the formula below: pressure PLS so that the hydraulic oil flow rate
Right pushing force [pressure PLS pressure passing through spool (2) is maintained constant.
receiving area S2 (8)] + (pressure PL pressure
receiving area S1 (10))] = Left pushing force
(pressure PIN pressure receiving area S3 (4)) Pressure
Compensator To the Control Valve
Main Spool
When the differential pressure between pressure
(PIN) and pressure (PL) is higher than pressure Pressure
PL
PLS:
5. When the differential pressure between pressure
(PIN) and pressure (PL) is higher than pressure Pressure
PLS, left pushing force becomes stronger than PLS
Pressure PIN
right pushing force so that spool (7) is moved to T1M9-03-04-020
the left.
6. Then, notch (13) becomes gradually narrower, Pressure PIN : Oil Pressure in the circuit before
reducing the hydraulic oil passing through notch the spool
(13) so that the pressure oil routed into circuit (1) Pressure PLS : Reduced pilot oil pressure at the
before the spool is reduced. Therefore, pressure differential reducing valve
PIN decreases, causing the differential pressure Pressure PL : Oil pressure in the corresponding
between circuits (1 and 12) to reduce. circuit after the spool
7. When spool pushing force on both sides becomes
equal, spool (7) stops moving.
T3-4-18
1 2
12 Pressure PIN
Pressure PL
Pressure Compensator
11 10 9 8 7 6 5 4 3
T1M9-03-04-017
Pressure PLS
When the differential pressure is high: 1 2 3
12
7
T1M9-03-04-018
When the differential pressure is low: 1 2 3
12
T1M9-03-04-007
7
1- Circuit before spool 5 - Chamber C 8 - Pressure receiving area S2 11 - Chamber A
2- Spool 6 - Passage 9 - Chamber B 12 - Circuit after spool
3- Piston 7 - Spool 10 - Pressure receiving area S1 13 - Notch
4- Pressure receiving area S3
T3-4-19
(Blank)
T3-4-20
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls the pilot pressure to move the
control valve spools.
The 4-port pilot valve is used for front attachment,
swing, and travel operation. The 2-port pilot valve is
used for blade and offset operation.
The blade, boom swing and auxiliary (optional) pilot
valves is the same in construction except for the cam
which pushes the pusher.
Front and Swing Pilot Valve

Port No. HITACHI Stan- ISO Standard
dard
1 Bucket Roll-Out P
2 Boom Lower
Right 3 Bucket Roll-In T1M9-03-05-001
4 Boom Raise A
1 Arm Roll-In Swing Right View A 4
2 Swing Right Arm Roll-Out
Left
3 Arm Roll-Out Swing Left
4 Swing Left Arm Roll-In
1
3
Hydraulic Symbol
T
T1M9-03-05-002
2
3 P T 1 2 4 4 PT 2 1 3
T1M7-03-04-001
Travel Pilot Valve

Port No.
1 Right Travel Reverse
2 Right Travel Forward T
3 Left Travel Forward P
4 Left Travel Reverse
P T
T1M9-03-05-004
B
View B 3 4
1 2 4 3
T1M9-03-05-006
2
1
T1M9-03-05-005
T3-5-1
Boom Swing Pilot Valve (Optional)

Port No.
1 Right Travel Reverse
2 Right Travel Forward
3 Left Travel Forward
T
4 Left Travel Reverse
- Pressure Sensor P
P T
Pressure
Sensor
T1M9-03-05-007
3 4
1 2 4 3
T1M7-03-04-020
Pressure Sensor
2
1
Blade, Boom Swing, Auxiliary (Optional) Pilot Valve
Port No. T1M9-03-05-008
Blade Lower, Left Boom Swing Auxil-

1
iary (Optional)
Blade Raise, Right Boom Swing Aux-
2
iliary (Optional)
P T
1 2 T1CF-03-04-001
T1CF-03-04-002
1 2
T3-5-2
(Blank)
T3-5-3
OPERATION
Front Attachment and Swing Pilot Valve

Spool (6) head comes in contact with the upper face
of spring guide (3) which is kept raised by return
spring (5).
Control Lever-In Neutral (Output Diagram: A to B)

1. When neutral, spool (6) totally blocks pressure oil
port P (from the pilot pump). The output port is
opened to port T (hydraulic oil tank) through the D
passage in spool (6). Therefore, oil pressure in Pilot Pres-
the output port (to the control valve) is equal to sure
that in port T.
2. When the control lever is slightly tilted, cam (1) is C
tilted, moving pusher (2) downward. Then,
pusher (2) compress return spring (5) along with
spring guide (3). At this time, as oil pressure in A B
Lever Stroke
the output port is equal to that in port T, spool (6)
moves downward while keeping the under face of Output Diagram T567-03-04-002
the spool head in contact with spring guide (3).

3. This status continues until hole (7) on spool (6) is
opened to port P.
T3-5-4
Port T
7 Port P
Output Port
T1M7-03-04-012
1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-5-5
During Metering or Decompressing (Output Dia-
gram: C to D)
1. When the control lever is further tilted to move
pusher (2) downward more, hole (7) on spool (6)
is opened to port P, allowing pressure oil in port P
to flow into the output port.
2. Oil pressure in the output port acts on the bottom
face of spool (6) so that spool (6) is pushed up-
ward.
3. However, until upward force acting on the bottom
face of spool (6) overcomes balance spring (4) D
force, balance spring (4) is not compressed. Pilot Pres-
Then, spool (6) is not raised, allowing oil pressure
sure in the output port to increase.
4. As oil pressure in the output port increases, force C
to push spool (6) upward increases. When, this
force overcomes balance spring (4) force, bal-
ance spring (4) is compressed so that spool (6) is A B
Lever Stroke
moved upward.
Output Diagram T567-03-04-002
5. As spool (6) is moved upward, hole (7) is closed
so that pressure oil from port P stops flowing into
the output port, stopping pressure oil in the out-
put port to increase.
6. As spool (6) is moved downward, balance spring
(4) is compressed, increasing the spring force.
Therefore, oil pressure in the output port be-
comes equal to the oil pressure acting on the
bottom face of spool (6) being balanced in posi-
tion with the spring force.
T3-5-6
1
1
2
2
3
3
4
4
5
5
6
6
Port T Port T
7 Port P 7 Port P
Output Port Output Port T1M7-03-04-015

T1M7-03-04-014
1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-5-7
Travel Pilot Valve
Control Lever-In Neutral (Pusher Stroke: A to B) Control Lever-Full Stroke (Pusher Stroke: E to F)
When the control lever is in neutral, spool (6) blocks When the control lever is moved to full stroke,
the pressure oil in port P completely. The output port pusher (2) compresses return spring (5) more and
is connected to port T through hole (7), so the pres- spool (6) is moved down.
sure at output port becomes equal to the hydraulic Thereby, spool (6) is pressed directly by the bottom
oil tank pressure. of pusher (2). As a result, the lower hole (7) of spool
When the control lever is moved slightly, pusher (2) (6) does not close even if the pressure at output port
and spring guides (3) move downward together, rises.
compressing return spring (5). At this time, as the As a result, the pressure at output port becomes
pressure under spool (6) (output port) is equal to the equal to the pressure at port P.
hydraulic oil tank pressure, spool (6) moves down-
wards by balance spring (4), while the top of spool is
kept with spring guide (3). This state is maintained
until clearance (A) of spool (6) becomes zero.
Control Lever-Operated (Pusher Stroke: C to D

Metering)
Delivery Port E F
When the control lever is moved further, hole (9) of Pressure
spool (6) reaches port P. The pressure oil in port P (Pilot Pressure)
flows into the output port via the passage in spool (6), D
so the pressure at output port increases.
The pressure at output port acts on the bottom of C
spool (6), to push spool (6) upwards.
If the acting force on spool (6) is smaller than the A B
spring force of balance spring (4), balance spring (4) Pusher Stroke
will not be pressed. As a result, spool (6) will not be
pushed up, and the pressure at output port increases Output Diagram
continuously.
If the pressure at output port increases further, the
force to push up spool (6) increases. When this force
becomes larger than the spring force of balance
spring (4), spool (6) pushes balance spring (4) and
moves upwards.
When spool (6) moves upwards, hole (7) closes, so
the pressure oil does not flow into the output port
from port P. Thereby, the pressure at output port
stops raising.
Accordingly, the amount the balance spring (4) is
compressed is equal to the amount spool (6) is
pressed down, so the balanced pressure between
the spring force and the force acting on spool (6)
becomes the pressure at output port.
T3-5-8
Pusher Stroke: A to B
4
5
6
Port T
(A) (A)
Port P
Output Port T1M7-03-04-016 T1M7-03-04-017
Pusher Stroke: C to D Pusher Stroke: E to F
Port T 6 Port T
6 Port P Port P
7
Output Port Output Port

T1M7-03-04-018 T1M7-03-04-019
1 - Cam 3- Spring Guide 5- Return Spring 7- Hole

2 - Pusher 4- Balance Spring 6- Spool
T3-5-9
Boom Swing, Blade and Auxiliary (Optional)
Control Pedal-In Neutral (Pusher Stroke: A to B)
When the control pedal is in neutral, spool (7) blocks
the pressure oil in port P completely. The output port
is connected to port T through the passage in spool
(7), so the pressure at output port becomes equal to
the hydraulic oil tank pressure.
When the control pedal is moved slightly, cam (1)
moves and pusher (2) and spring guide (4) move
downward together, compressing return spring (6),
At this time, balance spring (5) pushes spool (7) and
spool (7) moves downward until clearance (A) be-
comes ZERO.
While spool (7) moves downward, the output port is
connected to port T and the pressure oil does not
flow into the output port.
NOTE: The pedal stroke moved until clearance (A)

becomes zero, corresponds to the pedal
play in the neutral position.
Control Pedal-Operated (Pusher Stroke: C to D D

Metering) Pilot Pres-
When the control pedal is moved further, the hole on sure
spool (7) is connected to notch. The pressure oil in
port P flows into the output port via the hole in spool C
(7) from notch, so the pressure at output port in-
creases.
A B
The pressure at output port acts on the bottom of Lever Stroke
spool (7), to push spool (7) upwards. Output Diagram T567-03-04-002
If the acting force on spool (7) is smaller than the

spring force of balance spring (5), balance spring (5)
will not be pressed. As a result, as port P is con-
nected to the output port, the pressure at output port
increases continuously.
If the pressure at output port increases further, the
force to push up spool (7) increases. When this force
becomes larger than the spring force of balance
spring (5), spool (7) pushes balance spring (5), and
moves upwards.
When spool (7) moves upwards, notch (B) closes, so
the pressure oil does not flow into the output port
from port P. Thereby, the pressure at port P stops
raising.
Accordingly, the amount balance spring (5) is com-
pressed is equal to the amount spool (7) is pressed
down, so the balanced pressure between the spring
force and the force acting on spool (7) becomes the
pressure at output port.
T3-5-10
Pusher Stroke: A to B
4
3
5
Port T
Port T
6 Clearance (A): 0
(A) Port P
Port P
Hole
7
Passage
Output Port T1M7-03-04-021
Pusher Stroke: C to D
Port T
Port P
Hole 7
1 - Cam 3 - Plate 5 - Balance Spring 7 - Spool

2 - Pusher 4 - Spring Guide 6 - Return Spring
T3-5-11
SHOCKLESS FUNCTION (ONLY FOR
Damper Spring Pin Travel Pedal
TRAVEL PILOT VALVE)
A
The travel pilot valve has the damper enabling Travel Lever
damping of the speed change shock by the lever.
The damper is composed of the support, gears 1 Support
and 2, and others. Gear 1 is connected with the
support. Bracket
The support is secure to the bracket with the
spring pin. And the travel lever and the travel Pin
pedal are secure to the bracket.
At this time, support sway transversely around the Gear 2
pin in line with the movement of the travel lever.
A
Gear 1
Operation
1. If the travel lever is released from the hand dur-
ing traveling, return force of the return spring re-
turns the travel lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper re-
ceive opposing force due to friction.
3. Therefore, the travel lever gradually returns to the
neutral position, thus moderating the extent of
sudden stop at the time of abrupt release of the T1M7-03-04-002
travel lever.
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003
T3-5-12
SHUTTLE VALVE (ONLY FOR TRAVEL
PILOT VALVE) Travel Pilot Valve
The shuttle valve is for selecting necessary pilot pres-

sure for traveling, and leads high pressure to the
pressure sensors.
T1M9-03-05-009
Shuttle Valve
To Pressure Sensor
T3-5-13
(Blank)
T3-5-14
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of travel motor, travel re- The travel reduction gear is a two-stage planetary gear
duction gear and travel brake valve. reduction type, reducing travel motor speed, increasing
The travel motor is a variable displacement axial travel motor torque, and allowing the sprocket and
plunger swash plate type. The travel motor is equipped track to rotate.
with a parking brake (wet single negative type). The The travel brake valve functions to protect the travel
motor is operated by pressure oil from the pump, and circuit.
transmits the rotation to the travel reduction gear.
Travel Brake Valve Travel Device
T1LD-03-05-001
Travel Motor
T3-6-1
TRAVEL REDUCTION GEAR
The travel motor rotates shaft (1), and the rotation is As second stage carrier (2) and travel motor housing is
transmitted to first stage sun gear (5). The rotation of united into one part, the rotation of second stage
first stage sun gear (5) is reduced by first stage plane- planetary gear (3) is transmitted to the sprocket via the
tary gear (4) and first stage carrier (6), and is trans- ring gear.
mitted to second stage sun gear (8). The rotation of
second stage sun gear (8) is reduced by second stage
planetary gear (3) and second stage carrier (2) (united
with the travel motor housing).
1 2 3 4
7 8 6 T1LD-03-05-001
1 - Shaft 3 - Second Stage Planetary Gear 5 - First Stage Sun Gear 7 - Ring Gear
2 - Second Stage Carrier 4 - First Stage Planetary Gear 6 - First Stage Carrier 8 - Second Stage Sun Gear
T3-6-2
TRAVEL MOTOR
The travel motor consists of valve plate, rotor, plungers, When the pressure oil is supplied from the pump, the
shoes, swash plate and shaft. The rotor is connected plungers are pushed. The swash plate is installed at an
to the shaft by a spline joint, and the plungers are in- angle toward the plungers, the shoe slides on the
serted in the rotor. swash plate, so the rotor rotates. This rotation is
transmitted to the travel reduction gear via the shaft.
Valve Plate Travel Motor Swash plate Shaft
T1LD-03-05-001
Rotor Plunger Shoe
T3-6-3
TRAVEL BRAKE VALVE

The travel brake valve consists of a counterbalance The anti-cavitation valve reduces occurrence of cavita-
valve, an anti-cavitation valve and a travel speed tion in motor when the motor is stopped.
changeover valve. The travel speed changeover valve is shifted by pres-
The counterbalance valve has two functions; one is to sure oil from the travel speed changeover solenoid
allow the machine to smoothly start and stop traveling valve, moving the control piston to change the travel
and the other is to prevent the machine from running mode.
away while descending slopes.
Travel Brake Valve
B A
Anti-Cavitation Counterbalance Control Piston T1LD-03-05-001

Valve Valve
Counterbalance Valve (Section A-A) Anti-Cavitation Valve (Section B-B)
Counterbalance Valve
T1LD-03-05-010
T1LD-03-05-009
Travel Speed Selector Valve
T3-6-4
Counterbalance Valve
Travel Operation Descending Operation
1. When the pressure oil from control valve is sup- 1. When the machine travels down a slope, the
plied to port P1, the pressure oil flows to motor travel motors are forcibly driven by the machine
port M1 through inside of the spool and opens the weight, so that the motor draws oil like a pump.
check valve. 2. The pressure oil in port P1 is drawn into the travel
2. On the other hand, the return oil from motor port motor, so the pressure at port P1 decreases.
M2 is blocked by the check valve and spool. 3. Thereby, the spool returns to the left, and the re-
turn oil from port M2 to port P2 is restricted, so the
NOTE: The travel parking brake of the travel motor
oil pressure brake is activated.
is also working in this condition.
4. When the return oil from port M2 is restricted, the
pressure at port P1 increases again and moves
3. Thereby, the pressure at port P1 side increases
the spool to the right, so the motor rotates.
gradually, so the pressure at port P1 enters into
the spring chamber from the orifice, and moves
the spool to the right acting on the end surface of
spool.
4. As a result, the spool notch opens and port M2
and port P2 connect, so the travel motor rotates.
Control Valve
Spool
Orifice
Orifice
P1 P2
Spring Chamber
Spring Chamber
M1 M2
Check Valve
Check Valve
Travel Speed
Selector Valve
T1LD-03-05-009
T3-6-5
Anti-Cavitation Valve
The anti-cavitation valve consists of spool, passage A,
passage B and passage C.
When traveling
NOTE: Refer to Counterbalance Valve (T3-6-5) for
counterbalance valve operation. The
anti-cavitation valve does not operate dur-
ing normal travel motor operation.
1. Pressure oil from port P1 flows to port M1 through

the counterbalance. At the same time, it flows to
the chamber A through passage B.
Thus, pressure oil coming from port P1 and acting
in chamber A causes spool to move to the right.
2. Accordingly, passage A to C is closed and the re-
turn oil from port M2 returns to port P2 through the
counterbalance.
P1 P2
Counterbalance
Valve
M1 M2
Passage A
Passage B
Passage C
Chamber A
Spool
(High Pressure) (Low Pressure)
T1LD-03-05-002
T3-6-6
When traveling is stopped
NOTE: Refer to Counterbalance Valve (T3-6-5) for
counterbalance valve operation.
1. As pressure oil from port P1 decreases, the 5. Pressure oil from port M2 flows through orifice C
counterbalance valve gradually returns to the of counterbalance valve to passage C and to
neutral. chamber B, causing spool to move to the left.
2. Travel inertia forces the travel motor to rotate so 6. When spool moves to the left, passages C and A
that the motor works as a pump. are connected through cutoff of spool, causing
3. Accordingly, the pressure in port M2 increases pressure oil to flow from port M2 to port M1.
and that in port M1 decreases. 7. This operation reduces the occurrence of cavita-
4. Passage C is connected to port M2 so that the tion in the motor when traveling is stopped.
pressure is high. Passage A is connected to port
M1 so that the pressure is low.
Orifice C Counterbalance Valve

P1 P2
M1 M2
Passage B Passage C
Passage A
Chamber B
Spool
T1LD-03-05-003
T3-6-7
PARKING BRAKE
The parking brake is a wet-type single disc brake. The
brake is a negative type so that it is released only when
the brake release pressure oil is routed into the brake
piston chamber.
Applying Brake Releasing Brake

When the travel stops, the pressure oil acting on the During the travel operation, the travel motor pressure
brake piston is returned to the drain circuit through flows into the brake piston chamber through counter
counter balance valve. The spring pushes the brake balance valve and overcomes the spring force,
piston, the friction plates and the plates. Therefore, causing the brake piston to move. Therefore, the fric-
the friction plates touch the plates tightly, so that the tion plates and the plates to be freed each other so
brake is applied. that the brake is released.
Flow the Travel Motor

Pressure (Brake Release
Pressure Oil)
When Releasing Brake Brake Piston Chamber
Brake Piston
Plate
Rotor
Spring
To Drain
Circuit
Friction Plate
When Applying Brake T1LD-03-05-004
T3-6-8
(Blank)
T3-6-9
Motor Swash Angle (Travel Mode) Control
The swash plate angle is changed by moving the
control piston to control the motor rotation speed.
When the swash plate is in the maximum angle posi-
tion, the motor runs at slow speed and in the mini-
mum angle position at fast speed. The maximum
swash plate angle (slow) is automatically selected if
travel load increases more than the specified value
when the motor is running at the minimum swash
angle (fast).
Maximum Swash Angle (Slow Motor Speed)
1. At slow speed mode, pilot pressure from travel

mode solenoid valve does to come to pilot port Ps.
Thus, spool moves to the left due to motor load
pressure Pin acting in chamber A plus spring
force.
2. As a result, ports M1 and M2 of travel speed se-
lector valve on its high-pressure side and
low-pressure side are blocked by spool 1.
NOTE: When motor is in action, pressure oils from
both high and low pressure sides always
act to travel speed selector valve.
3. Therefore, pressure oil does not flow to control

piston.
4. Consequently, the swash plate angle increases so
that the plunger stroke is extended, increasing the
motor displacement. Then, the motor runs at slow
speed.
T3-6-10
At Slow Speed: Negative

Pressure
Port M1 Pin in Motor Port M2 Spool
Pilot Port
Ps
Travel Speed
Selector Valve
Spring
Chamber A
T1LD-03-05-005
Spool 1
Swash Plate
Control Piston
Plunger
T1LD-03-05-007
T3-6-11
Minimum Swash Angle (Fast Motor Speed)
1. When pressing fast travel speed mode switch,

pressure oil flows from travel mode solenoid valve
into pilot port Ps of travel speed selection valve.
2. Then, spool in travel speed selector valve moves
to the right.
3. As a result, pressure oils from ports M1 and M2
on high and low pressure sides come to control
piston through the rear side of spool.
4. Control piston presses swash plate, causing up-
per surface of swash plate to contact housing.
5. Consequently, the swash plate angle decreases
so that the plunger stroke is retracted, decreasing
the motor displacement. Then, the motor runs at
fast speed.
T3-6-12
At Fast Speed: Negative

Pressure
Port M1 Pin in Motor Port M2 Piston
Pilot Port
Ps
(From Travel Mode
Solenoid Valve)
T1LD-03-05-006
Spool Spring Travel Speed
Selector Valve
Swash Plate
Control Piston
Plunger T1LD-03-05-008
T3-6-13
Auto Swash Angle Control (Fast Slow)
At fast speed position (at small swash plate angle),

switching to slow speed position (at large swash plate
angle) is made automatically due to motor load.
1. When traveling at fast speed, the motor load

pressure Pin acts in the oil chamber composed of
the spool and piston, and pushes the spool left. If
the motor load pressure increases, this force be-
comes larger.
2. When the force (the sum of force due to negative
pressure pin in motor pressurized area of piston
and spring force), which moves spool to the left,
exceeds the force due to pressure oil from travel
mode solenoid valve pressurized area of spool,
which moves spool to the right, spool moves to
the left.
3. Pressure oils from ports M1 and M2 are blocked
with spool. Thus, pressure oil does not come to
control piston.
4. Pressure oil acting on control piston is returned to
hydraulic oil tank.
5. Consequently, the swash plate angle increases so
that the plunger stroke is extended, increasing the
motor displacement. Then, the motor runs at slow
speed.
6. Also, if the motor load pressure Pin lowers re-
sulting in the condition of [(motor pressure Pin x
pressurized area of piston) + spring force] <
[pressure from travel speed changeover solenoid
valve x pressurized area of spool], the spool
moves right again, and the motor runs at fast
speed.
T3-6-14
At Fast SpeedSlow Speed:

Negative Port Pressurized Area Piston
Pressurized Area Chamber A Port Pressure M2 of Piston
of Spool M1 Pin in Motor
To Hydraulic To Hydraulic
Oil Tank Oil Tank
Pilot Port
Ps
(From Travel Mode
Solenoid Valve)
T1LD-03-05-005
Spool Spring Travel Speed
Selector Valve
Swash Plate
Control Piston
Plunger
T1LD-03-05-007
T3-6-15
(Blank)
T3-6-16
COMPONENT OPERATION / Others (Upperstructure)
2-UNIT SOLENOID VALVE
Pilot Shut-Off Valve Travel Mode
The solenoid valves are provided as follows. The pilot Solenoid Valve Solenoid Valve
shut-off valve solenoid valve for switching ON/OFF of
pilot pressure and the travel speed changeover sole-
noid valve for travel speed mode selection are con-
tained in the 2-unit solenoid valve. And also provided is
the torque control solenoid valve for the air conditioner
of a cab version machine.
Pilot Shut-Off Valve Solenoid Valve

1. The solenoid valve is switched ON/OFF by the
position of pilot control shut-off lever to control the
pilot pressure to pilot valve.
2. When the pilot control shut-off lever is in the
LOCK position, the pilot shut-off switch is OFF.
3. By this action, the solenoid valve is OFF, so that
pilot pressure is blocked by the solenoid valve T1LA-03-06-001
To Pilot Valve To Travel Motor

spool.
4. As a consequence, the pressure oil is not deliv-
ered to the pilot valve.
5. When the pilot control shut-off lever is in the
UNLOCK position, the pilot shut-off switch is ON. Pilot Control
6. By this action, the solenoid valve is ON, so the Shut-Off Lever
pilot pressure is supplied to the pilot valve through
the solenoid valve spool.
Travel Speed Changeover Solenoid Valve

1. The travel speed is controlled by the travel speed
mode selector switch.
2. When the travel speed mode selector switch is in
the slow speed position, the travel speed
changeover mode selector is OFF. By this action,
the solenoid valve is OFF, so that pilot pressure is
blocked by the solenoid valve spool.
3. As a consequence, the travel speed changeover
pressure is not delivered to the travel motor. T532-02-06-002
4. When the travel speed mode selector switch is in Pilot Shut-Off Switch
the fast speed position, the travel speed mode
selector switch is ON. By this action, the solenoid
valve is ON, so that pilot pressure is delivered to
the travel motor as the travel mode pressure
through the solenoid valve spool.
Travel Speed
Mode Selector
NOTE: Both of above solenoid valves are same Switch
mechanism.
T1M9-01-02-002
T3-7-1
Torque Control Solenoid Valve (Cab Version ma-
chine only)
1. When the air conditioner is OFF, ports A and T are

connected.
2. If the air conditioner is switched ON, the solenoid
valve is excited, and the spool is pushed down.
3. By this action, ports P and A are connected, and
pressure oil is delivered from port A. The pressure
oil acts on the control piston inside the main pump,
thus decreasing the main pump swash plate tilt-
ing.
Port P
Port T
T1M9-03-07-003
Spool
Port A
T1M9-03-07-004
Spring
T3-7-2
PILOT RELIEF VALVE Spring
The pilot circuit of solenoid valve unit has a pilot relief

valve, preventing the circuit pressure from rising more
than the set pressure. The pressure oil from pilot pump To
always acts on the relief cap. When this pressure in- From Hydraulic
Pilot Pump
creases more than the set pressure (by spring force), Oil Tank
the relief cap is moved, allowing the pressure oil to be
relieved through the passage in the relief cap.
T1LA-03-06-002
Relief Cap
BACK PRESSURE VALVE Check Spring

Body Valve Spring Support Snap Ring
In the return line (control valve to oil cooler) of the main
circuit, the back pressure valve is provided.
The back pressure valve keeps pressure in the return
line of the main circuit at a constant value (0.3 MPa),
IN
and has the improved make-up function.
OUT
T1M9-03-07-001
T3-7-3
AUXILIARY FLOW SELECTOR VALVE
(OPTIONAL)
The auxiliary flow selector valve is composed of the
flow selector solenoid valve and the pressure reducing Port T
valve, and is installed in the auxiliary pilot control circuit Spring
(manifold port P to auxiliary pilot valve port P). Chamber
If the auxiliary flow selector switch is turned ON, the
solenoid valve is excited, and delivers pilot pressure to Spool A
the auxiliary pilot valve after reducing it to the set Spool B
value.
Port P
Operation: Port A
1. When the solenoid valve is OFF, the pilot pressure
oil coming from port P flows in to the passage and
spring chamber.
2. At this time, the spring force and pressure oil act Line T1M9-03-07-005
on the upper end of spool B, and pressure oil only

acts on the lower end.
3. By this action, spool B is pressed downward, and
the pressure oil is kept unchanged, and outputted
from port A.
4. If the solenoid valve is switched ON, spool A Port T
Spring
moves downward, and as the oil for the spring Chamber
chamber is blocked by spool A, the pressure oil
from port P flows into the passage only.
5. At this time, the pressure oil in the spring chamber Spool A
flows to the hydraulic oil tank through the notched Spool B
part of spool A.
6. By this action, the spring force is the only force Port P
acting on the upper end of spool B, and spool B Port A
moves upward receiving pressure from port A.
7. Then, within spool B, the circuit of A to spring
chamber to port T is made, reducing the pressure
of port A. Passage T1M9-03-07-006
8. By this action, spool B moves downward again by

the spring force.
9. By repeating actions like these, the pilot pressure
oil from port P is delivered to the auxiliary pilot
valve from port A after being reduced to the set
value. Spring
Chamber
Port T
Spool B
A
Port P
View A
Port A
T1M9-03-07-007
T3-7-4
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports the upperstructure on the Outer race (1) is bolted to the upperstructure.
undercarriage and allows the upperstructure to rotate Inner race (2) is bolted to the undercarriage.
smoothly. The internal gear meshes with the pinion of the swing
The swing bearing is a single-row ball-type. device.
The major parts of swing bearing are outer race (1),
inner race (2) with internal gear, ball (5), support (4)
and seal (3).
3 5
T507-03-02-001
1 - Outer Race 3 - Seal 4 - Support 5 - Ball

2 - Inner Race
T3-8-1
CENTER JOINT
The center joint is a 360 rotating joint. It allows oil to Body (5) rotates together with the upperstructure
flow to and from travel motors (12) and blade cylinder around spindle (10) during swing operation.
(13) without twisting hoses when the upperstructure is Oil flows into and through the passages in body (5) to
rotated. spindle (10) and then out of spindle (10) to travel motor
Spindle (10) is fastened to the undercarriage with bolts (12) and blade cylinder (13).
(4 used) and body (5) is fastened to the upperstructure Oil seal (11) prevents oil leaks from the clearance
with lock pins. between spindle (10) and body (5).
DR
A
B
C
D
E
F
G
4
9 6
1 2
13 7 8
3 G F E A B C D
DR
2
Hydraulic Circuit
1
7
9
6
4 3
12
T1M9-03-08-002
T3-8-2
B
View B
4 9 1 7 A 5 4
3 8 2 6
Mounting face to D
3 7 6 2 the track frame 11
10
1
9 8 A Cross Section A-A

T1M9-03-08-001
View C
1 - Port F (Blade Lower) / Pressure Oil 5 - Body 8 - Port C (Left Travel Forward) 11 - Seal
from Port F / Pressure Oil from Port C
2 - Port E (Blade Raise) / Pressure Oil 6 - Port A (Right Travel Forward) 9 - Port D (Left Travel Reverse) 12 - Travel Motor
from Port E / Pressure Oil from Port A / Pressure Oil from Port D
3 - Port G (for Travel Speed Changeover) 7 - Port B (Right Travel Reverse) 10 - Spindle 13 - Blade Cylinder
/ Pressure Oil from Port G / Pressure Oil from Port B
4 - Port DR (Drain) / Pressure Oil from
Port DR
T3-8-3
TRACK ADJUSTER
The track adjuster located on the side frame is com-
posed of spring (5) and adjuster cylinder (4). Spring (5)
absorbs loads applied to the front idler. Adjuster cyl-
inder (4) adjusts track sag.
Grease is applied through the grease fitting into

chamber (B) of adjuster cylinder (4) as illustrated
below. The pressure of the grease pushes piston rod
(3) out and decreases track sag. Grease Fitting Grease Discharge Outlet
To increase track sag, loosen valve (2) 1 to 1.5 turns
counterclockwise to release grease from the track
adjuster cylinder through the grease discharge out-
let.
M1LA-07-036
1 2
Section A-A
A A Grease Discharge
3 4 5 6
Outlet
T1LD-03-08-001
1 - Nut 3- Piston Rod 5- Spring 6- Bracket

2 - Valve 4- Adjuster Cylinder
T3-8-4
MEMO
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SECTION 4
OPERATIONAL PERFORMANCE TEST
CONTENTS
Group 1 Introduction Group 5 Component Test
Operational Performance Test.................... T4-1-1 Primary Pilot Pressure ..................................T4-5-1
Preparation for Performance Tests ............. T4-1-2 Secondary Pilot Pressure .............................T4-5-2
Main Relief Valve Set Pressure ....................T4-5-3
Group 2 Standard
Overload Relief Valve Set Pressure .............T4-5-6
Operational Performance Standard.............. T4-2-1
Swing Motor Drainage ..................................T4-5-8
Main Pump P-Q Diagram ............................. T4-2-5
Travel Motor Drainage ................................T4-5-10
Group 3 Engine Test Revolution Sensing Valve
Engine Speed ............................................... T4-3-1 Output Pressure ........................................T4-5-12
Engine Compression Pressure..................... T4-3-2 Pump Delivery Pressure .............................T4-5-14
Valve Clearance ........................................... T4-3-4 Pump Driving Torque ..................................T4-5-16
Nozzle Check ............................................... T4-3-6 Auxiliary Flow Selector Valve
Injection Timing............................................. T4-3-8 Pressure (Optional) ...................................T4-5-17
Group 4 Excavator Test Group 6 Adjustment

Travel Speed................................................. T4-4-1 Governor Adjustment ....................................T4-6-1
Track Revolution Speed ............................... T4-4-2
Mistrack Check ............................................. T4-4-3
Travel Motor Leakage................................... T4-4-4
Swing Speed................................................. T4-4-5
Swing Function Drift Check .......................... T4-4-6
Swing Motor Leakage................................... T4-4-7
Maximum Swingable Slant Angle ................. T4-4-8
Swing Bearing Play ...................................... T4-4-9
Hydraulic Cylinder Cycle Time ................... T4-4-10
Dig Function Drift........................................ T4-4-12
Control Lever Operating Force................... T4-4-13
Control Lever Stroke................................... T4-4-14
Combined Boom Raise/Swing
Function Check......................................... T4-4-15
1M9T-4-1
(Blank)
1M9T-4-2
OPERATIONAL PERFORMANCE TEST / Introduction
OPERATIONAL PERFORMANCE TEST
Use operational performance test procedure to quan-
titatively check all system and functions on the ma-
chine.
Purpose of Performance Tests Definition of Allowable Limit

1. To comprehensively evaluate each operational 1. Normal machine performance cannot be accom-
function by comparing the performance test data plished after exceeding this limit.
with the standard values.
2. According to the evaluation results, repair, adjust, 2. Repair or adjustment is impossible after exceed-
or replace parts or components as necessary to ing this limit.
restore the machines performance to the desired
standard. 3. Therefore, in consideration of operation efficiency
3. To economically operate the machine under op- and maintenance expense, proper maintenance
timal conditions. shall be carried out before reaching the Allow-
able Limit.
Kinds of Tests
1. Base machine performance test is to check the
operational performance of each system such as
engine, travel, swing, and hydraulic cylinders.
2. Hydraulic component unit test is to check the op-
erational performance of each component such
as hydraulic pump, motor, and various kinds of
valves.
Performance Standards
Performance Standard is shown in tables to evalu-
ate the performance test data.
Precautions for Evaluation of Test Data

1. To evaluate not only that the test data are correct,
but also in what range the test data are.
2. Be sure to evaluate the test data based on the
machine operation hours, kinds and state of work
loads, and machine maintenance conditions.
The machine performance does not always deterio-

rate as the working hours increase. However, the
machine performance is normally considered to re-
duce in proportion to the increase of the operation
hours. Accordingly, restoring the machine perform-
ance by repair, adjustment, or replacement shall con-
sider the number of the machines working hours.
Definition of Performance Standard

1. Operation speed values and dimensions of the
new machine.
2. Operational performance of new components
adjusted to specifications. Allowable errors will be
indicated as necessary.
T4-1-1
OPERATIONAL PERFORMANCE TEST / Introduction
PREPARATION FOR PERFORMANCE
TESTS
Observe the following rules in order to carry out
performance tests accurately and safely.
THE MACHINE
1. Repair any defects and damage found, such as
oil or water leaks, loose bolts, cracks and so on,
before starting to test.
TEST AREA
1. Select a hard and flat surface.
2. Secure enough space to allow the machine to
run straight more than 20 m (65 ft 7 in), and to
make a full swing with the front attachment ex-
tended.
3. If required, rope off the test area and provide
signboards to keep unauthorized personnel
away.
PRECAUTIONS
1. Before starting to test, agree upon the signals to T105-06-01-003
be employed for communication among cowork-

ers. Once the test is started, be sure to commu-
nicate with each other using these signals, and to
follow them without fail.
2. Operate the machine carefully and always give
first priority to safety.
3. While testing, always take care to avoid acci-
dents due to landslides or contact with
high-voltage power lines. Always confirm that
there is sufficient space for full swings.
4. Avoid polluting the machine and the ground with
leaking oil. Use oil pans to catch escaping oil.
Pay special attention to this when removing hy-
draulic pipings.
MAKE PRECISE MEASUREMENT

1. Accurately calibrate test instruments in advance
to obtain correct data.
2. Carry out tests under the exact test conditions
prescribed for each test item. T505-06-01-003
3. Repeat the same test and confirm that the test

data obtained can be produced repeatedly. Use
mean values of measurements if necessary.
T4-1-2
OPERATIONAL PERFORMANCE TEST / Standard
OPERATIONAL PERFORMANCE STAN-

DARD
The value in ( ) is shown for reference only.
This Operational Performance Standard values are * The standard measurement condition is as follows;
listed below. Engine Speed Control Lever: Full Stroke
Refer to the correspondence section in T4-3 and after Hydraulic Oil Temperature: 505 C (1229 F)
for the details of measurement method.
Item ZAXIS40U-2 ZAXIS50U-2 Remarks

ENGINE SPEED min
-1
Refer to T4-3-1
Slow Idle Speed 115050
Fast Idle Speed 265050
Fast Idle Speed (Bucket Relief Operation) 225050
Fast Idle Speed (Boom Relief Operation) 225050
ENGINE COMPRESSION 3.430.1 (351, After engine warm-up

PRESSURE 2
MPa (kgf/cm , psi) 49914.5) Refer to T4-3-2
With engine cold
VALVE CLEARANCE (IN, EX) mm 0.20.05
Refer to T4-3-4
19.620.6 Refer to T4-3-6
NOZZLE INJECTION
(200210,
PRESSURE 2
MPa (kgf/cm , psi)
28492995)
INJECTION TIMING Refer to T4-3-8
25
(Fuel Pump Mounting Standard Angle) deg.
TRAVEL SPEED sec/20 m Refer to T4-4-1

Fast Speed Mode 16.01.5 /

(Rubber Crawler/Steel Crawler) 17.21.5
Slow Speed Mode 25.71.5 /

TRACK REVOLUTION SPEED sec/3 rev. Refer to T4-4-2
Fast Speed Mode 11.31.5 /

Slow Speed Mode 19.61.5 /

MISTRACK Refer to T4-4-3
200 or less
(Fast SpeedSlow Speed) mm/20 m
TRAVEL MOTOR LEAKAGE mm/3 min 0 Refer to T4-4-4
SWING SPEED sec/3 rev. 19.31.5 Refer to T4-4-5
SWING FUNCTION DRIFT mm/90 163 or less Refer to T4-4-6
Bucket loaded
SWING MOTOR LEAKAGE mm/5 min 0
Refer to T4-4-7
MAXIMUM SWINGABLE Bucket loaded
21 or more 20 or more
SLANT ANGLE deg. Refer to T4-4-8
SWING BEARING PLAY mm 0.4 or less Refer to T4-4-9
T4-2-1

HYDRAULIC CYLINDER Refer to T4-4-10
CYCLE TIME sec
Boom Raise (Canopy Version) 2.00.3 2.20.3
Boom Lower (Canopy Version) 2.60.3 3.00.3
Arm Roll-In 2.60.5 2.70.5
Arm Roll-Out 2.10.3 2.20.3
Bucket Roll-In 2.30.3 2.60.3
Bucket Roll-Out 1.70.3 1.80.3
Right Boom Swing 7.00.5
Left Boom Swing 7.00.5
Blade Raise 2.50.5 2.5 0.6
Blade Lower 3.10.5 3.1 0.6
Bucket loaded
DIG FUNCTION DRIFT mm/5 min
Refer to T4-4-12
Boom Cylinder 5 or less
Arm Cylinder 8 or less
Bucket Cylinder 5 or less
Bucket Bottom 100 or less
Blade Cylinder 3 or less
Blade Cylinder (When jacked up) 15 or less
Boom Swing Cylinder 3 or less
CONTROL LEVER/PEDAL HITACHI Lever Pattern
OPERATING FORCE N (kgf, lbf) Refer to T4-4-13
11.0 or less
Boom Lever
(1.1, 2.5 or less)
11.0 or less
Arm Lever (ISO Lever Pattern: Swing)
(1.1, 2.5 or less)
11.0 or less
Bucket Lever
(1.1, 2.5 or less)
11.0 or less
Swing Lever (ISO Lever Pattern: Arm)
(1.1, 2.5 or less)
17.0 or less
Travel Lever
(1.7, 3.8 or less)
19.0 or less
Blade Lever
(1.9, 4.3 or less)
54.0 or less
Boom Swing Pedal
(5.5, 12.2 or less)
T4-2-2

HITACHI Lever
CONTROL LEVER/PEDAL STROKE
Pattern
mm (in)
Refer to T4-4-14
Boom Lever 10010 (3.90.4)
Arm Lever (ISO Lever Pattern: Swing) 9510 (3.70.4)
Bucket Lever 9510 (3.70.4)
Swing Lever (ISO Lever Pattern: Arm) 10010 (3.90.4)
Travel Lever 10010 (3.90.4)
Blade Lever 5510 (2.20.4)
Boom Swing Pedal 185 (0.70.2)
BOOM RAISE/SWING (Bucket Empty) Refer to T4-4-15
Height mm 3000 or more
Time sec 2.30.3
PRIMARY PILOT 6.60.5 Refer to T4-5-1

PRESSURE 2
MPa (kgf/cm , psi) (675, 96073)
SECONDARY PILOT 2.90.5 Refer to T4-5-2

PRESSURE 2
MPa (kgf/cm , psi) (305, 42273)
MAIN RELIEF VALVE SET Measure at Machine
PRESSURE 2
MPa (kgf/cm , psi) Refer to T4-5-3
25.31.0
Main Pumps P1 (25810,
3678145)
25.51.0
Travel (26010,
3707145)
21.61.0
Swing (22010,
3140145)
OVERLOAD RELIEF VALVE SET Measure at Bench
PRESSURE 2
MPa (kgf/cm , psi) Refer to T4-5-6
26.51(27010,
Boom, Arm, Bucket
3852145)
SWING MOTOR DRAINAGE L/min (gal) Refer to T4-5-8
0.5 or less
at constant speed
(0.1 or less)
TRAVEL MOTOR DRAINAGE L/min (gal) Refer to T4-5-10
0.3 or less /
at constant speed 0.2 or less

(Fast/Slow) (0.08 or less /
0.05 or less)
T4-2-3

REVOLUTION SENSING VALVE OUTPUT Measure at bench
PRESSURE (Pressure PGR) Refer to T4-5-12
2
MPa (kgf/cm , psi)
Fast Idle 1.96 (20, 285) Reference
Slow Idle 0.49 (5.0, 71) Reference
PUMP DELIVERY PRESSURE Refer to T4-5-14
(Lever in Neutral) 2
MPa (kgf/cm , psi)
Fast Idle 3.1 (31.8, 451) Reference
Slow Idle 2.3 (23.3, 334) Reference
T4-2-4
MAIN PUMP P-Q DIAGRAM
P-Q control (Torque control)
(Reference: Calculated Valve)

Rated Pump Speed: 2500 min-1 (rpm)
Hydraulic Oil Temperature: 505 C (12241 F)
Pilot Pump Pressure: 5.9 MPa (60 kgf/cm2,
858psi)
P-Q Point P-Q Point (Air conditioner: ON

(Air conditioner: OFF (PC Pressure = 0 MPa)) (PC pressure = 3.9 MPa (40 kgf/cm2, 567 psi))
Delivery Pressure Flow Rate Delivery Pressure Flow Rate
MPa (kgf/cm2, psi) L/min (GPM) MPa (kgf/cm2, psi) L/min (GPM)
A 1.96 (20, 285) 126 (33.2) A 1.96 (20, 285) 126 (33.2)
B 4.6 (47, 669) 125 (33) B 4.6 (47, 669) 125 (33)
C 6.67 (68, 970) [121.5] [(32)] C 6.67 (68, 970) [121.5] [(32)]
D 8.7 (88.7, 1265) 116.5 (30.7) G 15 (153, 2181) [69] [(18.2)]
E 16.67 (170, 2473) [70] [(18.5)] H 24.5 (250, 3562) [40] [(10.6)]
F 24.5 (250, 3562) 47.5 (12.5) The valve indicated in [ ] is only a reference valve.
The valve indicated in [ ] is only a reference valve.
L/min
A B
C
D
E
Flow
Rate
G
F
Delivery Pressure MPa (kgf/cm2 ) T1M9-04-02-018
T4-2-5
(Blank)
T4-2-6
OPERATIONAL PERFORMANCE TEST / Engine Test
ENGINE SPEED
Summary:
1. Be sure to check the engine speed before per-
forming all other tests, since it always affects test Engine
Control
results. Dial
Preparation:
1. Warm up the machine, until the engine coolant
temperature reaches 50 C (122 F) or more, and
hydraulic oil temperature is 505 C (1229 F).
2. Move the engine control dial from slow idle to fast
idle. Confirm that the fuel injection pump governor
lever comes into contact with the slow-idle and
fast-idle stoppers.
3. Connect an engine tachometer to the fuel injection
line.
Measurement:
1. Depending upon the engine speed measured,
make measurement as per the following table.
Engine Control
Auto Idle Switch T1M9-01-02-002
Dial
Slow Idle
Slow Idle OFF Governor Lever
(No-load)
Fast Idle
Fast Idle OFF
(No-load)
2. Repeat measurement three times and calculate

the mean value.
Evaluation:
Refer to T4-2 Operational Performance Standard.
T1M9-04-02-019
Stopper
T4-3-1
ENGINE COMPRESSION PRESSURE
Summary:
1. Measure compression pressure in the cylinders to
check for a reduction in engine power.
2. Check exhaust gas color. Keep track of engine oil
consumption.
Compression
3. Check for abnormalities in the intake system, in- Gauge Kit
cluding the air cleaner.
Preparation:
1. Warm up the engine.
2. Disconnect the negative terminal at the battery,
and then remove engine stop solenoid connec-
tors.
3. Reconnect the negative terminal to battery.
4. Remove the fuel injection valve of the cylinder to
be measured, and attach a pressure gauge
(compression gauge kit for YANMAR TNV88)
NOTE: Attach the gasket to the end of the adaptor,
and tighten it firmly.
T1M9-04-02-001
4. Confirm that the batteries are charged.
Measurement:
1. Turn the starter to crank the engine. Record the
compression pressure of each cylinder.
2. Repeat measurement three times and calculate
the mean value.
Evaluation:
NOTE: Engine speed and compression pressure.
Compression Compression
Pressure 3 Pressure
2
(kgf/cm ) (MPa)
-1 T1M9-04-02-020
Engine Speed min (rpm)
T4-3-2
(Blank)
T4-3-3
VALVE CLEARANCE
Flywheel Side
Summary:
1. Perform the measurement when the engine is
cold. Mark-0
2. Before removing the head cover, clean the area
around the head cover to prevent the entry of dust
into the engine. Crank
Pulley
Preparation:
1. Remove the head cover.
2. Locate the top dead center (TDC) in the com-
pression stroke of piston No.1 (on the flywheel T1M9-04-02-002
side). Mark Groove
Turn the crank pulley counterclockwise viewed
from the flywheel, and have the mark groove
coincide with the Mark-0 of the timing gear case
cover. At this time, if both of the locker arms of the
inlet and exhaust valves for cylinder No. 1 have
play when operated manually, TDC for cylinder No.
1 is properly located.
If not, turn the crank pulley 360 degrees, and
check one more time.
NOTE: For turning the crank pulley, remove the fan

guard, and turn the fan with one hand while
holding the fan belt with the other. If the fuel
injection valve of each cylinder is removed
in advance, the crank pulley can be easily
rotated with no compressive force.
IMPORTANT: In case no play is felt for both of the

locker arms of the inlet and exhaust
valves for cylinder No. 1 even after
turning the pulley 4 times, abnormal
wear of the valve seats is suspected,
and disassembled examination is
necessary.
T4-3-4
Measurement: Rocker Arm Adjust Screw
1. Measure the valve clearance between the rocker
arm and valve.
2. Measure the clearances of valves marked ({) in
the table below. Lock Nut
Cylinder No. 1 2 3 4
Valve I E I E I E I E
Cylinder No.1 at top dead center { { { {
Cylinder No.1 at overlap T1M9-04-02-003
3. Turn flywheel 360, then measure the valve clear-

ances marked () in the above table.
Evaluation:
Normal Abnormal
Adjustment T1M9-04-02-004
1. Loosen the lock nut and the adjusting screw of the

locker arm.
2. Confirm that the valve cap has no tilting, dust in-
gress, or wear.
3. Insert a thickness gauge of 0.2 mm between the
locker arm and the valve head, and tighten the
lock nut after adjusting the valve clearance.
IMPORTANT: The valve clearances marked with {

are adjustable when piston No. 1 is
at TDC, and those marked with are T1M9-04-02-005
adjustable when Piston No. 4 is at

TDC.
In case no play is felt for the locker
arm to have play, abnormal wear of
the valve seat is suspected, and
disassembled examination is nec-
essary.
T4-3-5
NOZZLE CHECK
Summary:
1. Check the injection pressure and the spray pat-
tern with a nozzle tester.
2. Before starting work, clean the fuel injector
mounting area to avoid contamination in the en-
gine.
Preparation:
1. Remove all fuel injector and fuel injection pipings
from the engine.
2. Attach a fuel injector to nozzle tester.
Fuel Injector
Measurement:
CAUTION: Never touch spray directly. The
fuel spray from the nozzle may penetrate the
skin, resulting in serious injury. If fuel pene- T1M9-04-02-007
trates into the blood stream, it may cause

blood toxication.
1. Injection pressure
After attaching the fuel injector to nozzle tester,
Fuel Injector
strongly make several strokes of the tester to in-
ject fuel. Then, while operating the tester at ap- Over Flow Pipe
prox. 60 time strokes a minute, measure the fuel
injection pressure.
Use shims in the fuel injector to adjust the pres-
sure. Nozzle Holder
NOTE: If the shim is thickened by 0.1 mm, pres-

sure rises by about 1.9 MPa (19 kgf/cm2).
2. Spray pattern Shim

For this test, turn the pressure tester knob to by-
pass the pressure gauge. Attach the fuel injector
to the nozzle tester. Strongly make several strokes
of the tester and check the fuel spray pattern.
NOTE: Use clean diesel oil.
3. Oil tight condition

Keep the pressure slightly below the injection
pressure. Check for fuel leak from around the
nozzle tip.
T1M9-04-02-008
T4-3-6
Evaluation:
1. Standard Injection Pressure:
2. During Spray Injection
2-1. After injecting spray two to three times, gradu-
ally raise pressure, and halt it at slightly lower
than 2 MPa (20 kgf/cm2), and confirm that there
is no fuel drop coming out of the nozzle end.
2-2. During injection with a nozzle tester, in case an
extremely large amount of fuel leakage takes
place out of the overflow connector, confirm by
tightening it again. In case the situation is not (Normal) T1M9-04-02-009
bettered, replace the nozzle assembly.

2-3. Operate the nozzle tester lever at the speed of
one or two strokes a second, and confirm that
no abnormal spray takes place.
2-4. In case spray conditions shown below cannot be
obtained, make readjustment or replacement of
the parts.
-Spray spread angles are similar. ()
-Spray direction angles are similar. ()
-The whole spray is like fine mist. (Abnormal)
T1M9-04-02-010
-Injection ends with no dripping.
T4-3-7
INJECTION TIMING
Preparation Fuel Pump
IMPORTANT: Measurement of injection timing is

impossible in the case of an engine Fuel Pump Drive Gear
provided with the MP type fuel injec-
tion pump.
Therefore, be sure to assemble the
injection pump fully carefully in ac-
cordance with the descriptions given
in the engine maintenance manual. Flange Bolt
(Do not
disassemble)
Adjustment
Explanation is made here about the procedure for
replacing, mounting, or dismounting of the fuel injec- Drive Gear Fixing Bolt
tion pump. Crank gear
Idle Gear
T1M9-04-02-013
CAUTION: When dismounting the fuel pump,
be sure not to loosen the four screws fixing
the pump flange and the fuel pump driving
gear. If they are loosened, adjustment of the
injection timing becomes very difficult.
1. Before dismounting the fuel pump, put mating

marks with a white felt pen on the respective
contacting part of the fuel pump driving gear and
the idle gear.
T4-3-8
2. Before dismounting the fuel pump, adhere to the Center Line 1 1
gear case a injection angle adjustment sticker with
its center line coinciding with the mark-off line on
the fuel pump side.
3. Dismount the fuel pump, and read the injection
angle marked on the fuel pump.
4. Read the injection angle marked on the fuel pump
to be mounted, and figure out the difference from
that of the dismounted fuel pump. 0.5
(Injection Angle Adjustment Sticker) T1M9-04-02-014
NOTE: In case the same fuel pump is mounted

again, the angle difference is zero.
Injection angle difference (cam angle) =
(injection angle of the mounted fuel pump) - Sticker
(injection angle of the dismounted fuel
pump)
IMPORTANT: In case the injection angle of the fuel

pump is difficult to read, consult the
engine manufacturer for it by giving
information on the fuel pump model
and serial number.
Fuel Pump Gear Case
5. Attach the fuel pump temporarily to the gear case.
Have the mating marks put in advance during Mark-off Line
T1M9-04-02-015
disassembling coincide with each other, mount the

driving gear to the camshaft, and tighten the nut.
Tightening torque of fuel pump driving gear nut:
78 to 88 Nm (8 to 9 kgfm, 564 to 637 lbfft) Mark-off Line Adjustment Sticker
6. Read the injection angle difference figured out in
procedure 5 with the adjustment sticker measure
(minimum 0.5 degrees, cam angle), and adjust the
mounting angle of the fuel pump.
Center
Line
NOTE: For the injection angle difference of +1 de-
gree, turn the fuel pump 1 degree outward
in relation to the cylinder block, and for 1 In case of +1 In case of +0.25
degree, turn the fuel pump 1 degree toward
the cylinder block. (Adjustment of Injection Angle) T1M9-04-02-016
7. Tighten the nut for attaching the fuel pump.
T4-3-9
NOTE: The standard mounting angle for the fuel

pump is 25 degrees.
Cylinder
Block Side
(Fuel Pump Fixing Angle) T1M9-04-02-017
NOTE: For advancing or delaying the injection

Delay
timing, change the mounting angle of the
fuel pump. For example, in case the injec- Advance
tion angle is advanced by 2 degrees,
loosen the nut for fixing the fuel pump to the
gear case, turn the fuel pump 1 degree Cylinder Block Side
outward in relation to the cylinder block,
and tighten the nut for fixing the pump.
For delaying the injection timing, mount the
pump the other way around.
T1M9-04-02-017
Fuel Pump Fixing Bolt

(Adjustment of Injection Timing)
T4-3-10
OPERATIONAL PERFORMANCE TEST / Excavator Test
TRAVEL SPEED
Summary:
1. To check overall performance of travel drive sys-
tem (between main pump and travel motor),
measure the time required for the excavator to
travel a test track.
Preparation:
1. Adjust the track sag of both tracks to be equal.
2. Prepare a level and solid test track 20 m (65.5 ft)
in length, with an extra length of 3 to 5 m (9.8 to
16 ft) on both ends for machine acceleration and
deceleration.
3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above
the ground with the arm and bucket extended.
4. Maintain the hydraulic oil temperature at 505 C
(1229 F).
End
Arm Roll-in, Bucket Roll-in
Start
Raise bucket 0.3 to 0.5 m
(1.0 to 1.6 ft) above the
ground.
3 to 5 m (9.8 to 16 ft)
extra length for acceleration /
20 m (65.5 ft) deceleration
3 to 5 m (9.8 to 16 ft)
extra length for acceleration / T570-06-03-001
deceleration
Measurement:
1. The test should be performed with each mode
(slow and fast travel speeds) in the fast-idle speed
with auto idle switch off.
2. Start traveling the machine in the acceleration
zone with the travel levers at full stroke.
3. Measure the time required to travel 20 m (65 ft 7
in).
4. After measuring the forward travel speed, turn the
upperstructure 180 and measure the reverse
travel speed.
5. Repeat steps (2) and (4) three times in each di-
rection and calculate the mean values.
Evaluation:
Remedy:
Refer to T5-3 "Troubleshooting B".
T4-4-1
TRACK REVOLUTION SPEED
Summary:
1. With the track raised off ground, measure the
track revolution cycle time to check the total track
drive system (between main pump and travel
motor).
Preparation:
1. Adjust the track sag of both side tracks equally.
2. On the track to be measured, mark one shoe with
chalk.
CAUTION: Support the lifted track securely
with wooden blocks.
3. Swing the upperstructure 90 and lower the 90 to 110

bucket to raise the track off ground. Keep the
Mark
boom-arm angle between 90 to 110 as shown.
Measurement:
1. The test should be performed with each mode T570-06-03-009
(slow and fast travel speeds) in the fast idle speed

2. Operate the travel control lever of the raised track
in the full forward or reverse stroke.
3. Measure the time required for 3 revolutions of
shoe in both directions.
4. Raise the other track and repeat the procedures.
5. Repeat steps (2) and (4) three times for each
track and calculate the mean values.
Evaluation:
NOTE: The measured values may vary widely. The

evaluation based on the results obtained
from the 20 m (65.5 ft) travel speed check is
more recommendable.
Remedy:
T4-4-2
MISTRACK CHECK
Summary:
1. Allow the machine to travel 20 m (65.5 ft). Meas-
ure the maximum tread deviation from the tread
chord line drawn between the travel start and end
points to check the performance equilibrium be-
tween both sides of the travel device systems
(between main pump and travel motor).
2. If measured on a concrete surface, the tread de-
viation has a trend to decrease.
Preparation:
1. Adjust the track sag of both tracks to be equal.
2. Provide a flat, solid test yard 20 m (65.5 ft) in
length, with extra length of 3 to 5 m (9.8 to 16 ft)
on both ends for machine acceleration and de-
celeration.
3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above
the ground with the arm and bucket extended.
(1229 F).
Max Distance
20 m (65.5 ft)
T570-06-03-002
Measurement:
1. The test should be performed with each mode
(slow and fast travel speeds) in the fast idle speed
2. Start traveling the machine in the acceleration
zone with the travel levers at full stroke.
3. Measure the distance between a straight 20 m
(65.5 ft) line and the tread made by the machine.
4. After measuring the tracking in forward travel,
swing the upperstructure 180 and measure that
in reverse travel.
5. Repeat steps (3) and (4) three times in each di-
rection and calculate the mean values.
Evaluation:
Refer to T 4-2 Operational Performance Standard.
Remedy:
T4-4-3
TRAVEL MOTOR LEAKAGE
Summary:
1. Measure the amount of travel motor slippage on a
slope, which is due to travel motor inner oil leak.
Preparation:
1. The surface of the test slope must be even, with a
gradient of 20% (11.31 ).
2. Raise the bucket 0.2 to 0.3 m above the ground
with the arm and bucket cylinders fully extended
(rolled in)
(1229 F).
Measurement:
1. Measure the slip amount of travel motor at park-
ing. T570-06-03-010
1-1. Climb the slope and place the travel levers in

neutral.
1-2. Stop the engine.
1-3. After parking the machine, makes aligning
marks on the side frame and a track link or
shoe.
1-4. After 3 minutes, measure discrepancy between
the marks.
Amount of slippage after 3 minutes
Evaluation:
Refer to T4-2 Operational Performance Standard. T505-06-03-005
T4-4-4
SWING SPEED
Summary:
1. Measure the time required to swing three com-
plete turns to check the total swing drive system
(between the main pump and swing motor).
Preparation:
1. Check the lubrication of swing gear and swing
bearing.
2. Place the machine on level, solid ground with
ample space for swinging. Do not conduct this test
on slopes.
3. With the arm rolled out and bucket rolled in, hold Even with
the Boom
the bucket so that the height of arm top pin is even Foot Pin.
with the boom foot pin. The bucket must be empty.
4. Maintain the hydraulic oil temperature at 505 C T570-06-03-003
(1229 F)
CAUTION: Before starting the measurement,

make sure that there are no person or obsta-
cles within the swing area.
Measurement:
1. Run engine at fast idle speed with auto idle switch
off. Operate swing control lever fully.
2. Measure the time required to swing 3 turns in one
direction.
3. Operate swing control lever fully in the opposite
direction and measure the time required for 3
turns.
4. Repeat steps (2) and (3) three times each and
calculate the average values.
Evaluation
Remedy:
T4-4-5
SWING FUNCTION DRIFT CHECK
Summary:
1. To check the valve unit performance, measure the
swing drift on the bearing outer circumference
when stopping after a 90 full speed swing.
2. Mechanical brake for swing parking is installed on
swing motor.
Preparation:
bearing. Make aligning marks on the
2. Place the machine on level, solid ground with swing bearing outer circumfer-
ence and track frame.
ample space for swinging. Do not conduct this test
on slopes. T570-06-03-004
3. With the arm rolled out and bucket rolled in, hold
the bucket so that the height of bucket pin is even
with the boom foot pin. The bucket must be empty.
4. Make the marks on the swing bearing and track
frame.
5. Swing the upperstructure 90.
(1229 F).
CAUTION: Before starting the measurement,

make sure that there are no person or obsta-
cles within the swing area. Swing the upperstructure 90
to the test start position.
Measurement:
1. Start and run engine at fast idle speed with auto T570-06-03-005
idle switch off. Operate the swing control lever

fully to swing the upper-structure. When the marks
on the swing bearing and track frame meet, return
the swing lever to the neutral position.
2. After the swing movement stops, measure the arc Measure the arc length along the cir-
cumference of swing bearing.
length between two aligning marks along the cir-
cumference of the swing bearing.
3. Align the marks again, swing 90 then test in the
opposite direction.
4. Repeat steps (1) and (2) three times each and
calculate the mean values.
Mark on the track frame
Evaluation:
Mark on the swing bearing
T105-06-03-010
Remedy:
T4-4-6
SWING MOTOR LEAKAGE
Summary:
1. To check swing parking brake performance,
measure the upperstructure drift after parking the
machine on a slope with the upperstructure posi-
tioned 90 to the slope.
(Mechanical brake for swing parking is installed on
swing device.)
Preparation:
bearing.
2. Load the bucket with either soil or a weight
equivalent to the weight standard.
Weight: ZAXIS40U-2: 210 kg (463 lb)
ZAXIS50U-2: 240 kg (529 lb)
the bucket so that the height of bucket pin is even
with the boom foot pin.
4. Park the machine on a flat slope with a gradient of
151.
5. Climb the slope, then swing the upperstructure
90toward the slope. Make aligning marks on the
swing bearing circumference and track frame.
(1229 F).
T570-06-03-006
Measurement:
1. Start the engine and maintain engine speed at idle
speed. After 5 minutes, measure the difference
between the marks on the swing bearing circum-
ference and the track frame.
2. Perform the measurement under the following two Measure the arc length along the swing
conditions: bearing circumference.
When the brake is applied (with the pilot control
shut-off lever in the LOCK position).
When the brake is released (with the pilot control
shut-off lever in the UNLOCK position).
3. Perform the measurement on both right and left
swing directions. Mark on the track frame
4. Perform the measurement three times in each di-
rection and calculate the average values. Mark on the swing bearing
Evaluation: T105-06-03-010
Remedy:
T4-4-7
MAXIMUM SWINGABLE SLANT ANGLE
Summary:
1. To measure the maximum slope angle on which
the upperstructure can swing, park the machine
on a slope with the upperstructure positioned 90
to the slope.
Preparation:
bearing.
ZAXIS50U-2: 240 kg (529 lb)
3. With the arm cylinder fully retracted and the
bucket cylinder fully extended, hold the bucket so
that the height of bucket pin is even with the boom
foot pin. T570-06-03-006
4. Climb the slope, and then set the upperstructure

90 to the slope.
(1229 F).
Measurement:
off. Operate the swing control lever fully to swing
the upperstructure to the uphill side of slope.
2. If swing is possible, measure the slant angle on
the cab floor.
3. Increase the slope angle. Measure on both right
and left swing directions.
4. Perform the measurement three times.
Evaluation:
Remedy:
T4-4-8
SWING BEARING PLAY
Summary:
1. Measure the swing play with a dial gauge to check
the wear of bearing races and balls.
Preparation:
1. Check the swing bearing mounting bolt for loose-
ness.
2. Check the lubrication of swing bearing. Confirm
that bearing rotation is smooth and noiseless.
T105-06-03-014
3. Install a dial gauge with a magnetic base on the Magnetic Base Dial Gauge
track frame as shown.
4. Position the upperstructure so that the boom
aligns with the tracks facing towards the travel
motors.
5. Position the dial gauge so that its needle point
comes into contact with the bottom face of the
bearing outer race as shown. Round Frame Trunk
6. Bucket should be empty.
NOTE: The measured value may differ depending

on where the dial gauge magnetic base is Magnetic Base
located. Mount the magnetic base directly T105-06-03-015
onto the round frame trunk or as close to

the round frame trunk as possible. Measurement: [h1]
Measurement:
the bucket so that the height of the bucket pin is
even with the boom foot pin. Record the dial
gauge reading (h1).
2. Lower the bucket to the ground and use it to raise Even with the
the front idler 0.5 m (20 in). Record the dial gauge Boom Foot Pin.
reading (h2).
3. Calculate bearing play (H) from this data (h1 and T570-06-03-003
h2) as follows:
H = h2 h 1
Measurement: [h2]
Evaluation:
0.5 m (20 in)
T570-06-03-007
T4-4-9
HYDRAULIC CYLINDER CYCLE TIME
Boom Cylinder
Summary:
1. To totally check the front attachment function
performance (between the main pump and each
cylinder) by measuring each cylinder cycle time.
2. Bucket should be empty.
Preparation:
1. Take the following machine position:
T570-06-03-011
1-1. When measuring the boom cylinder: Arm Cylinder

With the arm cylinder fully retracted and the
bucket cylinder fully extended, lower the bucket
to the ground.
1-2. When measuring the arm cylinder:

With the bucket cylinder fully extended, adjust
the boom and arm cylinder strokes so that
when the arm is moved half the full stroke, the 0.5 m
(20 in)
arm longitudinal center line perpendicularly
points to the ground and the bucket bottom
T570-06-03-012
clearance above the ground is approx. 0.5 m
(20 in). Bucket Cylinder
1-3. When measuring the bucket cylinder:

Adjust the boom and arm cylinder strokes so
that when the bucket is moved half the full
stroke, the bucket edge points to the ground
perpendicularly.
1-4. When measuring the boom swing cylinder:

Set the boom swing cylinder in either the right
or left swing stroke end position.
T105-06-03-020
1-5. When measuring the blade cylinder:
Boom Swing Cylinder
Lower the bucket to the ground to raise the
machine front off the ground and secure the
height space to allow the blade to move
up-and-down full stroke.
2. Maintain hydraulic oil temperature at 505 C

(1229 F).
T523-06-03-006
Blade Cylinder
T570-06-03-007
T4-4-10
Measurement:
off.
Operate each cylinder as follows:

(The cylinder stroke excludes the cushion range.)
1-1. Measure the boom cylinder.

Measure the time required to raise or lower the
boom while operating the boom control lever
full stroke.
1-2. Measuring the arm cylinder.

Measure the time required to roll in or out the
arm while operating the arm control lever full
stroke.
1-3. Measuring the bucket cylinder.

Measure the time required to roll in or out the
bucket while operating the bucket control lever
full stroke.
1-4. Measuring the boom swing cylinder

Measure the time required to swing the front
attachment from right to left or vice versa while
operating the boom swing pedal full stroke.
1-5. Measuring the blade cylinder

Measure the time required to raise or lower the
blade while operating the blade control lever
full stroke.
2. Repeat each measurement three times and cal-

culate the average values.
Evaluation:
Refer to T 4-2 Operational Performance Standard.
Remedy:
T4-4-11
DIG FUNCTION DRIFT
Summary: Retraction
Extension
1. With the bucket loaded, measure dig function drift,
which can be caused by oil leakage in the control Retraction
valve and / or boom, arm, bucket, blade and boom
swing cylinders.
2. When testing the dig function drift just after cylin-

der replacement, slowly operate each cylinder to Arm Top Pin is
even with Boom Front Drift
its stroke end to purge trapped air prior to testing. Foot Pin.
Preparation: Extension T570-06-03-008

ZAXIS50U-2: 240 kg (529 lb)
2. With the arm cylinder fully retracted and bucket
cylinder fully extended, had the bucket pin height
even with the boom foot pin.
When measuring the boom swing cylinder, climb
the slope with a gradient of 151 and set the
upperstructure 90 to the slope.
3. Retract arm cylinder and bucket cylinder approx.
50 mm (2 in) to away from the cushion range. T570-06-03-006

Boom, Bucket and Blade Cylinder Retraction
(1229 F).
Mark Mark
Measurement:
1. Stop the engine.
2. After five minutes, measure the boom, bucket and
blade cylinder retraction, arm and boom swing
cylinder extension, and amount of the bucket drift.
3. Repeat step 2. three times and calculate the mean
values.
T110-06-03-002
Evaluation:
Refer to T4-2 Operational Performance Standard. Arm Cylinder Extension
Remedy:
Mark
T110-06-03-001
Boom Swing Cylinder Extension
T506-06-03-001
T4-4-12
CONTROL LEVER OPERATING FORCE
Summary:
1. Use a spring scale to measure the maximum force
needed to move each control lever and pedal.
2. Measure the operating force at the center of each
lever grip.
Preparation:
(1229 F).
CAUTION: Before the measurement, make

sure there are no personnel or obstacles
within the swing area.
Measurement:
1. Start the engine.
2. Measure the maximum operating force with each T107-06-03-003
boom raise, arm, bucket, swing lever, full stroke.

3. Measure the maximum operating force with the
boom lower lever full stroke until the fully raised
boom comes in contact with the ground.
4. Operate swing lever and measure the maximum
operating force with swing relieved after securing
the front attachment to prevent swinging.
5. Lower the bucket to the ground to raise one track
off the ground. Operate the travel lever to full
stroke and measure the maximum operating force.
When finished, lower the track and then jack up
the other track.
6. Repeat each measurement three times and cal-
culate the mean values. T107-06-03-004
Evaluation:
T4-4-13
CONTROL LEVER STROKE
Summary:
1. Measure each lever stroke at the lever top using a
ruler.
2. Measure the lever stroke at the grip center of each
control lever.
As for the boom swing pedal, measure the stroke
from the center position to stopper.
3. In case lever stroke play is present in the neutral
position, add half (1/2) the play present to both
side lever strokes.
Preparation:
Maintain the hydraulic oil temperature at 505 C
(1229 F).
T107-06-03-005
Measurement:
1. Stop the engine.
2. Measure the boom, arm, bucket, swing, travel and
blade control lever strokes at the grip top center
from the neutral position to the stroke end.
On the boom swing pedal, measure the straight
distance between the center and fully depressed
positions at tip of the pedal.
3. Take the measurements by the straight stroke
distances.
4. Conduct the measurement three times.
Calculate the average values.
Evaluation:
T4-4-14
COMBINED BOOM RAISE/SWING FUNC-
TION CHECK
Summary:
1. Check boom raise and swing movement and
speeds while operating both functions simultane-
ously to evaluate combined functions.
2. Confirm that no hesitation is found with the engine
running at maximum speed.
Preparation:
1. With the arm rolled out and the bucket rolled in,
lower the bucket to the ground. The bucket should M570-07-005
be empty.
(1229 F).
CAUTION: Always make sure that the area is

clear and that co-workers are out of the swing
area before starting the measurement.
Measurement:
off.
2. Raise the boom and swing simultaneously, both at
full stroke. When the upperstructure rotates 90,
release the control levers to stop both functions. T1M9-04-04-001
Measure the time required to swing 90 and the
height (H) of the bucket teeth.
3. Perform the measurement three times and calcu-
late the average values.
Evaluation:
Refer to T4-2 Standard.
Remedy:
Refer to T5-3 "Troubleshooting B". H
T1M9-04-04-002
T4-4-15
(Blank)
T4-4-16
OPERATIONAL PERFORMANCE TEST / Component Test
PRIMARY PILOT PRESSURE
Preparation:
1. Stop the engine.
2. Turn the filling cap on hydraulic oil tank to bleed
air.
3. Disconnect the hose (9/16-18 UNF) at the pilot fil-
ter. Install pressure gauge assembly (ST 6932)
with tee (ST 6572) to the pilot filter.
: 22 mm, 19 mm
4. Start the engine and check for oil leakage from the
gauge connection.
(1229 F).
Measurement:
1. Run engine at fast idle speed with auto idle switch Pilot Filter
Hose (9/16-18 UNF) T1M9-04-05-001
off.
2. Measure the pressure without load.
late the average value. Adjusting Screw Lock Nut
Evaluation:
Adjustment:
Adjustment the relief valve on 2-unit solenoid valve if
necessary.
1. Loosen the lock nut.

2. Turn the adjusting screw to adjust the pressure.
: 6 mm
T1LA-03-06-002
3. Tighten the lock nut.

: 17 mm
: 15 to 20 Nm
(1.5 to 2.0 kgfm, 10.8 to 14.5 lbfft)
4. After completing the adjustment, recheck the set

pressure.
NOTE: Standard change in pressure.
Screw Turns 1/4 1/2 3/4 1
Change kPa 182 363 545 726

in Relief (kgf/cm ) 2
(1.85) (3.7) (5.55) (7.40)
Pressure
(psi) (13.4) (26.8) (40.1) (53.5)
T4-5-1
SECONDARY PILOT PRESSURE
Preparation: Pilot Hose
1. Properly shut down the engine.
air. Tee
3. Install pressure gauge (ST 6932) and tee (ST (ST 6573)
6573) to the end of pilot hose (7/16-20 UNF) at the
respective control valve spool end, as illustrated. Pressure
Gauge
: 19 mm, 17 mm (ST 6932)
4. Start the engine and check for oil leakage at the

pressure gauge connection.
(1229 F).
Measurement:
T157-05-04-011
CAUTION: Before measuring, check that
there are no obstacles or personnel within the
swing radius. When measuring the boom
lower pilot pressure, raise the machine off the
ground while paying attention not to allow the
base machine (counterweight) to contact with
the ground. Be careful not to tip-over due to a
loss of balance.
1. Operate the lever to be measured. Measure the

pilot pressure at its full stroke with the pressure
gauge.
late the average valve.
Evaluation:
T4-5-2
MAIN RELIEF VALVE SET PRESSURE
Summary: Delivery Port in
Measure the main relief valve setting pressure at the Main Pump (P1)
main delivery port.
Preparation:
1. Stop the engine.
air.
3. Disconnect the hose (1-1/16-12 UNF) onto the
delivery port in main pump (P1). Install tee (ST
6652), adapter (ST 6069), and pressure gauge
assembly (ST 6934).
: 36 mm
4. Start the engine and check for oil leakage at the

(1229 F). T1M9-03-01-001
Measurement:
1. Run the engine at fast idle speed with auto idle
switch off.
2. Slowly operate each control lever or pedal to fully
extend or retract each cylinder to relieve the
pressure. Measure the relief pressure at this time.
3. Repeat the measurement three times and calcu-
late the average values.
Evaluation:
T4-5-3
Main Relief Valve Adjustment Procedure
A A
Adjustment:
Adjust the main relief valves if necessary. The main
relief valves are installed on the position as illus-
trated.
NOTE: Before loosening the lock nut, make the

alignment marks on the adjusting screw,
lock nut and valve. Using these alignment
marks, the number of turns of the adjusting
screw can be checked easily.
1. Loosen the lock nut on main relief valve.

: 17 mm
IMPORTANT: Adjust the pressure so that it does

not exceed the upper limit of stan-
dard.
T1M9-03-04-001
: 6 mm
Adjusting Screw Lock Nut
3. Tighten the lock nut. Section A-A
: 17 mm
: 34 to 39 Nm
(3.5 to 4 kgfm, 25 to 29 lbfft)
4. After completing the adjustment, recheck the set
pressure.

Change in MPa 2.2 4.4 6.7 (8.9)
Relief (kgf/cm2) (22.4) (44.9) (69.4) (90.9) Main Relief Valve T1M9-03-04-005
Pressure (psi) (319) (638) (986) (1290)
Adjusting
Lock Nut Screw
Pressure
Pressure Decrease
Increase
W107-02-05-129
T4-5-4
Swing Relief Pressure Adjustment Procedure
Swing Relief Valve
Adjustment:
Adjust the pressure of swing relief valve with the ad-
justing screw after loosening the lock nut.

: 17 mm
2. Turn the adjusting screw to adjust the pressure

referring to the table below.
: 4mm
3. Retighten the lock nut.

: 17 mm
: 15.7 0.1 Nm
(16 1 kgfm, 116 7 lbfft)
4. Recheck the set pressure.

T523-02-03-003

Lock Nut Adjusting
Screw
Change in MPa 2.45 4.9 7.4 9.8
Relief (kgf/cm2) (25) (50) (75) (100)
Pressure
(psi) (360) (710) (1070) (1420)
Lock Nut Adjusting Screw

T561-02-03-001
Pressure Increase Pressure Decrease
W107-02-05-129
T4-5-5
OVERLOAD RELIEF VALVE SET PRES-
SURE
Summary:
1. With the return circuit from the control valve
blocked, the circuit pressure must be increased by
applying an external load. This checking method
is hazardous and the results obtained with this
method are unreliable.
2. Pressure setting of the overload relief valve must
be made at a specified oil flow rate normally far
smaller than the delivery flow rate of main relief
valve. Accordingly, even if the main relief valve set
pressure can be reset higher than the set pres-
sure of overload relief valve, the main pump sup-
plies too much oil to correctly measure the set
pressure of overload relief valve.
The main relief valve has pre-leaking function.
In this case, the set pressure of main relief valve
at pre-leaking function need to be set higher than
that of overload relief valve.
Accordingly, the main relief valve pressure setting
may not be reset higher than the set pressure of
overload relief valve plus the pressure at
pre-leaking.
Therefore, when the set pressure of overload re-
lief valve must be checked correctly, remove the
overload relief valve assembly from the machine
and check the overload relief valve unit perform-
ance using the test stand and test block prepared
for this purpose.
If the poppet of overload relief valve seats to the
body of control valve, the test block requires pre-
cise machining.
Use other control valve unit for the measurement
instead of the test block.
3. As an easier method, however, measure the relief
pressure of each cylinder in the same method as
of main relief pressure setting in previous section.
Then, when each relief pressure meets its re-
spective specifications, judge that the set pres-
sure of overload relief valve is correct.
T4-5-6
Adjustment:
NOTE: Pressure of overload relief valve shall be Lock Nut
adjusted with test device in principle.
1. Loosen the lock nut on overload relief valve.

: 17 mm
2. Turn adjusting screw to adjust the set pressure.

: 6 mm
3. Tighten the lock nut. Adjusting Screw
: 17 mm T566-03-03-018
: 34 to 39 Nm
(3.5 to 4 kgfm, 25 to 29 lbfft)
4. After the adjustment, check the set pressure.
Adjusting
Lock Nut Screw
Overload Relief Valves:
NOTE: Standard Change in Pressure.
Screw Turns 1/4 1/2 3/4 1 Pressure
Pressure Decrease
Change in MPa 2.7 5.5 8.3 (11.0) Increase
Relief (kgf/cm2) (27.5) (56.1) (84.7) (112)
Pressure (psi) (392) (798) (1200) (1600)
W107-02-05-129
T4-5-7
SWING MOTOR DRAINAGE
Summary:
1. To check the performance of swing motor, meas-
ure the amount of oil draining from the swing mo-
tor while swinging the upperstructure.
2. Always secure the test personnels safe during the
measurement. Before the measurement, make
sure there are no person or obstacles within the
test track. Make-Up Line
3. The amount of drain oil will change depending on Drain Hose (9/16-18 UNF)
hydraulic oil temperature. Maintain hydraulic oil
temperature at 505 C (1229 F).
Preparation:
1. Warm the hydraulic oil temperature to 505 C
(1229 F). Rotate the swing motor to warm up
the inside of motor.
2. Stop the engine. Turn the filling cap to bleed air
from the hydraulic oil tank.
3. Disconnect the drain hose at swing motor. Install
a plug (9/16-18 UNF) to the disconnected hose
end. Connect hose (ST 6627) onto the drain port
of swing motor.
T1LD-04-05-002
: 22 mm, 19 mm
: 39 Nm (4 kgfm, 29 lbfft)
CAUTION: Before the measurement, make

sure there are no person or obstacles within
the swing area.
Make sure not to fall off from machine during
the measurement.
4. Disconnect the make-up line at swing motor. In-

stall plugs on the disconnected line end and motor
port.
Measurement Condition:
1. Before the measurement, set the engine speed
control dial to the fast idle position with auto idle
switch off, and then measure it.
T4-5-8
Measurement:
1. Drain Oil Volume at Swing Operation
1-1. With the arm rolled out and bucket rolled in, hold
the bucket so that the height of arm top pin is
even with the boom foot pin. The bucket must
be empty.
1-2. Start the engine. Operate the swing lever to the
full stroke. After swing speed reaches a constant Even with the
maximum speed, collect the hydraulic oil from Boom Foot
Pin.
drain hose. Measure the time also.
1-3. Repeat the measurement more than 3 times in
T570-06-03-003
both clockwise and counterclockwise directions,
and calculate the average value.
1-4. The measurement should be at least 45 sec-
onds.
2. Drain Oil Volume at Swing Lock Operation

2-1. Seize the ground with bucket so that the ma-
chine does not move.
2-2. Start the engine. Operate the swing lever to the
full stroke. Collect the hydraulic oil from drain
hose. Measure the time also.
2-3. Repeat the measurement more than 3 times in
both clockwise and counterclockwise directions,
and calculate the average value.
onds.
Evaluation:
* Conversion of Measured Value into the
Per-Minute Value
Measure the amount of drain oil using a calibrated
container. Then, convert the measured drain oil
into the per-minute value using the following for-
mula;
Q = 60 q / t
Q : Per-Minute Drain Volume (L/min)

t : Time Measured (sec)
q : Measured Drain Oil Volume (L)
T4-5-9
TRAVEL MOTOR DRAINAGE
Summary:
1. To check the performance of travel motor, meas-
ure the amount of oil draining from the travel mo-
tor, while rotating the travel motor with the meas-
uring side track jacked up.
2. Always secure the test personnels safe during the
measurement. Before the measurement, make
sure there are no personnel or obstacles within
the test track.
3. Evaluate the overall performance of the travel
motor taking the test results such as travel speed
and mistrack amount into consideration together
with this test results.
4. The amount of drain oil will change depending on
hydraulic oil temperature. Maintain the hydraulic
oil temperature at 505 C (1229 F).
Preparation:
1. Warm the hydraulic oil results temperature to
505 C (1229 F). Rotate the travel motor to
warm up the inside of motor.
2. Stop the engine. Turn the filling cap to bleed air
from the hydraulic oil tank. Drain Hose
3. Disconnect the drain hose at the travel motor. In-
stall a plug (9/16UNF-ORS) to the disconnected
hose end. Connect hose (9/16-18UNF-ORS) onto
the drain port of travel motor.
: 19 mm
: 44 Nm (4.5 kgfm, 32.5 lbfft)
Measurement Condition:
1. Set the engine speed control dial to the fast idle
position with auto idle switch off and measure at
slow travel speed.
T1LD-04-05-003
T4-5-10
Measurement:
1. Drain oil volume when travel motor rotating.
CAUTION: When approaching to the rotation

parts, take care that hands, legs or clothes
are not entangled.
Support the lifted machine securely with
wooden block.
90 to 110
1-1. Start the engine. Jack-up the measuring side
track.
1-2. Rotate the raised track. Collect the hydraulic oil
from drain hose. Measure the time also.
1-3. Repeat the measurement more than 3 times in T570-06-03-009
both forward and reverse directions, and calcu-

late the average value.
onds.
Evaluation:
* Conversion of Measured Value into the
Per-Minute Value
Measure the amount of drain oil using a calibrated
container. Then, convert the measured drain oil
into the per-minute value using the following for-
mula;
Q = 60 q / t
Q : Per-Minute Drain Volume (L/min)

t : Time Measured (sec)
q : Measured Drain Oil Volume (L)
T157-05-04-019
T4-5-11
REVOLUTION SENSING VALVE OUTPUT
PRESSURE (PRESSURE PGR)
Summary:
Measure pressure PGR at the output port of the
revolution sensing valve while running the engine at
the slow and fast idle speeds.
Preparation:
1. Stop the engine.
2. Disconnect the hose (7/16-20 UNF) at revolution
sensing valve connection. Install tee (ST 6573)
and pressure gauge assembly (ST 6932).
: 19 mm, 17 mm
3. Start the engine. Check for oil leakage at the
(1229 F).
T1M9-04-05-001
Measurement:
Hose Revolution
1. Set the engine speed at slow idle speed and fast Sensing Valve
idle speed.
2. Measure the pressure PGR without load at slow
and fast idle speed.
Evaluation:
T4-5-12
Adjusting
Revolution Sensing Valve Adjustment Procedure Lock Nut Screw Revolution Sensing Valve
NOTE: Before loosening the lock nut, make the

lock nut and valve. Using these alignment
marks, the number of turns of the adjusting Variable
Metering
screw can be checked easily. Valve
1. Loosen the variable metering valve lock nut on the

revolution sensing valve.
2. Slightly tighten the variable metering valve ad- Differential
justing screw so that the variable metering valve Reducing
Valve
doesnt operate. Tighten the adjusting screw until
the adjusting screw end face is retracted from the
lock nut by approximately 1 mm.
: 6 mm
3. Run the engine at the minimum speed (1150 min-1
T566-03-02-002
Lock Nut Adjusting Screw

(rpm)). Loosen the differential reducing valve lock
nut. Turn the differential reducing valve adjusting
screw so the pressure PRG matches the value (Variable Metering Valve)
below.
Pressure PGR: 0.5 MPa (5 kgf/cm2, 71 psi) Adjusting
: 17 mm Lock Nut Screw
: 6 mm
4. Increase the engine speed to the maximum speed
(2500 min-1 (rpm)). Loosen the variable metering Pressure
Pressure
Decrease
valve lock nut. Turn the variable metering valve Increase
adjusting screw so the pressure PRG matches the
value below.
Pressure PGR: 1.96 MPa (20 kgf/cm2, 284 psi)
: 17 mm W107-02-05-129
: 6 mm
5. Tighten both the variable metering valve and dif- (Differential Reducing Valve)
ferential reducing valve lock nuts.
: 17 mm Adjusting
Lock Nut Screw
: 34 to 39 Nxm
(3.5 to 4 kgfxm, 25 to 29 lbfxft)
6. After completing adjustment, recheck the set Pressure
pressure. Pressure Decrease
Increase
W107-02-05-129
T4-5-13
PUMP DELIVERY PRESSURE
Summary:
Measure the pump delivery pressure at the main
pump delivery port when all the control levers are in
neutral.
Delivery Port in
Preparation: Main Pump (P1)
1. Stop the engine.
air.
3. Disconnect the hose (1-1/16-12 UNF) onto the
delivery port in main pump (P1). Install tee (ST
6652), adapter (ST 6069), and pressure gauge
assembly (ST 6934).
: 36 mm
4. Start the engine. Check for oil leakage at the
(1229 F).
Measurement:
1. Set the engine speed at slow idle speed or fast
idle speed with auto idle switch off.
2. Turn all the control levers into neutral. Measure T1M9-03-01-001
the pump delivery pressure.
Evaluation:
T4-5-14
Unload Valve Adjustment Procedure
NOTE: Before loosening the lock nut, make the A A

lock nut, and valve. Using these alignment
marks, the number of turns of the adjusting
screw can be checked easily.
1. Loosen the lock nut on unload valve.

: 17 mm
: 6 mm
: 17 mm
: 34 to 39 Nxm
(3.5 to 4 kgfm, 25 to 29 lbfxft)
4. After the adjustment, recheck the set pressure.

T1M9-03-04-001

MPa 0.1 0.2 0.3 0.4
Change in
(kgf/cm ) 2
(1.02) (2.04) (3.06) (4.08) Crosse Section A-A
Pressure
(psi) (14.5) (29.1) (43.6) (58.2)
Adjusting
Lock Nut Screw
Unload
Valve
Pressure
Pressure T1M9-03-04-005
Decrease
Increase Lock Nut Adjusting Screw
W107-02-05-129
T4-5-15
PUMP DRIVING TORQUE
Summary: Adjusting Screw
The adjustment of pump driving torque is not rec-
ommended. If the adjustment of pump driving torque
is necessary, perform the following procedures.
Adjustment:
2. Turn the adjusting screw to adjust. (Turn clock-

wise to increase the driving torque. Turn counter-
clockwise to decrease the driving torque.)
: 4 mm
NOTE: Replace the lock nut washer after every

adjustment. Failure to do so may cause oil
leaks.
T1M9-03-01-003
: 13 mm
: 10 to 14 Nm
(1 to 1.4 kgfm, 7.2 to 10 lbfft)
Lock Nut Adjusting

Screw
NOTE: Standard change in pressure

Change in kPa 113 225 338 441
Pressure 2 Torque
(kgf/cm ) (1.15) (2.3) (3.45) (4.5) Torque
(difference Increase Decrease
from point A) (psi) (16) (33) (49) (64)
W107-02-05-129
Point A
Flow
Rate (Q)
Torque Torque
Decrease Increase
Pressure (P)
T4-5-16
AUXILIARY FLOW SELECTOR VALVE
(OPTION)
Adjusting Screw
Preparation
Lock Nut
1. Stop the engine.
2. Loosen the cap of the hydraulic oil tank, and let air
out.
3. Disconnect the hose (7/16-20 UNF) at the part
connecting port A, and attach the pressure meas-
urement tool (ST 6573) and the pressure gauge
assembly (ST 6932).
22 mm
4. Start the engine, and confirm no oil leakage at the
pressure gauge connections.
5. Keep the hydraulic oil temperature at 50 5 C
(122 9 F).
Measurement
1. Set the engine speed at maximum speed, turn the
auxiliary flow selector switch to LOW, and switch
the Auto-Idle OFF. T1M9-04-05-002
2. Measure pressure at no load. Connecting Port A
NOTE: Setting at shipment is 1.8 MPa (18.4 NOTE: Relationship between output pressure of
kgf/cm2, 261.7 psi). port A and output flow rate of auxiliary port.
Adjustment Pressure Port A Auxiliary Flow

When necessary, adjust the pressure reducing valve. MPa (kgf/cm2) (psi) L/min (GPM)
1. Loosen the lock nut. 1.1 (11.2) (159.9) 11 (2.9)
2. Make adjustment by turning the adjusting screw. 1.2 (12.2) (174.5) 15 (4.0)
6 mm
1.3 (13.3) (189.0) 19 (5.0)
3. After adjustment, tighten the lock nut.
1.4 (14.3) (203.5) 22 (5.8)
17 mm
1.5 (15.3) (218.0) 25 (6.6)
18.6 Nm (1.9 kgfm, 13.7 lbfft)
4. Confirm the set pressure after adjustment. 1.6 (16.3) (232.6) 30 (7.9)
1.7 (17.3) (247.1) 39 (10.3)
1.8 (18.4) (261.7) 45 (11.9)
NOTE: One turn of the adjusting screw corre-
1.9 (19.4) (276.2) 55 (14.5)
sponds to 0.54 MPa (5.5 kgf/cm2, 78.5 psi
of pilot pressure. 2.0 (20.4) (290.8) 60 (15.8)
2.1 (21.4) (305.3) 66 (17.4)
2.2 (22.4) (319.8) 75 (19.8)
2.3 (23.5) (334.4) 79 (20.8)
2.4 (24.5) (348.9) 83 (21.9)
2.5 (25.5) (363.5) 85 (22.4)
Full (Up to 25.5) (Up to 363.5) Up to 85 (Up to 22.4)
T4-5-17
(Blank)
T4-5-18
OPERATIONAL PERFORMANCE TEST / Adjustment
GOVERNOR ADJUSTMENT
Adjust the governor both when the following repair and
inspection were made and when the engine speed
deviated.
Removal of engine, engine control cable, and

governor actuator
IMPORTANT: Do not adjust the slow idle stopper

bolt and fast idle stopper bolt. These
are sealed in advance by the engine
manufacturer.
Procedure
1. Remove the cable adjusting nut and cable fixing
Cable Fixing Nut Stopper Bolt (Hi Idle)
nut of the governor actuator.
2. Turn the key switch ON.
3. Put the engine control dial to FAST IDLE.
4. Turn the key switch OFF. Stopper Bolt
5. Adjust the cable adjusting nut of the governor ac- (Low Idle)
tuator until the Fast Idle stopper bolt lightly
touches the governor lever.
Clockwise: Stroke retraction direction
Counterclockwise: Stroke extension direction
6. Fasten the cable adjusting nut clockwise (stroke T1M7-04-06-001
retraction direction) about 1 turn. Cable Adjustment Nut Engine Control Cable
7. Fix the cable of the governor actuator by turning
the cable fixing nut clockwise.
8. Turn the key switch ON.
9. Confirm that the governor lever lightly touches the
Fast Idle stopper bolt when the engine control dial
was operated from Fast Idle to Slow Idle, and then
to Fast Idle.
When play is felt, follow procedures 1 through 14.
In case of strong contact, loosen the cable ad-
justing nut counterclockwise (stroke extension di-
rection) by 1/2 to 1 turn after loosening the cable
fixing nut.
10. Turn the engine control dial to the Slow Idle posi-
tion.
11. Confirm that the governor lever lightly touches the
Slow Idle stopper bolt.
12. Turn the key switch OFF.
T4-6-1
OPERATIONAL PERFORMANCE TEST / Adjustment
(Blank)
T4-6-2
MEMO
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SECTION 5
TROUBLESHOOTING
CONTENTS
Group 1 Diagnosing Procedure How to Lower Boom when
Introduction................................................ T5-1-1 Engine Stops ............................................ T5-3-56
Diagnosing Procedure................................ T5-1-2 How to Prevent Horn Blowing
Group 2 Troubleshooting A at Key Switch Position of OFF.................. T5-3-57

Troubleshooting A Procedure ....................... T5-2-1 Group 4 Troubleshooting C
Error Indication List ....................................... T5-2-2 Troubleshooting C Procedure .......................T5-4-1
Wire Breakage and Short Circuit of Malfunction of Coolant
Engine Control Dial (System Failure Temperature Gauge.....................................T5-4-2
Indicator: Flickering Every 1 Sec.) .............. T5-2-3 Malfunction of Fuel Gauge ............................T5-4-4
Motor Sensor Breakage and Short Circuit Malfunction of Preheat Indicator ...................T5-4-6
(System Failure Indicator: Flickering Malfunction of Alternator Indicator.................T5-4-7
Every 0.5 Sec.)............................................ T5-2-4 Malfunction of Engine Oil Pressure
Abnormal Motor Indicator .......................................................T5-4-8
(System Failure Indicator: Lit) ..................... T5-2-5 Malfunction of Overheat Indicator .................T5-4-9
Group 3 Troubleshooting B Malfunction of Fuel Level Indicator ............ T5-4-10

Troubleshooting B Procedure ....................... T5-3-1 Malfunction of Monitor Buzzer.....................T5-4-11
Engine System Troubleshooting ................... T5-3-2 Malfunction of Liquid
Actuator Operating System Crystal Display (LCD) ............................... T5-4-12
Troubleshooting ........................................ T5-3-10 Malfunction of Hour Meter .......................... T5-4-13
Front Attachment System Malfunction of Auto-Idle Indicator............... T5-4-14
Troubleshooting ........................................ T5-3-15 Group 5 Electrical System Inspection
Swing System Troubleshooting .................. T5-3-22 Precautions for Inspection and
Travel System Troubleshooting .................. T5-3-24 Maintenance ................................................T5-5-1
Blade System Troubleshooting ................... T5-3-27 Fuse Continuity Test......................................T5-5-3
Boom Swing System Troubleshooting........ T5-3-28 Battery Voltage Check...................................T5-5-4
Air Conditioner Troubleshooting ................. T5-3-29 Voltage Check ...............................................T5-5-5
Work After Replacing Components............. T5-3-45 Continuity Check ...........................................T5-5-6
Charge Air Conditioner with Refrigerant ..... T5-3-46
Purging Procedure ...................................... T5-3-47
Warm-up Operation .................................... T5-3-54
Inspection.................................................... T5-3-55
1M9T-5-1
(Blank)
1M9T-5-2
TROUBLESHOOTING / Diagnosing Procedure
INTRODUCTION
Troubleshooting charts shown in this section indicate
the orderly procedures for inspecting and finding out
the cause(s) of problems in the machine.
This section is comprised of five groups: Outline,

Troubleshooting A (diagnosis of machine by system
failure indicator), Troubleshooting B (diagnosis of
machine by symptom), Troubleshooting C (diagnosis
of monitor), and Electric System Inspection.
General
Troubleshooting A (diagnosis of machine by

system failure indicator)
This procedure is used when system failure
indicator of the monitor flickers or is lit.
Example) System failure indicator: Flickering

every 1 second (engine control dial wire
breakage and shortcircuit)
Troubleshooting B (diagnosis of machine by

symptom)
This procedure is used for diagnosis by
symptoms.
This is used in case flickering and lighting do not
take place after diagnosis by system failure
indicator.
Example: Even if the engine control dial is

operated, engine speed remains uncharged.
Troubleshooting C (diagnosis of monitor)

This procedure is used when there are
malfunction on components regarding monitor,
such as gauges or indicators.
Example: Fuel gauge does not operate.
Electric System Inspection

This procedure is used when the information on
precaution for electric system inspection or
inspection method is needed.
Example: Fuse inspection.
T5-1-1
DIAGNOSING PROCEDURE
Follow the five basic steps shown below for efficient
troubleshooting.
1. Know the system

Study the appropriate technical manuals. Know
what the system is composed of and how it
works, as well as the construction, functions and
specifications of the system components.
2. Ask the operator

T107-07-01-001
Before inspecting, get the full story of
malfunctions from a witness --- the operator.
How the machine has been used and properly
operated?
When was the trouble noticed, and what work
was the machine doing at that time?
What is the character of the trouble? Did the
trouble slowly get worse, or did it appear
suddenly for the first time?
Did the machine have any trouble previously?
If so, which parts were repaired or replaced
before?
3. Inspect the machine

Before starting troubleshooting, check the
machine's daily maintenance points, as shown in
the operator's manual.
T107-07-01-002
Check the electrical system, including batteries.
Trouble in the electrical system such as low
battery voltage, loose connections and blown
fuses will result in malfunction of the controllers,
causing total operational failure of the machine.
Note that if the troubleshooting is performed

without noticing that the fuse is blown, it may lead
to the incorrect diagnosis results which causes
significant loss of time. Make sure to check the
fuse before performing the troubleshooting.
Fuse failure is often caused by a fine crack in the
fuse, and such fine cracks are very hard to detect
by visual inspection.
T107-07-01-003
T5-1-2
4. Inspect the actual trouble on the machine
Reproduce the trouble on the machine and make
sure the actual phenomenon.
In case some trouble cannot be actually
confirmed, obtain the details of the malfunction
from the operator.
Also check for any incomplete connections of the
wire harnesses.
5. Check by Each System

CAUTION: Always stop the engine before
disconnecting the harnesses or lines. If they T107-07-01-004
are disconnected while the engine running, it

may cause improper operation of the
machine, or the pressurized oil may spout.
Use "Troubleshooting A, B, C" in this chapter to

confirm the operation condition for each
equipment.
6. Trace causes
Before reaching a conclusion, check the most
suspect causes again. Try to trace what the real
cause of the trouble is.
Make a plan of appropriate repairing procedure,
to avoid consequential malfunctions.
T107-07-01-006
T107-07-01-007
T5-1-3
(Blank)
T5-1-4
TROUBLESHOOTING / Troubleshooting A
TROUBLESHOOTING A PROCEDURE
This procedure is used when the engine controller is
abnormal, and the system failure indicator flickers or is
lit.
How to Read the Troubleshoting Flow Charts
YES(OK)
(2)
After checking or measuring item (1), select either YES (OK) or
(1) NO (NOT OK) and proceed to item (2) or (3), as appropriate.
(3)
NO(NOT OK)
Special instructions or reference item are indicated in the spaces under the box.
Incorrect measuring or checking methods will render troubleshooting impossible,
and may damage components as well.
Key switch: ON
Causes are stated in a thick-line box. Scanning through thick-line boxes, possible
causes can be seen without going through the flow chart.
NOTE: All harness end connector are seen from

the open-end side.
Harness End
Connector
Harness
T6L4-05-03-001
Open End Side
T5-2-1
ERROR INDICATION LIST
System Failure
Error Item Judgment Control of Engine Body Cause
Indicator
Engine Control Short Flickering Move governor lever to location Faulty Engine Controller
Circuit (every 1 1/2. Or, leave governor lever where Faulty Harness
Dial Wire
second) it is. Faulty Engine Control
Breakage and Dial
Short Circuit
Motor Sensor Short Flickering Fully pull engine control cable till Faulty Engine Controller
Circuit (every 0.5 motor error is lit (more than four Faulty Harness
Wire Breakage
second) seconds). Then, engine stops at Faulty Governor Actuator
and Short motor error.
Circuit
Abnormal Motor Motor Lit Keep governor lever where it was Faulty Engine Controller
Error at time of failure. Faulty Harness
Faulty Governor Actuator
NOTE: Control of Engine Body shown in the above

list is made whenever power is supplied
(whenever the key switch is turned ON).
In case a failure takes place after supplying
power, the governor lever is fixed where it
is.
If the key switch is turned ON again after
being turned OFF during a failure, the con-
trol at the time of power supply shown in
the above list is made similarly.
T5-2-2
WIRE BREAKAGE AND SHORT CIRCUIT
OF ENGINE CONTROL DIAL
(System failure indicator: Flickering every
1 sec.)
Check for loose harness connections before

hand.
Conditions for judgment:
Output voltage: 0.5 V and below / 4.5 V and
above
YES Faulty engine controller.

Check continuity in circuits
shown below where con-
YES nector (3P) of engine con-
Put engine control dial to trol dial and connector
SLOW IDLE and FAST IDLE. (12P) of engine controller
And measure voltage at re- are disconnected. Faulty harness in discon-
spective positions. NO nected circuit.
Terminals #1 (3P) and #11 (12P)
Check if voltage of #2 (3P) Terminals #2 (3P) and #7 (12P)
terminal of harness side con- Terminals #3 (3P) and #10 (12P)
nector for engine control dial is
0.8 to 4.2 V.
Key switch: ON Faulty engine control dial.
NO
Connector (Harness End Connector Viewed from

the Open End Side)
Engine Control Dial (3P) Engine Controller (12P)
3 2 1 4 3 2 1
8 7 6 5
11 10 9
T5-2-3
MOTOR SENSOR BREAKAGE AND
SHORT CIRCUIT
(System failure indicator: Flickering every
0.5 sec.)

hand.
Conditions for judgment:
Output voltage: 0.5 V and below / 4.5 V and
above
YES Faulty governor actuator.

Check continuity in circuits
shown below where con-
YES nector (6P) of governor
actuator and connector
Put engine control dial to (12P) of engine controller
SLOW IDLE and FAST IDLE. are disconnected. Faulty harness in discon-
And measure voltage at re- NO nected circuit.
spective positions.
Check if voltage of #8 (12P)
terminal of harness side
connector for engine controller
is as shown below.
Faulty engine controller.
Key switch: ON
NO
Voltage: 0.5 V and below / 4.5 V
and above

the Open End Side)
Governor Actuator (6P) Engine Controller (12P)
1 6 4 3 2 1
2 5 8 7 6 5
3 11 10 9
T5-2-4
ABNORMAL MOTOR
(System failure indicator: Lit)

hand.
YES Faulty engine controller.
Check if output voltages of

engine control dial and motor
center are normal.
Check continuity in circuits YES Faulty governor actuator.
Key switch: ON shown below where con-
Engine control dial: nector (6P) of governor
0.8 to 4.2 V (Refer to T5-2-3.) actuator and connector
Motor sensor: NO (12P) of engine controller
Voltage: 0.5 V and below / 4.5 V are disconnected.
and above (Refer to T5-2-4.) Faulty harness in discon-
Terminals #5 (6P) and #3 (12P) NO nected circuit.

the Open End Side)
Governor Actuator (6P) Engine Controller (12P)
1 6 4 3 2 1
2 5 8 7 6 5
3 11 10 9
T5-2-5
(Blank)
T5-2-6
TROUBLESHOOTING / Troubleshooting B
TROUBLESHOOTING B PROCEDURE
(DIAGNOSIS OF MACHINE BY SYMPTOM)
This procedure is used when operating the diagnosis
by the symptom.
How to Read the Troubleshooting Flow Charts
YES (OK)
(2)
(1) After checking or measuring item (1), select either YES (OK) or NO
(NOT OK) and proceed to item (2) or (3) next.
(3)
NO (NOT OK)
As shown to the left, measuring methods or items to be referred to are indicated in the
spaces under the box. Take care to measure or check correctly. Incorrect measuring or
Key switch: ON
checking methods may result in making troubleshooting impossible, and may damage
components.
The thick-line box indicates the causes. Scanning through thick-line boxes, possible
causes can be focused.
NOTE: The connector drawings show the harness

end connectors seen from the open end
side.
Harness End
Harness
Connector
Open End T6L4-05-03-001
Side
T5-3-1
ENGINE SYSTEM TROUBLESHOOTING
Starter does not rotate
YES
Be sure to inspect fuse and connection
prior to troubleshooting.
No voltage or less
With key switch than 12 V at ter-
positioned as minal B.
YES shown in the table
below, check if
each terminal volt-
age on starter is
normal.
Pilot shut-off lever: YES
Release position
NO
No voltage or less Check if voltage on

Check if battery than 12 V at ter- starter relay ter-
voltage and elec- minal #50 (S) with minal #R1-1 is
trolyte density are key switch at higher than 12V.
normal. START position.
Key switch: START
Voltage: 12 volts or Key switch: START
more
Density: 1.25 to 1.28
(at 20 degrees centi-
grade)
NO
Unit: V
Key Switch
OFF ON START
Terminal
B (M8) 12 12 12
#50 (S) 0 0 12
NO (When key switch is turned to the START position, if voltage at

terminal B is lower than 9 volts, battery may be faulty.)
Starter voltage check

#50(S)
1. Turn key switch to the ON or START position.
2. Contact minus () probe of a circuit tester to the
machine (ground to unpainted area like bolt B
head) and plus (+) probe terminals to the starter
terminal respectively, and check voltages.
(Measure with the harness connected.)
T1M7-05-03-001
T5-3-2
Faulty starter.
Broken harness between

battery and starter or faulty
connection.

starter relay and starter.
YES Faulty starter relay.
Check if voltage on
YES starter relay terminal
#R2-3 higher than
12V. Faulty safety start relay, or
Remove starter re- broken harness between
lay connector #R2, Key switch: START starter relay and fuse box.
YES NO
and check if voltage
on starter relay ter-
Remove starter re- minal #R2-1 is
lay connector #R2, higher than 12V.
and check if voltage Broken harness between
Key switch: ON
on starter relay ter- NO starter relay and fuse box.
minal #R1-2 is
higher than 12V.

NO starter relay and battery.
Faulty battery.
Connector
Starter Relay
R1 Connector R2 Connector
2 1 3 2 1
6 5 4
T5-3-3
Starter rotates but engine does not start.
The faulty engine and the faulty electrical circuit

are suspected. This page describes the trouble-
shooting of electrical circuit (fuel pump, engine
stop solenoid).
In case of faulty engine, refer to "Engine Shop
Manual".
Be sure to inspect connection prior to trouble-
shooting.
YES
YES Check if terminal #3

on 1 second timer is
12V.
Broken harness be-
Key switch: ON tween 1 second timer
YES Check if terminal #2 NO and fuse box.
on power relay is 12V.
Broken harness be-

tween power relay
and fuse box.
NO
Disconnect fuel line

that goes to engine at
fuel pump. Check if
fuel is delivered when
key switch is turned
ON.
YES
Check if fuel filter is

clogged. YES
NO
Disconnect fuel
pump connector.
Check if terminal #1
NO on harness end
Connector
connector is 12V.
1 second Key switch: ON
Power Relay timer Fuel Pump
1 2 4 2 1 2 1 NO
3 4 3
T5-3-4
Connector
Engine Stop So- Fuel Pump YES

A
lenoid Check if there is con-
tinuity between ter-
R W 2 1 YES minal B on harness
B end connector on
engine stop solenoid
and vehicle. Broken harness be-
Disconnect engine tween engine stop
stop solenoid con- NO solenoid and ground.
YES nector. Check if ter-
minal R on harness
end connector is 12V. Broken harness be-
tween engine stop
Check if voltage ter- solenoid and key
Key switch: ON NO
minal #1 on engine switch.
controller is 12V.
Key switch: ON Broken harness be-
tween the engine
controller and the
NO
fuse box.
Starter
Engine Stop
Solenoid
T573-05-02-005
Pin
Faulty fuel filter.
YES Faulty fuel pump.

Check if there is con-
tinuity between ter-
minal #2 on harness
end connector of fuel
pump and vehicle. Broken harness be-
NO tween fuel pump and
ground.
Broken harness be-

YES tween fuse box and
fuel pump.
Check if fuse #9
(10A) is 12V. Faulty key switch, or
Key switch: ON broken harness be-
NO tween key switch and
fuse box.
T5-3-5
YES Faulty governor actuator

or engine.
Remove engine stop Check if driving circuit of
solenoid from engine YES
governor actuator is
body. normal.
Remove starter motor Faulty engine controller.
lead wire. NO
A Check if the pin on the
top of engine stop sole-
noid moves when
Faulty engine stop so-
key switch is START
NO lenoid.
position.
Starter Motor
Lead Wire
T1M7-05-03-001
T5-3-6
Faulty auto-idle system
If the system failure indicator is lighting, refer to

T5-2-2.
Refer to the pages for Auto-Idle Control in the
SYSTEM / Control System group.
Check for loose harness connections before-
hand.
Even if control lever is turned to neutral. Auto-idle

system is inoperable.
YES Faulty engine control-
Check if voltage ter- ler.
YES minal #6 on engine
controller is lower than
1V. Broken harness be-
Auto-idle switch: ON tween engine control-
YES Check if voltage ter- NO ler and monitor.
minal #M1-4 on moni-
tor is lower than 1V.
Check if voltage termi- Auto-idle switch: ON Faulty auto-idle switch

nal #9 on engine con- or monitor.
NO
troller is lower than
2.5V.
Auto-idle switch: ON
Control lever: Neutral Faulty auto-idle pres-
position sure sensor.
NO
Although the auto-idle switch is turned OFF, the

auto-idle control is operated.
Faulty monitor or bro-

ken harness between
NO engine controller and
monitor.
Check if voltage termi-
nal #6 on engine con-
troller is higher than 5V.
Auto-idle switch: OFF Faulty engine control-

YES ler.
Connector
Engine Con- Monitor M1 Connector

troller
4 3 2 1 10 9 4 2 1
8 7 6 5 20 18 17 15 14 13 12 11
11 10 9
T5-3-7
Engine is difficult to start at low temperature.
(During cold weather or in cold districts, the en-
gine is difficult to start or does not start although
pre-heated.)
The pre-heat system operates only when coolant

temperature is below 10 C (50 F). When cool-
ant temperature is higher than 10 C (50 F), the
pre-heat system doesnt operate.
Check battery at the same time.
Check for loose harness connections before-
hand.
YES Faulty air heater.
Remove air heater terminal and

check if voltage on harness
end is higher than 12V. YES Broken harness between key
switch and air heater.
Key switch: HEAT or START
Check if voltage terminal R1
on key switch is higher than
NO 12V.
Key switch: HEAT or START
Faulty key switch.
NO
T5-3-8
(Blank)
T5-3-9
ACTUATOR OPERATING SYSTEM TROU-
BLESHOOTING
All actuators do not work or do slowly.
As all the control circuits are pilot systems, the

pilot system may be faulty.
Confirm that the air conditioner switch is OFF in
the case of a cab version machine.
Check for loose harness connections before hand.
Check if there is conti-
YES nuity between terminal
#2 on harness end
Disconnect pilot connector and vehicle.
shut-off valve solenoid
valve connector.
Measure voltage at
YES terminal #1 on harness
end connector. Check
if voltage is 12V.
Key switch : ON
Pilot control shut-off lever :
UNLOCK position
YES Check if main relief

pressure is normal. Disconnect pilot shut-off
switch, and check if
Refer to OPERATIONAL voltage measured at
PERFORMANCE TEST. terminal #1 on harness
NO side connector is 12V.
Check if primary pilot

pressure is normal. Faulty main relief valve
in control valve.
Refer to OPERATIONAL NO
PERFORMANCE TEST.
YES End. (Faulty pilot

Disassemble, clean, relief valve).
and adjust pilot relief
valve. Check if
NO symptom disappears.
Faulty pilot pump.
NO
Connector (Harness End Connector Viewed from the

Open End Side)
Pilot Shut-Off Switch

Pilot Shut-Off Solenoid Valve
2 1
T5-3-10
YES Faulty pilot shut-off

solenoid valve. (Spool
is stuck.)
Disassemble pilot
YES shut-off solenoid
valve. Check if it is YES
abnormal. Faulty revolution
Disassemble revolu- sensing valve.
tion sensing valve or
variable metering
NO valve. Check if it is
abnormal.
A
NO
Broken ground circuit

between pilot shut-off
NO solenoid valve terminal
#2 and vehicle.
Faulty pilot shut-off

switch, or broken har-
YES ness between pilot
shut-off switch and pilot
shut-off solenoid valve.
Faulty key switch, or

broken harness be-
tween key switch ter-
NO
minal BR and pilot
shut-off switch.
YES Faulty unload valve in

control valve.
Disassemble unload
valve in control valve.
A Check if it is abnor-
mal. YES Faulty differential re-
ducing valve in control
Disassemble differ- valve. (Spool is stuck.)
ential reducing valve
in control valve.
NO
Check if it is abnor-
mal. Faulty main pump.
NO
T5-3-11
All actuators work fast.
YES
Normal.
Check if hydraulic cyl-
inder operating time is
normal.
Refer to OPERATIONAL Faulty revolution sensing
PERFORMANCE TEST. valve.
NO
Actuators work when control lever is in neutral.
Refer to T5-3-13 in case the Actuator doesnt stop

even if control lever is returned to neutral.
YES Stuck pilot valve spool.

Turn the pilot shut-off
lever into LOCKED po-
sition. Check if symptom
disappears.
Stuck control valve spool.
NO
T5-3-12
Actuators never stop even if control lever is re-
turned to neutral.
Replace overload relief YES Faulty overload relief valve

valve corresponding to or faulty make-up valve in
actuators and make-up front attachment system.
Boom, Arm, valve (boom swing) with
Bucket, Boom overload relief valve with
Swing, or normal actuator and
Blade make-up valve (boom Sticking of spools of front
swing). Check if symp- attachment system control
tom disappears. NO
valves or pilot valves.
Check which actuators YES Sticking of spools of swing

are abnormal. control valve or pilot valve.
Adjust swing relief valve.
Swing Check if trouble still
appears.
Faulty relief valve or faulty
Refer to OPERATIONAL make-up valve in swing
PERFORMANCE TEST. NO device.
YES Faulty counterbalance

valve in travel device.
Disassemble counter-
Travel balance valve in travel
device. Check if they are
abnormal.
Sticking of spools of right or
left travel control valve or
NO pilot valve.
T5-3-13
(Blank)
T5-3-14
FRONT ATTACHMENT SYSTEM TROU-
BLESHOOTING
All front attachment functions are weak.
Not only the front attachment but also other func-

tions will have the problem. If the travel function is
also abnormal, refer to All actuators do not work
or do slowly (T5-3-10). In case only the front at-
tachment is abnormal, check the pilot valve.
T5-3-15
Only Specific cylinder(s) does not work, or it
(they) does slow and weakly.
In case the cylinder speeds are slow, the pump

flow rate may be reduced. If the pump flow rate is
reduced due to some problems, only actuators
requiring more oil flow rate than the reduced pump
flow rate look to be slow.
In case the cylinder works weakly, the relief valve
set pressure may be lower than specific one. Be
careful not to mix the problem of slow with that of
weak because these symptoms are different from
each other.
YES Faulty overload relief

valve corresponding
to cylinder.
Replace overload
relief valve corre-
sponding to cylinder
Faulty make-up valve
with normal one. YES
corresponding to
Check if symptom
cylinder.
disappears.
Replace make-up
valve corresponding
to cylinder with the
NO new one. Check if Faulty pressure
YES
symptom disappears. compensator corre-
sponding to cylinder.
Disassemble pres-
sure compensator in
control valve corre-
NO sponding to cylinder.
Check if it is abnor- Disassemble shuttle
mal. valve in control valve
corresponding to cyl-
NO
inder. Check if it is
abnormal.
T5-3-16
Faulty shuttle valve in

YES control valve corre-
Stuck control valve

YES spool corresponding
to cylinder.
Disassemble control
valve spool corre-
NO Check if it is abnor-
mal.
Faulty main pump.
NO
T5-3-17
Only specific cylinder works fast.
Even if the pump flow rate increases due to some

problems in the pump, the oil flow rate is con-
trolled so that the optimum oil flow can be sup-
plied to the actuators by the flow Pressure Com-
pensator in the control valve. Accordingly, any
problems in the pump will not cause the actuator
speed to increase. However, in case the flow
pressure compensator is stuck in the open posi-
tion, the flow pressure compensator will be unable
to control the optimum oil flow to the actuators
(excessive oil more than required will be supplied
to the actuators). Therefore, stuck flow pressure
compensator in the control valve may be the most
possible cause in this case.
Only boom does not work, or it does slow.
YES Stuck boom anti-drift

valve in control valve.
YES Disassemble boom

anti-drift valve in con-
trol valve. Check if it
is abnormal.
Check if pilot secon- Faulty overload relief
dary pressure is nor- valve in control valve.
mal. NO
Refer to OPERATIONAL
PERFORMANCE TEST.
Faulty pilot valve.
NO
T5-3-18
Front attachment cylinders leaking (drift) is large.
YES Normal.
YES Faulty seal in cylinder.

Check if each front
attachment cylinder
drift is within stan-
dards. NO Check if oil leaks
inside cylinder. Faulty boom anti-drift
Refer to OPERATIONAL valve, faulty overload
PERFORMANCE TEST. relief valve, scored con-
Check if symptom trol valve spool, dam-
disappears when pilot NO aged spring, or loosed
NO control shut-off lever spool end.
is turned into LOCK
position.
Faulty pilot valve.
YES
Boom cylinder inner leak check
1. With the bucket cylinder fully retracted and the

arm cylinder slightly extended from the fully re-
tracted position, lower the bucket tooth tip to the
ground.
2. Disconnect the hydraulic hose at the rod side of
boom cylinder, and drain oil in the cylinder and
hose. (Install a plug on disconnected hose end
from vehicle.)
3. Retract the rod of the arm cylinder to raise the
T1M9-05-03-001
bucket from the ground.
If oil comes out from disconnected and opened
pipe on boom cylinder and the rod of that is re-
tracted, oil is leaking in the boom cylinder.
If oil does not come out from disconnected pipe
on boom cylinder and the rod of that is retracted,
oil is leaking in the control valve.
T5-3-19
When control levers are operated (boom raise,
arm roll-out), front attachment drops briefly, and
then begins to work.
YES Internal leakage in cylinder.
Check if load check

valve in control valve is
normal.
Visually check after
disassembling. Faulty load check valve.
NO
NOTE: 1. During the initial stage of operation, the

oil pressure and flow rate from the
pump are low. If the load check valve is (B)
failed, oil in the bottom side of cylinder
flows back into the circuit through the
At failure in load
load check valve, causing the boom check valve (A)
cylinder to temporarily retract because
of the load on boom cylinder.
2. If oil is leaking from bottom side (A) to

rod side (B) due to the failed piston or
tube of the boom cylinder, the boom
cylinder temporarily retracts as oil
pressure and flow rate from the pump is
low during the initial stage of operation. T105-07-04-012
Then, the cylinder cannot support the

load, reducing cylinder force and in-
creasing the cylinder drift in this case.
T5-3-20
(Blank)
T5-3-21
SWING SYSTEM TROUBLESHOOTING
Upperstructure does not swing, its speed is slow,
or its swing power is weak.
Check if problem
YES disappears after
control valve spool
is disassembled
and cleaned.
Check if swing motor
YES oil drain amount is
normal.
Refer to "OPERA-
TIONAL PER-
FORMANCE
Faulty swing motor.
TEST". NO
Check if swing
YES motor relief pres-
sure is normal.
Refer to "OPERA-
TIONAL PER-
Check if swing FORMANCE
pilot secondary TEST".
pressure is nor- Faulty swing motor
mal. NO relief valve.
Refer to "OPERA-
TIONAL PER-
FORMANCE Faulty pilot valve.
TEST". NO
T5-3-22
YES Faulty control valve

spool (stuck).
YES Faulty pressure

compensator in con-
trol valve.
Disassemble pres-
NO sure compensator
in control valve. YES Faulty make-up valve
Check if it in control in swing device.
valve is abnormal. Check if make-up
valve in swing device
Faulty swing reduc-
NO is abnormal.
tion gear or faulty
Disassemble shuttle signal passage
valve in control (contamination in-
valve. Check if it is NO gress) to swing
NO abnormal.
pressure compen-
sator (control valve).
Faulty shuttle valve in

control valve.
YES
T5-3-23
TRAVEL SYSTEM TROUBLESHOOTING
Machine does not travel, or does slowly, or travel
weakly.
Both right and left travel motors seldom become

faulty at same time. Although the trouble shooting
hare is for the vehicle that both right and left travel
motors become faulty. When only one side is
faulty, refer to The excavator mistracks.
Travel speed does not change to the fast speed.
Check for loose harness connections before hand.

In case the problem cannot be solved due to the
flowchart below, the travel speed changeover
valve in travel device may be faulty.
YES Broken harness in
ground circuit.
Check if selection
movement sound of
solenoid valve is
YES heard if terminal #2 of
travel speed
changeover solenoid
valve connector is
connected to ma-
chine body. Faulty travel speed
Check if terminal #1
on harness end Key switch : ON changeover solenoid
connector of travel Travel Speed Selec- NO valve. (Spool is
speed changeover tor Switch : Fast stuck.)
solenoid valve is Ground the connector
12V. to the vehicle with a
clip without discon-
Key switch : ON necting. YES
Travel Speed Se- Faulty travel speed
lector Switch : Fast selector switch.
Measure voltage
with a clip without Disconnect travel
disconnecting. speed selector
switch, and check if
voltage measured at
NO terminal #2 on har-
ness side is 12V.
Broken harness be-

tween travel speed
NO selector switch and
fuse box.
Open End Side)
Travel Speed Changeover Travel Speed Selector Switch

Solenoid Valve
3 6
2 1 2 5
T5-3-24
Travel speed does not change to the slow speed.
Be sure to inspect wiring connection prior to trou-

bleshooting.
YES Fault travel speed

selector valve.
Check if problem
disappears after
disconnecting travel
speed changeover
solenoid valve con-
nector. Faulty travel speed
changeover solenoid
NO valve. (Spool is
stuck.)

Open End Side)
Travel Speed Changeover

Solenoid Valve
2 1
T5-3-25
Machine mistracks.
Check that both side track sags are equally ad-

justed.
flowchart below, the shuttle valve in control valve
may be faulty. Faulty pressure
YES
compensator in
control valve.
Disassemble
pressure com-
YES pensator in con-
trol valve travel NO
Faulty travel motor.
right or left sec-
tion. Check if it is Check if travel
abnormal. NO motor drain oil
amount is normal.
Faulty travel motor
Check if problem Refer to OP- swash angle
is reversed when ERATIONAL change mechanism
travel hoses un- PERFORMANCE YES and travel reduction
Check if secon- der center joint TEST.
NO gear.
dary travel pilot are switched.
pressure is nor-
mal.
Faulty center joint.
Refer to OP- YES
ERATIONAL
PERFORMANCE
TEST.
Faulty travel pilot
valve.
NO
Relationship between Faulty Seal

Location and Mistrack Direction
Seal When traveling When pivot turn
No. straight: is performed: Right Travel
1
1 Forward
2
Right Travel
Reverse 3
2 Left Travel 4
Forward
5
3 Left Travel
Reverse
W1M9-03-03-002
T5-3-26
BLADE SYSTEM TROUBLESHOOTING
Blade does not move, or its speed is slow.
When blade raise is slow, if reverse travel left is

also influenced, faulty center joint (faulty sealing)
is suspected.
Faulty seal in cylin-

Remove rod pin of YES der.
blade cylinder, and
have cylinder fully re-
tracted. Remove bottom
YES hose, and attach plug
on hose side. Check if Faulty pressure
oil leaks from bottom YES compensator in
Disassemble
port of cylinder when control valve.
pressure com-
blade raise operation is
pensator in control
made.
valve. Check if it is
Check if pilot valve NO abnormal.
secondary pressure is Disassemble shuttle
normal. valve in control valve. A
NO Check if it is abnormal.
Refer to OPERA-
TIONAL PERFORM-
ANCE TEST.
Faulty blade pilot
valve.
NO
NO Faulty center joint.
Faulty shuttle
valve in control
Left Travel YES valve.
Reverse
Blade
Raise
Blade
Lower
Travel Motor
Displacement
Angle Control
Pilot Pressure
W1M9-03-03-002
T5-3-27
BOOM SWING SYSTEM TROUBLE-
SHOOTING
Boom swing does not work or does slowly.

flowchart below, the shuttle valve in control valve
may be faulty.
In case one side only cannot be operated or
moves slowly, the make-up valve may be faulty.
YES Faulty seal in cyl-

inder.
Operate boom swing
toward left, and have
cylinder fully extended.
Remove piping on rod Faulty pressure
YES compensator in
YES side, and attach plug on
hose side. control valve.
Check if oil leaks from Disassemble pres-
port on cylinder rod side sure compensator
when swing left opera- in control valve.
tion is made. NO Check if it is ab-
normal.
Check if pilot valve
secondary pressure is
normal. Spool in control
NO valve is stuck.
Refer to OPERA-
TIONAL PERFORM-
ANCE TEST.
Faulty boom swing

pilot valve.
NO
T5-3-28
AIR CONDITIONER SYSTEM TROUBLE-
SHOOTING (Cab Version Only)
NOTE: Refer to the explanation page on AIR

CONDITIONER OPERATION in Opera-
tors Manual.
2 A
3
M1M7-01-004
M1M7-01-009
4
View A
5 6 7 8 9
M1M7-01-010
1 - Right Front Air Vent 1 4 - Air Conditioner Control 6- Vent Mode Switch 8- Blower Switch
(Defroster) Panel
2 - Right Front Air Vent 2 5 - Air Conditioner Switch 7- Temperature Control 9- Air Conditioner Power
Switch Switch
3 - Foot Air Vent
T5-3-29
Please fill in all sections and return this AIR CONDITIONER TROUBLE REPORT to Hitachi Works Quality Assurance Dept. after experi-
encing a problem with your machines air conditioning system.
< AIR CONDITIONER TROUBLE REPORT > File No.

(1) What Checked by:
Model (Serial No. )
Operation Type Manual Semi-Auto Full-Auto
Delivery Date Year Month
(2) When
Date Year Month Day Operating Hour ( h)
Time Morning Daytime Evening Night
Frequency Every Day Once a Week Once a Month Times per
(3) Where
Job Site Address State County Town
Access Road Condition Paved Not Paved (Gravel Sand Soil)
(4) How (Operating Conditions)
Weather Fine Cloudy Rain Snow
Atmospheric Temperature Very Hot Hot Cold Very Cold
Operating Conditions Parking Traveling Working
Temperature Control Paint blanks equal to red indicators. / Fill in set-temperature when
full-auto operation
A/C ON OFF
Control Air Induction Re-Circulation Fresh Air Circulation
Panel AUTO ON OFF Not Available
Fill following items when operated in manual mode or when manual control type unit is used.
Vent Position Front Front / Rear Front / Foot Foot Front / Rear and Foot
Fan First Second Third Fourth Fifth Sixth
(5) How (Problem Symptom)
Abnormal Compressor Operation
Symptom Not turned ON <Check Result>
Not turned OFF (1) Is problem reproducible ?
Others Reproducible
Uncontrollable air temperature Not reproducible
Symptom No cool air (2) Pressure (To be measured at gauge manifold)
No warm air Low Pressure
Others High Pressure
Uncontrollable air volume (3) Which parts have been replaced ?
Symptom Air flows in Hi mode only 1
No air flows
2
Small air volume
Others
Uncontrollable vent hole Before replacing the control amplifier, be sure to
Symptom Vent hole isnt selected check that the connectors are correctly connected
while repeatedly disconnecting and reconnecting
Others
connectors.
Abnormal panel indication
Faulty Indicator Vent Hole
A/C
AUTO
Fresh Air Circulation
Fan OFF
Fan (Lo Hi)
Temperature Control
Symptom Stays OFF
Stays ON
Blinks
Others
T5-3-30
Refrigerant Quantity ....................... 55050 g

Compressor Oil Quantity................ 100 cm3
T5-3-31
Cooling Circuit
Refrigerant pressure Bubbles can be seen in sight Piping and/or parts are stained with oil,
in both high and glass. respond to gas detector.
low-pressure sides is
low.
No oil stain is found or gas detector
doesnt respond. Refrigerant has not
been refilled for longer than one sea-
son.
No bubbles are seen in sight glass.
After cooling at fast speed continu-

ously, cooling power is reduced. Air
flow volume remains unchanged.
Air flow volume is reduced.
Refrigerant pressure
in low-pressure side Bubbles can be seen in sight Compressor cylinder is extremely hot,
Insuffi-
is high. glass. emitting a smell.
cient
cooling
power.
Refrigerant pressure in Compressor cylinder is extremely hot,
high-pressure side is low. emitting a smell.
Heater unit emits hot air.
Refrigerant pressure
in high-pressure side Bubbles can be seen in sight Refrigerant pressure in low-pressure
is high. glass. side is low.
Condenser is stained and clogged.
Even if condenser is sprayed with water, few bubbles appear. Receiver dryer tem-
perature is low.
After cooling at fast speed continu-

ously, cooling power is reduced. Air Frost forms. Thermistor doesnt cool.
flow volume is reduced.
Thermistor cools.
T5-3-32
Gas leaks from pipe joints and/or parts. Re-tighten or replace parts.
Normal leakage of refrigerant from hoses. Refill refrigerant.
Improper adjustment (excessive restriction) of expansion valve. Readjust or replace expansion valve.
Clogged expansion valve. Remove clog, or replace receiver and/or expansion

valve.
Clogged low-pressure circuit and/or evaporator. Remove clog, or replace parts.
Frozen expansion valve or water in circuit. After evacuation, refill refrigerant and/or replace re-
ceiver-dryer.
Gas leaks from case. Seal gaps using vinyl tape or packing compound.
Poor contact of expansion valve temperature sensing cylinder. Make good contact. Replace temperature sensing
stay.
Improper adjustment (excessive open) of expansion valve. Readjust or replace.
Insufficient compressor discharge (faulty gasket and/or valve). Replace.
Improper water stop valve wire adjustment and/or faulty stop

valve. Check and readjust or replace.
Clogged high-pressure circuit before receiver dryer. Remove clog, or replace parts.
Clean Condenser.
Excessive refrigerant. Remove excessive refrigerant to proper level.
After evacuation, refill refrigerant and/or replace re-

Air is mixed in system.
ceiver dryer.
Incorrect thermistor location. Correct thermistor location.
Gas leaks from case. Seal gaps using vinyl tape or packing compound.
Faulty thermistor (stays ON). Disconnected thermistor cord.
Even if function and performance are normal, when Instruct user on correct air-conditioner operation.
air-conditioner is kept operated for a long time with thermistor (Reset thermistor to either minimum or middle cooling
in max. cooling position and air flow in M or L mode, frost may position or increase air flow.)
form.
T5-3-33
Air Conditioner Electrical Circuit Diagram
Key Switch
Battery
Fuse
Box
Blower Motor Blower Motor Blower Motor Compressor

Relay (Hi) Relay (Mid) Relay (Low) Relay
Work Light
Switch
Blower
Motor
Register
Pressure Switch
(Receiver-Dryer)
Air Conditioner
Unit
Compressor
Thermistor
Flow Direction
Selector Motor
Water
Valve
Air Conditioner Controller
Air Conditioner
Control Panel
T1M9-05-03-002
T5-3-34
Air conditioner does not work, and LEDs on air
conditioner control panel are not lit at all.
Check the wire connection part first.

In case the failure also influences the radio or
monitor hour meter, faulty #2 fuse is suspected.
In case the work light is not lit, faulty #2 fuse or
work light switch are suspected. Otherwise, pos-
sible disconnection of the harness wire between
#5 fuse and the work light switch is suspected.
YES Faulty controller.

Remove connector
(18P) of air conditioner
control panel.
YES Check if voltage at #1
terminal on harness Faulty air conditioner con-
end connector is 12 V. trol panel or broken har-
ness between work light
switch and air conditioner
NO
Key switch: ON control panel.
Remove
RemoveAC1 AC1connector
connector
(30P)
(30P)
of of
controller.
controller. Work light switch: ON
Check
Checkif ifvoltage
voltageatof#2
con-
and
#5nectors
terminals#2onandharness
#5 on end
connector
harnessisside12 is
V.12 V.
Key switch: ON
Faulty #7 fuse or broken

harness between #2 and
NO #7 fuses and controller.
Connector
Controller AC1 (30P)

Air Conditioner Control Panel (18P)
T1M9-05-03-005
T1M9-05-03-003
T5-3-35
Air vent temperature control is impossible.
YES Faulty water valve.
Check water valve

for fall of rod or
NO smooth opening and
closing if it is ab- Remove AC1 connector
normal. (30P) of controller, connector
(6P) of water valve, and
connector (7P) of flow direc-
tion selector motor.
NO Check for continuity between
controller and terminals be-
Check if anything
low on harness end con-
prevents rotation of
nectors of water valve.
YES flow direction selec-
tor motor.
Is there any inter- #3 and #1 terminals
ference? #9 and #6 terminals
Operate temperature #15 and #2 terminals
control switch, and #19 and #3 terminals
confirm that 1 to 7 #21 and #5 terminals
LEDs (orange color) #26 and #4 terminals
for air vent tem-
perature indication Removal of interfer-
are normally lit. ence
Do they keep on or repair/replacement
flickering? YES
of failure parts.
Key switch: ON
Air conditioner switch: Faulty flow direction
ON selector motor,
faulty water valve,
NO or faulty air conditioner
control valve.
Connector
Controller AC1 (30P) Water Valve (6P)
T1M9-05-03-003 T1M9-05-03-007
Flow Direction Selector Motor (7P)
T1M9-05-03-011
T5-3-36
Faulty water valve.

YES
Check water valve if

YES it is abnormal.
Faulty controller.
NO
Broken harness in
area of discontinu-
NO ity.
T5-3-37
Compressor clutch is not turned ON.

Confirm that the circuit is filled with refrigerant.
Confirm that the temperature in the cab is 2 C
(35.6 F) and above.
Faulty thermistor
YES
cord
Remove AC1 connector or faulty thermistor.
(30P) of controller, con- YES Check if
nector (6P) of water valve, thermistor is
connector (7P) of flow abnormal.
direction selector motor, Faulty controller.
and connector (2P) of NO
YES thermistor.
Check for continuity be-
tween terminals below on
harness end connectors Broken harness in
of controller and thermis- area of discontinu-
Remove connector of tor. NO ity.
compressor.
Operate temperature
control switch, and con- #4 terminal of controller
firm that 1 to 7 LEDs and #2 terminal of ther-
(orange color) for air mistor
vent temperature indica- #15 terminal of controller
tion are normally lit. and #1 terminal of ther-
Do they keep on flicker- mistor
ing?
YES Faulty compressor
(clutch).
Key switch: ON Remove connector
Air conditioner switch: ON of compressor.
Blower switch: ON (I) Check if voltage at
terminals on har-
NO ness end connector Remove pressure
is 12 V. switch connector of
(at thermostat ON) receiver-dryer.
Check for continuity
Key switch: ON NO between terminals
Air conditioner switch: ON on switch end con-
nector.
Connector
Controller AC1 (30P) Compressor
T1M9-05-03-012
T1M9-05-03-003
Flow Direction Selector Motor (7P) Water Valve (6P)
T1M9-05-03-011
T1M9-05-03-007
T5-3-38
Faulty compressor
YES relay
or faulty compressor
Check if air condi- relay circuit.
tioner works nor-
YES mally by replacing
compressor relay
NO Faulty controller.
with another.
Check if com-
pressor relay cir-
cuit is broken or
NO shortened.
Faulty harness of
compressor relay
YES circuit.
Faulty pressure
NO switch.
Compressor
Thermistor (2P) Pressure Switch (Receiver-Dryer) (2P)
T1M9-05-03-013
T1M9-05-03-009
T5-3-39
Blower motor does not rotate.

If blower motor is definitely abnormal, check it
first.
Confirm indication change of blower switches (I),
(II), and (III).
Confirm that compressor works normally.
Faulty controller,
faulty air conditioner
control panel,
Remove connector YES or broken harness
(2P) of air condi- between relays on
tioner unit blower register and blower
motor. motor of air condi-
NO Check for continuity tioner unit.
between #1 and #2
Remove blower terminals on motor
motor. end connector. Faulty blower motor.
YES Check if any foreign NO
substance prevents
rotation of blower
fan.
Stall of blower motor
due to foreign sub-
stance.
YES
(Remove foreign
Blower motor does substance.)
not rotate at every
flow rate settings of
I, II, and III.
YES Faulty blower motor
relay.
Check if blower
motor rotates nor-
mally by replacing Faulty controller,
blower motor relay faulty air conditioner
NO in failure position control panel,
with another. Remove connector YES or broken harness
(4P) of air condi- between controller
tioner unit register. and blower motor
Blower motor relay corre- Check for continuity relay.
sponding to blower switch: between terminals
Blower switch (I): NO below on register
Blower motor relay (Low) end connector.
Blower switch (II): Faulty register.
Blower motor relay (Mid) NO
Blower switch (III):
Blower motor relay (Hi) #3 and #1 terminals
#3 and #4 terminals
Connector
Blower Motor (2P) Register (4P)
T1M9-05-03-008
T1M9-05-03-010
T5-3-40
(Blank)
T5-3-41
Flow rate selection is impossible.

Confirm indication change of blower switches (I),
(II), and (III) of air conditioner control panel.
Flow rates I and II cannot be selected.

(Flow rates of I and II are the same.)
Faulty blower motor

YES relays (Low) or (Mid).
Check if replacing blower

motor relays (Low) and Short-circuited harness
(Mid) with others recovers Remove connector YES between register and
normal condition. (4P) of air conditioner blower motor relay (Low)
unit register. or (Mid).
NO between vehicle frame
and #1 and #4 termi-
nals on harness end Faulty controller
connector. or air conditioner control
NO panel.
Flow rates I and III cannot be selected.

(Flow rates of I and III are the same.)
Faulty blower motor

YES relay (Low) or (Hi).

motor relays (Low) and (Hi) Short-circuited harness
recovers normal condition. Remove connector YES between register and
(4P) of air conditioner blower motor relay (Low)
unit register. or (Hi).
nals on harness end Faulty controller
connector. or air conditioner control
NO panel.
Connector
Register (4P)
T1M9-05-03-010
T5-3-42
Flow rates II and III cannot be selected.
(Flow rates of II and III are the same.)
Faulty blower motor

YES relay (Hi) or (Mid).

motor relays (Hi) and (Mid) Short-circuited harness
with others recovers nor- YES between register and
mal condition. Remove connector
(4P) of air conditioner blower motor relay (Hi)
unit register. or (Mid).
Faulty controller
nals on harness end
or air conditioner control
connector. NO panel.
Flow rates I, II, and III cannot be selected.

(Flow rates of I, II, and III are the same.)
Faulty blower motor

YES relay (Low), (Mid), or
(Hi).

motor relays (Low), (Mid), Short-circuited harness
and (Hi) recovers normal Remove connector YES between register and
condition. (4P) of air conditioner blower motor relay
unit register. (Low), (Mid), or (Hi).
and #1, #3, and #4
terminals on harness Faulty controller
end connector. or air conditioner control
NO panel.
Connector
Register (4P)
T1M9-05-03-010
T5-3-43
Air vent selection is impossible.
Remove AC1 con-

nector (30P) of con- YES
troller, connector (6P) A
of water valve, and
connector (7P) of flow
NO direction selector mo-
tor.
Broken harness in
between terminals
area of discontinu-
Check if anything below on harness end NO ity.
prevents rotation connector.
YES of flow direction
selector motor if it #1 and #3 terminals
is abnormal. #7 and #4 terminals
#10 and #7 terminals
Operate vent mode #15 and #2 terminals
switch, and confirm #19 and #1 terminals Removal of inter-
if vent mode switch #24 and #6 terminals ference
LED is lit normally. or repair / replace-
YES ment of failure parts.
Check if any one
keeps on flickering.
Key switch: ON
Air conditioner switch: ON Faulty air condi-
tioner control panel
NO or controller.
YES Faulty flow direction

selector motor.
Check flow direc-
tion selector motor
A if it is abnormal.
Faulty air condi-
tioner controller.
NO
Connector
Controller AC1 (30P)
Flow Direction Selector Motor (7P)
T1M9-05-03-003 T1M9-05-03-011
Water Valve (6P)
T1M9-05-03-007
T5-3-44
WORK AFTER REPLACING COMPO-
NENTS
The following work is required after replacing
compressor, high pressure hose, low pressure hose,
condenser, receiver-dryer, liquid hose, and air
conditioner unit.
The same work is required when gas leakage is found.
1. Add compressor oil

Compressor oil quantity: 100 cm3
2. Charge air conditioner with refrigerant

Purging
Charge air conditioner with refrigerant
Warm up operation
Inspection
T5-3-45
CHARGE AIR CONDITIONER WITH
REFRIGERANT
Necessity of Purging
Be sure to purge the air conditioner circuit with a
vacuum before charging with refrigerant (HFC-134a)
because the following problems can arise if air or
other gases remain in the A/C circuit.
Air
1. Pressure rise in the high pressure side
If air remains in the air conditioner circuit, this

disturbs the heat exchange between refrigerant
and air in the condenser, causing pressure to rise
in the high pressure side (compressor side).
Usually, refrigerant gas is easily liquefied;
however, air cannot be liquefied and remains as a
gas in the condenser because the temperature at
which air liquefies is extremely low. That is, Pressure increases if air
W115-02-10-001
liquidation of the refrigerant gas in the condenser remains in the air
conditioner circuit
decreases by the amount of air in the circuit, and
the gas pressure in the high pressure side
increases accordingly.
2. Metal corrosion
If air remains in the air conditioner circuit, a

chemical reaction between refrigerant and
moisture in the air takes place, and as a result,
hydrochloric acid, that corrodes metals such as
aluminum, copper and iron, is produced.
Hydrochloric acid Hydrochloric acid W115-02-10-002
corrodes metals if
moisture exists
Metal corrosion
3. Plugging of the expansion valve by moisture
When high pressure refrigerant gas passes

through the expansion valve, gas pressure
decreases and temperature drops. Moisture
included in high pressure refrigerant gas in the air
conditioner circuit freezes at the expansion valve
orifice, plugging refrigerant flow. Operation of the Plugged refrigerant
air conditioner becomes unstable and cooling flow
Ice produced at the
efficiency lowers. expansion valve disturbs
W115-02-10-003
refrigerant flow, lowering
cooling efficiency
Low cooling
efficiency
T5-3-46
PURGING PROCEDURE Gauge Manifold
IMPORTANT: Never mistake the charge hose Low Pressure

Valve
connections.
Low Pressure
Charge Hose High Pressure
1. Close the high and low pressure valves on the Valve
gauge manifold.
Connect the high-pressure-side charge hose and High Pressure
Charge Hose
the low-pressure-side charge hoses to the
high-pressure-side charge valve (D marked) and Center Pressure
Charge Hose
to the low-pressure-side charge valve (S Vacuum Pump
marked) located on the compressor, respectively.
Connect the charge hose located on the center of
the manifold bottom to the vacuum pump.
W115-02-10-005
Low Pressure
Side S
Compressor
D
High Pressure
Side
T142-02-05-018
IMPORTANT: In case refrigerant remains inside
the air conditioner circuit, recover it Fully Open
first with the recovery machine, and
then operate the vaccuum pump.
Fully Open
2. Open the high pressure and low pressure valves
in the gauge manifold. Perform purging for 30
minutes or more by operating the vacuum pump.
In Operation
W115-02-10-005
T5-3-47
IMPORTANT: If the pointer returns to 0, retighten
the line connections and perform
purging again. Close
3. When the low pressure gauge reading falls below Close

0.1 MPa (750 mmHg), stop the vacuum pump
and close the high and low pressure valves.
Wait for approximately five minutes and confirm
that the pointer does not return to 0.
In Operation
W115-02-10-005
4. With the high pressure and low pressure valves of

the gauge manifold closed, connect the charge
hose to the refrigerant container.
Refrigerant
Container
W115-02-10-007
5. Loosen the charge hose connection to the gauge

manifold and open the refrigerant container valve
to purge air in the charge hose with the refrigerant
pressure.
Loosen
Open
W115-02-10-007
T5-3-48
IMPORTANT: Always stop the engine when
High Pres-
charging the air conditioner with sure Gauge
refrigerant. Never position the
refrigerant container upside down Tighten
during charging operation. When
changing the refrigerant container
during charging operation, be sure Open
to purge air from the charge hose,
as shown in step 10.
6. Fully tighten the charge hose connection to the

gauge manifold. Open the high pressure valve Open
and refrigerant container valve to charge with
refrigerant (HFC-134a).
Close the high pressure valve and refrigerant
container valve when the high pressure gauge
reading reaches 98 kPa (1 kgf/cm2, 14 psi).
NOTE: Use warm water of 40 C (104 F) or less to

W115-02-10-007
warm the refrigerant container to aid in
charging operation.
CAUTION: For inspection of refrigerant

leakage, be sure to use a leakage tester for W115-02-10-008
HFC-134a.
Never use a halide lamp used for leakage
inspection of refrigerant CFC-12 (R-12).
HFC-134a, if exposed to fire, dissolves and
generates toxic gas.
7. After finishing charging, inspect gas leakage with

a tester for HFC-134a.
T5-3-49
8. Confirm that the high pressure and low pressure
valves in the gauge manifold and the refrigerant
container valve are closed.
Start the engine and operate the air conditioner.
Operating Conditions of the Air Conditioner:

Engine Speed : Slow Idle
Cab Window : Fully Open
Air Conditioner Switch : ON
Blower Switch : Maximum
Temperature Control Switch : Maximum
IMPORTANT: Never open the high pressure valve Open

in the gauge manifold.
9. Open the low pressure valve in the gauge
manifold and the refrigerant container valve to
charge with refrigerant until the bubbles seen in
the receiver-dryer sight glass disappear.
Required refrigerant quantity: 55050 g
10. If the refrigerant container becomes empty during

Open
the charging work, replace it with a new
refrigerant container as follows:
Close the high pressure and low pressure valves
on the manifold gauge.
Replace the empty container with a new one.
Tighten, then slightly loosen the refrigerant
container joint.
Slightly open the low pressure valve on the
manifold gauge. W115-02-10-007
When the refrigerant container joint starts to leak,
immediately tighten the refrigerant container joint Close
and close the low pressure valve on the manifold
gauge.
11. After charging, close the low pressure valve in the

gauge manifold and the refrigerant container
valve, and stop the engine.
Close
W115-02-10-007
T5-3-50
IMPORTANT: If the air conditioner is operated with
very low refrigerant, a bad load will
be exerted on the compressor. If the
air conditioner is overcharged with
refrigerant, cooling efficiency will
lower and abnormal high pressure
will arise in the air conditioner
circuit, causing danger.
12. Start the engine and operate the air-conditioner
again. Sight Glass
Observe the sight glass of the receiver-dryer to
check refrigerant quantity.

Blower Switch : Maximum Receiver-Dryer
NOTE: As the bubbles in the sight glass vary

depending on the ambient temperature,
check refrigerant quantity confirming the W115-02-10-009
changes in pressure .
T5-3-51
Checking procedures:
Stop the air conditioner and wait until refrigerant
returns to the balanced pressure. Then, start the air
conditioner again.
Relation between Refrigerant Quantity and

Refrigerant Flow in Sight Glass:
Refrigerant Flow in Sight Glass

Refrigerant
(approx. 1 min. after air conditioner Explanation for Refrigerant Flow in Sight Glass
Quantity
switch is turned ON)
(immediately after) (approx. 1 mm after) Immediately after the air conditioner is turned ON, few
bubbles are seen. Then the flow becomes transparent
Adequate and shows thin milk white color.
W115-02-10-016
No bubbles are seen after the air conditioner is turned

Overcharged ON.
W115-02-10-017
Bubbles are seen continuously after the air condi-

Not Enough tioner is turned ON.
W115-02-10-018
W115-02-10-019 115-02-10-021
Bubbles exist: Milk white:

Bubbles are seen in refrigerant flow as both liquid re- Refrigerant flow shows thin milk white as oil and re-
frigerant and refrigerant gas exist, being mixed. frigerant are separated.
W115-02-10-020
Transparent:
Refrigerant flow is transparent as only liquid refrigerant
exists.
T5-3-52
CAUTION: Wait until the high-pressure-side

pressure drops to less than 980 kPa (10
kgf/cm2, 142 psi) before attempting to dis-
connect the high-pressure-side charge hose.
Otherwise, refrigerant and compressor oil
may spout.
13. After checking refrigerant quantity, disconnect the

low-pressure-side charge hose first. Wait for the
high-pressure-side pressure to drop to less than
980 kPa (10 kgf/cm2, 142 psi). Disconnect the
high-pressure-side charge hose.
NOTE: For environmental protection, do not dis-

charge residual refrigerant inside the
charge hose, no matter how small the
amount is.
T5-3-53
WARM-UP OPERATION
After charting the air conditioner, carry out warm-up

operation five minute to lubricate system with
compressor oil.

Blower Switch : Maximum
T5-3-54
INSPECTION
After warm-up operation, carry out gas leak check and

performance check.
CAUTION: Refrigerant will produce

poisonous material if exposed to heat of 1000
C (1800 F) or more. Never bring refrigerant
close to a fire.
Leak Tester
1. Check the air conditioner for gas leaks using a
leak tester.
Perform checking under well-ventilated
conditions.
Thoroughly wipe off dust from the charge hose
connections of the compressor.
Pay special attention to check the line
connections.
If any gas leaks are found, retighten the line
connections.
W115-02-10-013
2. Performance Check
Carry out performance check of the air
conditioner after checking each air conditioner
component.
Check each component for abnormalities.
Carry out ON-OFF check of the compressor
clutch.
Check compressor fan belt tension. Retighten Line
Check the coolant level in the radiator. Connection
Operate the air conditioner and check the
performance.
3. The checklist before the summer season is as

follows: W115-02-10-014
Check each air conditioner component for
abnormalities.
Check the line connections for oil leaks.
Check refrigerant quantity.
Check the engine cooling circuit.
Check belts for wear. Replace if necessary.
4. Off-Season Maintenance
During off-season, operate the idler pulley and
compressor at least once a month for a short time
to check for any abnormal sounds.
Do not remove the compressor belts during
off-season. Operate the compressor occasionally
at slow speed for 5 to 10 minutes with the belt
slightly loosened in order to lubricate the machine
parts.
T5-3-55
HOW TO LOWER BOOM WHEN ENGINE
STOPS
With the boom raised if the engine stops and does not
restart for some reason, lower the boom in the follow-
ing procedures.
If the front attachment is not loaded.
CAUTION: Loosen overload relief valve

slowly. If it is loosened rapidly, the boom may
lower rapidly.
Do not loosen it more than 3/4 turns, as the
hydraulic oil may spout.
1. Observing movement of the boom, gradually re-

lease the overload relief valve in the boom raise
circuit (on the cylinder bottom side).
(Lower the pressure in the circuit on the boom
cylinder bottom side.)
: 24 mm
Overload Re-
lief Valve in the
2. After checking that boom has lowered completely, Boom Raise
tighten the overload relief valve. Circuit
T1M9-03-04-001
If the front attachment is loaded.
1. Put alignment marks on the overload relief valve Lock Nut

lock nut and adjusting screw in the boom raise
circuit (on the cylinder bottom side).
CAUTION: Loosen the adjusting screw

slowly. If it is loosened rapidly, the boom will
lower rapidly.
Adjusting
2. Loosen the lock nut. Loosen adjusting screw Screw
slowly checking the movement of boom. T566-03-03-018
: 6 mm
: 17 mm
3. After checking that the boom is lowered com-

pletely, align the marks and tighten the lock nut.
: 17 mm
: 34 to 39 Nm
(3.5 to 4 kgfm, 25.3 to 29 lbfft)
IMPORTANT: After re-tightening the overload re-

lief valve or lock nut, check the set
pressure of the overload relief valve.
T5-3-56
HOW TO PREVENT HORN BLOWING AT
KEY SWITCH POSITION OF OFF
Normally, the horn can be blown even at OFF position Under the Seat Female Plug Receptacle
of the key switch. (Label: ACC)
In an immobilizer version machine (optional), the horn
switch needs to be pressed for releasing the lock. At
that time, horn blowing can be prevented by changing
connection of the harnesses.
In case such setting is desired that the horn does not
blow on releasing lock (key switch position OFF) of the
immobilizer (optional), follow the following procedure.
1. Detach the plug receptacle (labeled D) under the

seat.
2. Connect the detached male plug receptacle (la-
beled D) to the female plug receptacle (labeled
ACC).
IMPORTANT: After work, confirm that the horn is

blown at the key switch position of T1M7-05-03-004
ON. Plug Receptacle
(Label: D)
Electrical Circuit
From Battery
Plug Receptacle
(Label: D)
Horn Switch
Horn Horn Relay T1M7-05-03-003
T5-3-57
(Blank)
T5-3-58
TROUBLESHOOTING / Troubleshooting C
TROUBLESHOOTING C PROCEDURE
(DIAGNOSIS OF MONITOR)
This procedure is used when there are malfunction on

components regarding monitor, such as gauge or in-
dicators.
How to Read the Troubleshooting Flow Charts
YES (OK)
(2)
(1) After checking or measuring item (1), select either Yes (OK) or No
(NOT OK) and proceed to item (2) or (3) next.
(3)
NO (NOT OK)
As shown to the left, measuring methods or items to be referred to are indicated in the
spaces under the box. Take care to measure or check correctly. Incorrect measuring or
checking methods may result in making troubleshooting impossible, and may damage
Key switch: ON components.
The thick-line box indicates the causes. Scanning through thick-line boxes, possible
causes can be focused.
NOTE: The connector drawings show the harness

end connectors, seen from the open end
side.
Harness End Harness

Connector
Open End T6L4-05-03-001

Side
T5-4-1
MALFUNCTION OF COOLANT TEPERA-
TURE GAUGE
NOTE: The troubleshooting here only covers the

malfunction of coolant temperature gauge.
For the malfunction of overheat indicator,
refer to T5-4-9.

shooting. YES
Disconnect coolant temperature

Coolant temperature sensor terminal, and connect
monitor segments (B to harness end terminal to the vehi-
F) does not light. cle ground. Check if all segments
blink. With coolant temperature sensor
terminal disconnected, remove
Key switch: ON 20P connector from monitor.
NO Check if there is continuity be-
tween terminal #M1-15 and sen-
sor harness end terminal.
YES
When coolant tem-

All the segments (A to perature sensor termi-
F) on coolant tem- nal is disconnected,
perature monitor light check if only one cool- YES
up. ant temperature moni-
tor segment blink.
With coolant temperature sen-
Key switch: ON sor terminal disconnected, dis-
NO connect 12P connector from
monitor. Check if there is conti-
nuity between harness end ter-
minal #M1-15 and vehicle.
NO
YES
Disconnect coolant temperature
Coolant temperature sensor terminal, and connect
monitor segment light harness end terminal to vehicle.
moves its position un- Check if all coolant temperature
suitably. monitor segments blink.
Key switch: ON NO
T5-4-2
Faulty coolant tempera-

ture sensor.
E F
D
C
YES Faulty coolant tempera-
ture gauge, or faulty B
monitor.
A
coolant temperature T1CF-05-05-001
NO gauge and coolant tem-

perature sensor.
Segments Temperature C (F)
A (Blinking) 20C (68F) or less
Faulty coolant tempera- A 20 to 49C (68 to 120F)
ture sensor. B 50 to 79C (122 to 174F)
C 80 to 94C (176 to 201F)
D 95 to 101C (203 to 214F)
Short-circuited harness E 102 to106C (215 to 223F)
between monitor and
coolant temperature sen- F 107C (225F) or more
sor.
Coolant Temperature Sensor
Temperature C (F) Resistance ()
25 (77 F) 7.6
Faulty coolant tempera- 40 (104 F) 4.00.35
ture gauge, or faulty
monitor. 50 (122 F) 2.70.22
80 (176 F) 0.92
95 (203 F) 0.6
105 (221 F) 0.42
120 (248 F) 0.30.01
ture sensor.
Connector
Monitor
ture gauge, or faulty
monitor.
T1M7-05-04-002
T5-4-3
MULFUNCTION OF FUEL GAUGE
NOTE: The troubleshooting here only covers the

malfunction of fuel level gauge. For the
malfunction of fuel level indicator, refer to
T5-4-10.

shooting.
YES
Disconnect fuel level sensor con-

Fuel gauge monitor nector, and connect harness end
segments (B to F) light terminals #1 to #2. Check if all
does not light segments on fuel gauge monitor With fuel level sensor connector
Buzzer does not blink. disconnected, remove 20P con-
sound. nector from monitor. Check if
Key switch: ON there is continuity between har-
Use a clip to connect terminals. NO ness end connector #M1-14 on
monitor and harness end con-
nector terminal #2 on sensor.
YES
When fuel level sensor

All segments (A to F) connector is discon-
on fuel gauge monitor nected, check if all
light up. segments on fuel YES
gauge monitor blink. With fuel level sensor connector
Key switch: ON disconnected, disconnect 20P
connector from monitor. Check
NO if there is continuity between
terminal #M1-14 on harness
end connector and vehicle.
NO
YES
Disconnect fuel level sensor con-
Fuel gauge monitor nector, and connect harness end
segment light moves connector terminal #1 to #2.
its position unsuitably. Check if all fuel gauge monitor
segments blink stably.
Key switch: ON
Use a clip to connect terminals. NO
T5-4-4
E F
D
C
T1M7-05-04-001
Faulty fuel level sensor. 2 (0.1) 17.3 (0.7) Unit: mm (in)
FULL
YES Faulty fuel gauge, or faulty

147.5
monitor. (5.8)
Broken harness between 73 (2.9)

fuel gauge and fuel level
NO sensor. 215.5 R230 1/2
(8.5) (R9.1)
Faulty fuel level sensor.
Float
EMPTY
T1M9-05-04-001
Short-circuited harness
between fuel gauge and Segment Floating Position Resistance ()
fuel level sensor.
A EMPTY 90
B - -
C 1/2 40
Faulty fuel gauge, or faulty
monitor. D - -
E - -
F FULL 10
Faulty fuel level sensor.

Connector
monitor
Faulty fuel gauge, or faulty

monitor.
T1M7-05-04-002
T5-4-5
MALFUNCTION OF PREHEAT INDICATOR

shooting.
Preheat indicator lights for 15 seconds after turn-
ing key switch to heat position.
YES Faulty monitor.
Preheat indicator does Check if voltage on

not light when key monitor terminal
switch is turned to heat #M1-12 is higher than
position. 12V.
Key switch: HEAT
Faulty key switch.
NO
YES Faulty monitor.
Preheat indicator Check if voltage on

keeps lighting. monitor terminal
#M1-12 is 0V
Key switch: ON
Faulty key switch.

NO
Connector
Monitor
T1M7-05-04-002
T5-4-6
MALFUNCTION OF ALTERNATOR INDI-
CATOR

shooting.
NO Broken harness between
alternator and monitor.
Check if there is conti-
NO
nuity between harness
end terminal on alter-
nator and monitor ter-
minal #M1-13.
Disconnect terminal L on Burnt indicator bulb, or
When key switch is alternator, and connect YES broken harness in moni-
turned ON, alternator in- harness end terminal to tor.
dicator does not light. vehicle. Check if alter-
Engine: Stop nator indicator lights.
Key switch: ON
Faulty alternator (regu-
Engine: Stop
YES lator).
YES Faulty alternator (regu-

lator).
Even if engine rotates, When alternator is dis-

indicator does not go out. connected, does indica-
tor go out?
Key switch: ON
Engine: Stop
Short-circuited harness
between alternator and
NO indicator.
Connector
Monitor
T1M7-05-04-002
T5-4-7
MALFUNCTION OF ENGINE OIL PRES-
SURE INDICATOR
NOTE: The indicator comes on when engine oil

pressure is below 49 9.8 kPa (0.50.1
kgf/cm2, 7.11.4 psi). NOTE: 1 kgf/cm2=98.07 kPa

shooting.
YES Faulty engine oil pressure

switch.
When oil pressure switch
is disconnected, and
When key switch is harness end terminal is
turned ON, indicator connected to vehicle, Burnt indicator, or broken
does not light. NO
check if indicator comes harness in monitor.
Engine: Stop on. Reconnect the discon-
The pressure might not nected terminal.
Key switch: ON When terminal #M2-28
be released for 1 to 2
minutes just after the NO on monitor panel is con-
engine stops. nected to vehicle, check
if indicator comes on. Broken harness between
This is normal.
engine oil pressure switch
Key switch: ON YES and indicator.
Ground the connector to
the vehicle using a clip
without disconnecting.
YES Faulty engine oil pressure

switch.
After engine is started, When oil pressure switch

indicator does not go out. is disconnected, check if
indicator goes out.
Check if oil filter is Key switch: ON
clogged or not. Engine: Stop Short-circuited harness
between engine oil pres-
sure switch and indicator.
NO
Connector
Monitor
T1M7-05-04-002
T5-4-8
MALFUNCTION OF OVERHEAT INDICA-
TOR
NOTE: The indicator comes on when coolant tem-

perature is above 110 2 C (230 4 F)
and keeps its temperature more than 2
seconds.

shooting.
YES Faulty overheat switch.
Overheat indicator When overheat switch

does not light when terminal (white red) is
coolant temperature disconnected, and har-
gauge reads higher ness end terminal is Broken harness between
than 110 230 F connected to vehicle, YES
overheat switch and
check if segments light Reconnect the discon- monitor.
for warning. nected terminal. When
Engine: Running terminal #M2-36 on
Buzzer does not Key switch: ON monitor is connected to
NO
sound. vehicle, check if indica-
tor blink. Faulty coolant tempera-
Key switch: ON NO ture gauge, or faulty
Ground the connector to monitor.
the vehicle with a clip
without disconnecting.
YES Faulty overheat switch.
Segments on coolant When overheat switch

temperature gauge terminal (white red) is
monitor do not stop disconnected, check if Short-circuited harness
YES
turn off. indicator turns off. With overheat switch between overheat switch
terminal disconnected, and monitor.
Key switch: ON Key switch: ON remove 16P connector
from monitor. Check if
NO there is continuity be-
tween terminal #M2-36
on harness end con- Faulty coolant tempera-
nector and vehicle. NO ture gauge,
gauge or
or faulty
faulty
monitor.
monitor controller.
Connector Key switch: ON
Monitor
T1M7-05-04-002
T5-4-9
MALFUNCTION OF FUEL LEVEL INDICA-
TOR
shooting.
YES Faulty monitor.
Even if fuel is empty, Check if fuel level in-

lowest segment does dicator segment #A
not blink for warning. lights.
Key switch: ON Key switch: ON
Refer to T5-4-4.
NO
YES Faulty monitor.
Even if sufficient fuel is Check if fuel level indi-

in fuel tank, segment cator segment that is
blinks for warning. appropriate to fuel level
lights.
Key switch: ON Key switch: ON
Refer to T5-4-4.
NO
Connector
Monitor
T1M7-05-04-002
T5-4-10
MALFUNCTION OF MONITOR BUZZER
shooting.
Faulty engine oil lubrica-

tion system or faulty en-
YES gine oil pressure indica-
tor system. (Refer to
T5-4-8.)
After engine is started, Check if engine oil

buzzer continues to pressure indicator Engine is overheated, or
sound. stays ON. YES faulty overheat indicator
system. (Refer to
Engine: Running T5-4-9.)
Check if all segments of
coolant temperature
NO gauge monitor blinks.
Faulty monitor controller,
Key switch: ON faulty buzzer, or faulty
NO buzzer circuit.
Even if engine oil

pressure indicator, Faulty monitor faulty
overheat indicator or buzzer, or faulty buzzer
fuel level indicator circuit.
lights up or blinks,
buzzer does not
Engine: Running
T5-4-11
MALFUNCTION OF LIQUID CRYSTAL DIS-
PLAY (LCD)
When Built-in diagnosing system is set, items shown
below are displayed.
How to set Built-in diagnosing system

1. Turn the key switch into ON position while the set
switch on the monitor panel is pushed down.
2. Items shown below are displayed as the display
selection switch is pushed.
No. Item Troubleshooting

1. Hour meter Refer to the next page.
2. Trip 1 Faulty monitor.
3. Trip 2
T5-4-12
MALFUNCTION OF HOUR METER

shooting.
Faulty alternator, or faulty

YES
alternator indicator sys-
tem. (Refer to T5-4-7.)
While engine is run- Check if alternator in-

ning, hour meter does dicator stays ON.
not operate.
Engine: Running
Faulty hour meter, or

NO faulty monitor controller.
YES Faulty hour meter, or

faulty monitor controller.
Disconnect terminal L
Hour meter operates on alternator. Check if
with key switch turned there is continuity be-
ON. tween harness end
terminal and terminal
#M1-13 on monitor.
monitor panel and alter-
NO nator.
T5-4-13
MALFUNCTION OF AUTO-IDLE INDICA-
TOR
Failure in switches or monitor logic circuit is sus-

pected in case of auto-idle failure occurs.
Replace entire monitor assembly in case of
auto-idle failure occurs.
T5-4-14
TROUBLESHOOTING / Electrical System Inspection
PRECAUTIONS FOR INSPECTION AND
MAINTENANCE
1. Disconnect the power source.
Be sure to remove the negative terminals from
the batteries first when taking wire harnesses
and connectors off for repair or replacement work.
Failure to do so can result in damage to the wire
harnesses, fuses, and slow blow fuse and, in
some cases, cause fire due to short circuiting. Code Color Code Color
2. Color coding of wire harnesses. R Red W White
The color codes of the wire harnesses in the L Blue G Green
electrical system are shown below. O Orange Lg Light Green
In cases on the design sheet where two colors Y Yellow B Black
are indicated for one wire, the left initial stands Br Brown P Pink
Gr Gray V Violet
for the base color, while the right initial stands for
the marking color.
NOTE: 1) Code BW indicates a black base wire

with white fine-line marking.
2) Initials O and Or both stand for the
color orange.
3) Wires with longitudinal stripes printed
on them are not color coded. Be sure
not to confuse them with color coded
wires.
Right Wrong
3. Precautions for connecting and disconnecting
terminal connectors.
When disconnecting harnesses, grasp them by
their connectors. Do not pull on the wire itself.
Be sure to release the lock first before attempting T107-07-06-001
to separate connectors, if a lock is provided.

Water-resistant connectors keep water out so
that if water enters them, water will not easily
drain from them. When checking water resistant Right
connectors, take extra care not to allow water to Rust
enter the connectors. In case water should enter
Wrong
the connectors, reconnect only after the
(Deformation)
connectors are thoroughly dried.
Before connecting terminal connectors, check Wrong (Coming off, Separation)
that no terminals are bent or coming off. In
addition, as, most connectors are made of brass, T107-07-06-002
check that no terminals are rusting.

When connecting terminal connectors provided
with a lock, be sure to insert them together until
the lock "clicks."
T5-5-1
4. Precaution for using a circuit tester.
Wind a piece of wire Tester Probe
Before using a circuit tester, refer to the
instructions in the circuit tester manual.
Then, set the circuit tester to meet the object to
be measured, voltage range and current polarity.
Before starting the connector test, always check
Sharpen the end of wire
the connector terminal numbers, referring to the T107-07-06-003
circuit diagram.
When the connector size is very small, and the
standard probe size is too large to be used for
testing, wind a fine piece of sharpened wire or a
pin around the probe to make the test easier.
When performing the connector test with the
circuit tester, be sure to insert the tester probe
from the connector harness side in order not to
damage the terminals in the connector.
T5-5-2
FUSE CONTINUITY TEST
Fuse failure is often caused by a fine crack in the fuse,
and such fine cracks are very hard to detect by visual
inspection.
Checking fuse continuity with a tester is far superior to 1
sight inspection. 2
3
1. Turn the key switch ON
4
When key switch is turned ON, the power is
5
supplied to all circuit from key switch BR, R2 and
6
ACC terminal (Refer to Circuit Diagram).
7
2. Remove the fuse box cover and set the correct
8
voltage measurement range of the tester.
9
(Measurement range: 0 to 14.5 V)
10
3. Connect the negative probe to the vehicle ground,
and touch the outside terminal of each fuse with
the positive probe of the tester.
When normal continuity of a fuse is intact, the
tester will indicate 12 volts.
T1M9-05-05-001
Numbe Capacity Connected to

r
1 25 A Horn Relay, Power Relay
2 5A Monitor (Backup), *Air Coditioner Controller, *Radio (Backup)
3 5A Pilot Shut-Off Switch
4 10 A Auxiliary
5 20 A Work Light
6 10 A *Wiper, *Washer, *Room Light
7 25 A *Radio, *Air Conditioner Controller, *Blower Motor Relay, *Displacement Change Relay
8 20 A Travel Speed Selector Switch, Travel Alarm Controller (Optional), Travel Alarm
(Optional)
9 10 A Monitor (Power Supply), Buzzer (Monitor), Starter Relay, 1-second Timer, Engine
Controller, Alternater, Engine Stop Solenoid, Fuel Pump
10 5A Safety Start Relay
NOTE: The *-marked parts are for Cab Version machines only.
T5-5-3
BATTERY VOLTAGE CHECK
1. Turn key switch OFF.
Measure between battery plus terminal and the
ground (vehicle) with a voltmeter.
Correct Voltage Reading: 12 V
NOTE: If voltage is abnormal, re-charge or replace

the battery.
2. Start the engine. V

Measure the battery voltage again.
Correct Voltage Reading: 14.5 V
NOTE: If voltage is abnormal, check the charging

system.
T505-07-01-002
T5-5-4
VOLTAGE CHECK
Turn switches ON so that the specified voltage is
supplied to the checkpoint. Measure voltage.
Diagnose the circuit between power source and the
checking point by checking that specified voltage is
supplied or not.
12 volt circuit Evaluation

(example: the horn circuit) Measured voltage must equal 12 V (battery voltage).
Check the circuit in either the upstream (from the If the measured voltage is less than the battery
power source) or downstream (from the accessory) voltage by 0.5 V or more, some incorrect contacts
order to locate the failed section in the circuit. may exist at connectors.
Set the following check conditions:
Key switch position:
ON (When checking points (4) to (8)
Relay position:
ON (When checking points (9) or (10)
Tester black terminal (negative):
Connected to the vehicle (ground)
Tester red terminal (positive):
Connected to the checking point
Power source:
Batteries (12 volts)
Key Switch
B BR R1 R2 C ACC
PREHEAT
OFF
ON
START
1
2
4
Battery 3
5
6
Relay
8 7 9
10
An example of the checking order (Horn Circuit)

1 2 3 4 5 6 7 8 9 10
T5-5-5
CONTINUITY CHECK Harness
A a
Single-line continuity check
Disconnect both end connectors of the harness and
check continuity between ends:
If the ohm-meter reading is: 0 = Continuity
= Discontinuity
NOTE: When the one end connector is far apart Connect to the
vehicle frame. A a
from the other, connect one end of
connector (A) or the vehicle frame using a
clip. Then, check continuity of the harness
through the vehicle frame as illustrated.
Connect to the
vehicle frame.
If the ohm-meter reading is: 0 = Continuity
= Discontinuity
A a
Single-line short-circuit check
Disconnect both end connectors of the harness and Short circuit
check continuity between one end connector of the between the
harness and
harness and the vehicle frame: the vehicle
If the ohm-meter reading is: frame.
0 = Short circuit is present.
= No short circuit is present.
T107-07-05-003
Multi-line continuity check First Connected
Disconnect both end connectors of the harness, and
connect two terminals (A) and (B), using a jumper
wire at one end of the connector, as illustrated. Then, A a
check continuity between terminals (a) and (b) at the B b
other connector. If the ohm-meter reading is , C c
either line (A)-(a), or (B)-(b) is in discontinuity. To find
out which line is discontinued, conduct the single line Second Connected
continuity check on both lines individually, or after
changing the connected terminals from (A)-(B) to
(A)-(C). Check continuity once more between
terminals (a) and (c).
NOTE: By Conducting the multi-line continuity T107-07-05-004
check twice, it is possible to find out which

line is discontinued. With terminals (A) and Short circuit between harnesses.
(C) short circuited, check continuity
A
a
between terminals (a) and (c). B b
C c
If the ohm-meter reading is:
0 = Line (B)-(b) has discontinuity.
= Line (A)-(a) has discontinuity.
Multi-lines short circuit check

Disconnect both end connectors of the harness, and
check continuity between terminals (A) and (B) or
(C).
T107-07-05-005
If the ohm-meter reading is:
0 = Short circuit exists between the lines.
= No Short circuit exists between the lines.
T5-5-6
5V System Circuit Signal or Ground
Power Source
Voltage between Terminal No. 1 and the vehicle
Turn OFF the key switch, and disconnect the 1 2
Two-Polarities
connector. Measure the voltage between terminal
No. 1 (5 V power supply) on the machine
harness end connector and the vehicle (ground)
under the following conditions.
Key Switch: ON V
Black (Negative) Terminal of Tester: Vehicle
(Ground)
Red (Positive) Terminal of Tester: Terminal No. 1
Power T107-07-05-006
Standard Voltage: If 50.5 V, the circuit is normal Source Signal Ground
up to terminal No. 1.
1 2 3
Three-Polarities
Voltage between Terminal No.1 and Ground

Terminal
Turn OFF the key switch, and disconnect the T107-07-05-007
sensor connector. Measure the voltage between

terminal No. 1 (5 V power supply) on the machine 1 2
harness end connector and the ground terminal Two-Polarities
(terminal No. 2 for two-polarities or terminal No. 3
for three-polarities connector) under the following
conditions. V
Key Switch: ON
Black (Negative) Terminal of Tester: Connected to
the ground Terminal (Terminal No. 2 or No. 3)
Red (Positive) Terminal of Tester: Connect to
Terminal No. 1 T107-07-05-008
Standard Voltage: If 50.5 V, the circuit is normal 1 2 3

up to terminal No. 1 or ground terminal (terminal Three-Polarities
No. 2 or No. 3).
T107-07-05-009
T5-5-7
(Blank)
T5-5-8
MEMO
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Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-29-831-1162
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

PUBLICATION NO.:
YOUR NAME: (Located at the right top corner in the cover page)
DATE: PAGE NO.:

(Located at the bottom center in the page. If two or more revi-
FAX: sions are requested, use the comment column)
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If your need more space, please use another sheet.
REPLY:
(Copy this form for usage)

THE ATTACHED DIAGRAM LIST
(The following diagrams are attached to this manual.)
1 ZAXIS40U-2/50U-2 HYDRAULIC CIRCUIT DIA-

GRAM
2 ZAXIS30U-2/35U-2/40U-2/50U-2 ELECTRICAL
CIRCUIT DIAGRAM
3 ZAXIS30U-2/35U-2/40U-2/50U-2 FLOOR HAR- ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDI-
NESS TIONER HARNESS (FLOOR) (Cab Version Only)
4 ZAXIS40U-2/50U-2 MAIN HARNESS ZAXIS40U-2/50U-2 ENGINE HARNESS
5 ZAXIS40U-2/50U-2 BATTERY HARNESS (1), (2) ZAXIS40U-2/50U-2 BOOM LIGHT HARNESS
ZAXIS30U-2/35U-2/40U-2/50U-2 CANOPY LIGHT
HARNESS
6 ZAXIS30U-2/35U-2/40U-2/50U-2 AUTO-IDLE ZAXIS30U-2/35U-2/40U-2/50U-2 IMMOBILIZER
PRESSURE SENSOR HARNESS HARNESS (Optional)
7 ZAXIS30U-2/35U-2/40U-2/50U-2 TRAVEL ALARM ZAXIS40U-2/50U-2 TRAVEL ALARM HARNESS
HARNESS (FLOOR) (Optional) (ALARM) (Optional)
8 ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDI- ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDI-
TIONER HARNESS (SOLENOID VALVE) (Cab TIONER HARNESS (COMPRESSOR) (Cab Ver-
Version Only) sion Only)
9 ZAXIS30U-2/35U-2/40U-2/50U-2 AUXILIARY ZAXIS30U-2/35U-2/40U-2/50U-2 AUXILIARY
FLOW SELECTOR VALVE (SWITCH) (Optional) FLOW SELECTOR VALVE (SOLENOID VALVE)
(Optional)

Zx50u-2 Tekn - K Man. T1m9-E-00 (Zx40u-2,50u-2)

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Zx50u-2 Tekn - K Man. T1m9-E-00 (Zx40u-2,50u-2)

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Manual No.

40U-2 50U-2 Excavator Technical Manual

PRINTED IN SINGAPORE (PS) 2004.10

Zaxis40U-2/50U-2-TM 1 13/10/04, 15:09

This manual consists of two portions:

Consecutive Page Number for Each Group

These are the SAFETY ALERT SYMBOLS.

When you see these symbols on your machine or in

UNDERSTAND SIGNAL WORDS

On machine safety signs, signal words designating the

DANGER indicates an imminently hazardous situation

To avoid confusing machine protection with personal

NOTE indicates an additional explanation for an

Carefully read and follow all safety signs on the machine

PREPARE FOR EMERGENCIES

Be prepared if a fire starts or if an accident occurs.

Keep a first aid kit and fire extinguisher on hand.

Keep emergency numbers for doctors, ambulance

Wear close fitting clothing and safety equipment appro-

You may need:

Respirator or filter mask.

Avoid wearing loose clothing, jewelry, or other items

Do not wear radio or music headphones while oper-

PROTECT AGAINST NOISE

Prolonged exposure to loud noise can cause impairment

Wear a suitable hearing protective device such as

INSPECT MACHINE DAILY

If any abnormality is found, be sure to repair it immedi-

In the walk-around inspection, be sure to cover all

Always keep inside the cab clean by observing instruc-

USE HANDHOLDS AND STEPS

Falling is one of the major causes of personal injury.

thoroughly remove such material.

A poorly adjusted seat for either the operator or for the

The seat should be adjusted whenever the operator

FASTEN YOUR SEAT BELT

If the machine should overturn, the operator may be-

Be sure to remain seated with the seat belt securely

Always be aware that there is a potential danger around

Take extra care not to run over bystanders. Confirm

ating the machine in congested areas. Locate the

Inappropriate engine starting procedures may cause the

Start the engine only when seated in the operator's

Before starting the engine, confirm that all control lev-

Failure to follow correct jump starting procedures could

If the engine must be jump started, be sure to follow

KEEP RIDERS OFF MACHINE

Riders on machine are subject to injury such as being

Riders also obstruct the operators view, resulting in

When working at the edge of an excavation or on a road

Investigate the configuration and ground conditions of

employ a signal person as required.

In case more than one machine is operated in the same

For jobs involving multiple numbers of machines, provide

CONFIRM DIRECTION OF MACHINE TO BE

Incorrect travel pedal/lever operation may result in seri-

Before driving the machine, confirm the position of the

Driving the machine in the incorrect direction may result

Before moving the machine, confirm which way to A

Avoid passing over any obstructions. Failure to do so

from the machine.

When traveling up or down a grade, keep the bucket in

Traveling across the face of slope or steering on a A