Cat SM 320D PDF

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Product: EXCAVATOR
Model: 320D EXCAVATOR BZP
Configuration: 320D Excavator BZP00001-UP (MACHINE) POWERED BY C6.4 Engine
Operation and Maintenance Manual

320D Excavator
Media Number -SEBU8053-15 Publication Date -01/06/2014 Date Updated -26/06/2014
Foreword
SMCS - 7000; 7405
Literature Information
This manual should be stored in the operator's compartment in the literature holder or seat back literature storage
area.
This manual contains safety information, operation instructions, transportation information, lubrication
information and maintenance information.
Some photographs or illustrations in this publication show details or attachments that can be different from your
machine. Guards and covers might have been removed for illustrative purposes.
Continuing improvement and advancement of product design might have caused changes to your machine which
are not included in this publication. Read, study and keep this manual with the machine.
Whenever a question arises regarding your machine, or this publication, please consult your Caterpillar dealer for
the latest available information.
Safety
The safety section lists basic safety precautions. In addition, this section identifies the text and locations of
warning signs and labels used on the machine.
Read and understand the basic precautions listed in the safety section before operating or performing lubrication,
maintenance and repair on this machine.
Operation
The operation section is a reference for the new operator and a refresher for the experienced operator. This section
includes a discussion of gauges, switches, machine controls, attachment controls, transportation and towing
information.
Photographs and illustrations guide the operator through correct procedures of checking, starting, operating and
stopping the machine.
Operating techniques outlined in this publication are basic. Skill and techniques develop as the operator gains
knowledge of the machine and its capabilities.
Page 1 of 3
Maintenance
The maintenance section is a guide to equipment care. The Maintenance Interval Schedule (MIS) lists the items to
be maintained at a specific service interval. Items without specific intervals are listed under the "When Required"
service interval. The Maintenance Interval Schedule lists the page number for the step-by-step instructions
required to accomplish the scheduled maintenance. Use the Maintenance Interval Schedule as an index or "one
safe source" for all maintenance procedures.
Maintenance Intervals
Use the service hour meter to determine servicing intervals. Calendar intervals shown (daily, weekly, monthly,
etc.) can be used instead of service hour meter intervals if they provide more convenient servicing schedules and
approximate the indicated service hour meter reading. Recommended service should always be performed at the
interval that occurs first.
Under extremely severe, dusty or wet operating conditions, more frequent lubrication than is specified in the
maintenance intervals chart might be necessary.
Perform service on items at multiples of the original requirement. For example, at every 500 service hours or 3
months, also service those items listed under every 250 service hours or monthly and every 10 service hours or
daily.
California Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth
defects, and other reproductive harm.
Battery posts, terminals and related accessories contain lead and lead compounds. Wash hands after handling.
Certified Engine Maintenance

Proper maintenance and repair is essential to keep the engine and machine systems operating correctly. As the
heavy duty off-road diesel engine owner, you are responsible for the performance of the required maintenance
listed in the Owner Manual, Operation and Maintenance Manual, and Service Manual.
It is prohibited for any person engaged in the business of repairing, servicing, selling, leasing, or trading engines
or machines to remove, alter, or render inoperative any emission related device or element of design installed on
or in an engine or machine that is in compliance with the regulations (40 CFR Part 89). Certain elements of the
machine and engine such as the exhaust system, fuel system, electrical system, intake air system and cooling
system may be emission related and should not be altered unless approved by Caterpillar.
Machine Capacity
Additional attachments or modifications may exceed machine design capacity which can adversely affect
performance characteristics. Included would be stability and system certifications such as brakes, steering, and
rollover protective structures (ROPS). Contact your Caterpillar dealer for further information.
Caterpillar Product Identification Number

Effective First Quarter 2001 the Caterpillar Product Identification Number (PIN) has changed from 8 to 17
characters. In an effort to provide uniform equipment identification, Caterpillar and other construction equipment
manufacturers are moving to comply with the latest version of the product identification numbering standard. Non
Page 2 of 3
-road machine PINs are defined by ISO 10261. The new PIN format will apply to all Caterpillar machines and
generator sets. The PIN plates and frame marking will display the 17 character PIN. The new format will look like
the following:
Illustration 1 g00751314
Where:
1. Caterpillar's World Manufacturing Code (characters 1-3)
2. Machine Descriptor (characters 4-8)
3. Check Character (character 9)
4. Machine Indicator Section (MIS) or Product Sequence Number (characters 10-17). These were previously
referred to as the Serial Number.
Machines and generator sets produced before First Quarter 2001 will maintain their 8 character PIN format.
Components such as engines, transmissions, axles, etc. and work tools will continue to use an 8 character Serial
Number (S/N).
Copyright 1993 - 2016 Caterpillar Inc. Sat Oct 15 15:28:28 UTC+0700 2016
All Rights Reserved.
Private Network For SIS Licensees.
Page 3 of 3
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Product: EXCAVATOR

320D Excavator
Foreword
Literature Information
This manual should be stored in the operator's compartment in the literature holder or seat back literature
storage area.
This manual contains safety information, operation instructions, transportation information, lubrication
information and maintenance information.
Some photographs or illustrations in this publication show details or attachments that can be different from
your machine. Guards and covers might have been removed for illustrative purposes.
Continuing improvement and advancement of product design might have caused changes to your machine
which are not included in this publication. Read, study and keep this manual with the machine.
Whenever a question arises regarding your machine, or this publication, please consult your Caterpillar dealer
for the latest available information.
Safety
The safety section lists basic safety precautions. In addition, this section identifies the text and locations of
warning signs and labels used on the machine.
Read and understand the basic precautions listed in the safety section before operating or performing
lubrication, maintenance and repair on this machine.
Operation
The operation section is a reference for the new operator and a refresher for the experienced operator. This
section includes a discussion of gauges, switches, machine controls, attachment controls, transportation and
towing information.
Photographs and illustrations guide the operator through correct procedures of checking, starting, operating
and stopping the machine.
Operating techniques outlined in this publication are basic. Skill and techniques develop as the operator gains
knowledge of the machine and its capabilities.
Maintenance
The maintenance section is a guide to equipment care. The Maintenance Interval Schedule (MIS) lists the
items to be maintained at a specific service interval. Items without specific intervals are listed under the
Page 1 of 3
"When Required" service interval. The Maintenance Interval Schedule lists the page number for the step-by-
step instructions required to accomplish the scheduled maintenance. Use the Maintenance Interval Schedule as
an index or "one safe source" for all maintenance procedures.
Maintenance Intervals
Use the service hour meter to determine servicing intervals. Calendar intervals shown (daily, weekly, monthly,
etc.) can be used instead of service hour meter intervals if they provide more convenient servicing schedules
and approximate the indicated service hour meter reading. Recommended service should always be performed
at the interval that occurs first.
Under extremely severe, dusty or wet operating conditions, more frequent lubrication than is specified in the
maintenance intervals chart might be necessary.
Perform service on items at multiples of the original requirement. For example, at every 500 service hours or 3
months, also service those items listed under every 250 service hours or monthly and every 10 service hours or
daily.
California Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth
defects, and other reproductive harm.
Battery posts, terminals and related accessories contain lead and lead compounds. Wash hands after
handling.
Certified Engine Maintenance

Proper maintenance and repair is essential to keep the engine and machine systems operating correctly. As the
heavy duty off-road diesel engine owner, you are responsible for the performance of the required maintenance
listed in the Owner Manual, Operation and Maintenance Manual, and Service Manual.
It is prohibited for any person engaged in the business of repairing, servicing, selling, leasing, or trading
engines or machines to remove, alter, or render inoperative any emission related device or element of design
installed on or in an engine or machine that is in compliance with the regulations (40 CFR Part 89). Certain
elements of the machine and engine such as the exhaust system, fuel system, electrical system, intake air
system and cooling system may be emission related and should not be altered unless approved by Caterpillar.
Machine Capacity
Additional attachments or modifications may exceed machine design capacity which can adversely affect
performance characteristics. Included would be stability and system certifications such as brakes, steering, and
rollover protective structures (ROPS). Contact your Caterpillar dealer for further information.
Caterpillar Product Identification Number

Effective First Quarter 2001 the Caterpillar Product Identification Number (PIN) has changed from 8 to 17
characters. In an effort to provide uniform equipment identification, Caterpillar and other construction
equipment manufacturers are moving to comply with the latest version of the product identification numbering
standard. Non-road machine PINs are defined by ISO 10261. The new PIN format will apply to all Caterpillar
machines and generator sets. The PIN plates and frame marking will display the 17 character PIN. The new
format will look like the following:
Page 2 of 3
Where:
1. Caterpillar's World Manufacturing Code (characters 1-3)
2. Machine Descriptor (characters 4-8)
3. Check Character (character 9)
4. Machine Indicator Section (MIS) or Product Sequence Number (characters 10-17). These were previously
referred to as the Serial Number.
Machines and generator sets produced before First Quarter 2001 will maintain their 8 character PIN format.
Components such as engines, transmissions, axles, etc. and work tools will continue to use an 8 character
Serial Number (S/N).
Page 3 of 3
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Product: EXCAVATOR

320D Excavator
i05831532
Safety Messages
SMCS - 7000; 7405
There are several specific safety messages on this machine. The exact location of the hazards and the
description of the hazards are reviewed in this section. Please become familiarized with all safety messages.
Make sure that all of the safety messages are legible. Clean the safety messages or replace the safety messages
if you cannot read the words. Replace the illustrations if the illustrations are not visible. When you clean the
safety messages, use a cloth, water, and soap. Do not use solvent, gasoline, or other harsh chemicals to clean
the safety messages. Solvents, gasoline, or harsh chemicals could loosen the adhesive that secures the safety
message. Loose adhesive will allow the safety message to fall.
Replace any safety message that is damaged, or missing. If a safety message is attached to a part that is
replaced, install a safety message on the replacement part. Any Caterpillar dealer can provide new safety
messages.
Page 1 of 15
Page 2 of 15
Do Not Operate (1)
This safety message is located in the cab.
Page 3 of 15
g01370904
Do not operate or work on this equipment unless you have read and
understand the instructions and warnings in the Operation and
Maintenance Manual. Failure to follow the instructions or heed the
warnings could result in injury or death. Contact any Cat dealer for
replacement manuals. Proper care is your responsibility.
Crushing Hazard (2)
This safety message is located in the cab on the right side window.
g01373971
Crushing Hazard! Certain machine front linkage combinations (boom,

stick, quick coupler, work tool) may require keeping the work tool away
from the cab during operation. Personal injury or death may result if
the work tool contacts the cab during operation.
Refer to Operation and Maintenance Manual, "Operating Technique Information" for further information.
Crushing Hazard (3)
Page 4 of 15
g01373978
Personal injury can result if the window is not latched in the overhead
position; ensure the auto lock is engaged.
Do Not Weld or Drill on ROPS (4)
If equipped, this safety message is located on the left side pillar in the cab.
Page 5 of 15
Structural damage, an overturn, modification, alteration, or improper
repair, can impair this structure's protective capability thereby voiding
this certification. Do not weld on or drill holes in the structure. Consult
a Caterpillar dealer to determine this structure's limitations without
voiding its certification.
This machine has been certified to the standards that are listed on the certification plate. The maximum mass
of the machine, which includes the operator and the attachments without a payload, should not exceed the
mass on the certification plate.
Refer to Operation and Maintenance Manual, "Guards (Operator Protection)" for more information.
Product Link (5)
If equipped, this safety message is positioned in the cab on the left side door post.
g01370917
This machine is equipped with a Caterpillar Product Link

communication device. When electric detonators are used, this
communication device should be deactivated within 12 m (40 ft) of a
blast site for satellite-based systems and within 3 m (10 ft) of a blast site
for cellular based systems, or within the distance mandated under
applicable legal requirements. Failure to do so could cause interference
with blasting operations and result in serious injury or death.
In cases where the type of Product Link module cannot be identified,

Caterpillar recommends that the device be disabled no less than 12 m
(40 ft) from the blast perimeter.
Refer to Operation and Maintenance Manual, "Product Link" for further information.
Crushing Injury (6)

Page 6 of 15
If equipped, this safety message is located in the cab on the right side window.
g01374035
Crush injury. Could cause serious injury or death. Always confirm that
the quick coupler is engaged onto the pins. Read the Operator's
Manual.
Refer to Operation and Maintenance Manual, "Quick Coupler Operation" for further information.
Seat Belt (7)
g01370908
A seat belt should be worn at all times during machine operation to

prevent serious injury or death in the event of an accident or machine
overturn. Failure to wear a seat belt during machine operation may
result in serious injury or death.
Page 7 of 15
Electrical Power Lines (8)
g01374045
Electrocution Hazard! Keep the machine and attachments a safe distance

from electrical power. Stay clear 3 m (10 ft) plus twice the line insulator
length. Read and understand the instructions and warnings in the
Operation and Maintenance Manual. Failure to follow the instructions
and warnings will cause serious injury or death
Crushing Hazard (9)
g01374048
Page 8 of 15
The impact from objects that strike the front of the cab or the top of the
cab could result in a crushing hazard with the potential for personal
injury or death.
The front guard and the top guard should be installed on the cab for
applications where the hazard of falling objects exist. Read the
Operation and Maintenance Manual.
Refer to Operation and Maintenance Manual, "Guards" for further information.
Overload Warning Device (10)
g01602013
Overloading the machine could impact the machine's stability which

could result in a tipover hazard. A tipover hazard could result in serious
injury or death. Always activate the overload warning device before you
handle or lift objects.
Refer to Operation and Maintenance Manual, "Operator Controls" for further information.
Joystick Controls Alternate Patterns (11)
Page 9 of 15
g01374050
Crush Hazard. Improper joystick setting could cause possible

unexpected movement of the boom, stick, or worktool which could
result in serious injury or death. Confirm that the joystick settings are
properly configured before you operate the machine. Read the
Refer to Operation and Maintenance Manual, "Joystick Controls Alternate Patterns" for further information.
Pressurized System (12)
This safety message is located on top of the radiator, next to the filler cap.
g01371640
Pressurized system! Hot coolant can cause serious burns, injury or

death. To open the cooling system filler cap, stop the engine and wait
until the cooling system components are cool. Loosen the cooling system
pressure cap slowly in order to relieve the pressure. Read and
Page 10 of 15
understand the Operation and Maintenance Manual before performing
any cooling system maintenance.
Aerosol Starting Aid (13)
This safety message is located inside the left front compartment on the engine air filter.
g01372254
Explosion hazard! Do not use ether! This machine is equipped with an

air inlet heater. Using ether can create explosions or fires that can cause
personal injury or death. Read and follow the starting procedure in the
Refer to Operation and Maintenance Manual, "Engine Starting" for further information.
High Pressure Gas (14)
This safety message is located on the accumulator in the right back compartment.
g01374065
Page 11 of 15
Pressurized System!
Hydraulic accumulators contain gas and oil under high pressure. DO

NOT disconnect lines or disassemble any component of a pressurized
accumulator. All gas pre-charge must be removed from the
accumulator as instructed by the service manual before servicing the
accumulator or any accumulator component.
Failure to follow the instructions and warnings could result in personal

injury or death.
Only use dry nitrogen gas to recharge accumulators. See your Cat
dealer for special equipment and detailed information for accumulator
service and charging.
Refer to Operation and Maintenance Manual, "Equipment Lowering with Engine Stopped" for further
information.
Jump Start Cables (15)
This safety message is located inside the left front compartment.
g01370909
Explosion Hazard! Improper jumper cable connections can cause an

explosion resulting in serious injury or death. Batteries may be located
in separate compartments. Refer to the Operation and Maintenance
Manual for the correct jump starting procedure.
Refer to Operation and Maintenance Manual, "Engine Starting with Jump Start Cables" for further
information.
Crushing Hazard (16)
Page 12 of 15
This safety message is located on both sides of the back end of the machine.
g01374060
Machine swings. Stay back. Crushing hazard could cause serious injury
or death.
High Pressure Cylinder (17)
This safety message is located on the track adjuster.
g01371642
High Pressure Cylinder. Do not remove any parts from the cylinder
until all of the pressure has been relieved. This will prevent possible
personal injury or death.
Refer to Operation and Maintenance Manual, "Track Adjustment - Adjust" for the proper service procedure.
Page 13 of 15
Relieve Hydraulic Tank Pressure (18)
This safety message is located on top of the hydraulic tank.
g01371640
HYDRAULIC TANK
RELIEVE TANK PRESSURE WITH ENGINE OFF BY REMOVING

CAP SLOWLY TO PREVENT BURNS FROM HOT OIL.
Hot Surface (19)
This safety message is located in two locations on the engine hood.
g00921005
Page 14 of 15
Hot parts or hot components can cause burns or personal injury. Do not
allow hot parts or components to contact your skin. Use protective
clothing or protective equipment to protect your skin.
Crushing Hazard (20)
This safety message is located on both sides of the stick.
g01385579
A crushing hazard exists when the stick and boom are in motion and
when the machine is being used in object handling applications. Failure
to stay clear of the stick and boom when the machine is in operation can
result in personal injury or death. Stay clear of the stick and boom
when the machine is in operation.
Page 15 of 15
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Product: EXCAVATOR

320D Excavator
i03680471
Specifications
SMCS - 7000
Intended Use
The intended use of this machine is for excavating with a bucket or working with approved work tools. The
machine should be operated with the undercarriage in a stationary position since the upper structure is normally
capable of 360 degree swing with mounted equipment. This machine can be used in object handling applications
that are within the lift capacity of the machine. When this machine is used in object handling applications, ensure
that the machine is properly configured and operated properly. Obey any local governmental regulations and
regional governmental regulations. Only lift objects from approved lifting points and with approved lifting
devices.
Specification Data
Page 1 of 13
Table 1
320D Excavator (1)
Approximate Weight
20210 kg (44560 lb)
Serial Number Range
FAL1-566
(2)
Overall Length (A) , A6F1-UP 9340 mm (30 ft 8 inch)
, MCH1-UP
9440 mm (31 ft)
Serial Number Range
, FAL1-566
Overall Height (B) , A6F1-UP 3740 mm (12 ft 3 inch) (3)
, MCH1-UP
3440 mm (11 ft 4 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2800 mm (9 ft 2 inch)
Track Shoe Width (E)

600 mm (2 ft)
Width of Upper Structure (F)

2740 mm (9 ft)
(1)
These specifications are for a machine that has a 5.7 m (18 ft 8 inch) boom, a 3.9 m (12 ft 10 inch) stick, a 0.8 m3 (1.0 yd3) bucket,
and a 10 percent full fuel tank.
(2)
The overall length of the machine is 9470 mm (31 ft 1 inch) when all of the work tools are removed.
(3)
The height of the boom can be reduced to 3390 mm (11 ft 1 inch) when the bucket and the quick coupler (if equipped) are removed.
Table 2
320D Excavator (1)
Approximate Weight
19960 kg (44000 lb)
Overall Length (A)

9460 mm (31 ft)
Overall Height (B)

3030 mm (9 ft 11 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2800 mm (9 ft 2 inch)
Page 2 of 13
600 mm (2 ft)

2740 mm (9 ft)
(1)
These specifications are for a machine that has a 5.7 m (18 ft 8 inch) reach boom, a 2.9 m (9 ft 7 inch) stick, a 0.8 m3 (1.0 yd3)
bucket, and a 10 percent full fuel tank.
Table 3
320D Excavator (1)
Approximate Weight
19980 kg (44050 lb)
Overall Length (A)

9460 mm (31 ft)
Overall Height (B)

3050 mm (10 ft)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2800 mm (9 ft 2 inch)

600 mm (2 ft)

2740 mm (9 ft)
(1)
Table 4
320D Excavator (1)
Approximate Weight
20480 kg (45150 lb)
Overall Length (A)

9710 mm (31 ft 10 inch)
Overall Height (B)

3100 mm (10 ft 2 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2800 mm (9 ft 2 inch)

600 mm (2 ft)
Page 3 of 13
2740 mm (9 ft)
(1)
Table 5
320D Excavator (1)
Approximate Weight
20540 kg (45280 lb)
Overall Length (A)

9050 mm (29 ft 8 inch)
Overall Height (B)

3280 mm (10 ft 9 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2800 mm (9 ft 2 inch)

600 mm (2 ft)

2740 mm (9 ft)
(1)
These specifications are for a machine that has a 5.2 m (17 ft 1 inch) mass boom, a 2.4 m (7 ft 10 inch) stick, a 1.1 m3 (1.4 yd3)
Table 6
320D L Excavator (1)
Approximate Weight
21410 kg (47200 lb)
Serial Number Range
, PHX1-1265
(2) , A8F1-UP
Overall Length (A) 9340 mm (30 ft 8 inch)
, A9F1-UP
, PHX1266-UP
9440 mm (31 ft)
Serial Number Range
, PHX1-1265
, A8F1-UP
Overall Height (B) 3740 mm (12 ft 3 inch) (3)
, A9F1-UP
, PHX1266-UP
3440 mm (11 ft 4 inch)
Page 4 of 13
Height of Cab (C)
2950 mm (9 ft 8 inch)
Overall Width (D)

3170 mm (10 ft 5 inch)

790 mm (2 ft 7 inch)

2740 mm (9 ft)
(1)
These specifications are for a machine that has a 5.7 m (18 ft 8 inch) boom, a 3.9 m (12 ft 10 inch) stick, a 0.8 m3 (1.0 yd3) bucket,
and a 10 percent full fuel tank.
(2)
The overall length of the machine is 9470 mm (31 ft 1 inch) when all of the work tools are removed.
(3)
The height of the boom can be reduced to 3390 mm (11 ft 1 inch) when the bucket and the quick coupler (if equipped) are removed.
Table 7
Approximate Weight
21200 kg (46740 lb)
Overall Length (A)

9460 mm (31 ft)
Overall Height (B)

3030 mm (9 ft 11 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

3170 mm (10 ft 5 inch)


2740 mm (9 ft)
(1)
Table 8
Approximate Weight
21220 kg (46780 lb)
Overall Length (A)

9460 mm (31 ft)
Overall Height (B)

3050 mm (10 ft)
Page 5 of 13
Height of Cab (C)
2950 mm (9 ft 8 inch)
Overall Width (D)

3170 mm (10 ft 5 inch)


2740 mm (9 ft)
(1)
Table 9
Approximate Weight
21690 kg (47820 lb)
Overall Length (A)

9710 mm (31 ft 10 inch)
Overall Height (B)

3100 mm (10 ft 2 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

3170 mm (10 ft 5 inch)


2740 mm (9 ft)
(1)
Table 10
Approximate Weight
21780 kg (48020 lb)
Overall Length (A)

9050 mm (29 ft 8 inch)
Overall Height (B)

3280 mm (10 ft 9 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Page 6 of 13
Overall Width (D)
3170 mm (10 ft 5 inch)


2740 mm (9 ft)
(1)
These specifications are for a machine that has a 5.2 m (17 ft 1 inch) mass boom, a 2.4 m (7 ft 10 inch) stick, a 1.2 m3 (1.6 yd3)
Table 11
320D LN Excavator (1)
(S/N: WBN)
Approximate Weight
21200 kg (46738 lb)
Overall Length (A)

9490 mm (31 ft 2 inch)
Overall Height (B)

3030 mm (9 ft 11 inch)
Height of Cab (C)

2950 mm (9 ft 8 inch)
Overall Width (D)

2520 mm (8 ft 3 inch)


2520 mm (8 ft 3 inch)
(1)
Working Ranges
Page 7 of 13
Table 12
Reach Boom
5.7 m (18 ft 7 inch)
Stick
3.9 m (12 ft 8 inch)
Bucket
1.0 m3 (1.31 yd3)
Maximum Digging Depth (A)

7660 mm (25 ft 2 inch)
Page 8 of 13
Maximum Reach at Ground Level (B)
10760 mm (35 ft 4 inch)
Maximum Cutting Height (C)

9940 mm (32 ft 7 inch)
Maximum Loading Height (D)

6940 mm (22 ft 9 inch)
Maximum Digging Depth (Vertical Wall) (E)

6970 mm (22 ft 10 inch)
Table 13
Reach Boom
5.7 m (18 ft 7 inch)
Stick
2.9 m (9 ft 7 inch)
Bucket
1.0 m3 (1.31 yd3)

6720 mm (22 ft 1 inch)

9860 mm (32 ft 4 inch)

9490 mm (31 ft 2 inch)

6490 mm (21 ft 4 inch)

6060 mm (19 ft 11 inch)
Table 14
Reach Boom
5.7 m (18 ft 7 inch)
Stick
2.5 m (8 ft 2 inch)
Bucket
1.0 m3 (1.31 yd3)

6300 mm (20 ft 8 inch)

9460 mm (31 ft)

9290 mm (30 ft 6 inch)
Page 9 of 13
6290 mm (20 ft 8 inch)

5650 mm (18 ft 6 inch)
Table 15
Reach Boom
5.7 m (18 ft 7 inch)
Stick
2.9 m (9 ft 7 inch)
Hydraulic Pin Grabber Quick Coupler with a Bucket

1.0 m3 (1.31 yd3)

6980 mm (22 ft 11 inch)

10120 mm (33 ft 2 inch)

9720 mm (31 ft 11 inch)

6230 mm (20 ft 5 inch)

5380 mm (17 ft 8 inch)
Table 16
Reach Boom
5.7 m (18 ft 7 inch)
Stick
2.5 m (8 ft 2 inch)
Hydraulic Pin Grabber Quick Coupler with a Bucket

1.0 m3 (1.31 yd3)

6560 mm (21 ft 6 inch)

9730 mm (31 ft 11 inch)

9520 mm (31 ft)

6030 mm (19 ft 9 inch)

4990 mm (16 ft 4 inch)
Page 10 of 13
Table 17
Mass Boom
5.2 m (17 ft 1 inch)
Stick
2.4 m (7 ft 10 inch)
Bucket
1.35 m3 (1.77 yd3)

5890 mm (19 ft 4 inch)

8960 mm (29 ft 5 inch)

8930 mm (29 ft 4 inch)

5720 mm (18 ft 9 inch)

5360 mm (17 ft 7 inch)
Super Long Reach
Table 18
Approximate Weight
21690 kg (47820 lb)
Page 11 of 13
Overall Length (A)
12680 mm (41 ft 7 inch)
Overall Height (B)

3190 mm (10 ft 6 inch)
Track Shoe Width (C)

Overall Width (D)

2980 mm (9 ft 9 inch)
Length of Track (E)

4455 mm (14 ft 7 inch)
(1)
These specifications are for a machine that has a 8.85 m (29 ft 1 inch) super long reach boom, a 6.28 m (29 ft 1 inch) stick, a 0.46
m3 (0.80 yd3) bucket, and a 10 percent full fuel tank.
Table 19
Super Long Reach Boom

8.85 m (29 ft 1 inch)
Stick
6.28 m (20 ft 7 inch)
Page 12 of 13
Bucket
0.46 m3 (0.60 yd3)

11740 mm (38 ft 6 inch)
Maximum Cutting Height (B)

13240 mm (43 ft 5 inch)
Maximum Reach at Ground Level (C)

15590 mm (51 ft 2 inch)
Page 13 of 13
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Product: EXCAVATOR

320D Excavator
i03681741
Boom/Stick/Bucket Combinations
SMCS - 6000; 6700
This machine can be equipped with a large variety of boom-stick-bucket combinations in order to meet the needs
of various applications.
Buckets are grouped into families (B and C) according to the capacity of the bucket. Generally, use a bucket with
a smaller capacity when you are using a longer stick and/or a longer boom. Conversely, use a bucket with a larger
capacity when you are using a shorter stick and/or a shorter boom. This rule ensures better machine stability and
protection against structural machine damage.
Each stick is designed to match a specific family of buckets. It is not possible to attach buckets of a different
family to a given stick.
The following tables show various compatible boom-stick-bucket combinations. Select an optimum combination
according to the working conditions and according to the type of work that is being done.
Table 1
320D Excavator
Boom
5.2 m (17 ft 1
inch)
SAE Capacity of Weight of Width of Track Shoe
Counterweight
Bucket Bucket Bucket Width
2.4 m (7 ft 10
inch)
Stick
0.80 m3 (1.05 yd3) 810 kg (1785 920 mm (36 600 mm (24 3860 kg (8510 lb) (1)
lb) inch) inch)

(1)
1800 kg/m3 (3400 lb/yd3) is the maximum density of material.
Table 2
320D L Excavator
Page 1 of 2
Boom
5.2 m (17 ft 1
inch)
SAE Capacity of Weight of Width of Track Shoe
Counterweight
2.4 m (7 ft 10
inch)
Stick
(1)
1095 kg (2415 1220 mm (48 600 mm (24 3860 kg (8510 lb)
1.2 m3 (1.6 yd3) lb) inch) inch)
0.80 m3 (1.05 yd3) 810 kg (1785 920 mm (36 800 mm (32 3860 kg (8510 lb) (1)
lb) inch) inch)

(1)
Table 3
320D L Excavator
Super Long
Reach Boom
8.85 m (29 ft 1
SAE Capacity of Weight of Width of Track Shoe inch)
Counterweight
6.28 m (20 ft 7
inch)
Stick
0.60 m3 (1.05 yd3) 290 kg (640 920 mm (36 800 mm (32 4830 kg (10650 (1)
lb) inch) inch) lb)

(1)
For more information, consult your Caterpillar Dealer.
Page 2 of 2
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Product: EXCAVATOR

320D Excavator
i03660595
Lifting Capacities
SMCS - 7000
Failure to comply to the rated load can cause possible personal injury
or property damage. Review the rated load of a particular work tool
before performing any operation. Make adjustments to the rated load
as necessary for non-standard configurations.
Note: Lifting capacities are based upon a standard machine with the following conditions:
• lubricants
• full fuel tank
• Steel track
• cab
• 75 kg (165 lb) operator
Lifting capacities will vary with different work tools and attachments. Consult your Caterpillar dealer regarding
the lifting capacities for specific work tools and attachments.
Note: Lifting capacities should be used as a guide. Work tools, uneven ground conditions, soft ground conditions,
or poor ground conditions have effects on lifting capacities. The operator is responsible for being aware of these
effects.
Special hazards (toxic gases, ground conditions, etc) require special precautions. The operator must determine
whether special hazards exist in each application. The operator shall perform the appropriate steps in order to
eliminate the hazard. The operator shall perform the appropriate steps in order to reduce the hazard.
Page 1 of 60
For North American applications and European applications, the lifting capacities are defined by "ISO 10567
2007". The lifting capacities are defined as the lower value of 75% of the static tipping capacity or 87% of the
hydraulic lift capacity.
The lifting capacities were calculated with a machine that was equipped with a standard bucket. The difference
between the weight of a work tool attachment and the standard bucket must be subtracted.
This machine may be equipped with a variety of sticks. Lifting capacities may vary between the different sticks.
Measure the distance on the stick between the boom hinge pin and the work tool hinge pin. This distance will
inform you of the size of the stick that is equipped on the machine.
Note: In European countries, regulations require a load sensing indicator and a boom lowering control device if
more than 1000 kg (2200 lb) is lifted during object handling applications. Regulations also require a load sensing
indicator and a boom lowering control device if a force that is greater than 40000 N·m (29500 lb ft) is created
during object handling applications. Even if the hydraulic lift capacity is capable, do not exceed a load of 1000 kg
(2200 lb). Do not exceed a force of 40000 N·m (29500 lb ft) in European object handling applications.
(H) Height
(F) Lifting capacity over the front or rear of the machine
(S) Lifting capacity over the side of the machine
(R) Reach
Table 1
320D LN Excavator with a reach boom, a
2.5 m (8 ft 2 inch) stick, a
0.66 m3 (0.9 yd3) bucket, and
500 mm (1 ft 8 inch) triple grouser track shoes
All lifting capacities are in kilograms.
R
1.5
3.0 m 4.5 m 6.0 m 7.5 m Maximum Reach
H m
S
F F S F S F S F S F S m
7.5 6.29
3200 (1)
m
6.0 4400 (1) 4250 3150 (1) 2950 7.32
m
Page 2 of 60
4.5 5000 (1) 4100 4550 (1) 2750 3100 (1) 2400 8.02
m
3.0 8150 (1) 5850 5900 (1) 3850 4950 (1) 2650 3150 (1) 2150 8.42
m
1.5 9850 (1) 5450 6800 (1) 3600 2550 3350 (1) 2050 8.52
5100
m
0.0 9550 (1) 5300 3450 2450 3750 (1) 2100 8.32
7100 5000
m
-1.5 7950 (1) 7950 (1) 9800 (1) 5300 3400 2450 4400 (1) 2300 7.81
7050 4950
m
-3.0 9300 (1) 9300 (1) 8750 (1) 5400 6550 (1) 3500 5300 (1) 2850 6.92
m
-4.5 6350 (1) 5650 4950 (1) 4250 5.44
m
(1)
Capacity is limited by hydraulics rather than by a tipping load. Lift capacities are based on "ISO 10567" standards. The listed
capacities do not exceed 87 percent of the hydraulic lifting capacity or 75 percent of the tipping capacity. Weight of all lifting
accessories must be subtracted from the lifting capacities. Lifting capacities are measured when the machine is working on an flat
surface.
Table 2
Heavy lift is ON.
R
1.5
H 3.0 m 4.5 m 6.0 m 7.5 m Maximum Reach
m
S
7.5
6.29
m 3350 (1)
6.0
4600 (1) 4250 3250 (1) 2950 7.32
m
4.5
5200 (1) 4100 4750 (1) 2750 3200 (1) 2400 8.02
m
3.0
8450 (1) 5850 6100 (1) 3850 5150 (1) 2650 3250 (1) 2150 8.42
m
Page 3 of 60
1.5
10200 (1) 5450 7050 (1) 3600 2550 3450 (1) 2050 8.52
m 5100
0.0
9850 (1) 5300 3450 2450 3850 (1) 2100 8.32
m 7100 5000
-1.5
8200 (1) 8200 (1) 10200 (1) 5300 3400 2450 4550 (1) 2300 7.81
m 7050 4950
-3.0
9600 (1) 9600 (1) 9050 (1) 5400 6800 (1) 3500 5500 (1) 2850 6.92
m
-4.5
6600 (1) 5650 5150 (1) 4250 5.44
m
(1)
surface.
Table 3
R
1.5
H m
S
7.5 6.29
3200 (1)
m
6.0 4400 (1) 4300 3150 (1) 2950 7.32
m
4.5 5000 (1) 4100 4550 (1) 2800 3100 (1) 2450 8.02
m
3.0 8150 (1) 5950 5900 (1) 3850 4950 (1) 2700 3150 (1) 2200 8.42
m
1.5 9850 (1) 5500 6800 (1) 3650 2550 3350 (1) 2050 8.52
5150
m
0.0 9550 (1) 5350 3500 2500 3750 (1) 2100 8.32
7150 5050
m
Page 4 of 60
-1.5 7950 (1) 7950 (1) 9800 (1) 5350 3450 2500 4400 (1) 2350 7.81
7100 5050
m
-3.0 9300 (1) 9300 (1) 8750 (1) 5450 6550 (1) 3550 5300 (1) 2850 6.92
m
-4.5 6350 (1) 5700 4950 (1) 4300 5.44
m
(1)
surface.
Table 4
Heavy lift is ON.
R
1.5
m
S
7.5
6.29
m 3350 (1)
6.0
4600 (1) 4300 3250 (1) 2950 7.32
m
4.5
5200 (1) 4100 4750 (1) 2800 3200 (1) 2450 8.02
m
3.0
8450 (1) 5950 6100 (1) 3850 5150 (1) 2700 3250 (1) 2200 8.42
m
1.5
10200 (1) 5500 7050 (1) 3650 2550 3450 (1) 2050 8.52
m 5150
0.0
9850 (1) 5350 3500 2500 3850 (1) 2100 8.32
m 7150 5050
-1.5
8200 (1) 8200 (1) 10200 (1) 5350 3450 2500 4550 (1) 2350 7.81
m 7100 5050
Page 5 of 60
-3.0
9600 (1) 9600 (1) 9050 (1) 5450 6800 (1) 3550 5500 (1) 2850 6.92
m
-4.5
6600 (1) 5700 5150 (1) 4300 5.44
m
(1)
surface.
Table 5
R
1.5 m 7.5 m (25 ft) Maximum Reach

H 3 m (10 ft) 4.5 m (15 ft) 6 m (20 ft)
(5 ft)
S
7.5 2700 (1) 6.81

u
m 2700 (1)
6.0 3550 (1) 2900 2600 (1) 2600 (1) 7.77
m
4.5
m 4650 4150 4300 (1) 2850 2600 (1) 8.43
(1) 2250
(15
ft)
3.0
(1)
m 7550 6050 5600 (1) 3900 4750 (1) 2700 2650 8.82
(1) 2000
(10
ft)
1.5 9450 (1) 5550 6550 (1) 3650 2600 2800 (1) 8.91
5100 1900
m
0.0 10200 (1) 5350 3500 2500 3100 (1) 8.72
7100 5000 1950
m
Page 6 of 60
-1.5 8500 (1) 8500 (1) 10050 (1) 5300 3450 2450 3600 (1) 8.24
7050 4950 2150
m
-3.0 9050 (1) 9050 (1) 9200 (1) 5350 6850 (1) 3450 4550 (1) 7.4
2550
m
-4.5 7300 (1) 5550 5000 (1) 6.05
3600
m
(1)
The load is limited by the hydraulic lifting capacity rather than the tipping load. The loads are in compliance with the hydraulic
excavator lift capacity standard"ISO 10567:2007". The listed capacities do not exceed 87 percent of the hydraulic lifting capacity or
75 percent of the tipping load. Weight of all lifting accessories must be subtracted from the lifting capacities. Lifting capacities are
based on the machine standing on a firm, uniform supporting surface.
Table 6
Heavy lift is ON.
R
1.5
m
S
7.5
2800 (1) 6.81
m
2800 (1)
6.0
3700 (1) 2900 2700 (1) 2700 7.77
m
4.5
4850 (1) 4150 4500 (1) 2850 2700 (1) 2250 8.43
m
3.0
7800 (1) 6050 5800 (1) 3900 4950 (1) 2700 2750 (1) 2000 8.82
m
1.5
9800 (1) 5550 6800 (1) 3650 2600 2900 (1) 1900 8.91
m 5100
0.0
10550 (1) 5300 3500 2500 3200 (1) 1950 8.72
m 7100 5000
-1.5
8750 (1) 8750 (1) 10400 (1) 5300 3450 2450 3750 (1) 2150 8.24
m 7050 4950
Page 7 of 60
-3.0
9300 (1) 9300 (1) 9550 (1) 5350 3450 4700 (1) 2550 7.4
m 7100
-4.5
7550 (1) 5550 5200 (1) 3600 6.05
m
(1)
Table 7
R
1.5
m
S
7.5
2700 (1) 6.81
m
2700 (1)
6.0 (1)
3550 2900 2600 (1) 2600 7.77
m
4.5
4650 (1) 4200 4300 (1) 2850 2600 (1) 2300 8.43
m
3.0
7550 (1) 6100 5600 (1) 3950 4750 (1) 2750 2650 (1) 2050 8.82
m
1.5
9450 (1) 5600 6550 (1) 3700 2600 2800 (1) 1950 8.91
m 5200
0.0
10200 (1) 5400 3550 2500 3100 (1) 1950 8.72
m 7200 5100
-1.5
8500 (1) 8500 (1) 10050 (1) 5350 3500 2500 3600 (1) 2150 8.24
m 7150 5050
Page 8 of 60
-3.0
9050 (1) 9050 (1) 9200 (1) 5450 6850 (1) 3500 4550 (1) 2600 7.4
m
-4.5
7300 (1) 5600 5000 (1) 3650 6.05
m
(1)
excavator lift capacity standard"ISO 10567:2007" . The listed capacities do not exceed 87 percent of the hydraulic lifting capacity
or 75 percent of the tipping load. Weight of all lifting accessories must be subtracted from the lifting capacities. Lifting capacities
are based on the machine standing on a firm, uniform supporting surface.
Table 8
Heavy lift is ON.
R
1.5
m
S
7.5
2800 (1) 6.81
m
2800
6.0
3700 (1) 2900 2700 (1) 2700 7.77
m
4.5
4850 (1) 4200 4500 (1) 2850 2700 (1) 2300 8.43
m
3.0
7800 (1) 6100 5800 (1) 3950 4950 (1) 2750 2750 (1) 2050 8.82
m
1.5
9800 (1) 5600 6800 (1) 3700 2600 2900 (1) 1950 8.91
m 5200
0.0
10550 (1) 5400 3550 2500 3200 (1) 1950 8.72
m 7200 5100
-1.5
8750 (1) 8750 (1) 10400 (1) 5350 3500 2500 3750 (1) 2150 8.24
m 7150 5050
Page 9 of 60
-3.0
9300 (1) 9300 (1) 9550 (1) 5450 7150 (1) 3550 4700 (1) 2600 7.4
m
-4.5
7550 (1) 5600 5200 (1)
3650 6.05
m
(1)
excavator lift capacity standard"ISO 10567:2007" . The listed capacities do not exceed 87 percent of the hydraulic lifting capacity
or 75 percent of the tipping load. Weight of all lifting accessories must be subtracted from the lifting capacities. Lifting capacities
are based on the machine standing on a firm, uniform supporting surface.
Table 9
320D Excavator with a mass boom, a
R
1.5
H m
S
7.5 5.4
4350 (1)
m
6.0 4550 (1) 4000 4300 (1) 3300 6.51
m
4.5 4900 (1) 3850 2500 7.42
4050
m
3.0 7650 (1) 5800 5700 (1) 3600 3850 2350 2150 7.86
3500
m
1.5 5300 3350 3750 2250 2000 7.96
8800 5450 3350
m
0.0 5100 3200 3650 2150 2050 7.75
8600 5300 3450
m
-1.5 11900 (1) 5100 3150 2350 7.18
10550 8600 5250 3950
m
-3.0 10500 (1) 10500 (1) 7950 (1) 5250 3250 3150 6.17
5350 5150
m
-4.5
m
(1)
Page 10 of 60
surface.
Table 10
Heavy lift is ON.
R
1.5
H m
S
7.5 5.4
4500 (1)
m
6.0 4700 (1) 4000 4450 (1) 3300 6.51
m
4.5 5050 (1) 3850 2500 7.42
4050
m
3.0 7950 (1) 5800 3600 3850 2350 2150 7.86
5700 3500
m
1.5 5300 3350 3750 2250 2000 7.96
8800 5450 3350
m
0.0 5100 3200 3650 2150 2050 7.75
8600 5300 3450
m
-1.5 12300 (1) 5100 3150 2350 7.18
10550 8600 5250 3950
m
-3.0 10900 (1) 10750 (1) 8250 (1) 5250 3250 3150 6.17
5350 5150
m
-4.5
m
(1)
surface.
Table 11
Page 11 of 60
R
1.5
H m
S
7.5 5.4
4350 (1)
m
6.0 4550 (1) 4050 4300 (1) 3400 6.51
m
4.5 4900 (1) 3900 4050 (1) 2550 7.42
m
3.0 7650 (1) 5900 5700 (1) 3650 3900 2400 2200 7.86
3600
m
1.5 5400 3400 3800 2300 2050 7.96
8950 5550 3400
m
0.0 5200 3250 3700 2200 2100 7.75
8750 5400 3550
m
-1.5 11900 (1) 5200 3200 2400 7.18
10750 8750 5350 4000
m
-3.0 10500 (1) 10500 (1) 7950 (1) 5300 3350 3200 6.17
5450 5250
m
-4.5
m
(1)
surface.
Table 12
Heavy Lift is ON.
R
1.5 m 3.0 m 4.5 m 6.0 m 7.5 m Maximum Reach
H
S
Page 12 of 60
7.5 5.4
4500 (1)
m
6.0 4700 (1) 4050 4450 (1) 3400 6.51
m
4.5 5050 (1) 3900 2550 7.42
4100
m
3.0 7650 (1) 5900 5800 (1) 3650 3900 2400 2200 7.86
3600
m
1.5 5400 3400 3800 2300 2050 7.96
8950 5550 3400
m
0.0 5200 3250 3700 2200 2100 7.75
8750 5400 3550
m
-1.5 12300 (1) 10750 5200 3200 2400 7.18
8750 5350 4000
m
-3.0 10900 (1) 10900 8250 (1) 5300 3350 3200 6.17
5450 5250
m
-4.5
m
(1)
surface.
Table 13
R
1.5
H m
S
7.5 5.4
4350 (1)
m
6.0 4550 (1) 4100 4300 (1) 3400 6.51
m
4.5 4900 (1) 3950 4050 (1) 2600 7.42
m
Page 13 of 60
3.0 7650 (1) 5950 5700 (1) 3700 3950 2450 2200 7.86
3650
m
1.5 5450 3450 3850 2300 2050 7.96
9050 5600 3450
m
0.0 5250 3300 3750 2250 2150 7.75
8850 5450 3600
m
-1.5 11900 (1) 5250 3250 2450 7.18
10850 8850 5400 4050
m
-3.0 10500 (1) 10500 (1) 7950 (1) 5400 3350 3250 6.17
5550 5300
m
-4.5
m
(1)
surface.
Table 14
Heavy Lift is ON.
R
1.5
H m
S
7.5 5.4
4500 (1)
m
6.0 4700 (1) 4100 4450 (1) 3400 6.51
m
4.5 5050 (1) 3950 2600 7.42
4150
m
3.0 7950 (1) 5950 3700 3950 2450 2200 7.86
5900 3650
m
1.5 5450 3450 3850 2300 2050 7.96
9050 5600 3450
m
0.0 5250 3300 3750 2250 2150 7.75
8850 5450 3600
m
Page 14 of 60
-1.5 12300 (1) 5250 3250 2450 7.18
10850 8850 5400 4050
m
-3.0 10900 (1) 10900 (1) 8250 (1) 5400 3350 3250 6.17
5550 5300
m
-4.5
m
(1)
surface.
Table 15
320D Excavator with a reach boom, a
R
H
S
7.5 6.29
3200 (1)
m
6.0 4400 (1) 4250 3150 (1) 2950 7.32
m
4.5 5000 (1) 4100 4250 2750 3100 (1) 2400 8.02
m
3.0 8150 (1) 5950 5900 (1) 3850 4150 2650 3150 (1) 2150 8.42
m
1.5 5500 3600 4000 2550 2050 8.52
9000 5700 3250
m
0.0 5350 3450 3900 2450 2050 8.32
8800 5550 3350
m
-1.5 7950 (1) 7950 (1) 5350 3450 3900 2450 2300 7.81
8850 5500 3700
m
-3.0 9300 (1) 9300 (1) 8750 (1) 5450 3500 2850 6.92
5550 4500
m
-4.5 6350 (1) 5700 4950 (1) 4300 5.44
m
(1)
Page 15 of 60
surface.
Table 16
Heavy Lift is ON.
R
H
S
7.5 6.29
3350 (1)
m
6.0 4600 (1) 4250 3250 (1) 2950 7.32
m
4.5 5200 (1) 4100 4250 2750 3200 (1) 2400 8.02
m
3.0 8450 (1) 5950 3850 4150 2650 3250 (1) 2150 8.42
5950
m
1.5 5500 3600 4000 2550 2050 8.52
9000 5700 3250
m
0.0 5350 3450 3900 2450 2050 8.32
8800 5550 3350
m
-1.5 8200 (1) 8200 (1) 5350 3450 3900 2450 2300 7.81
8850 5500 3700
m
-3.0 9600 (1) 9600 (1) 8950 (1) 5450 3500 2850 6.92
5550 4500
m
-4.5 6600 (1) 5700 5150 (1) 4300 5.44
m
(1)
surface.
Table 17
Page 16 of 60
R
H
S
7.5 6.29
3200 (1)
m
6.0 4400 (1) 4350 3150 (1) 3000 7.32
m
4.5 5000 (1) 4150 4300 2800 3100 (1) 2450 8.02
m
3.0 8150 (1) 6050 5900 (1) 3900 4200 2700 3150 (1) 2150 8.42
m
1.5 5600 3650 4100 2600 2050 8.52
9150 5800 3300
m
0.0 5450 3550 4000 2500 2100 8.32
8950 5650 3400
m
-1.5 7950 (1) 7950 (1) 5450 3500 4000 2500 2350 7.81
9000 5600 3750
m
-3.0 9300 (1) 9300 (1) 8750 (1) 5550 3550 2900 6.92
5650 4550
m
-4.5 6350 (1) 5800 4950 (1) 4350 5.44
m
(1)
surface.
Table 18
Heavy Lift is ON.
R
H
S
7.5 6.29
3350 (1)
m
Page 17 of 60
6.0 4600 (1) 4350 3250 (1) 3000 7.32
m
4.5 5200 (1) 4150 4300 2800 3200 (1) 2450 8.02
m
3.0 8450 (1) 6050 3900 4200 2700 3250 (1) 2150 8.42
6050
m
1.5 5600 3650 4100 2600 2050 8.52
9150 5800 3300
m
0.0 5450 3550 4000 2500 2100 8.32
8950 5650 3400
m
-1.5 8200 (1) 8200 (1) 5450 3500 4000 2500 2350 7.81
9000 5600 3750
m
-3.0 9600 (1) 9600 (1) 9050 (1) 5550 3550 2900 6.92
5650 4550
m
-4.5 6600 (1) 5800 5150 (1) 4350 5.44
m
(1)
surface.
Table 19
R
H
S
7.5 6.29
3200 (1)
m
6.0 4400 (1) 4400 3150 (1) 3000 7.32
m
4.5 5000 (1) 4200 4350 2850 3100 (1) 2500 8.02
m
3.0 8150 (1) 6100 5900 (1) 3950 4250 2750 3150 (1) 2200 8.42
m
1.5 5650 3700 4150 2600 3350 (1) 2100 8.52
9250 5850
m
Page 18 of 60
0.0 5500 3550 4050 2550 2150 8.32
9050 5700 3450
m
-1.5 7950 (1) 7950 (1) 5500 3550 4000 2500 2350 7.81
9100 5650 3800
m
-3.0 9300 (1) 9300 (1) 8750 (1) 5600 3600 2900 6.92
5750 4650
m
-4.5 6350 (1) 5850 4950 (1) 4400 5.44
m
(1)
surface.
Table 20
Heavy Lift is ON.
R
H
S
7.5 6.29
3350 (1)
m
6.0 4600 (1) 4400 3250 (1) 3000 7.32
m
4.5 5200 (1) 4200 4350 2850 3200 (1) 2500 8.02
m
3.0 8450 (1) 6100 6100 (1) 3950 4250 2750 3250 (1) 2200 8.42
m
1.5 5650 3700 4150 2600 2100 8.52
9250 5850 3350
m
0.0 5500 3550 4050 2550 2150 8.32
9050 5700 3450
m
-1.5 8200 (1) 8200 (1) 5500 3550 4000 2500 2350 7.81
9100 5650 3800
m
-3.0 9600 (1) 9600 (1) 9050 (1) 5600 3600 2900 6.92
5750 4650
m
Page 19 of 60
-4.5 6600 (1) 5850 5150 (1) 4400 5.44
m
(1)
surface.
Table 21
R
1.5
H m
S
7.5 6.81
2700 (1)
m
6.0 3550 (1) 2900 7.77
2600 (1)
m
4.5 4650 (1) 4200 4300 (1) 2800 2600 (1) 2250 8.43
m
3.0 7550 (1) 6150 5600 (1) 3950 2700 2650 (1) 2000 8.82
4200
m
1.5 5600 3650 2550 2800 (1) 1900 8.91
9100 5750 4050
m
0.0 5400 3500 2450 3100 (1) 1950 8.72
8850 5600 3950
m
-1.5 8500 (1) 8500 (1) 5350 3450 2450 2100 8.24
8850 5500 3900 3400
m
-3.0 9050 (1) 9050 (1) 5450 3450 2550 7.4
8900 5550 4050
m
-4.5 7300 (1) 5650 5000 (1) 3600 6.05
m
(1)
surface.
Table 22
Page 20 of 60
600 mm (1 ft 11 inch) triple grouser track shoesf
Heavy Lift is ON.
R
1.5
H m
S
7.5 6.81
2800 (1)
m
6.0 3700 (1) 2900 2700 (1) 2650 7.77
m
4.5 4850 (1) 4200 2800 2700 (1) 2250 8.43
4300
m
3.0 7800 (1) 6150 5800 (1) 3950 2700 2750 (1) 2000 8.82
4200
m
1.5 5600 3650 2550 2900 (1) 1900 8.91
9100 5750 4050
m
0.0 5400 3500 2450 1950 8.72
8850 5600 3950 3100
m
-1.5 8750 (1) 8750 (1) 5350 3450 2450 2100 8.24
8850 5500 3900 3400
m
-3.0 9300 (1) 9300 (1) 5450 3450 2550 7.4
8900 5550 4050
m
-4.5 7550 (1) 5650 5200 (1) 3600 6.05
m
(1)
surface.
Table 23
H R
Page 21 of 60
1.5
m
S
7.5 6.81
2700 (1)
m
6.0 3550 (1) 2950 7.77
2600 (1)
m
4.5 4650 (1) 4250 4300 (1) 2850 2600 (1) 2250 8.43
m
3.0 7550 (1) 6250 5600 (1) 4000 2750 2650 (1) 2050 8.82
4250
m
1.5 5700 3750 2600 2800 (1) 1950 8.91
9250 5850 4100
m
0.0 5500 3550 2500 3100 (1) 1950 8.72
9000 5700 4000
m
-1.5 8500 (1) 8500 (1) 5450 3500 2500 2150 8.24
9000 5600 4000 3450
m
-3.0 9050 (1) 9050 (1) 5550 3550 2600 7.4
9050 5650 4100
m
-4.5 7300 (1) 5700 5000 (1) 3650 6.05
m
(1)
surface.
Table 24
Heavy Lift is ON.
R
1.5
H m
S
7.5 6.81
2800 (1)
m
Page 22 of 60
6.0 3700 (1) 2950 7.77
2700 (1)
m
4.5 4850 (1) 4250 2850 2700 (1) 2250 8.43
4400
m
3.0 7800 (1) 6250 5800 (1) 4000 2750 2750 (1) 2050 8.82
4250
m
1.5 5700 3750 2600 2900 (1) 1950 8.91
9250 5850 4100
m
0.0 5500 3550 2500 1950 8.72
9000 5700 4000 3150
m
-1.5 8750 (1) 8750 (1) 5450 3500 2500 2150 8.24
9000 5600 4000 3450
m
-3.0 9300 (1) 9300 (1) 5550 3550 2600 7.4
9050 5650 4100
m
-4.5 7550 (1) 5700 5200 (1) 3650 6.05
m
(1)
surface.
Table 25
R
1.5
H m
S
7.5 6.81
2700 (1)
m
6.0 3550 (1) 2950 7.77
2600 (1)
m
4.5 4650 (1) 4300 4300 (1) 2900 2600 (1) 2300 8.43
m
3.0 7550 (1) 6300 5600 (1) 4050 2800 2650 (1) 2050 8.82
4300
m
Page 23 of 60
1.5 5750 3800 2650 2800 (1) 1950 8.91
9400 5950 4150
m
0.0 5550 3600 2550 3100 (1) 2000 8.72
9100 5750 4050
m
-1.5 8500 (1) 8500 (1) 5500 3550 2500 2200 8.24
9100 5700 4050 3500
m
-3.0 9050 (1) 9050 (1) 5600 3600 2600 7.4
9150 5700 4150
m
-4.5 7300 (1) 5800 5000 (1) 3700 6.05
m
(1)
surface.
Table 26
Heavy Lift is ON.
R
1.5
H m
S
7.5 6.81
2800 (1)
m
6.0 3700 (1) 2950 7.77
2700 (1)
m
4.5 4850 (1) 4300 2900 2700 (1) 2300 8.43
4450
m
3.0 7800 (1) 6300 5800 (1) 4050 2800 2750 (1) 2050 8.82
4300
m
1.5 5750 3800 2650 2900 (1) 1950 8.91
9400 5950 4150
m
0.0 5550 3600 2550 3200 (1) 2000 8.72
9100 5750 4050
m
-1.5 8750 (1) 8750 (1) 5500 3550 2500 2200 8.24
9100 5700 4050 3500
m
Page 24 of 60
-3.0 9300 (1) 9300 (1) 5600 3600 2600 7.4
9150 5700 4150
m
-4.5 7550 (1) 5800 5200 (1) 3700 6.05
m
(1)
surface.
Table 27
R
H 1.5 m 3.0 m 4.5 m 6.0 m 7.5 m 9.0 Maximum Reach
S
F F S F S F S F S F S F S
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 2950
m 2000 (1)
4.5
3550 (1) 2850 3000 (1) 1950 2000 (1) 1750
m
3.0
4650 (1) 4000 4100 (1) 2700 3000 1850 2000 (1) 1550
m 5900 (1)
1.5
8100 (1) 5750 5750 (1) 3650 4000 2500 2900 1800 2100 (1) 1500
m
0.0
8800 5300 5500 3400 3850 2400 2850 1700 2350 (1) 1500
m
-
1.5 4100 (1) 8600 5150 5350 3300 3750 2300 2800 1650 2650 (1) 1600
8050 (1)
m
Page 25 of 60
-
3.0 8300 (1) 8600 5150 5350 3250 3750 2300 3100 1900
10200 (1)
m
-
4.5 12000 (1) 10600 8500 (1) 5300 5400 3350 4000 2450
m
(1)
surface.
Table 28
Heavy Lift is ON.
R
S
9.0
m 2200 (1)
7.5
3000 (1) 2950
m 2200 (1)
6.0
3400 (1) 2950
m 2100 (1)
4.5
3700 (1) 2850 3100 1950 2050 (1) 1750
m
3.0
4850 (1) 4000 4200 2700 3000 1850 2100 (1) 1550
m 6100 (1)
1.5
8400 (1) 5750 5800 3650 4000 2500 2900 1800 2200 (1) 1500
m
Page 26 of 60
0.0
8800 5300 5500 3400 3850 2400 2850 1700 2400 (1) 1500
m
-
1.5 4250 (1) 8600 5150 5350 3300 3750 2300 2800 1650 2700 1600
8300 (1)
m
-
3.0 8550 (1) 10500 (1) 10300 8600 5150 5350 3250 3750 2300 3100 1900
m
-
4.5 12450 (1) 10600 8750 5300 5400 3350 4000 2450
m
(1)
surface.
Table 29
R
S
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 3000
m 2000 (1)
4.5
3550 (1) 2900 3000 (1) 1950 2000 (1) 1800
m
Page 27 of 60
3.0
4650 (1) 4050 4100 (1) 2750 3050 1900 2000 (1) 1600
m 5900 (1)
1.5
8100 (1) 5850 5750 (1) 3750 4100 2550 3000 1800 2100 (1) 1500
m
0.0
8950 5400 5600 3500 3950 2400 2900 1750 2350 (1) 1550
m
-
1.5 4100 (1) 8750 5250 5450 3350 3850 2350 2850 1700 2650 (1) 1650
8050 (1)
m
-
3.0 8300 (1) 8750 5250 5450 3300 3800 2350 3200 1950
10200 (1)
m
-
4.5 12000 (1) 10750 8500 (1) 5350 5500 3400 4050 2500
m
(1)
surface.
Table 30
Heavy Lift is ON.
R
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
Page 28 of 60
6.0
3400 (1) 3000
m 2100 (1)
4.5
3700 (1) 2900 3100 (1) 1950 2050 (1) 1800
m
3.0
4850 (1) 4050 4250 (1) 2750 3050 1900 2100 (1) 1600
m 6100 (1)
1.5
8400 (1) 5850 5900 3750 4100 2550 3000 1800 2200 (1) 1500
m
0.0
8950 5400 5600 3500 3950 2400 2900 1750 2400 (1) 1550
m
-
1.5 4250 (1) 8750 5250 5450 3350 3850 2350 2850 1700 2750 1650
8300 (1)
m
-
3.0 8550 (1) 10500 (1) 10450 8750 5250 5450 3300 3800 2350 3200 1950
m
-
4.5 12450 (1) 10750 8850 (1) 5350 5500 3400 4050 2500
m
(1)
surface.
Table 31
R
S
Page 29 of 60
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 3000
m 2000 (1)
4.5
3550 (1) 2900 3000 (1) 2000 2000 (1) 1800
m
3.0
4650 (1) 4100 4100 (1) 2750 3100 1950 2000 (1) 1650
m 5900 (1)
1.5
8100 (1) 5900 5750 (1) 3800 4150 2600 3000 1850 2100 (1) 1550
m
0.0
9050 5450 5700 3550 4000 2450 2950 1750 2350 (1) 1550
m
-
1.5 4100 (1) 8850 5300 5550 3400 3900 2350 2900 1750 2650 (1) 1700
8050 (1)
m
-
3.0 8300 (1) 8850 5300 5500 3350 3850 2350 3250 1950
10200 (1)
m
-
4.5 12000 (1) 10850 8500 (1) 5450 5600 3450 4100 2550
m
(1)
surface.
Table 32
Heavy Lift is ON.
Page 30 of 60
R
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
6.0
3400 (1) 3000
m 2100 (1)
4.5
3700 (1) 2900 3100 (1) 2000 2050 (1) 1800
m
3.0
4850 (1) 4100 4250 (1) 2750 3100 1950 2100 (1) 1650
m 6100 (1)
1.5
8400 (1) 5900 5950 3800 4150 2600 3000 1850 2200 (1) 1550
m
0.0
9050 5450 5700 3550 4000 2450 2950 1750 2400 (1) 1550
m
-
1.5 4250 (1) 8850 5300 5550 3400 3900 2350 2900 1750 2800 (1) 1700
8300 (1)
m
-
3.0 8550 (1) 8850 5300 5500 3350 3850 2350 3250 1950
10500 (1)
m
-
4.5 12450 (1) 10850 8850 (1) 5450 5600 3450 4100 2550
m
(1)
surface.
Table 33
Page 31 of 60
R
S
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 2950
m 2000 (1)
4.5
3550 (1) 2850 3000 (1) 1950 2000 (1) 1750
m
3.0
4650 (1) 4000 4100 (1) 2700 3000 1850 2000 (1) 1550
m 5900 (1)
1.5
8100 (1) 5750 5750 (1) 3650 4000 2500 2900 1800 2100 (1) 1500
m
0.0
8800 5300 5500 3400 3850 2400 2850 1700 2350 (1) 1500
m
-
1.5 4100 (1) 8600 5150 5350 3300 3750 2300 2800 1650 2650 (1) 1600
8050 (1)
m
-
3.0 8300 (1) 8600 5150 5350 3250 3750 2300 3100 1900
10200 (1)
m
-
4.5 12000 (1) 10600 8500 (1) 5300 5400 3350 4000 2450
m
(1)
Page 32 of 60
Table 34
Heavy Lift is ON.
R
S
9.0
m 2200 (1)
7.5
3000 (1) 2950
m 2200 (1)
6.0
3400 (1) 2950
m 2100 (1)
4.5
3700 (1) 2850 3100 1950 2050 (1) 1750
m
3.0
4850 (1) 4000 4200 2700 3000 1850 2100 (1) 1550
m 6100 (1)
1.5
8400 (1) 5750 5800 3650 4000 2500 2900 1800 2200 (1) 1500
m
0.0
8800 5300 5500 3400 3850 2400 2850 1700 2400 (1) 1500
m
-
1.5 4250 (1) 8600 5150 5350 3300 3750 2300 2800 1650 2700 1600
8300 (1)
m
-
3.0 8550 (1) 10500 (1) 10300 8600 5150 5350 3250 3750 2300 3100 1900
m
Page 33 of 60
-
4.5 12450 (1) 10600 8750 5300 5400 3350 4000 2450
m
(1)
Table 35
R
S
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 3000
m 2000 (1)
4.5
3550 (1) 2900 3000 (1) 1950 2000 (1) 1800
m
3.0
4650 (1) 4050 4100 (1) 2750 3050 1900 2000 (1) 1600
m 5900 (1)
1.5
8100 (1) 5850 5750 (1) 3750 4100 2550 3000 1800 2100 (1) 1500
m
0.0
8950 5400 5600 3500 3950 2400 2900 1750 2350 (1) 1550
m
-
1.5 4100 (1) 8750 5250 5450 3350 3850 2350 2850 1700 2650 (1) 1650
8050 (1)
m
Page 34 of 60
-
3.0 8300 (1) 8750 5250 5450 3300 3800 2350 3200 1950
10200 (1)
m
-
4.5 12000 (1) 10750 8500 (1) 5350 5500 3400 4050 2500
m
(1)
Table 36
Heavy Lift is ON.
R
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
6.0
3400 (1) 3000
m 2100 (1)
4.5
3700 (1) 2900 3100 (1) 1950 2050 (1) 1800
m
3.0
4850 (1) 4050 4250 (1) 2750 3050 1900 2100 (1) 1600
m 6100 (1)
1.5
8400 (1) 5850 5900 3750 4100 2550 3000 1800 2200 (1) 1500
m
Page 35 of 60
0.0
8950 5400 5600 3500 3950 2400 2900 1750 2400 (1) 1550
m
-
1.5 4250 (1) 8750 5250 5450 3350 3850 2350 2850 1700 2750 1650
8300 (1)
m
-
3.0 8550 (1) 10500 (1) 10450 8750 5250 5450 3300 3800 2350 3200 1950
m
-
4.5 12450 (1) 10750 8850 (1) 5350 5500 3400 4050 2500
m
(1)
Table 37
R
S
9.0
m 2150 (1)
7.5
m 2900 (1) 2100 (1)
6.0
3250 (1) 3000
m 2000 (1)
4.5
3550 (1) 2900 3000 (1) 2000 2000 (1) 1800
m
Page 36 of 60
3.0
4650 (1) 4100 4100 (1) 2750 3100 1950 2000 (1) 1650
m 5900 (1)
1.5
8100 (1) 5900 5750 (1) 3800 4150 2600 3000 1850 2100 (1) 1550
m
0.0
9050 5450 5700 3550 4000 2450 2950 1750 2350 (1) 1550
m
-
1.5 4100 (1) 8850 5300 5550 3400 3900 2350 2900 1750 2650 (1) 1700
8050 (1)
m
-
3.0 8300 (1) 8850 5300 5500 3350 3850 2350 3250 1950
10200 (1)
m
-
4.5 12000 (1) 10850 8500 (1) 5450 5600 3450 4100 2550
m
(1)
Table 38
Heavy Lift is ON.
R
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
Page 37 of 60
6.0
3400 (1) 3000
m 2100 (1)
4.5
3700 (1) 2900 3100 (1) 2000 2050 (1) 1800
m
3.0
4850 (1) 4100 4250 (1) 2750 3100 1950 2100 (1) 1650
m 6100 (1)
1.5
8400 (1) 5900 5950 3800 4150 2600 3000 1850 2200 (1) 1550
m
0.0
9050 5450 5700 3550 4000 2450 2950 1750 2400 (1) 1550
m
-
1.5 4250 (1) 8850 5300 5550 3400 3900 2350 2900 1750 2800 (1) 1700
8300 (1)
m
-
3.0 8550 (1) 8850 5300 5500 3350 3850 2350 3250 1950
10500 (1)
m
-
4.5 12450 (1) 10850 8850 (1) 5450 5600 3450 4100 2550
m
(1)
Table 39
320D L Excavator with a reach boom, a
R
H
S F S
F F S F S F S F S m
7.5 m 6.81
2700 (1)
Page 38 of 60
6.0 m 3550 (1) 3300 7.77
2600 (1)
4.5 m 4300 (1) 3250 8.43

4650 (1) 2550 (1)
3.0 m 7050 5600 (1) 4500 4700 (1) 3100 2600 (1) 2300 8.82
7500 (1)
1.5 m 6500 6550 (1) 4250 3000 2750 (1) 2200 8.91
9400 (1) 4950
0.0 m 10150 (1) 6300 4050 2900 3050 (1) 2250 8.72
6900 4850
-1.5 8450 (1) 10050 (1) 6250 4000 2850 3600 (1) 2450 8.24
6850 4800
m
-3.0 9050 (1) 6350 6850 (1) 4050 4550 (1) 2950
9200 (1) 7.4
m
-4.5 6550 4950 (1) 4150 6.05
7250 (1)
m
(1)
surface.
Table 40
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 6.81
2800 (1)
6.0 m 3650 (1) 3300 7.77

2700 (1)
4.5 m 4800 (1) 4750 4450 (1) 3250 2650 (1) 2600 8.43
3.0 m 7050 5800 (1) 4500 4900 (1) 3100 2700 (1) 2300 8.82
7800 (1)
Page 39 of 60
1.5 m 6500 6800 (1) 4250 3000 2900 (1) 2200 8.91
9750 (1) 4950
0.0 m 10550 (1) 6300 4050 2900 3200 (1) 2250 8.72
6900 4850
-1.5 8750 (1) 10400 (1) 6250 4000 2850 3700 (1) 2450 8.24
6850 4800
m
-3.0 9300 (1) 6350 4050 4700 (1) 2950
9500 (1) 6850 7.4
m
-4.5 6550 5150 (1) 4150 6.05
7550 (1)
m
(1)
surface.
Table 41
R
H
S F S
F F S F S F S F S m
7.5 m 6.81
2700 (1)
6.0 m 3550 (1) 3250 7.77

2600 (1)
4.5 m 4300 (1) 3200 2550 (1) 2550 8.43

4650 (1)
3.0 m 7000 5600 (1) 4450 4700 (1) 3050 2600 (1) 2300 8.82
7500 (1)
1.5 m 6450 6550 (1) 4200 2950 2750 (1) 2200 8.91
9400 (1) 4900
0.0 m 10150 (1) 6200 4000 2850 3050 (1) 2250 8.72
6850 4800
-1.5 8450 (1) 10050 (1) 6200 3950 2800 3600 (1) 2450 8.24
6750 4750
m
-3.0 9050 (1) 6250 4000 4550 (1) 2900
9200 (1) 6800 7.4
m
Page 40 of 60
-4.5 6450 4950 (1) 4100 6.05
7250 (1)
m
(1)
surface.
Table 42
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 6.81
2800 (1)
6.0 m 3650 (1) 3250 7.77

2700 (1)
4.5 m 4800 (1) 4700 4450 (1) 3200 2650 (1) 2550 8.43
3.0 m 7000 5800 (1) 4450 4900 (1) 3050 2700 (1) 2300 8.82
7800 (1)
1.5 m 6450 6800 (1) 4200 2950 2900 (1) 2200 8.91
9750 (1) 4900
0.0 m 10550 (1) 6200 4000 2850 3200 (1) 2250 8.72
6850 4800
-1.5 8750 (1) 10400 (1) 6200 3950 2800 3700 (1) 2450 8.24
6750 4750
m
-3.0 9300 (1) 6250 4000 4700 (1) 2900
9500 (1) 6800 7.4
m
-4.5 6450 5150 (1) 4100 6.05
7550 (1)
m
(1)
surface.
Table 43
Page 41 of 60
R
H
S F S
F F S F S F S F S m
7.5 m 6.81
2700 (1)
6.0 m 3550 (1) 3200 7.77

2600 (1)
4.5 m 4300 (1) 3150 2550 (1) 2500 8.43

4650 (1)
3.0 m 6900 5600 (1) 4400 4700 (1) 3000 2600 (1) 2250 8.82
7500 (1)
1.5 m 6350 6550 (1) 4100 2900 2750 (1) 2150 8.91
9400 (1) 4800
0.0 m 10150 (1) 6100 3950 2800 3050 (1) 2200 8.72
6700 4700
-1.5 8450 (1) 10050 (1) 6050 3900 2750 3600 (1) 2400 8.24
6650 4650
m
-3.0 9050 (1) 6150 3900 4550 (1) 2850
9200 (1) 6650 7.4
m
-4.5 6350 4950 (1) 4050 6.05
7250 (1)
m
(1)
surface.
Table 44
Heavy lift is ON.
R
H
Page 42 of 60
S F S
F F S F S F S F S m
7.5 m 6.81
2800 (1)
6.0 m 3650 (1) 3200 7.77

2700 (1)
4.5 m 4800 (1) 4650 4450 (1) 3150 2650 (1) 2500 8.43
3.0 m 6900 5800 (1) 4400 4900 (1) 3000 2700 (1) 2250 8.82
7800 (1)
1.5 m 6350 6800 (1) 4100 2900 2900 (1) 2150 8.91
9750 (1) 4800
0.0 m 10550 (1) 6100 3950 2800 3200 (1) 2200 8.72
6700 4700
-1.5 8750 (1) 10400 (1) 6050 3900 2750 3700 (1) 2400 8.24
6650 4650
m
-3.0 9300 (1) 6150 3900 4700 (1) 2850
9500 (1) 6650 7.4
m
-4.5 6350 5150 (1) 4050 6.05
7550 (1)
m
(1)
surface.
Table 45
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3200 (1)
6.0 m 7.32
4400 (1) 3100 (1)
4.5 m 4950 (1) 4650 4550 (1) 3150 3100 (1) 2800 8.02
Page 43 of 60
3.0 m 8150 (1) 6850 5850 (1) 4400 4900 (1) 3050 3150 (1) 2500 8.42
1.5 m 9800 (1) 6400 6750 (1) 4200 2950 3350 (1) 2350 8.52
4900
0.0 m 9550 (1) 6250 4050 2850 3700 (1) 2450 8.32
6850 4850
-1.5 7900 (1) 9800 (1) 6250 4000 2850 4350 (1) 2700 7.81
6850 4800
m
-3.0 9300 (1) 8700 (1) 6350 6550 (1) 4050 5250 (1) 3300 6.92
m
-4.5 5.44
6350 (1) 4900 (1)
m
(1)
surface.
Table 46
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3300 (1)
6.0 m 7.32
4550 (1) 3200 (1)
4.5 m 5150 (1) 4650 4700 (1) 3150 3200 (1) 2800 8.02
3.0 m 6850 6100 (1) 4400 3050 3250 (1) 2500 8.42
8450 (1) 5050
1.5 m 10150 (1) 6400 7000 (1) 4200 2950 3450 (1) 2350 8.52
4900
0.0 m 6250 4050 2850 3850 (1) 2450 8.32

9800 (1) 6850 4850
Page 44 of 60
-1.5 8150 (1) 10150 (1) 6250 4000 2850 4500 (1) 2700 7.81
6850 4800
m
-3.0 9600 (1) 6350 6800 (1) 4050 5450 (1) 3300 6.92
9050 (1)
m
-4.5 5100 (1) 4950 5.44
6600 (1)
m
(1)
surface.
Table 47
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3200 (1)
6.0 m 7.32
4400 (1) 3100 (1)
4.5 m 4950 (1) 4600 4550 (1) 3150 3100 (1) 2750 8.02
3.0 m 8150 (1) 6800 5850 (1) 4350 4900 (1) 3000 3150 (1) 2450 8.42
1.5 m 9800 (1) 6300 6750 (1) 4150 2900 3350 (1) 2350 8.52
4850
0.0 m 9550 (1) 6150 4000 2800 3700 (1) 2400 8.32
6800 4750
-1.5 7900 (1) 9800 (1) 6200 3950 2800 4350 (1) 2650 7.81
6750 4750
m
-3.0 9300 (1) 8700 (1) 6300 6550 (1) 4000 5250 (1) 3250 6.92
m
-4.5 4900 (1) 4900 5.44
6350 (1)
m
(1)
Page 45 of 60
surface.
Table 48
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3300 (1)
6.0 m 7.32
4550 (1) 3200 (1)
4.5 m 5150 (1) 4600 4700 (1) 3150 3200 (1) 2750 8.02
3.0 m 6800 6100 (1) 4350 3000 3250 (1) 2450 8.42
8450 (1) 5000
1.5 m 10150 (1) 6300 4150 2900 3450 (1) 2350 8.52
6950 4850
0.0 m 6150 4000 2800 3850 (1) 2400 8.32

9800 (1) 6800 4750
-1.5 8150 (1) 10150 (1) 6200 3950 2800 2650 7.81
6750 4750 4500
m
-3.0 9600 (1) 6300 6800 (1) 4000 5450 (1) 3250 6.92
9050 (1)
m
-4.5 6550 5100 (1) 4900 5.44
6600 (1)
m
(1)
surface.
Table 49
Page 46 of 60
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3200 (1)
6.0 m 7.32
4400 (1) 3100 (1)
4.5 m 4950 (1) 4550 4550 (1) 3050 3100 (1) 2700 8.02
3.0 m 8150 (1) 6700 5850 (1) 4300 2950 3150 (1) 2400 8.42
4900
1.5 m 9800 (1) 6200 6750 (1) 4050 2850 3350 (1) 2300 8.52
4750
0.0 m 9550 (1) 6050 3900 2750 3700 (1) 2350 8.32
6650 4700
-1.5 7900 (1) 9800 (1) 6050 3850 2750 4350 (1) 2600 7.81
6600 4650
m
-3.0 9300 (1) 8700 (1) 6200 6550 (1) 3950 5250 (1) 3200 6.92
m
-4.5 4900 (1) 4800 5.44
6350 (1)
m
(1)
surface.
Table 50
0.71m3 (0.93 yd3) bucket, and
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 6.29
3300 (1)
Page 47 of 60
6.0 m 7.32
4550 (1) 3200 (1)
4.5 m 5150 (1) 4550 4700 (1) 3050 3200 (1) 2700 8.02
3.0 m 6700 6100 (1) 4300 2950 3250 (1) 2400 8.42
8450 (1) 4900
1.5 m 10150 (1) 6200 4050 2850 3450 (1) 2300 8.52
6850 4750
0.0 m 6050 3900 2750 3850 (1) 2350 8.32

9800 (1) 6650 4700
-1.5 8150 (1) 10150 (1) 6050 3850 2750 4400 (1) 2600 7.81
6600 4650
m
-3.0 9600 (1) 6200 3950 5350 (1) 3200 6.92
9050 (1) 6700
m
-4.5 6450 5100 (1) 4800 5.44
6600 (1)
m
(1)
surface.
Table 51
320D L Excavator with a mass boom, a
R
H
S F S
F F S F S F S F S m
7.5 m
4350 (1) 5.4
6.0 m 4250 (1) 6.51

4500 (1) 3850
4.5 m 4850 (1) 4400 4000 (1) 7.42

2900
3.0 m 7650 (1) 6700 5650 (1) 4150 4750 2750 4100 (1) 2500 (1) 7.86
1.5 m 9350 (1) 6200 6500 (1) 3900 4650 2650 7.96
4200 2350
Page 48 of 60
0.0 m 9850 (1) 6000 3750 4550 2600 7.75
6600 4350 2450
-1.5 11850 (1) 9400 (1) 6000 3750 7.18

6600 4900 2800
m
-3.0 10500 (1) 7900 (1) 6150 5600 (1) 3850 5250 (1) 6.17
3700
m
-4.5
m
(1)
Table 52
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m
4450 (1) 5.4
6.0 m 4650 (1) 4550 4400 (1) 3850 6.51
4.5 m 5050 (1) 4400 4150 (1) 2900 7.42
3.0 m 6700 5900 (1) 4150 4750 2750 4250 (1) 2500 7.86
7900 (1)
1.5 m 6200 6750 (1) 3900 4650 2650 2350 7.96

9700 (1) 4200
0.0 m 10200 (1) 6000 3750 4550 2600 2450 7.75

6600 4350
-1.5 12250 (1) 6000 3750 2800 7.18

9750 (1) 6600 4900
m
-3.0 10900 (1) 6150 5800 (1) 3850 3700 6.17
8200 (1) 5500
m
Page 49 of 60
-4.5
m
(1)
Table 53
R
H
S F S
F F S F S F S F S m
7.5 m
4350 (1) 5.4
6.0 m 4500 (1) 4250 (1) 3800 6.51
4.5 m 4850 (1) 4350 4000 (1) 2900 7.42
3.0 m 7650 (1) 6650 5650 (1) 4100 4700 2750 4100 (1) 2500 7.86
1.5 m 9350 (1) 6100 6500 (1) 3850 4600 2600 2350 7.96
4150
0.0 m 9850 (1) 5900 3700 4500 2550 2400 7.75

6550 4250
-1.5 11850 (1) 9400 (1) 5900 3650 2750 7.18

6500 4850
m
-3.0 10500 (1) 7900 (1) 6050 5600 (1) 3800 5250 (1) 3650 6.17
m
-4.5
m
(1)
Table 54
Page 50 of 60
Heavy lift is ON.
R
H
S F S
F F S F S F S F S m
7.5 m 5.4
4450 (1)
6.0 m 4650 (1) 4400 (1) 3800 6.51

4500
4.5 m 5050 (1) 4150 (1) 2900 7.42

4350
3.0 m 7900 (1) 6650 5900 (1) 4100 (1) 4700 2750 4250 (1) 2500 7.86
1.5 m 9700 (1) 6100 4600 2600 2350 7.96

6700 3850 4150
0.0 m 10200 (1) 5900 4500 2550 2400 7.75

6550 3700 4250
-1.5 12250 (1) 9750 (1) 5900 2750 7.18

6500 3650 4850
m
-3.0 10900 (1) 8200 (1) 6050 5800 (1) 5500 (1) 3650 6.17
3800
m
-4.5
m
(1)
Table 55
R
H
S F S
F F S F S F S F S m
Page 51 of 60
7.5 m
4350 (1) 5.4
6.0 m 4500 (1) 4450 4250 (1) 3700 6.51
4.5 m 4850 (1) 4300 4000 (1) 2800 7.42
3.0 m 7650 (1) 6550 5650 (1) 4050 4600 2650 4100 (1) 2400 7.86
1.5 m 9350 (1) 6000 6500 (1) 3800 4500 2550 2300 7.96
4050
0.0 m 9850 (1) 5800 3650 4400 2500 2350 7.75

6400 4200
-1.5 11850 (1) 9400 (1) 5800 3600 2700 7.18

6350 4750
m
-3.0 10500 (1) 7900 (1) 5950 5600 (1) 3700 5250 (1) 3550 6.17
m
-4.5
m
(1)
Table 56
Heavy lift is ON.
R
H
S
7.5 5.4
4450 (1)
m
6.0 4650 (1) 4450 4400 (1) 3700 6.51
m
4.5 5050 (1) 4300 4150 (1) 2800 7.42
m
Page 52 of 60
3.0 7900 (1) 6650 5900 (1) 4050 4600 2650 2400 7.86
4250
m
1.5 9700 (1) 6000 3800 4500 2550 2300 7.96
6600 4050
m
0.0 10200 (1) 5800 3650 4400 2500 2350 7.75
6400 4200
m
-1.5 12250 (1) 12200 9750 (1) 5800 3600 2700 7.18
6350 4750
m
-3.0 8200 (1) 5950 5800 (1) 3700 5500 (1) 3550 6.17
10900 (1)
m
-4.5
m
(1)
Table 57
R
S F S m
F F S F S F S F S F S
9.0
7.14
m 2150 (1)
7.5
7.92
m 2900 (1) 2100 (1)
6.0
8.77
m 3250 (1) 2000 (1)
4.5
3550 (1) 3300 3000 (1) 2300 9.36
m 2000 (1)
3.0
4650 (1) 4600 4100 (1) 3100 3750 2200 2000 (1) 1900 9.71
m 5900 (1)
Page 53 of 60
1.5
8100 (1) 6650 5750 (1) 4250 4650 (1) 2950 3650 2100 2100 (1) 1800 9.79
m
0.0
9500 (1) 6250 6650 (1) 4000 4800 2800 3550 2050 2350 (1) 1800 9.63
m
-
1.5 4100 (1) 8050 (1) 10000 (1) 6050 6700 3900 4700 2750 3500 2000 2650 (1) 1950 9.19
m
-
3.0 8300 (1) 10200 (1) 9650 (1) 6050 6700 3850 4700 2700 3300 (1) 2250 8.45
m
-
4.5 12000 (1) 8500 (1) 6200 6250 (1) 3950 4450 (1) 2900 7.32
m
(1)
surface.
Table 58
Heavy lift is ON.
R
S F S m
9.0
7.14
m 2200 (1)
7.5
7.92
m 3000 (1) 2200 (1)
6.0
8.77
m 3400 (1) 2100 (1)
Page 54 of 60
4.5
3700 (1) 3300 3100 (1) 2300 9.36
m 2050 (1)
3.0
4850 (1) 4600 4250 (1) 3100 3750 2200 2100 (1) 1900 9.71
m 6100 (1)
1.5
8400 (1) 6650 6000 (1) 4250 4850 (1) 2950 3650 2100 2200 (1) 1800 9.79
m
0.0
9850 (1) 6250 6850 4000 4800 2800 3550 2050 2400 (1) 1800 9.63
m
-
1.5 4250 (1) 8300 (1) 10350 (1) 6050 6700 3900 4700 2750 3500 2000 2800 (1) 1950 9.19
m
-
3.0 8550 (1) 10500 (1) 10000 (1) 6050 6700 3850 4700 2700 3400 (1) 2250 8.45
m
-
4.5 12450 (1) 8850 (1) 6200 6500 (1) 3950 4600 (1) 2900 7.32
m
(1)
surface.
Table 59
R
S F S m
9.0
7.14
m 2150 (1)
Page 55 of 60
7.5
7.92
m 2900 (1) 2100 (1)
6.0
8.77
m 3250 (1) 2000 (1)
4.5
3550 (1) 3250 3000 (1) 2250 9.36
m 2000 (1)
3.0
4650 (1) 4550 4100 (1) 3100 3700 2200 2000 (1) 1850 9.71
m 5900 (1)
1.5
8100 (1) 6600 5750 (1) 4200 4650 (1) 2900 3600 2100 2100 (1) 1750 9.79
m
0.0
9500 (1) 6150 6650 (1) 3950 4750 2750 3500 2000 2350 (1) 1800 9.63
m
-
1.5 4100 (1) 8050 (1) 10000 (1) 6000 6650 3850 4650 2700 3450 2000 2650 (1) 1900 9.19
m
-
3.0 8300 (1) 10200 (1) 9650 (1) 6000 6600 3800 4600 2650 3300 (1) 2200 8.45
m
-
4.5 12000 (1) 8500 (1) 6100 6250 (1) 3900 4450 (1) 2900 7.32
m
(1)
surface.
Table 60
H R
1.5 m 3.0 m 4.5 m 6.0 m 7.5 m 9.0 Maximum Reach
Page 56 of 60
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
6.0
3400 (1) 3350
m 2100 (1)
4.5
3700 (1) 3250 3100 (1) 2250 2050 (1) 2050
m
3.0
4850 (1) 4550 4250 (1) 3100 3700 2200 2100 (1) 1850
m 6100 (1)
1.5
8400 (1) 6600 6000 (1) 4200 4850 (1) 2900 3600 2100 2200 (1) 1750
m
0.0
9850 (1) 6150 6800 3950 4750 2750 3500 2000 2400 (1) 1800
m
-
1.5 4250 (1) 10350 (1) 6000 6650 3850 4650 2700 3450 2000 2800 (1) 1900
8300 (1)
m
-
3.0 8550 (1) 10000 (1) 6000 6600 3800 4600 2650 3400 (1) 2200
10500 (1)
m
-
4.5 12450 (1) 12450 8850 (1) 6100 6500 (1) 3900 4600 (1) 2900
m
(1)
surface.
Table 61
Page 57 of 60
R
S F S m
9.0
7.14
m 2150 (1)
7.5
7.92
m 2900 (1) 2100 (1)
6.0
8.77
m 3250 (1) 2000 (1)
4.5
3550 (1) 3200 3000 (1) 2200 9.36
m 2000 (1)
3.0
4650 (1) 4450 4100 (1) 3050 3600 2150 2000 (1) 1800 9.71
m 5900 (1)
1.5
8100 (1) 6500 5750 (1) 4150 4650 (1) 2850 3500 2050 2100 (1) 1750 9.79
m
0.0
9500 (1) 6050 6650 (1) 3900 4650 2700 3450 1950 2350 (1) 1750 9.63
m
-
1.5 4100 (1) 8050 (1) 10000 (1) 5900 6500 3750 4550 2650 3400 1950 2650 (1) 1850 9.19
m
-
3.0 8300 (1) 10200 (1) 9650 (1) 5900 6450 3700 4550 2600 3300 (1) 2150 8.45
m
-
4.5 12000 (1) 8500 (1) 6000 6250 (1) 3800 4450 (1) 2800 7.32
m
(1)
surface.
Page 58 of 60
Table 62
R
S
9.0
m 2200 (1)
7.5
m 3000 (1) 2200 (1)
6.0
3400 (1) 3300
m 2100 (1)
4.5
3700 (1) 3200 3100 (1) 2200 2050 (1) 2000
m
3.0
4850 (1) 4450 4250 (1) 3050 3600 2150 2100 (1) 1800
m 6100 (1)
1.5
8400 (1) 6500 6000 (1) 4150 4800 2850 3500 2050 2200 (1) 1750
m
0.0
9850 (1) 6050 6650 3900 4650 2700 3450 1950 2400 (1) 1750
m
-
1.5 4250 (1) 10350 (1) 5900 6500 3750 4550 2650 3400 1950 2800 (1) 1850
8300 (1)
m
-
3.0 8550 (1) 10000 (1) 5900 6450 3700 4550 2600 3400 (1) 2150
10500 (1)
m
-
4.5 12450 (1) 12250 8850 (1) 6000 6500 (1) 3800 4600 (1) 2800
m
Page 59 of 60
(1)
surface.
Page 60 of 60
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Product: EXCAVATOR

320D Excavator
i04195693
Plate Locations and Film Locations

SMCS - 1000; 7000
The Product Identification Number (PIN) will be used to identify a powered machine that is designed for an
operator to ride.
Caterpillar products such as engines, transmissions, and major attachments that are not designed for an operator to
ride are identified by Serial Numbers.
For quick reference, record the identification numbers in the spaces that are provided below the illustration.
Product Identification Number (PIN) and CE Plate
The PIN plate is positioned on the front of the machine, close to the operator compartment.
Page 1 of 5
• Model____________________
• PIN____________________
Year Of Manufacture (YOM)____________________
CE Plate
Note: The CE plate is on machines that are going into the European Union.
Note: The CE plate is on machines that are certified to the European Union requirements that were effective at
that time.
If the machine is equipped with the plate for the European Union, this plate will be attached to the PIN plate.
Several pieces of information are stamped onto the "CE" plate.
For machines that are compliant to "2006/42/EC", the following information is stamped onto the CE plate. For
quick reference, record this information in the spaces that are provided.
• Primary Engine Power (kW)
• Additional Engine Power (kW)
• Typical Machine Weight (kg)
• Year of Construction
• Machine Type
Page 2 of 5
For machines that are compliant to "1998/42/EC", the following information is stamped onto the CE plate. For
quick reference, record this information in the spaces that are provided below.
• Primary Engine Power (kW)____________________
• Typical Machine Weight (kg)____________________
• Year of Construction____________________
For the name, the address and the country of origin for the manufacturer, see the PIN plate.
Engine Serial Number
Page 3 of 5
Engine Serial Number ____________________
Sound Certification Film
Page 4 of 5
If equipped, this label is located on the inside of the cab door.
Typical example
If equipped, the certification label is used to verify the environmental sound certification of the machine to the
requirements of the European Union. The value (1) that is listed on the label indicates the guaranteed exterior
sound power level LWA at the time of manufacture for the conditions that are specified in "2000/14/EC".
Page 5 of 5
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Product: EXCAVATOR

320D Excavator
i04021647
Mounting and Dismounting

SMCS - 6700; 7000
Typical example
Mount the machine and dismount the machine only at locations that have steps and/or handholds. Before you
mount the machine, clean the steps and the handholds. Inspect the steps and handholds. Make all necessary
repairs.
Face the machine whenever you get on the machine and whenever you get off the machine.
Maintain a three-point contact with the steps and with the handholds.
Note: Three-point contact can be two feet and one hand. Three-point contact can also be one foot and two hands.
Page 1 of 2
Do not mount a moving machine. Do not dismount a moving machine. Never jump off the machine. Do not carry
tools or supplies when you try to mount the machine or when you try to dismount the machine. Use a hand line to
pull equipment onto the platform. Do not use any controls as handholds when you enter the operator compartment
or when you exit the operator compartment.
Machine Access System Specifications

The machine access system has been designed to meet the intent of the technical requirements in "ISO 2867 Earth
-moving Machinery – Access Systems". The access system provides for operator access to the operator station
and to conduct the maintenance procedures described in Maintenance section.
Alternate Exit
Machines that are equipped with cabs have alternate exits. For additional information, see Operation and
Maintenance Manual, "Alternate Exit".
Page 2 of 2
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Product: EXCAVATOR

320D Excavator
i01944940
Daily Inspection
SMCS - 1000; 6319; 6700; 7000
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact skin.
At operating temperature, the engine coolant is hot and under pressure.
Steam can cause personal injury.
Check the coolant level only after the engine has been stopped and the
cooling system pressure cap is cool enough to touch with your bare
hand.
Remove the cooling system pressure cap slowly to relieve pressure.
Cooling system conditioner contains alkali. Avoid contact with the skin
and eyes to prevent personal injury.
NOTICE
Accumulated grease and oil on a machine is a fire hazard. Remove this

debris with steam cleaning or high pressure water, at least every 1000
hours or each time any significant quantity of oil is spilled on a
machine.
For maximum service life of the machine, perform a thorough daily inspection before you mount the machine and
before you start the engine.
Page 1 of 4
First 100 Hours
Daily, perform the procedures that are applicable to your machine:
• Operation and Maintenance Manual, "Boom Cylinder Head (Long Reach Configuration) -Lubricate"
• Operation and Maintenance Manual, "Boom and Stick Linkage - Lubricate"
• Operation and Maintenance Manual, "Boom, Stick and Bucket Linkage (Long Reach Configuration) -
Lubricate"
• Operation and Maintenance Manual, " Bucket Linkage - Lubricate"
Severe Applications
• Operation and Maintenance Manual, "Boom, Stick and Bucket Linkage (Long Reach Configuration) -
Lubricate"
• Operation and Maintenance Manual, " Bucket Linkage - Lubricate"
Daily Basis
• Operation and Maintenance Manual, "Cooling System Level - Check"
• Operation and Maintenance Manual, "Engine Oil Level - Check"
• Operation and Maintenance Manual, "Fuel System Water Separator - Drain"
• Operation and Maintenance Manual, "Fuel Tank Water and Sediment - Drain"
• Operation and Maintenance Manual, "Hydraulic System Oil Level - Check"
• Operation and Maintenance Manual, "Indicators and Gauges - Test"
• Operation and Maintenance Manual, "Seat Belt - Inspect"
• Operation and Maintenance Manual, "Track Adjustment - inspect"
• Operation and Maintenance Manual, "Travel Alarm - Test"
• Operation and Maintenance Manual, "Undercarriage - Check"
Refer to the Maintenance Section for the detailed procedures. Refer to the Maintenance Interval Schedule for a
complete list of scheduled maintenance.
Note: Watch closely for leaks. If you observe a leak, find the source of the leak and correct the leak. If you
suspect a leak or you observe a leak, check the fluid levels more frequently.
Page 2 of 4
Inspect the attachment control linkage, attachment cylinders, and attachment for damage or excessive wear. Make
any necessary repairs.
Inspect the lights for broken bulbs and for broken lenses. Replace any broken bulbs and any broken lenses.
Inspect the engine compartment for any trash buildup. Remove any trash buildup from the engine compartment.
Inspect the cooling system for any leaks, for faulty hoses and for any trash buildup. Correct any leaks. Remove
any trash from the radiator.
Inspect all of the belts for the engine attachments. Replace any belts that are worn, frayed, or broken.
Page 3 of 4
Inspect the hydraulic system for leaks. Inspect the tank, cylinder rod seals, hoses, tubes, plugs, connections, and
fittings. Correct any leaks in the hydraulic system.
Inspect the differential and the final drives for leaks. Make any necessary repairs.
Inspect the swing drive for leaks.
Make sure that all covers and guards are securely attached. Inspect the covers and the guards for damage.
Inspect the steps, the walkways, and the handholds. Clean the steps, the walkways, and the handholds. Make any
necessary repairs.
Inspect the operator compartment for trash buildup. Check for trash buildup under the floorplate and on the
crankcase guard. Keep these areas clean.
Adjust the mirrors in order to achieve the best visibility.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i02719725
Alternate Exit
SMCS - 7310
Rear Window with Ring Seal (If Equipped)
(1) Ring
(2) O-ring seal
The rear window serves as an alternate exit.
To remove the rear window, pull ring (1) and push out the glass.
Page 1 of 4
Completely remove O-ring seal (2) from the seal that supports the glazing support seal. This will provide enough
clearance so that the seal can hinge and the glazing can pass outward.
Hammer
Alternate Exit - The rear window serves as an

alternate exit.
Break Glass - Perform the following

procedure in order to exit through the rear
window. A hammer is mounted on the left
side of the cab. Strike the rear window with
the hammer in order to break the glass. Climb
through the opening of the rear window in
order to exit the cab.
Rear Window with Lever (If Equipped)
Page 2 of 4
(3) Lock pin
(4) Lever
(A) Unlocked position
(B) Locked position
The rear window serves as an alternate exit. The rear window can be removed from the inside of the cab or from
the outside of the cab.
Note: When lock pin (3) is in the locked position (B), the rear window cannot be removed. When you operate the
machine, place lock pin (3) in unlocked position (A) .
Removing Rear Window from the Inside

1. Place lock pin (3) in unlocked position (A) .
2. Grip the lever (4). Fully turn the lever in the direction of the arrow and push the rear window outward.
Removing Rear Window from the Outside
Page 3 of 4
1. Make sure that lock pin (3) is in the unlocked position (A) .
2. Grip lever (4). Fully turn the lever in the direction of the arrow and pull backward in order to remove the
window.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i03210934
Seat
SMCS - 5258-025; 7312-025; 7324; 7327
Early Type
Put the hydraulic lockout control in the LOCKED position. For further details on this procedure, refer to
Operation and Maintenance Manual, "Operator Controls". Do this procedure before you adjust the seat and the
console. This will prevent any possibility of unexpected movement of the machine.
Adjust the seat at the beginning of each work period and adjust the seat when you change operators.
Always use the seat belt when you operate the machine. For further details on this procedure, refer to Operation
and Maintenance Manual, "Seat Belt".
The seat should be adjusted so that full pedal travel is allowed.
Page 1 of 8
The operator can adjust the seat position forward or backward. The operator may also adjust the seat back tilt.
Select the desired position in order to allow full pedal travel and full lever travel.
The seat and the consoles can also slide as one unit.
Page 2 of 8
To adjust the seat back tilt, move lever (1) and move the seat back to the desired position.
Pull up lever (2) in order to change the angle of the seat. Hold the seat in the desired position. Release the lever.
Page 3 of 8
Use handle (4) in order to adjust the height of the seat. Place the handle in the operating position. Turning the
handle clockwise increases the height of the seat. Turning the handle counterclockwise decreases the height of the
seat. If your machine is equipped with an air ride suspension, the seat will be equipped with a lever. Pull up the
lever in order to raise the height of the seat. Push down on the lever in order to lower the seat. If the adjustment is
correct, indicator (3) will turn green. If the indicator shows red, further adjustment is required.
To adjust the seat forward or backward, pull up lever (5) and hold the lever. Move the seat to the desired position.
To lock the seat in the selected position, release the lever.
To move the seat, the left console, and the right console forward or backward as one unit, pull up lever (6) and
hold the lever. Hold the seat in the desired position. Release the lever in order to lock the seat, the left console,
and the right console.
To adjust the angle of the armrest, operate dial (7) . A dial is on the bottom of each armrest. Place the armrests in
the upright position when you enter the machine or when you exit the machine.
The lumbar support is located in the back of the seat. Turn knob (8) (if equipped) counterclockwise in order to
increase the force of the lumbar support. In order to decrease the lumbar support, continue to turn the knob
counterclockwise.
Page 4 of 8
The height of the armrest can be adjusted. Squeeze lever (9) in order to adjust the height of the armrest. Move the
armrest upward or move the armrest downward. Release the lever when the armrest is in the desired position.
The operator can adjust the height of headrest (if equipped). To adjust the headrest, hold the headrest with both
hands. Move the headrest up and down. Release the headrest when the desired position is attained. The headrest
will remain in the desired position.
Later Type
(1) Adjustment lever for the lumbar support
(2) Adjustment lever for reclining the seat
(3) Lever for the seat cushion adjustment
(4) Seat fore and aft adjustment.
Page 5 of 8
(5) Seat height adjustment
(6) Fore and aft seat and console adjustment
(7) Console adjustment
(8) Indicator
(9) Seat angle lever
(10) Armrest
(11) Headrest
The lumbar support is located in the back of the seat. Turn knob (1) (if equipped) counterclockwise in order to
increase the force of the lumbar support. In order to decrease the lumbar support, continue to turn the knob
counterclockwise.
Pull up lever (2) in order to change the angle of the seat. Hold the seat back in the desired position. Release the
lever.
Push in lever (3) in order to adjust the length of the cushion.
To adjust the seat forward or backward, pull up lever (4) and hold the lever. Move the seat to the desired position.
To lock the seat in the selected position, release the lever.
Note: Before adjusting the seat forward or backward, make sure that the lever for the seat height adjustment (5) is
in the downward position.
Turn lever (5) in order to adjust the seat and the console to the desired height. In order to raise the seat height, pull
the grip downward and rotate the grip with the plus sign outward. In order to lower the seat height, pull the grip
downward and rotate the grip with the minus sign outward. Release grip in order to return to the original position.
Pull lever (6) in order to adjust the seat and the console forward and backward.
Use handle (7) in order to adjust the height of the console. . When the lever is pulled forward, a gear is released.
The operator can rotate the lever freely. Release the lever in order to return to the original position.
Push the lever (9) in order to adjust the tilt angle of the seat.
The operator can adjust the height of headrest (11) . To adjust the headrest, hold the headrest with both hands.
Move the headrest up and down. Release the headrest when the desired position is attained. The headrest will
remain in the desired position.
Page 6 of 8
If your machine is equipped with an air ride suspension, the seat will be equipped with a lever (12) . Pull up the
lever in order to raise the height of the seat. Push down on the lever in order to lower the seat. If the adjustment is
correct, indicator (8) will turn green. If the indicator shows red, further adjustment is required.
Page 7 of 8
(13) Armrest adjustment knob
(14) Armrest height adjustment
The height of the armrest can be adjusted. Squeeze lever (13) in order to adjust the height of the armrest. Move
the armrest upward or move the armrest downward. Release the lever when the armrest is in the desired position.
To adjust the angle of the armrest (10) , operate dial (14) . A dial is on the bottom of each armrest. Place the
armrests in the upright position when you enter the machine or when you exit the machine.
Page 8 of 8
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i04200349
Seat Belt
SMCS - 7327
Note: This machine was equipped with a seat belt when the machine was shipped from Caterpillar. At the time of
installation, the seat belt and the instructions for installation of the seat belt meet the SAE J386 and ISO 6683
standards. Consult your Cat dealer for all replacement parts.
Always check the condition of the seat belt and the condition of the mounting hardware before you operate the
machine.
Seat Belt Adjustment for Non-Retractable Seat Belts

Adjust both ends of the seat belt. The seat belt should be snug but comfortable.
Lengthening the Seat Belt
Page 1 of 6
1. Unfasten the seat belt.
2. To remove the slack in outer loop (1) , rotate buckle (2) . This will free the lock bar. This permits the seat
belt to move through the buckle.
3. Remove the slack from the outer belt loop by pulling on the buckle.
4. Loosen the other half of the seat belt in the same manner. If the seat belt does not fit snugly with the buckle
in the center, readjust the seat belt.
Shortening the Seat Belt
Page 2 of 6
1. Fasten the seat belt. Pull out on the outer belt loop in order to tighten the seat belt.
2. Adjust the other half of the seat belt in the same manner.
3. If the seat belt does not fit snugly with the buckle in the center, readjust the seat belt.
Fastening The Seat Belt
Fasten the seat belt catch (3) into the buckle (2) . Make sure that the seat belt is placed low across the lap of the
operator.
Page 3 of 6
Releasing The Seat Belt
Pull up on the release lever. This will release the seat belt.
Seat Belt Adjustment for Retractable Seat Belts

Fastening The Seat Belt
Page 4 of 6
Pull seat belt (4) out of the retractor in a continuous motion.
Fasten seat belt catch (3) into buckle (2) . Make sure that the seat belt is placed low across the lap of the operator.
The retractor will adjust the belt length and the retractor will lock in place. The comfort ride sleeve will allow the
operator to have limited movement.
Releasing The Seat Belt
Push the release button on the buckle in order to release the seat belt. The seat belt will automatically retract into
the retractor.
Extension of the Seat Belt
When using retractable seat belts, do not use seat belt extensions, or
personal injury or death can result.
The retractor system may or may not lock up depending on the length
of the extension and the size of the person. If the retractor does not lock
up, the seat belt will not retain the person.
Longer, non-retractable seat belts and extensions for the non-retractable seat belts are available.
Caterpillar requires only non-retractable seat belts to be used with a seat belt extension.
Page 5 of 6
Consult your Cat dealer for longer seat belts and for information on extending the seat belts.
Page 6 of 6
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05782287
Operator Controls
SMCS - 7300; 7301; 7451
Note: Your machine may not be equipped with all of the controls that are described in this topic.
Page 1 of 22
(1a) Air Conditioning and Heater Control (Early type and location)
(1b) Air Conditioning and Heater Control (Later type and location)
(2) Hydraulic Lockout Control
(3) Travel Controls
(4) Service Hour Meter
(5) Monitor
(6) Joystick Controls
(7) Engine Speed Control
(8) Engine Start Switch
(9) Right Side Control Panel
(10) Operator's Seat
(11) Radio
(12) Backup Controls (If Equipped)
Page 2 of 22
Right Side Control Panel
(1a) Air Conditioning and Heater Control (Early type and location)
(13) Travel Speed Control
(14) Automatic Engine Speed Control (AEC)
(15) Travel Alarm Cancel Switch
(16) Work Tool Control
(17) Heavy Lift Control
(18) Upper Window Washer
(19) Upper Window Wiper
(20) Light Switch
(21) Quick Coupler Control
(22) Lower Window Wiper
(23) Lower Window Washer
(24) Seat heater
(25) Fine Swing Control
(26) Overload Warning Device
Air Conditioning and Heating Control (1a - 1b)

The heater/air conditioner provides comfort for the operator that is working under various temperature conditions.
For more information on the air conditioning and heating controls, refer to Operation and Maintenance Manual,
"Air Conditioning and Heating Control".
Page 3 of 22
Hydraulic Lockout Control (2)
The lever for the hydraulic lockout control is located at the left side of the left console.
Locked - Move the travel

levers/pedals and move the joysticks
to the HOLD (center) position. Move
the lever for the hydraulic lockout
control backward to the LOCKED
position. This makes all of the factory
installed hydraulic controls
inoperable.
Note: Make sure that the lever for the hydraulic lockout control is in the LOCKED position before attempting to
start the engine. If the lever is in the UNLOCKED position, the engine start switch will not function.
Unlocked - Move the lever for the

hydraulic lockout control forward to
the UNLOCKED position. This
makes all of the factory installed
hydraulic controls operable.
Travel Controls (3)
Position for normal travel
(A) Rear of machine
(B) Final drive
Page 4 of 22
(C) Idler
When you travel, make sure that final drive sprockets (B) are under the rear of the machine.
Stop - Release the travel levers/pedals in order to stop the machine. When you release the travel levers/pedals
from any position, the travel levers/pedals will return to the CENTER position. This applies the travel brakes.
Move both of the travel levers or both of the travel pedals equally in the same direction in order to travel straight.
Forward Travel
Page 5 of 22
Reverse Travel
Pivot Left Turn (Forward)
Pivot Left Turn (Reverse)
Page 6 of 22
Counterrotate Turn (Left)
Pivot Right Turn (Forward)
Page 7 of 22
Pivot Right Turn (Reverse)
Counterrotate Turn (Right)
Service Hour Meter (4)
Page 8 of 22
Service Hour Meter - This display indicates
the total operating hours of the engine. Use the
display to determine the service hour
maintenance intervals.
Monitor (5)
The monitor is used in order to display various operating information of the machine. For more information on the
operation of the monitor, refer to Operation and Maintenance Manual, "Monitoring System".
Joystick Controls (6)

The joystick control is used to control the functions of the work tools. For more information on the individual
functions of the joysticks, refer to Operation and Maintenance Manual, "Joystick Controls".
Engine Speed Control (7)

Engine Speed - Turn the engine
speed dial in order to control the
engine speed (engine rpm). Select the
desired position from the ten
available positions. The selected
position of the engine speed dial is
indicated on the electronic monitor
panel.
Decrease - Turn the engine speed dial

counterclockwise in order to decrease the
engine speed (engine rpm).
Increase - Turn the engine speed dial

clockwise in order to increase the engine
speed (engine rpm).
Back up Method for Controlling Engine Speed

If the control system does not work due to a malfunction and the engine speed cannot be adjusted by the engine
speed dial, the following method will allow you to adjust the engine speed temporarily. Make repairs as soon as
possible.
Check the message display for any error messages. If the error message "ECM ERROR" is displayed, there is a
problem in the electronic controller. See "Backup Controls".
If the engine speed cannot be adjusted by the engine speed dial and the indicator for the electronic controller does
not come on, see "Backup Controls".
Note: Even if you cannot control the engine speed, you can turn the engine on and off with the engine start
switch.
Page 9 of 22
Engine Start Switch (8)
NOTICE
The engine start switch must be in the ON position and the engine must
be running in order to maintain electrical functions and hydraulic
functions. This procedure must be followed in order to prevent serious
machine damage.
OFF - Insert the engine start switch key only

while the start switch is in the OFF position.
Remove the engine start switch key only
while the engine start switch is in the OFF
position. Turn the engine start switch to the
OFF position before you attempt to restart the
engine. Turn the engine start switch to the
OFF position in order to stop the engine.
ON - Turn the engine start switch clockwise

to the ON position in order to activate all cab
circuits.
START - Turn the engine start switch

clockwise to the START position in order to
crank the engine. Release the engine start
switch key after the engine starts. The start
switch will return to the ON position.
Note: If the engine does not start after 30 seconds, return the engine start switch to the OFF position. Wait for 2
minutes before you return the engine start switch to the START position .
To start the engine, the battery disconnect switch must be on and the hydraulic lockout control must be in the
locked position. For details, see the Operation and Maintenance Manual, "Engine Starting".
Operator's Seat (10)

The operator's seat and the console has various adjustments in order to meet a wide range of operators. For more
information, refer to Operation and Maintenance Manual, "Seat".
Radio (11)
This machine may be equipped with a radio. For more information, refer to Operation and Maintenance Manual,
"Radio".
Page 10 of 22
Backup Controls (12) (If Equipped)
The backup switches are located under the right armrest.
Engine Speed Control - By utilizing these

switches, the engine speed can be controlled
manually by the operator or the engine speed
can be controlled automatically by the
electronic controller.
Automatic - When the electronic

control system is functioning
properly, backup switch (12A) should
be in this position.
Manual - If a problem occurs in the electronic

control system, move backup switch (12A) to
this position in order to disconnect the
controller circuit of the electronic controller
system. In this condition, the machine can be
operated at a reduced ratio of pump output on
a temporary basis. "LIMITED MOBILITY
MODE" will appear on the message display.
Page 11 of 22
Fast Engine Speed - Move backup switch
(12B) to this position in order to increase the
engine speed. This backup switch will not
operate if backup switch (12A) is not in the
MANUAL position. When the switch is
released the switch returns to the NEUTRAL
position and the machine will maintain the
engine speed. This switch overrides the
function of the engine speed dial.
Slow Engine Speed - Move backup switch

(12B) to this position in order to decrease the
engine speed. This backup switch will not
operate if backup switch (12A) is not in the
MANUAL position. When the switch is
released the switch returns to the NEUTRAL
position and the machine will maintain the
engine speed. This switch overrides the
function of the engine speed dial.
Travel Speed Control (13)
Do not change the setting of the travel speed control switch while you
travel. Machine stability may be adversely affected.
Personal injury can result from sudden changes in machine stability.
Travel Speed Control Switch -

Press the travel speed control switch
in order to select automatic travel
speed or low travel speed. When the
engine start switch is on, the travel
speed control switch is always set at
the LOW SPEED position.
Whenever the travel speed control
switch is pressed, the travel speed
changes.
Low Speed - Select the LOW SPEED position

if you travel on rough surfaces or on soft
surfaces or if you require a great drawbar pull.
Also, select the LOW SPEED position if you
are loading a machine onto a trailer or you are
unloading a machine from a trailer.
Page 12 of 22
Automatic - If you travel on a hard, level
surface at a fast speed, select the AUTO
position.
Note: Continuous driving at high speed should be limited to 2 hours. If you need to continue driving at high speed
for more than 2 hours, stop the machine for 10 minutes. This will cool down the travel drives before you resume
driving.
Automatic Engine Speed Control (14)

The Automatic Engine Speed Control (AEC) automatically reduces engine speed when the machine is inactive.
The AEC system is designed to reduce fuel consumption and noise. Lower engine speeds can also increase engine
life.
The AEC system will be inoperable while the backup switch of the electronic controller system is in the MAN
position.
The engine rpm will recover automatically to the setting of the engine speed dial when any hydraulic function is
activated. The AEC system operates in three modes. Refer to Table 1 for a description of each mode.
Automatic Engine Speed Control

(AEC) - The Automatic Engine
Speed Control switch is activated
when the engine start switch is turned
to the ON position. The indicator
lamp will turn on. When you press
the AEC switch, the function of the
AEC switch changes from ON to
OFF, and vice versa. The operator
can choose from three possible
modes for automatic engine speed
control. Refer to Table 1 for more
details.
Page 13 of 22
The switch for manual low idle is on the right joystick.
Manual Low Idle - Activate the manual low idle in order to reduce the engine speed to approximately 1020 rpm.
Pressing the switch again will allow the engine speed to return to the original setting of the engine speed dial.
The manual low idle allows the operator to easily reduce the rpm without touching the engine speed dial. This is
useful when the operator wants to reduce the engine speed in order to talk to someone or while the operator is
waiting for a truck.
Operation of the automatic engine speed control depends on the position of the AEC switch and of the switch for
manual low idle. The engine rpm will recover automatically to the setting of the engine speed dial when any
hydraulic function is activated.
Table 1
Setting of
Position of Position of
AEC Engine
AEC Manual Low Description of Mode
Mode Speed Dial
Switch Idle Switch
The electronic controller automatically reduces

First
OFF 5 to 10 OFF engine speed by 100 rpm after there has been no
stage
hydraulic demand for approximately 3 seconds.
The AEC system in the electronic controller will
Second automatically reduce the engine rpm to
ON 5 to 10 OFF
stage approximately 1300 rpm after there has been no
hydraulic demand for approximately 3 seconds.
Manual
ON or OFF The engine speed is reduced to approximately 1020
low Idle 3 to 10 ON
rpm.
Travel Alarm Cancel Switch (15)
Travel Alarm Cancel Switch - This

switch is used to stop the travel alarm
from sounding. Press the switch in
order to stop the alarm. The indicator
lamp will turn on.
Note: The travel alarm is located under the hydraulic tank. The travel alarm will sound when the travel lever or
the travel pedal is activated.
Work Tool Control (16)
Page 14 of 22
Work Tool Control (Switch) - Press this
switch in order to display the selected work
tool on the monitor display. Press the switch
repeatedly in order to change the selected
work tool.
Heavy Lift Control (17)

Push this button in order to activate heavy lift mode. Also push this button in order to deactivate heavy lift mode.
Heavy Lift Mode - This work mode

increases the relief pressure in the hydraulic
circuit, which increases the hydraulic force
that is available for lifting operations. The
cylinder speed is slower when this mode is
selected.
Note: During normal excavation work, the heavy lift control must be in the OFF position.
NOTICE
If this machine is used to lift objects within an area that is controlled

by the European Directive "2006/42/EC", the machine must be
equipped with a boom lowering control valve, a stick lowering control
valve, and an overload warning device.
Upper Window Wiper and Window Washer (18-19)

Window Washer (18) - Push the
switch in order to activate the
window washer. While the switch is
depressed, the indicator light will
come on and washer fluid will spray
from the nozzle. The window wiper
will also operate while the switch is
depressed. After the switch is
released for approximately 3 seconds,
the window wiper will stop.
Window Wiper (19) - Push the switch in

order to activate the window wiper. Whenever
the switch is depressed, the mode of the
window wiper will change according to the
indicator light that is illuminated.
Six Second Delay - When the window wiper switch is depressed one time, the first indicator light will turn on.
The window wiper will operate intermittently at six second intervals.
Page 15 of 22
Three Second Delay - When the window wiper switch is depressed two times, the second indicator light will turn
on. The window wiper will operate intermittently at three second intervals.
Continuous Operation - When the window wiper switch is depressed three times, the first indicator light and the
second indicator light will turn on. The window wiper will operate continuously.
OFF - When the window wiper switch is depressed four times, the indicator lights will turn off. The window
wiper stops.
NOTICE
If the wiper does not operate with the switch in the ON position, turn
the switch off immediately. Check the cause. If the switch remains on,
motor failure can result.
NOTICE
If the washer is used continuously for more than 20 seconds or used

when no washer solution comes out, motor failure can result.
Light Switch (20)
Page 16 of 22
Light Switch - Push the switch in order to
turn on the work lights.
Whenever you push the switch, you change the pattern of the work lights that are turned on. The indicator lights
in the cab indicate the pattern of the work lights.
Pattern 1 - When you press the light switch once, the first indicator light turns on. When the first indicator light is
on, the following work lights are turned on: work light (D), which is mounted on the chassis, and work lights (F),
which are mounted on the cab.
Pattern 2 - When you press the light switch twice, the first indicator light and the second indicator light turn on.
When the first indicator light and the second indicator lights are on, the following work lights are turned on: work
light (D), which is mounted on the chassis,, work lights (F), which are mounted on the cab, and work lights (E),
which are mounted on the boom.
OFF - When both of the indicator lights are off, all of the work lights are off.
Note: Your machine may be equipped with a lighting system that has a time delay. When this system is installed,
cab lights (F) will not turn off for a predetermined amount of time after the engine start key has been turned to the
OFF position. The time delay can vary from 0 seconds to 90 seconds. For further details, consult your Caterpillar
dealer.
Quick Coupler Control (21)
LOCK - Move the switch to this

position in order to engage the quick
coupler onto the work tool.
UNLOCKED - Move the switch to

this position in order to disengage the
coupler from the work tool.
Note: An alarm will sound whenever the switch is in the UNLOCKED position.
Page 17 of 22
For further details, see Operation and Maintenance Manual, "Quick Coupler Operation".
Lower Window Wiper and Window Washer (22-23)

Lower Window Wiper (22) - Push down on
the top of the switch in order to turn on the
lower window wiper. Push down the bottom
portion of the switch in order to turn off the
lower window wiper.
Lower Window Washer (23) - Push

down on the top of the switch and
keep the switch depressed in order to
activate the lower window washer.
While the switch is depressed, the
washer fluid will spray from the
nozzle.
NOTICE
If the wiper does not operate with the switch in the ON position, turn
the switch off immediately. Check the cause. If the switch remains on,
motor failure can result.
NOTICE
If the washer is used continuously for more than 20 seconds or used

when no washer solution comes out, motor failure can result.
Seat Heater (24)
Preexisting skin conditions can be aggravated by continued use of the

seat heater. If skin condition worsens, discontinue use of the seat heater.
Page 18 of 22
Seat Heater - In cold weather, the
seat heater can be activated in order
to improve operator comfort.
ON - Push down on the top of the

seat heater switch in order to activate
the seat heater.
OFF - Push down on the bottom of the seat

heater switch in order to deactivate the seat
heater.
NOTICE
Do not leave any heavy item or object with a sharp point on the seat.
Do not cover the seat or seat back with a blanket, seat cushion or any
other similar covering. The seat heater can be over heated. Be sure to
remove any spills on the seat and thoroughly dry the spill.
Note: The thermostat in the seat heater deactivates when the temperature in the cab is above 10°C (50°F). The
seat heater will not operate when the thermostat is deactivated.
Fine Swing Control (25) (If Equipped)
The Fine Swing Control delays the engagement of the swing parking
brake.
If the machine is operating on a slope with the Fine Swing Control in

the ON position, the swing motion may become uncontrollable which
could result in property damage, personal injury or death.
Turn the Fine Swing Control to the OFF position when the machine is
operating on a slope.
Page 19 of 22
Fine Swing Control - Push down
on the top of the switch in order to
activate the fine swing control. This
improves swing control during
deceleration of a swing.
When the fine swing control is ON, the swing parking brake will not activate until 6.5 seconds after the joystick
control for the swing function returns to the neutral position. This improves swing control during deceleration of a
swing because this will allow the swing to drift instead of stopping the swing abruptly. This combination of drift
and the delay of the engagement of the swing parking brake may be helpful during certain types of lifting
operations.
Push down on the bottom of the switch in order to turn off the fine swing control. Operate the machine with the
switch in the OFF position when great swing forces are required. For example, digging on a sidewall requires
great swing force. Operate the machine with the switch in the OFF position in order to control the motion with the
swing brake.
Overload Warning Device (26) (If Equipped)

The switch for the overload warning device is located on the right console.
Early Type
Page 20 of 22
Later Type
Overload Warning Device - In lifting

applications, the overload warning device
activates a buzzer when there is an unstable
load condition. When this occurs, the bucket
load should be reduced or the stick should be
moved inward.
ON - Push the right side of the switch

in order to activate the overload
warning device.
OFF - Push the left side of the switch in order

to deactivate the overload warning device.
Service Port
Page 21 of 22
Electronic Technician service port
An Electronic Technician (ET) service port is located on the right side of the cab. This service port allows service
personnel to connect a laptop computer that is equipped with Electronic Technician. Service personnel can use
electronic technician in order to diagnose machine and engine systems.
Contact your Cat dealer for additional information.
Page 22 of 22
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05039774
Battery Disconnect Switch

SMCS - 1411-B11
The battery disconnect switch is on the left side of the machine behind the front access door.
Page 1 of 3
ON - To activate the electrical

system, insert the disconnect switch
key and turn the battery disconnect
switch clockwise. The battery
disconnect switch must be turned to
the ON position before you start the
engine.
OFF - To deactivate the electrical system, turn

the battery disconnect switch
counterclockwise to the OFF position.
The battery disconnect switch operates differently than the engine start switch. When the battery disconnect
switch is in the OFF position, the electrical system is disabled. When the engine start switch is turned to the OFF
position and the battery disconnect switch is turned to the ON position, the battery remains connected to the entire
electrical system.
Turn the battery disconnect switch to the OFF position and remove the disconnect switch key when you service
the electrical system or other components on the machine.
Turn the battery disconnect switch to the OFF position and remove the disconnect switch key if you do not
operate the machine for an extended period of a month or more. This will prevent drainage of the battery.
NOTICE
Never move the battery disconnect switch to the OFF position while the
engine is operating. Serious damage to the electrical system could
result.
Page 2 of 3
To ensure that no damage to the engine occurs, verify that the engine is fully operational before cranking the
engine. Do not crank an engine that is not fully operational.
Perform the following procedure in order to check the battery disconnect switch for proper operation:
1. With the battery disconnect switch in the ON position, verify that electrical components in the operator
compartment are functioning. Verify that the hour meter is displaying information. Verify that the engine
will crank.
2. Turn the battery disconnect switch to the OFF position.
3. Verify that the following items are not functioning: electrical components in the operator compartment,
hour meter and engine cranking. If any of the items continue to function with the battery disconnect switch
in the OFF position, consult your Cat dealer.
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05956366
Product Link
SMCS - 7490; 7606
Note: Your machine may be equipped with the Cat® Product Link system.
The Caterpillar Product Link communication device utilizes cellular and/or satellite technology to communicate
equipment information. This information is communicated to Caterpillar, Cat dealers and Caterpillar customers.
The Caterpillar Product Link communication device contain Global Positioning System (GPS) satellite receivers.
The capability of two-way communication between the equipment and a remote user is available with the
Caterpillar Product Link communication device. The remote user can be a dealer or a customer.
Data Broadcasts
Data concerning this machine, the condition of the machine, and the operation of the machine is being transmitted
by Product Link to Caterpillar and/or Cat dealers. The data is used to serve the customer better and to improve
upon Caterpillar products and services. The information transmitted may include: machine serial number,
machine location and operational data, including but not limited to: fault codes, emissions data, fuel usage,
service meter hours, software and hardware version numbers and installed attachments.
Caterpillar and/or Cat dealers may use this information for various purposes. Refer to the following list for
possible uses:
• Providing services to the customer and/or the machine
• Checking or maintaining Product Link equipment
• Monitoring the health of the machine or performance
• Helping maintain the machine and/or improve the efficiency of the machine
• Evaluating or improving Caterpillar products and services
• Complying with legal requirements and valid court orders
• Performing market research
• Offering the customer new products and services
Page 1 of 19
Caterpillar may share some or all of the collected information with Caterpillar affiliated companies, dealers, and
authorized representatives. Caterpillar will not sell or rent collected information to any other third party and will
exercise reasonable efforts to keep the information secure. Caterpillar recognizes and respects customer privacy.
For more information, please contact your local Cat dealer.
Operation in a Blast Site for Product Link Radios
This equipment is equipped with a Cat® Product Link communication

device. When electric detonators are being used for blasting operations,
radio frequency devices can cause interference with electric detonators
for blasting operations which can result in serious injury or death. The
Product Link communication device should be deactivated within the
distance mandated under all applicable national or local regulatory
requirements. In the absence of any regulatory requirements
Caterpillar recommends the end user perform their own risk
assessment to determine safe operating distance.
Note: For older Product Link hardware (PL121SR, 321, 522, 523, 420, or 421), Caterpillar recommends that the
following minimum distances be maintained from the site perimeter unless applicable legal mandates require
greater distances:
• 12 m (40 ft) for Product Link 121SR and 321SR
• 3 m (10 ft) for Product Link 522/523
If required, the following are suggested methods to disable the Caterpillar Product Link communication device:
• Turn theProduct Link radio disable switch to the OFF position.
• Disconnect the Caterpillar Product Link communication device from the main power source. This action is
performed by disconnecting the wiring harness at the Product Link radio.
Note: If no radio disable switch is installed and the equipment will be operating near a blast zone, a Product Link
radio disable switch may be installed on the equipment. The switch will allow the Caterpillar Product Link
communication device to be shut off by the operator from the equipment control panel. Refer to Special
Instruction, REHS7339, Special Instruction, REHS2365, Special Instruction, REHS2368, Special Instruction,
REHS5595, Special Instruction, REHS5596, Special Instruction, REHS8850, and Special Instruction, REHS9111
for more details and installation instructions.
Note: For Product Link devices with an internal battery back-up without a radio disable feature including the
PL420 system: Do not operate an asset with this type of device within a blast site. Do not operate within
mandated or recommended distance from a blast site perimeter.
The following Caterpillar Product Link communication device specifications are provided in order to aid in
conducting any related hazard assessment and to ensure compliance with all local regulations:
Table 1
Radio Transmitter Specifications
Page 2 of 19
Radio Model (Maximum) Transmitter Frequency Range Transmitter Power
PL121SR 148 MHz -150 MHz 5-10W
824 MHz - 849 MHz
880 MHz - 915 MHz
PL522/523 1W
1710 MHz - 1785 MHz
1850 MHz - 1910 MHz
850 MHz - 900 MHz 2W for lower frequency,
PL420/421
1800 MHz - 1900 MHz 1W for higher
824 MHz - 849 MHz

880 MHZ - 915 MHz
PL640
1710 MHz - 1755 MHz 0.5W typical, 2W max
G0100
1850 MHz - 1910 MHz
1920 MHz - 1980 MHz
824 MHz - 849 MHz
880 MHZ - 915 MHz
PL641 1710 MHz - 1755 MHz 0.5W typical, 2W max
1850 MHz - 1910 MHz
1920 MHz - 1980 MHz
PL631 1616 MHz - 1626.5 MHz 5.1W max
Consult your Cat dealer if there are any questions.
Information for the initial installation of the Caterpillar Product Link communication device is available in
Special Instruction, REHS7339, Special Instruction, REHS8850, Special Instruction, REHS2365, Special
Instruction, REHS2368, Special Instruction, REHS5595, Special Instruction REHS5596, and Special Instruction,
REHS9111.
Operation, configuration and troubleshooting information for the Caterpillar Product Link communication device
can be found in the Systems Operation, Troubleshooting, Testing and Adjusting, UENR3697, Systems Operation,
Troubleshooting, Testing and Adjusting, UENR5823, and Systems Operation, Troubleshooting, Testing and
Adjusting, UENR5824, Special Instruction, REHS7911, and Special Instruction, REHS8143.
Machine Security
Machine Lock Icon
Page 3 of 19
De-rate - Some machines can have the machine engine de-rated remotely by the owner of the machine. The
action causes the machine to operate much slower than normal.
A warning is given before this action occurs on the display with the machine lock icon and "Security Pending".
When engine de-rate has happened, the machine display shows the machine lock icon and "Security Enabled".
The operator should move the machine to a safe location, apply the parking brake, power the machine down,
notify the site supervisor, and contact your local Cat dealer.
Disable - Some machines can be prevented from starting remotely by the owner of the machine. When disabling
has happened, the machine display shows the machine lock icon and "Security Enabled". Before the machine is
disabled, the machine display shows the machine lock icon and "Security Pending". The operator should notify
the site supervisor.
Tampering - Tampering with the Product Link system to disable the Product Link can also result in engine de-
rating of the machine. To avoid de-rating, prevent tampering with the Product Link. If, machine diagnostics occur
due to Product Link notify your site supervisor immediately to prevent derating. An example of this situation is an
antenna becoming damaged.
Note: Leaving the blast site switch in the OFF position for more than 48 machine hours can cause the machine to
derate.
Regulatory Compliance
NOTICE
Transmission of information using Product Link is subject to legal

requirements that may vary from location to location, including, but
not limited to, radio frequency use authorization. The use of Product
Link must be limited to those locations where all legal requirements for
Page 4 of 19
the use of the Product Link communication network have been
satisfied.
If a machine outfitted with Product Link is located in or relocated to a

location where (i) legal requirements are not satisfied or (ii)
transmitting or processing of such information across multiple
locations would not be legal, Caterpillar disclaims any liability related
to such failure to comply and Caterpillar may discontinue the
transmission of information from that machine.
Consult your Cat dealer with any questions that concern the operation of the Product Link in a specific country.
Note: This equipment has been registered with the Botswana Telecommunications Authority for use in Botswana.
BTA REGISTERED No: BTA/TA/2012/378
Page 5 of 19
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Page 13 of 19
Table 2
An EC Declaration of Conformity document was provided with the machine if it was manufactured to comply
with specific requirements for the European Union. In order to determine the details of the applicable
Directives, review the complete EC Declaration of Conformity provided with the machine. The extract shown
below from an EC Declaration of Conformity for machines that are declared compliant to "2006/42/EC"
applies only to those machines originally "CE" marked by the manufacturer listed and which have not since
been modified.
EC DECLARATION OF CONFORMITY OF MACHINERY
Page 14 of 19
Manufacturer: Caterpillar Inc., 100 N.E. Adams Street, Peoria, Illinois 61629, USA
Person authorized to compile the Technical File and to communicate relevant part (s) of the Technical
File to the Authorities of European Union Member States on request:
Standards & Regulations Manager, Caterpillar France S.A.S 40,

Avenue Leon-Blum, B.P. 55, 38041 Grenoble Cedex 9, France
I, the undersigned, Geoffrey Ginzel, hereby certify that the construction equipment specified hereunder
Description: Generic Denomination: Radio and Telecommunications Terminal

-
Equipment
Function: Product Link -
Part
Number:
Model/Type: G0100
417-4723
Serial Number: -
Product Link
Commercial Name: -
Fulfills all the relevant provisions of the following Directives
- - -
Directives Notified Body

Document No.
1999/5/EC N/A -
2006/95/EC - -
2004/108/EC N/A -
2011/65/EU - - -
2004/104/EC -
Harmonised Standards Taken Into Consideration: EN 60950-1 (ed.2), EN 301 511:v9.0.0, EN

300 440-2:V1.4.1:2010, EN 55022:2006 A1:2007, EN 63211:2008, EN 301 489-
1:V1.8.1:2008, EN 61000-4-2:2008, EN 61000-4-3:2006, EN 61000-4-6:2008, ISO
13309:2010, CISPR 25 (2nd Edition 2002)
Page 15 of 19
Done at:
Signature
Date:
- - Name/Position -
Table 3
been modified.
-
Standards & Regulations Manager, Caterpillar France S.A.S 40,


-
Equipment
Function: Product Link -
Part
Model/Type: PL631 Number:
442-7199
Page 16 of 19
Serial Number: -
Product Link
Commercial Name: -
- - -

Document No.
1999/5/EC N/A -
2006/95/EC - -
2004/108/EC N/A -
2011/65/EU - - -
2004/104/EC -
Harmonised Standards Taken Into Consideration: EN 60950-1:2006+A12:2011, EN 300 440

-2:V1.4.1, EN 301 441:V1.1.1, EN301 489-1:V1.9.2, EN 301 489-20:V1.2.1, EN
63211:2008, ISO 13766:2006, ISO 14982:2009, ISO 13309:2010
Done at:
Signature
Date:
- - Name/Position -
Table 4
Page 17 of 19
been modified.
-
Standards & Regulations Manager, Caterpillar France S.A.S

40,

-
Equipment
Part
Number:
Function: Product Link
440-2104
Part
Number:
Model/Type: PL641
440-2105
Serial Number: -
Product Link
Commercial Name: -
- - -

Document No.
1999/5/EC N/A -
Page 18 of 19
2006/95/EC - -
2004/108/EC N/A -
2011/65/EU - - -
2004/104/EC -
Harmonised Standards Taken Into Consideration: EN 60950-1:2006+A12:2011, EN301 489-

1:V1.9.2: 2011, EN 301 511: v9.0.2, EN 301 489-3:V1.4.1:2002, EN 300 440-2:V1.4.1:2010,
EN 301 489-7:V1.3.1:2005, EN 301 908-1:V5.2.1 and V6.2.1, EN 301489-24:V1.5.1:2010,
EN 301 908-2:V5.2.1 and V6.2.1, EN 63211:2008, ISO 14982:2009, ISO 13309:2010, ISO
13766:2006
Done at:
Signature
Date:
- - Name/Position -
Page 19 of 19
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i02793352
Power Receptacle - If Equipped

SMCS - 1436; 7451
Power Receptacle - A twelve volt power receptacle is located on the right side console. This power receptacle
can be used for powering automotive electrical equipment or accessories. Remove the cap before use. This
machine can be equipped with one power receptacle or with two power receptacles.
Page 1 of 1
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i02248431
Machine Security System - If Equipped

SMCS - 7631
Operation Section
NOTICE
This machine is equipped with a Caterpillar Machine Security System

(MSS) and may not start under certain conditions. Read the following
information and know your machine's settings. Your Caterpillar
dealer can identify your machine settings.
Machine Security System (MSS) - Machines

that are equipped with a Caterpillar Machine
Security System (MSS) can be identified by a
decal in the operator station. THE MSS is
designed to be a theft deterrent or the MSS
will prevent the unauthorized operation of the
machine.
Basic Operation
MSS may be programmed to use a standard Caterpillar key or an electronic key. The electronic key contains an
electronic chip within the plastic housing for the key. Each key emits a unique signal to the MSS. The keys can be
identified by a gray housing or a yellow housing. MSS may have programmed settings that require an electronic
key for starting during certain periods of time. The MSS may also have programmed settings that allow a standard
Caterpillar key to start the machine during certain periods of time.
Note: Ensure that you have only one electronic key near the exciter coil when you are attempting to start
the machine. If there is more than one electronic key near the exciter coil the MSS may not be able to read
the key in the keyswitch and the machine will not start.
Page 1 of 3
When the key start switch of the machine is turned to the ON position, the ECM will read the unique ID that is
stored in the electronic key. The ECM will then compare this ID to the list of authorized keys. The status of the
key will be displayed on the monitor. If the key is not authorized for the machine, "UNAUTHORIZED KEY" will
be displayed on the monitor.
Note: MSS will not shut down the machine after the machine has started.
Security Management
The MSS has the capability to allow you to program the system to automatically activate at different time periods
with different keys. The MSS can also be programmed to reject a specific electronic key after a selected date and
time. When you turn the key to the OFF position and the MSS is active, you have a 30 second interval in order to
restart the machine. Also if the machine stalls, there is a 30 second interval for restarting the machine. This 30
second interval is counted from the time of turning the key to the OFF position.
Note: Know your machine's settings because the use of an electronic key is no guarantee that the machine can be
restarted.
An expiration date can be set for each electronic key that is contained in the list of keys for the machine. The key
will no longer start the machine when the internal clock in the security system passes the expiration date. Each
entry in the list of keys can have a different expiration date.
Spare keys are available from your dealer. Before a key can operate the machine, the MSS must be set to accept
that particular key. Contact your Caterpillar dealer for information on additional features of the MSS.
Regulatory Compliance Section
Consult your Caterpillar Dealer with any questions that concern the operation of the MSS in a specific country.
Page 2 of 3
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05755029
Monitoring System
SMCS - 7451; 7490
NOTICE
When the monitor provides a warning, immediately check the monitor

and perform the required action or maintenance as indicated by the
monitor.
The monitor indicator does not guarantee that the machine is in a good
condition. Do not use the monitor panel as the only method of
inspection. Maintenance and inspection of the machine must be
performed on a regular basis. See the Maintenance Section of this
Page 1 of 45
(1) Clock
(2) Alert indicator
(3) Engine speed dial indicator
(4) Fuel level
(5) Hydraulic oil temperature
(6) Engine coolant temperature
(7) Keypad
Engine Speed Dial Indicator - This digital display indicates the current position of the engine speed dial. For
more information on the engine speed dial, refer to Operation and Maintenance Manual, "Operator Controls".
Page 2 of 45
Fuel Level - This gauge indicates the amount
of fuel that is remaining in the fuel tank. When
the fuel gauge indicates that the fuel level is in
the red range, add fuel immediately.
Hydraulic Oil Temperature - This gauge

indicates the temperature of the hydraulic oil.
The normal operating range is the green range.
If the gauge reaches the red range, reduce the
load on the system. If the gauge stays in the
red range, stop the machine and investigate the
cause of the problem.
Engine Coolant Temperature - This gauge

indicates the temperature of the engine
coolant. The normal operating range is the
green range. If the gauge reaches the red
range, stop the machine and investigate the
cause of the problem.
Keypad
The keypad has eight keys that are used in order to input information into the electronic monitoring system.
Up Key - Press the up key in order to move

the cursor upward. Also press the up key in
order to increase values.
Down Key - Press the down key in order to

move the cursor downward. Also press the
down key in order to decrease values.
Page 3 of 45
Left Key - Press the left key in order to move
the cursor to the left. Also press the left key in
order to decrease values.
Right Key - Press the right key in order to

move the cursor to the right. Also press the
right key in order to increase values.
Home Key - Press the home key in order to

return to the default display at any time.
Menu Key - Press the menu key in order to

access the main menu. For more information,
refer to "Main Menu".
OK Key - Press the OK key in order to select

a menu option. Also press the OK key in
order to set values.
Back Key - Press the back key in order to

reject a menu option or a setting value. Also,
press the back key in order to return to the
previous display.
Prestart Monitoring Function

Turn the engine start switch to the ON position.
Page 4 of 45
After approximately one second, Illustration 3 appears in the display and the alert indicator turns on.
The coolant temperature, the hydraulic oil temperature, the fuel level, and the position of the engine speed dial are
now indicated.
The monitoring system checks the level of the engine coolant, the engine oil, and the hydraulic oil before the
engine starts.
If the fluid level check detects a low fluid level, the appropriate message will be displayed and a pictograph will
be shown to indicate the fluid level that is low.
Note: If more than one fluid level is low, the symbols for the right key and the left key are indicated in the bottom
right area of warning message. Press the right key or the left key in order to check the other warning message. The
low fluid level indicators will disappear within 5 seconds after the engine is started.
Note: The machine cannot perform an accurate fluid level check when the machine is on a slope. Perform the
fluid level check on level ground.
If the engine is started during the fluid level check, the monitor will cancel these checks.
The service hours for the filters are checked first. Then, the service hours for the fluids are checked. If a filter or a
fluid is over the recommended change interval, "CHECK FLTR/FLUID INFO" appears on the display. Refer to
"Filter and Fluid Information" for more information. This message will disappear after 5 seconds.
Machine Warnings
The monitoring system provides three warning categories.
• The first warning category requires only operator awareness. This type of warning will be indicated by a
message on the display screen.
• The second warning category requires a change to the machine operation or a change to the maintenance of
the machine. This type of warning will be indicated by a message on the display screen and by a blinking of
the Alert Indicator.
Page 5 of 45
• The third warning category requires immediate shutdown of the engine. This type of warning will be
indicated by a message on the display screen, by a blinking of the Alert Indicator, and by a buzzer.
If multiple warnings are present in the system, the most important problem is shown first. Press the right key or
press the left key in order to view all of the warnings that are present in the machine. If no keys are pressed within
5 seconds, the display will return to the most important problem.
Note: The menu is still functional by pressing the menu key.
Warning Category 1
In this category, only a warning will be shown in the display screen. This category alerts the operator that the
machine system needs attention. Failure of these systems will not endanger the operator. Failure of these systems
will not cause serious damage to the machine components.
"UNAUTHORIZED KEY" - This machine

is equipped with a Machine Security System.
The key that is currently in the ignition switch
is not an authorized key. Remove the key and
insert an authorized key.
"BATTERY VOLTAGE IRREGULAR" -

The electrical charging system is
malfunctioning. Check the electrical
components of the charging circuit
immediately. Perform any necessary repairs.
"HYD RETURN FLTR PLUGGED" - The

hydraulic return filter is restricted. This will
cause hydraulic components to malfunction.
Turn the engine start switch to the OFF
position and then turn the engine start switch
to the ON position. If the warning disappears
the filter is good. Operate the machine on flat
ground for at least 10 minutes. If the warning
reappears, replace the return filter cartridge.
Refer to Operation and Maintenance Manual,
"Hydraulic System Oil Filter (Return) -
Replace".
Note: The warning for the restricted hydraulic return filter will disappear from the display after 3 minutes.
"ATT FLTR PLUGGED" - The hydraulic

filter is restricted. This will cause hydraulic
components to malfunction. Turn the engine
start switch to the OFF position and then turn
the engine start switch to the ON position. If
the warning disappears the filter is good.
Operate the machine on flat ground for at
least 10 minutes. If the warning reappears,
replace the filter.
Page 6 of 45
"INTAKE AIR FLTR PLUGGED" - The
air filter is restricted. Engine output will be
decreased. Immediately inspect the air filter.
Clean the air filter. Inspect the condition of the
air filter. Replace the air filter, if necessary.
Perform any necessary repairs. Refer to
Operation and Maintenance Manual, "Engine
Air Filter Primary Element - Clean/Replace".
"FUEL FLTR PLUGGED" - The fuel filter

is restricted. Engine output will be decreased.
Immediately inspect the fuel filter. Replace
the fuel filter, if necessary. Perform any
necessary repairs. Refer to Operation and
Maintenance Manual, "Fuel System Primary
Filter (Water Separator) Element - Replace".
"WATER SEPARATOR FULL" - The

water separator is full. Drain the water from
the water separator as soon as possible. Refer
to Operation and Maintenance Manual, "Fuel
System Water Separator - Drain".
"FUEL LEVEL LOW" - The fuel in the tank

is low on fuel. Refill the fuel tank.
"LUBE LEVEL LOW" - The reservoir for

the automatic lubrication system is low on
grease. Refill the reservoir.
"AUTOLUBE ERROR" - The automatic

lubrication system is malfunctioning. Stop
using the system and check the system for the
cause of the malfunction.
Warning Category 2
"INLET AIR TEMP HIGH" - The inlet air

temperature is too high. Stop the machine and
investigate the cause of the fault.
"COOLANT TEMP HIGH" - The coolant

temperature is too high. Stop operating the
machine and run the engine at low idle until
the coolant temperature decreases to the
correct level. If the warning stays on during
low idle, stop the engine. Check the coolant
Page 7 of 45
level and check the radiator for debris. Refer
to Operation and Maintenance Manual,
"Cooling System Coolant Level - Check".
Check the fan drive belts for the water pump.
Refer to Operation and Maintenance Manual,
"Belts - Inspect/Adjust/Replace". Make any
necessary repairs.
"ENGINE SHUTDOWN ACTIVATING"

- An error has occurred with the engine and
the engine is shutting down. Contact your
Caterpillar Dealer.
"ENG OVERSPEED WARNING" - The

engine speed is too fast. Change the operating
technique. If the situation continues, contact
your Caterpillar Dealer.
"HYD OIL TEMP HIGH" - The hydraulic

oil temperature is too high. Stop operating the
machine and run the engine at low idle until
the hydraulic oil temperature decreases to the
correct level. If the warning stays on during
low idle, stop the engine. Check the hydraulic
oil level and check the hydraulic oil cooler for
debris. Perform any necessary repairs as soon
as possible.
"HYD OIL TEMP HIGH (TOOL)" - The

hydraulic oil temperature is too high. Stop
operating the machine and run the engine at
low idle until the hydraulic oil temperature
decreases to the correct level. If the warning
stays on during low idle, stop the engine.
Check the hydraulic oil level and check the
hydraulic oil cooler for debris. Perform any
necessary repairs as soon as possible.
"FUEL PRESS HIGH" - The fuel pressure

is too high. Contact your Caterpillar Dealer.
"ECM ERROR" - The ECM has

malfunctioned. Contact your Caterpillar
Dealer.
Page 8 of 45
"ENGINE ECM ERROR" - The engine
ECM has malfunctioned. Contact your
Caterpillar Dealer.
"MONITOR ERROR" - The monitor has

malfunctioned. Contact your Caterpillar
Dealer.
"SERVICE REQUIRED" - The machine

has detected a malfunction. Contact your
Caterpillar Dealer.
"TOOL CONTROL MALFUNCTION" -

The work tool has malfunctioned. Stop the
machine and inspect the work tool.
Warning Category 3
"LIFT OVERLOAD WARNING" - The

load on the machine is too heavy. The
machine is in danger of tipping. Reduce the
load immediately. Refer to Operation and
Maintenance Manual, "Lifting Capacities" for
more information.
"ENG OIL PRESS LOW" - The engine oil

pressure is too low. Stop the machine
immediately. Stop the engine and investigate
the cause of the problem. Do not operate the
machine until the cause of the problem has
been corrected.
Other Messages
Prestart
"COOLANT LEVEL LOW" - The coolant

level is too low. Stop the machine
the cause of the fault.
"ENG OIL LEVEL LOW" - The engine oil

level is too low. Stop the machine
Page 9 of 45
"HYD OIL LEVEL LOW" - The hydraulic
oil level is too low. Stop the machine
"CHECK FILTER FLUID INFO" - One of

the machine's filters has exceeded the
recommended change interval. Replace the
filter and reset the hours for the filter.
Miscellaneous
"LUBE STARTING" - The automatic

lubrication system is lubricating the
machine's bearings.
"LEVER IS NOT NEUTRAL" - The lever

is not in the NEUTRAL position. Move the
lever to the NEUTRAL position.
"COUNTERWEIGHT REMOVAL" - The

counterweight has been removed. Do not
operate the machine until the counterweight
has been reinstalled.
"NOT CONFIGURED" - This is a general

warning that indicates that a machine
component needs to be configured.
"NOT CALIBRATED" - This is a general

warning that indicates that a machine
component needs to be calibrated.
"CYCLE THE LOCK LEVER" - An error

has occurred with the lock lever. Cycle the
lock lever.
Page 10 of 45
AIR INLET HEATER (If
Equipped) - If the engine coolant
temperature is too low, the air inlet
heater will be activated. This
indicator will appear in the message
display when the engine start switch
is in the ON position. The engine can
be started after the indicator
disappears from the message display.
Adjusting the Monitor

Follow this procedure in order to adjust the position of the monitor.
1. Loosen the knob that is on the back of the monitor.
2. Adjust the monitor to the desired position.
3. Tighten the knob.
Main Menu
The "MAIN MENU" allows the operator to view information concerning the machine. This menu also allows the
operator to change information concerning the machine.
1. Push the menu key when the default display is active.
Table 1
Page 11 of 45
"MAIN MENU"
"SETTING"
2. The "MAIN MENU" will be displayed with four new menu options: setting, maintenance information,
performance and service. For more information on these menus, refer to the respective descriptions below.
3. Press the right key or the left key in order to highlight the desired menu. Press the OK key in order to open
the desired menu.
Note: Press the back key or the home key in order to exit this menu and return to the default display.
Setting
The "SETTING" menu allows the operator to change the various machine settings.
1. Press the menu key.
Table 2
"MAIN MENU"
"SETTING"
2. Press the right key or the left key in order to highlight the "SETTING" menu. Press the OK key.
Table 3
"SETTING"
Page 12 of 45
"DISPLAY SETUP"
"WORK TOOL SELECT"
3. The "SETTING" menu will be displayed with two new menu options. For more information on these
menus, refer to the respective descriptions below.
4. Press the up key or the down key in order to highlight the desired menu. Press the OK key in order to open
the desired menu.
Note: Press the home key in order to return to the default display.
Maintenance Information
The "MAINTENANCE INFO" menu allows the operator to view the current hours of use and the recommended
change intervals for various system components.
Table 4
"MAIN MENU"
"MAINTENANCE INFO"
2. Press the right key or the left key in order to highlight the "MAINTENANCE INFO" menu. Press the OK
key.
Table 5
"MAINTENANCE INFO"
Page 13 of 45
"COOLANT"
"100 / 12000 [HR]"
"HYD OIL"
"100 / 2000 [HR]"
"ENGINE OIL"
"100 / 500 [HR]"
3. A list of system components will be displayed. Press the up key or the down key in order to scroll through
the list. For each of the system components, the current hours of use will be displayed. If the component has
a recommended change interval, the recommended interval will be displayed to the right of the current
hours of use.
Performance
The "PERFORMANCE" menu allows the operator to view measurements of various system components. The
following components are a few examples of the components that can be viewed through the "PERFORMANCE"
menu: battery voltage, engine speed and pump pressure.
Table 6
"MAIN MENU"
"PERFORMANCE"
2. Press the right key or the left key in order to highlight the "PERFORMANCE" menu. Press the OK key.
Table 7
"PERFORMANCE"
"BATTERY VOLTAGE"
Page 14 of 45
"26.0 [V]"
"ENGINE SPEED"
"1300 [RPM]"
"COOLANT TEMP"
"20 [°C]"
3. The "PERFORMANCE" menu will be displayed with a list of system components and measurements. Press
the up key or the down key in order to scroll through the list.
Service
The "SERVICE" menu allows the operator to change the password and the accumulated hours for the machine's
filters and fluids.
Table 8
"MAIN MENU"
"SERVICE"
2. Press the right key or the left key in order to highlight the "SERVICE" menu. Press the OK key.
Note: You will be prompted to enter a password. Refer to "Password Entry" for information on entering a
password.
Table 9
SERVICE
"MAINTENANCE"
"PASSWORD CHANGE"
Page 15 of 45
3. After the password has been entered successfully, the "SERVICE" menu will be displayed with two new
menu options. For more information on these menus, refer to the respective descriptions below.
Password Entry
When you try to access certain menus, you will be prompted to enter a password. Follow this procedure in order
to enter the password.
Table 10
"PASSWORD"
"ENTER PASSWORD"
____
"< B C D E F 0 1 2 3 4 5 >"
1. Press the right key or the left key in order to select the desired character.
Note: The password is alphanumeric. You may choose from "0" to "9". You may also choose from "A" to
"F".
Note: When the machine leaves the factory, the password is initially set as 0001.
2. Press the OK key in order to enter the character.
Note: Press the back key in order to delete the last character that was entered.
3. After you enter four characters, the monitoring system checks the password. If the password is correct, you
will have access to the menu.
Table 11
Page 16 of 45
"PASSWORD"
"ENTER PASSWORD"
****
"INVALID PASSWORD"
4. If the password is incorrect, "INVALID PASSWORD" will be displayed. Press the OK key in order to retry
the password or press the back key in order to return to the previous menu.
Note: Consult your Caterpillar dealer if you forget your password.
Display Setup
The "DISPLAY SETUP" menu allows the operator to change the various display settings of the monitor.
Table 12
"MAIN MENU"
"SETTING"
Table 13
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Page 17 of 45
3. Press the up key or the down key in order to highlight the "DISPLAY SETUP" menu. Press the OK key.
Table 14
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
4. The "DISPLAY SETUP" menu will be displayed with various options for the monitor. For more
information on these menus, refer to the respective descriptions below.
5. Press the up key or the down key in order to highlight the desired menu. Press the OK key in order to open
the desired menu.
Selecting the Work Tool

The "WORK TOOL SELECT" menu allows the operator to change the settings for the work tool.
Note: Make sure that the hydraulic lockout control is in the LOCKED position before you change the
settings for the work tool.
Note: If a bucket is installed on the machine, or no work tool is installed, select "Bucket/No Tool" in the
menu.
Table 15
"MAIN MENU"
Page 18 of 45
"SETTING"
Table 16
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
3. Press the up key or the down key in order to highlight the "WORK TOOL SELECT" menu. Press the OK
key.
Table 17
"WORK TOOL SELECT"

"BUCKET/NO TOOL"
"TOOL #01"
"TOOL #02"
"TOOL #03"
"TOOL #04"
Page 19 of 45
Note: If the work tools have been configured through the Electronic Technician (ET), the names of the
work tools will be displayed instead of the numbers.
4. The "WORK TOOL SELECT" menu will be displayed with the current options for work tools. Press the up
key or the down key in order to highlight the desired work tool. Press the OK key in order to select the new
work tool.
Adjusting the Clock

The "CLOCK ADJUST" menu allows the operator to change the time on the clock.
Table 18
"MAIN MENU"
"SETTING"
2. Press the right key or press the left key in order to highlight the "SETTING" menu. Press the OK key.
Table 19
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
3. Press the up key or press the down key in order to highlight the "DISPLAY SETUP" menu. Press the OK
key.
Page 20 of 45
Table 20
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
4. Press the up key or press the down key in order to highlight the "CLOCK ADJUST" menu. Press the OK
key.
Table 21
"CLOCK ADJUST"
"12 : 00"
5. The "CLOCK ADJUST" menu will be displayed with the current time. Press the left key or the right key in
order to select the hour or the minute. Press the up key in order to increase the value. Press the down key in
order to decrease the value.
6. When the clock is set to the desired time, press the OK key in order to save the new time in memory.
Note: Press the back key in order to return to the previous display without saving.
Language Selection
The "LANGUAGE SELECT" menu allows the operator to change the language settings.
Page 21 of 45
Table 22
"MAIN MENU"
"SETTING"
Table 23
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Table 24
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
Page 22 of 45
4. Press the up key or the down key in order to highlight the "LANGUAGE SELECT" menu. Press the OK
key.
Table 25
"LANGUAGE SELECT"
"ENGLISH"
"DANISH"
"FINNISH"
"ICELANDIC"
"NORWEGIAN"
"SWEDISH"
5. The "LANGUAGE SELECT" menu will be displayed with a list of available languages. Press the up key or
the down key in order to scroll through the available languages. Press the set key in order to select the
desired language.
Indicated Item
The "INDICATED ITEM" menu allows the operator to display the name of the current work tool and/or the
service hours for the machine on the default display. This procedure is also used to remove these items from the
default display.
Table 26
"MAIN MENU"
"SETTING"
Page 23 of 45
Table 27
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Table 28
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
4. Press the up key or the down key in order to highlight the "INDICATED ITEM" menu. Press the OK key.
password.
Table 29
"INDICATED ITEM"
"TOOL NAME"
"SERVICE HR METER"
Page 24 of 45
5. The "INDICATED ITEM" menu will be displayed with two items. Press the up key or the down key in
order to highlight the desired item. Press the OK key in order to enable the item. Also, press the OK key in
order to disable the item. By choosing to enable the item, that item will be shown on the default display. By
choosing to disable the item, that item will be removed from the default display.
Adjusting the Contrast

The "CONTRAST" menu allows the operator to change the contrast of the monitor.
Table 30
"MAIN MENU"
"SETTING"
Table 31
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Page 25 of 45
Table 32
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
4. Press the up key or the down key in order to highlight the "CONTRAST" menu. Press the OK key.
Table 33
"CONTRAST"
"5"
5. The contrast can be set between 1 and 10. Press the right key in order to increase the contrast. Press the left
key in order to decrease the contrast.
Adjusting the Brightness

The "BRIGHTNESS" menu allows the operator to change the brightness of the monitor.
Page 26 of 45
Table 34
"MAIN MENU"
"SETTING"
Table 35
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Table 36
"DISPLAY SETUP"
"CLOCK ADJUST"
"LANGUAGE SELECT"
"INDICATED ITEM"
"CONTRAST"
"BRIGHTNESS"
"BRIGHTNESS"
Page 27 of 45
4. Press the up key or the down key in order to highlight the desired "BRIGHTNESS" menu. Press the OK
key.
Note: There are two "BRIGHTNESS" menus. The first menu is used for machine operation during the day.
The second menu is used for machine operation at night.
Table 37
"BRIGHTNESS"
"5"
5. The brightness can be set between 1 and 10. Press the right key in order to increase the brightness. Press the
left key in order to decrease the brightness.
Maintenance
The "MAINTENANCE" menu allows the operator to change the accumulated hours for the machine's filters and
fluids.
Table 38
"MAIN MENU"
"SERVICE"
Page 28 of 45
password.
Table 39
SERVICE
"MAINTENANCE"
"PASSWORD CHANGE"
3. After the password has been entered successfully, press the up key or the down key in order to highlight the
"MAINTENANCE" menu. Press the OK key.
Table 40
"MAINTENANCE"
"FLTR/FLUID INFO"
4. The "MAINTENANCE" menu will be displayed with two new menu options. For more information on
these menus, refer to the respective descriptions below.
Changing the Password

The "PASSWORD CHANGE" menu allows the operator to change the password.
Page 29 of 45
Table 41
"MAIN MENU"
"SERVICE"
password.
Table 42
"SERVICE"
"MAINTENANCE"
"PASSWORD CHANGE"
"PASSWORD CHANGE" menu. Press the OK key.
Table 43
"PASSWORD CHANGE"
"ENTER NEW PASSWORD"
"_ _ _ _"
Page 30 of 45
"< B C D E F 0 1 2 3 4 5 >"
4. Press the right key or the left key in order to select the desired character.
Note: The password is alphanumeric. You may choose from "0" to "9". You may also choose from "A" to
"F".
Note: When the machine leaves the factory, the password is initially set as 0001.
5. Press the OK key in order to enter the character.
Note: Press the back key in order to delete the last character that was entered.
Table 44
"PASSWORD CHANGE"
"ENTER NEW PASSWORD"
"* * * *"
"ARE YOU SURE?"
6. After you enter 4 characters, you will be asked to confirm your selection. Press the OK key in order to save
the password in memory and return to the "SERVICE" menu. Press the back key in order to return to the
"SERVICE" menu without saving the password.
Filter and Fluid Information

The "FLTR/FLUID INFO" menu allows the operator to change the accumulated hours for the machine's filters
and fluids.
Table 45
"MAIN MENU"
Page 31 of 45
"SERVICE"
2. Press the right key or press the left key in order to highlight the "SERVICE" menu. Press the OK key.
password.
Table 46
"SERVICE"
"MAINTENANCE"
"PASSWORD CHANGE"
"MAINTENANCE" menu. Press the OK key.
Table 47
"MAINTENANCE"
"FLTR/FLUID INFO"
Page 32 of 45
4. Press the up key or the down key in order to highlight the "FLTR/FLUID INFO" menu. Press the OK key.
Table 48
"FLTR/FLUID INFO"
"ENGINE OIL FILTER"
"00000 / 00000 [HR]"
"HYD OIL RET FILTER"
"00000 / 00000 [HR]"
"PILOT OIL FILTER"
"00000 / 00000 [HR]"
5. A list of filters and fluids will be displayed. For each item, the current hours of use will be displayed on the
left. The recommended change interval will be displayed on the right. Press the up key or the down key in
order to highlight the desired filter or fluid. Press the OK key.
6. Press the left key in order to reset the accumulated hours for the selected item.
7. Press the OK key in order to save the new hours in memory.
Note: Press the back key in order to return to the previous display without saving the value.
Economy Mode Select (If Equipped)

Table 49
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
" ECONO MODE SELECT"
"POWER MODE SELECT"
"VIDEO MODE SETTING"
From the "SETTING" menu, press the up key or press the down key in order to highlight the "ECONOMY
MODE SELECT" menu. Then press the "OK" key.
Page 33 of 45
Press the up key or the down key in order to highlight "ECONO MODE ON" or highlight "ECONO MODE
OFF". Press the "OK" key in order to confirm the desired selection.
When "ECONO MODE ON" is selected, the symbol for economy mode will appear at the top of the screen on the
monitor.
Note: If "STD HYD POWER" is selected from the "MAIN MENU/SETTING/POWER MODE SELECT" menu,
then the standard power mode symbol will appear at the top of the screen on the monitor and "ECONO MODE
SELECT" will not be available.
Note: If "ECONOMY MODE FIX" is selected from the "MAIN MENU/SETTING/DISPLAY

SETUP/INDICATED ITEM" menu, then "ECONO MODE SELECT" will not be available.
Note: When the "ECONOMY MODE ON" is selected a work tool cannot be used. Once a work tool is enabled
economy mode is temporarily disabled and the "ECONOMY MODE" symbol will not appear on the monitor
display. When the "BUCKET NO TOOL" option is selected again, the "ECONOMY MODE" will appear.
Economy mode will automatically resume.
Note: The machine may be set to "ECONOMY MODE ON" as a default setting and "ECONOMY MODE" reset
function. Once you turn off the key at "STD HYD POWER ON" mode or "HIGH HYD POWER ON" mode and
then turn on the key, the mode should be reset to "ECONOMY MODE ON". Consult your local CAT dealer if
disabling these functions.
Power Mode Select(If Equipped)

Table 50
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
"ECONO MODE SELECT"
"POWER MODE SELECT"
From the "SETTING" menu, press the up key or press the down key in order to highlight the "POWER MODE
SELECT" menu. Then press the "OK" key .
Press the up key or the down key in order to highlight "STD HYD POWER" or highlight "HIGH HYD POWER".
Press the "OK" key in order to confirm the desired selection.
Note: When "STD HYD POWER" is selected, the symbol for standard power mode will appear at the top of the
screen on the monitor.
Note: The machine may be set to "ECONOMY MODE ON" as a default setting and "ECONOMY MODE" reset
function. Once you turn off the key at "STD HYD POWER ON" mode or "HIGH HYD POWER ON" mode and
Page 34 of 45
then turn on the key, the mode should be reset to "ECONOMY MODE ON". Consult your local CAT dealer if
disabling these functions.
Rear View Camera System (If Equipped)

The rear view camera system consists of a camera that is located in the middle of the top of the counterweight and
a "VIDEO MODE SETTING" menu on the monitor.
Note: The rear view camera system has been set up by the factory or by a Caterpillar dealer in order to provide
views which comply with specified guidelines. Consult your Caterpillar dealer before any adjustments are made
to the system.
Video Mode Setting

The "VIDEO MODE SETTING" menu allows the operator to change the various settings for the rear view
camera.
1. Push the menu key.
Table 51
"MAIN MENU"
"SETTING"
Table 52
"SETTING"
"DISPLAY SETUP"
"WORK TOOL SELECT"
Page 35 of 45
3. Press the up key or the down key in order to highlight the "VIDEO MODE SETTING" menu. Press the OK
key.
Table 53

"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"VERTICAL DIRECTION"
"NORMAL"
4. The "VIDEO MODE SETTING" menu will be displayed with a list of settings for the rear view camera.
Press the up key or the down key in order to scroll through the list.
Note: The image from the rear view camera can be viewed from the "VIDEO MODE SETTING" menu by
holding the left key. Press the up key or the down key in order to change the setting while the image in the rear
view camera is being viewed.
The following options are available within the "VIDEO MODE SETTING" menu:
Video Mode
The "VIDEO MODE" menu allows the operator to activate the rear view camera. The rear view camera is only
available when "ON" is selected.
Table 54

"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"NORMAL"
Page 36 of 45
1. Press the up key or the down key in order to highlight the "VIDEO MODE" menu. Press the OK key.
Table 55

"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"NORMAL"
2. Press the up key or the down key in order to select "ON" or "OFF".
3. Press the OK key.
Signal Type
The "SIGNAL TYPE" menu allows the operator to select the signal type for the rear view camera.
Table 56

"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"NORMAL"
1. Press the up key or the down key in order to highlight the "SIGNAL TYPE" menu. Press the OK key.
Table 57
Page 37 of 45
"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"NORMAL"
2. Press the up key or the down key in order to select either "NTSC" or "PAL" as the signal type for the rear
view camera.
Vertical Direction
The "VERTICAL DIRECTION" menu allows the operator to reverse up and down of the image that is shown by
the rear view camera.
Table 58

"VIDEO MODE"
"ON"
"SIGNAL TYPE"
"NTSC"
"NORMAL"
1. Press the up key or the down key in order to highlight the "VERTICAL DIRECTION" menu. Press the OK
key.
Table 59

"VIDEO MODE"
"ON"
Page 38 of 45
"SIGNAL TYPE"
"NTSC"
"NORMAL"
2. Press the up key or the down key in order to select either "NORMAL" or "REVERSE" for the image that is
shown by the rear view camera.
Horizontal Direct
The "HORIZONTAL DIRECT" menu allows the operator to reverse right and left of the image that is shown by
the rear view camera.
Table 60

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
"7"
1. Press the up key or the down key in order to highlight the "HORIZONTAL DIRECT" menu. Press the OK
key.
Table 61

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
Page 39 of 45
"7"
2. Press the up key or the down key in order to select either "NORMAL" or "REVERSE" for the image that is
shown by the rear view camera.
NORMAL - When "NORMAL" is selected in the "HORIZONTAL DIRECT" menu the right side of the
monitor display is the left side of the machine and the left side of the monitor display is the right side of the
machine.
REVERSE - When "REVERSE" is selected in the "HORIZONTAL DIRECT" menu the right side of the
monitor display is the right side of the machine and the left side of the monitor display is the left side of the
machine.
Tint
The "TINT" menu allows the operator to adjust the tint of the image that is shown by the rear view camera.
Table 62

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
"7"
1. Press the up key or the down key in order to highlight the "TINT" menu. Press the OK key.
Table 63

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
Page 40 of 45
"7"
2. Press the up key or the down key in order to set the tint of the image that is shown by the rear view camera
between "0" and "15".
Color
The "COLOR" menu allows the operator to adjust the color of the image that is shown by the rear view camera.
Table 64

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
"7"
1. Press the up key or the down key in order to highlight the "COLOR" menu. Press the OK key.
Table 65

"HORIZONTAL DIRECT"
"NORMAL"
"TINT"
"7"
"COLOR"
"7"
2. Press the up key or the down key in order to set the color of the image that is shown by the rear view
camera between "0" and "15".
Page 41 of 45
Brightness
The "BRIGHTNESS" menu allows the operator to adjust the brightness of the image that is shown by the rear
view camera.
Table 66

"BRIGHTNESS"
"22"
"BRIGHTNESS (NIGHT)"
"22"
"CONTRAST"
"7"
1. Press the up key or the down key in order to highlight the "BRIGHTNESS" menu. Press the OK key.
Table 67

"BRIGHTNESS"
"22"
"22"
"CONTRAST"
"7"
2. Press the up key or the down key in order to set the brightness of the image that is shown by the rear view
"Brightness (Night)"
The "BRIGHTNESS (NIGHT)" menu allows the operator to adjust the brightness of the image that is shown by
the rear view camera for viewing at night.
Page 42 of 45
Table 68

"BRIGHTNESS"
"22"
"22"
"CONTRAST"
"7"
1. Press the up key or the down key in order to highlight the "BRIGHTNESS (NIGHT)" menu. Press the OK
key.
Table 69

"BRIGHTNESS"
"22"
"22"
"CONTRAST"
"7"
2. Press the up key or the down key in order to set the brightness of the image that is shown by the rear view
camera for viewing at night between "0" and "22".
Contrast
The "CONTRAST" menu allows the operator to adjust the contrast of the image that is shown by the rear view
camera.
Table 70
Page 43 of 45
"BRIGHTNESS"
"22"
"22"
"CONTRAST"
"7"
1. Press the up key or the down key in order to highlight the "CONTRAST" menu. Press the OK key.
Table 71

"BRIGHTNESS"
"22"
"22"
"CONTRAST"
"7"
2. Press the up key or the down key in order to set the contrast of the image that is shown by the rear view
Monitor Starting, Switching, and Termination
Monitor Starting
If "VIDEO MODE" is set to "ON" the image that is shown by the rear view camera is displayed when the engine
starts.
Note: If a warning is detected, the image that is shown by the rear view camera will not be displayed when the
engine starts.
Monitor Switching From the Rear View Camera Image to the Default Screen
Press any key in order to return to the default display from the image that is shown by the rear view camera.
If any of the following conditions are found the monitor will return to the default display automatically:
Page 44 of 45
• New warning is found.
• The engine coolant temperature gauge reaches level 10.
• The hydraulic oil temperature gauge reaches level 10.
• The fuel level gauge reaches level 10.
Note: When the crane system is active the image that is shown by the rear view camera can not be displayed
continuously. Press the OK key in order to display the image from the rear view camera.
Monitor Switching From the Default Screen to the Rear View Camera Image
In order to display the image from the rear view camera from the default display, press the OK key.
Note: This operation is only valid when the default screen is displayed.
Monitor Termination
If the rear view camera is displayed and the engine start switch is turned to the "OFF" position, the monitor will
terminate after the default display is shown for 3 seconds.
If the default display is shown and the engine start switch is turned to the "OFF" position, the monitor will
terminate immediately.
Page 45 of 45
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05125989
Operating Technique Information

SMCS - 7000
Know the maximum height and the maximum reach of your machine.
Serious injury or death by electrocution can occur if the machine or the
work tools are not kept a safe distance from electrical power lines. Keep
a distance of at least 3000 mm (118 inch) plus an additional 10 mm (0.4
inch) for each 1000 volts over 50000 volts.
For safety, one of the following may require a greater distance:
• Local codes
• State codes
• Requirements of the job site
NOTICE
When swinging into a ditch, do not use the ditch to stop the swinging
motion. Inspect the machine for damage if the boom is swung into a
bank or an object.
Repeated stopping by an object can cause structural damage if the

boom is swung into a bank or an object.
With certain boom-stick-bucket combinations, the bucket or worktool

can hit the cab and/or the front structure of the machine. Always check
for interference when first operating a new bucket or a new work tool.
Page 1 of 7
Keep the bucket or work tool away from the cab and away from the
front structure during operation.
Whenever the tracks of the machine raise off the ground while digging,
lower the machine back to the ground smoothly. DO NOT DROP OR
CATCH IT WITH THE HYDRAULICS. Damage to the machine can
result.
With certain combinations of work tools, the third pedal can have different functions. Always check the function
of the third pedal before you use the third pedal.
Know the location of any buried cables. Mark the locations clearly before you dig.
Consult your Caterpillar dealer for special work tool tips that are available for use in severe applications.
Move the machine whenever the position for operating the machine is not efficient. The machine can be moved
forward or backward during the operating cycle.
When you operate the machine in close places, utilize the bucket or the other work tool in order to perform the
following functions:
• Pushing the machine
• Pulling the machine
• Lifting the tracks
Use a comfortable travel speed while you operate the machine.
Operating efficiency can be increased by using more than one machine control to perform a task.
Never swing a load over a truck cab or workers.
Position the truck so that material can be loaded from the rear of the truck or from the side of the truck. Load the
truck evenly so that the rear axles are not overloaded.
An oversize bucket or a bucket that is equipped with side cutters should not be used in rocky material. These
types of buckets slow down the cycle. Damage to the bucket and to other machine components could result.
Restricted Operation
Page 2 of 7
Do not use the swing force to perform the following operations:
• Soil compaction
• Ground breaking
• Demolition
Do not swing the machine while the bucket tips are in the soil.
These operations will damage the boom, the stick, and the work tool and the operations will reduce the life of the
equipment.
Page 3 of 7
Do not use the dropping force of the bucket or work tool as a hammer. This will bring excessive force on the rear
of the machine. Possible damage to the machine could result.
If the cylinder is operated at the end of the stroke during operations, excessive force will occur on the stopper on
the inside of the cylinder. This will reduce the life of the cylinder and structures. To avoid this problem, always
leave a small margin of play when the cylinder is operated.
If the stick IN function is operated at full speed with a fully loaded bucket or heavy work tool attachment to the
end of the cylinder stroke, excessive force will occur inside the stick cylinder. This action will reduce the life of
the stick cylinder. To avoid this problem, always operate a stick IN function with moderate speed towards the end
of cylinder stroke.
Page 4 of 7
While the bucket is in the ground, do not use the travel force for any excavation. This operation will cause
excessive force on the rear of the machine.
Do not use the dropping force of the rear of the machine for excavation. This operation will damage the machine.
Operating Precaution
Page 5 of 7
NOTICE
Do not allow the machine to swing from the force of traveling when
you use the bucket , the stick, or the boom to assist in travel. If the
force from traveling causes the machine to swing, damage may occur to
the swing motor and to the swing drive.
Do not use the force of the bucket, the stick, or the boom to assist in turning the machine while the machine is
traveling. This technique is referred to as "jump steering". This technique will damage the swing motor and the
swing brake.
Page 6 of 7
When deep holes are dug, do not lower the boom so that the bottom side of the boom touches the ground.
When deep holes are dug, do not allow the boom to interfere with the tracks.
Page 7 of 7
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D Excavator
i05032265
Travel in Water and Mud

SMCS - 7000-V6
NOTICE
When working in or around any body of water, around a stream or

river, or in conditions of heavy mud, be careful that the swing bearing,
the swing drive gear, and the swivel joint do not dip into water, mud,
sand, or gravel. If the swing bearing dips into water, mud, sand, or
gravel, immediately grease the swing bearing until the used grease
leaks from the outer circle of the swing bearing. Failure to carry out
this procedure may cause premature wear in the swing bearing.
Page 1 of 4
Depth of water to the center of the track carrier roller
The following guidelines pertain to travel across water and travel through mud, sand, or gravel.
The machine can travel across a river only under the following conditions:
• The bed of the river is flat.
• The flow of the river is slow.
• The machine dips into the water only to the center of the track carrier roller (dimension A).
NOTICE
Do not allow the fan on the engine to contact the water while the
machine travels through the water. Do not allow the fan on the engine
to contact the water during a swing while the machine is in the water.
Damage to the fan may occur if the fan contacts the water.
While you cross the river, carefully confirm the depth of the water with the bucket. Do not move the machine into
an area that has a water depth that is greater than Dimension A.
The machine may sink gradually on soft ground. Therefore, you should frequently check the height of the
undercarriage from ground level and the depth of water on the ground.
Check the swing gear by looking through the port for inspection that is on the upper frame. If there is water in the
swing gear, contact your Cat dealer for the required maintenance on the swing gear.
After you travel through water, carefully clean the machine in order to remove any salt, sand, or other foreign
matter.
Procedure for Removing the Machine from Water or Mud
NOTICE
Do not allow the machine to swing from the force of traveling when
you use the bucket , the stick, or the boom to assist in travel. If the
force from traveling causes the machine to swing, damage may occur to
the swing motor and to the swing drive.
Page 2 of 4
1. You may not be able to move the machine by using the travel controls only. In this case use both the travel
control levers/pedals and the stick to pull the machine out of the water or ground.
2. The machine may slip because of a steep slope. The procedure in Step 1 may not work. In this case, first
rotate the upper structure by 180°. Then use both the travel control levers/pedals and the stick to move the
machine up the slope.
Page 3 of 4
3. It may be impossible to travel because the bottom of the frame comes into contact with the ground or the
undercarriage is clogged with mud or gravel. In this case, operate the boom and the stick together. Raise the
track and rotate the track forward and backward in order to remove the mud and the gravel.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i05945994
Boom, Stick and Bucket Operation

SMCS - 7000
Digging
1. Position the stick at a 70 degree angle to the ground.
Page 1 of 7
2. Position the bucket cutting edge at a 120 degree angle to the ground. Maximum breakout force can now be
exerted with the bucket.
3. Move the stick toward the cab and keep the bucket parallel to the ground.
Page 2 of 7
4. If the stick stops due to the load, raise the boom and/or perform a curl in order to adjust the depth of the cut.
5. To apply the greatest force at the cutting edge, decrease the down pressure as you move the stick toward the
cab.
6. Maintain a bucket attitude that ensures a continuous flow of material into the bucket.
7. Continue the pass in a horizontal direction so that material peels into the bucket.
8. Close the bucket and raise the boom when the pass has been completed.
Page 3 of 7
9. Engage the swing control when the bucket is clear of the excavation.
10. To dump a load, move the stick outward and open the bucket in a smooth motion.
Lifting Objects
Page 4 of 7
To prevent injury, do not exceed the rated load capacity of the machine.
If the machine is not on level ground, load capacities will vary.
NOTICE
Damage to bucket cylinder, bucket or linkage could result if slings are

placed incorrectly.
There may be local regulations and/or government regulations that govern the use of machines which lift heavy
objects. Obey all local and government regulations.
Short slings will prevent excessive load swing.
Use the lifting eye that is provided on the linkage to lift objects.
If the lifting eye is used, the connection must be made with a sling or with a shackle.
Page 5 of 7
An unstable condition can exist if a load exceeds the machine load rating or if a heavy load is swung over an end
or over a side.
The most stable lifting position is over a corner of the machine.
Page 6 of 7
For the best stability, carry a load close to the machine and to the ground.
Lift capacity decreases as the distance from the swing centerline is increased.
Page 7 of 7
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Product: EXCAVATOR

320D Excavator
i05072134
Quick Coupler Operation - Hydraulic Pin Grabber Quick Coupler (If

Equipped)
SMCS - 6129; 6522; 7000
NOTICE
The Caterpillar Quick Coupler (Hydraulic Pin Grabber) is not

designed to be used in applications where there is long exposure to
excessive vibration. The vibration caused by extensive use of a
hydraulic hammer as well as the added weight of certain demolition
tools such as shears, crushers, and pulverizers may cause premature
wear and decreased service life of the coupler.
Be sure to carefully inspect the coupler daily for cracks, bent

components, wear, distressed welds, etc. when operating with any of
the above work tools.
General Operation
The quick coupler is used to quickly change work tools while the operator remains in the cab. The quick coupler
can be used with a broad range of buckets and work tools. Each work tool must have a set of pins in order for the
quick coupler to work properly.
The work tools are held onto the quick coupler by hydraulic pressure. If pressure is lost, a check valve in the
hydraulic cylinder traps oil in the cylinder. In addition to the check valve, a blocking bar locks the work tools to
the quick coupler. Ensure that the hydraulic system and the blocking bar are working properly before using the
quick coupler.
A lifting eye is included on the quick coupler. Release the work tool from the quick coupler in order to use the
lifting eye to pick up loads. In order to lift a load with the lifting eye, extend the bucket cylinder until the quick
coupler is in a vertical position. Do not exceed the rated load for the machine.
Page 1 of 19
NOTICE
Once the work tool has been properly attached to the coupler, no
loosening of the work tool should occur. Refer to the , "Quick Coupler
Installation and Removal" section of the quick coupler Operation and
Maintenance Manual for additional information. If at any point after
the proper attachment and back drag testing of the work tool, should
the work tool then become loose or if the rear pin of the work tool
detaches from the movable hook, stop work immediately and safely
ground and detach the work tool. Consult your Cat dealer to inspect
the coupler prior to putting the coupler back into service. This
situation could indicate potential coupler damage that may not be
readily visible to the customer or operator of the machine and coupler.
NOTICE
Inspection of the Center-Lock coupler is required after a failure of the

primary engaging system or a miscoupling of the tool, causing the work
tool to swing by the secondary lock. Contact your Cat dealer.
Refer to Special Instruction, REHS5676, "The Inspection Procedure

for the Center-Lock Coupler" for the proper procedure.
Note: Machines operating hydromechanical work tools equipped with a Center-Lock Pin Grabber Coupler, the
addition of a Hydromechanical Conversion Kit may also be required. Refer to the Operation and Maintenance
Manual for the quick coupler for more information or consult your Cat dealer.
Quick Coupler Operation

Description of the Instruction Film
An instruction film is included with the quick coupler. The instruction film illustrates the operation of the quick
coupler.
Note: For detailed instructions on the operation of the quick coupler, refer to "Coupling the Work Tool" and
"Uncoupling the Work Tool".
The instruction film should be legible at all times. Clean the film or replace the film if the film is not legible.
When you clean the film, use a cloth, water, and soap. Do not use solvent, gasoline, or harsh chemicals to clean
the film. Solvents, gasoline, or harsh chemicals could loosen the adhesive that secures the film. Loose adhesive
will allow the film to fall. If the film is damaged or the film is missing, replace the film. For more information,
consult your Cat dealer.
Page 2 of 19
Instruction film
Description of the Top Frame on the Film (Uncoupling the Work Tool)
1. Extend the stick cylinder and extend the bucket cylinder until the work tool is curled past a vertical
position.
2. Move the electric switch to the UNLOCK position.
3. Hold the control lever for the bucket cylinder in the EXTEND position for 5 seconds after the electric
switch has been unlocked.
4. Place the work tool in the storage position close to the ground. Retract the bucket cylinder until the tool is
disengaged from the quick coupler.
Description of the Bottom Frame on the Film (Coupling the Work Tool)
1. Engage the quick coupler onto the work tool.
position.
3. Move the electric switch to the LOCK position.
switch has been locked.
5. Make sure that the quick coupler pins are engaged. Retract the bucket cylinder and drag the attachment on
the ground. This method will ensure that the quick coupler pins are engaged.
Manual.
Page 3 of 19
NOTICE
Back drag the work tool on the ground to ensure the quick coupler is
properly locked.
Do Not strike the work tool on the ground to ensure the quick coupler
is properly locked. Striking the work tool on the ground will result in
damage to the coupler cylinder.
Electric Switch Operation
Early type
Page 4 of 19
Later type
The electric switch (1) is located inside the cab. The electric switch has two positions that are used for coupling
the work tool and uncoupling the work tool. Examples of the early switch type and the later switch type have been
shown above. Refer to this Operation and Maintenance Manual, "Operator Controls" for the location of the
electric switch.
UNLOCK - In order to unlock the

coupler, extend the stick cylinder and
extend the bucket cylinder until the
bucket is fully curled under the stick.
Pull the switch outward and move the
switch toward the UNLOCK
position. A buzzer will sound. Hold
the control lever for the bucket
cylinder in the EXTEND position for
5 seconds after the electric switch has
been unlocked. The switch must
remain in the UNLOCK position
until another work tool is attached.
The switch must remain in the
UNLOCK position in order to
prevent the blocking bar from
jamming.
LOCK - In order to lock the coupler,

engage the quick coupler onto the
work tool. Extend the stick cylinder
and extend the bucket cylinder until
the bucket is fully curled under the
stick. Pull the switch outward and
move the switch toward the LOCK
position. The buzzer will not sound
Page 5 of 19
when the switch is in the LOCK
position. The buzzer does not sound
when the switch is in the LOCK
position. This does not indicate that
the coupler is engaged. Hold the
control lever for the bucket cylinder
in the EXTEND position for 5
seconds after the electric switch has
been locked. Make sure that the quick
coupler is engaged onto the pins.
Retract the bucket cylinder and drag
the attachment on the ground. This
method will ensure that the quick
coupler is engaged onto the pins.
Coupling the Work Tool
Place the work tool or bucket in a safe position before engaging the
quick coupler. Ensure that the work tool or bucket is not carrying a
load.
Serious injury or death may result from engaging the work tool or
bucket when it is in an unstable position or carrying a load.
Inspect the quick coupler engagement before operating the machine.
Serious injury or death may result from improperly engaged coupler.
Manual.
Page 6 of 19
The buzzer will not sound when the switch is in the lock position. The
position of the switch does not confirm the coupler pins are engaged. A
physical test is required by dragging the attachment on the ground to
confirm the coupler pins are engaged.
NOTICE
With certain work tool combinations, including quick couplers, the

work tool can hit the cab or the front of the machine. Always check for
interference when first operating a new work tool.
1. Position the bucket or the work tool on a level surface.
2. Make sure that the pins are in the bucket or the work tool. Make sure that the pin keepers are installed
correctly.
3. In order to prevent the blocking bar from jamming, the quick coupler must be curled past a vertical position
before you move the switch from the LOCK position to the UNLOCK position. Extend the stick cylinder
and extend the bucket cylinder until the quick coupler is curled past a vertical position.
4. Pull the switch outward and move the switch to the UNLOCK position. A buzzer will sound.
Page 7 of 19
switch has been unlocked. The switch must remain in the UNLOCK position until the work tool is attached
in order to prevent the blocking bar from jamming. The buzzer will continue to sound until the switch is
moved to the LOCK position.
6. Align the quick coupler with the work tool.
Page 8 of 19
7. Rotate the quick coupler in order to grab the top pin.
8. Rotate the quick coupler downward in order to grab the bottom pin.
Page 9 of 19
position. This must be performed before you move the switch from the UNLOCK position to the LOCK
position.
NOTICE
Hold the bucket cylinder control lever in the EXTEND position while
the switch is moved into the LOCK position. Failure to do so may
result in unwanted movement of the worktool.
10. Move the switch to the LOCK position. The buzzer will no longer sound. Hold the control lever for the
bucket cylinder in the EXTEND position for 5 seconds in order to lock the hook.
Page 10 of 19
Manual.
Inspect the quick coupler engagement before operating the machine.
Verify that the quick coupler is engaged per the procedure in the
Operation and Maintenance Manual. Verify prior to operating the
machine, after every engine start, and after an extended time of
inactivity.
Serious injury or death may result from improperly engaged coupler.
11. Verify that the quick coupler and the work tool are locked together.
a. Retract the bucket cylinder and place the work tool on the ground.
b. Apply pressure to the work tool against the ground.
c. Drag the work tool backward.
NOTICE
Page 11 of 19
Back drag the work tool on the ground to ensure the quick coupler is
properly locked.
Do Not strike the work tool on the ground to ensure the quick coupler
is properly locked. Striking the work tool on the ground will result in
damage to the coupler cylinder.
Uncoupling the Work Tool
Place the work tool or bucket in a safe position before disengaging the
coupler. Disengaging the coupler will release the work tool or bucket
from control of the operator.
Serious injury or death may result from disengaging the work tool or
bucket when it is in an unstable position or carrying a load.
NOTICE
Auxiliary hoses for work tools must be disconnected before the quick
coupler is disengaged.
Pulling the work tool with the auxiliary hoses could result in damage to
the host machine or the work tool.
Page 12 of 19
position. This must be performed before you move the switch from the LOCK position to the UNLOCK
position.
2. Pull the switch outward and move the switch to the UNLOCK position.
3. Hold the control lever for the bucket cylinder in the EXTEND position for 5 seconds in order to unlock the
hook. A buzzer will sound until the switch is moved to the LOCK position. In order to lift objects with the
lifting eye of the quick coupler, refer to "Coupler Lifting Eye Operation without Bucket".
Page 13 of 19
4. Move the boom and the stick until the tool or the bucket is in the storage position. Keep the tool close to the
ground.
5. Rotate the quick coupler upward in order to release the bottom pin.
Page 14 of 19
6. Continue to rotate the quick coupler upward in order to release the top pin and completely release the work
tool from the quick coupler.
7. Move the stick to a position that is clear of the work tool.
Note: In order to lift objects with the lifting eye of the quick coupler, refer to "Coupler Lifting Eye
Operation without Bucket".
Coupling a Bucket that is Reversed
Page 15 of 19
1. When you use a hydraulic pin grabber quick coupler, you can connect to a bucket that is in a reversed
position. Refer to Illustration 17 for an example of connecting to a bucket that is in a reversed position.
before you move the switch from the LOCK position to the UNLOCK position. Extend the stick cylinder
3. Follow the same steps for coupling the work tool in order to couple the host machine to a bucket that is
reversed. Refer to "Coupling the Work Tool" for the proper procedure.
NOTICE
When some Caterpillar buckets are used in the reverse position, it can
be more difficult to couple the bucket and uncouple the bucket than in
the normal position.
Care must be taken to ensure that the position of the boom, stick, and
bucket are aligned to ensure smooth coupling. The coupler must be in
position between the bucket bosses.
If the bucket is not fully engaged in the jaw of the coupler, the quick
coupler can become snagged on the bucket bosses. The full weight of
the bucket is then carried by the quick coupler sideplates, which can
cause damage to the quick coupler.
Page 16 of 19
(1) Quick coupler
(2) Bucket
(3) Boss
(4) Hook
Coupler Lifting Eye Operation without Bucket

1. Remove the work tool. Refer to "Uncoupling the Work Tool" for the proper procedure.
Page 17 of 19
before you move the switch from the UNLOCK position to the LOCK position. Extend the stick cylinder
3. Pull the switch outward and move the switch to the LOCK position. The buzzer will no longer sound.
switch has been locked.
5. Rotate the quick coupler downward and move the stick to a position that is clear of the work tool.
Page 18 of 19
6. Use the lifting eye of the quick coupler, as needed.
7. In order to reinstall the bucket or the work tool, refer to "Coupling the Work Tool" for the proper
procedure.
Page 19 of 19
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Product: EXCAVATOR

320D Excavator
i03939091
Bucket - Remove and Install

SMCS - 6001-012; 6001-011; 6101; 6102; 6523
Captured Flag
Failure to follow the instruction below for the installation of a work tool
may result in personal injury or death. Special care must be taken if
more than one person is installing the work tool.
• Confirm the verbal communication and the hand signals that will
be used during the installation.
• Be alert for sudden movement of the front linkage and the work
tool.
• Do not insert fingers into the bores of the support pins when the
support pins and the bores are being aligned.
NOTICE
To facilitate removal of the bucket pins without causing damage to the

pins, the bearings, and/or the O-ring seals put the bucket on the floor
and the stick in a vertical position, as shown.
Removal Procedure
Page 1 of 13
1. Start the engine. Park the machine on a hard, level surface. Position the bucket, the stick, and the bucket
control linkage, as shown. Shut off the engine.
2. Slide O-ring seals (1) off the pin joints and onto the flanges of the bucket.
Page 2 of 13
When the pin assembly is removed, the linkage assembly may swing out
of the bucket. To prevent possible personal injury, do not stand in front
of the linkage assembly when the pin assembly is being removed.
Note: Removing the support pin may be difficult due to excessive pressure on the support pin. Remove the
pressure on the support pin by adjusting the front linkage.
3. Remove bolts (2) and retaining plates (3) . Then remove support pin (4) and support pin (5) .
4. Start the engine and raise the stick out of the bucket.
5. Remove the O-ring seals (1) from the flanges on the bucket.
Note: After the support pins have been removed, make sure that the support pins do not become contaminated
with sand or dirt. Make sure that the seals on the end of the stick and the seals on the end of the link do not
become damaged.
Installation Procedure
1. Clean each pin and each pin bore. Lubricate each pin bore with molybdenum grease.
Page 3 of 13
2. Position the O-ring seals (1) onto the flanges of the bucket.
3. Start the engine and lower the stick into the bucket until the pin bores are in alignment with each other. Stop
the engine.
4. Insert support pin (5) into the pin bore. Make sure that the flange of the support pin rest inside the support
on the side of the bucket.
5. Refer to Operation and Maintenance Manual, "Bucket Linkage - Inspect/Adjust" in order to adjust the
bucket clearance.
6. Install retaining plate (3) . Install bolts (2) . Tighten bolts (2) evenly.
Page 4 of 13
7. Slide O-ring seals (1) in position over the pin joints between the bucket and the stick.
8. Start the engine and position the bucket linkage into the bucket until the pin bores are in alignment with
each other. Stop the engine.
9. Insert support pin (4) into the pin bore. Make sure that the flange of the support pin rest inside the support
on the side of the bucket.
10. Install retaining plate (3) . Install bolts (2) . Tighten bolts (2) evenly.
11. Slide the O-ring seals (1) over the pin joints between the bucket and the link assembly.
12. Lubricate the bucket pins. Refer to Operation and Maintenance Manual, "Bucket Linkage - Lubricate" or
Operation and Maintenance Manual, "Boom, Stick, and Bucket Linkage - Lubricate".
Bolted Flag
tool.
NOTICE

Removal Procedure
Page 5 of 13
Page 6 of 13
3. Remove bolt (7) . Remove support pin (8) .
4. Remove bolt (10) . Remove support pin (9) .
become damaged.
Page 7 of 13
the engine.
4. Install support pin (9) into the pin bore.
5. Install bolt (10) .
bucket clearance.
Page 8 of 13
9. Install support pin (8) into the pin bore.
10. Install Bolt (7) .
Crossbolt
tool.
NOTICE

Removal Procedure
Page 9 of 13
Page 10 of 13
3. Remove nuts and retaining bolt (12) from support pin (13) . Remove support pin (13) .
4. Remove bolts (15) and adapter plate (14) . Remove the shims.
5. Remove nuts and retaining bolt (17) from support pin (16) . Remove support pin (16) .
become damaged.
Page 11 of 13
the engine.
4. Install support pin (16) . Put the retaining bolt hole that is in support pin (16) in alignment with the retaining
bolt hole that is in the bucket.
5. Install the retaining bolt and nuts (17) . Install adapter plate (14) without the shims, and without bolts (15)
that hold adapter plate (14) .
Page 12 of 13
bucket clearance.
9. Install support pin (13) . Put the retaining bolt hole that is in the bucket pin in alignment with the retaining
bolt hole that is in the bucket.
10. Install the retaining bolt and nuts (12) .
12. Tighten retaining nuts (12) and (17) . Position the outside nut even with the end of the retaining bolt or 0.5
mm (0.02 inch) beyond the end of the retaining bolt. Tighten the inside nut against the outside nut.
Page 13 of 13
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Product: EXCAVATOR

320D Excavator
i02282808
Work Tool Changing

SMCS - 6129; 6522; 6700
Only certain machines are equipped with the Versa-Link.
Position the stick in a VERTICAL position. Rotate the work tool so that the links and wedges are in a
VERTICAL position. Lower the work tool close to the ground but not touching the ground.
Once the positions have been found, perform the following procedure.
(1) Bolts. (2) Sliding Wedge Locks. (3) Retainer Bolts.
1. Turn four bolts (1) in the counterclockwise direction until the bolts are loose. The bolts hold the sliding
wedge locks (2) in place.
Page 1 of 2
2. Remove retainer bolts (3) .
3. Retract the sliding wedge locks (2) and reinstall the retainer bolts.
4. Move the machine to the new work tool and engage the new work tool.
(1) Bolts. (3) Retainer Bolts.
5. Remove retainer bolts (3). Move sliding wedges (2) downward.
6. Tighten four bolts (1) and reinstall retainer bolts (3) .
Page 2 of 2
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Product: EXCAVATOR
Systems Operation
320D and 323D Excavators Hydraulic System
Media Number -RENR7294-12 Publication Date -01/09/2012 Date Updated -24/09/2012
i04638697
Main Hydraulic System

SMCS - 5050; 5051; 5069; 5117; 5472
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY316-UP
S/N - DHK1025-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
Page 1 of 9
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Main Hydraulic Schematic
(1) Swing motor
(2) Left travel motor
(3) Right travel motor
(4) Stick cylinder
(5) Travel brake valve (left)
(6) Travel brake valve (right)
(7) Bucket cylinder
Page 2 of 9
(8) Boom cylinder
(9) Swivel
(10) Pilot control valve (travel)
(11) Stick drift reduction valve
(12) Main control valve
(13) Boom drift reduction valve
(14) Pressure switch
(16) Pilot control valve (swing and stick)
(17) Pilot control valve (boom and bucket)
(18) Main relief valve
(20) Accumulator
(21) Reducing valve (boom priority mode or swing priority mode)
(22) Pressure sensor (idler pump)
(23) Swing brake solenoid valve
(24) Valve
(25) Solenoid valve (hydraulic lockout)
(26) Idler pump
(27) Travel speed solenoid valve
(28) Pilot oil manifold
(29) Drain filter
(30) Pilot relief valve
(31) Pilot filter
(32) Drive pump
(33) Pilot pump
(34) Slow return check valve
(35) Bypass check valve
(36) Pressure sensor (drive pump)
(37) Proportional reducing valve (power shift pressure)
(38) Oil cooler
(39) Return filter
(40) Hydraulic tank
Page 3 of 9
Swing Motor with Fine Swing (If Equipped)
(1) Swing motor
(26) Idler pump
(32) Drive pump
(33) Pilot pump
(40) Hydraulic tank
(54) Fine swing solenoid
Page 4 of 9
Heavy Lift (If Equipped)
Heavy lift (partial schematic)
(33) Pilot pump
Page 5 of 9
(55) Heavy lift solenoid valve
Hydraulic Pump Flow and Pressure Control System
Pump compartment
(26) Idler pump
(32) Drive pump
(33) Pilot pump
(41) Delivery line (drive pump)
(42) Delivery line (idler pump)
This machine is driven and controlled by the following systems.
• The main hydraulic system controls the cylinders, the travel motors, and the swing motor.
• The pilot hydraulic system supplies oil to the main pumps, the main control valve, the swing brake, and the
travel motors.
• The electronic control system controls the outputs of the engine and pump.
The main hydraulic system delivers oil flow from drive pump (32) and idler pump (26) in order to control the
following components: bucket cylinder (7), stick cylinder (4), boom cylinders (8), right travel motor (3), left
travel motor (2) and swing motor (1).
Page 6 of 9
Main control valve
(43) Right control valve body
(44) Left control valve body
Drive pump (32) and idler pump (26) are variable displacement piston pumps. The performance of both pumps is
equal.
Drive pump (32) is directly connected to the engine by a flexible coupling. The drive pump delivers oil to the
right control valve body (43) of the main control valve. Idler pump (26) is mechanically connected to the drive
pump through gears. The idler pump delivers oil to the left control valve body (44) of the main control valve.
Pilot pump (33) supplies oil to the pilot hydraulic system. Pilot pump (33) is directly connected to drive pump
(32) by a coupling. All engine output is used to drive these three pumps.
As the load pressure increases during working conditions, the main pumps increase the delivery pressure and the
pumps decrease the flow rate. The hydraulic horsepower remains constant even though the delivery pressure and
the flow rates change. The hydraulic horsepower is approximately identical to the engine horsepower.
When no work is being performed, pump oil flows through main control valve (12) and into hydraulic tank (40).
The main control valve sends a negative flow control signal to each main pump regulator in order to destroke the
pump to the minimum output flow.
If an operation is being performed, main control valve (12) directs pump oil to the respective cylinders (boom,
bucket, and stick) and/or motors (swing and travel). Main control valve (12) contains numerous valve stems,
passages, check valves, and orifices in order to carry out a single operation or a combined operation. The working
pressure of the main hydraulic system is regulated by main relief valve (18).
Page 7 of 9
Cab
(47) Monitor panel
(48) Joystick (stick and swing)
(49) Joystick (boom and bucket)
(50) Left travel lever/pedal
(51) Right travel lever/pedal
(53) Engine speed dial
The pilot hydraulic system receives oil flow from pilot pump (33). The pilot hydraulic system controls the
following functions.
1. The pilot hydraulic system controls the operation of the implement control valves.
Pilot oil flows from pilot pump (33) through pilot manifold (28). The pilot oil then flows to the pilot control
valves for machine operation (implement operations, swing operations, and travel operation). These pilot
control valves are activated by the joysticks and the travel levers/pedals.
When joystick (48), joystick (49), left travel lever/pedal (50) and/or right travel lever/pedal (51) are moved
from the NEUTRAL position, the pilot oil flows through the pilot control valves to the corresponding
spools at the main control valve (12) .
The pilot pressure oil at that end of the valve spool forces the valve spool to shift. The pilot oil on the other
end of the valve spool drains to the hydraulic tank. When the valve spool shifts, oil is then delivered from
drive pump (32) or idler pump (26) to the cylinders and motors.
Thus, pilot oil drives each system of the main control valve.
2. The pilot hydraulic system controls the output flow of the main pumps.
During machine operation, pilot pressure is sent to the main pump regulators as a signal pressure. This
signal pressure is called power shift pressure. The machine ECM receives input signals from various
components on the machine. The machine ECM processes the input signals. The machine ECM then sends
an electrical signal to proportional reducing valve (37) at the drive pump regulator in order to regulate the
power shift pressure. The power shift pressure controls the output flow of drive pump (32) and idler pump
(26). Power shift pressure adjusts the output flow of the main pumps in accordance with the engine speed.
For more information concerning power shift pressure, refer to Systems Operation, "Pilot Hydraulic
System".
Page 8 of 9
3. The pilot hydraulic system generates signal pressure in order to perform the following operations.
a. Pilot signal pressure activates the Automatic Engine Speed Control (AEC) system. This action causes
functions to automatically reduce the engine speed when no hydraulic operation is called for.
b. Pilot signal pressure releases the swing parking brake.
c. Pilot signal pressure will automatically change the travel speed to either HIGH or LOW in
accordance with the hydraulic system load.
d. Pilot signal pressure operates the straight travel control valve. This action maintains straight travel
during the operation of an implement.
e. Pilot signal pressure controls the operation of the valves that can be used during a loading operation
or a trenching operation.
For more information concerning the pilot hydraulic system, refer to Systems Operation, "Pilot Hydraulic
System".
Copyright 1993 - 2015 Caterpillar Inc. Mon Jun 15 17:19:51 UTC+0700 2015
Page 9 of 9
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Product: EXCAVATOR
Systems Operation
i02822369
Main Control Valve

SMCS - 5051
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 13
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Hydraulic schematic
(2) Line relief valve (stick cylinder rod end)
Page 2 of 13
(4) Line relief valve (boom cylinder head end)
(5) Return port
(7) Stick regeneration valve
(8) Load check valve
(9) Parallel feeder passage
(10) Straight travel solenoid valve
(11) Right travel control valve
(12) Attachment control valve
(13) Bucket control valve
(14) Center bypass passage
(15) Boom I control valve
(16) Stick II control valve
(17) Relief valve (negative flow)
(18) Straight travel control valve
(20) Negative flow control orifice
(21) Boom II control valve
(22) Stick I control valve
(24) Swing control valve
(25) Left travel control valve
(27) Boom regeneration valve
(28) Line relief valve (boom cylinder rod end)
(30) Line relief valve (stick cylinder head end)
(31) Variable swing priority valve
(33) Stick unloading valve
(34) Line relief valve (bucket cylinder rod end)
(35) Line relief valve (bucket cylinder head end)
(37) Pressure port (idler pump)
(38) Negative flow control line (idler pump)
Page 3 of 13
(39) Pressure port (drive pump)
(40) Negative flow control line (drive pump)
(41) Idler pump
(42) Pilot pump
(43) Drive pump
(44) Hydraulic tank
Main control valve ports
(AR1) Right travel control valve (REVERSE TRAVEL)
(AR2) Attachment control valve (port)
(AR3) Bucket control valve (BUCKET CLOSE)
(AR4) Boom I control valve (BOOM LOWER)
Page 4 of 13
(AR5) Stick II control valve (STICK IN)
(BR1) Right travel control valve (FORWARD TRAVEL)
(BR2) Attachment control valve (port)
(BR3) Bucket control valve (BUCKET OPEN)
(BR4) Boom I control valve (BOOM RAISE)
(BR5) Stick II control valve (STICK OUT)
(AL1) Left travel control (REVERSE TRAVEL)
(AL2) Swing control valve (SWING LEFT)
(AL3) Stick I control valve (STICK IN)
(AL4) Boom II control valve (BOOM RAISE)
(BL1) Left travel control valve (FORWARD TRAVEL)
(BL2) Swing control valve (SWING RIGHT)
(BL3) Stick I control valve (STICK OUT)
(aR1) Pilot port at right travel control valve (REVERSE TRAVEL)
(aR2) Pilot port at attachment control valve
(aR3) Pilot port at bucket control valve (BUCKET CLOSE)
(aR4) Pilot port at boom I control valve (BOOM LOWER)
(aR5) Pilot port at stick II control valve (STICK IN)
(aL1) Pilot port at left travel control valve (REVERSE TRAVEL)
(aL2) Pilot port at swing control valve (SWING LEFT)
(aL3) Pilot port at stick I control valve (STICK IN)
(aL4) Pilot port at boom II control valve (BOOM RAISE)
(bR1) Pilot port at right travel control valve (FORWARD TRAVEL)
(bR2) Pilot port at attachment control valve
(bR3) Pilot port at bucket control valve (BUCKET OPEN)
(bR4) Pilot port at boom I control valve (BOOM RAISE)
(bR5) Pilot port at stick II control valve (STICK OUT)
(bL1) Pilot port at left travel control valve (FORWARD TRAVEL)
(bL2) Pilot port at swing control valve (SWING RIGHT)
(bL3) Pilot port at stick I control valve (STICK OUT)
(bL4) Pilot port at boom II control valve (STICK IN)
(DST) Drain port (straight travel control valve)
(HL) Negative flow signal pressure port (idler pump)
(HR) Negative flow signal pressure port (drive pump)
(Pi1) Pilot port (boom regeneration valve)
Page 5 of 13
(Pi2) Pilot port (stick regeneration valve)
(Pi3) Pilot port (variable swing priority valve)
(Pi4) Pilot port (straight travel solenoid valve)
(R2) Return port
(R3) Return port
Introduction
(45) Right body
Page 6 of 13
(46) Left body
Main control valve (bottom view)
Bottom view of main control valve
Main control valve (6) is located in the hydraulic system between the main pumps and actuators (cylinders and
motors). Depending on the machine operation, the oil flow from drive pump (43), idler pump (41) and pilot pump
(42) to the hydraulic circuits are controlled by the operation of each component in the main control valve. By this
control, the speed and direction of the cylinders and the motors can be controlled and adjusted. The pump delivery
pressure can be controlled and adjusted.
Page 7 of 13
The main control valve includes right body (46) and left body (45). The main control valve is coupled together
with bolts in order to make one assembly.
1. The right travel control valve (11), attachment control valve (12), bucket control valve (13), boom I control
valve (15) and stick II control valve (16) are located in right body (46). The drive pump oil is delivered
through pressure port (39), center bypass passage (14) and return port (5) to hydraulic tank (44). In
addition, the following components are located in right body (46) .
a. The line relief valve (bucket cylinder rod end) (34) and the line relief valve (bucket cylinder head
end) (35) limit the pressure in the bucket circuit due to external forces.
b. When the joysticks and/or travel levers/pedals are in the NEUTRAL position, or when the joysticks
and/or travel levers/pedals are partially moved from the NEUTRAL position, negative flow control
relief valve (19) and the negative flow control orifice (29) decrease the pump flow.
c. Boom drift reduction valve (3) prevents boom drift when the joystick for the boom is in the
NEUTRAL position. The line relief valve (boom cylinder head end) (4) is mounted on the boom drift
reduction valve. The line relief valve (boom cylinder rod end) (28) is also located on the right body.
d. Boom regeneration valve (27) supplies return oil from the head end of the boom cylinders to the rod
end of the boom cylinders when the boom is lowered.
e. Load check valves (26) are part of the following control valves: attachment control valve (12), bucket
control valve (13), boom I control valve (15) and stick II control valve (16) .
1. Straight travel control valve (18), left travel control valve (25), swing control valve (24), stick I control
valve (22) and boom II control valve (21) are located in left body (45). The idler pump oil is delivered
through pressure port (37), center bypass passage (23) and return port (5) to hydraulic tank (44).
Note: In addition, the following components are located in left body (45) .
a. Stick drift reduction valve (1) prevents stick drift when the joystick for the stick is in the NEUTRAL
position. The line relief valve (stick cylinder rod end) (2) is mounted on the stick drift reduction
valve. The line relief valve (stick cylinder head end) (30) is also located on the left body.
c. Stick regeneration valve (7) supplies return oil from the rod end of the stick cylinder to the head end
of the stick cylinder during the stick in function.
d. Stick unloading valve (33) reduces the back pressure in the rod end of the stick cylinder during the
stick in function.
e. Load check valves (8) are part of the following control valves: swing control valve (24) and stick I
control valve (22) .
f. Main relief valve (32) limits the main hydraulic system pressure.
• When the main control valve is in the NEUTRAL position, no pump oil flows to the cylinders and the
motors. Main control valve operation in the NEUTRAL position is described later in this section.
• The main control valve controls the negative flow control signal. For more information on the negative flow
control operation, refer to Systems Operation, "Negative Flow Control System".
Page 8 of 13
• The main control valve prevents cylinder drift with the load check valves. For more information on the load
check valves, refer to Systems Operation, "Check Valve (Load)".
• The main control valve limits the circuit pressure with relief valve operation. For more information on the
limitation of circuit pressure, refer to Systems Operation, "Relief Valve (Main)" and Systems Operation,
"Relief Valve (Line)".
The description of other components that are installed on the main control valve or in the main control valve will
be listed separately. Refer to the appropriate sections that are in this manual for further information on the
components.
Main Control Valve Operation in NEUTRAL Position
Main control valve (neutral position)
(7) Inlet port
Page 9 of 13
(14) Right body
(15) Left body
(17) Return port
(19) Return passage
(21) Inlet port
(23) Return passage
The drive pump supplies oil to right body (14) through inlet port (7). The oil then flows through center bypass
passage (20) and parallel feeder passage (6). The idler pump supplies oil to left body (15) through inlet port (21).
The oil then flows through center bypass passage (22) and parallel feeder passage (10) .
When all of the joysticks and/or travel levers/pedals are in the NEUTRAL position, drive pump oil flows through
center bypass passage (20), negative flow control orifice (18), return passage (19), return passage (23) and return
port (17) back to the hydraulic tank. Idler pump oil from inlet port (21) flows through center bypass passage (22),
negative flow control orifice (16) and return port (17) back to the hydraulic tank. Oil in parallel feeder passages
(6) and (10) remains blocked by each control valve spool.
Activation of any joystick and/or travel levers/pedals provides two paths for drive pump oil. One path flows
through center bypass passage (20) to right travel control valve (5). The other path flows through parallel feeder
passage (6), attachment control valve (4), bucket control valve (3) and boom I control valve (2). Activation of any
joystick and/or travel levers/pedals also provides two paths for idler pump oil. One path flows through center
bypass passage (22) to left travel control valve (9) and stick I control valve (12). The other path flows through
parallel feeder passage (10) to swing control valve (11) .
Individual Valve Operation
Page 10 of 13
Bucket control valve (NEUTRAL position)
(2) Port
(5) Passage
(6) Port
(8) Pilot port
(9) Pilot port
(10) Return passage
Page 11 of 13
(11) Spool
(13) Spring
The bucket control valve is used as a typical example for describing the operation of individual control valves.
When the joysticks and/or travel levers/pedals are in the NEUTRAL position, pilot oil does not flow to port (8)
and port (9). Spool (11) is centered in the NEUTRAL position by the force of spring (13). The drive pump oil
flows through center bypass passage (12) to the hydraulic tank.
Bucket control valve BUCKET CLOSE
(2) Port
(5) Passage
(6) Port
(8) Pilot port
Page 12 of 13
(10) Return passage
(11) Spool
(14) Passage
(15) Passage
When the joystick for the bucket is moved to the BUCKET CLOSE position, pilot oil is supplied to pilot port (8).
Spool (11) moves to the left. Center bypass passage (12) is closed and passage (15) becomes opened. Port (14) is
now connected to return passage (10) .
Oil that is in parallel feeder passage (3) flows through load check valve (4), passage (5) and passage (15). The oil
then flows to port (6). The bucket cylinder rod extends. When the bucket cylinder rod extends, the displaced oil in
the rod end flows to port (2) .
Oil flows through port (2) to return passage (14) and back to the hydraulic tank.
Copyright 1993 - 2015 Caterpillar Inc. Mon Jun 15 17:19:20 UTC+0700 2015
Page 13 of 13
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Product: EXCAVATOR
Systems Operation
C4.2 and C6.4 Engines for Caterpillar Built Machines
Media Number -KENR6741-23 Publication Date -01/07/2013 Date Updated -30/07/2013
i02877985
Electrical System
SMCS - 1400; 1550; 1900
Page 1 of 11
Electrical circuit
(1) Air inlet heater
(2) Indicator
(3) Relay
(4) Relay
(5) Alternator
(6) Pilot light for battery charge
(7) Switch for starting motor
(8) Starting motor
(9) Battery
Page 2 of 11
(A) 1 gauge wire
(B) 6 gauge wire
(C) 18 gauge wire
The electrical system has three separate circuits: charging circuit, starting circuit and low amperage circuit. Some
of the components of the electrical system are used in more than one circuit. The following items are common in
each of the circuits: battery, circuit breaker, ammeter (not shown), cables and wires from the battery.
The charging circuit is in operation when the engine is running. Alternator (5) makes electricity for the charging
circuit. A voltage regulator in the circuit controls the electrical output in order to keep the battery at full charge.
The starting circuit is in operation only when the start switch is activated.
The low amperage circuit is connected through the ammeter and the charging circuit is connected through the
ammeter.
Grounding Practices
Proper grounding for the vehicle system is necessary for proper vehicle performance and reliability. Proper
grounding for the electrical system is necessary for proper machine performance and reliability. Improper
grounding will result in uncontrolled electrical circuit paths and improper grounding will result in unreliable
electrical circuit paths. Damage to main bearing and damage to the crankshaft bearing journal surfaces can occur.
Uncontrolled electrical circuit paths can also cause electrical noise which may degrade machine performance.
Use an engine-to-frame ground strap. The engine-to-frame ground strap must have a direct path to the battery.
The direct path will ensure proper functioning of the machine electrical system. The direct path will also ensure
proper functioning of the engine electrical system. Use a frame to starting motor ground or use a frame to engine
ground.
Ground wires should be combined at ground studs. The ground studs should be dedicated for ground use only.
The engine alternator must be grounded to the negative terminal of the battery. The size of ground wire must be
adequate to handle a full current for charging the alternator.
NOTICE
This engine has a 24 Volt starting system.
Use only the same voltage (24 volts) for jump starting.
Use of a welder or higher voltage will damage the electrical system.
Charging System Components

Alternator
Page 3 of 11
Typical alternator components
(10) Voltage regulator
(11) Bearing
(12) Stator winding
(13) Bearing
(14) Rectifier bridge
(15) Field winding
(16) Rotor assembly
(17) Fan
NOTICE
The alternator should never be operated without the battery in the

circuit. The making or the breaking of an alternator connection with a
heavy load on the circuit can cause damage to the regulator.
The alternator is driven by a belt from the pulley of the crankshaft. The alternator is three-phase and the alternator
is a self-rectifying charging unit. The voltage regulator is part of the alternator.
The alternator does not need slip rings and the alternator does not need brushes. The rotator assembly is the only
part in the alternator that moves. The conductors that carry current are stationary. The following items are
conductors: wiring, stator windings, six rectifying diodes and components of the regulator circuit.
The rotor assembly has many magnetic poles. An air space is between the opposite poles. The poles have residual
magnetism that produces a small magnetic field between the poles. Residual magnetism is similar to permanent
Page 4 of 11
magnets. As the rotor assembly begins to turn between the field winding and the stator windings, a small amount
of alternating current (AC) is produced in the stator windings. The small amount of current is produced from the
small magnetic lines of force. The small magnetic lines of force are made by the residual magnetism of the poles.
The alternating current passes through the diodes of the rectifier bridge and the alternating current is then
converted into direct current (DC).
The current primarily charges the battery and the current primarily supplies the low amperage circuit. The
remainder of the current is sent to the field windings (wires around an iron core). This increases the strength of the
magnetic lines of force. The amount of alternating current that is produced in the stator windings increases. The
increased speed of the rotor assembly increases the current output of the alternator. The increased speed of the
rotor assembly also increases the voltage output of the alternator.
The voltage regulator is an electronic switch. The voltage regulator consists of a transistor and stationary parts.
The voltage regulator turns on and the voltage regulator turns off in order to control the field current (DC current
to the field windings) for the alternator.
Starting System Components

Electric Starting Motor
Components of the starting motor
(18) Solenoid
Page 5 of 11
(19) Pinion
(20) Reduction gear
(21) Overrunning clutch
The starting motor has gear reduction. The starting motor is provided with a one-way roller clutch. Major
components of the starting motor include the following items: motor, overrunning clutch (21) and solenoid (18) .
The motor generates power. The overrunning clutch transmits torque of the armature. The overrunning clutch also
limits the engine rpm after start-up. Solenoid (18) engages pinion (19) with the flywheel ring gear. Reduction gear
(20) reduces the speeds of the armature and the reduction gear transmits torque to the pinion.
Reduction Gear
Assembly of reduction gear
(22) Armature shaft
(23) Pinion
(24) Overrunning clutch
The end of armature shaft (22) has a gear. The gear engages with an internal gear. The reduction gear reduces
high motor speed. The reduction gear also transmits higher cranking torque to the pinion shaft.
Overrunning Clutch
Page 6 of 11
Components of overrunning clutch
(25) Outer race
(26) Inner race
(27) Spring
(28) Roller
The overrunning clutch has rollers. Outer race (25) and inner race (26) form a groove. The shape of the groove is
a wedge. Each roller (28) is located in the groove. Each roller is pressed by a spring (27vO) . The roller is pressed
against the narrower side of the groove by the spring. The rotation of the outer race is transmitted to the pinion.
No torque is transmitted from the pinion as the roller moves to the wider side. The action from the wedge is
released.
Starting Motor Operation
Page 7 of 11
Switch for starting motor In ON position
(29) Starter switch
(30) Starter relay
(31) Plunger
(32) Field coil
(33) Reduction gear
(34) Pinion
(35) Battery
(36) Ring gear
Current flows from the "SW" terminal of the starting motor relay to the "L" terminal when the starter switch of
the starting motor is in the ON position. The "P2" contact closes. Current from the battery flows from the "S"
Page 8 of 11
terminal of the magnetic switch to the pull in coil "P". Current from the battery also flows from the "S" terminal
of the magnetic switch to the hold in coil "H". The current decreases. The current flows from the "M" terminal to
the motor.
Plunger (31) is energized by the magnetic flux of the pull in the field coil and the hold in the field coil. The
plunger closes the "P1" terminal. The plunger also pushes out the pinion (34) . The pinion turns slowly on weak
current.
Engaged pinion gear
(29) Starter switch
(30) Starter relay
(31) Plunger
(32) Field coil
Page 9 of 11
(33) Reduction gear
(34) Pinion
(35) Battery
(36) Ring gear
The "P1" contact closes and the current of the battery flows directly to the starting motor when the pinion
completely meshes with the ring gear. The starting motor turns the pinion. No current flows to the pull in coil "P".
The plunger is retained by the hold in coil "H".
Switch for starting motor In OFF position
(29) Starter switch
Page 10 of 11
(30) Starter relay
(31) Plunger
(32) Field coil
(33) Reduction gear
(34) Pinion
(35) Battery
(36) Ring gear
The "P2" contact opens when starter switch (29) for the starting motor is set to the OFF position. The starter
switch for the starting motor is opened. The "P1" terminal is in the closed position. The battery current flows from
the "B" terminal to the pull in coil "P" and the hold in coil "H"when the starting motor is opened.
The magnetic fluxes cancel each other since the direction of current flow is reversed. The spring returns to the
original position. Contact point "P1" opens. The current to the starting motor is cut off.
Page 11 of 11
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Product: EXCAVATOR

320D Excavator
i01440847
Access Door and Cover Locations

SMCS - 726A-CH
Engine Hood
Left Rear Access Door
Page 1 of 3
Left Front Access Door
Right Access Door
Page 2 of 3
Page 3 of 3
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Product: EXCAVATOR

320D Excavator
i05962818
Lubricant Viscosities - Fluids Recommendations

SMCS - 7581
General Information for Lubricants

When you are operating the machine in temperatures below -20°C (-4°F), refer to Special Publication,
SEBU5898, "Cold Weather Recommendations". This publication is available from your Cat dealer.
Refer to the "Lubricant Information" section in the latest revision of the Special Publication, SEBU6250,
"Caterpillar Machine Fluids Recommendations" for a list of Cat engine oils and for detailed information. This
manual may be found on the Web at Safety.Cat.com.
The footnotes are a key part of the tables. Read ALL footnotes that pertain to the machine compartment in
question.
Selecting the Viscosity

In order to select the proper oil for each machine compartment, refer to the "Lubricant Viscosity for Ambient
Temperature" table. Use the oil type AND oil viscosity for the specific compartment at the proper ambient
temperature.
The proper oil viscosity grade is determined by the minimum ambient temperature (the air in the immediate
vicinity of the machine). Measure the temperature when the machine is started and while the machine is operated.
In order to determine the proper oil viscosity grade, refer to the "Min" column in the table. This information
reflects the coldest ambient temperature condition for starting a cold machine and for operating a cold machine.
Refer to the "Max" column in the table for operating the machine at the highest temperature that is anticipated.
Unless specified otherwise in the "Lubricant Viscosities for Ambient Temperatures" tables, use the highest oil
viscosity that is allowed for the ambient temperature.
Machines that are operated continuously should use oils that have the higher oil viscosity. The oils that have the
higher oil viscosity will maintain the highest possible oil film thickness. Refer to "General Information for
Lubricants" article, "Lubricant Viscosities" tables, and any associated footnotes. Consult your Cat dealer if
additional information is needed.
NOTICE
Page 1 of 8
Not following the recommendations found in this manual can lead to
reduced performance and compartment failure.
Engine Oil
Cat oils have been developed and tested in order to provide the full performance and life that has been designed
and built into Cat engines.
Cat DEO-ULS multigrade and Cat DEO multigrade oils are formulated with the correct amounts of detergents,
dispersants, and alkalinity in order to provide superior performance in Cat diesel engines where recommended for
use.
Note: SAE 10W-30 is the preferred viscosity grade for the 3116, 3126, C7, C-9, and C9 diesel engines when the
ambient temperature is between -18° C (0° F) and 40° C (104° F).
Table 1
Lubricant Viscosities for Ambient Temperatures
°C °F
Compartment or Oil Type and Performance Oil Viscosities
System Requirements Max
Min Max Min
-40 40 -40
Cat DEO-ULS Cold Weather SAE 0W-40 104
Cat DEO-ULS SYN -30 50 -22

SAE 5W-40 122
Cat DEO SYN
Engine Crankcase
Cat DEO-ULS SAE 10W-30 -18 40
0 104
Cat DEO
Cat DEO-ULS SAE 15W-40 -9.5 50
15 122
Cat DEO
When fuels of sulfur level of 0.1 percent (1000 ppm) or higher are used, Cat DEO-ULS may be used if S·O·S oil
analysis program is followed. Base the oil change interval on the oil analysis.
Hydraulic Systems
Refer to the "Lubricant Information" section in the latest revision of the Special Publication, SEBU6250,
"Caterpillar Machine Fluids Recommendations" for detailed information. This manual may be found on the Web
at Safety.Cat.com.
The following are the preferred oils for use in most Cat machine hydraulic systems:
• Cat HYDO Advanced 10 SAE 10W
• Cat HYDO Advanced 30 SAE 30W
• Cat BIO HYDO Advanced
Page 2 of 8
Cat HYDO Advanced oils allow 6000 hours or higher oil drain intervals for most applications. S·O·S
Services oil analysis is recommended when the oil drain interval is increased to 6000 hours or higher. In
comparison, non-Cat commercial hydraulic oils (second choice oils) allow 2000 hours oil drain interval. It is
recommended to follow the maintenance interval schedule for oil filter changes and for oil sampling that is stated
in the Operation and Maintenance Manual for your particular machine. Consult your Cat dealer for details. When
switching to Cat HYDO Advanced fluids, cross contamination with the previous oil should be kept to less than
10%.
Second choice oils are listed below.
• Cat MTO
• Cat DEO
• Cat DEO-ULS
• Cat TDTO
• Cat TDTO Cold Weather
• Cat TDTO-TMS
• Cat DEO-ULS SYN
• Cat DEO SYN
• Cat DEO-ULS Cold Weather
Note: Oil drain intervals of the oils listed above are less than those of Cat HYDO Advanced oils. The oil drain
intervals of these oils is typically 2000 hours and up to a maximum of 4000 hours. An exception is Cat TDTO
Cold Weather oil which allows 6000 hours or higher oil drain interval. S·O·S Services oil analysis is required
when the oils listed above are used in Cat hydraulic system components and hydrostatic transmissions.
Table 2
°C °F
Compartment or Oil Type and Performance
Oil Viscosities Max
System Requirements Min Max Min
CatHYDO Advanced 10 -20 40

SAE 10W -4 104
Cat TDTO
Cat HYDO Advanced 30 50
SAE 30 10 50 122
Cat TDTO
"ISO 46" Multi- -30 50 -22
Cat BIO HYDO Advanced 122
Hydraulic System Grade
Cat MTO
-20 40
Cat DEO-ULS SAE10W-30 -4 104
Cat DEO
Cat DEO-ULS -15 50
SAE15W-40 5 122
Cat DEO
Page 3 of 8
-15 50
Cat TDTO-TMS Multi-Grade 5 122
Cat DEO-ULS SYN -30 40 -22

SAE 5W-40 104
Cat DEO SYN
-40 40 -40
Cat DEO-ULS Cold Weather SAE0W-40 104
-40 40 -40
Cat TDTO Cold Weather SAE 0W-20 104
Other Fluid Applications

Table 3
Excavators, Front Shovels, Mass Excavators, Demolition Excavators, and Track Material Handlers
Oil Type and °C °F

Oil Viscosity
Compartment or System Performance Max Min Max
Grade Min
Requirements
-40 -40
SAE 0W-20 0 32
-40
SAE 0W-30 -40 10 50
-22
SAE 5W-30 -30 10 50
Cat TDTO
Cat TDTO-TMS
Final Drives and Swing Drives -22
Cat TDTO SYN Cold SAE 10W -30 0 32
Weather
commercial TO-4 -13
SAE 30 -25 25 77
122
SAE 50 -15 50 5
Cat TDTO- -22

-30 25 77
TMS
-40 -40
SAE 0W-20 0 32
Cat TDTO -40

Track Roller Frame Recoil Cat TDTO-TMS SAE 0W-30 -40 10 50
Spring and Pivot Shaft Bearings Cat TDTO SYN Cold
Weather -31
SAE 5W-30 -35 0 32
commercial TO-4
-22
SAE 10W -30 0 32
Page 4 of 8
SAE 30 -20 25 -4 77
104
SAE 40 -10 40 14
122
SAE 50 0 50 32
Cat TDTO- -13

-25 25 77
TMS
Cat DEO (single grade)
-20
Cat DEO SYN SAE 30 25 -4 77
Cat DEO-ULS SYN
Track Idlers and Track Rollers
Cat ECF-1-a
Cat ECF-2 -31 104
Cat ECF-3 SAE 5W-40 -35 40
API CF
Special Lubricants
Grease
In order to use a non-Cat grease, the supplier must certify that the lubricant is compatible with Cat grease.
Each pin joint should be flushed with the new grease. Ensure that all old grease is removed. Failure to meet this
requirement may lead to failure of a pin joint.
Table 4
Recommended Grease
°C °F
NLGI Grade
Compartment or System GreaseType Max Min Max
Min
NLGI Grade 2 -20

Cat Advanced 3Moly 40 -4 104
NLGI Grade 2 -30

50 -22 122
-35
Cat Ultra 5Moly NLGI Grade 1 40 -31 104
External Lubrication Points
-40
NLGI Grade 0 35 -40 95
NLGI Grade 0 -50

Cat Arctic Platinum 20 -58 68
NLGI Grade 2 -20

Cat Desert Gold 60 -4 140
Page 5 of 8
Cat Multipurpose NLGI Grade 2 -30
40 -22 104
Grease
Grease for the Autolube System (if Equipped)
The grease used with the automatic lubrication system must not contain any graphite or PTFE.
Note: Pumpability is based on "US Steel Mobility and Lincoln Ventmeter Tests". Performance may vary
depending on lubrication equipment and the length of the lines.
ReferenceRefer to Special Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations" for

additional information about grease. This manual may be found on the Web at Safety.Cat.com.
Table 5
Recommended Grease for the Autolube System
°C °F
Compartment or System GreaseType NLGI Grade
Min Min
Cat 3Moly Grease NLGI Grade 2 -18 0
NLGI Grade 2 -7 20
Cat Ultra 5Moly NLGI Grade 1 -18 0
Cat Autolube System
NLGI Grade 0 -29 -20
Cat Arctic Platinum NLGI Grade 0 -43 -45
Cat Desert Gold NLGI Grade 2 2 35
Diesel Fuel Recommendations

Diesel fuel must meet "Caterpillar Specification for Distillate Fuel" and the latest versions of "ASTM D975" or
"EN 590" in order to ensure optimum engine performance. Refer to Special Publication, SEBU6250, "Caterpillar
Machine Fluids Recommendations" for the latest fuel information and for Cat fuel specification. This manual may
be found on the Web at Safety.Cat.com.
The preferred fuels are distillate fuels. These fuels are commonly called diesel fuel, furnace oil, gas oil, or
kerosene. These fuels must meet the "Caterpillar Specification for Distillate Diesel Fuel for Off-Highway Diesel
Engines". Diesel Fuels that meet the Caterpillar specification will help provide maximum engine service life and
performance.
Misfueling with fuels of high sulfur level can have the following negative effects:
• Reduce engine efficiency and durability
• Increase the wear
• Increase the corrosion
• Increase the deposits
• Lower fuel economy
Page 6 of 8
• Shorten the time period between oil drain intervals (more frequent oil drain intervals)
• Increase overall operating costs
• Negatively impact engine emissions
Failures that result from the use of improper fuels are not Caterpillar factory defects. Therefore the cost of repairs
would not be covered by a Caterpillar warranty.
Caterpillar does not require the use of ULSD in off road and machine applications that are not Tier 4/Stage IIIB
certified engines. ULSD is not required in engines that are not equipped with after treatment devices.
Follow operating instructions and fuel tank inlet labels, if available, in order to ensure that the correct fuels are
used.
Refer to Special Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations" for more details about
fuels and lubricants. This manual may be found on the Web at Safety.Cat.com.
Fuel Additives
Cat Diesel Fuel Conditioner and Cat Fuel System Cleaner are available for use when needed. These products are
applicable to diesel and biodiesel fuels. Consult your Cat dealer for availability.
Biodiesel
Biodiesel is a fuel that can be made from various renewable resources that include vegetable oils, animal fat, and
waste cooking oil. Soybean oil and rapeseed oil are the primary vegetable oil sources. In order to use any of these
oils or fats as fuel, the oils or fats are chemically processed (esterified). The water and contaminants are removed.
U.S. distillate diesel fuel specification "ASTM D975-09a" includes up to B5 (5 percent) biodiesel. Currently, any
diesel fuel in the U.S. may contain up to B5 biodiesel fuel.
European distillate diesel fuel specification "EN 590" includes up to B5 (5 percent) and in some regions up to B7
(7 percent) biodiesel. Any diesel fuel in Europe may contain up to B5 or in some regions up to B7 biodiesel fuel.
Note: Up to B20 biodiesel blend level is acceptable for use in Excavator engines.
When biodiesel fuel is used, certain guidelines must be followed. Biodiesel fuel can influence the engine oil,
aftertreatment devices, non-metallic, fuel system components, and others. Biodiesel fuel has limited storage life
and has limited oxidation stability. Follow the guidelines and requirements for engines that are seasonally
operated and for standby power generation engines.
In order to reduce the risks associated with the use of biodiesel, the final biodiesel blend and the biodiesel fuel
used must meet specific blending requirements.
All the guidelines and requirements are provided in the latest revision of Special Publication, SEBU6250,
"Caterpillar Machine Fluids Recommendations". This manual may be found on the Web at Safety.Cat.com.
Coolant Information
The information provided in this "Coolant Recommendation" section should be used with the "Lubricants
Information" provided in the latest revision of Special Publication, SEBU6250, "Caterpillar Machine Fluids
Recommendations". This manual may be found on the Web at Safety.Cat.com.
Page 7 of 8
The following two types of coolants may be used in Cat diesel engines:
Preferred - Cat ELC (Extended Life Coolant)
Acceptable - Cat DEAC (Diesel Engine Antifreeze/Coolant)
NOTICE
Never use water alone as a coolant. Water alone is corrosive at engine

operating temperatures. In addition, water alone does not provide
adequate protection against boiling or freezing.
Page 8 of 8
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Product: EXCAVATOR

320D Excavator
i03574842
Bucket Tips - Inspect/Replace

SMCS - 6805-040; 6805-510
Block the bucket before changing the bucket teeth.
To prevent possible injury to the eyes, wear a protective face shield

when striking the pin.
The pin, when struck, can fly out and cause injury to nearby personnel.
Bucket Tips
Page 1 of 10
(1) Usable tip
(2) Replaceable bucket tip
(3) Overworn tip
Check the bucket tips for wear. If the bucket tip has a hole, replace the bucket tip.
1. Remove the pin from the bucket tip. The pin can be removed by one of the following methods.
◦ Use a hammer and a punch from the retainer side of the bucket to drive out the pin.
◦ Use a Pin-Master. Follow Step 1.a through Step 1.c for the procedure.
Page 2 of 10
(4) Back of Pin-Master
(5) Extractor
a. Place the Pin-Master on the bucket tip.
b. Align extractor (5) with the pin.
c. Strike the Pin-Master at the back of the tool (4) and remove the pin.
Note: Discard the old pin and the retainer assembly. When you change tips, use a new pin and a new
retainer assembly. Refer to the appropriate parts manual for your machine.
Page 3 of 10
(6) Retainer assembly
(7) Adapter
2. Clean the adapter and the pin.
3. Fit retainer assembly (6) into the counterbore that is in the side of adapter (7) . Make sure that the face of
the retainer assembly with the marking "OUTSIDE" is visible.
4. Install the new bucket tip onto the adapter.
Page 4 of 10
Note: The bucket tips can be rotated by 180 degrees in order to allow the tip to wear evenly. You may also
move the tips from the outside teeth to the inside teeth. Check the tips often. If wear is present on the tips,
rotate the tips. The outside teeth generate the most wear.
5. Drive the pin through the bucket tip. The pin can be installed by using one of the following methods:
◦ From the same side of the retainer, drive the pin through the bucket tip, the retainer assembly, and the
adapter.
◦ Use a Pin-Master. Follow Step 5.a through Step 5.e for the procedure.
(8) Pin
a. Insert pin (8) through the bucket tip.
Page 5 of 10
b. Place the Pin-Master over the bucket tips so that the pin will fit into the counterbore of the pin holder
(9) .
c. Strike the Pin-Master with a hammer at the back of the tool (4) in order to insert the pin.
d. Slide pin holder (9) away from the pin and rotate the tool slightly in order to align pin setter (10) with
the pin.
Final assembly of pin into bucket tip
e. Strike the end of the tool until the pin is fully inserted.
Page 6 of 10
Side Cutters
Bucket With Side Cutters
1. Remove the mounting bolts and the side cutters (11) .
2. Clean the mounting surface of the side plate on the bucket and of the side cutter. Remove any burrs or
protrusions on the mating surfaces.
Page 7 of 10
(12) Shear ledge on a side cutter
(13) Side plate on a bucket
(B) 0.0 mm (0.0 inch)
Note: Some side cutters may be rotated for additional wear.
3. Install the side cutter.
Note: Certain bolts may require thread compound.
4. Hand tighten the bolts.
5. Make sure that there is not a gap between the side plate on the bucket and the shear ledge on the side cutter.
6. Torque the mounting bolts to the correct specification.
Page 8 of 10
Side Protectors (If Equipped)
Inspect the wear of the side protector. When too much wear is present, replace the protector.
Page 9 of 10
(14) Side plate
(15) Retainer
(16) Side protector
(17) Pin
(18) Shim
1. Hit pin (17) from the side of the bucket without the retainer in order to remove side protector (16) from side
plate (14) .
2. Clean side protector (16) , pin (17) , retainer (15) and side plate (14) before installation.
Note: Lateral clearance between the side plate and the side protector should not exceed 1 mm (0.04 inch).
Shims (18) may be required in order to decrease the lateral clearance which will decrease movement. Install
the shims (18) between the side plate and the side protector on the opposite side of the retainer.
3. Put retainer (15) in side plate (14) .
4. Align two pin holes of the new protector and the side plate. Hit the pin from the retainer side of the bucket.
Note: If the pin and/or the retainer are worn, replace the pin and/or the retainer.
Page 10 of 10
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320D Excavator
i05782407
Maintenance Interval Schedule

SMCS - 7000
Ensure that all safety information, warnings, and instructions are read and understood before any operation or any
maintenance procedures are performed.
The user is responsible for the performance of maintenance. All adjustments, the use of proper lubricants, fluids,
filters, and the replacement of components due to normal wear and aging are included. Failure to adhere to proper
maintenance intervals and procedures may result in diminished performance of the product and/or accelerated
wear of components.
Use mileage, fuel consumption, service hours, or calendar time, WHICH EVER OCCURS FIRST, in order to
determine the maintenance intervals. Products that operate in severe operating conditions may require more
frequent maintenance. Refer to the maintenance procedure for any other exceptions that may change the
maintenance intervals.
Note: Before each consecutive interval is performed, all maintenance from the previous interval must be
performed.
Note: If Cat HYDO Advanced hydraulic oils are used, the hydraulic oil change interval is extended to 3000
hours. S·O·S services may extend the oil change even longer. Consult your Cat dealer for details.
When Required
Air Conditioner/Cab Heater Filter (Recirculation) - Inspect/Replace
Battery - Recycle
Battery or Battery Cable - Inspect/Replace
Bucket Linkage - Inspect/Adjust
Cab Air Filter (Fresh Air) - Clean/Replace
Camera - Clean/Adjust
Circuit Breakers - Reset
Engine Air Filter Primary Element - Clean/Replace
Engine Air Filter Secondary Element - Replace
Fuel System - Prime
Fuses - Replace
Page 1 of 5
High Intensity Discharge Lamp (HID) - Replace
Oil Filter - Inspect
Radiator Core - Clean
Receiver Dryer (Refrigerant) - Replace
Track Adjustment - Adjust
Window Washer Reservoir - Fill
Window Wiper - Inspect/Replace
Windows - Clean
Every 10 Service Hours or Daily for First 100 Hours

Boom and Stick Linkage - Lubricate
Bucket Linkage - Lubricate
Every 10 Service Hours or Daily

Cooling System Coolant Level - Check
Engine Oil Level - Check
Fuel System Water Separator - Drain
Fuel Tank Water and Sediment - Drain
Hydraulic System Oil Level - Check
Indicators and Gauges - Test
Seat Belt - Inspect
Track Adjustment - Inspect
Travel Alarm - Test
Undercarriage - Check
Every 10 Service Hours or Daily for Machines Used in Severe Applications

Every 50 Service Hours or Weekly

Bucket Linkage - Inspect/Adjust
Quick Coupler - Lubricate
Every 100 Service Hours or 2 Weeks

Every 100 Service Hours of Continuous Hammer Use

Oil Filter (Hydraulic Hammer) - Replace
Initial 250 Service Hours

Engine Valve Lash - Check
Final Drive Oil - Change
Hydraulic System Oil Filter (Case Drain) - Replace
Hydraulic System Oil Filter (Pilot) - Replace
Hydraulic System Oil Filter (Return) - Replace
Swing Drive Oil - Change
Page 2 of 5
Every 250 Service Hours
Engine Oil Sample - Obtain
Final Drive Oil Sample - Obtain
Every 250 Service Hours for Machines Used in Severe Applications

Fuel System Primary Filter (Water Separator) Element - Replace
Fuel System Secondary Filter - Replace
Every 250 Service Hours or Monthly

Belt - Inspect/Adjust/Replace
Condenser (Refrigerant) - Clean
Final Drive Oil Level - Check
Swing Bearing - Lubricate
Swing Drive Oil Level - Check
Every 250 Service Hours of Partial Hammer Use (50% of Service Hours)
Oil Filter (Hydraulic Hammer) - Replace

Initial 500 Hours (for New Systems, Refilled Systems, and Converted Systems)
Cooling System Coolant Sample (Level 2) - Obtain
Every 500 Service Hours

Hydraulic System Oil Sample - Obtain
Swing Drive Oil Sample - Obtain
Every 500 Service Hours or 3 Months

Engine Crankcase Breather - Clean
Engine Oil and Filter - Change
Fuel System Secondary Filter - Replace
Fuel System Third Filter - Replace
Fuel System Fourth Filter - Replace
Fuel Tank Cap and Strainer - Clean
Page 3 of 5

Hydraulic System Oil - Change

Battery - Clean
Battery Hold-Down - Tighten
Engine Valve Lash - Check
Final Drive Oil Level - Check
Rollover Protective Structure (ROPS) - Inspect
Swing Drive Oil - Change
Every 2000 Service Hours or 1 Year

Hydraulic Tank Screen - Clean
Receiver Dryer (Refrigerant) - Replace
Swing Gear - Lubricate
Every Year

Every 3 Years After Date of Installation or Every 5 Years After Date of Manufacture
Seat Belt - Replace
Every 6000 Service Hours or 3 Years

Cooling System Coolant Extender (ELC) - Add
Page 4 of 5
Every 12 000 Service Hours or 6 Years
Cooling System Coolant (ELC) - Change
Page 5 of 5
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Product: EXCAVATOR

320D Excavator
i02360330
Belt - Inspect/Adjust/Replace
SMCS - 1357-025; 1357-040; 1357-510; 1397-510; 1397-025; 1397-040
Your engine is equipped with a water pump, with a fan drive, and with an alternator. Your engine can also be
equipped with an air conditioner belt. For maximum engine performance and maximum utilization of your engine,
inspect the belts for wear and for cracking. Check the belt tension. Adjust the belt tension in order to minimize
Page 1 of 4
belt slippage. Belt slippage will decrease the belt life. Belt slippage will also cause poor performance of the
alternator and of any driven equipment.
If new belts are installed, recheck the belt adjustment after 30 minutes of operation. If two belts or more are
required for an application, replace the belts in belt sets. If only one belt of a matched set is replaced, the new belt
will carry more load. This is due to the fact that the older belts are stretched. The additional load on the new belt
could cause the new belt to break.
Water Pump Belt, Fan Drive Belt, and Alternator Belt
1. Open the engine hood.
Page 2 of 4
2. Apply approximately 98 N (22 lb) force midway between the pulleys.
3. Measure the deflection of the belt. The belt should deflect 10 to 12 mm (0.4 to 0.5 inch).
4. If the deflection is not correct, loosen alternator mounting bolt (1) and bracket bolt (2). Turn adjusting bolt
(3) in order to adjust the belt tension.
5. When the adjustment is correct, tighten bolt (1) and bolt (2) .
6. Check the deflection of the belt again.
7. If a new belt is installed, run the engine at rated speed for thirty minutes. Check the belt adjustment.
Readjust the belt, if necessary.
Air Conditioner Belt (If Equipped)
NOTICE
The V-belt must be tensioned correctly. Failure to tension the belt

properly could cause damage to the belt and/or to the air conditioner
compressor.
(4) Nut
(5) Adjusting Bolt
Page 3 of 4
1. Apply approximately 100 N (22 lb) force midway between the pulleys.
2. Measure the deflection of the belt. The belt should deflect 7 to 10 mm (0.3 to 0.4 inch).
3. If the deflection is not correct, loosen nut (4). Turn adjusting bolt (5) in order to adjust the belt tension.
4. When the adjustment is correct, tighten nut (4) to a torque of 38 ± 7 N·m (28 ± 5 lb ft).
5. Check the deflection again.
Note: If a new belt is installed, check the belt adjustment again after 30 minutes of engine operation at the
rated engine speed.
6. Close the engine hood.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i01942324

SMCS - 6513-086
Note: Caterpillar recommends the use of 5% molybdenum grease for lubricating the bucket linkage. Refer to
Special Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations" for more information on grease.
Wipe all fittings before you apply lubricant.
Note: Completely fill all cavities of the bucket control linkage with grease when you initially install a bucket.
1. Apply lubricant through fittings for the linkages (1), (2), (3), and (4) .
2. Apply lubricant through fittings for the bucket (5), (6), and (7) .
Note: Service the above fittings after you operate the bucket under water.
Page 1 of 2
Page 2 of 2
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Product: EXCAVATOR

320D Excavator
i01547055

SMCS - 7342-070; 7342-510
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - FAL1-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - PCM1-UP
S/N - PHX1-UP
S/N - WBN1-UP
Page 1 of 3
(1) Bolt
(2) Filter cover
The cab air filter is behind the cab.
1. Loosen bolt (1) and open filter cover (2) .
(2) Filter cover
(3) Air filter
Page 2 of 3
2. Remove air filter (3) from filter cover (2) .
3. Clean the air filter with a maximum of 200 kPa (30 psi) pressure air.
4. After you clean the air filter, inspect the air filter. If the air filter is damaged or badly contaminated, use a
new air filter.
5. Install the air filter and the filter cover.
Note: Make sure that the arrow on top of the air filter is facing forward.
Page 3 of 3
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Product: EXCAVATOR

320D Excavator
i02582005
Cooling System Coolant (ELC) - Change

SMCS - 1350-044
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove cooling system pressure cap slowly to relieve pressure only

when engine is stopped and cooling system pressure cap is cool enough
to touch with your bare hand.
Do not attempt to tighten hose connections when the coolant is hot, the
hose can come off causing burns.
Cooling System Coolant Additive contains alkali. Avoid contact with

skin and eyes.
NOTICE
Do not change the coolant until you read and understand the cooling
system information in Special Publication, SEBU6250, "Caterpillar
Machine Fluids Recommendations".
Failure to do so could result in damage to the cooling system

components.
Page 1 of 4
NOTICE
Mixing ELC with other products will reduce the effectiveness of the
coolant.
This could result in damage to cooling system components.
If Caterpillar products are not available and commercial products

must be used, make sure they have passed the Caterpillar EC-1
specification for pre-mixed or concentrate coolants and Caterpillar
Extender.
Note: This machine was filled at the factory with Caterpillar Extended Life Coolant.
If the coolant in the machine is changed to Extended Life Coolant from another type of coolant, see Special
Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations".
1. Unlatch the engine hood and raise the engine hood.
2. Slowly loosen the pressure cap that is on the radiator in order to release pressure from the cooling system.
3. Remove the pressure cap.
Page 2 of 4
Note: Refer to Operation and Maintenance Manual, "General Hazard Information" for information that
pertains to containing fluid spillage.
4. Remove the access cover that is underneath the radiator.
5. Open the drain valve and allow the coolant to drain into a suitable container. The drain valve is located on
the bottom of the radiator.
6. Flush the cooling system. Follow Step 6.a through Step 6.h in order to properly flush the cooling system.
a. Close the drain valve.
b. Fill the cooling system with clean water.
c. Install the pressure cap.
d. Start the engine and run the engine until the engine reaches operating temperature.
e. Stop the engine and allow the engine to cool.
f. Loosen the pressure cap slowly in order to relieve any pressure in the cooling system.
g. Open the drain valve that is underneath the radiator and allow the coolant to drain into a suitable
container.
h. Flush the radiator with clean water until the draining water is transparent.
7. Close the drain valve and install the access cover underneath the radiator.
8. Add the Extended Life Coolant. Refer to the following topics:
◦ Special Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations"
◦ Operation and Maintenance Manual, "Capacities (Refill)"
Page 3 of 4
9. Start the engine. Operate the engine without the cooling system pressure cap until the water temperature
regulator opens and the coolant level stabilizes.
10. Maintain the coolant level within 13 mm (.5 inches) of the bottom of the filler pipe.
11. Inspect the gasket of the cooling system pressure cap. If the gasket is damaged, replace the pressure cap.
12. Install the cooling system pressure cap.
13. Stop the engine.
14. Open the left access door.
(1) "FULL"
(2) "LOW"
15. Check the coolant reservoir. Maintain the coolant level between "FULL" mark (1) and "LOW" mark (2) .
16. If additional coolant is necessary, remove the reservoir cap and add the appropriate coolant solution.
17. Install the reservoir cap.
18. Close the engine hood and latch the engine hood. Close the left access door.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i02586600
Cooling System Coolant Extender (ELC) - Add

SMCS - 1352; 1353; 1395
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove cooling system pressure cap slowly to relieve pressure only

when engine is stopped and cooling system pressure cap is cool enough
to touch with your bare hand.
Do not attempt to tighten hose connections when the coolant is hot, the
hose can come off causing burns.
Cooling System Coolant Additive contains alkali. Avoid contact with

skin and eyes.
Use Caterpillar Extended Life Coolant (ELC) when you add coolant to the cooling system. See Special
Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations" for all cooling system requirements.
Use a Coolant Conditioner Test Kit in order to check the concentration of the coolant.
NOTICE
Mixing ELC with other products will reduce the effectiveness of the
coolant.
This could result in damage to cooling system components.
Page 1 of 3
If Caterpillar products are not available and commercial products
must be used, make sure they have passed the Caterpillar EC-1
specification for pre-mixed or concentrate coolants and Caterpillar
Extender.
Note: This machine was filled at the factory with Caterpillar Extended Life Coolant.
1. Park the machine on level ground.
2. Stop the engine.
3. Unlatch the engine hood and raise the engine hood.
4. Make sure that the cooling system has cooled down. Loosen the cooling system pressure cap slowly in
order to relieve system pressure. Remove the pressure cap.
Note: Refer to Operation and Maintenance Manual, "General Hazard Information" for information on
containing fluid spillage.
5. It may be necessary to drain some coolant from the radiator so that Caterpillar Extender can be added to the
cooling system.
Note: Always discard drained fluids according to local regulations.
6. Add Caterpillar Extended Life Coolant (ELC) to the cooling system. Refer to the following topics for the
proper amount of Caterpillar Extender:
◦ Special Publication, SEBU6250, "Caterpillar Machine Fluids Recommendations"
◦ Operation and Maintenance Manual, "Capacities (Refill)"
Page 2 of 3
7. Inspect the gasket of the cooling system pressure cap. If the gasket is damaged, replace the pressure cap.
8. Install the cooling system pressure cap.
9. Close the engine hood and latch the engine hood.
Page 3 of 3
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320D Excavator
i02530911
Engine Air Filter Primary Element - Clean/Replace

SMCS - 1054-070; 1054-510
If a warning and a pictograph is displayed on the message display or if the exhaust is black, check the primary
filter.
1. Open both access doors on the left side of the machine.
2. Squeeze the outlet tube (1) slightly in order to purge the dirt from the outlet tube.
Page 1 of 7
3. Loosen the cover latches (2) and remove the air cleaner cover.
4. Remove the primary filter element from the air cleaner housing.
5. Clean the air cleaner cover and the inside of the air cleaner housing.
6. Inspect the O-ring seal on the air cleaner cover. Replace the O-ring seal if the O-ring seal is worn or
damaged.
7. Install the clean primary filter.
Note: Refer to "Cleaning Primary Air Filter Elements".
Page 2 of 7
8. Install the air cleaner cover and close the latches securely.
Note: Install the air cleaner cover properly. The arrows must point upward.
9. Change the filter if any of the following conditions occurs:
◦ Restricted Air Filter indicator on the monitor panel still comes on.
◦ Exhaust smoke is still black after the installation of a primary filter.
10. Close the access doors.
Cleaning Primary Air Filter Elements
NOTICE
Caterpillar recommends certified air filter cleaning services available

at participating Caterpillar dealers. The Caterpillar cleaning process
uses proven procedures to assure consistent quality and sufficient filter
life.
Observe the following guidelines if you attempt to clean the filter

element:
Do not tap or strike the filter element in order to remove dust.
Do not wash the filter element.
Use low pressure compressed air in order to remove the dust from the
filter element. Air pressure must not exceed 207 kPa (30 psi). Direct the
Page 3 of 7
air flow up the pleats and down the pleats from the inside of the filter
element. Take extreme care in order to avoid damage to the pleats.
Do not use air filters with damaged pleats, gaskets, or seals. Dirt
entering the engine will cause damage to engine components.
When the primary air filter element is cleaned, check for rips or tears in the filter material. Replace the primary air
filter element after the primary air filter element has been cleaned six times. The primary air filter element should
be replaced at least one time per year. This replacement should be performed regardless of the number of
cleanings.
NOTICE
Do not clean the air filter elements by bumping or tapping. This could
damage the seals. Do not use elements with damaged pleats, gaskets, or
seals. Damaged elements will allow dirt to pass through. Engine
damage could result.
Visually inspect the primary air filter elements before cleaning. Inspect the air filter elements for damage to the
seal, the gaskets, and the outer cover. Discard any damaged air filter elements.
There are two common methods that are used to clean primary air filter elements:
• Pressurized air
• Vacuum cleaning
Pressurized Air
Pressurized air can be used to clean primary air filter elements that have not been cleaned more than two times.
Pressurized air will not remove deposits of carbon and oil. Use filtered, dry air with a maximum pressure of 207
kPa (30 psi).
Page 4 of 7
Note: When the primary air filter elements are cleaned, always begin with the clean side (inside) in order to force
dirt particles toward the dirty side (outside).
Aim the hose so that the air flows inside the element along the length of the filter in order to help prevent damage
to the paper pleats. Do not aim the stream of air directly at the primary air filter element. Dirt could be forced
further into the pleats.
Vacuum Cleaning
Vacuum cleaning is another method for cleaning primary air filter elements which require daily cleaning because
of a dry, dusty environment. Cleaning with pressurized air is recommended prior to vacuum cleaning. Vacuum
cleaning will not remove deposits of carbon and oil.
Inspecting the Primary Air Filter Elements
Page 5 of 7
Inspect the clean, dry primary air filter element. Use a 60 watt blue light in a dark room or in a similar facility.
Place the blue light in the primary air filter element. Rotate the primary air filter element. Inspect the primary air
filter element for tears and/or holes. Inspect the primary air filter element for light that may show through the
filter material. If it is necessary in order to confirm the result, compare the primary air filter element to a new
primary air filter element that has the same part number.
Do not use a primary air filter element that has any tears and/or holes in the filter material. Do not use a primary
air filter element with damaged pleats, gaskets or seals. Discard damaged primary air filter elements.
Storing Primary Air Filter Elements

If a primary air filter element that passes inspection will not be used, the primary air filter element can be stored
for future use.
Page 6 of 7
Do not use paint, a waterproof cover, or plastic as a protective covering for storage. An air flow restriction may
result. To protect against dirt and damage, wrap the primary air filter elements in Volatile Corrosion Inhibited
(VCI) paper.
Place the primary air filter element into a box for storage. For identification, mark the outside of the box and mark
the primary air filter element. Include the following information:
• Date of cleaning
• Number of cleanings
Store the box in a dry location.
Page 7 of 7
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Product: EXCAVATOR

320D Excavator
i03908954

SMCS - 4050-044-FLV
(1) Oil level plug
Page 1 of 2
(2) Oil drain plug
1. Position one final drive so that oil drain plug (2) is at the bottom.
Containing Fluid Spillage.
2. Remove drain plug (2) and level plug (1) . Allow the oil to drain into a suitable container.
3. Clean the plugs and inspect the O-ring seals. If wear or damage is evident, replace the drain plug, the level
plug, and/or the O-ring seals.
4. Install drain plug (2) .
5. Fill the final drive to the bottom of the opening on level plug (1) . See Operation and Maintenance Manual,
"Lubricant Viscosities" and Operation and Maintenance Manual, "Capacities (Refill) ".
Note: If the oil fills slowly, the fill hole may be blocked by the planetary gear. Rotate the final drive in
order to move the planetary gear away from the fill hole.
Note: Overfilling the final drive will cause the seals on the travel motor to allow hydraulic oil or water to
enter the final drive. The final drive may become contaminated.
6. Install level plug (1) .
7. Perform Step 1 to Step 6 on the other final drive. Use a different container for the oil so that the oil samples
from the final drives will be separate.
8. Completely remove the oil that has spilled onto surfaces.
9. Start the engine and allow the final drives to run through several cycles.
10. Stop the engine. Check the oil level.
11. Check the drained oil for metal chips or for particles. If there are any chips or particles, consult your
Caterpillar dealer.
12. Properly dispose of the drained material. Obey local regulations for the disposal of the material.
Page 2 of 2
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Product: EXCAVATOR

320D Excavator
i02674917
Fuel System - Prime

SMCS - 1250-548
Personal injury or death may result from failure to adhere to the

following procedures.
Fuel leaked or spilled onto hot surfaces or electrical components can

cause a fire.
Clean up all leaked or spilled fuel. Do not smoke while working on the
fuel system.
Turn the disconnect switch OFF or disconnect the battery when

changing fuel filters.
1. Open the engine hood.
Page 1 of 3
(1) Air vent
(2) Air vent
(3) Secondary fuel filter
(4) Priming pump plunger
(5) Third fuel filter
2. Loosen air vent (1) on the secondary fuel filter (3) .
3. Rotate priming pump plunger (4) in a counterclockwise rotation. Rotate the plunger until the plunger
becomes unlocked. Operate the priming pump plunger.
4. Tighten air vent (1) when the fuel flow is free of air bubbles.
5. Loosen air vent (2) on the third fuel filter (5) .
6. Operate priming pump plunger (4) .
7. Tighten air vent (2) when the fuel flow is free of air bubbles.
8. Push the plunger (4) inward and rotate the plunger clockwise.
Page 2 of 3
Page 3 of 3
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Product: EXCAVATOR

320D Excavator
i03016220

SMCS - 1263-510-FQ
Note: The replacement interval for this filter is recommended at every 250 service hours or monthly for
machines that meet the following conditions for severe applications:
• Poor fuel storage or poor refueling procedures
• Poor fuel cleanliness or low fuel quality
• Dusty conditions
Machines that are operated in normal applications should follow the replacement interval of every 500
service hours or 3 months.
Personal injury or death may result from failure to adhere to the

Fuel leaked or spilled onto hot surfaces or electrical components can

cause a fire.
Clean up all leaked or spilled fuel. Do not smoke while working on the
fuel system.
Turn the disconnect switch OFF or disconnect the battery when

changing fuel filters.
NOTICE
Page 1 of 4
Do not fill the fuel filters with fuel before installing the fuel filters. The
fuel will not be filtered and could be contaminated. Contaminated fuel
will cause accelerated wear to fuel system parts.
The primary filter/water separator is located behind the left rear access door.
1. Open the rear access door on the left side of the machine.
(1) Drain valve
(2) Bowl
(3) Filter
(4) Filter base
2. Turn drain valve (1) counterclockwise in order to open. The drain valve is located on the bottom of the
water separator.
3. Drain the water and the sediment into a suitable container.
Note: Dispose of used fluids according to local regulations.
4. Close the drain valve (1) .
5. Remove filter (3) from filter base (4) . A filter wrench may be used to loosen the filter.
Page 2 of 4
6. Remove filter (3) from bowl (2) . Discard the used filter.
7. Clean the inside surfaces of filter base (4) and bowl (2) .
(2) Bowl
(3) Filter
(5) Cap
(6) Seal
8. Remove cap (5) from the bottom of new filter (3) . Remove seal (6) from cap (5) .
9. Install seal (6) in a groove of bowl (2) .
Page 3 of 4
(2) Bowl
(3) Filter
(4) Filter base
10. Install bowl (2) to a new filter (3) . Securely tighten bowl (2) to filter (3) .
11. Install filter (3) in filter base (4) . Securely tighten filter (3) to filter base (4) .
Instructions for the installation of the filter are printed on the side of each Caterpillar spin-on filter. For non-
Caterpillar filters, refer to the installation instructions that are provided by the supplier of the filter.
Note: Do not start the engine until all service to the fuel system is complete. For instructions about priming
the fuel system, refer to Operation and Maintenance Manual, "Fuel System - Prime".
12. Close the access door.
Page 4 of 4
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Product: EXCAVATOR

320D Excavator
i03479840
Fuses - Replace
SMCS - 1417-510
The fuse panel is located on the left side of the interior storage box. Remove the cover in order to access the fuses.
Fuses - Fuses protect the electrical system

from damage that is caused by overloaded
circuits. Change a fuse if the element
separates. If the element of a new fuse
separates, check the circuit and/or repair the
circuit.
Page 1 of 6
NOTICE
Always replace fuses with the same type and capacity fuse that was
removed. Otherwise, electrical damage could result.
NOTICE
If it is necessary to replace fuses frequently, an electrical problem may

exist.
Contact your Caterpillar dealer.
To replace a fuse, use the puller that is stored in the fuse panel. Two fuses of 5 Amperes, three fuses of 10
Amperes, two fuses of 15 Amperes, and one fuse of 30 Amperes are contained in the fuse panel as spare fuses.
The following list identifies the circuits that are protected by each fuse. The amperage for each fuse is included
with each circuit.
Page 2 of 6
(1) Air Conditioner - 15 Amp
(2) Automatic Engine Speed Control (AEC) - 5 Amp
(3) Chassis Light - 10 Amp
(4) Cigar Lighter - 10 Amp
(5) 12 Volt 7 Amp Converter - 10 Amp
(6) Switch Panel And Radio - 5 Amp
(7) Attachment Solenoid - 10 Amp
Page 3 of 6
(8) Seat Heater - 5 Amp
(9) Window Wiper and Window Washer 2 - 10 Amp
(10) Window Wiper and Window Washer 1 - 10 Amp
(11) Air Suspension Seat - 10 Amp
(12) 12 Volt 7 Amp Converter - 10 Amp
(13) Beacon - 10 Amp
(14) Inspection Lamp 1 and Camera - 10 Amp
(15) Inspection Lamp 2 - 5 Amp
(16) Alternator Regulator - 5 Amp
(17) Spare - 5 Amp
(18) Spare - 10 Amp
(19) Spare - 10 Amp
(20) Spare - 15 Amp
(21) Heater and Air Conditioner Blower Fan - 15 Amp
(22) Product Link - 5 Amp
(23) Boom Light - 10 Amp
(24) Cab Light - 10 Amp
(25) Cab Dome Light and Radio Memory - 10 Amp
(26) Engine Start Switch - 10 Amp
(27) Horn - 10 Amp
(28) Machine Control Module - 25 Amp
(29) Engine Control Module (ECM) - 20 Amp
(32) Electric Refueling Pump - 15 Amp
(33) Electric Refueling Pump - 30 Amp
(34) Spare - 15 Amp
(35) Spare - 20 Amp
(36) Spare - 20 Amp
Page 4 of 6
(37) Spare - 10 Amp
(38) Spare - 25 Amp
(39) Spare - 25 Amp
(40) Spare - 30 Amp
Relays
(41) Boom Light - Relay
Page 5 of 6
(42) Chassis Lamp - Relay
(43) Cab Lamp - Relay
(44) Horn - Relay
(45) Neutral Start - Relay
(46) Beacon - Relay
(47) Travel Alarm - Relay
Page 6 of 6
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Product: EXCAVATOR

320D Excavator
i03146324

SMCS - 5056-044
Cat HYDO Oil Change Interval

The standard Cat HYDO oil change interval is every 2000 service hours or 1 year.
A 4000 service hour or 2 year maintenance interval for hydraulic oil (change) is available. The extended interval
requires S·O·S monitoring of the hydraulic oil. The interval for S·O·S monitoring is every 500 hours. The
maintenance interval for the hydraulic oil filter is not changed.
Machines with hammers are not included in the 4000 service hour or 2 year maintenance interval. Machines with
hammers must use the intervals that are listed in the Maintenance Interval Schedule. Machines that are used in
severe conditions are not included in the 4000 service hour or 2 year maintenance interval. Machines that are used
in severe conditions must use the interval in the Maintenance Interval Schedule.
Cat HYDO Advanced 10 Oil Change Interval

The standard Cat HYDO Advanced 10 oil change interval is every 3000 service hours or 18 months.
A 6000 service hour or 3 year maintenance interval for hydraulic oil (change) is available. The extended interval
requires S·O·S monitoring of the hydraulic oil. The interval for S·O·S monitoring is every 500 hours. The
maintenance interval for the hydraulic oil filter is not changed.
Machines with hammers are not included in the 6000 service hour or 3 year maintenance interval. Machines with
hammers must use the intervals that are listed in the Maintenance Interval Schedule. Machines that are used in
severe conditions are not included in the 6000 service hour or 3 year maintenance interval. Machines that are used
in severe conditions must use the interval in the Maintenance Interval Schedule.
Procedure to Change the Hydraulic Oil
Page 1 of 11
1. Park the machine on level ground. Lower the bucket to the ground so that the stick is vertical.
2. Open the engine access cover.
Page 2 of 11
3. Remove bolts (1), washers (2), and cover (3) from the top of the hydraulic tank.
4. Clean the area thoroughly in order to keep dirt out of the screen cover. Clean the area thoroughly in order to
keep dirt out of the fill/vent plug.
5. Relieve the internal pressure from the hydraulic tank by loosening the fill/vent plug. After the pressure is
relieved, remove the fill/vent plug.
The oil drain valve is located under the hydraulic tank.
Page 3 of 11
6. Remove the hydraulic tank access cover that is located under the upper structure. This will allow access to
the drain valve.
(4) Plug
7. Remove plug (4) .
Page 4 of 11
(5) Pipe Nipple
(6) Hose
(7) Drain plug
8. Replace plug (4) with a 3B-7271 Pipe Nipple (5) and hose (6) .
9. Loosen drain plug (7) in order to drain the oil.
10. Drain the oil into a suitable container.
11. After the oil has been drained, tighten drain plug (7) to a torque of 110 ± 15 N·m (81 ± 11 lb ft).
12. Remove Pipe Nipple (5) and hose (6) .
13. Clean plug (4) and install the plug. Tighten the plug to a torque of 75 ± 5 N·m (55 ± 48 lb ft).
14. Open the access door on the right side of the machine.
15. Clean the pump, the hydraulic lines, and the hydraulic tank.
Page 5 of 11
16. Remove the plug from the tube. Allow the oil to drain into a container.
Note: Dispose of used filters and used fluids according to local regulations.
17. Inspect the O-ring. Replace the O-ring if wear or damage is evident.
18. Clean the plug. Install the plug and the O-ring into the drain port.
Page 6 of 11
(8) Bolts
(9) Washers
(10) Cover
(11) Spring
(12) Screen
19. Remove bolts (8), washers (9) and cover (10) .
Note: Dispose of used filters and used fluids according to local regulations.
Note: Do not allow spring (11) to fall back into the tank.
20. Remove spring (11) and screen (12) .
21. Wash the screen in a clean nonflammable solvent. Allow the screen to dry. Inspect the screen. Replace the
screen, if the screen is damaged.
Page 7 of 11
(13) O-ring seal
(14) O-ring seal
22. Remove O-ring seal (13) from the screen.
23. Inspect O-ring seals (13) and (14). Replace the O-ring seals if wear or damage is evident.
24. Install O-ring seal (13) on screen (12) .
25. Install screen (12) and spring (11). Then install cover (10), washers (9), and bolts (8) .
Note: Make sure that the O-ring seals and the spring are properly positioned during installation.
26. Fill the hydraulic system oil tank. Refer to Operation and Maintenance Manual, "Capacities (Refill)".
Page 8 of 11
27. Inspect the O-ring seal on the filler plug for damage. Replace the O-ring, if necessary. Clean the filler plug.
Install the filler plug.
(15) Drain hose
(16) Connector
(17) Seal
(18) Negative flow control hose
Page 9 of 11
Note: Make no attempt to start the engine until the pump has been filled with hydraulic oil. Serious damage
to the hydraulic components can result.
28. When the hydraulic oil has been replaced, the air must be removed from the hydraulic oil system. To
remove the air from the hydraulic oil system, follow Step 28.a through Step 28.g.
a. While the engine is stopped, remove drain hose (15), connector (16) and seal (17) from the top of the
pump. Add hydraulic oil through the opening.
b. Check the condition of seal (17). If the seal is damaged, replace the seal.
c. After the pump has been filled with oil, install drain hose (15), connector (16) and seal (17) to the
original locations.
d. Start the engine. When the engine is at low idle, fully raise the boom. Hold the boom in this position.
e. Slowly loosen negative flow control hose (18) until the air has been released from the pump.
f. Tighten negative flow control hose (18) .
g. Stop the engine. Slowly lower the boom until the bucket is on the ground. This pressurizes the
hydraulic tank.
(19) Fitting
h. Slowly loosen fitting (19) until the hydraulic oil flows out of the opening. This indicates that the air
has been released from the pump.
i. Tighten fitting (19) .
29. Start the engine. Operate the engine at idling speed for five minutes.
Page 10 of 11
30. Operate the joysticks in order to circulate the hydraulic oil. Lower the bucket to the ground so that the stick
is vertical to the ground. Stop the engine.
31. Check the hydraulic oil level.
ReferenceFor the correct procedure, refer to Operation and Maintenance Manual, "Hydraulic System Oil
Level - Check".
32. Close the access door.
33. Close the engine hood and latch the engine hood.
Page 11 of 11
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Product: EXCAVATOR
Troubleshooting
i03675481
Acceleration Is Poor or Throttle Response Is Poor

SMCS - 1000-035
Probable Causes
• Diagnostic codes
• Event codes
• Cold mode
• Parameters
• Flash file
• Throttle signal
• Electrical connectors
• Cylinder performance
• Unit injectors
• Intake manifold pressure sensor (boost)
• Turbocharger
• Air inlet and exhaust system
• Fuel supply
Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those conditions. Examples of
certain conditions are high engine speed, full load and engine operating temperature. Troubleshooting the
symptoms under other conditions can give misleading results.
Page 1 of 5
Diagnostic Codes, Event Codes and Derates
Certain diagnostic codes, event codes and/or derates may cause poor performance. Connect the Caterpillar
Electronic Technician (ET) and check for active codes and/or for logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
Cold Mode
Use Cat ET to verify that the engine has exited cold mode. Cold mode operation may slow throttle response.
Parameters
Verify that the correct parameters are being used.
Flash File
Verify that the correct flash file is installed.
Throttle Signal
Monitor the status for "Throttle Position" on Cat ET. Verify that the status for "Throttle Position" is stable and
that the engine is able to reach high idle speed. Refer to the appropriate diagnostic test for your application:
• Troubleshooting, "Speed Control (PWM) - Test"
• Troubleshooting, "Speed Control (Switch) - Test"
• Troubleshooting, "Speed Control - Test"
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2 Electronic Control Module (ECM) connectors and the unit
injector connectors. Refer to service Troubleshooting, "Electrical Connectors - Inspect".
Cylinder Performance
1. Check the valve lash and reset the valve lash, if necessary. Refer to Systems Operation/Testing and
Adjusting.
2. Perform the "Cylinder Cutout Test" on Cat ET in order to identify any injectors that might be misfiring.
3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect cylinder. Refer to
Disassembly and Assembly.
Note: Discard all fuel injection lines after use. Fuel injection lines must only be used one time.
4. Perform a compression test. Refer to Systems Operation/Testing and Adjusting. Possible causes of low
compression are shown in the following list:
◦ Loose glow plugs
◦ Faulty piston
◦ Faulty piston rings
Page 2 of 5
◦ Worn cylinder bores
◦ Worn valves
◦ Faulty cylinder head gasket
◦ Damaged cylinder head
5. Check the following items for damage and/or wear:camshaft, valve train components and crankshaft and
associated components.
6. Perform all necessary repairs. Ensure that the repairs have eliminated the problem.
Unit Injectors
1. Perform the "Injector Solenoid Test" on Cat ET in order to determine if all of the injector solenoids are
being energized by the ECM.
Refer to the circuit tests Troubleshooting, "Injector Solenoid - Test".
3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect cylinder and install a
new electronic unit injector. Refer to Disassembly and Assembly.
4. Ensure that the repairs have eliminated the problem. If there is still a problem, refer to the circuit test
Troubleshooting, "Injector Solenoid - Test".
Intake Manifold Pressure Sensor (Boost)

1. Monitor the status of "Fuel Position", "Rated Fuel Limit", and "FRC Fuel Limit" on Cat ET while the
engine is operating under full load. These parameters should reflect the information below.
Table 1
"Fuel Position" = "Rated Fuel Limit"
and
"Fuel Position" < "FRC Fuel Limit"
If "Fuel Position" equals "Rated Fuel Limit" and "Fuel Position" is less than "FRC Fuel Limit", the
electronics are operating correctly. Otherwise, proceed with the next Step.
2. Monitor the status of "Boost Pressure" and of "Atmospheric Pressure" for normal operation on Cat ET.
When the engine is not running, the correct value for "Boost Pressure" is 0 kPa (0 psi).
Turbocharger
Note: The turbocharger that is installed on this engine is a nonserviceable item. If any mechanical fault exists,
except for the wastegate actuator (if equipped), then the turbocharger must be replaced. The wastegate actuator (if
equipped) can be replaced.
1. Check the following items:
Page 3 of 5
◦ Check for correct installation of the turbocharger.
◦ Check that the turbine blades rotate freely.
◦ Check that the oil drain is not blocked or restricted.
◦ Check that the housing for the turbocharger is free of dirt and debris.
2. Ensure that the wastegate (if equipped) on the turbocharger is adjusted correctly. Refer to Systems
Operation/Testing and Adjusting.
3. If necessary, replace the turbocharger. Refer to Disassembly and Assembly.
Air Inlet and Exhaust System

1. Observe the check engine lamp. Check for an air filter restriction indicator (if equipped). Clean plugged air
filters or replace plugged air filters. Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Systems Operation/Testing and
Adjusting.
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel gauge only. If necessary, add fuel. If the engine has
been run out of fuel, it will be necessary to purge the air from the fuel system. Refer to Operation and
Maintenance Manual.
2. Ensure that the fuel supply valve (if equipped) is in the full OPEN position.
Contact with high pressure fuel may cause fluid penetration and burn
hazards. High pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may cause
Do not loosen any high pressure fuel lines when the engine is running.
The high pressure in the fuel lines can cause personal injury or death.
Wait 60 seconds after the engine has stopped to allow pressure to purge
before any service or repair is performed on the engine fuel lines.
3. Check the fuel lines for the following problems: restrictions, collapsed lines, pinched lines and loose
connections. If problems are found with the low pressure fuel lines, repair the lines and/or replace the lines.
If the high pressure fuel lines have a leak, the high pressure fuel lines must be replaced. Refer to the
Disassembly and Assembly manual.
Page 4 of 5
4. Prime the fuel system if any of the following procedures have been performed:
◦ Replacement of the fuel filters
◦ Service on the low pressure fuel supply circuit
◦ Replacement of unit injectors
Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel. Refer to Systems
5. Check the fuel tank for foreign objects which may block the fuel supply.
6. Check the diesel fuel for contamination. Refer to Systems Operation/Testing and Adjusting.
7. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the characteristics of the fuel during cold weather operation.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
8. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer to Systems
Operation/Testing and Adjusting for the correct pressure values. If the fuel pressure is low, replace the fuel
filters. If the fuel pressure is still low, check the following items: fuel transfer pump, fuel transfer pump
coupling and fuel pressure regulating valve.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
i03675481
Acceleration Is Poor or Throttle Response Is Poor

SMCS - 1000-035
Probable Causes
• Diagnostic codes
• Event codes
• Cold mode
• Parameters
• Flash file
• Throttle signal
• Electrical connectors
• Cylinder performance
• Unit injectors
• Intake manifold pressure sensor (boost)
• Turbocharger
• Air inlet and exhaust system
• Fuel supply
Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those conditions. Examples of
certain conditions are high engine speed, full load and engine operating temperature. Troubleshooting the
symptoms under other conditions can give misleading results.
Page 1 of 5
Diagnostic Codes, Event Codes and Derates
Certain diagnostic codes, event codes and/or derates may cause poor performance. Connect the Caterpillar
Electronic Technician (ET) and check for active codes and/or for logged codes. Troubleshoot any codes that are
present before continuing with this procedure.
Cold Mode
Use Cat ET to verify that the engine has exited cold mode. Cold mode operation may slow throttle response.
Parameters
Verify that the correct parameters are being used.
Flash File
Verify that the correct flash file is installed.
Throttle Signal
Monitor the status for "Throttle Position" on Cat ET. Verify that the status for "Throttle Position" is stable and
that the engine is able to reach high idle speed. Refer to the appropriate diagnostic test for your application:
• Troubleshooting, "Speed Control (PWM) - Test"
• Troubleshooting, "Speed Control (Switch) - Test"
• Troubleshooting, "Speed Control - Test"
Electrical Connectors
Check for correct installation of the J1/P1 and J2/P2 Electronic Control Module (ECM) connectors and the unit
injector connectors. Refer to service Troubleshooting, "Electrical Connectors - Inspect".
Cylinder Performance
1. Check the valve lash and reset the valve lash, if necessary. Refer to Systems Operation/Testing and
Adjusting.
3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect cylinder. Refer to
Disassembly and Assembly.
4. Perform a compression test. Refer to Systems Operation/Testing and Adjusting. Possible causes of low
compression are shown in the following list:
◦ Loose glow plugs
◦ Faulty piston
◦ Faulty piston rings
Page 2 of 5
◦ Worn cylinder bores
◦ Worn valves
◦ Faulty cylinder head gasket
◦ Damaged cylinder head
5. Check the following items for damage and/or wear:camshaft, valve train components and crankshaft and
associated components.
6. Perform all necessary repairs. Ensure that the repairs have eliminated the problem.
Unit Injectors
1. Perform the "Injector Solenoid Test" on Cat ET in order to determine if all of the injector solenoids are
being energized by the ECM.
Refer to the circuit tests Troubleshooting, "Injector Solenoid - Test".
3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect cylinder and install a
new electronic unit injector. Refer to Disassembly and Assembly.
4. Ensure that the repairs have eliminated the problem. If there is still a problem, refer to the circuit test
Troubleshooting, "Injector Solenoid - Test".
Intake Manifold Pressure Sensor (Boost)

1. Monitor the status of "Fuel Position", "Rated Fuel Limit", and "FRC Fuel Limit" on Cat ET while the
engine is operating under full load. These parameters should reflect the information below.
Table 1
"Fuel Position" = "Rated Fuel Limit"
and
"Fuel Position" < "FRC Fuel Limit"
If "Fuel Position" equals "Rated Fuel Limit" and "Fuel Position" is less than "FRC Fuel Limit", the
electronics are operating correctly. Otherwise, proceed with the next Step.
2. Monitor the status of "Boost Pressure" and of "Atmospheric Pressure" for normal operation on Cat ET.
When the engine is not running, the correct value for "Boost Pressure" is 0 kPa (0 psi).
Turbocharger
Note: The turbocharger that is installed on this engine is a nonserviceable item. If any mechanical fault exists,
except for the wastegate actuator (if equipped), then the turbocharger must be replaced. The wastegate actuator (if
equipped) can be replaced.
1. Check the following items:
Page 3 of 5
◦ Check for correct installation of the turbocharger.
◦ Check that the turbine blades rotate freely.
◦ Check that the oil drain is not blocked or restricted.
◦ Check that the housing for the turbocharger is free of dirt and debris.
2. Ensure that the wastegate (if equipped) on the turbocharger is adjusted correctly. Refer to Systems
3. If necessary, replace the turbocharger. Refer to Disassembly and Assembly.
Air Inlet and Exhaust System

1. Observe the check engine lamp. Check for an air filter restriction indicator (if equipped). Clean plugged air
filters or replace plugged air filters. Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Systems Operation/Testing and
Adjusting.
Fuel Supply
1. Visually check the fuel level. Do not rely on the fuel gauge only. If necessary, add fuel. If the engine has
been run out of fuel, it will be necessary to purge the air from the fuel system. Refer to Operation and
Maintenance Manual.
2. Ensure that the fuel supply valve (if equipped) is in the full OPEN position.
Contact with high pressure fuel may cause fluid penetration and burn
hazards. High pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may cause
Do not loosen any high pressure fuel lines when the engine is running.
The high pressure in the fuel lines can cause personal injury or death.
Wait 60 seconds after the engine has stopped to allow pressure to purge
before any service or repair is performed on the engine fuel lines.
3. Check the fuel lines for the following problems: restrictions, collapsed lines, pinched lines and loose
connections. If problems are found with the low pressure fuel lines, repair the lines and/or replace the lines.
If the high pressure fuel lines have a leak, the high pressure fuel lines must be replaced. Refer to the
Disassembly and Assembly manual.
Page 4 of 5
4. Prime the fuel system if any of the following procedures have been performed:
◦ Replacement of the fuel filters
◦ Service on the low pressure fuel supply circuit
◦ Replacement of unit injectors
Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel. Refer to Systems
5. Check the fuel tank for foreign objects which may block the fuel supply.
6. Check the diesel fuel for contamination. Refer to Systems Operation/Testing and Adjusting.
7. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the characteristics of the fuel during cold weather operation.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
8. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer to Systems
Operation/Testing and Adjusting for the correct pressure values. If the fuel pressure is low, replace the fuel
filters. If the fuel pressure is still low, check the following items: fuel transfer pump, fuel transfer pump
coupling and fuel pressure regulating valve.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
Product Link - PL522/523
i03993410
Event Code List

SMCS - 7569
Event codes alert the operator or the technician that an abnormal operating condition exists in one of the machine
systems.
When an Electronic Control Module (ECM) activates an event code, the operator or the technician will be alerted
by the Messenger. Most active events will be logged by the ECM. Some events are active only. Active only
events are not logged. The events that are active and the events that are logged can be viewed with the following
equipment:
• Messenger
• Caterpillar Electronic Technician (Cat ET)
Warning Levels
The ECM will assign a warning level to an active event code. Event codes are one of three levels. The level
represents the severity of the abnormal condition. Each warning level requires a specific response from the
operator. The warning levels and the required operator response are listed below.
Warning Level 1
Warning level 1 alerts the operator that a machine system requires attention. The operator should check the
system condition or perform maintenance on the involved system at the earliest possible time.
Warning Level 2
Warning level 2 requires changing the operation of the machine or performing a maintenance procedure. Failure
to correct the problem that caused this warning may damage the components that are involved in the system.
Warning Level 3
Warning level 3 requires an immediate safe shutdown of the machine in order to avoid damage to the machine or
injury to personnel. The problem that caused the event must be corrected before machine operation can resume.
Page 1 of 3
Indications and System Response
Caterpillar Electronic Technician (Cat ET) Service Tool
When an abnormal operating condition occurs, the status screen on the Cat ET indicates that there is an active
event.
Event codes are displayed on Cat ET in the following format:
EXXXX Description of the code
The "E" means that the code is an event code. The "XXXX" is a numeric identifier. The numeric identifier is
followed by a description of the code.
Active event codes are listed in ascending numerical order. The code with the lowest number is listed first. The
active event code is removed from the list when the condition is no longer present.
Logged Event Codes
Some event codes are logged in the ECM memory. Some event codes are active only. The logged event codes are
listed in chronological order. The most recent code is listed first.
A logged code is cleared from memory when one of the following conditions occur:
• The service technician manually clears the code.
• The code does not reoccur after a number of hours determined by each ECM.
• A new code is logged and there are already ten logged codes in memory. In this case, the oldest logged
code is cleared.
Note: Always clear logged event codes after investigating and correcting the problem which generated the code.
List of Event Codes

The following table lists event codes and the recommended responses. Use the Cat ET service tool in order to
determine the event codes that are active or logged.
Table 1
List of Event Codes (EID)
EID Level
Description Possible Cause and Recommended Response
In a PL522 or 523 system using sync-clock and Product Link that is not
Synchronized the master ECM, the Product Link module will automatically sync to the
861 clock notification master ECM hours if the difference is not greater than 50 hours. If the
1
of manual synch difference is greater than 50 hours, a diagnostic will be generated in Cat
required ET that indicates that a manual sync is required. In that instance, sync the
hours. In Cat ET, use "Service/Synchronize Service Meter Hours".
Switched Sensor
630 The PL522 or 523 has four additional inputs that can be configured in
2 #1 trip condition is
activated order to monitor switches on the machine. These inputs can be configured
Page 2 of 3
by using Caterpillar Electronic Technician (Cat ET service tool).
Troubleshoot input as setup by the dealer.
The PL522 or 523 has four additional inputs that can be configured in
Switched Sensor
631 order to monitor switches on the machine. These inputs can be configured
activated
Switched Sensor
activated
Switched Sensor
activated
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
340D2 and 340D2 Excavators, 324D FM Forest Machine and 323D MHPU, 324D MHPU, 325D
MHPU, 329D MHPU, 330D MHPU and 336D MHPU Mobile Hydraulic Power Units Machine
Electronic Control System
i05375829
General Information
SMCS - 5050-EK; 7000
S/N - A3R1-UP
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - AWN1-UP
S/N - AZP1-UP
S/N - B6H1-UP
S/N - BFC1-UP
S/N - BTK1-UP
S/N - BW21-UP
S/N - BWW1-UP
S/N - BYM1-UP
S/N - BYS1-UP
S/N - BZF1-UP
S/N - BZP1-UP
S/N - C3N1-UP
Page 1 of 11
S/N - C4H1-UP
S/N - C5K1-UP
S/N - C7K1-UP
S/N - C8L1-UP
S/N - C9M1-UP
S/N - CJM1-UP
S/N - CJX1-UP
S/N - CWG1-UP
S/N - CXY1-UP
S/N - CY21-UP
S/N - CYD1-UP
S/N - CYW1-UP
S/N - CYZ1-UP
S/N - CZF1-UP
S/N - D3D1-UP
S/N - DBH1-UP
S/N - DCJ1-UP
S/N - DFP1-UP
S/N - DHE1-UP
S/N - DHK1-UP
S/N - DJF1-UP
S/N - DKW1-UP
S/N - DTS1-UP
S/N - DTZ1-UP
S/N - E4K1-UP
S/N - EAH1-UP
S/N - EAX1-UP
S/N - EBM1-UP
Page 2 of 11
S/N - EBY1-UP
S/N - EDX1-UP
S/N - EFT1-UP
S/N - EJC1-UP
S/N - EJT1-UP
S/N - EKT1-UP
S/N - ELR1-UP
S/N - ERK1-UP
S/N - ERN1-UP
S/N - FAL1-UP
S/N - FAR1-UP
S/N - FFK1-UP
S/N - FXK1-UP
S/N - GBC1-UP
S/N - GBR1-UP
S/N - GDC1-UP
S/N - GDP1-UP
S/N - GGE1-UP
S/N - GKL1-UP
S/N - GKS1-UP
S/N - GMX1-UP
S/N - GPB1-UP
S/N - GPK1-UP
S/N - GSC1-UP
S/N - GTF1-UP
S/N - GTN1-UP
S/N - H3D1-UP
Page 3 of 11
S/N - H3K1-UP
S/N - H3N1-UP
S/N - HAS1-UP
S/N - HHK1-UP
S/N - HJC1-UP
S/N - J2F1-UP
S/N - J6D1-UP
S/N - J8D1-UP
S/N - J9D1-UP
S/N - JAT1-UP
S/N - JBF1-UP
S/N - JBT1-UP
S/N - JFZ1-UP
S/N - JGK1-UP
S/N - JGZ1-UP
S/N - JHJ1-UP
S/N - JJG1-UP
S/N - JJM1-UP
S/N - JKR1-UP
S/N - JLG1-UP
S/N - JLP1-UP
S/N - JLS1-UP
S/N - JPD1-UP
S/N - JRX1-UP
S/N - JTN1-UP
S/N - JZA1-UP
S/N - JZR1-UP
S/N - KBE1-UP
Page 4 of 11
S/N - KBZ1-UP
S/N - KCR1-UP
S/N - KDG1-UP
S/N - KDJ1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KJR1-UP
S/N - KKT1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - L2K1-UP
S/N - L5G1-UP
S/N - L5H1-UP
S/N - L5K1-UP
S/N - L5X1-UP
S/N - L5Z1-UP
S/N - LAB1-UP
S/N - LAL1-UP
S/N - LEM1-UP
S/N - LFL1-UP
S/N - LRM1-UP
S/N - M3M1-UP
S/N - M3N1-UP
S/N - M4T1-UP
S/N - MCH1-UP
S/N - MCL1-UP
Page 5 of 11
S/N - MDE1-UP
S/N - MDS1-UP
S/N - MDT1-UP
S/N - MEY1-UP
S/N - MGG1-UP
S/N - MKR1-UP
S/N - MNB1-UP
S/N - MND1-UP
S/N - MPG1-UP
S/N - MPL1-UP
S/N - MWP1-UP
S/N - MYG1-UP
S/N - MYP1-UP
S/N - MZD1-UP
S/N - NAC1-UP
S/N - NAS1-UP
S/N - NBD1-UP
S/N - NDE1-UP
S/N - NES1-UP
S/N - NZF1-UP
S/N - PAL1-UP
S/N - PBD1-UP
S/N - PBE1-UP
S/N - PBM1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PEL1-UP
S/N - PHX1-UP
Page 6 of 11
S/N - PJM1-UP
S/N - PKE1-UP
S/N - PPN1-UP
S/N - PRF1-UP
S/N - PTB1-UP
S/N - PYT1-UP
S/N - R2D1-UP
S/N - RAC1-UP
S/N - RAS1-UP
S/N - RJK1-UP
S/N - RMX1-UP
S/N - RSK1-UP
S/N - SCR1-UP
S/N - SCY1-UP
S/N - SDC1-UP
S/N - SED1-UP
S/N - SPN1-UP
S/N - SRT1-UP
S/N - SWF1-UP
S/N - SYM1-UP
S/N - T2D1-UP
S/N - T2S1-UP
S/N - T2Y1-UP
S/N - TAE1-UP
S/N - TDH1-UP
S/N - THJ1-UP
S/N - TLY1-UP
Page 7 of 11
S/N - TPM1-UP
S/N - TRH1-UP
S/N - TSN1-UP
S/N - TXA1-UP
S/N - TZL1-UP
S/N - W3K1-UP
S/N - WBC1-UP
S/N - WBN1-UP
S/N - WDC1-UP
S/N - WDK1-UP
S/N - WET1-UP
S/N - WGC1-UP
S/N - WLT1-UP
S/N - WNE1-UP
S/N - WRK1-UP
S/N - XBH1-UP
S/N - XCK1-UP
S/N - XDB1-UP
S/N - YCF1-UP
S/N - YDS1-UP
S/N - YFW1-UP
S/N - YSD1-UP
S/N - ZCT1-UP
S/N - ZGB1-UP
S/N - ZMF1-UP
S/N - ZML1-UP
Page 8 of 11
Block Diagram of the Machine ECM
(1) Switch Panel
(2) Air Cleaner Plugged Switch
(3) Hydraulic Oil Filter Plugged Switch
(4) ATT Hydraulic Oil Filter Plugged Switch
(5) Fuel Filter Plugged Switch
(6) No.2 Fuel Filter Plugged Switch
(7) Water Separator Level Switch
(8) Overload Warning Switch
Page 9 of 11
(9) Fine Swing Switch
(10) Quick Coupler Switch
(11) Travel Alarm Relay
(12) Machine ECM
(13) Starter Switch
(14) Engine Speed Dial
(15) One Touch Low Idle Switch
(16) Speed Sensor
(17) No.1 Pump Pressure Sensor
(18) No.2 Pump Pressure Sensor.
(19) Implement Pressure Switch
(20) Travel Right Pressure Switch
(21) Travel Left Pressure Switch
(22) Backup Switch
(23) Swing Brake Release Solenoid
(24) Travel Speed Change Solenoid.
(25) Power Shift Pressure Proportional Reducing Valve
(26) Straight Travel Solenoid
(27) Viscous Clutch
(28) Heavy Lift Solenoid
(29) Straight Travel Pressure Switch
(30) Ambient Temperature Sensor
(31) Overload Warning Pressure Sensor
(32) Monitor
(33) Fuel Level Sensor
(34) Hydraulic Oil Temperature Sensor
(35) Alternator
(36) Air Heater controller
(37) Fault Alarm
(38) Engine Oil Level Switch
(39) Engine Coolant Level Switch
(40) Hydraulic Oil Level Switch
(41) Engine ECM
(42) User Shutdown Switch
(43) Engine Coolant Temperature Sensor
Page 10 of 11
(44) Engine Oil Pressure Switch
The Machine Electronic Control System provides electronic control of the hydraulic system. The system includes
the following components: various inputs (switches and sensors), an electronic control module and various
outputs (solenoid valves). The Engine Electronic Control Module (ECM) controls the engine. The Machine ECM
also controls the following functions:
• Engine Speed
• Track travel motors
• Travel alarm
• Swing Brake
• Heavy Lift
• Attachment Actuators
• Pump power shift pressure
• Hydraulic Flow Limit
The machine ECM receives signals from the various input devices that are shown on illustration 1. The ECM
makes decisions that are based on this information. The ECM acts on these decisions by actuating proportional
solenoids, ON/OFF solenoids, and relays.
Copyright 1993 - 2014 Caterpillar Inc. Wed Oct 22 12:10:29 UTC+0700 2014
Page 11 of 11
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05375928
System Operation
SMCS - 5050-EK
S/N - A3R1-UP
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - AWN1-UP
S/N - AZP1-UP
S/N - B6H1-UP
S/N - BFC1-UP
S/N - BTK1-UP
S/N - BW21-UP
S/N - BWW1-UP
S/N - BYM1-UP
S/N - BYS1-UP
S/N - BZF1-UP
S/N - BZP1-UP
S/N - C3N1-UP
Page 1 of 30
S/N - C4H1-UP
S/N - C5K1-UP
S/N - C7K1-UP
S/N - C8L1-UP
S/N - C9M1-UP
S/N - CJM1-UP
S/N - CJX1-UP
S/N - CWG1-UP
S/N - CXY1-UP
S/N - CY21-UP
S/N - CYD1-UP
S/N - CYW1-UP
S/N - CYZ1-UP
S/N - CZF1-UP
S/N - D3D1-UP
S/N - DBH1-UP
S/N - DCJ1-UP
S/N - DFP1-UP
S/N - DHE1-UP
S/N - DHK1-UP
S/N - DJF1-UP
S/N - DKW1-UP
S/N - DTS1-UP
S/N - DTZ1-UP
S/N - E4K1-UP
S/N - EAH1-UP
S/N - EAX1-UP
S/N - EBM1-UP
Page 2 of 30
S/N - EBY1-UP
S/N - EDX1-UP
S/N - EFT1-UP
S/N - EJC1-UP
S/N - EJT1-UP
S/N - EKT1-UP
S/N - ELR1-UP
S/N - ERK1-UP
S/N - ERN1-UP
S/N - FAL1-UP
S/N - FAR1-UP
S/N - FFK1-UP
S/N - FXK1-UP
S/N - GBC1-UP
S/N - GBR1-UP
S/N - GDC1-UP
S/N - GDP1-UP
S/N - GGE1-UP
S/N - GKL1-UP
S/N - GKS1-UP
S/N - GMX1-UP
S/N - GPB1-UP
S/N - GPK1-UP
S/N - GSC1-UP
S/N - GTF1-UP
S/N - GTN1-UP
S/N - H3D1-UP
Page 3 of 30
S/N - H3K1-UP
S/N - H3N1-UP
S/N - HAS1-UP
S/N - HHK1-UP
S/N - HJC1-UP
S/N - J2F1-UP
S/N - J6D1-UP
S/N - J8D1-UP
S/N - J9D1-UP
S/N - JAT1-UP
S/N - JBF1-UP
S/N - JBT1-UP
S/N - JFZ1-UP
S/N - JGK1-UP
S/N - JGZ1-UP
S/N - JHJ1-UP
S/N - JJG1-UP
S/N - JJM1-UP
S/N - JKR1-UP
S/N - JLG1-UP
S/N - JLP1-UP
S/N - JLS1-UP
S/N - JPD1-UP
S/N - JRX1-UP
S/N - JTN1-UP
S/N - JZA1-UP
S/N - JZR1-UP
S/N - KBE1-UP
Page 4 of 30
S/N - KBZ1-UP
S/N - KCR1-UP
S/N - KDG1-UP
S/N - KDJ1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KJR1-UP
S/N - KKT1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - L2K1-UP
S/N - L5G1-UP
S/N - L5H1-UP
S/N - L5K1-UP
S/N - L5X1-UP
S/N - L5Z1-UP
S/N - LAB1-UP
S/N - LAL1-UP
S/N - LEM1-UP
S/N - LFL1-UP
S/N - LRM1-UP
S/N - M3M1-UP
S/N - M3N1-UP
S/N - M4T1-UP
S/N - MCH1-UP
S/N - MCL1-UP
Page 5 of 30
S/N - MDE1-UP
S/N - MDS1-UP
S/N - MDT1-UP
S/N - MEY1-UP
S/N - MGG1-UP
S/N - MKR1-UP
S/N - MNB1-UP
S/N - MND1-UP
S/N - MPG1-UP
S/N - MPL1-UP
S/N - MWP1-UP
S/N - MYG1-UP
S/N - MYP1-UP
S/N - MZD1-UP
S/N - NAC1-UP
S/N - NAS1-UP
S/N - NBD1-UP
S/N - NDE1-UP
S/N - NES1-UP
S/N - NZF1-UP
S/N - PAL1-UP
S/N - PBD1-UP
S/N - PBE1-UP
S/N - PBM1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PEL1-UP
S/N - PHX1-UP
Page 6 of 30
S/N - PJM1-UP
S/N - PKE1-UP
S/N - PPN1-UP
S/N - PRF1-UP
S/N - PTB1-UP
S/N - PYT1-UP
S/N - R2D1-UP
S/N - RAC1-UP
S/N - RAS1-UP
S/N - RJK1-UP
S/N - RMX1-UP
S/N - RSK1-UP
S/N - SCR1-UP
S/N - SCY1-UP
S/N - SDC1-UP
S/N - SED1-UP
S/N - SPN1-UP
S/N - SRT1-UP
S/N - SWF1-UP
S/N - SYM1-UP
S/N - T2D1-UP
S/N - T2S1-UP
S/N - T2Y1-UP
S/N - TAE1-UP
S/N - TDH1-UP
S/N - THJ1-UP
S/N - TLY1-UP
Page 7 of 30
S/N - TPM1-UP
S/N - TRH1-UP
S/N - TSN1-UP
S/N - TXA1-UP
S/N - TZL1-UP
S/N - W3K1-UP
S/N - WBC1-UP
S/N - WBN1-UP
S/N - WDC1-UP
S/N - WDK1-UP
S/N - WET1-UP
S/N - WGC1-UP
S/N - WLT1-UP
S/N - WNE1-UP
S/N - WRK1-UP
S/N - XBH1-UP
S/N - XCK1-UP
S/N - XDB1-UP
S/N - YCF1-UP
S/N - YDS1-UP
S/N - YFW1-UP
S/N - YSD1-UP
S/N - ZCT1-UP
S/N - ZGB1-UP
S/N - ZMF1-UP
S/N - ZML1-UP
Engine Speed Control
Page 8 of 30
Engine Speed Dial
(12) Machine ECM
Page 9 of 30
(32) Monitor
(41) Engine ECM
The Machine ECM converts the signal from the "engine speed dial" into a signal that is pulse width modulated
(PWM). The information is then sent to the engine ECM over the Cat Data Link (CDL).
The engine speed dial (14) is divided into ten positions. The dial position is displayed on the character display of
the monitor panel. The speed of the engine with no load for each dial position is shown in the following chart.
Table 1
RPM For The Engine Speed Dial Switch
322D, 324D, 325D, 328D, 330D
"Dial Position" Engine RPM Hydraulic Torque (%)
1 950 25
2 1020 40
3 1160 61
4 1300 69
5 1470 78
6 1590 85
7 1700 92
8 1800 92
9 1900 92
10 1980 100
Self-Diagnostic Function
The Machine ECM ( (12) ) is a self-diagnostic component. The machine ECM monitors the inputs and the
outputs. The Machine ECM also monitors for system for problems (warnings) that occur during the operation of
the machine. The Machine ECM will display a system warning that is generated or a problem that has been
detected via the self-diagnostic function, on the monitor ( (32) ). Refer to illustration 2.
Note: A log file is kept for the warnings. The log file contains the time and the number of occurrences of each
warning.
Automatic Engine Control (AEC)
Page 10 of 30
(1) Switch Panel
(12) Machine ECM
(20) "Travel Right" Pressure Switch
(21) "Travel Left" Pressure Switch
(29) Straight Travel Pressure Switch
(41) Engine ECM
The AEC will lower the engine speed if no load on the machine continues for approximately 5 seconds. This
process is designed to reduce the noise and fuel consumption. The AEC has settings in two stages. The AEC can
be set by the switch on the right console. The indicator of the switch will illuminate during the second setting of
Page 11 of 30
the AEC. The second setting of the AEC is available immediately after the engine start switch is turned to the ON
position. The AEC can be set in the first stage and the second stage by alternately pressing the switch.
First Setting Of The AEC

The first setting of the AEC will lower the speed of the setting of the engine speed dial by approximately 100 rpm
in the "no load" or the "light load" condition.
Second Setting Of The AEC

The second setting of the AEC will reduce the engine speed to approximately 1300 rpm in the "no load"
condition.
Note: When the main backup switch (22) is turned to the ON position (Manual), the "AEC" function is disabled.
One Touch Low Idle
(12) Machine ECM
(15) One touch low idle switch
(19) Implement pressure switch
(20) "Travel Right" pressure switch
Page 12 of 30
(21) "Travel Left" pressure switch
(29) Straight Travel pressure switch
(41) Engine ECM
When the one touch low idle switch (15) is pressed and the machine is not under a load, the engine speed can be
lowered by more than the speed of the setting of the second stage of the AEC. When normal operations have
resumed, the engine speed for the dial setting will return the corresponding RPM.
Start Up Of The One Touch Low Idle

The one touch low idle feature will activate during all "stopped" conditions of the implement, swing, travel, and
tools. The following components are in the OFF position: implement swing pressure switch, the travel pressure
switch (right), the travel pressure switch (left), the attachment (ATT) pedal pressure switch and the straight travel
pressure switch. However, when the one touch low idle switch is pressed, the control will lower the engine speed
to the speed of the "2" setting of the engine speed dial to approximately 1020 rpm. This control overrides the
AEC.
Release Of The One Touch Low Idle

The one touch low idle will be released when any of the following conditions occur:
• The one touch low idle switch (15) is pressed again.
• The implement swing pressure switch is set to the ON position.
• A travel pressure switch is set to the ON position.
• A pressure switch that is related to a tool is set to the ON position.
The engine speed is different after the switch has been released. The different speed will depend on the conditions
of the release.
1. The engine speed will be set to the setting of the engine speed dial, when the feature for one touch low idle
has been released by an operation of the implement, swing, etc.
2. The engine speed will be set by the AEC. The speed will be set when the one touch low idle has been
released. The engine speed will be affected by the following conditions:
a. When the first setting of the AEC is selected, the engine speed will be set to the speed of the first
setting of the AEC. The speed is approximately 100 rpm lower than the setting of the engine speed
dial.
b. When the second AEC is selected, the engine speed will be set to the speed of the setting of the
second AEC. The speed is approximately 1300 rpm.
c. Engine speed will be set to the speed of the engine speed dial if the engine speed is lower than the
setting of the second AEC. The setting of this speed is not based on a setting of the AEC.
Engine Speed Protection
Page 13 of 30
Prevention of Overspeed During Low Engine Oil Pressure
This function is designed to prevent the engine from starting at a high speed during a condition of low oil
pressure. For example, after the engine oil filter is replaced, the engine may need to run for a short time to fill the
oil filter. During this time, the oil pressure of the engine will remain low.
Note: Engine damage may occur if the engine runs at a high speed dial position and the oil pressure of the engine
is low.
The engine speed will be limited to the position of 5, if the engine oil pressure switch is open. The engine will
start at the speed of the number 5 position.
Prevention Of Overspeed During Overheating Condition
Page 14 of 30
This function is designed to prevent damage to the engine that is caused by overspeed during an overheating
condition. The Engine ECM receives input from the "coolant temperature sender" and the Engine ECM
communicates this information to the Machine ECM. The Machine ECM receives the input from the hydraulic oil
temperature sender.
If the Machine ECM senses an overheating condition is in process, the Machine ECM will send a signal to the
"Power Shift PRV" solenoid in order to destroke the hydraulic pump. A signal will also be sent from the Machine
ECM to the Engine ECM in order to reduce the speed of the engine.
The engine speed will be decreased to the second setting of the AEC (1300 rpm).
Work that requires high pressure will be restricted during an overheating condition. The engine and other
components are protected during this condition.
Control Of The Hydraulic Oil At Low Temperatures
Page 15 of 30
When the conditions of the climate are cold and the temperature of the hydraulic oil is low, the machine may not
operate smoothly.
A signal is sent from the hydraulic oil temperature sensor to the Machine ECM in order to monitor the
temperature of the hydraulic oil.
The output of the pump will decrease by a small amount. This action allows the operations to be smoother until
the temperature of the oil rises. When the hydraulic oil temperature sensor has detected an oil temperature below
15 °C (59 °F), the system limits hydraulic pump output pressure to 80% of maximum hydraulic horsepower.
When the hydraulic oil temperature sensor detects an oil temperature that has risen above 20 °C (68 °F), normal
control of the hydraulic oil will begin again.
Pump Regulation
Page 16 of 30
Constant Control of Horsepower

Constant control of the horsepower is associated with the 1 to 9 setting of the engine speed dial. The flow of the
pump is controlled by the power shift pressure when the engine speed dial is in the 1 through 9 position. The
hydraulic output will be set according to the position of the engine speed dial. Even though the pump is delivering
the maximum flow, the machine ECM will correct the power shift pressure to maintain the maximum amount of
flow. During the delivery of middle pressure and high pressure, the horsepower of the main pump is controlled in
order to prevent high horsepower of the pump with lower engine horsepower. The machine ECM receives
feedback from the engine speed sensor. The power shift pressure is proportional to the target flow. The target
flow is calculated from the setting of the engine speed and the pressure of the delivery pump pressure sensor.
Thus, the power shift pressure will vary according to the position of the engine speed dial and the pressure of the
delivery pump. The antistall feature for the engine is used in order to prevent the engine from stalling. The
antistall feature will be activated, if the speed of the engine decreases 250 rpm below the position of the dial-in
comparison to the setting of the engine speed dial.
The power shift pressure is fixed for the positions of 1 through 9. The positions of 1 through 4 of the engine speed
dial have a different power shift pressure for each setting. The engine speed dial will set the desired RPM, which
will produce the desired flows. The positions of 7 through 9 of the engine speed dial have a common power shift
pressure that is fixed. The positions 1 through 9 use engine speed, the position of the engine speed dial, and the
pump pressure to set a fixed output. The output is fixed until a decrease of 250 RPM below the target RPM. At an
RPM of 250 below the target RPM, the engine ECM will adjust the power shift pressure to maintain engine RPM
within 250 RPM of the target RPM.
Page 17 of 30
Control Of An Underspeed Condition
The underspeed condition is associated with a position of 10 of the engine speed dial. The 10 position of the
engine speed dial is used when a large amount of horsepower is required or a high travel speed is requested. An
underspeed feature is necessary when the engine is being operated at a maximum horsepower. The underspeed
feature will maintain the speed of the engine at maximum power. The machine ECM reads the engine speed and
the machine ECM will adjust the power shift pressure in order to regulate the engine speed. The machine ECM
controls the power shift pressure in the underspeed condition. The engine maintains a speed of approximately
1800 rpm in order to achieve the maximum horsepower. Therefore, when the engine speed is higher than the full
load speed, the output of the pump will increase and the power shift pressure will decrease. Also, when the engine
speed is lower than the target speed, the output of the pump will decrease and the power shift pressure will
increase.
The horsepower of the engine may decrease under the following conditions:
• The engine becomes worn.
• The quality of the fuel is poor.
• The engine is operating at a high altitude.
The machine ECM will decrease the output of the pump and increase the power shift pressure to reduce the load
on the engine without reducing the engine speed. This condition occurs if the speed of the engine decreases below
full load speed.
Cooling Fan Control ( 320D- 329D)
Page 18 of 30
The Engine ECM monitors the temperature sensors of the engine coolant and the inlet air manifold. The Machine
ECM monitors the temperature sensor for the hydraulic oil.
Based on the values of these sensors the Machine ECM will vary the amount of current to the electronic control
coil of the fan.
As the current to the "fan control" coil is increased, increased magnetic flux produces a rotational movement to
the "fluid control valve" armature. As the fluid control valve rotates, the valve arm closes the large hole in the
fluid reservoir allowing less fluid to flow into the working chamber of the visconic fan clutch. The increase in
magnetic flux to the fluid valve armature causes the armature to rotate as the outer blades of the armature try to
align with the steel bars in the reservoir cover.
A fan speed map within the software of the Machine ECM will compare temperature sensor readings with the
desired fan speed map and plot target fan speed according to engine rpm and current fan speed.
If only one sensor is reporting high temperature, or a need for increased cooling, the Machine ECM will reduce
the current to the fan control coil by a predetermined percentage of the fan speed map, and the fan speed will
increase.
Cooling Fan Control ( 330D and 336D)
Page 19 of 30
The inputs for the cooling fan speed are monitored by the Machine ECM and the Engine ECM. The Machine
ECM detects the temperature of the hydraulic oil. The Engine ECM detects the temperature of the engine coolant
and the temperature at the Intake Manifold. A target speed for the cooling fan is assigned for each engine speed
based on the output of the various temperature sensors. The target values for the maximum fan speeds are
assigned by software designed for the 330D/336D machine models.
The Machine ECM monitors the temperature inputs to provide a signal to the (proportional) fan pump pressure
control solenoid. Maximum flow is sent to the fan motor, causing the fan to turn at the maximum software
controlled rpm, when the solenoid receives minimum current from the Machine ECM.
When maximum fan speed is required, the fan pump pressure control solenoid is de-energized according to the
temperature input, causing the fan to turn at a faster speed. Maximum controlled fan speed is attained when the
fan pump pressure control solenoid receives the least amount of current from the Engine ECM.
If communication is lost between the Machine ECM and the "fan pump pressure control" solenoid, the fan will
default to the maximum mechanical pressure setting (high-pressure cutoff). This action results in a higher system
pressure of approximately 31000 kPa (4500 psi). This pressure is higher than the maximum pressure that is
controlled through the software. The fan speed is also higher than the maximum fan speed that is normally
controlled through the software.
Cat ET or the monitor can be used in order to check or in order to calibrate the fan speed. Refer to the 330D/336D
Test and Adjust manual for the calibration procedures.
Page 20 of 30
Travel Speed - Hydraulic Circuit Change Control
(1) Switch Panel
(12) Machine ECM
(17) No. 1 Pump Pressure Sensor
(18) No. 2 Pump Pressure Sensor
(24) "Travel Speed Change" solenoid
Page 21 of 30
Automatic Travel Speed Change
There are two travel speed modes, low-speed (tortoise) and high-speed (rabbit). By selecting the "tortoise" mode,
travel speed is limited to the low travel speed. By selecting the "rabbit" mode, travel speed will change
automatically between low/high speeds. The change in travel speed is dependent on the delivery pressure of the
pump.
"Travel Mode Selector" switch-on Switch Panel
Travel Mode selector switch- The "Travel Mode Selector" switch and travel mode indicators (tortoise and
rabbit) are located on the switch panel. When the "Travel Mode Selector" switch is pressed, the travel mode can
be set to the rabbit mode or set to the tortoise mode. The indicator (tortoise or rabbit) will be illuminated in order
to show the travel mode that is chosen.
Automatic travel speed change function- The travel speed will automatically be set to the LOW (tortoise) speed
when the machine is first turned on. In order to select the HIGH (rabbit) speed mode, press the "Travel Mode
Selector" switch. While the circuit pressure at the pump output remains below a certain range, the machine will
travel in the HIGH (rabbit) speed. The output pressure of the pump increases as the load on the machine increases.
When the output pressure increases to a certain high level, the machine will automatically shift to travel in the
LOW (tortoise) speed mode. The machine will automatically return to the HIGH (rabbit) speed mode when the
pump output pressure decreases to the predetermined range.
The "Automatic Travel Speed Change" function allows the machine to adjust speeds without direct operator input.
The machine will travel at HIGH (rabbit) speed under a light load. The machine will travel at LOW (tortoise)
speed under a heavy load. This function ensures that the machine has high mobility and a high drawbar pull.
The travel speed will remain in LOW (tortoise) speed mode while the machine is in the heavy lift mode.
When the travel is set to the tortoise mode, the travel is set at low speed and does not change.
Page 22 of 30
Swing Brake Operation
(1) Switch Panel
(9) Fine Swing Switch
(12) Machine ECM
(23) "Swing Brake Release" solenoid
(45) Hydraulic Activation Control Lever (Unlocked Position)
Page 23 of 30
(46) "Hydraulic Activation Control" solenoid
(47) Pilot Pressure for Swing Brake Release
(48) Fine Swing Solenoid
This machine is equipped with a swing lock system that is hydraulically controlled. The system circuit for the
"swing lock control" provides control for the swing motor, the swing brake, the fine swing function, and the
backup system of the machine.
The "swing brake release" is controlled by the hydraulic activation lever (45). When the hydraulic activation
control lever (45) is moved to the locked position, the swing brake is applied. The swing brake solenoid is
energized in order to release the swing brake. The swing brake solenoid (23) is de-energized approximately 6.5
seconds after all levers and pedals are returned to NEUTRAL position.
The swing brake is released immediately on the operation of any of the following: boom, stick, bucket, swing and
an attachment.
If the main backup switch is placed in the Manual position, then the swing brake is electrically released.
Fine swing function (optional) is designed to open a hydraulic circuit between the A and B ports of the swing
motor for smooth start and stop operation in swing movement.
The machine ECM detects operation of the fine swing switch in order to release the swing brake.
Heavy Lift Mode (Optional)
Page 24 of 30
(1) Switch Panel
(12) Machine ECM
(28) Heavy Lift Solenoid
(41) Engine ECM
Page 25 of 30
"Heavy Lift Mode" switch-on Switch Panel
Refer to illustrations 14 and 15. Press the "Heavy Lift" switch on the "Switch Panel", in order to turn the heavy
lift mode ON or OFF. When the heavy lift mode is turned ON, the indicator will illuminate. When the heavy lift
mode is turned ON, the main relief pressure increases from 35 MPa (5100 psi) to 36 MPa (5200 psi). However,
due to the flow restriction, the maximum engine speed is limited at the speed equivalent to engine speed dial
position 6 which is approximately 1600 rpm. The hydraulic output is restricted at 64%.
Tool Control
When an attachment tool is being operated, the engine speed and the pump flow are controlled according to the
type of tool. For more information, refer to the appropriate service manual for the tool control of the machine that
is being serviced.
Selection Of A Tool
There are five preprogrammed tools. The operator selects the tool. The monitor is used to make the selection. The
following items are examples of some parameters which can be adjusted in order to accommodate a particular
tool:
• The engine speed dial setting
• Pump flow for one or two pumps
• Pump flow for one or two directions
• The horsepower setting for the attachment pump
Engine Speed Control

When the pedal is operated, the actual setting of the engine speed dial is compared to the position of the engine
speed dial that was set by the parameter. The engine speed control will lower the engine speed to the selected
engine speed that was set in the adjustable parameter.
When the tool is deactivated, the speed of the engine will return to the actual speed of the setting of the engine
speed dial.
When the attachment tool is being operated, the AEC and the one touch low idle are released.
Note: If the programmed value is higher than the engine speed dial indicator, the engine speed will not be raised.
Main Pump Flow Control

Some tools use the flow of the main pump. A pressure switch detects the pressure change. A proportional
reducing valve restricts the main pump flow. A resolver valve selects the higher pressure between the pressure in
the control valve and the pressure from the proportional reducing valve. This signal restricts the pump flow to a
lower pressure. The main pump flow is then reduced.
This process results in better simultaneous operation of the tool and operation of the implement.
Page 26 of 30
Main Pump Control During Use Of The Auxiliary Pump
The Machine ECM detects an attachment pump operation and offsets the load of the attachment pump. This
process also prevents a decrease of the engine speed. If an attachment pump is operated with 50 percent of the
rated load and the main pumps are operated at the same time, a reduction in engine speed is prevented.
Backup System
The "Backup System" has been installed to allow manual control for the operator for a limited amount of machine
functions so to move a machine if other machine functions have failed.
The main backup switch is located to the right rear of the console. When the main backup switch is turned to the
MAN position, the viscous fan speed is set to maximum, the power to the Machine ECM is removed and the
"Limited Mobility Mode" is activated. (See operator display above.) At this time, the hydraulic flow of the
machine is greatly reduced however the joysticks and the travel pedal will continue to function. Despite limited
flow from the pump of the machine, the operator will be able to move the machine or the implements of the
machine for a limited amount of time. The engine speed dial on the switch panel of the right console does not
function. The engine speed can be adjusted by the speed switches that are located to the right rear of the console.
At this time, the AEC and the low idle switch will not function. The Monitoring System will display the message
"LIMITED MOBILITY MODE" on the Monitoring System and the Monitoring System will sound the action
alarm. The backup switch provides the minimum machine functions. The "Limited Mobility Mode" allows the
Page 27 of 30
operator to maneuver the machine to the shop when the Machine ECM has failed. Excavating operations are not
possible if the machine is in the "Limited Mobility Mode".
Pump Torque Control

When "Pump Toque Control" is selected, the engine output is approximately 60% to 80% of the rated output for
the engine. The power shift pressure is fixed. When the engine speed dial of the machine is set to a lower position,
the engine output decreases significantly. Care must be taken not to stall the engine.
Release Function of Swing Brake

The swing brake is released under normal operating circumstances.
When the hydraulic system is disabled due to a stopped engine or the hydraulic activation control lever is moved
to the locked position, the swing brake will be applied.
Monitoring System
The monitoring system is an input and an output of the Machine Control System. The Machine Control System
communicates back and forth on the CAN Data Link. The monitoring system consists of the following
components: display with numerous screens and menus, keypad, indicators and gauges. These components will be
described throughout this manual.
The monitoring system informs the operator of the status of the machine. The monitoring system includes a
graphic display that allows the operator to view information that pertains to machine functions. Refer to
Illustration 17.
Monitoring System Display
(55) Action Lamp
(56) Clock
Page 28 of 30
(57) Engine Speed Dial Indicator
(58) Fuel Gauge
(59) Hydraulic Oil Temperature Gauge
(60) Engine Coolant Temperature Gauge
(61) Keypad
The monitoring system display will display various warnings and information about the condition of the machine.
The monitoring system display has 3 gauges and a number of alert indicators. Each gauge is dedicated to a
parameter within a machine system. The monitoring system will allow the user to do the following:
• View system status information
• View parameters
• View service intervals
• Perform calibrations
• Troubleshoot machine systems
Some of the possible parameters of the machine systems are listed: fuel level, engine coolant temperature and
hydraulic oil temperature. The gauges receive information from sensors or senders that are connected to the ECM.
The ECM uses the information from each sensor input to calculate the value that is shown on the gauges.
The alert indicators will notify the operator of an abnormal condition in a machine system. The ECM uses
information from pressure switches, sensors, and other inputs in order to determine when an abnormal condition
is present. The ECM will send a message to the monitoring system display. Then, the monitoring system will
display a pop-up alert indicator for the machine system with the abnormal condition.
Keypad
(62) Up key
(63) Right key
(64) Home key
Page 29 of 30
(65) Main menu key
(66) Left key
(67) Down key
(68) Cancel key or Back key
(69) OK key
The keypad (61) is used in order to provide input and in order to navigate through the menu structure of the
monitoring system. Refer to Illustration 18.
See Service Manual, RENR8068, "Monitoring System"
Page 30 of 30
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04591890
Diagnostic Operation
SMCS - 5050-EK
The ECM shows diagnostic information on the display in order to assist with troubleshooting. This control system
is used with the Electronic Technician Service Tool (ET). These tools can be used to perform several diagnostic
functions and programming functions.
The following list contains some of the diagnostic functions and programming functions that are performed by the
service tools:
• The diagnostic codes of the ECM system are displayed.
• The status of most of the inputs and the outputs are displayed.
• The settings for the machine ECM are displayed.
• Display the status of the input and output parameters in real time.
• Display the value in hours of the internal diagnostic clock.
• The number of occurrences and the clock hour of the first occurrence and the last occurrence is displayed
for each logged diagnostic code.
• The definition for each logged diagnostic code and each event is displayed.
• Load new FLASH software.
See the Troubleshooting, Diagnostic Code List section of this manual for the list of diagnostic codes for the
machine ECM.
Troubleshooting Procedures
These procedures are only for the diagnostic codes that originate from the machine ECM. The diagnostic codes
can be viewed by using any of the following systems: Monitoring System and the Caterpillar Electronic
Technician (ET) See one of the following references:
Page 1 of 11
• Systems Operation, RENR8068, "Monitoring System"
• Troubleshooting, "Using Caterpillar Electronic Technician to Determine Diagnostic Codes"
The following procedures may cause new diagnostic codes to be logged. Therefore, before any procedures are
performed, make a list of all the active diagnostic codes in order to determine the system problems. Clear the
diagnostic codes that were caused by the procedure, when each procedure is complete.
Note: Before you perform a procedure, always check all the circuit breakers. Repair the cause of any circuit
breaker that is tripped.
Module Identifier (MID)

System events from other electronic control modules are shown on the monitoring system. Other electronic
control modules transfer this diagnostic information on the Cat Data Link to the Monitoring System.
The module identifier (MID) identifies the electronic control module that detected the diagnostic code. Each
electronic control module on the machine has a unique MID. Use the following chart in order to match the MID
for each diagnostic code to a specific electronic control module. The chart for the Module Identifier (MID) is
located on the Electrical System Schematic for your machine. See the chart if the MID is not shown on the display
of your machine. After the operator determines the ECM that has detected the diagnostic code, see the
troubleshooting manual for the particular ECM.
If the MID is for the machine ECM, use this service manual module. The MID for the machine ECM is 039. If the
MID is different use the appropriate module.
Table 1
Description of the Module Identifier
MID Description
030 Monitor
036 Engine Electronic Control Module
039 Machine Electronic Control Module
122 ATT Product Link Module (Gateway)
Failure Mode Identifier

The codes for the Failure Mode Identifier are defined by the SAE standards. The following list contains a Cat
version of definitions.
Table 2
Failure Mode Identifier
FMI Description of Failure
00 Data valid but above normal operating range
01 Data valid but below normal operating range
02 Data erratic, intermittent, or incorrect
Page 2 of 11
03 Voltage above normal
04 Voltage below normal
05 Current below normal
06 Current above normal
07 Mechanical system not responding properly
08 Abnormal frequency, pulse width, or period
09 Abnormal update rate
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad device or component
13 Out of calibration
14 Not used
15 Not used
16 Parameter not available
17 Module not responding
18 Sensor supply fault
19 Condition not met
20 Not used
Detailed FMI Explanation

FMI 00 Data Valid But Above Normal Operating Range - Every electronic control system sets a high limit for
the expected operating range of the signal. The high limit includes over range signals. A sensor that is still
operating but sending a signal above the expected limit will cause an FMI 00 to be stored.
Some of the possible causes of an FMI 00 diagnostic code are listed:
• The signal is above normal.
• The signal is shorted to the +battery.
• The sensor is in need of calibration.
A PWM signal that is at a duty cycle of 80 percent is a valid signal. If the PWM signal has a duty cycle of 81
percent, the sensor is still working. But the sensor signal is above the expected signal limits.
FMI 01 Data Valid But Below Normal Operating Range - Every electronic control system sets a low limit for
the expected operating range of the signal. The limit includes signals that are under the lower limit. The low
signal could be the oil pressure signal. The sensor is still working but sending a signal below the expected limit
will cause an FMI 01 to be stored.
Page 3 of 11
• The signal is below the normal range.
• The timing is retarded.
This sensor is not expected to generate a PWM signal below a duty cycle of 5 percent with zero air pressure. If the
sensor generates a signal with a duty cycle of 4 percent when the engine is shut down, the sensor is still working.
Sending a signal below the expected limit will cause an FMI 01 to be stored.
FMI 02 Data Erratic, Intermittent, or Incorrect - The signal from a component is present. The control that
reads the diagnostic information cannot read the signal properly. The signal appears to be gone, unstable, or
invalid. The data can be correct or incorrect intermittently. Also, this condition relates to communication between
controls. This condition is an example of communication between controls. When the monitoring system is
looking for the engine speed from the engine ECM over the Cat Data Link.
• There is a faulty connection.
• The signal is intermittent or erratic.
• The software has been changed.
• The signal is noisy.
• The signal is out of range.
FMI 03 Voltage Above Normal or Shorted High - The component or system voltage is higher than the limit.
FMI 03 most often relates to a signal circuit.
Some of the components that could cause an FMI 03 diagnostic code are listed:
• The sensor or the switch is faulty.
• The harness is damaged.
• The electronic control has failed.
Some of the possible causes of an FMI03 diagnostic code are listed:
• A sensor that has failed and the voltage output is high.
• Any wiring harness that has a sensor signal wire shorted to a high voltage. A high voltage is any voltage
that is greater than the sensor supply voltage.
• A wiring harness that has an open circuit in the sensor signal wire will cause the control to pull up. When
this event occurs, the input circuit is pulled up to the supply voltage.
• A faulty control will also cause an FMI 03.
FMI 04 Voltage Below Normal or Shorted Low - The component or system voltage is lower than the limit. FMI
04 most often relates to a signal circuit.
Some of the components that could cause an FMI 03 diagnostic code are listed:
• The sensor or the switch is faulty.
• The harness is damaged.
Page 4 of 11
• The electronic control has failed.
• A sensor that has failed and the voltage output is low.
• Any wiring harness that has a sensor signal wire shorted to ground.
• A faulty control will also cause an FMI 04.
FMI 05 Current Below Normal or Open Circuit - The current through the component or the system is lower
than the limit. FMI 05 is most often related to a driver circuit.
• There is an open circuit or a poor harness connection.
• There is an open relay.
• There is a switch in the open position.
FMI 06 Current Above Normal or Grounded Circuit - The current through the component or the system is
higher than the limit. FMI 06 is most often related to a driver circuit. This fault is like an FMI 04 diagnostic code.
• There is a short to ground in the harness connection.
• There is a shorted relay.
• A faulty control will also cause an FMI 06 diagnostic code.
FMI 07 Mechanical System Not Responding Properly - The control detects a signal that is sent to a mechanical
system and the response is not correct.
• The component responds improperly.
• The component is stuck in a position.
• The component has failed.
• The engine is shut down.
• The machine is being used improperly.
FMI 08 Abnormal Frequency, Pulse Width, or Period - This event occurs when the signal is not in the
expected range. FMI 08 can also relate to a faulty sensor.
• The harness connections are intermittent or poor.
• The engine misfired.
• The signal is noisy due to nearby interference.
Page 5 of 11
• There are loose mechanical devices.
FMI 09 Abnormal Update - This event relates to communications on the Cat Data Link. FMI 09 occurs when a
control is not able to get information from another control.
• The control module is not communicating on the Cat Data Link correctly.
• The rate of data transmission is abnormal.
• The Cat Data Link has failed.
• There is a mismatch of software.
FMI 10 Abnormal Rate of Change - This event relates to a signal that changes too fast. The rate of change is
outside of the expected limit.
FMI 11 Failure Mode Not Identifiable - The control identifies more than one FMI as being responsible for a
single failure.
• There is a mechanical failure.
• There is damage to multiple circuits.
FMI 12 Bad Device or Component - The electronic control sends a signal and the electronic control expects a
response. The control receives no response or the response is incorrect.
• There is a failure of the electronic control.
• There is a failure on the Cat Data Link.
• There are one or more controls with mismatched software.
FMI 13 Out of Calibration - The electrical signal is not within limits for a specific mechanical condition.
• Calibration is required.
• The data is out of range.
FMI 14, 15, and 20 - These codes are not active.
FMI 16 Parameter Not Available - The control does not support the requested parameter.
FMI 17 Module Not Responding - The control does not respond to the request for data.
FMI 18 Sensor Supply Failure - The sensor power supply in the control has failed.
FMI 19 Condition Not Met - The conditions that are defined by the software were not met.
Page 6 of 11
Event Codes
Table 3
EID Level
Event Description Recommended Response
Fuel Filter Restriction Examine fuel filter to determine if replacement is required. Engine
5 2
Derate output is decreasing because fuel filter is plugged.
In order to prevent engine coolant from overheating, engine output
High Engine Coolant
15 2 has been decreased. This code shows that the process of decreasing
Temperature Derate
the engine output has been instituted.
16 High Engine Coolant Immediate Safe Shutdown is Required.
3 Temperature Shutdown Allow the coolant time to return to an acceptable level before
resuming operation of the machine.
17 High Engine Coolant
The coolant for the engine has overheated. Change the operation of
2 Temperature Warning
the machine to allow the engine to cool.
23 High Hydraulic Oil Engine power / output has been decreased to prevent the hydraulic
Temperature Derate oil from overheating.
2
Possible causes include - abusive machine operation, low hydraulic
oil level, and restricted hydraulic oil cooler.
25 High Inlet Air Engine output is decreased because engine inlet air temperature is
1 Temperature Derate too high. Refer to "Troubleshooting" in the maintenance manual for
the engine.
27 High Inlet Air
The air temperature for the engine inlet is too high. Refer to
"Troubleshooting" in the maintenance manual for the engine.
39 Low Engine Oil Engine output has decreased because engine oil pressure is low.
1 Pressure Derate Refer to "Troubleshooting" in the maintenance manual for the
engine.
The battery is not charging. Check for diagnostic codes relating to
Low System Voltage
43 2 system voltage or alternator output. To troubleshoot, check
Warning
associated diagnostic codes that will occur with this event code.
High System Voltage The system voltage is higher than normal. Check for diagnostic
50 2
Warning codes relating to system voltage or alternator output.
53 Low Fuel Pressure Check for any diagnostic codes related to the operation of the fuel
2
Warning pump. Check fuel lines for signs of leaks.
59 Low Engine Coolant Check the level of engine coolant. Check connections for coolant
2
Level Warning level switch.
95 Fuel Filter Restriction The number 2 fuel filter is plugged. Check or replace the number 2
2
Warning fuel filter.
96 1 High Fuel Pressure Check the fuel filter or check the valve of the oil inlet cap.
Page 7 of 11
100 Low Engine Oil The engine oil pressure has decreased . Check the oil level of the
3 Pressure Warning engine. The maximum engine speed is limited in order to protect the
engine.
119 Low Fuel Level Check the fuel level. Check any diagnostic codes related to the
2
function of the fuel sensor.
171 Low Engine Oil Level Check engine oil level and replace as needed. Check connections for
2
engine oil level switch.
172 High Air Filter
1 Replace air filter.
Restriction
179 Alternator Not Check tension on drive belt of alternator. Check electrical
2
Charging connections of alternator circuit.
180 Auto Lube Distribution
Line Plugged
181 Limited Mobility Mode This mode is engaged to allow the operator to relocate the machine
3
to a safe location for service to be performed.
182
Suction Valve Off
190 Engine Overspeed Refer to "Troubleshooting" in the maintenance manual for the
1
Warning engine.
High Fuel/Water Water separator is full of water. Drain water from the water
232
2 Separator Water Level separator. If water is not present, check installation setting of the
water separator level switch.
Check the lube oil level on the liquid indicator on the side of the
234 Low Auto Lube Grease
2 tank. Fill the tank if the indicator displays a low level. If the gauge
Level
shows that the tank is full, check for damaged lubrication lines.
Check the hydraulic oil level on the liquid indicator on the side of
235 Low Hydraulic Oil the tank. Fill the tank if the indicator displays a low level. If the
2
Level gauge shows that the tank is full, check for damaged hydraulic lines.
Hydraulic oil return filter is plugged. Replace the hydraulic oil and
236 Return Hydraulic Oil
2 replace the return filter. If code continues, check connections for the
Filter Plugged
plugged switch of the hydraulic return filter
Immediately reduce the load on the machine by reducing the amount
237
3 Machine Overloaded of material being lifted. If machine is not overloaded, check the
installation setting of overload warning sensor.
252 Loss of Key Table An unauthorized key has been used to try to start the machine. Refer
02
Information to the "Machine Security System" in the maintenance manual.
253 Hydraulic Oil Level Check hydraulic oil level and replace as needed. Check connections
2
Low for hydraulic oil level switch.
265 User Defined Shut The engine is shut down. Troubleshoot all diagnostic codes related
1
down to the key start switch.
Page 8 of 11
The air inlet filter is plugged. Replace the air inlet filter for the
272 Inlet Air Restriction
2 engine. If code continues, check connections for the plugged switch
Warning
of the air filter.
273 Machine security system has detected that an unauthorized key has
1 Unauthorized Key
been used to attempt to start the machine.
High Hydraulic Oil
600 The hydraulic oil has overheated. Change the operation of the
machine in order to allow the hydraulic system time to cool.
The attachment hydraulic oil filter is plugged. Replace the hydraulic

862 Attachment Hydraulic
2 oil filter. If code continues, check the installation setting of plugged
Oil Filter Plugged
switch for attachment hydraulic oil filter.
Abnormal Machine
863 The Autolube system is not operating properly. Check the
2 Auto Lube System
installation setting of the automatic lubrication system.
Operation
Data Status Codes

Table 4
Data Status Identification List
DSI Data Status Description
2 Erratic, Intermittent, or Incorrect Data
3 Voltage High
4 Voltage Low
5 Current Below Normal
6 Current Above Normal
8 Abnormal Frequency, Pulse Width, or Period
9 Abnormal Update
11 Other Failure Mode
12 Bad Component
13 Out of Calibration
16 Parameter Not Available
17 Module Not Responding
18 Sensor Power Supply Failure
19 Incomplete Data or Conditions Not Met
20 Disabled or Not Installed
Page 9 of 11
Calibration Error ID List
Table 5
Calibration Error ID List
ID Calibration Error Description
$0001 ECM Fault
$0002 Active Diagnostic Present
$0003 Another Calibration is Active
$0004 Calibration Active by Another ECM
$0005 Loss of Calibration Interlock
$0006 Calibration Aborted by Tool/Monitor
$0007 Requested Display Not Supported
$0008 Unavailable Display
$0009 Calibration Aborted by ECM
$000A Calibration Failure
$000B Calibration Not Supported
$0100 Out-of-Range Low - Incr/Decr Parameter
$0101 Out-of-Range High - Incr/Decr Parameter
$0102 Invalid Action/Key Stroke Command
$0103 Calibration Value Out-of-Range
$0104 Calibrated Range Too Small
$0105 Calibrated Range Too Large
$0106 Calibration Value Not Saved
$1000 See Service Manual
$1010 Engine Stopped (No Engine RPM)
$1011 Engine Running (Engine RPM Present)
$1012 Engine RPM Incorrect
$1013 Engine High Idle RPM Too Fast
$1014 Engine Low Idle RPM Too Slow
$1015 Abnormal Engine RPM Signal
$1016 Speed Sensor Circuit is Open
$1017 Service Brake Pedal Pressed
Page 10 of 11
$1018 Parking Brake Not Engaged
$1019 Parking Brake Engaged
$1074 Engine RPM Too Low
$101A Implement is Swinging/Traveling
$101B Machine Speed Not Zero
Page 11 of 11
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05946709
Electronic Control Module (Machine)

SMCS - 7610-MCH
Compartment for the machine ECM (typical)
Page 1 of 10
Machine ECM
(Located in the Compartment to the Rear of the Cab)
(1) Controller
(2) J1 Connector
(3) J2 Connector
Connector Contact Numbers
Page 2 of 10
Machine ECM
(1) Controller
(2) J1 Connector (Black)
(3) J2 Connector (Brown)
Page 3 of 10
Machine ECM Connectors (Front, Socket - Side)
(2) J1 Connector (Black)
(3) J2 Connector (Brown)
Page 4 of 10
Machine ECM Connectors (Back, Wire - Side)
The Machine ECM will make decisions that are based on input data information and programming parameters
that have been flashed to the ECM memory. After the ECM receives the input information, the ECM determines
the correct response and sends an output signal to the appropriate device. The internal input circuits and the
internal output circuits of the ECM are connected to the machine wiring harness by two 54 contact connectors (J1
and J2).
Note: The ECM is not serviceable. If the ECM is damaged, the ECM must be replaced. The rate of failure for the
ECM is low. If the ECM is suspected of failure, contact the Technical Communicator at your dealership for
possible consultation with Caterpillar before replacing the ECM. Replace the ECM only after all of the other
possible causes of a particular problem have been investigated.
ECM Pull Up Voltage

In order to aid in diagnostics of certain types of electrical circuits that are controlled by the ECM, an internal "pull
up voltage" is connected to ECM switch and sensor signal input contacts. An above normal voltage is internally
connected to the ECM signal input circuit through a resistor.
During normal operation, the switch or sensor signal will hold the circuit low or at a certain signal amplitude,
however, circuit conditions such as a loss of power to the component, a disconnection, or an open circuit will
allow the circuit to be pulled high by the ECM pull up voltage. The pull up voltage will result in an above normal
voltage condition at the ECM contact. As a result, the ECM will activate an FMI 03 (voltage above normal)
diagnostic code for the affected circuit.
The types of ECM input circuits that have pull up voltage present are:
• Pulse Width Modulated (PWM) sensor input circuits
• Switch to ground switch input circuits
• Active analog (voltage) input signal circuits
• Passive analog (resistance) input signal circuits
ECM Pull Down Voltage

In order to aid in diagnostics of electrical circuits that are controlled by the ECM, an internal "pull down voltage"
is connected to ECM switch to battery type input circuits.
During normal operation, the switch contacts that are allowing the connection to a voltage source will hold the
circuit high. When circuit conditions such as a loss of power to the switch supply voltage, a disconnection in the
switch circuit or an open circuit will allow the circuit to be pulled low by the ECM pull down voltage. The pull
down voltage will result in a below normal voltage condition at the ECM contact. As a result, the ECM will
activate an FMI 04 (voltage below normal) diagnostic code for the affected circuit.
Inputs
The machine has several different types of input devices. The ECM receives machine status information from the
input devices and determines the correct output action that is needed in order to control machine operations based
Page 5 of 10
on memory and software parameters. The machine utilizes the following types of inputs: switch type and sensor
type.
Switches provide signals to the switch inputs of the ECM. The possible outputs of a switch are listed: an open
signal, a grounded signal and + battery signal.
Sensors provide an electrical signal to the ECM that constantly changes. The sensor input to the ECM can be one
of several different types of electrical signals such as: pulse width modulated (PWM) signals, voltage signals and
frequency input signals. Each possible input to the Machine ECM is listed in the tables for the pin contact
connectors.
Outputs
The ECM sends electrical signals through the outputs. The outputs can create an action or the outputs can provide
information to the ECM. The ECM can send output signals to the system components in one of several different
electrical signal types such as: driver outputs, sinking driver outputs, sensor power supply outputs and data link
outputs. The possible outputs for the Machine ECM are listed in the tables for the pin contact connectors.
Machine ECM Pin Contact Connector Descriptions

Table 1
Contact Description J1 (1)
No. (2) Function Type
1 Battery+ Power
2 GND Ground
3 RS422 RX+ Input/Output
4 Ambient Temp (Slide Arm Position Sensor) Input
5 Boom Angle Sensor Input
6 Stick Angle Sensor Input
7 ATT Stem 4 Status Input
8 5V Supply Power
9 Implement Pressure Switch Input
10 Throttle 1 Input
11 Throttle 4 Input
12 One Touch Low Idle Input
13 +B Power
14 GND Ground
15 RS422 RX- Input/Output
16 Squeeze Pressure Sensor Input
Page 6 of 10
17 PWM In Input
18 Analog Return Ground
19 Throttle 2 Input
20 Throttle 3 Input
21 LH Handle Fore Switch Input
22 LH Handle Upper Switch Input
23 Key Switch Input
24 "RS422 TX+" Input/Output
25 "RS422 TX-" Input/Output
26 PWM In Input
27 8V Supply Power
28 Backup Switch Input
29 RH Handle Fore Switch (for smart boom) Input
30 RH Handle Upper Switch (foot pedal) Input
31 Travel Left Pressure Switch Input
32 ATT Stem1 Status Input
33 Cat Data Link + Input/Output
34 Pump Pressure Sensor 1 Input
35 Pump Pressure Sensor 2 Input
36 Boom Cylinder Rod Pressure Input
37 Boom Cylinder Head Pressure Input
38 Thumb Wheel - LH Input
39 Travel Straight Pressure Switch
40 Travel Right Pressure Switch Input
43 Cat Data Link - Input/Output
44 Thumb Wheel - RH Input
45 Cancel Switch (for crane) Input
46 Bucket Extend Pressure Switch (for crane) Input
47 Foot Switch Input
Page 7 of 10
48 Boom Up Pressure Switch Input
49 Spare (PWM IN/STG) Input
50 Manual Reverse SW Input
53 Auxiliary Pedal LH Input
54 Auxiliary Pedal RH (Straight Travel) Input
(1)
The ECM responds to an active input only when all the necessary conditions are satisfied.
(2)
The connector contacts that are not listed are not used.
Table 2
Contact Description J2 (1)
No. (2) Function Type
1 Travel Straight Solenoid Output
2 ATT Stem 4 Retract PRV Output
3 Travel Speed Solenoid Output
4 PS Pressure PRV Output
5 ATT Stem 4 Extend PRV Output
6 Spare (STB)
7 Variable Fan Motor PRV (viscous clutch, fan motor) Output
8 Reverse Fan Solenoid (330D) Output
9 Flow Limit Press PRV Output
10 2 Pump Flow Combine Solenoid Output
11 1 Way/2 Way Change Solenoid Output
12 Boom Up Limit PRV (for crane) Output
13 Flex Fan Normal Solenoid Output
14 Spare (OC) Output
15 CAN 3 (S) with Valve ECM-1 Ground
16 Engine Speed - Input
17 Offset Angle Sensor Input
18 Variable Relief-1 PRV Output
19 PRV Return Ground
Page 8 of 10
23 Swing Brake Solenoid Input
24 Fan Speed Input
25 Engine Speed + Input
26 CAN 4 (S) with Valve ECM-2 Ground
27 Hydraulic Lock Cancel Switch Input
28 Variable Relief-2 PRV Input
29 Variable Relief-1 Check Solenoid Input
30 Variable Relief-2 Check Solenoid Input
31 Heavy Lift Solenoid Input
32 ATT Stem-1 Retract PRV Input
33 STK Out Limit Solenoid (for Crane) Output
34 BKT Lock Solenoid (for Crane) Output
36 CAN 4 (+) with Valve ECM-2 Input/Output
37 CAN 4 (-) with Valve ECM-2 Input/Output
38 ATT Stem-1 Extend PRV Input
43 Spare (PRV) Output
44 Engine Speed Command Output
45 CAN 3 (+) with Valve ECM-1 Input/Output
46 CAN 3 (-) with Valve ECM-1 Input/Output
47 CAN 2 (+) with MSS Input/Output
48 CAN 2 (-) with MSS Input/Output
49 CAN 2 (S) with MSS Ground
50 CAN 1 (+) with Monitor & SW Panel Input/Output
Page 9 of 10
51 CAN 1 (-) with Monitor & SW Panel Input/Output
52 CAN 1 (S) with Monitor & SW Panel Ground
53 Hydraulic Lock Solenoid Output
54 Spare (Frequency In) Input
(1)
The ECM responds to an active input only when all the necessary conditions are satisfied.
(2)
The connector contacts that are not listed are not used.
Page 10 of 10
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Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02412745
Switches
SMCS - 1435; 7332
Engine Speed Dial Switch
Engine Speed Dial Switch
(1) Switch
(2) Schematic
Page 1 of 7
The Machine ECM converts a signal of the Engine Speed Dial into a pulse width modulated (PWM) signal. The
Engine ECM receives the PWM signal in order to control the engine speed at 10 stages. The position of the
Engine Speed Dial is indicated on the display of the Monitoring System.
Right Console Switch Panel
Switch Panel
(1) Travel Mode Switch
(2) Auto Engine Speed Control Switch
(3) Backup Alarm Switch
(4) Schematic symbol
Page 2 of 7
One Touch Low Idle Switch
Right Joystick (3-Button, Trigger Switch)
(1) Low Idle Switch (SW-3)
(2) Low Idle Switch (SW-3) Connections
Page 3 of 7
Right Joystick (2-Button, Slide, Trigger Switch)
(1) Low Idle Switch (SW-3)
(2) Low Idle Switch (SW-3) Connections
Note: SW-2 is a trigger switch and is not shown in Illustrations 3 and 4.
The one touch low idle switch is located on the right joystick handle (See Illustrations 3 and 4). The one touch
low idle switch will automatically reduce engine speed to 1020 RPM. Both joystick handles (LH and RH) must be
in the neutral position before the engine speed is reduced.
Pressure Switch
Page 4 of 7
Travel Pressure Switch
Implement Pressure Switch
Medium Pressure Switch
Joystick Pressure Switch
Attachment Pedal Pressure Switch (Hammer)
Travel Pressure Switch, Implement Pressure Switch, Medium Pressure Switch, Joystick
Pressure Switch, and Attachment Pedal Pressure Switch (Hammer)
These pressure switches will monitor the hydraulic system. This switch is normally open. These switches will
inform the controller about the status of the hydraulic demands. When there is no hydraulic demand these
switches are open. The function of the automatic engine speed control (ECM) of the controller will use these
switches to determine control of the engine speed and control of the pump.
Key Start Switch
Page 5 of 7
Key Start Switch
The key start switch is an input of the engine and pump controller. The key start switch informs the ECM of an
attempt to start the engine. Then, the ECM initiates the start procedure.
During normal machine operation, the start terminal of the key start switch is open. If the key start switch is
placed in the START position the start terminal will close. +Battery voltage is supplied to the start terminal.
When all starting conditions are satisfied, the ECM sends a +battery signal to the start relay and engine cranking
begins.
Note: After the key start switch is initially turned to the START position, the switch will not return to the START
position from the ON position. The switch must be turned to the OFF position first. Then, the switch can be
turned to the START position.
Toggle Switch
Page 6 of 7
Backup Switch 1
Page 7 of 7
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Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02412776
Sensors
SMCS - 1439
Sensors provide information to the controller about changing conditions. Some types of information are listed:
speed, temperature and fluid level. The sensor signal changes in a proportional manner. This change will represent
the changing condition. The controller will recognize the following types of sensor signals:
Frequency - The sensor will produce an AC signal (sine wave or square wave) that varies in frequency (Hz) as
the condition changes.
Pulse Width Modulated - The sensor produces a digital signal (PWM) that varies the duty cycle as the condition
changes. The frequency of the signal will remain constant.
Engine Speed Sensor
Page 1 of 2
Engine Speed Sensor
The engine speed sensor is located on the flywheel housing. An AC voltage is produced as the gear teeth of the
flywheel pass the tip of the sensor. The frequency of the voltage is proportional to the speed of the gear teeth as
the teeth pass the tip of the sensor. The controller uses this signal to make decisions for the hydraulic pump and
the engine.
Pressure Sensor
Pump Discharge 1 (Drive) and Pump Discharge 2 (Idle)

These sensors send a signal to the controller. The controller will use the signal to modify the following items:
• Adjusting the horsepower
• Changing the travel speed
• Determining light load and "AEC" level 1
Page 2 of 2
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Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02412792
Solenoids
SMCS - 5479
Pump Pressure Solenoid
Page 1 of 6
Power Shift Pressure Solenoid (Proportional)
The pump pressure solenoid is an output of the machine ECM. The solenoid is a three-port pressure reducing
valve. The solenoid is the proportional type. The ECM uses a pulse width modulated signal (PWM) to vary the
current that is sent to the solenoid. The distance that is travelled by the solenoid valve is proportional to the
electrical current. The position of the valve opens or the position of the valve blocks the flow of oil to the pump.
When the solenoid is de-energized the flow of the oil is blocked. The blocked oil flow causes the pump to
destroke.
Solenoid (ON/OFF)
Travel Speed Change Solenoid
Page 2 of 6
Swing Brake Solenoid
Hydraulic Lock Solenoid
Travel Speed Change Solenoid

The solenoid for Travel Speed Change is an output of the machine ECM. The solenoid for Travel Speed Change
sets the travel speed of the machine. The travel speed depends on the delivery pressure of the main pump. If the
delivery pressure of the main pump is high, the solenoid for Travel Speed Change is de-energized. When the
delivery pressure of the main pump is low, the solenoid for Travel Speed Change is energized.
Swing Brake Solenoid

The swing brake solenoid is an output of the machine ECM. The swing brake solenoid is energized in order to
release the swing brake. The swing brake solenoid is de-energized approximately 6.5 seconds after any lever is
moved to NEUTRAL position, except the travel levers/pedals.
Hydraulic Lock Solenoid

The hydraulic lock solenoid is an output of the machine ECM. The hydraulic lock solenoid is energized in order
to enable the primary hydraulic pressure. The hydraulic lock solenoid is de-energized in order to disable the
primary hydraulic pressure.
Flow Limit Solenoid
Page 3 of 6
Flow Limit Solenoid
(1) Solenoid
(2) Schematic Symbol
1P-2P Exchange 1 Solenoid
Page 4 of 6
1P-2P Exchange 1 Solenoid
1P-2P Exchange 2 Solenoid, Heavy Lift Solenoid
Page 5 of 6
1P-2P Exchange 2 Solenoid, Heavy Lift Solenoid
Page 6 of 6
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02412816
Related Components
SMCS - 5050-EK
Data Links
Cat Data Link
The Cat Data Link is an input and an output of the Machine ECM. The Cat Data Link connects to the Machine
ECM at connector contact J1-33 and J1-43. The data link is designed to carry communications between the
controller and the monitor. The data link is not a visible component. The data link consists of internal control
circuits and a harness wiring. The data link is bidirectional. The controller can receive information and the
controller can send information through the data link. The controller sends information about the fuel level,
engine coolant temperature and many other signals to the monitor panel.
Page 1 of 3
Schematic of the Cat Data Link
CAN Data Link

The CAN data link is used for communication between the following modules: Machine ECM, Switch Panel and
Monitor. Two 120 Ohm terminating resistors must be installed in the wiring harness in order for the CAN data
link to function properly.
Page 2 of 3
Schematic of the CAN Data Link Circuit
Action Alarm
The action alarm SOUNDS in order to alert the operator when a high emergency condition is present. For
example, the engine oil pressure decreases below a set value.
Travel Alarm
The travel alarm SOUNDS in order to alert the area that the machine is moving.
Page 3 of 3
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i01711710
Graphic Color Codes

SMCS - 5050
Page 1 of 2
Page 2 of 2
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02578588
General Information
SMCS - 4000; 4250; 4265; 4284; 4300; 4801; 5050
ReferenceFor testing and adjusting of the hydraulic system, refer to Testing and Adjusting, "Excavator Hydraulic
System" for your machine.
ReferenceFor systems operation of the electronic control unit and electronic system, refer to Systems
Operation/Testing and Adjusting, "Machine Electronic Control System" for your machine.
ReferenceFor more information on specifications with illustrations, refer to Specifications, "Excavator Machine
System Specifications" for your machine.
ReferenceFor more information on the hydraulic schematics, refer to Schematic, "Excavator Hydraulic System"
for your machine.
ReferenceFor more information on electrical schematics, refer to Schematic, "Excavator Electrical System" for
your machine.
Page 1 of 1
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i04638697
Main Hydraulic System

SMCS - 5050; 5051; 5069; 5117; 5472
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY316-UP
S/N - DHK1025-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
Page 1 of 9
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Main Hydraulic Schematic
(1) Swing motor
(4) Stick cylinder
(5) Travel brake valve (left)
(6) Travel brake valve (right)
(7) Bucket cylinder
Page 2 of 9
(8) Boom cylinder
(9) Swivel
(10) Pilot control valve (travel)
(20) Accumulator
(21) Reducing valve (boom priority mode or swing priority mode)
(24) Valve
(25) Solenoid valve (hydraulic lockout)
(26) Idler pump
(29) Drain filter
(31) Pilot filter
(32) Drive pump
(33) Pilot pump
(36) Pressure sensor (drive pump)
(38) Oil cooler
(39) Return filter
(40) Hydraulic tank
Page 3 of 9
(1) Swing motor
(26) Idler pump
(32) Drive pump
(33) Pilot pump
(40) Hydraulic tank
Page 4 of 9
(33) Pilot pump
Page 5 of 9
Hydraulic Pump Flow and Pressure Control System
Pump compartment
(26) Idler pump
(32) Drive pump
(33) Pilot pump
This machine is driven and controlled by the following systems.
• The main hydraulic system controls the cylinders, the travel motors, and the swing motor.
• The pilot hydraulic system supplies oil to the main pumps, the main control valve, the swing brake, and the
travel motors.
• The electronic control system controls the outputs of the engine and pump.
The main hydraulic system delivers oil flow from drive pump (32) and idler pump (26) in order to control the
following components: bucket cylinder (7), stick cylinder (4), boom cylinders (8), right travel motor (3), left
travel motor (2) and swing motor (1).
Page 6 of 9
Main control valve
(43) Right control valve body
(44) Left control valve body
Drive pump (32) and idler pump (26) are variable displacement piston pumps. The performance of both pumps is
equal.
Drive pump (32) is directly connected to the engine by a flexible coupling. The drive pump delivers oil to the
right control valve body (43) of the main control valve. Idler pump (26) is mechanically connected to the drive
pump through gears. The idler pump delivers oil to the left control valve body (44) of the main control valve.
Pilot pump (33) supplies oil to the pilot hydraulic system. Pilot pump (33) is directly connected to drive pump
(32) by a coupling. All engine output is used to drive these three pumps.
As the load pressure increases during working conditions, the main pumps increase the delivery pressure and the
pumps decrease the flow rate. The hydraulic horsepower remains constant even though the delivery pressure and
the flow rates change. The hydraulic horsepower is approximately identical to the engine horsepower.
When no work is being performed, pump oil flows through main control valve (12) and into hydraulic tank (40).
The main control valve sends a negative flow control signal to each main pump regulator in order to destroke the
pump to the minimum output flow.
If an operation is being performed, main control valve (12) directs pump oil to the respective cylinders (boom,
bucket, and stick) and/or motors (swing and travel). Main control valve (12) contains numerous valve stems,
passages, check valves, and orifices in order to carry out a single operation or a combined operation. The working
pressure of the main hydraulic system is regulated by main relief valve (18).
Page 7 of 9
Cab
(47) Monitor panel
(48) Joystick (stick and swing)
(49) Joystick (boom and bucket)
The pilot hydraulic system receives oil flow from pilot pump (33). The pilot hydraulic system controls the
following functions.
1. The pilot hydraulic system controls the operation of the implement control valves.
Pilot oil flows from pilot pump (33) through pilot manifold (28). The pilot oil then flows to the pilot control
valves for machine operation (implement operations, swing operations, and travel operation). These pilot
control valves are activated by the joysticks and the travel levers/pedals.
When joystick (48), joystick (49), left travel lever/pedal (50) and/or right travel lever/pedal (51) are moved
from the NEUTRAL position, the pilot oil flows through the pilot control valves to the corresponding
spools at the main control valve (12) .
The pilot pressure oil at that end of the valve spool forces the valve spool to shift. The pilot oil on the other
end of the valve spool drains to the hydraulic tank. When the valve spool shifts, oil is then delivered from
drive pump (32) or idler pump (26) to the cylinders and motors.
Thus, pilot oil drives each system of the main control valve.
2. The pilot hydraulic system controls the output flow of the main pumps.
During machine operation, pilot pressure is sent to the main pump regulators as a signal pressure. This
signal pressure is called power shift pressure. The machine ECM receives input signals from various
components on the machine. The machine ECM processes the input signals. The machine ECM then sends
an electrical signal to proportional reducing valve (37) at the drive pump regulator in order to regulate the
power shift pressure. The power shift pressure controls the output flow of drive pump (32) and idler pump
(26). Power shift pressure adjusts the output flow of the main pumps in accordance with the engine speed.
For more information concerning power shift pressure, refer to Systems Operation, "Pilot Hydraulic
System".
Page 8 of 9
3. The pilot hydraulic system generates signal pressure in order to perform the following operations.
a. Pilot signal pressure activates the Automatic Engine Speed Control (AEC) system. This action causes
functions to automatically reduce the engine speed when no hydraulic operation is called for.
b. Pilot signal pressure releases the swing parking brake.
c. Pilot signal pressure will automatically change the travel speed to either HIGH or LOW in
accordance with the hydraulic system load.
d. Pilot signal pressure operates the straight travel control valve. This action maintains straight travel
during the operation of an implement.
e. Pilot signal pressure controls the operation of the valves that can be used during a loading operation
or a trenching operation.
For more information concerning the pilot hydraulic system, refer to Systems Operation, "Pilot Hydraulic
System".
Page 9 of 9
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Product: EXCAVATOR
Systems Operation
i05308292

SMCS - 1900
(1) Machine ECM
(3) Switch panel
Page 1 of 4
(4) Clench pressure sensor (attachment)
(5) Manual low idle switch
(6) Implement pressure switch
(7) Swing pressure switch
(8) Right travel pressure switch
(9) Left travel pressure switch
(10) Straight travel pressure switch
(11) Drive pump pressure sensor
(12) Idler pump pressure sensor
(13) Fuse panel
(14) Viscous clutch
(15) Fan speed sensor
(16) Engine
(17) Main pumps
(18) Engine speed pickup
(19) Battery
(20) Engine start switch
(21) Backup switch
(22) Monitor
(23) Heavy lift solenoid valve (If Equipped)
(27) Hydraulic lockout solenoid
(28) Flow limiter valve (attachment pump)
(29) Pressure switch (attachment pump)
(30) Attachment pedal pressure switch (Left)
(31) Attachment pedal pressure switch (Right)
(32) Proportional reducing valve for auxiliary hydraulics
(33) Power shift solenoid valve
(34) Fine swing switch (If Equipped)
(35) Heavy lift solenoid valve (If Equipped)
Page 2 of 4
(1) Machine ECM
(22) Monitor
The electronic control system consists of monitor (22) in the cab and the machine ECM (1) that is located in the
compartment behind the cab. The electronic control system controls the engine speed and the pumps through the
machine ECM.
Machine ECM (1) receives input signals from various components on the machine. The machine ECM
continuously monitors the input signals to control the output flow rate of the main pumps, engine speed, and
various components of the machine hydraulic systems.
Page 3 of 4
The machine ECM has the following three major functions.
• The electronic control system controls the output flow rate of the main pumps. The machine ECM sends an
electrical signal to the power shift solenoid that is based on engine speed and the position of the engine
speed dial. This signal allows the main pumps to supply the optimum output that matches the hydraulic load
to the machine and the engine speed. When a large load is placed on the machine, the system allows the
pumps to destroke. The system utilizes the available maximum engine horsepower.
• The electronic control system controls the engine speed, Automatic Engine Speed Control (AEC). When
there is a small load condition or no load condition, the system automatically decreases the engine speed.
The AEC system is designed to reduce fuel consumption and noise.
• The electronic control system controls various components of the machine hydraulic systems. The machine
ECM sends output signals to the swing brake solenoid valve, the travel speed solenoid valve and the
straight travel solenoid.
Note: If a problem occurs in the ECM, temporary operation of the machine is possible by using the backup
switches located in the cab. For more information concerning the backup system, refer to Operation and
Maintenance Manual, "Backup Controls".
ReferenceFor more information concerning the operation of the electronic control system, refer to Systems
Operation/Testing and Adjusting, "Machine Electronic Control System".
Page 4 of 4
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Product: EXCAVATOR
Systems Operation
i03765052
Pilot Hydraulic System

SMCS - 5050-PS
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY316-UP
S/N - DHK1025-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
Page 1 of 13
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
(1) Swing brake
(2) Displacement change valve (left travel motor)
(3) Displacement change valve (right travel motor)
(4) Line (pilot oil from swing brake solenoid valve)
(5) Travel pilot control valve
(6) Pilot line (BOOM LOWER)
(7) Pilot line (boom drift reduction valve)
(8) Pilot line (STICK IN)
(9) Pilot line (stick drift reduction valve)
Page 2 of 13
(13) Solenoid valve (straight travel)
(14) Pilot line (pilot pressure to left travel pressure switch)
(15) Pilot line (pilot oil to travel pilot control valve)
(19) Travel pressure switch (left)
(20) Pilot line (pilot pressure to right travel pressure switch)
(21) Travel pressure switch (right)
(22) Pilot line (pilot oil to pilot control valve for the stick and swing)
(23) Pilot line (pilot oil to pilot control valve for the boom and bucket)
(25) Pilot control valve for stick and swing
(26) Pilot control valve for boom and bucket
(28) Pilot line (STICK OUT)
(29) Pilot line (STICK IN)
(30) Pilot line (SWING RIGHT)
(31) Pilot line (SWING LEFT)
(32) Pilot line (BUCKET CLOSE)
(33) Pilot line (BOOM RAISE)
(34) Pilot line (BOOM LOWER)
(35) Pilot line (BUCKET OPEN)
(36) Pilot line (pilot oil from boom pilot control valve)
(37) Pilot line (BOOM RAISE)
(38) Pilot line (pilot oil to the pressure reducing valve for boom priority)
(39) Pilot line (pilot pressure to implement/swing pressure switch)
(40) Implement/swing pressure switch
(41) Pilot line (pilot pressure to displacement change valves)
(42) Pilot line (pilot oil to pressure reducing valve for swing priority)
(43) Pilot line (pilot oil to pilot control valves)
(44) Pilot line (pilot oil to straight travel control valve)
Page 3 of 13
(46) Valve (hydraulic activation)
(47) Pressure reducing valve for swing priority
(48) Pressure reducing valve for boom priority
(49) Idler pump
(50) Passage (power shift pressure)
(51) Pilot manifold
(53) Passage
(54) Hydraulic activation solenoid valve
(55) Passage
(56) Passage
(57) Passage
(58) Drive pump
(59) Pilot pump
(60) Pilot line (pilot oil flow to pilot oil manifold)
(61) Pilot filter
(65) Passage
(66) Pilot line (pilot oil flow from pilot pump to pilot oil filter)
(67) Pilot line (pilot oil flow to pump regulators)
Page 4 of 13
Ports and solenoids at the pilot manifold
(46) Valve (hydraulic activation)
(54) Hydraulic activation solenoid valve
Page 5 of 13
(49) Idler pump
(58) Drive pump
(59) Pilot pump
Page 6 of 13
(59) Pilot pump
Page 7 of 13
Pilot Oil Circuit
The pilot circuit pressure is limited by pilot relief valve (64) .
The oil delivery from pilot pump (59) performs the following main functions:
• Create pilot oil pressure in order to control the output flows of the main pumps.
• Provide pilot oil pressure to the pilot control valves for implements, swing and travel in order to perform
machine operations.
• Create pilot oil pressure in order to automatically operate the control devices.
Note: Each pilot circuit performs one of the functions above.
The pilot circuit is classified into the following circuits:
• Power shift pressure system
• Pilot control valve circuit
• Pressure switch circuits
• Straight travel valve circuit
• Swing brake
• Boom priority
• Swing priority
• Automatic travel speed change
• Heavy Lift (if equipped)
Power Shift Pressure System
Page 8 of 13
(49) Idler pump
(58) Drive pump
(63) Proportional reducing valve (PS pressure)
(59) Pilot pump
(68) Machine ECM
(69) Monitor
(71) Drive pump pressure sensor
(72) Idler pump pressure sensor
(73) Engine speed pickup
During machine operation, machine ECM (68) receives input signals from the following components:
• Engine speed dial (70)
• Engine speed pickup (75) that is located on the flywheel housing
• Drive pump pressure sensor (71)
• Idler pump pressure sensor (72)
Page 9 of 13
• Monitor in the cab (69)
The machine ECM (68) continually monitors all of the input signals. The input signals are processed by the
machine ECM and an output signal is sent to proportional reducing valve (63) at the drive pump regulator. The
proportional reducing valve assists in controlling the output flow of drive pump (58) and idler pump (49) .
The oil delivery from pilot pump (59) flows through the pilot filter to proportional reducing valve (63) at the drive
pump regulator. The electrical signal that is sent from machine ECM (68) causes proportional reducing valve (63)
to regulate the pilot pressure to a reduced pressure. This reduced pressure is called power shift pressure (PS). The
proportional reducing valve sends the reduced pilot oil pressure through the drive pump regulator and through the
idler pump regulator. The output flow of drive pump (58) and idler pump (49) is controlled in accordance with the
power shift pressure. The power shift pressure is used to regulate the maximum allowable hydraulic pump output.
The output signal that is sent from the machine ECM to the proportional reducing valve will change when the
machine ECM detects a change in any of the input signals. The power shift pressure that is sent to the regulators
at the drive pump and the idler pump will change in order to regulate the maximum allowable hydraulic pump
output. The desired engine speed is maintained.
A decrease in engine speed increases the power shift pressure. An increase in power shift pressure causes destroke
condition of the drive pump and the idler pump. The maximum allowable hydraulic power output is decreased.
An increase in engine speed decreases the power shift pressure. A decrease in power shift pressure causes an
upstroke condition of the drive pump and the idler pump. The maximum allowable hydraulic power output is
increased.
Note: For more information concerning the operation of the machine ECM, refer to Systems Operation, "Machine
Electronic Control System".
Pilot Control Valve Circuits

Oil from pilot pump (59) flows through pilot line (66) , pilot filter (61) and pilot line (60) to pilot manifold (51) .
When the hydraulic activation control lever is shifted to the UNLOCKED position, the machine ECM energizes
the hydraulic activation solenoid valve (54) . The pilot oil then shifts valve (46) . The pilot oil now flows through
valve (46) and pilot line (43) . The pilot oil now flows to pilot control valves (5) , (25) and (26) for implements,
swing, and travel in order to perform machine operations. When the joysticks and/or travel levers/pedals are
moved, the pilot oil flows to main control valve (11) in order to control the machine functions.
Pilot lines at the main control valve (top view)
Page 10 of 13
When joystick (25) and/or joystick (26) are operated, the pilot control valves send pilot pump oil through the pilot
lines to pilot ports at the main control valve in order to shift the spools in the main control valve. Refer to
Illustration 6 and Table 1 for the location of the pilot lines and machine operations.
Table 1
Pilot line Control Valve Machine Operation
(76) Boom I control valve BOOM LOWER
(77) Bucket control valve BUCKET CLOSE
(78) Swing control valve SWING LEFT
(79) Boom II control valve BOOM RAISE
(80) Stick II control valve STICK IN
(81) Right travel control valve REVERSE RIGHT TRAVEL
(82) Left travel control valve REVERSE LEFT TRAVEL
(83) Stick I control valve STICK IN
Pilot oil from the pilot control valves flows through pilot lines to the ports on the bottom of the main control valve
in order to perform the opposite operation.
The following example is given for the BOOM LOWER operation and the BOOM RAISE operation. Machine
operations for a stick operation, bucket operation, travel operation and swing operation are accomplished in the
same manner as the boom operation.
When the joystick for the boom is moved to the BOOM RAISE position, pilot oil from pilot control valve (26)
flows through pilot line (37) to boom I control valve (17) . The pilot pressure shifts the boom I control valve. The
oil delivery from the drive pump flows to the head end of the boom cylinders in order to perform the BOOM
RAISE operation.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil from pilot control valve (26)
flows through pilot line (6) to boom I control valve (17) . The pilot pressure shifts the boom I control valve. The
pilot oil also flows through pilot line (7) in order to open boom drift reduction valve (12) . The return oil from the
head end of the boom cylinders flows through the boom drift reduction valve and the boom I control valve to the
hydraulic tank. The BOOM LOWER operation is now performed.
Pressure Switch Circuits

Pressure switches (19) and (21) are connected to travel pilot control valve (5) . Pressure switch (40) is connected
to pilot control valve (25) and pilot control valve (26) . When all of the joysticks and/or travel levers/pedals are in
the NEUTRAL position, the pilot oil pressure to the pressure switches is low. Pressure switches (19) , (21) , and
(40) are OFF. The machine ECM recognizes the OFF condition of all of the pressure switches. The AEC system
is activated in order to lower the engine rpm.
If any of the joysticks and/or travel levers/pedals are moved from the NEUTRAL position, the increased pilot oil
pressure is sent to the pressure switches. If pressure switch (19) , (21) , and/or (40) is ON, the machine ECM
activates the AEC system in order to increase the engine rpm.
Page 11 of 13
If both travel levers/pedals and either one of the joysticks are moved from the NEUTRAL position
simultaneously, pilot oil pressure will cause pressure switches (19) , (21) , and (40) to be in the ON position. An
electrical signal is sent to the machine ECM. The machine ECM energizes straight travel solenoid (13) . Pilot
pressure now activates straight travel control valve (18) .
The straight travel control valve provides hydraulic oil flow to travel control valves (24) and (16) from the idler
pump. The drive pump supplies all oil delivery to the remaining valves within the main control valve.
If the machine is equipped with a straight travel pedal, there will be a separate pressure switch that sends a signal
to the machine ECM. A signal is sent to the machine ECM in order to energize straight travel solenoid (13) when
the straight travel pedal is moved from the NEUTRAL position.
For more information concerning the operation of the straight travel control valve, refer to Systems Operation,
"Control Valve (Straight Travel)".
Swing Brake
When the hydraulic activation control lever is placed in the UNLOCKED position, pilot oil in passage (57) flows
through valve (46) and passage (53) in order to swing brake solenoid valve (45) . When any of the joysticks are
moved from the NEUTRAL position, the increase of pilot pressure in pilot line (39) activates implement/swing
pressure switch (40) . The implement/swing pressure switch sends an electrical signal to the machine ECM. An
electrical signal from the machine ECM energizes the swing brake solenoid valve (45) . Pilot oil in line (4) flows
to swing brake (1) . This oil releases the swing brakes.
For more information concerning the operation of the swing brake, refer to Systems Operation, "Pilot Valve
(Swing Parking Brake)".
Boom Priority
During combined operations of BOOM RAISE and STICK IN, the pilot oil pressure in pilot line (36) and pilot
line (38) activates the pressure reducing valve for boom priority. The pressure reducing valve for boom priority
allows priority flow to the head end of the boom cylinders during these combined hydraulic operations by
disabling the stick II control valve.
For more information concerning the pressure reducing valve for boom priority, refer to Systems Operation,
"Boom Hydraulic System".
Swing Priority
During a swing operation, pilot oil flows from pilot control valve (25) to the pressure reducing valve for swing
priority (47) . The pressure reducing valve for swing priority shifts. The pilot oil flow in pilot line (42) from pilot
oil manifold (51) is blocked by the pressure reducing valve for swing priority. Most of the output flow from the
idler pump goes to the swing motor.
For more information concerning the pressure reducing valve for swing priority, refer to Systems Operation,
"Swing Hydraulic System".
Automatic Travel Speed Change Valve

Pilot oil in passage (56) flows to travel speed solenoid valve (52) . When the travel speed switch on the right
console is set at the HIGH SPEED position, the travel speed solenoid valve opens. This allows pilot oil to flow
through travel speed solenoid valve (52) and through line (41) . The oil then flows to the displacement change
Page 12 of 13
valve for the left travel motor (2) and the displacement change valve for the right travel motor (3) . As the
displacement change valve operates, the travel speed is maintained at the HIGH SPEED position.
When the travel speed switch on the right console is set at the HIGH SPEED position, the pressure sensors for the
pump delivery pressure control the travel speed in accordance with the travel load. For example, low speed during
a high load condition and high speed during a low load condition.
For more information concerning the operation of the displacement change valves, refer to Systems Operation,
"Displacement Change Valve".

The machine is equipped with a heavy lift feature that allows higher system pressure in the main hydraulic circuit.
A switch on the console activates a solenoid valve. The solenoid valve directs pilot oil pressure to the pilot oil
port on the main relief valve. The pilot oil pressure is ported through the valve in order to move a piston that
creates a higher spring force on the main relief valve. The increase of spring force on the main relief valve causes
the relief pressure in the main hydraulic system to rise.
For more information concerning the operation of the heavy lift system, refer to Systems Operation, "Relief Valve
(Main) (Heavy Lift)".
Page 13 of 13
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Systems Operation
i02736831
Gear Pump (Pilot)

SMCS - 5073; 5085
Pilot pump
The pilot pump is a gear type pump that supplies oil flow to the pilot system. The pilot pump is mechanically
connected to the drive pump. The pump delivery rate with load is approximately 32 L/min (8.4 US gpm).
Page 1 of 1
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Systems Operation
i02736840
Hydraulic Filter (Pilot)

SMCS - 5068; 5092
(1) Pilot oil filter
The oil delivery from the pilot pump flows through pilot oil filter (1) and into the components in the pilot system.
Page 1 of 2
(1) Pilot oil filter
(2) Filter element
(3) Bypass relief valve
Filter element (2) in pilot oil filter (1) removes contaminants from the pilot oil.
If the pilot oil is extremely cold or if the flow of pilot oil through filter element (2) becomes restricted by
contaminants, the oil bypasses filter element (2) through bypass relief valve (3) . Bypass relief valve (3) is built
into the base for the pilot oil filter.
Page 2 of 2
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Systems Operation
i01429869
Relief Valve (Pilot)

SMCS - 5072
(1) Inlet port (oil flow from pilot pump)
(3) Port (oil flow to hydraulic tank)
(4) Outlet lines (regulated pilot oil pressure)
Pilot relief valve (2) is located on the mounting base for the pilot oil filter. The pilot relief valve limits the
pressure in the pilot system. The pilot relief valve setting is adjustable.
The pilot oil flows from the pilot pump to inlet port (1). When the pressure in the pilot oil system reaches the
pressure setting of pilot relief valve (2), part of the pilot oil flow is returned to the hydraulic tank through port (3).
The pressure of the pilot system oil in outlet lines (4) is equal to the pressure setting of the pilot relief valve.
Reference: For more information concerning the pilot relief valve setting, refer to Testing and Adjusting, "Relief
Valve (Pilot) - Test and Adjust".
Page 1 of 2
Page 2 of 2
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Systems Operation
i02663256
Accumulator (Pilot)
SMCS - 5077
(5) Accumulator
(16) Line (pilot oil from pilot oil manifold)
(17) Mounting block
The accumulator stores pilot pressure oil for use at the main control valves. During some operations, the pilot
system needs more oil because there is insufficient flow from the pilot pump. Accumulator (5) will provide pilot
pressure oil to the pilot system when the pilot pump flow is inadequate. Insufficient supply of pilot oil flow to the
pilot system may be caused by the following two reasons:
• Implements are lowered while the engine is stopped and oil supply to the main control valves is stopped.
• Combined operations
Page 1 of 3
Accumulator
(5) Accumulator
(16) Line (pilot oil flow from pilot oil manifold to the mounting block for the accumulator)
(17) Mounting block
(18) Passage
(19) Inlet port
(20) Pressure oil chamber
(21) Vessel
(22) Bladder
(23) Gas chamber
(24) Passage
(25) Passage
(26) Passage
(27) Inlet port (pilot oil manifold)
(28) Passage
(29) Check valve
Page 2 of 3
Pilot oil from the pilot filter enters inlet port (27) of the pilot oil manifold. Pilot oil flows through passage (28)
and opens check valve (29) . Pilot oil now flows through passages (24) and (26) to the pilot control valves
(joysticks and travel levers/pedals).
The pilot oil also flows through passage (25) and line (16) to the mounting block for the accumulator. The pilot
oil now flows through passage (18) and inlet port (19) into pressure oil chamber (20) . The pilot oil acts against
bladder (22) and the nitrogen gas in gas chamber (23) is compressed. Check valve (29) prevents a backflow of the
stored oil in the accumulator. The stored oil is used for solely operating the stems of the main control valve.
Page 3 of 3
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Systems Operation
i03115322
Solenoid Valve (Hydraulic Lockout)

SMCS - 5479
Pilot oil manifold
(2) Solenoid valve for hydraulic lockout
Page 1 of 5
Cab
(3) Hydraulic lockout lever (LOCKED position)
Cab
(3) Hydraulic lockout lever (UNLOCKED position)
Page 2 of 5
(3) Hydraulic lockout lever
(4) Plunger
(5) Bar
(6) Limit switch
Limit switch (6) and plunger (4) are located on a bracket with hydraulic lockout lever (3) . The limit switch is
activated by hydraulic lockout lever (3) .
When hydraulic lockout lever (3) is shifted to the LOCKED position, solenoid valve (2) of pilot oil manifold (1)
is not energized. Pilot oil is not supplied to the pilot control valves. Thus when the joysticks and/or the travel
levers/pedals are operated, the cylinders or the motors are not activated also.
The engine will not start unless hydraulic lockout lever (3) is in the LOCKED position. If some one unexpectedly
operates the machine, the machine will not operate.
When hydraulic lockout lever (3) is placed in the UNLOCKED position, solenoid valve (2) is energized and pilot
oil passes through the solenoid valve. Pilot oil now flows to the pilot control valves.
Page 3 of 5
Partial diagram of solenoid valve (hydraulic lockout) (UNLOCKED circuit)
(7) Solenoid
(8) Spring
(9) Spool
(10) Control valve
(11) Passage
(12) Passage
(13) Passage
(14) Passage (return oil)
(15) Passage (pilot oil to swing brake solenoid valve)
(17) Pilot oil flow to pilot valves (joysticks)
(18) Valve (hydraulic lockout)
(19) Passage
When hydraulic lockout lever (3) is placed in the UNLOCKED position, plunger (4) of limit switch (6) is
depressed by control lever (3) . Limit switch (6) is in the ON state.
The hydraulic lockout valve (2) consists of solenoid (7) and control valve (10) . When hydraulic lockout lever (3)
is in the UNLOCKED position, solenoid (7) controls valve (10) . When solenoid (7) is energized, spool (9) moves
in a downward direction against the force of spring (8) . Passage (12) opens. Pilot pressure oil from passage (13)
flows through passage (11) to valve (18) . The spool in valve (18) moves in a downward direction. Pilot pressure
oil in passage (19) flows through valve (18) . Pilot oil is now delivered through passage (15) to swing brake
solenoid valve (16) . Pilot pressure oil in passage (19) is also delivered to the pilot control valves (joysticks and
travel levers/pedals) through line (17) .
Page 4 of 5
Partial drawing of solenoid valve (hydraulic lockout) (LOCKED position)
(7) Solenoid
(8) Spring
(9) Spool
(11) Passage
(12) Passage
(13) Passage
(20) Passage
When hydraulic lockout lever (3) is moved to the LOCKED position, plunger (4) of limit switch (6) is not
depressed by control lever (3) . Limit switch (6) is in the OFF state.
When hydraulic lockout lever (3) is in the LOCKED position, solenoid (7) is not energized. Spool (9) is forced
upward by spring (8) . Passage (20) opens and passage (12) closes. Passage (13) is not open to passage (11) . Pilot
oil supply to line (17) is stopped. Pilot oil supply to the pilot control valves (joysticks and travel levers/pedals) is
blocked. The cylinders and the motors can not be activated.
Page 5 of 5
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Systems Operation
i05781296
Pilot Valve (Joystick)

SMCS - 5705-V4
Cab
(1) Joystick (left)
(2) Joystick (right)
Page 1 of 3
When joystick (1) and/or joystick (2) are operated, the pilot control valves send pilot pump oil through the pilot
lines to pilot ports at the main control valve to shift the spools in the main control valve.
Pilot control valve
(1) Joystick
(3) Rod
(4) Return passage
(5) Passage
(6) Spool
(7) Plate
(8) Rod
(9) Spring
(10) Seat
(11) Seat
(12) Spring
(13) Spring
(14) Return chamber
(15) Return passage
Page 2 of 3
(16) Passage
(17) Spool
(18) Port (return pressure to valve)
(19) Passage (pilot supply pressure)
(20) Port (reduced pressure to valve)
(21) Port (pilot supply)
(22) Port (tank)
When joystick (1) is moved to the right, plate (7) tilts to the right. Plate (7) pushes down on rod (8) . Seat (11)
moves down against the force of metering spring (12) and spring (13) . The force of metering spring (12) shifts
spool (17) downward. Passage (16) opens. The pilot oil flows through port (21) , passage (19) , passage (16) , and
port (20) to the main control valve. The pilot oil pressure shifts the spool of the main control valve. This shift
enables the implement operation or swing operation.
The return pilot oil at the opposite end of the spool in the main control valve returns to the pilot control valve
through port (18) . Since rod (3) is not pushed down by plate (7) , return passage (4) is open and passage (5) is
closed. The return pilot oil flows through return passage (4) , return chamber (14) , and port (22) to the hydraulic
tank.
The force of metering spring (12) varies with the position of the joystick. Since spool (17) is moved by the force
of metering spring (12) , the pilot oil pressure that flows through passage (16) to the main control valve directly
corresponds with the position of the joystick. Spool modulation in the main control valve directly corresponds
with the amount of movement of the joystick.
When the joystick is moved slightly from the NEUTRAL position, metering spring (12) moves spool (17)
slightly. Low pilot oil pressure is sent to the spool of the main control valve. The main control valve spool shifts a
slight amount. The volume of oil delivery to the cylinders and/or motors is small. The speed of the cylinders
and/or motors is slow. As the joystick is moved farther from the NEUTRAL position, the force of metering spring
(12) on spool (17) increases. The pilot oil pressure that is sent to the main control valve increases. The spool in
the main control valve shifts farther and the speed of the cylinders and/or motors increases. Thus, cylinder speed
and motor speed is controlled by the amount of movement and the position of the joystick.
When the joystick is moved slightly from the NEUTRAL position, only metering spring (12) acts on spool (17) .
Fine control of the cylinders and/or motors is accomplished since the pilot oil pressure that is sent to the main
control valve is decreased. As the joystick is moved farther from the NEUTRAL position, the bottom of rod (8)
comes in contact with spring (9) . Now, the combined force of metering spring (12) and spring (9) act on spool
(17) . The pilot oil pressure increases rapidly. The cylinders and/or motors respond more rapidly.
When the joystick is released, the joystick will return to the NEUTRAL position due to the force of spring (13) .
Page 3 of 3
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Systems Operation
i02809058
Solenoid Valve (Proportional Reducing) - Power Shift System

SMCS - 5479
Proportional reducing valve (power shift solenoid)
(1) Solenoid
(3) Body (drive pump regulator)
(9) Line (pilot oil flow)
The proportional reducing valve for the power shift pressure is located on the drive pump regulator. The
proportional reducing valve is a solenoid operated control valve. The proportional reducing valve receives supply
oil from the pilot pump. The solenoid receives a pulse width modulated signal (PWM signal) from the machine
ECM. The PWM signal that is sent from the machine ECM causes the proportional reducing valve to regulate the
pilot pressure to a reduced pressure. This reduced pressure is called power shift pressure (PS). The proportional
reducing valve sends the reduced pilot oil pressure to the regulators at the drive pump and the idler pump. The
output flow of the drive pump and the idler pump is controlled in accordance with the power shift pressure. The
power shift pressure is used to control the maximum allowable hydraulic pump output.
Page 1 of 4
Proportional reducing valve (increase in PWM signal)
(1) Solenoid
(2) Spring
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
A decrease in engine speed causes an increase in power shift pressure and a decrease in pump flow.
Page 2 of 4
While the engine is operating, the machine ECM senses a decrease in engine speed. A decrease in engine speed
causes the machine ECM to increase the PWM signal that is sent to solenoid (1) . The magnetic force of the
solenoid increases. As the magnetic force of the solenoid becomes greater than the force of spring (2) , spool (3)
moves in a downward direction against the force of the spring. The downward movement of spool (3) blocks the
flow of oil from passage (6) to passage (5) . Pilot oil in line (9) now flows through passage (8) , into spool
chamber (7) and into passage (6) at a reduced pressure (power shift pressure). The increased power shift pressure
in passage (6) acts on the drive pump regulator and the idler pump regulator. The drive pump and the idler pump
destroke as a result of an increase in power shift pressure.
Proportional reducing valve (decrease in PWM signal)
(1) Solenoid
(2) Spring
Page 3 of 4
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
An increase in engine speed causes a decrease in power shift pressure and an increase in pump flow.
While the engine is operating, the machine ECM senses an increase in engine speed. An increase in engine speed
causes the machine ECM to decrease the PWM signal that is sent to solenoid (1) . The magnetic force of the
solenoid decreases. As the force of spring (2) becomes greater than the magnetic force of the solenoid, spool (3)
moves in an upward direction. The upward movement of spool (3) blocks the flow of pilot oil from passage (8) .
Power shift pressure oil in passage (6) now drains into spool chamber (7) and into passage (5) . The decreased
power shift pressure in passage (6) that is acting on the drive pump regulator and the idler pump regulator causes
the drive pump and the idler pump to move to an upstroke position. The drive pump and the idler pump upstroke
as a result of a decrease in power shift pressure.
ReferenceFor more information concerning power shift pressure (PS), refer to Systems Operation, "Pilot
Hydraulic System".
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05781305
Main Hydraulic Pump

SMCS - 5070-MV
Construction
Page 1 of 5
Main pumps
(2) Case drain port
(3) Outlet port (drive pump)
(4) Outlet port (idler pump)
(5) Outlet port (pilot pressure)
(6) Port (negative flow control pressure for drive pump)
(7) Port (power shift pressure for drive pump)
(8) Port (pilot oil to proportional reducing valve)
(9) Housing
(10) Port (pressure sensor)
(11) Inlet port (pilot pump)
(12) Port (pressure sensor)
Page 2 of 5
(13) Drive pump
(14) Inlet port (supply oil from the hydraulic tank)
(15) Idler pump
(16) Port (power shift pressure for idler pump)
(17) Port (negative flow control pressure for idler pump)
(71) Pilot pump
The main pump consists of drive pump (13) and idler pump (15) . The drive pump and the idler pump are
contained in an integral housing. Both pumps are variable displacement piston pumps. The drive pump and the
idler pump are identical in construction and operation.
Supply oil from the hydraulic tank enters inlet port (14) . The single inlet port is common to both pumps. The
drive pump delivers oil through outlet port (3) . The idler pump delivers oil through outlet port (4) . Supply oil for
pilot pump (71) enters through inlet port (11) . The pilot pump delivers oil through outlet port (5) .
Both the drive pump and the idler pump have a regulator as part of the pump control system. The flow control of
the pumps is performed by the operation of the regulators. The control system is identical for both pumps.
Proportional reducing valve (1) for the power shift pressure is located in the drive pump regulator. The
proportional reducing valve is controlled by the machine ECM. The proportional reducing valve controls the
power shift signal for both the drive pump and the idler pump.
Negative flow control pressure from the main control valve enters the drive pump regulator at port (6) . Negative
flow control pressure from the main control valve enters the idler pump regulator at port (17) .
Case drain oil from the pump housing flows from port (2) to the case drain filter.
Operation
Page 3 of 5
Main pumps (sectional view)
(4) Outlet port (idler pump)
(9) Housing
(14) Inlet port (supply oil from the hydraulic tank)
(15) Idler pump
(18) Gear
(19) Drive shaft
(20) Swashplate
(21) Drive shaft
(22) Gear
(23) Plate
(24) Retainer
(25) Piston slipper
(26) Pin
(27) Piston
(28) Barrel
(29) Port plate
(30) Passage
(70) Port block
Page 4 of 5
(71) Pilot pump
Gear (22) of drive shaft (21) meshes with gear (18) of drive shaft (19) . Gear (18) and gear (22) have the same
number of teeth. Drive shaft (21) of drive pump (13) is connected to the engine by a coupling. When the engine is
running, drive shaft (19) and drive shaft (21) rotate at the same speed. Therefore, drive pump (13) and idler pump
(15) rotate at the same speed.
Pilot pump (71) is directly connected with drive shaft (21) .
Barrel (28) contains nine pistons (27) . Piston slippers (25) are connected to pistons (27) by retainers (24) . The
piston slippers are pressed against plate (23) . Plate (23) lies on swashplate (20) . Barrel (28) is splined to drive
shaft (21) . As drive shaft (21) rotates, the barrel, the pistons, and the piston slippers rotate around swashplate
(20) .
The angle of swashplate (20) determines the length of stroke of piston (27) . As the angle of the swashplate
increases, the length of stroke of the pistons increases and the output flow of the pump increases. As piston slipper
(25) rotates around the swashplate, the piston moves out of barrel (28) . The piston draws oil from passage (30) of
port plate (29) during this movement. As the piston slipper continues to rotate around the swashplate, the piston
moves into the barrel. The piston delivers oil to outlet port (5) during this movement. The oil flows from ports (4)
and (5) to the main control valve.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02691086
Pump Control (Main Hydraulic) - Main Pump Regulator

SMCS - 3222; 5070; 5086
Operation
The regulators for the drive pump and the idler pump are identical in construction and operation. The following
description is given for the idler pump regulator.
The main pump regulators are controlled in the following manner.
Power Shift System - The pump regulators are controlled by the electronic control system. The machine ECM
continually monitors the engine speed and the load on the engine. The machine ECM sends an electrical signal to
the proportional reducing valve for power shift pressure. The proportional reducing valve assists in controlling the
output flow of the pumps by changing the hydraulic signal pressure (power shift pressure) that flows to the pump
regulators.
Cross sensing control - The pump regulators are controlled by cross sensing control. In order to maintain the
engine horsepower to the pumps at a constant rate, the pump regulators receive average delivery pressure of the
drive pump and the idler pump through the cross sensing control. This is called constant horsepower control.
Negative Flow Control - When the joysticks and/or the travel levers/pedals are in the NEUTRAL position or
when the joysticks and/or the travel levers/pedals are partially moved from the NEUTRAL position, the pump
regulators receive negative flow control pressure from the main control valve. The main pumps are controlled by
negative flow control pressure at this time.
ReferenceFor more information concerning the power shift system, refer to Systems Operation, "Pilot Hydraulic
System".
ReferenceFor more information concerning the negative flow control operation at the main control valve, refer to
Systems Operation, "Negative Flow Control System".
Page 1 of 13
P-Q characteristic curve
(A) Pressure/flow point (destroke point)
(B) P-Q characteristic curve
The output characteristics of each pump depends on the following pressures.
• Pump output circuit pressure
• Power shift pressure
• Negative flow control pressure
The flow rate of each pump is represented on P-Q characteristic curve (B) from pressure/flow point (A) . Each
point on the P-Q characteristic curve represents the flow rate and pressure when pump output horsepower is
maintained at a constant rate.
Page 2 of 13
Pump compartment
(44) Line (negative flow control pressure to drive pump regulator)
(67) Line (pilot oil flow to proportional reducing valve)
(68) Line (negative flow control pressure to idler pump regulator)
(69) Line (power shift pressure from proportional reducing valve to idler pump regulator)
Page 3 of 13
Main pumps
(6) Port (negative flow control pressure to the drive pump)
(17) Port (negative flow control pressure to the idler pump)
Page 4 of 13
Idler pump regulator
(20) Swashplate
(26) Pin
(31) Passage
(32) Passage
(33) Passage (average delivery pressure of the drive pump and the idler pump)
(34) Guide
(35) Slide plate
(36) Control linkage
(41) Spool
(42) Pilot piston
(43) Control piston
Page 5 of 13
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(54) Pin
(56) Left body
(65) Piston chamber
(66) Passage
(P2) Delivery pressure (idler pump)
Delivery pressure for the idler pump (P2) flows through passage (66) and passage (32) into the left chamber
around spool (41) . Spool (41) meters the oil flow through passage (49) to passage (46) , passage (31) and piston
chamber (48) in order to control the movement of piston (47) .
The cross sensing control delivers the average delivery pressure of the drive pump and the idler pump (PM)
through passage (33) . Under total horsepower control, the average delivery pressure of the drive pump and the
idler pump (PM) from passage (33) acts on shoulder (52) of pilot piston (42) .
Power shift pressure (PS) that flows through passage (38) acts on the right end of pilot piston (42) . The average
delivery pressure of the drive pump and the idler pump (PM) combines with the power shift pressure (PS) in order
to control the movement of pilot piston (42) and spool (41) .
During negative flow control, negative flow control pressure (PN) from line (44) enters piston chamber (65) . The
right end of control piston (43) is pressurized. Control piston (43) acts on spool (41) in order to control the output
flow of the pump.
The position and the movement of piston (47) determines the position and the movement of swashplate (20) and
sleeve (51) . Pin (26) connects one end of control linkage (36) to piston (47) . The other end of control linkage
(36) is connected to left body (56) by pin (54) . When piston (47) shifts, control linkage (36) rotates on the axis of
pin (54) . The movement of the control linkage causes slide plate (35) to move sleeve (51) . The movement of
sleeve (51) and spool (41) cause passages (49) and (50) to open, and/or the movement of sleeve (51) and spool
(41) cause passages (49) and (50) to close. As piston (47) shifts to the right, swashplate (20) moves toward the
minimum angle position.
STANDBY Position
Page 6 of 13
Main pump regulator in the STANDBY position
(20) Swashplate
(31) Passage
(32) Passage
(39) Spring
(40) Spring
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
Page 7 of 13
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(52) Shoulder
(53) Piston chamber
(55) Passage
(57) Stopper
(65) Piston chamber
Illustration 6 shows the idler pump regulator in the STANDBY position. All of the joysticks and the travel
levers/pedals are in the NEUTRAL position. The main pump regulators are controlled by the negative flow
control pressure (PN) in piston chamber (65) .
The machine ECM controls the power shift pressure (PS) to a level that is dependent on engine speed. When the
main pump regulator is in the STANDBY position, decreased power shift pressure flows through passage (38) .
The decreased power shift pressure acts on the end of pilot piston (42) .
The cross sensing control delivers the average delivery pressure of the drive pump and the idler pump (PM)
through passage (33) . The average delivery pressure of the drive pump and the idler pump (PM) acts on shoulder
(52) in the center of pilot piston (42) . Since the main pump regulators are in the STANDBY position, pressure
(PM) in passage (33) is low pressure standby pressure.
When all of the joysticks and the travel levers/pedals are in the NEUTRAL position, all of the control valves for
the implements, swing and travel are in the NEUTRAL position. The oil flow rate through the center bypass
passage in the main control valve is maximum. The oil flow through the center bypass passage is restricted at the
negative flow control orifice. High negative flow control pressure (PN) flows from the main control valve through
line (44) and port (17) to piston chamber (65) of the idler pump regulator. When the negative flow control
pressure is maximum, the output flow of the pump is maintained at a minimum (STANDBY).
Negative flow control pressure (PN) enters the idler pump regulator at port (17) . The negative flow control
pressure (PN) flows to piston chamber (65) . When the negative flow control pressure (PN) increases, control
piston (43) is pushed to the left against the force of spring (64) . As the negative flow control pressure increases
further, control piston (43) pushes pilot piston (42) and spool (41) to the left. The movement of the control piston,
the pilot piston and the spool will stop when the force of the negative flow control pressure becomes equal to the
force of springs (39) , (40) and (64) . Delivery pressure of the idler pump (P2) is now blocked at passage (49) .
The negative flow control pressure in piston chamber (48) flows through passage (31) , passage (50) , past spool
(41) and through passage (55) to the case drain of the pump.
The delivery pressure of the idler pump (P2) in piston chamber (53) pushes piston (47) to the right. Piston (47)
moves to the right until the piston contacts stopper (57) . Control linkage (36) causes swashplate (20) to rotate
toward the minimum angle position. As a result, the output flow of the pump decreases.
Page 8 of 13
UPSTROKE Position
Main pump regulator in the UPSTROKE position
(20) Swashplate
(31) Passage
(32) Passage
(34) Guide
(39) Spring
(40) Spring
Page 9 of 13
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(64) Spring
(65) Piston chamber
Three conditions that can cause an increase in flow from the main pumps are listed below.
• A decrease in the system pressure
• A decrease in the cross sensing control
• A decrease in power shift pressure
• A decrease in negative flow control pressure
Illustration 7 shows the main pump regulator in the UPSTROKE position due to an decrease in negative flow
control pressure.
When the joysticks and/or travel levers/pedals are slowly moved from the NEUTRAL position, the oil flow rate
through the center bypass passage in the main control valve decreases proportionally by the amount of movement
of the individual spools in the main control valve. The negative flow control pressure decreases proportionally to
the length of spool movement. Therefore, the negative flow control pressure (PN) that flows to piston chamber
(65) decreases proportionally with the amount of movement of the joysticks and/or travel levers/pedals. Control
piston (43) moves to the right against the force of springs (39) , (40) and (64) . The angle of swashplate (20)
gradually increases and the output flow of the pump gradually increases. Since pump delivery flow is proportional
to the amount of movement of the joysticks and/or travel levers/pedals, fine operation of the implements can be
performed. During fine operation of the implements, the output flow rate of the pump is controlled by the
negative flow control pressure.
The average delivery pressure of the drive pump and the idler pump (PM) from passage (33) acts on shoulder (52)
of pilot piston (42) . Power shift pressure (PS) from passage (38) acts on the right end of pilot piston (42) . The
combined force of pressure (PM) and pressure (PS) attempt to force pilot piston (42) and spool (41) to the left
against the force of springs (39) and (40) . The combined force of pressure (PM) and pressure (PS) is less than the
force of springs (39) and (40) . Springs (39) and (40) push guide (34) to the right. The position of spool (41) in
sleeve (51) closes passage (50) so that the flow of the delivery pressure of the idler pump (P2) to case drain is
blocked. Delivery pressure of the idler pump (P2) now flows through passages (32) , (49) , (46) and (31) to piston
chamber (48) . Delivery pressure of the idler pump (P2) acts on both ends of piston (47) . Since the surface area
Page 10 of 13
on the right end of the piston is greater than the surface area on the left end of the piston, piston (47) is positioned
fully to the left. As a result, control linkage (36) positions swashplate (20) at the maximum angle position. At the
UPSTROKE position, the pump delivers the maximum output flow.
DESTROKE Position
Main pump regulator in the DESTROKE position
(20) Swashplate
(31) Passage
(32) Passage
(35) Slide plate
Page 11 of 13
(39) Spring
(40) Spring
(41) Spool
(42) Pilot piston
(43) Control piston
(44) Passage (NFC)
(46) Passage
(47) Piston
(48) Piston chamber
(49) Passage
(50) Passage
(51) Sleeve
(52) Shoulder
(53) Piston chamber
(55) Passage
(65) Piston chamber
Conditions that can cause a decrease in flow from the main pumps are listed below.
• An increase in system pressure
• An increase in the cross sensing control
• An increase in power shift pressure
• An increase in negative flow control pressure
Illustration 8 shows the main pump regulator in the DESTROKE position due to an increase in system pressure.
The negative flow control pressure in piston chamber (65) is low. Control piston (43) is shifted to the right.
The average delivery pressure of the drive pump and the idler pump (PM) in passage (33) increases. The
increased pressure (PM) acts on shoulder (52) of pilot piston (42) . Pilot piston (42) forces spool (41) to the left.
Spool (41) compresses springs (39) and (40) . Passages (50) and (49) close and the flow of the delivery pressure
of the idler pump (P2) from passage (32) to piston chamber (48) is blocked.
As the average delivery pressure of the drive pump and the idler pump (PM) in passage (33) increases further,
pilot piston (42) and spool (41) shift farther to the left. Passage (50) opens. The oil from piston chamber (48) now
flows through passages (31) , (46) , (50) and (55) to the case drain of the pump. Since the pressure in piston
chamber (48) is now lower than the pressure in piston chamber (53) , piston (47) shifts to the right. As a result,
control linkage (36) moves swashplate (20) toward the minimum angle position.
Page 12 of 13
Piston (47) is connected to sleeve (51) by control linkage (36) . As piston (47) shifts, the movement of the control
linkage causes slide plate (35) to move sleeve (51) to the left. Sleeve (51) closes passages (49) and (50) . The
spool, the sleeve and the swashplate stop in a position that maintains the engine horsepower to the pumps at a
constant rate.
Page 13 of 13
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02822369
Main Control Valve

SMCS - 5051
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 13
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Hydraulic schematic
Page 2 of 13
(5) Return port
(37) Pressure port (idler pump)
(38) Negative flow control line (idler pump)
Page 3 of 13
(39) Pressure port (drive pump)
(40) Negative flow control line (drive pump)
(41) Idler pump
(42) Pilot pump
(43) Drive pump
(44) Hydraulic tank
Main control valve ports
(AR1) Right travel control valve (REVERSE TRAVEL)
(AR2) Attachment control valve (port)
(AR3) Bucket control valve (BUCKET CLOSE)
(AR4) Boom I control valve (BOOM LOWER)
Page 4 of 13
(AR5) Stick II control valve (STICK IN)
(BR1) Right travel control valve (FORWARD TRAVEL)
(BR2) Attachment control valve (port)
(BR3) Bucket control valve (BUCKET OPEN)
(BR4) Boom I control valve (BOOM RAISE)
(BR5) Stick II control valve (STICK OUT)
(AL1) Left travel control (REVERSE TRAVEL)
(AL2) Swing control valve (SWING LEFT)
(AL3) Stick I control valve (STICK IN)
(AL4) Boom II control valve (BOOM RAISE)
(BL1) Left travel control valve (FORWARD TRAVEL)
(BL2) Swing control valve (SWING RIGHT)
(BL3) Stick I control valve (STICK OUT)
(aR1) Pilot port at right travel control valve (REVERSE TRAVEL)
(aR2) Pilot port at attachment control valve
(aR3) Pilot port at bucket control valve (BUCKET CLOSE)
(aR4) Pilot port at boom I control valve (BOOM LOWER)
(aR5) Pilot port at stick II control valve (STICK IN)
(aL1) Pilot port at left travel control valve (REVERSE TRAVEL)
(aL2) Pilot port at swing control valve (SWING LEFT)
(aL3) Pilot port at stick I control valve (STICK IN)
(aL4) Pilot port at boom II control valve (BOOM RAISE)
(bR1) Pilot port at right travel control valve (FORWARD TRAVEL)
(bR2) Pilot port at attachment control valve
(bR3) Pilot port at bucket control valve (BUCKET OPEN)
(bR4) Pilot port at boom I control valve (BOOM RAISE)
(bR5) Pilot port at stick II control valve (STICK OUT)
(bL1) Pilot port at left travel control valve (FORWARD TRAVEL)
(bL2) Pilot port at swing control valve (SWING RIGHT)
(bL3) Pilot port at stick I control valve (STICK OUT)
(bL4) Pilot port at boom II control valve (STICK IN)
(DST) Drain port (straight travel control valve)
(HL) Negative flow signal pressure port (idler pump)
(HR) Negative flow signal pressure port (drive pump)
(Pi1) Pilot port (boom regeneration valve)
Page 5 of 13
(Pi2) Pilot port (stick regeneration valve)
(Pi3) Pilot port (variable swing priority valve)
(Pi4) Pilot port (straight travel solenoid valve)
(R2) Return port
(R3) Return port
Introduction
(45) Right body
Page 6 of 13
(46) Left body
Bottom view of main control valve
Main control valve (6) is located in the hydraulic system between the main pumps and actuators (cylinders and
motors). Depending on the machine operation, the oil flow from drive pump (43), idler pump (41) and pilot pump
(42) to the hydraulic circuits are controlled by the operation of each component in the main control valve. By this
control, the speed and direction of the cylinders and the motors can be controlled and adjusted. The pump delivery
pressure can be controlled and adjusted.
Page 7 of 13
The main control valve includes right body (46) and left body (45). The main control valve is coupled together
with bolts in order to make one assembly.
1. The right travel control valve (11), attachment control valve (12), bucket control valve (13), boom I control
valve (15) and stick II control valve (16) are located in right body (46). The drive pump oil is delivered
through pressure port (39), center bypass passage (14) and return port (5) to hydraulic tank (44). In
addition, the following components are located in right body (46) .
a. The line relief valve (bucket cylinder rod end) (34) and the line relief valve (bucket cylinder head
end) (35) limit the pressure in the bucket circuit due to external forces.
c. Boom drift reduction valve (3) prevents boom drift when the joystick for the boom is in the
NEUTRAL position. The line relief valve (boom cylinder head end) (4) is mounted on the boom drift
reduction valve. The line relief valve (boom cylinder rod end) (28) is also located on the right body.
d. Boom regeneration valve (27) supplies return oil from the head end of the boom cylinders to the rod
end of the boom cylinders when the boom is lowered.
e. Load check valves (26) are part of the following control valves: attachment control valve (12), bucket
control valve (13), boom I control valve (15) and stick II control valve (16) .
1. Straight travel control valve (18), left travel control valve (25), swing control valve (24), stick I control
valve (22) and boom II control valve (21) are located in left body (45). The idler pump oil is delivered
through pressure port (37), center bypass passage (23) and return port (5) to hydraulic tank (44).
Note: In addition, the following components are located in left body (45) .
a. Stick drift reduction valve (1) prevents stick drift when the joystick for the stick is in the NEUTRAL
position. The line relief valve (stick cylinder rod end) (2) is mounted on the stick drift reduction
valve. The line relief valve (stick cylinder head end) (30) is also located on the left body.
c. Stick regeneration valve (7) supplies return oil from the rod end of the stick cylinder to the head end
of the stick cylinder during the stick in function.
d. Stick unloading valve (33) reduces the back pressure in the rod end of the stick cylinder during the
stick in function.
e. Load check valves (8) are part of the following control valves: swing control valve (24) and stick I
control valve (22) .
f. Main relief valve (32) limits the main hydraulic system pressure.
• When the main control valve is in the NEUTRAL position, no pump oil flows to the cylinders and the
motors. Main control valve operation in the NEUTRAL position is described later in this section.
• The main control valve controls the negative flow control signal. For more information on the negative flow
control operation, refer to Systems Operation, "Negative Flow Control System".
Page 8 of 13
• The main control valve prevents cylinder drift with the load check valves. For more information on the load
check valves, refer to Systems Operation, "Check Valve (Load)".
• The main control valve limits the circuit pressure with relief valve operation. For more information on the
limitation of circuit pressure, refer to Systems Operation, "Relief Valve (Main)" and Systems Operation,
"Relief Valve (Line)".
The description of other components that are installed on the main control valve or in the main control valve will
be listed separately. Refer to the appropriate sections that are in this manual for further information on the
components.
Main Control Valve Operation in NEUTRAL Position
Main control valve (neutral position)
(7) Inlet port
Page 9 of 13
(14) Right body
(15) Left body
(17) Return port
(19) Return passage
(21) Inlet port
(23) Return passage
The drive pump supplies oil to right body (14) through inlet port (7). The oil then flows through center bypass
passage (20) and parallel feeder passage (6). The idler pump supplies oil to left body (15) through inlet port (21).
The oil then flows through center bypass passage (22) and parallel feeder passage (10) .
When all of the joysticks and/or travel levers/pedals are in the NEUTRAL position, drive pump oil flows through
center bypass passage (20), negative flow control orifice (18), return passage (19), return passage (23) and return
port (17) back to the hydraulic tank. Idler pump oil from inlet port (21) flows through center bypass passage (22),
negative flow control orifice (16) and return port (17) back to the hydraulic tank. Oil in parallel feeder passages
(6) and (10) remains blocked by each control valve spool.
Activation of any joystick and/or travel levers/pedals provides two paths for drive pump oil. One path flows
through center bypass passage (20) to right travel control valve (5). The other path flows through parallel feeder
passage (6), attachment control valve (4), bucket control valve (3) and boom I control valve (2). Activation of any
joystick and/or travel levers/pedals also provides two paths for idler pump oil. One path flows through center
bypass passage (22) to left travel control valve (9) and stick I control valve (12). The other path flows through
parallel feeder passage (10) to swing control valve (11) .
Individual Valve Operation
Page 10 of 13
(2) Port
(5) Passage
(6) Port
(8) Pilot port
(9) Pilot port
(10) Return passage
Page 11 of 13
(11) Spool
(13) Spring
The bucket control valve is used as a typical example for describing the operation of individual control valves.
When the joysticks and/or travel levers/pedals are in the NEUTRAL position, pilot oil does not flow to port (8)
and port (9). Spool (11) is centered in the NEUTRAL position by the force of spring (13). The drive pump oil
flows through center bypass passage (12) to the hydraulic tank.
Bucket control valve BUCKET CLOSE
(2) Port
(5) Passage
(6) Port
(8) Pilot port
Page 12 of 13
(10) Return passage
(11) Spool
(14) Passage
(15) Passage
When the joystick for the bucket is moved to the BUCKET CLOSE position, pilot oil is supplied to pilot port (8).
Spool (11) moves to the left. Center bypass passage (12) is closed and passage (15) becomes opened. Port (14) is
now connected to return passage (10) .
Oil that is in parallel feeder passage (3) flows through load check valve (4), passage (5) and passage (15). The oil
then flows to port (6). The bucket cylinder rod extends. When the bucket cylinder rod extends, the displaced oil in
the rod end flows to port (2) .
Oil flows through port (2) to return passage (14) and back to the hydraulic tank.
Page 13 of 13
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02820307
Negative Flow Control System

SMCS - 5050-NE
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 9
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Introduction
The drive pump and the idler pump receive signal oil pressure from the center bypass passages of the main control
valve. This signal oil pressure that is created in the center bypass passages of the main control valve is called
negative flow control pressure. Negative flow control pressure flows to the regulators at the drive pump and the
idler pump in order to control the output flow of the pumps. Negative flow control pressure is created during the
following machine operating conditions.
• All of the joysticks and travel levers/pedals are in the NEUTRAL position.
• Any of the joysticks and/or travel levers/pedals are partially moved from the NEUTRAL position in order
to perform a fine control operation.
• A boom lower operation is performed alone.
Main control valve (top view)
Page 2 of 9
(12) Negative flow control line to idler pump
(13) Negative flow control line to drive pump
The right body of the control valve receives supply oil from the drive pump. Negative flow control pressure from
the right body of the main control valve flows through negative flow control line (13) to the drive pump. The left
body of the control valve receives supply oil from the idler pump. Negative flow control pressure from the left
body of the main control valve flows through negative flow control line (12) to the idler pump. The negative flow
control operation of the drive pump and the idler pump is identical.
Negative flow control operation (control valves in the NEUTRAL position)
(2) Return line
(4) Passage
(5) relief valve (negative flow control)
(8) Port
Page 3 of 9
(10) Passage
(11) Return passage
(12) Negative flow control line
(14) Idler pump
(15) Drive pump
(16) Pilot pump
Illustration 3 shows the negative flow control operation at the main control valve when all of the control valves
are in the NEUTRAL position. When all of the joysticks and the travel levers/pedals are in the NEUTRAL
position, the spools of the individual control valves are in the NEUTRAL position. Oil flow to the cylinders and
motors is blocked. Center bypass passages (1) and (3) are open.
All of the oil delivery from drive pump (15) flows through center bypass passage (3), passage (4) and negative
flow control orifice (9) to return line (2). Negative flow control orifice (9) restricts the oil flow. The pressure in
passage (4) increases. Increased negative flow control pressure now flows through passage (10) and negative flow
control line (13) to the pump regulator. The negative flow control operation of the drive pump regulator causes
the swashplate of the drive pump to move to the minimum angle position. The output flow of the drive pump is
decreased due to the increased negative flow control pressure that is created in center bypass passage (3) .
Since center bypass passage (1) is also open, the negative flow control operation of the idler pump regulator is
identical to the negative flow control operation of the drive pump regulator.
Page 4 of 9
ReferenceFor more information concerning the negative flow control operation of the main pump regulators,
refer to Systems Operation, "Pump Control (Main Hydraulic)".
Negative flow control operation (bucket control valve in the BUCKET CLOSE position)
(2) Return line
(4) Passage
(8) Port
(10) Passage
(11) Return passage
(14) Idler pump
Page 5 of 9
(15) Drive pump
(16) Pilot pump
Bucket control valve (BUCKET CLOSE position)
Illustration 5 shows the negative flow control operation at the main control valve when only the bucket control
valve is in the BUCKET CLOSE position.
All of the control valves in the left body of the main control valve are in the NEUTRAL position. Center bypass
passage (1) is open. All of the oil delivery from the idler pump flows through center bypass passage (1) to
negative flow control orifice (7). Since all of the oil delivery from idler pump (14) is restricted by negative flow
control orifice (7), negative flow control pressure (PN) in center bypass passage (1) is at maximum pressure. The
negative flow control pressure flows through negative flow control line (12) to the idler pump regulator. The
negative flow control operation of the idler pump regulator causes the swashplate of the idler pump to move to the
minimum angle position. The output flow of the idler pump is decreased due to the increased negative flow
control pressure that is created in center bypass passage (1) .
The joystick for the bucket has been moved fully to the BUCKET CLOSE position. Pilot oil has fully shifted the
bucket control valve. The oil delivery from drive pump (15) flows into the right body of the main control valve.
The oil delivery flows through center bypass passage (3) to the bucket control valve. Since the spool in the bucket
Page 6 of 9
control valve is fully shifted, center bypass passage (3) is blocked. All of the oil delivery from the drive pump
flows to the head end of the bucket cylinder. No oil flows to negative flow control orifice (9) and no negative
flow control pressure is created in center bypass passage (3). Since no negative flow control pressure is sent to the
drive pump regulator, the drive pump regulator moves the swashplate of the drive pump toward the maximum
angle position. The output flow of the drive pump is increased since no negative flow control pressure is created
in center bypass passage (3) .
Fine Control Operation
Bucket control valve (fine control)
(22) Port
(23) Spool
(24) Passage
(P) Pilot pressure
When the joystick for the bucket is in the NEUTRAL position, spool (23) is in the NEUTRAL position. The oil
delivery from the drive pump flows through center bypass passage (3) to negative flow control orifice (9). When
Page 7 of 9
the joystick for the bucket is partially moved from the NEUTRAL position in order to perform a fine control
operation, pilot pressure (P) enters the control valve at the pilot port. Pilot pressure shifts spool (23) slightly to the
left. The movement of spool (23) partially opens passage (24). Center bypass passage (3) is partially blocked.
The oil delivery from the drive pump is now divided into two flow paths. A portion of the oil delivery from the
drive pump flows through center bypass passage (3) to negative flow control orifice (9). The remainder of the oil
delivery from the drive pump flows through parallel feeder passage (21) and passage (24) to port (22). The oil
flow from center bypass passage (3) to negative flow control orifice (9) decreases. The flow resistance through
the negative flow control orifice decreases and the negative flow control pressure (PN) in passage (4) decreases.
The negative flow control pressure that is sent to the regulator at the drive pump decreases. The pump regulator
causes the swashplate of the drive pump to move toward the maximum angle position. The output flow of the
pump is increased due to the decrease in negative flow control pressure (PN) .
When the joystick for the bucket is moved to the full stroke position, spool (23) shifts fully to the left. Center
bypass passage (3) is now blocked by spool (23). Since there is no oil flow through center bypass passage (24), no
negative flow control pressure is created. The swashplate of the drive pump is moved to the maximum angle
position. The output flow of the drive pump is maximum. The output flow of the drive pump is now controlled by
the constant horsepower flow control.
The ability to modulate the negative flow control pressure by partial movement of the joystick enables fine
control of the implements.
Relief Valve (Negative Flow Control)
Page 8 of 9
(2) Return line
(4) Passage
(5) Relief valve for negative flow control
(11) Return passage
(17) Plug
(18) Spring
(19) Relief valve body
(20) Valve
(PN) Negative flow control pressure
The following description is given for the operation of the relief valve that is located in the right body of the main
control valve. The operation of the relief valve for the negative flow control that is located in the left body of the
main control valve is identical.
Relief valve (5) for the negative flow control consists of plug (17), spring (18), relief valve body (19) and valve
(20). When any one of the joysticks and/or travel levers/pedals is at the full stroke position, the oil flow through
center bypass passage (3) is blocked. No oil flows to the relief valve for the negative flow control.
When all of the joysticks and/or travel levers/pedals are suddenly returned to the NEUTRAL position, all of the
output flow from the drive pump flows through center bypass passage (3). The negative flow control pressure in
center bypass passage (3) and passage (4) suddenly increases. When the negative flow control pressure becomes
higher than the pressure setting of relief valve (5) for the negative flow control, valve (20) shifts to the left against
the force of spring (18). Oil in center bypass passage (3) is now allowed to flow past valve (20) into return
passage (11) to the hydraulic tank. This prevents the hydraulic shock that occurs due to sudden changes in
negative flow control pressure.
After the hydraulic shock is relieved by the relief valve for the negative flow control, the force of spring (18)
shifts valve (20) to the right. All of the output flow from the drive pump flows through center bypass passage (3),
negative flow control orifice (9) and return line (2) to the hydraulic tank.
Negative flow control pressure (PN), that is created in center bypass passage (3), reaches maximum pressure since
all of the oil flow is restricted by negative flow control orifice (9). The negative flow control pressure flows to the
drive pump regulator. The regulator at the drive pump causes the swashplate of the drive pump to move to the
minimum angle position. The output flow of the drive pump is decreased due to the increase in negative flow
control pressure (PN) .
Page 9 of 9
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05425434
Relief Valve (Main)

SMCS - 5069
S/N - A6F1-UP
S/N - A8F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MDE1-UP
S/N - MGG1-UP
Page 1 of 5
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Cross section of straight travel control valve and main relief valve
(4) Check valve
(5) Check valve
Page 2 of 5
(9) Idler pump
(10) Drive pump
(11) Internal passage
Main relief valve (6) is located in the left side of the main control valve. The main relief valve limits the
maximum operating pressure of the travel hydraulic circuit and the implement hydraulic circuits when the
machine is at a load condition.
The oil delivery from drive pump (10) enters main control valve (2) through delivery line (8). The oil delivery
from idler pump (9) enters main control valve (2) through delivery line (7). Drive pump oil and idler pump oil
flows through check valves (4) and (5) to passage (11). Check valves (4) and (5) ensure that only the higher oil
pressure from the drive pump or the idler pump flows through passage (11) to main relief valve (6) .
Closed Position
Main relief valve (closed position)
(11) Passage
(12) Seat
Page 3 of 5
(13) Valve
(14) Spring
(15) Spring chamber
(16) Seat
(17) Poppet
(18) Spring
(19) Passage
(20) Orifice
(21) Return passage
Poppet (17) is positioned to the left against seat (16) by the force of spring (18). Valve (13) is positioned to the
left against seat (12) by the force of spring (14) .
System pressure oil in passage (11) flows through orifice (20) into spring chamber (15). The force of the system
pressure oil acts on poppet (17). When the force of system pressure oil in passage (11) is less than the force of
spring (18), poppet (17) remains against seat (16). The pressure in passage (11) and the pressure in spring
chamber (15) are now equal. System pressure oil in spring chamber (15) and the force of spring (14) maintain
valve (13) against seat (12). There is no oil flow from passage (11) to return passage (21). When main pump oil
pressure in passage (11) is less than the main relief pressure setting, main relief valve (6) remains in the closed
position.
Open Position
Page 4 of 5
Main relief valve (open position)
(11) Passage
(12) Seat
(13) Valve
(14) Spring
(15) Spring chamber
(16) Seat
(17) Poppet
(18) Spring
(19) Passage
(20) Orifice
(21) Return passage
(22) Passage
(23) Valve chamber
(24) Locknut
(25) Adjustment screw
System oil pressure in passage (11) and spring chamber (15) nears the main relief valve pressure setting. The
force of the system oil pressure in spring chamber (15) becomes greater than the force of spring (18). Poppet (17)
away from seat (16). System oil pressure now flows through seat (16) into valve chamber (23). The oil in valve
chamber (23) now flows through passage (22) into return passage (21). This low-pressure oil now returns to the
hydraulic tank.
At the same time as the oil in spring chamber (15) flows through seat (16), the system pressure oil in passage (11)
flows through orifice (20). As the system oil pressure flows through orifice (20) into spring chamber (15) the
pressure of the oil in spring chamber (15) decreases. The reduced pressure oil in spring chamber (15) allows the
high-pressure oil in passage (11) to force valve (13) away from seat (12). The high-pressure oil in passage (11)
now flows into passage (19) and return passage (21) to the hydraulic tank.
The amount of spring force of spring (18) that acts on poppet (17) determines the main relief valve pressure
setting. Adjustments to the main relief valve pressure setting are made by changing the spring force of spring
(18). The position of adjustment screw (25) determines the spring force of spring (18) .
ReferenceRefer to Testing and Adjusting, "Relief Valve (Main) - Test and Adjust" for adjustment procedures.
Page 5 of 5
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Product: EXCAVATOR
Systems Operation
i03213204
Relief Valve (Line)

SMCS - 5117
Each line relief valve contains a makeup valve. The line relief valves are located between each cylinder and the
respective control valve.
When the control valves for the cylinders are in the NEUTRAL position and an external force acts on one end of
the cylinder, the oil pressure increases on the opposite end of the cylinder. The oil pressure also increases in the
passage of the line relief valve that is connected to the cylinder. The line relief valve relieves the high pressure.
The line relief valves limit the circuit pressure to the specified pressure settings.
ReferenceRefer to Testing and Adjusting, "Specifications" for the line relief valve pressure settings.
Line relief valve (CLOSED position)
(1) Passage
Page 1 of 4
(2) Valve
(3) Valve
(4) Spring chamber
(5) Valve
(6) Spring
(7) Piston
(8) Return passage
(9) Passage
The high pressure between the cylinder and the control valve is transmitted to passage (1) . This pressurizes the
line relief valve. The pressure oil flows from passage (1) through passage (9) of piston (7) . The oil then flows
into spring chamber (4) . When the oil pressure is lower than the line relief valve pressure setting, valve (5)
remains in the CLOSED position by the force of spring (6) . The oil pressure in passage (1) and the oil pressure in
spring chamber (4) are equal. The surface area of the right side of valves (2) and (3) is larger than the surface area
of the left side. The force on the right side of valves (2) and (3) is greater than the force on the left side. Valves (2)
and (3) are forced to the left. The pressure oil does not flow from passage (1) to passage (8) .
Line relief valve (OPEN position)
(1) Passage
(2) Valve
(3) Valve
(4) Spring chamber
(5) Valve
(6) Spring
Page 2 of 4
(7) Piston
(8) Return passage
(9) Passage
(10) Valve chamber
(11) Passage
(12) Passage
When the high pressure oil in passage (1) reaches the line relief valve pressure setting, valve (5) overcomes the
force of spring (6) and opens. The high pressure oil flows from valve chamber (10) through passage (12) to return
passage (8) . The pressure now becomes low pressure. The pressure in passage (1) pushes piston (7) to the right
until the piston comes in contact with the left end of valve (5) . The oil in passage (1) flows around the end of
piston (7) and the oil enters spring chamber (4) . Since the flow around the outside of piston (7) is restricted, the
oil in spring chamber (4) becomes low pressure oil. As a result, valve (3) is pushed to the right. Passage (11)
opens. The oil flows from passage (1) to passage (8) .
Line relief valve (makeup operation)
(1) Passage
(2) Valve
(3) Valve
(4) Spring chamber
(8) Return passage
(9) Passage
(13) Shoulder
Page 3 of 4
The line relief valve functions as a makeup valve in the following manner.
When oil from one end of the cylinder is discharged through the line relief valve, a vacuum condition is created
on the opposite end of the cylinder. Makeup oil is needed to prevent the vacuum condition in the cylinder.
When the vacuum condition occurs on the end of the cylinder that is connected to passage (1) , a vacuum
condition also occurs in spring chamber (4) . The pressure of the oil in passage (8) acts on shoulder (13) of valve
(2) . Since a vacuum condition is present in spring chamber (4) , the pressure in spring chamber (4) is lower than
the pressure of the return oil in passage (8) . Valves (2) and (3) are pushed to the right by the pressure of the
return oil in passage (8) . Return oil flows from passage (8) to passage (1) as makeup oil in order to remove the
vacuum condition in the cylinder.
Page 4 of 4
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Product: EXCAVATOR
Systems Operation
i03007174
Check Valve (Load)

SMCS - 5472
The load check valve performs the following two functions.
• The load check valve prevents unexpected movement of an implement when a joystick is initially activated
at a low pump delivery pressure.
• The load check valve prevents oil loss from a high pressure circuit to a lower pressure circuit.
Page 1 of 4
Boom I control valve (partial shift)
(1) Port (boom cylinder head end)
(2) Passage
(3) Spring
(5) Port (boom cylinder rod end)
(6) Return passage
(8) Spring
(9) Pilot port
(10) Spool
When the joystick for the boom is in the NEUTRAL position, spring (8) positions spool (10) in the center
position. The drive pump is at a destroked position. The drive pump is delivering standby pressure to the boom I
control valve. The pump delivery pressure in center bypass passage (11) and parallel feeder passage (7) is lower
than the pressure in the boom cylinder head end at port (1) . Load check valve (4) is in the CLOSED position.
Page 2 of 4
Slight movement of the joystick for the boom toward the BOOM RAISE position causes low pilot oil pressure to
enter port (9) . Spool (10) shifts slightly to the right. The drive pump begins to move to an upstroke position. A
passage partially opens allowing the oil from the rod end of the boom cylinders in port (5) to flow to return
passage (6) . A passage partially opens allowing the oil from the head end of the boom cylinders in port (1) to
flow through passage (2) . The work load pressure from the head end of the boom cylinders and the force of
spring (3) now acts on load check valve (4) . Since the pump delivery pressure is lower than the work load
pressure in passage (2) , load check valve (4) remains in the closed position. The oil in the boom cylinder head
end is blocked.
Boom I control valve (full shift)
(1) Port (boom cylinder head end)
(2) Passage
(3) Spring
(5) Port (boom cylinder rod end)
(6) Return passage
(8) Spring
(9) Pilot port
(10) Spool
Page 3 of 4
As the joystick for the boom is moved farther from the NEUTRAL position, the pilot oil pressure at pilot port (9)
increases. Spool (10) shifts farther to the right. The drive pump upstrokes farther. The pump delivery pressure in
center bypass passage (11) and parallel feeder passage (7) increases. Load check valve (4) will not open until the
pump delivery pressure becomes greater than the combined force of the work load pressure in passage (2) and the
force of spring (3) . Unexpected downward movement of the boom during a BOOM RAISE operation is
prevented.
Load check valve (4) also prevents oil loss from a high pressure circuit to a lower pressure circuit. For example,
the work tool is moved under a light load, and the boom cylinders are raised at the same time. The high pressure
oil of the boom cylinders wants to flow toward the low pressure side of the work tool. The load check valve
prevents the boom from lowering.
Page 4 of 4
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02809919
Boom Hydraulic System

SMCS - 5050-BM
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 13
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Boom Raise (High Speed)
Hydraulic schematic for BOOM RAISE (high speed)
(1) Boom cylinders
Page 2 of 13
(2) Line (oil flow from boom cylinder rod end)
(3) Line (oil flow to boom cylinder head end)
(4) Valve
(6) Return line
(7) Port
(9) Return passage
(10) Line
(12) Passage
(13) Check valve
(15) Port
(18) Return passage
(20) Port
(21) Pilot line
(23) Pilot line
(24) Pilot line
(25) Pilot line
(27) Idler pump
(28) Drive pump
(29) Pilot pump
(33) Spring
(37) Spring
A BOOM RAISE operation at high speed is accomplished when the oil delivery from both idler pump (27) and
drive pump (28) is supplied to the head end of boom cylinders (1). Boom I control valve (19) and boom II control
valve (16) operate during the high speed operation. A BOOM RAISE operation at low speed is accomplished
when the oil delivery from only drive pump (28) is supplied to the head end of boom cylinders (1). During the
low speed operation, boom I control valve (19) operates alone.
Page 3 of 13
Main control valve compartment
Boom drift reduction valve (bottom view)
The oil delivery from drive pump (28) flows through parallel feeder passage (17) in main control valve (11) to
boom I control valve (19). The oil delivery from idler pump (27) flows through parallel feeder passage (8) in main
control valve (11) to boom II control valve (16) .
When the joystick for the boom is moved to the full BOOM RAISE position, the pilot oil flows from pilot control
valve (22) through pilot line (24). The pilot oil flow then divides into two flow paths. Part of the pilot oil flows
through pilot line (21) to port (7) of main control valve (11). The remainder of the pilot oil flows to port (20) of
the main control valve.
A portion of the oil in pilot line (21) also flows through pilot line (23) and pilot line (25) to the pressure reducing
valve for boom priority (26). During a combined operation of BOOM RAISE and STICK IN, the pilot oil flow to
Page 4 of 13
the pressure reducing valve for boom priority (26) causes the boom circuit to receive oil flow priority. This allows
the boom to raise at a high speed.
Boom I control valve (BOOM RAISE position)
(18) Return passage
(20) Port
(30) Port
(31) Passage
(32) Passage
(33) Spring
(34) Passage
(35) Spool
The pilot oil flow from port (20) shifts spool (35) of boom I control valve (19) against the force of spring (33).
The oil delivery from the drive pump in parallel feeder passage (17) flows through load check valve (14), passage
Page 5 of 13
(31), passage (34) and port (30) to boom drift reduction valve (5). The oil delivery from the drive pump shifts
valve (4) in boom drift reduction valve (5) to the right. The oil delivery from the drive pump then flows through
line (3) to the head end of boom cylinders (1) .
Note: For more information on the boom drift reduction valve, refer to Systems Operation, "Boom Drift
Reduction Valve".
Boom II control valve (BOOM RAISE position)
(7) Port
(13) Check valve
(15) Port
(36) Passage
(37) Spring
(38) Spool
(39) Passage
The pilot oil flow in port (7) of boom II control valve (16) shifts spool (38) against the force of spring (37). The
oil delivery from the idler pump in parallel feeder passage (8) now flows through passage (36), passage (39),
Page 6 of 13
check valve (13) and flows out of port (15) to line (10). The oil delivery from the idler pump combines with the
oil delivery from the drive pump at boom drift reduction valve (5). The combined pump oil flows through passage
(12) and line (3) to the head end of boom cylinders (1) .
Note: The swing priority valve does not affect the boom II control valve.
Return oil from the rod end of boom cylinders (1) flows through line (2) to boom I control valve (19). The oil then
flows through passage (32), return passage (18), return passage (9) and return line (6) to the hydraulic tank.
Boom Raise (Low Speed)

When the joystick for the boom is moved less than half of the travel distance for BOOM RAISE, low pilot oil
pressure is supplied to boom I control valve (19) and boom II control valve (16) .
When the boom is raised at a low speed, boom I control valve (19) opens and boom II control valve (16) remains
closed. The force of spring (33) in boom I control valve (19) is less than the force of spring (37) in boom II
control valve (16). Because of the low pilot oil pressure, boom I control valve (19) will open and boom II control
valve (16) will remain closed.
The oil delivery from drive pump (28) now flows to the head end of boom cylinders (1). Without the oil delivery
from idler pump (27), the cylinder rod movement slows down when the boom is raised. The low speed operation
of the boom is performed.
Boom Priority
Page 7 of 13
Hydraulic schematic for BOOM RAISE and STICK IN
(1) Boom cylinders
(41) Pilot control valve (stick and swing)
During combined operations of BOOM RAISE and STICK IN, the pilot oil pressure from the pilot control valve
for the boom (22) activates the pressure reducing valve for boom priority (26). The pressure reducing valve for
boom priority (26) causes oil flow priority to the head end of the boom cylinders (1) during this combined
hydraulic operation.
When the joystick for the stick is moved to the STICK IN position, a portion of the pilot oil from the pilot control
valve for the stick (41) flows through the pressure reducing valve for the boom priority (26) to the stick II control
valve (40). As the joystick for the boom is moved farther from the NEUTRAL position during a BOOM RAISE
operation, pilot oil pressure from the pilot control valve for the boom (22) increases. This gradual increase in pilot
oil pressure causes the spool in the pressure reducing valve for the boom priority (26) to gradually shift.
A portion of the pilot oil that flows to stick II control valve (40) from the pilot control valve for the stick (41) is
routed to the hydraulic tank. The pilot oil pressure that acts on stick II control valve (40) decreases. Stick II
control valve (40) shifts toward the NEUTRAL position. The amount of oil flow from the main pumps to the stick
hydraulic circuit decreases. This causes a greater portion of the oil flow from the main pumps to flow to the head
end of the boom cylinders (1) .
Since the pilot oil pressure from the pilot control valve for the boom (22) directly corresponds to the amount of
movement or position of the joystick a gradual change to boom priority occurs. Thus, boom priority is controlled
by the position of the joystick for the boom and boom priority automatically activates when the joystick reaches a
certain position during a BOOM RAISE operation.
Boom Lower
Page 8 of 13
Hydraulic schematic for BOOM LOWER
(1) Boom cylinders
(2) Line (oil flow to boom cylinder rod end)
(3) Line (oil flow from boom cylinder head end)
(4) Valve
(18) Return passage
(27) Idler pump
(28) Drive pump
(29) Pilot pump
(33) Spring
(40) Orifice
Page 9 of 13
(42) Port
(43) Orifice
(46) Port
(48) Valve
(49) Passage
(50) Drain line
(51) Passage
(52) Pilot line
(53) Pilot line
During a BOOM LOWER operation, the oil delivery from only drive pump (28) is supplied to boom cylinders (1)
through boom I control valve (19). Boom I control valve (19) operates alone. Boom II control valve (16) is not
operational in the BOOM LOWER operation.
The BOOM LOWER operation contains a regeneration circuit. When the joystick for the boom is moved to the
BOOM LOWER position, orifice (43) in boom I control valve (19) and boom regeneration valve (41) are
operational in the boom hydraulic circuit. The return oil flow from the head end of boom cylinders (1) flows
through boom regeneration valve (41) to the rod end of the boom cylinders. The boom regeneration valve is
described later in this section.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil from pilot control valve (22)
flows through pilot line (52). The pilot oil flow then divides into three flow paths. Part of the pilot oil flows
through port (46) to boom I control valve (19). Part of the pilot oil flows through port (42) to boom regeneration
valve (41). The remainder of the pilot oil flows through pilot line (53) of boom drift reduction valve (5) .
Since the pilot oil pressure has caused the spool in boom I control valve (19) to shift against the force of spring
(33), the oil delivery from the drive pump that flows through center bypass passage (45) is restricted by orifice
(43). The negative flow control pressure in negative flow control line (44) decreases. The drive pump upstrokes
because of the negative flow control operation.
ReferenceFor more information concerning the negative flow control operation, refer to Systems Operation,
"Negative Flow Control System".
Page 10 of 13
Boom I control valve (BOOM LOWER position)
(18) Return passage
(30) Port
(32) Port
(33) Spring
(35) Spool
(42) Orifice
(45) Orifice
(46) Port
(49) Passage
The pilot oil flow from port (46) shifts spool (35) in boom I control valve (19) against the force of spring (33).
The oil delivery from the drive pump in parallel feeder passage (17) flows through load check valve (14), passage
(49) and port (32). The oil delivery from the drive pump then flows through line (2) to the rod end of boom
cylinders (1) .
Page 11 of 13
The return oil from the head end of boom cylinders (1) flows through line (3) into boom drift reduction valve (5).
Since valve (48) is shifted by the pilot pressure from pilot line (53), passage (49) is open to drain line (50). The
return oil pressure shifts valve (4) to the right. The return oil in line (3) enters passage (51) .
A portion of the return oil flows into port (30) of boom I control valve (19). The return oil flow is restricted by
orifice (40). The return oil pressure in passage (51) increases. Most of the return oil flows through boom
regeneration valve (41). The return oil is now supplied to the rod end of the boom cylinders through line (2) .
Boom Regeneration Valve
Boom regeneration valve (slow boom down)
(42) Pilot port
(56) Passage
(57) Check valve
(58) Spool (boom regeneration valve)
(59) Passage
Page 12 of 13
Boom regeneration valve (fast boom down)
(42) Pilot port
(56) Passage
(57) Check valve
(58) Spool (boom regeneration valve)
(59) Passage
The boom hydraulic circuit contains a regeneration circuit. This regeneration circuit allows the return oil from the
head end of the boom cylinders to be supplied to the rod end of the boom cylinders during the BOOM LOWER
operation.
When the joystick for the boom is moved to the BOOM LOWER position, pilot oil flow from the pilot control
valve (boom and bucket) enters pilot port (42). Spool (58) in the boom regeneration valve shifts downward. The
return oil from the head end of the boom cylinders flows through passage (59) and through the throttling slots on
the spool for the boom regeneration valve to check valve (57). Check valve (57) opens and the return oil flows
through passage (56). The return oil from the head end of the boom cylinders in passage (56) combines with the
oil delivery from the drive pump. This combined oil now flows to the rod end of the boom cylinders.
The oil delivery from only the drive pump is used for the BOOM LOWER operation. Since the boom
regeneration valve supplies return oil from the head end to the rod end of the boom cylinders, more efficient use
of the oil delivery from the drive pump is achieved during a BOOM LOWER operation.
Page 13 of 13
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i04682454
Boom Drift Reduction Valve

SMCS - 5143-BM
The boom drift reduction valve is placed in the boom circuit between the main control valve and the boom
cylinders. When the joystick for the boom is in the NEUTRAL position. The boom drift reduction valve stops oil
leakage from the head end of the boom cylinders. Stopping oil leakage prevents boom drift.
Boom Raise
Page 1 of 4
Boom drift reduction valve (BOOM RAISE)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
(9) Passage
(11) Spool
(15) Port
When the joystick is moved to perform a BOOM RAISE operation. Pilot oil is not sent from the pilot control
valve to port (15) of boom drift reduction valve (16) . Spool (11) does not shift.
Page 2 of 4
The oil flow from the boom II control valve enters port (6) of the boom drift reduction valve. The oil flow from
the boom I control valve enters port (7) of the boom drift reduction valve. The combined oil flow from ports (6)
and (7) flows into passage (1) . As the oil pressure in passage (1) increases, valve (2) shifts against the force of
spring (3) . The oil in spring chamber (4) flows through passages (5) and (9) to port (8) . The oil delivery in
passage (1) now flows through port (8) to the head end of the boom cylinders.
Boom Lower
Boom drift reduction valve (BOOM LOWER)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Passage
(7) Port
(8) Port
Page 3 of 4
(9) Passage
(11) Spool
(13) Drain line
(15) Port
(18) Port
(20) Spring chamber
(21) Plug
When the joystick is moved to perform a BOOM LOWER operation. Pilot oil is sent from the pilot control valve
to port (15) of boom drift reduction valve (16) . Spool (11) shifts downward until the spool contacts plug (21) .
The oil in spring chamber (4) flows through passage (5) , the passage in spool (11) , spring chamber (20) , port
(18) and drain line (13) to the hydraulic tank.
The return oil from the boom cylinder head end enters port (8) . Since the pressure in spring chamber (4) is low,
the oil in port (8) shifts valve (2) against the force of spring (3) . The oil from the head end of the boom cylinders
flows through port (8) , passage (1) and passage (7) to the boom I control valve.
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02812006
Stick Hydraulic System

SMCS - 5050
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 12
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Stick Out
Hydraulic schematic for STICK OUT
(1) Stick cylinder
Page 2 of 12
(2) Line (oil flow from stick cylinder head end)
(3) Line (oil flow to stick cylinder rod end)
(4) Valve
(7) Line
(8) Passage
(9) Return passage
(10) Return passage
(11) Return passage
(16) Check valve
(17) Passage
(19) Check valve
(23) Return line
(24) Pilot line
(25) Pilot line
(26) Pilot line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
Page 3 of 12
Main control valve
When the stick hydraulic circuit is operated independently of other hydraulic circuits, stick I control valve (21)
and stick II control valve (13) are operational for both the STICK IN operation and the STICK OUT operation.
When the stick I control valve and the stick II control valve are operated, the oil delivery from drive pump (29)
and idler pump (28 ) is combined. The oil delivery from both pumps flows to stick cylinder (1) in order to
perform a stick operation.
The oil delivery from drive pump (29) flows through parallel feeder passage (22) in main control valve (6) to stick
II control valve (13). The oil delivery from idler pump (28) flows through center bypass passage (18) in main
control valve (6) to stick II control valve (21) .
When the joystick for the stick is moved to the STICK OUT position, the pilot oil flows from pilot control valve
(27) through pilot line (26). The pilot oil flow then divides into two flow paths. Part of the pilot oil flows through
pilot line (24) to stick I control valve (21) in main control valve (6). The remainder of the pilot oil flows through
pilot line (25) to stick II control valve (13) in the main control valve.
Page 4 of 12
The pilot oil in pilot line (24) shifts the spool of stick I control valve (21). The oil delivery from idler pump (28)
that is in center bypass passage (18) flows through load check valve (15), passage (17) and passage (8). The oil
delivery from the idler pump then enters stick drift reduction valve (5). Valve (4) shifts to the left and the oil
delivery flows through line (3) to the rod end of stick cylinder (1) .
The pilot oil in pilot line (25) shifts the spool of stick II control valve (13). The oil delivery from drive pump (29)
in center bypass passage (12) cannot flow through the stick II control valve to center bypass passage (14) and
return passage (11). Part of the oil delivery from the drive pump now flows through check valve (16) and the stick
II control valve to line (7). The remainder of the oil delivery from the drive pump flows through parallel feeder
passage (22), check valve (19) and the stick II control valve to line (7). All of the oil delivery from the drive pump
in line (7) flows to stick drift reduction valve (5) and combines with the oil delivery from the idler pump. The
combined pump oil flows to the rod end of stick cylinder (1). This combined pump oil causes the cylinder to
retract at an increased rate of speed.
Return oil from the head end of the stick cylinder flows through line (2) and return passage (9) to stick I control
valve (21). The return oil then flows through return passage (10) and return line (23) to the hydraulic tank.
Stick In
Hydraulic schematic for STICK IN (fast with regeneration)
(1) Stick cylinder
(2) Line (oil flow to stick cylinder head end)
(3) Line (oil flow from stick cylinder rod end)
Page 5 of 12
(4) Valve
(9) Passage
(10) Return passage
(11) Return passage
(16) Check valve
(19) Check valve
(23) Return line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(33) Pilot line
(34) Pilot line
(35) Pilot line
(36) Pilot line
(37) Passage
(38) Pilot line
(39) Pilot line
(41) Pilot line
(42) Line
(43) Passage
(44) Passage
(45) Passage
(46) Passage
Page 6 of 12
(47) Passage
(48) Check valve
The STICK IN operation contains a regeneration circuit. When the joystick for the stick is moved to the STICK
IN position, stick regeneration valve (31) and stick unloading valve (32) are operational in the stick hydraulic
circuit. The return oil from the rod end of stick cylinder (1) is supplied to the head end of the stick cylinder. The
regeneration circuit makes more effective use of the return oil from the stick cylinder. This allows the oil delivery
from the drive pump and the idler pump to perform other implement functions during a STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil from pilot control valve (27) flows
through pilot line (33). The pilot oil flow then divides into several flow paths. Part of the pilot oil flows through
pilot line (34), pilot line (35) and pilot line (36) to stick I control valve (21). The pilot oil in pilot line (36) also
flows through passage (37) in stick drift reduction valve (5). Part of the pilot oil flows through pilot line (38) to
stick regeneration valve (31). The remainder of the pilot oil flows through pilot line (39), the pressure reducing
valve for boom priority (40) and pilot line (41) to stick II control valve (13) .
Since the pilot oil pressure has caused the spool in stick I control valve (21) to shift downward, the oil delivery
from the idler pump flows through center bypass passage (18), load check valve (15), stick I control valve (21)
and passage (9) to line (2) .
The pilot oil pressure in pilot line (41) has caused the spool in stick II control valve (13) to shift downward. Part
of the oil delivery from the drive pump that is in center bypass passage (12) flows through check valve (16) and
stick II control valve (13) to line (42). The remainder of the oil delivery from the drive pump flows through
parallel feeder passage (22), check valve (19) and stick II control valve (13) to line (42). All of the oil delivery
from the drive pump in line (42) flows to line (2) and combines with the oil delivery from the idler pump. The
combined pump oil flows to the head end of stick cylinder (1) .
The return oil from the rod end of the stick cylinder flows through line (3) to stick drift reduction valve (5). Valve
(4) in the stick drift reduction valve shifts to the left and the return oil enters passage (43). Part of the return oil in
passage (43) flows through stick I control valve (21), return passage (10) and return line (23) to the hydraulic
tank. The remainder of the return oil flows through the regeneration circuit to the head end of the stick cylinders.
Page 7 of 12
Hydraulic schematic for STICK IN (slow without regeneration)
(1) Stick cylinder
(2) Line (oil flow to stick cylinder head end)
(3) Line (oil flow from stick cylinder rod end)
(4) Valve
(9) Passage
(10) Return passage
(11) Return passage
(16) Check valve
(19) Check valve
Page 8 of 12
(23) Return line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(33) Pilot line
(34) Pilot line
(35) Pilot line
(36) Pilot line
(37) Passage
(38) Pilot line
(39) Pilot line
(41) Pilot line
(42) Line
(43) Passage
(44) Passage
(45) Passage
(46) Passage
(47) Passage
(48) Check valve
When the joystick for stick in is moved slowly, the pilot pressure will not shift stick II control valve (13). Pilot
pressure does not shift stick regeneration valve (31) .
Stick Regeneration Valve
Page 9 of 12
Stick regeneration valve
(9) Passage
(38) Pilot line
(43) Passage
(48) Check valve
The stick hydraulic circuit contains a regeneration circuit. This regeneration circuit allows the return oil from the
rod end of the stick cylinder to be supplied to the head end of the stick cylinder during the STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil flow from the pilot control valve
(stick and swing) flows through pilot line (38). Stick regeneration valve (31) shifts downward. The return oil from
the rod end of the stick cylinder flows through passage (43) and through the throttling slots on valve (31) to check
valve (48). Check valve (48) opens and the return oil flows through passage (9). The return oil from the rod end of
the stick cylinder in passage (9) combines with the oil delivery from the drive pump and the idler pump. This
combined oil flow now flows into the head end of the stick cylinder.
Page 10 of 12
Stick Unloading Valve
Stick unloading valve
(9) Passage
(38) Pilot line
(43) Passage
(44) Passage
(46) Passage
(47) Passage
(49) Passage
(50) Spring
Page 11 of 12
Stick unloading valve (32) works in conjunction with stick regeneration valve (31) in order to relieve high
pressure in the head end of the stick cylinder during a STICK IN operation.
When the joystick for the stick is moved to the STICK IN position, pilot oil flow from the pilot control valve
(stick and swing) flows through pilot line (38). Stick regeneration valve (31) shifts downward. The return oil from
the rod end of the stick cylinder flows through passage (43) and through the throttling slots on valve (31) to check
valve (48). Check valve (48) opens and the return oil flows through passage (9). The return oil from the rod end of
the stick cylinder in passage (9) combines with the oil delivery from the drive pump and the idler pump. This
combined oil flow now flows into the head end of the stick cylinder.
Because of the volume of oil that is forced into the head end of the stick cylinder during the regeneration cycle of
the STICK IN operation, the pressure of the oil in the head end of the stick cylinder increases. The high pressure
oil flows through passage (9) and passage (44). The high pressure oil now acts on the end of stick unloading valve
(32). When the force of the high pressure oil becomes greater than the force of spring (50), the stick unloading
valve shifts downward. The return oil from the rod end of the stick cylinder in passage (43) flows past the
throttling slots on stick regeneration valve (31), through passage (49), through stick unloading valve (32) and
passage (47) and into the return circuit to the hydraulic tank. The return oil from the rod end of the stick cylinder
is quickly unloaded. At this time, the regeneration circuit for the stick cylinder is inoperable.
When the oil pressure at the head end of the stick cylinder decreases, the oil pressure that acts on the end of stick
unloading valve (32) also decreases. The force of spring (50) shifts the stick unloading valve upward. The return
oil from the rod end of the stick cylinder is supplied to the head end of the stick cylinder. The regeneration circuit
is again operable.
Page 12 of 12
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05781951
Stick Drift Reduction Valve

SMCS - 5143-JJ
The stick drift reduction valve is placed in the stick circuit between the main control valve and the stick cylinder.
When the joystick for the stick is in the NEUTRAL position. The stick drift reduction valve stops oil leakage
from the rod end of the stick cylinder. Stopping oil leakage prevents stick drift.
Stick Out
Page 1 of 4
Stick drift reduction valve (STICK OUT)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
(9) Passage
(11) Spool
(15) Port
When the joystick is moved to perform a STICK OUT operation. Pilot oil is not sent from the pilot control valve
to port (15) of stick drift reduction valve (16) . Spool (11) does not shift.
Page 2 of 4
The oil flow from the stick II control valve enters port (6) of the stick drift reduction valve. The oil flow from the
stick l control valve enters port (7) of the stick drift reduction valve. The combined oil flow from ports (6) and (7)
flows into passage (1) . As the oil pressure in passage (1) increases, valve (2) shifts against the force of spring
(3) . The oil in spring chamber (4) flows through passages (5) and (9) to port (8) . The oil delivery in passage (1)
now flows through port (8) to the rod end of the stick cylinder.
Stick In
Stick drift reduction valve (STICK IN)
(1) Passage
(2) Valve
(3) Spring
(4) Spring chamber
(5) Passage
(6) Port
(7) Port
(8) Port
Page 3 of 4
(11) Spool
(13) Drain line
(15) Port
(18) Port
(20) Spring chamber
(21) Passage
(22) Plug
When the joystick is moved to perform a STICK IN operation. Pilot oil is sent from the pilot control valve to port
(15) of stick drift reduction valve (16) . Spool (11) shifts downward until the spool contacts plug (22) . The oil in
spring chamber (4) flows through passage (5) , the orifice in spool (11) , spring chamber (20) , passage (21) , port
(18) and drain line (13) to the hydraulic tank.
The return oil from the stick cylinder rod end enters port (8) . Since the pressure in spring chamber (4) is low, the
oil in port (8) shifts valve (2) against the force of spring (3) . The oil from the rod end of the stick cylinder flows
through port (8) , passage (1) and passage (7) to the stick l control valve.
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02814095
Bucket Hydraulic System

SMCS - 5050-YB
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 4
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
(1) Pilot line
(2) Line
(3) Line
(4) Bucket cylinder
Page 2 of 4
(6) Return line
(10) Spring
(11) Orifice
(13) Spring
(17) Return passage
(18) Pilot line
(21) Drive pump
(22) Idler pump
(23) Pilot pump
The oil delivery for the bucket hydraulic circuit is supplied by drive pump (21) only.
Page 3 of 4
The oil delivery from drive pump (21) flows through center bypass passage (8) in main control valve (5) to bucket
control valve (9). The oil delivery from idler pump (22) flows through center bypass passage (7) in main control
valve (5). Illustration 1 shows the main control valve when only the bucket hydraulic circuit is activated.
When the hydraulic lockout lever is in the UNLOCKED position, the oil delivery from pilot pump (23) flows
through pilot oil manifold (20) to pilot control valve (15). When the joystick for the bucket is moved to the
BUCKET CLOSE position, pilot oil flows through pilot control valve (15) and pilot line (1) to bucket control
valve (9). The pilot oil pressure shifts the spool in the bucket control valve against spring (13). The pilot oil on the
other end of the spool in the bucket control valve flows through pilot line (18) and pilot control valve (15) to the
hydraulic tank.
Since the spool in the bucket control valve is fully shifted, center bypass passage (8) is blocked. None of the oil
delivery from the drive pump flows to negative flow control orifice (14) and no negative flow control pressure is
created in center bypass passage (8). Since no negative flow control pressure is sent through negative flow control
line (19) to the drive pump regulator, the drive pump regulator moves the swashplate of the drive pump toward
the maximum angle position. The output flow rate of the drive pump is increased and flows through parallel
feeder passage (16), load check valve (12), bucket control valve (9) and line (3) to the head end of bucket cylinder
(4) .
Since the oil delivery for the bucket hydraulic circuit is supplied by the drive pump only, the negative control
pressure in center bypass passage (7) is high. Idler pump (22) remains at the destroked position.
The return oil from the rod end of the bucket cylinder flows through line (2), orifice (11) in bucket control valve
(9), return passage (17) and return line (6) to the hydraulic tank. Orifice (11) restricts the return oil from the rod
end of the bucket cylinder.
The BUCKET OPEN operation is similar to the BUCKET CLOSE operation.
When the joystick for the bucket is moved to the BUCKET OPEN position, pilot oil flow from pilot control valve
(15) flows through pilot line (18) to the bucket control valve. The spool in the bucket control valve shifts against
the force of spring (10). The oil delivery from the drive pump now flows to the rod end of the bucket cylinder.
When the joystick for the bucket is in the NEUTRAL position, springs (10) and (13) maintain the spool in the
bucket control valve in the NEUTRAL position. The oil flow from the head end and the rod end of the bucket
cylinder is blocked.
Page 4 of 4
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02658366
Cylinders (Boom, Stick and Bucket)

SMCS - 7562
(1) Rod end port
(2) Head end port
(3) Boom cylinder
(4) Tube
(5) Rod
(6) Snubber
Page 1 of 3
(7) Piston
(8) Stick cylinder
(9) Snubber
(10) Bucket cylinder
Snubber operation
(6) Snubber
(11) Passage
When boom cylinders (3) or stick cylinder (8) moves close to the end of the extension stroke, passage (11) is
restricted by snubber (6) . The movement of the piston rod slows down before the piston rod stops.
Page 2 of 3
Snubber operation (retracting rod)
(9) Snubber
(12) Passage
When stick cylinder (8) moves close to the end of the retraction stroke, passage (12) is restricted by snubber (9) .
The movement of the piston rod slows down before the piston rod stops. The shock load is absorbed when the
piston is slowed down.
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i03765209
Swing Hydraulic System

SMCS - 5050
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 13
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Hydraulic schematic for SWING RIGHT
(1) Pilot line
(2) Passage
(3) Swing parking brake
Page 2 of 13
(4) Swing motor
(5) Motor rotary group
(6) Relief valve
(7) Anti-reaction valve
(8) Return line
(9) Line
(10) Line
(11) Passage
(16) Passage
(17) Passage
(21) Passage
(22) Passage
(24) Pilot line
(25) Implement/swing pressure switch
(26) Line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(31) Solenoid valve (swing parking brake)
(32) Line
(34) Hydraulic tank
(36) Drain line
(37) Pilot line
(38) Pilot line
Page 3 of 13
(47) Line
(48) Passage
(49) Line
Swing motor with fine swing solenoid (if equipped)
(4) Swing motor
Page 4 of 13
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(34) Hydraulic tank
(57) Fine swing solenoid valve
The oil delivery for the swing hydraulic circuit is supplied by idler pump (28) only. When either one of the
joysticks is moved from the NEUTRAL position, swing parking brake (3) is released. The swing motor is
mounted on top of the swing drive. The swing drive is installed on the upper structure. The swing drive reduces
the motor speed by two stages. The swing drive rotates the upper structure.
ReferenceFor more information concerning the operation of the swing motor, refer to Systems Operation, "Swing
Motor".
ReferenceFor more information concerning the operation of the swing drive, refer to Systems Operation, "Swing
Drive".
ReferenceFor more information concerning the operation of the swing parking brake and the solenoid for the
swing parking brake, refer to Systems Operation, "Pilot Valve (Swing Parking Brake)".
(4) Swing motor
(8) Return line
(9) Line
(10) Line
Page 5 of 13
(31) Solenoid valve (swing parking brake)
The oil delivery from idler pump (28) flows through center bypass passage (52) in main control valve (14) to
swing control valve (18) . The oil delivery from drive pump (29) flows through center bypass passage (53) in
main control valve (14) . Illustration 3 shows the main control valve when only the swing hydraulic circuit is
activated.
When the hydraulic activation control lever is in the UNLOCKED position, the oil delivery from pilot pump (30)
flows to pilot oil manifold (35) and the solenoid valve for swing parking brake (31) . The oil delivery from the
pilot pump also flows to pilot control valve (23) .
When the swing joystick is moved to the SWING RIGHT position, the implement/swing pressure switch senses
the increase in pilot oil pressure. The implement/swing pressure switch changes to the ON position. The
implement/swing pressure switch sends an input signal to the machine ECM. The machine ECM then energizes
the solenoid for the swing parking brake (31) . The solenoid valve for the swing parking brake shifts. Pilot oil
flows through pilot line (1) to swing parking brake (3) . The swing parking brake releases in order to enable a
swing operation.
The oil delivery from pilot pump (30) flows from pilot control valve (23) through pilot line (26) and into swing
control valve (18) . The spool in swing control valve (18) shifts upward. The pilot oil on the other end of the spool
in the swing control valve flows through pilot line (37) and pilot control valve (23) to hydraulic tank (34) .
Since the spool in swing control valve (18) is fully shifted, center bypass passage (52) is blocked. None of the oil
delivery from the idler pump flows to negative flow control orifice (54) and no negative flow control pressure is
created in center bypass passage (52) . Since no negative flow control pressure is sent through negative flow
control line (55) to the idler pump regulator, the idler pump regulator moves the swashplate of the idler pump
toward the maximum angle position. The output flow rate of the idler pump increases. The oil delivery from the
idler pump flows through parallel feeder passage (13) , load check valve (12) , passage (17) , swing control valve
(18) , passage (16) and line (9) to the swing motor. The oil enters the swing motor and flows to motor rotary
group (5) . The motor rotary group rotates.
The oil delivery for the swing hydraulic circuit is supplied by the idler pump only. Since only a swing operation is
being performed, the control valves that receive the oil delivery from drive pump (29) are in the NEUTRAL
position. The negative flow control pressure in center bypass passage (53) is not blocked by any of the control
valves. Drive pump (29) remains at the destroked position.
Page 6 of 13
Return oil from motor rotary group (5) flows through line (10) to the main control valve. The return oil flows
through swing control valve (18) , return passage (11) , return line (8) and slow return check valve (33) to
hydraulic tank (34) . The upper structure swings to the right (clockwise direction).
The SWING LEFT operation is similar to the SWING RIGHT operation.
When the swing joystick is moved to the SWING LEFT position, pilot oil from pilot control valve (23) flows
through pilot line (37) and into swing control valve (18) . The spool in the swing control valve shifts downward.
The oil delivery from the idler pump in parallel feeder passage (13) flows through passage (17) and line (10) . The
oil delivery enters motor rotary group (5) . For a swing left operation, the supply ports and return ports are reverse
of the swing right operation. This causes the upper structure to swing to the left (counterclockwise direction).
When the swing joystick is returned to the NEUTRAL position, the springs on each end of the swing control
valve maintain the spool in the swing control valve in the NEUTRAL position. The oil flow to the swing motor
and the oil flow from the swing motor is blocked by the swing control valve.
Swing Priority
The pilot oil pressure from the pilot control valve directly corresponds to the amount of movement or position of
the joystick. The pilot oil pressure from the pilot control valve acts on the pressure reducing valve for swing
priority and the variable swing priority valve. As the swing joystick is moved farther from the NEUTRAL
position, the pilot oil pressure increases. This gradual increase in pilot oil pressure causes a gradual change to
swing priority. Thus, swing priority is controlled by the position of the swing joystick and swing priority
automatically activates when the joystick reaches a certain position.
When swing priority is activated, the output flow from the idler pump supplies hydraulic oil to the swing
hydraulic circuit. Since swing priority increases the swing acceleration, swing priority is useful for loading
operations. Swing priority is also useful for leveling operations and trenching operations when higher swing force
is required.
Page 7 of 13
Stick I control valve (swing priority OFF)
(22) Passage
(24) Pilot line (swing pilot pressure)
(38) Pilot line (pilot system pressure)
(39) Pin hole
(40) Spool
(41) Spring
(42) Passage (stick I)
(43) Spool
(44) Drain line
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
(51) Passage
(56) Drain Line
Page 8 of 13
SWING RIGHT operation (swing priority OFF)
(4) Swing motor
(21) Passage
(22) Passage
(24) Pilot line
(26) Pilot line
Page 9 of 13
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(38) Pilot line
(41) Spring
(47) Line
(48) Passage
(50) Spring
When the swing joystick is in the NEUTRAL position, no pilot oil pressure acts on spool (40) of pressure
reducing valve for swing priority (27) . Full pilot oil pressure flows through pilot line (38) , the pressure reducing
valve for swing priority (27) , line (47) and passage (22) to variable swing priority valve (20) . Spool (43) in the
variable swing priority valve is shifted upward against the force of spring (41) . The oil delivery from idler pump
(28) in parallel feeder passage (13) flows through parallel feeder passage (15) and variable swing priority valve
(20) . The oil delivery enters stick I control valve (19) .
When the swing joystick is moved slightly from the NEUTRAL position in order to perform a SWING RIGHT
operation, reduced pilot oil pressure from pilot control valve (23) flows through pilot line (26) . The pilot oil then
divides into two flow paths. Part of the pilot oil flows through passage (21) to swing control valve (18) . The
spool in the swing control valve shifts a slight amount that corresponds to the amount of movement of the swing
joystick. The remainder of the pilot oil flows through pilot line (24) and passage (48) . The pilot oil pressure acts
on the shoulder of spool (40) in the pressure reducing valve for swing priority (27) . Spool (40) shifts against the
force of spring (50) .
Since the reduced pilot oil pressure in passage (22) is still higher than the force of spring (41) , spool (43) in
variable swing priority valve (20) remains shifted upward. The oil delivery from idler pump (28) to stick I control
valve (19) is not restricted. Swing priority is not activated.
Page 10 of 13
Stick I control valve (swing priority ON)
(22) Passage
(24) Pilot line (swing pilot pressure)
(38) Pilot line (pilot system pressure)
(39) Pin hole
(40) Spool
(41) Spring
(42) Passage (stick I)
(43) Spool
(44) Drain line
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
(51) Passage
Page 11 of 13
(56) Drain line
SWING RIGHT operation (swing priority ON)
(4) Swing motor
(21) Passage
(22) Passage
Page 12 of 13
(24) Pilot line
(26) Pilot line
(28) Idler pump
(29) Drive pump
(30) Pilot pump
(38) Pilot line
(41) Spring
(45) Check valve
(46) Orifice
(47) Line
(48) Passage
(50) Spring
As the swing joystick is moved to the FULL STROKE position during a SWING RIGHT operation, the pilot oil
pressure in passage (21) increases. The spool in swing control valve (18) shifts fully upward. The pilot oil
pressure in pilot line (24) and passage (48) also increases. Spool (40) in the pressure reducing valve for swing
priority (27) shifts fully against the force of spring (50) .
Passage (51) restricts the pilot oil flow from pilot line (38) through the pressure reducing valve for swing priority
(27) . The pilot oil pressure in line (47) and passage (22) also decreases. Spool (43) in variable swing priority
valve (20) is pushed downward by the force of spring (41) .
The oil delivery from idler pump (28) in parallel feeder passage (15) is restricted by orifice (46) in check valve
(45) . A portion of the oil delivery from the idler pump flows into passage (42) . Swing priority is now activated.
Most of the oil delivery from the idler pump is dedicated to the swing system and flows through the swing control
valve to the swing motor. As a result, swing priority and higher swing force can be achieved with the swing
joystick.
A portion of the pilot oil at passage (51) flows through passage (39) to spool (40) . Pilot oil pressure that flows
from passage (22) into variable swing priority valve (20) corresponds to the position of the swing joystick.
Page 13 of 13
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i04684069
Swing Motor
SMCS - 5058-ZW
Page 1 of 4
Swing motor
(1) Relief valve
(2) Relief valve
(3) Motor head
(4) Port (pilot system oil)
(5) Separator plate
(6) Friction plate
(7) Plate
(8) Body
(9) Drive shaft
(10) Check valve
(11) Makeup port
(12) Drain port
(13) Passage (supply oil or return oil)
(14) Check valve
(16) Port (supply oil or return oil)
(19) Valve plate
(21) Brake spring
(22) Brake piston
(23) Piston
(24) Cylinder barrel
(25) Retainer plate
(26) Shoe
The swing motor may be divided into the following three groups:
• The rotary group consists of the following components: cylinder barrel (24), pistons (23), shoes (26),
retainer plate (25) and drive shaft (9) .
• The parking brake consists of the following components: brake spring (21), brake piston (22), separator
plate (5) and friction plate (6) .
Page 2 of 4
• The relief valves and the makeup valves consist of the following components: relief valve (1), relief valve
(2), check valve (10) and check valve (14) .
Supply oil from the pump is delivered to port (16) or port (17). During a SWING RIGHT operation, the oil
delivery enters motor head (3) at port (17) and flows through passage (18). The oil then flows through passage
(13) in valve plate (19) and passes through passage (20) in cylinder barrel (24). This oil pressurizes piston (23) in
motor head (3).
Motor passages
(A) Bottom center position
(B) Inlet side (high pressure)
(C) Top center position
(D) Outlet side (low pressure)
Page 3 of 4
(13) Passage (valve plate)
(15) Return passage
(16) Port
(17) Port
(18) Supply passage
(20) Passage (cylinder barrel)
(28) Direction of motor rotation (counterclockwise rotation)
Shoe (26) is pressed against the upper surface of plate (7) by the force of piston (23). The shoe and the piston
slide along the slope of plate (7) in a counterclockwise direction. This sliding force causes cylinder barrel (24) to
rotate in a counterclockwise direction (28). As each piston reaches the bottom center position (A), oil flows
through passage (27) in valve plate (19). This oil then flows through passage (15) of motor head (3) to the
hydraulic tank. As cylinder barrel (27) continues to rotate counterclockwise, the piston and the shoe continue to
move up the inclined surface of plate (28). Since cylinder barrel (24) is splined to drive shaft (9), the drive shaft
rotates in the same direction as the cylinder barrel.
For a SWING LEFT operation, swing pump supply oil is delivered to port (16). The supply ports and the return
ports are reversed. Cylinder barrel (24) turns clockwise.
The case drain oil from the swing motors returns through drain port (12) of motor head (3) to the hydraulic tank.
ReferenceFor more information concerning the swing parking brake, refer to Systems Operation, "Pilot Valve
(Swing Parking Brake)".
ReferenceFor more information concerning the swing relief valves, refer to Systems Operation, "Relief Valve
(Swing)".
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i03373102
Pilot Valve (Swing Parking Brake)

SMCS - 5059; 5483
Swing brake solenoid valve (2) is located on the pilot oil manifold. When any one of the joysticks is moved from
the NEUTRAL position, the swing brake solenoid valve is energized in order to release the swing brake. When
the swing brake solenoid valve is energized, pilot oil flows to the swing motor in order to release the swing brake.
Note: Operation of the travel levers/pedals will not release the swing brake.
Page 1 of 4
Swing brake (disengaged position)
(3) Spool
(4) Spring
(5) Passage
(6) Passage
(9) Spool chamber
(10) Line
(11) Body (swing motor)
(12) Friction plate
(13) Separator plate
(14) Piston chamber
(15) Port (swing motor)
(17) Brake piston
(18) Brake spring
(19) Motor head
Page 2 of 4
The swing brake is located between motor head (19) of swing motor and body (11). The swing brake consists of
the following components: brake spring (18), brake piston (17), separator plate (13) and friction plate (12).
Friction plate (12) is splined to cylinder barrel (16). Separator plate (13) is splined to body (11). Separator plate
(13) and friction plate (12) move in an axial direction.
When the joysticks are moved from the NEUTRAL position, the implement/swing pressure switch senses the
increase in pilot oil pressure at the pilot control valves. The implement/swing pressure switch changes to the ON
position. The implement/swing pressure switch sends an input signal to the machine ECM. The machine ECM
energizes swing brake solenoid valve (2) .
When swing brake solenoid valve (2) is energized, spool (3) moves in a downward direction against the force of
spring (4). Pilot oil in passage (7) flows through spool chamber (6) and line (10) to port (15) of the swing motor.
The pilot oil now enters piston chamber (14). The pilot pressure causes brake piston (17) to move upward against
the force of brake spring (18). The force that holds separator plate (13) and friction plate (12) together is released.
When the swing brake is released, the swing operation of the upper structure is enabled.
Note: If the swing brake becomes inoperable due to failure of swing brake solenoid valve (2), the swing brake can
be released by turning the temporary brake release screw in a clockwise direction until the temporary brake
release screw stops.
Swing brake (engaged position)
(3) Spool
(4) Spring
(5) Passage
(6) Passage
Page 3 of 4
(9) Spool chamber
(10) Line
(11) Body (swing motor)
(12) Friction plate
(14) Piston chamber
(15) Port (swing motor)
(17) Brake piston
(18) Brake spring
(19) Motor head
When the joysticks are returned to the NEUTRAL position, supply oil from the idler pump to the swing motor is
stopped. The implement/swing pressure switch senses the decrease in pilot oil pressure at the pilot control valves.
The implement/swing pressure switch changes to the OFF position. The machine ECM senses the change of
signal at the implement/swing pressure switch. The machine ECM de-energizes swing brake solenoid valve (2) .
Spool (3) is moved upward by the force of spring (4). Spool (3) blocks pilot oil flow from port (7) to piston
chamber (14). Brake spring (18) forces brake piston (17) downward. The oil in piston chamber (14) flows through
port (15) and line (10) to pilot oil manifold (8). The oil then flows into spool chamber (6) and passage (9) of spool
(3). The oil then flows through passage (5) to the hydraulic tank. As brake piston (17) moves downward, separator
plate (13) and friction plate (12) are forced together. Since separator plates (13) are splined to body (11), the
rotation of cylinder barrel (16) in the swing motor is stopped. Rotation of the upper structure is prevented.
Since the machine ECM does not de-energize the swing brake solenoid valve until approximately 6.5 seconds
after the swing joystick is returned to the NEUTRAL position, the rotation of the swing motors stops before the
swing brake is engaged. If the solenoid is de-energized before the rotation of the swing motors stops, damage and
wear to the swing brakes would result.
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02815054
Relief Valve (Swing)

SMCS - 5454
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 5
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Pressure circuit for SWING RIGHT operation (partial schematic)
(1) Passage (supply oil)
(2) Makeup port
(3) Relief valve
(4) Passage
Page 2 of 5
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(12) Port (supply oil)
(13) Port (return oil)
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
Swing motor
(2) Makeup port
(3) Relief valve
(6) Swing motor
(8) Relief valve
(10) Makeup line
Page 3 of 5
Swing relief valve
(4) Return passage
(7) Passage
(20) Orifice
(21) Spring
(22) Spool
(23) Piston chamber
(24) Passage
(25) Piston
(26) Passage
(27) Piston chamber
(28) Orifice
(29) Passage
(30) Adjustment plug
Relief valves (3) and (8) are located in the head of swing motor (6). These relief valves limit the pressure in the
left and right swing circuits to the swing relief valve setting. This provides a cushion effect at a start or stop of the
swing operation.
When the swing joystick is returned to the NEUTRAL position during the swing right operation, the swing
control valve shifts to the NEUTRAL position. Since the swing control valve is in the NEUTRAL position, the oil
delivery through port (12) to the motor rotary group (5) is now blocked at the swing control valve. The return oil
from the motor rotary group through port (13) is also blocked at the swing control valve.
The mass (weight and size) of the upper structure causes the upper structure to attempt to continue to rotate after
the swing joystick is returned to the NEUTRAL position. The motor rotary group is also attempting to continue to
Page 4 of 5
rotate. The motor rotary group attempts to draw oil through port (12) and attempts to displace the oil through port
(13) .
The oil supply to motor rotary group (5) is insufficient. A vacuum condition occurs in passage (1). Return oil is
supplied to the motor rotary group as makeup oil in order to prevent the vacuum condition. For more information
concerning the makeup operation, refer to Systems Operation, "Oil Makeup (Swing System)".
Since the flow of return oil from the motor rotary group through port (13) is blocked at the swing control valve,
the pressure of the blocked oil in passage (7) increases. The increased oil pressure in passage (7) acts on swing
relief valve (8). The increased pressure oil forces spool (22) of relief valve (8) to the right (open position) against
the force of spring (21). When spool (22) shifts, oil flows through passage (9), check valve (11) and passage (1) to
motor rotary group (5). The shock load is absorbed at the stop of a swing movement.
At swing relief valve (8), the increased oil pressure in passage (7) flows through orifice (20) in spool (22) and
passage (26) to piston chamber (27). The force of spring (21) is less than the relief valve pressure setting. This
causes spool (22) to move to the right (open position) before the oil pressure in passage (7) reaches the relief
valve pressure setting. At the same time, the pressure oil in piston chamber (27) flows through passages (24) and
(29). Piston (25) moves to the left against the force of spring (21). The oil in piston chamber (23) flows through
orifice (28) and into piston chamber (27). Orifice (28) restricts the oil flow into piston chamber (27) .
The swing relief valve maintains the operating pressure of the swing hydraulic circuit at a lower pressure than the
swing relief valve setting until the pressure in the swing hydraulic circuit forces piston (25) to the right against
adjustment plug (30). When piston (25) contacts adjustment plug (30), the pressure in piston chamber (27)
increases. The oil pressure in passage (7) reaches the swing relief valve setting. The oil in passage (7) flows
around spool (22) and into return passage (4) .
After spool (22) begins to open and before piston (25) completes the movement to the left, the pressure in the
swing hydraulic circuit increases gradually. The pressure in the swing hydraulic circuit does not reach a peak
pressure. This is called a two-stage relief operation. The two-stage relief operation absorbs the shock load at the
stop of a swing operation.
After the start of a swing right operation, the oil delivery from the idler pump flows through port (12) and passage
(1) to motor rotary group (5). The mass (weight and size) of the upper structure causes an increase of oil pressure
in passage (1). Spool (22) of swing relief valve (3) opens slightly. A portion of the high pressure oil in passage (1)
flows through makeup port (2) to return line (19). This gives a smoother acceleration at the start of a swing
operation.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02665559
Oil Makeup (Swing System)

SMCS - 5080-ZW
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 6
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Page 2 of 6
Pressure circuit for SWING RIGHT (partial schematic)
(2) Makeup port
(3) Relief valve
(4) Passage
(6) Swing motor
(8) Relief valve
(9) Passage
(10) Makeup line
Page 3 of 6
(11) Check valve
(12) Port (supply oil)
(13) Port (return oil)
(14) Check valve
(15) Check valve
(16) Return line
(19) Return line
When the swing joystick is moved to the NEUTRAL position during the swing right operation, the swing control
valve shifts to the NEUTRAL position. Since the swing control valve is in the NEUTRAL position, the oil
delivery through port (12) to motor rotary group (5) is blocked at the swing control valve. The return oil from the
motor rotary group through port (13) is also blocked at the swing control valve. The upper structure will attempt
to continue to rotate after the swing joystick is returned to the NEUTRAL position. This causes an internal leak of
oil in the swing motor. As a result, a vacuum condition occurs at passage (1). In order to prevent this vacuum
condition, makeup oil is delivered from the return hydraulic system to the swing motor.
(10) Makeup line
(19) Return line
Page 4 of 6
Slow return check valve
(10) Makeup line
(16) Return line
(19) Return line
When all of the control valves for implements, swing and travel are in the NEUTRAL position, the oil delivery
from the drive pump and the idler pump flows through return line (16) to the hydraulic tank. Slow return check
valve (18) is located between return line (16) and the hydraulic tank. Slow return check valve (18) maintains the
return oil pressure at 290 kPa (42 psi) in return line (16). If a vacuum condition occurs at the swing motor during
the stop of a swing operation, the slow return check valve causes return oil from return line (16) to flow to motor
rotary group (5) as makeup oil. The slow return check valve eliminates the vacuum condition in the swing motor
due to internal leakage.
If the swing joystick is moved suddenly toward the NEUTRAL position from the FULL STROKE position, the
swing control valve partially closes. Until the swing control valve reaches the NEUTRAL position, the return oil
from the swing motor continues to flow through passage (7) and port (13) to return line (16). The return oil
pressure in passage (7) increases but the return oil pressure in passage (7) remains lower than the pressure setting
of swing relief valve (8). Swing relief valve (8) remains in the CLOSED position.
A vacuum condition occurs at port (12) and passage (1) due to the insufficient oil delivery from the idler pump
and due to the tendency of the motor rotary group to continue to rotate. Since relief valve (8) remains in the
Page 5 of 6
CLOSED position, makeup oil does not flow through relief valve (8), passage (9) and check valve (11) to passage
(1) to motor rotary group (5) .
Makeup oil is supplied to motor rotary group (5) from return line (16). Return oil flows from return line (16)
through makeup line (10), port (2), passage (9), check valve (11) and passage (1) to motor rotary group (5). The
vacuum condition in passage (1) is eliminated by the makeup oil from the return hydraulic system.
During a left swing operation, the return ports and the supply ports of the swing motor are reversed. Makeup oil
flows through check valve (14) if a vacuum condition occurs in passage (7) during a swing left operation.
Page 6 of 6
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i03329228
Relief Valve (Cushion Crossover) - Anti-Reaction Valves

SMCS - 5111; 5454
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 10
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Swing motor
(1) Block
(2) Swing motor
(3) Anti-reaction valve (left swing)
(4) Anti-reaction valve (right swing)
At the stop of a swing operation, it is difficult to smoothly stop the upper structure and implements at the desired
position. This is due to the mass (weight and size) of the upper structure. The outlet port of the swing motor is
blocked. This causes an oscillation or a rocking motion in the swing motor. Anti-reaction valves (3) and (4)
provide a more exact swing movement. The anti-reaction valves also prevent shock load at the stop of a swing
operation. Anti-reaction valves (3) and (4) are located in block (1) . Block (1) is mounted on swing motor (2) .
Page 2 of 10
Anti-reaction valve (neutral position)
(1) Block
(6) Passage
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(12) Passage
(13) Spring
Page 3 of 10
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(26) Piston
(31) Passage
During a swing operation of the upper structure, the oil delivery from the idler pump flows through passage (8) or
passage (10) in block (1) to motor rotary group (5) . When the swing joystick is in the NEUTRAL position, the
swing control valve is in the NEUTRAL position. The oil delivery from the idler pump is blocked at the swing
control valve. No oil delivery flows to the motor rotary group. The return oil from the swing motor is also blocked
at the swing control valve.
Plunger (24) in anti-reaction valve (3) shifts downward by the force of spring (25) until the plunger is stopped by
piston (26) . Valve seat (23) shifts downward by the force of spring (22) until the valve seat comes in contact with
plunger (24) . Plunger (16) and valve seat (14) in anti-reaction valve (4) are shifted downward in the same manner
as anti-reaction valve (3) .
Page 4 of 10
Anti-reaction valve (swing operation)
(1) Block
(6) Passage
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(12) Passage
(13) Spring
Page 5 of 10
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(26) Piston
(31) Passage
(34) Spring chamber
When the swing joystick is moved from the NEUTRAL position in order to perform a swing operation, the swing
control valve shifts. The oil delivery from the idler pump flows through the swing control valve and port (11) in
block (1) . The oil delivery then flows through passage (10) , passage (12) and motor rotary group (5) . Return oil
from the motor rotary group flows through passage (6) , passage (8) , port (7) and the swing control valve to the
hydraulic tank. The motor rotary group rotates.
A portion of the pressure oil from the idler pump at port (11) also flows to anti-reaction valves (3) and (4) .
At anti-reaction valve (3) , pressure oil from the idler pump and the force of spring (22) shifts valve seat (23)
downward against plunger (24) . Plunger (24) shifts downward against piston (26) .
Pressure oil from the idler pump also flows through passage (9) . The pressure oil enters spring chamber (34) of
anti-reaction valve (4) . Plunger (16) shifts upward against the force of spring (18) . Valve seat (14) is moved
upward against the force of spring (13) by plunger (16) .
Page 6 of 10
Anti-reaction valve (swing stop)
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(13) Spring
(14) Valve seat
(15) Passage
(16) Plunger
Page 7 of 10
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(27) Orifice
(26) Piston
(28) Valve chamber
(29) Passage
(30) Ball
(31) Passage
(32) Orifice
(33) Ball
(35) Valve chamber
When the swing joystick is returned to the NEUTRAL position, the oil delivery from the idler pump to motor
rotary group (5) is blocked at the swing control valve. The motor rotary group continues to rotate due to the mass
(weight and size) of the upper structure. Since the return oil flow from the motor rotary group is also blocked at
the swing control valve, the oil pressure in passage (8) increases. The oil pressure in passage (10) decreases. The
increased oil pressure in passage (8) then enters anti-reaction valve (4) . The oil flows through passage (15) and
passage (17) . The oil then enters piston chamber (19) . The oil pressure in piston chamber (19) forces plunger
(16) upward against the force of spring (18) . Valve seat (14) shifts upward against the force of spring (13) .
A portion of the increased oil pressure in passage (8) flows through passage (31) and passage (20) . The oil then
enters spring chamber (21) in anti-reaction valve (3) . The oil pressure in spring chamber (21) forces plunger (24)
and valve seat (23) upward against the force of springs (22) and (25) .
As the motor rotary group of the swing motor continues to attempt to stop, the oil pressure in passage (8)
gradually decreases. The oil pressure in piston chamber (19) decreases. The force of spring (18) causes plunger
(16) to shift downward at a rapid rate. Valve seat (14) shifts downward by the force of spring (13) . Since orifice
(27) restricts the flow of oil from valve chamber (28) , valve seat (14) moves in a downward direction more
slowly than plunger (16) .
The contact between plunger (16) and valve seat (14) is no longer maintained. The oil pressure in passage (15)
forces ball (30) against the top end of plunger (16) . The oil in passage (8) now flows through passages (29) and
(9) to passage (10) .
During the separation of plunger (16) and valve seat (14) in anti-reaction valve (4) , anti-reaction valve (3)
activates also. In anti-reaction valve (3) , The pressure of the oil that flows from spring chamber (21) to passage
(8) decreases. The force of spring (25) causes plunger (24) to shift downward. The force of spring (22) causes
Page 8 of 10
valve seat (23) to shift downward. Since orifice (32) restricts the flow of oil from valve chamber (35) , valve seat
(23) shifts more slowly than plunger (24) . The contact between plunger (24) and valve seat (23) is no longer
maintained. The oil pressure in passage (20) forces ball (33) against the valve seat (23) . Now, the oil flow from
passage (8) through passage (31) to passage (10) is blocked by ball (33) .
Since passages (8) and (10) are connected by activation of anti-reaction valve (4) , the swing movement of the
upper structure stops with a minimal shock load at a desired position. A more exact swing movement is possible.
A slight shock load may occur due to the gear backlash of the swing drive.
Anti-reaction valve (reverse rotation)
(7) Port
(8) Passage
(9) Passage
(10) Passage
(11) Port
(13) Spring
Page 9 of 10
(14) Valve seat
(15) Passage
(16) Plunger
(17) Passage
(18) Spring
(19) Piston chamber
(20) Passage
(21) Spring chamber
(22) Spring
(23) Valve seat
(24) Plunger
(25) Spring
(27) Orifice
(26) Piston
(28) Valve chamber
(29) Passage
(30) Ball
(31) Passage
(32) Orifice
(33) Ball
(35) Valve chamber
When motor rotary group (5) is slightly rotated in the reverse direction due to the gear backlash, oil pressure in
passage (10) increases and oil pressure in passage (8) decreases. Anti-reaction valves (3) and (4) function in order
to stop the swing movement of the upper structure with a slight reversed motion. The increased oil pressure in
passage (10) causes a shock load. The absorption of the shock load is described in the following manner.
In anti-reaction valve (3) , plunger (24) and valve seat (23) separate from each other. Ball (33) is forced against
plunger (24) by the pressure oil in passage (10) . Oil can now flow from passage (10) through passages (20) and
(31) to passage (8) .
In anti-reaction valve (4) , plunger (16) and valve seat (14) separate from each other. Ball (30) is forced against
valve seat (14) by the pressure oil in passage (29) . The flow of oil from passage (10) through passage (9) to
passage (8) is blocked.
The oil pressure in passage (10) decreases and the rotation of motor rotary group (5) is prevented. The swing
movement is gradually stopped.
Page 10 of 10
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i03731040
Solenoid Valve (Fine Swing) - If Equipped

SMCS - 5479
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BYM1-UP
S/N - BZP1-UP
S/N - CWG1-UP
S/N - CXY1-UP
S/N - CYD1-UP
S/N - DHK1-UP
S/N - DKW1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - GTF1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JLG1-UP
S/N - JZA1-UP
S/N - KGF1-UP
Page 1 of 5
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - LFL1-UP
S/N - MCH1-UP
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NDE1-UP
S/N - NES1-UP
S/N - NZF1-UP
S/N - PBE1-UP
S/N - PBM1-UP
S/N - PCM1-UP
S/N - PHX1-UP
S/N - RAC1-UP
S/N - SDC1-UP
S/N - SED1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WGC1-UP
S/N - WNE1-UP
S/N - YSD1-UP
S/N - ZMF1-UP
Page 2 of 5
Side of swing motor
(1) Block
(2) Swing motor
(35) Fine swing solenoid valve
Page 3 of 5
Fine swing solenoid valve
(1) Block
(8) Passage
(9) Passage
(10) Passage
(31) Passage
(35) Solenoid
(36) Fine swing valve
(37) Passage
(38) Passage
(39) Spool
(40) Spring
(41) Orifice
Page 4 of 5
(42) Orifice
The fine swing control switch is located on the right side control panel.
The fine swing control is installed in order to ensure an exact movement of the swing with minimal shock load.
This is done by equalizing the oil pressure in passage (8) and (10) .
When fine swing solenoid (35) is de-energized, spool (39) is in the NEUTRAL position. Spool (39) is located in
valve (36) . The NEUTRAL position creates a closed connection between passages (37) and (38) . In this position,
the swing circuit operates in the normal manner.
When the fine swing control switch is ON, solenoid (35) is energized. Spool (39) shifts downward against the
force of spring (40) . With the spool in this position, passage (8) is open to passage (10) through passages (37) and
(38) . Orifices (41) and (42) control the flow rate. Orifices (41) and (42) are located in block (1) .
Because the right and the left swing circuits are now connected to each other, some of the outlet oil is allowed to
flow to the inlet side. The operation of the swing circuit is more precise with this connection.
Note: When the fine swing control switch is ON, the swing brake is OFF.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02979433
Swing Drive
SMCS - 5459
Page 1 of 6
Swing drive
(1) First stage planetary carrier
(2) First stage planetary gear
(3) Second stage planetary carrier
(4) Ring gear
(5) Second stage planetary gear
(6) Roller bearing
(7) Roller bearing
(8) Pinion shaft
(10) Shaft (swing motor)
(11) First stage sun gear
Page 2 of 6
(12) Second stage sun gear
(14) Housing
(15) Bearing gear (swing gear)
The swing drive consists of a series of planetary gears. The planetary gears reduce the rotational speed of the
swing motor. The swing motor is bolted to the top of the swing drive. The swing drive is bolted to the upper
structure. The teeth of the swing drive output pinion shaft (8) engage with bearing gear (15) of the swing bearing.
The pinion shaft (8) rotates around bearing gear (15) . This causes the machine to swing. Bearing gear (15) is
attached to the lower structure.
The swing drive is divided into the following two groups:
• The first group is a double reducer of motor speed. The components of the first stage reduction are first
stage sun gear (11) , first stage planetary gears (2) , ring gear (4) and first stage planetary carrier (1) . The
components of the second stage reduction are second stage sun gear (12) , second stage planetary gear (5) ,
ring gear (4) and second stage planetary carrier (3) .
• The second group is the group for reduced output speed of the motor. The components of the second group
are roller bearing (6) , roller bearing (7) and pinion shaft (8) . The roller bearings are installed in housing
(14) and the roller bearings support pinion shaft (8) .
The swing speed is reduced by a ratio of teeth on the sun gear to ring gear teeth by planetary reduction. Since the
sun gear is inside of the ring gear, the swing drive is more compact than reduction units with external teeth.
Page 3 of 6
Operation of the first stage planetary assembly
(4) Ring gear
(16) Shaft (first stage planetary gear)
Swing motor output shaft (10) is splined to first stage sun gear (11) . First stage planetary gears (2) of first stage
planetary carrier (1) mesh with first stage sun gear (11) . When first stage sun gear (11) rotates counterclockwise,
first stage planetary gears (2) rotate in a clockwise direction on shafts (16) . First stage planetary gears (2) move
counterclockwise around ring gear (4) . Ring gear (4) is bolted to housing (14) . First stage planetary carrier (1)
rotates counterclockwise.
Swing drive
Page 4 of 6
(3) Second stage planetary carrier
(4) Ring gear
(5) Second stage planetary gear
(6) Roller bearing
(7) Roller bearing
(8) Pinion shaft
(12) Second stage sun gear
(17) Inner circumference of carrier
Splines on inner circumference (17) of first stage planetary carrier (1) engage with the splines on second stage sun
gear (12) . This causes second stage sun gear (12) to rotate counterclockwise when the first stage planetary carrier
rotates. Second stage planetary gears (5) turn clockwise on the shafts and second stage planetary gears (5) move
in a counterclockwise direction around ring gear (4) . Second stage planetary carrier (3) turns counterclockwise
around ring gear (4) . The splines on the inner circumference of second stage planetary carrier (3) engage with the
splines of pinion shaft (8) . When the second stage planetary carrier turns clockwise, pinion shaft (8) rotates
counterclockwise.
Page 5 of 6
Rotation of pinion shaft
(8) Pinion shaft
(15) Bearing gear (swing bearing)
(18) Position of moving pinion shaft
Pinion shaft (8) engages with bearing gear (15) on the inner circumference of the swing bearing. Bearing gear
(15) is bolted to the lower structure. As pinion shaft (8) rotates counterclockwise, pinion shaft (8) moves in a
clockwise direction around bearing gear (15) . The upper structure also rotates in a clockwise direction around
bearing gear (15) . This causes the upper structure to swing to the right (clockwise rotation).
Page 6 of 6
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02820120
Travel Hydraulic System

SMCS - 5050
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY316-UP
S/N - DHK1025-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
Page 1 of 12
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Travel Control
(52) Travel brake valve
Final drive
Page 2 of 12
(53) Track
(54) Sprocket
(55) Final drive
The output flow from the drive pump flows through the swivel to the right travel motor. The output flow from the
idler pump flows through the swivel to the left travel motor. The pump delivery flow causes rotation of the travel
motors. The torque of the travel motors is transmitted to the final drives. The rotational speed of the travel motors
is reduced by gear reduction in the final drive. The final drive (55) increases the torque and the rotational force
drives track (53) via sprocket (54) .
Keypad (right console)
(56) Travel speed control switch
The travel speed can be adjusted by the slight operation of the travel levers/pedals. The travel speed can also be
controlled by travel speed control switch (56) . This changes the travel speed when the travel levers/pedals are
moved to the maximum position. The travel speed control switch can be set at the LOW SPEED position or the
HIGH SPEED position. When the travel speed control switch is set at the LOW SPEED position, the tortoise
appears on the default message display of the monitor. When the travel speed control switch is set at the HIGH
SPEED position, the rabbit appears on the default message display of the monitor. During travel on a flat surface
or during gradual downhill travel, the travel speed is set at the HIGH SPEED position in order to realize increased
mobility.
When travel speed control switch (56) is set at the HIGH SPEED position, the pressure sensors for pump delivery
pressure detect the change in pump load. If the pressure sensors detect a high load, the travel speed is
automatically adjusted to LOW SPEED. If the pressure sensors detect a small load, the travel speed is
automatically adjusted to HIGH SPEED.
Page 3 of 12
Operation of travel
(57) Forward travel
(59) Idler
(61) Cab
(62) Reverse travel
The direction of travel is relative to the position of the lower structure. For normal travel, idler (59) is positioned
in front of cab (61) and travel motors (1) and (15) to the rear of the cab. With the machine in the normal position
of travel, move the travel levers/pedals (58) and (60) forward. The machine will travel in forward direction (57) .
This movement is called forward travel. When the travel levers/pedals (58) and (60) are moved toward the
operator, the machine travels in reverse direction (62) . This direction is called reverse travel.
When cab (61) is rotated by 180 degrees, travel motors (1) and (15) are positioned in front of the cab. The
direction of travel and the operation of the travel levers/pedals (58) and (60) are reversed from the normal travel
direction.
When the machine is in the normal position of travel and when one of the travel levers/pedals (58) or (60) is
moved forward, the respective track travels forward. The machine turns because the stationary track acts as the
pivot point. This is called a pivot turn.
This machine will spot turn in order to change the travel direction of the machine in a narrow space. To complete
a spot turn operation, move one travel lever/pedal to the rear and move the other travel lever/pedal forward at the
same time. One track will travel to the rear and the other track will travel forward. The machine will spot turn
around the center axis of the machine.
Page 4 of 12
Forward Travel
Hydraulic schematic for FORWARD TRAVEL
(2) Swashplate
(4) Swashplate control piston (HIGH SPEED)
(6) Brake pilot valve
(7) Passage
(8) Counterbalance valve
(9) Swashplate control piston (LOW SPEED)
(10) Parking brake
(12) Displacement change valve
(13) Passage
(14) Line (pilot system oil pressure)
Page 5 of 12
(16) Swashplate
(17) Swashplate control piston (LOW SPEED)
(19) Passage
(22) Swashplate control piston (HIGH SPEED)
(23) Passage
(24) Passage
(25) Passage
(26) Passage
(27) Line (pilot system oil pressure)
(28) Line (return oil)
(29) Line (supply oil)
(30) Swivel
(37) Return passage
(39) Passage
(42) Pilot line (forward left travel)
(43) Pilot line (forward right travel)
(44) Travel pilot control valve
(45) Return line
(46) Pressure sensor for drive pump
(47) Pressure sensor for idler pump
(49) Idler pump
Page 6 of 12
(50) Drive pump
(51) Pilot pump
Main control valve
When both of the travel levers/pedals are operated, pilot system oil pressure flows from travel pilot control valve
(44) through pilot lines (42) and (43) to left travel control valve (38) and right travel control valve (41) . The pilot
system oil pressure shifts the spools in both of the travel control valves in an upward direction. The travel control
valves allow the oil delivery from the drive pump and the idler pump to flow to swivel (30) . The swivel transfers
the oil delivery from the rotating upper structure to the lines in the lower structure. The oil delivery flows to left
travel motor (1) and right travel motor (15) .
Note: The right and left travel controls function in the same manner. The explanation for the left travel control
will be used to explain both the right and left travel controls.
When the left travel lever/pedal is moved to the FORWARD TRAVEL position, pilot system oil pressure from
travel pilot control valve (44) flows through pilot line (42) to left travel control valve (38) . The spool in the left
travel control valve shifts in an upward direction. The oil delivery from the idler pump in center bypass passage
(40) flows through passage (39) , left travel control valve (38) , passage (35) , line (33) , swivel (30) and line (29)
to left travel motor (1) .
The oil delivery from the idler pump enters left travel motor (1) and flows through counterbalance valve (8) and
passage (5) to motor rotary group (3) . At the same time, a portion of the oil delivery from the idler pump flows
through passage (7) and brake pilot valve (6) to parking brake (10) . The parking brake is released and the oil
delivery from the idler pump causes the motor to rotate.
LOW SPEED
Page 7 of 12
Left travel motor (LOW SPEED)
(2) Swashplate
(4) Swashplate control piston
(13) Passage
(27) Pilot line
(49) Idler pump
(51) Pilot pump
Page 8 of 12
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Machine ECM
When travel speed control switch (56) is set at the LOW SPEED position, an electrical signal is sent to machine
ECM (C) . The machine ECM does not energize travel speed solenoid valve (48) and pilot system oil pressure
does not flow through pilot line (27) to displacement change valve (12) . The spool in the displacement change
valve does not shift. A portion of the oil flow from the idler pump in passage (5) flows through passage (13) and
displacement change valve (12) to swashplate control piston (9) . As a result, swashplate control piston (9) moves
swashplate (2) to the maximum displacement position. At the same time, the oil that acts on swashplate control
piston (4) flows into the case drain of the travel motor. One rotation of motor rotary group (3) displaces a larger
amount of oil flow. The rotational speed of the left travel motor decreases. The left track moves slowly and better
traction is achieved.
The return oil from motor rotary group (3) flows through passage (11) , counterbalance valve (8) , line (28) and
swivel (30) . The return oil then flows through line (34) , left travel control valve (38) , return passage (37) and
return line (45) to the hydraulic tank.
Right travel motor (15) receives the oil delivery from the drive pump. The right travel motor functions in the same
manner as the left travel motor in the LOW SPEED position.
HIGH SPEED
Pilot manifold
Page 9 of 12
Left travel motor (HIGH SPEED)
(2) Swashplate
(13) Passage
(27) Pilot line
(49) Idler pump
(51) Pilot pump
Page 10 of 12
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Machine ECM
When travel speed control switch (56) is set at the HIGH SPEED position, an electrical signal is sent to machine
ECM (D) . Pressure sensors (46) and (47) also send an electrical signal to the machine ECM. If the travel load is
light and when the pump delivery pressure is below a certain pressure, the machine ECM energizes travel speed
solenoid valve (48) . Pilot system oil pressure flows through travel speed solenoid valve (48) and line (27) to
displacement change valve (12) . The spool in the displacement change valve shifts. A portion of the oil delivery
from the idler pump flows through the displacement change valve to swashplate control piston (4) . Swashplate
control piston (4) moves swashplate (2) to the minimum displacement position. At the same time, the oil that acts
on swashplate control piston (9) flows into the case drain of the travel motor. One rotation of motor rotary group
(3) displaces a smaller amount of oil flow. The rotational speed of the left travel motor increases. The left track
moves at a faster speed.
The return oil from motor rotary group (3) flows through passage (11) , counterbalance valve (8) , line (28) and
swivel (30) . The return oil then flows through line (34) , left travel control valve (38) , return passage (37) and
return line (45) to the hydraulic tank.
Right travel motor (15) receives the oil delivery from the drive pump. The right travel motor functions in the same
manner as the left travel motor in HIGH SPEED position.
Automatic Travel Speed Change
Main pump compartment
(46) Pressure sensor for drive pump
(47) Pressure sensor for idler pump
Pressure sensor (46) monitors the delivery pressure of the drive pump. Pressure sensor (47) monitors the delivery
pressure of the idler pump. The motor displacement is low when the travel speed control switch is set at the HIGH
Page 11 of 12
SPEED position and the travel load is light. As the pump load increases, the delivery pressure of the pumps
increases. When the delivery pressure of the pumps reaches a certain pressure, the pressure sensor sends an
electrical signal to the machine ECM. The machine ECM de-energizes travel speed solenoid valve (48) . Travel
speed solenoid valve (48) blocks the flow of pilot system supply oil to displacement change valves (14) and (20) .
The oil in swashplate control pistons (4) and (22) now flows into the case drain of the travel motors. Swashplates
(2) and (16) move to the maximum displacement position. One rotation of the motor rotary groups in the travel
motors displaces a larger amount of oil flow. The rotational speed of the travel motors decreases. The travel speed
is automatically changed to LOW SPEED.
When the pump load decreases and the travel speed control switch is set at the HIGH SPEED position, pressure
sensors (46) and (47) will now cause the machine ECM to energize travel speed solenoid valve (48) .
Displacement change valves (12) and (20) will be shifted by pilot pressure so that the motor rotary groups will
change to the minimum displacement position. One rotation of the motor rotary groups displaces a small amount
of oil flow. The travel speed will automatically change to HIGH SPEED.
The ability of the machine to automatically change the travel speed allows good performance at high speed and
better traction control.
Page 12 of 12
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02667330
Pilot Valve (Travel)

SMCS - 5059-PQ
Page 1 of 3
Travel pilot control valve
(1) Travel lever/pedal
(2) Pedal
(3) Rod
(4) Seat
(5) Spring
(6) Spring
(7) Spool
(8) Passage
(9) Passage
(10) Spring
(11) Spool
(12) Return port
(13) Return chamber
(14) Passage
(15) Passage
(16) Pilot port
(17) Passage
(18) Port
(19) Passage
(20) Passage
(21) Passage
(22) Port
(23) Piston chamber
(24) Orifice
(25) Piston
(26) Spring
(27) Spring
(28) Spring chamber
(29) Ball
(30) Rod
(31) Spring
(32) Spring
(33) Spring chamber
Page 2 of 3
(34) Ball
When travel lever/pedal (1) is moved to the FORWARD TRAVEL position, rod (3) moves downward. As rod (3)
moves downward, seat (4) moves downward against the force of springs (5) and (6) . Passage (19) opens.
As passage (19) opens, the pilot oil flows through an in-line filter which is connected to pilot port (16) . Pilot oil
then flows through pilot port (16) to passages (21) , (19) , (20) , and (9) to port (18) . The pilot oil flows through
port (18) to the travel control valve. The pilot oil pressure shifts the spool of travel control valve. The oil delivery
from the pump now flows through the travel control valve to the travel motor. The travel motor rotates. The
machine travels forward.
The return pilot oil at the opposite end of the spool in the travel control valve returns to the travel pilot control
valve through port (22) . Since spool (11) is pushed upward by the force of spring (10) , the return pilot oil flows
through passage (17) , passage (15) , passage (14) , return chamber (13) and port (12) to the hydraulic tank.
When travel lever/pedal (1) is moved slightly from the NEUTRAL position for fine travel, rod (3) moves
downward and seat (4) moves downward. Spring (6) forces spool (7) downward. Passage (19) opens slightly and
the pilot oil pressure increases in port (18) . When this pilot oil pressure becomes higher than the force of spring
(6) , spool (7) moves upward opening passage (8) . The pilot pressure oil from port (18) flows through passages
(9) , (20) and (8) into return chamber (13) . The pilot oil pressure decreases slightly. Spool (7) is held in a pressure
modulating position. Spool (7) establishes a balance between the pressure in port (18) and the force of spring (6) .
When travel lever/pedal (1) is released, spring (5) forces seat (4) and rod (3) in an upward direction. The force of
spring (6) decreases. Spool (7) moves upward. The pilot oil pressure at port (18) flows through passage (9) ,
passage (20) , passage (8) and return chamber (13) to the hydraulic tank.
A dampening function is built into the travel pilot control valve which allows the operational speed of the travel
lever/pedal to correspond to the movement of the operator's foot. The dampening function also prevents the
vibration that occurs when the travel lever/pedal is released.
When travel lever/pedal (1) is moved suddenly from the NEUTRAL position, rod (3) is pushed downward. Rod
(3) moves piston (25) , spring (26) and spring (27) downward. The hydraulic oil in spring chamber (28) is
pressurized. Ball (29) closes the opening. Orifice (24) allows the confined hydraulic oil in spring chamber (28) to
gradually flow into piston chamber (23) . The gradual flow of oil through orifice (24) causes the dampening
function.
Rod (30) is forced upward by springs (31) and (32) . The oil pressure in spring chamber (33) decreases. The
return oil pressure in return chamber (13) forces ball (34) upward. The return oil in return chamber (13) now
flows from return chamber (13) into spring chamber (33) . As a result, rod (30) follows the movement of pedal
(2) .
When travel lever/pedal (1) is moved slightly from the NEUTRAL position for fine control, rod (3) is pushed
down slowly. As a result, the oil pressure in spring chamber (28) becomes equal to the oil pressure in piston
chamber (23) . At this point, the dampening function is weak.
Travel lever/pedal (1) operates the same way in the REVERSE TRAVEL position.
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05785098
Travel Motor
SMCS - 79PC-QP
Page 1 of 5
Travel motor
(1) Drive shaft
(2) Stopper
(3) Piston
(4) Swashplate
(5) Slipper
(6) Retainer
(7) Barrel
(8) Piston guide
(9) Check valve
(10) Check valve
(11) Passage
(13) Port
(14) Valve plate
(15) Head
(16) Stopper
(17) Piston
(18) Guide
(19) Spacer
(20) Spring
(21) Piston
(22) Friction plate
(24) Passage
(25) Passage
(26) Brake spring
(27) Brake piston
(28) Port
(29) Drain port
(30) Port
(31) Port
(32) Spool
(33) Spring
Page 2 of 5
Travel motor (partial schematic)
(3) Piston
(4) Swashplate
(9) Check valve
(10) Check valve
(14) Valve plate
(17) Piston
(28) Port
(29) Drain port
(30) Port
(31) Port
Page 3 of 5
The travel motor can be divided into the following three groups:
• The rotary group consists of the following components: drive shaft (1) , slippers (5) , retainer (6) , barrel
(7) , guide (18) , spacer (19) , spring (20) and piston (21) .
• The parking brake consists of the following components: piston guide (8) , brake pilot valve (12) , friction
plates (22) , separator plates (23) , brake spring (26) and brake piston (27) .
• The displacement change valve consists of the following components: piston (3) , check valve (9) , check
valve (10) , piston (17) and displacement change valve (34) .
The flow of the oil delivery from the pump depends on the direction of travel. The oil delivery from the pump
flows into the travel motor through port (30) or port (31) . Pump oil is forced out of the travel motor through port
(31) or (30) .
The case drain oil returns to the hydraulic tank through drain port (29) of head (15) .
The oil delivery from the idler pump flows into the left travel motor through port (30) during forward travel. The
oil from port (30) flows through passage (11) in head (15) and through passage (25) in valve plate (14) . The oil
then flows through passage (24) of barrel (7) and the oil forces pistons (21) to move to the left.
Motor passage (side view from head)
(A) Top center
(B) Outlet side (low pressure)
(C) Bottom center
(D) Inlet side (high pressure)
(24) Passage (barrel)
Page 4 of 5
Slipper (5) is coupled to the piston. Slipper (5) and the piston slide on the surface of plate (4) from the top center
to the bottom center. Slipper (5) and the piston rotate with barrel (7) . Supply oil from the idler pump flows
through passage (25) of valve plate (14) into pistons (21) . Oil is discharged through passage (11) of piston (21) .
The oil then flows through passage (35) of valve plate (14) . The oil then flows through port (31) . The barrel
turns counterclockwise.
Drive shaft (1) is splined to barrel (7) . The shaft and barrel of the left travel motor rotate counterclockwise for
forward travel.
In reverse travel, port (30) functions as an oil return port. Port (31) functions as a supply port. The left travel
motor rotates clockwise.
When the right travel motor receives the oil delivery from the drive pump through port (30) , the right travel
motor turns clockwise for forward travel. When the oil delivery from the drive pump flows through port (31) , the
right travel motor turns counterclockwise for reverse travel.
Page 5 of 5
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02667742
Travel Parking Brake

SMCS - 4267
The travel parking brake is built into the travel motor. When the oil delivery from the pump flows to the travel
motor, the parking brake releases and the travel motor starts rotating. When no oil delivery flows to the travel
motor, the rotation of the travel motor stops and the travel parking brake engages. For more information
concerning the operation of the travel motor, refer to Systems Operation, "Travel Motor".
Parking brake (parking brake engaged)
Page 1 of 4
(2) Port
(3) Drive shaft
(4) Head
(5) Passage
(6) Brake spring
(7) Housing
(8) Barrel
(9) Friction plate
(11) Piston guide
(12) Piston chamber
(13) Brake piston
(14) Passage
(15) Spring
(16) Valve
(17) Retainer
(18) Orifice
In the parking brake section of the travel motor, separator plates (10) are splined to housing (7) . Friction plates
(9) are splined to barrel (8) .
When the travel lever/pedal is returned to the NEUTRAL position, the oil delivery from the pump is blocked at
the travel control valve in the main control valve. Valve (16) moves to the right by the force of spring (15) . The
oil delivery from the pump does not flow through valve (16) . The force of the oil pressure on the left side of
brake piston (13) now becomes lower than the force of brake spring (6) . The brake piston is pushed slowly to the
left by the force of the brake spring. The oil in piston chamber (12) now flows through passage (14) and passage
(5) . The oil flows through orifice (18) and into the valve of the motor case drain line. Friction plates (9) and
separator plates (10) are forced together by the force of brake spring (6) . Friction plates (9) are splined to barrel
(8) . Separator plates (10) are splined to housing (7) . When the separator plates and the friction plates are forced
together, the rotation of drive shaft (3) in the travel motor gradually slows to a stop as the parking brake engages.
Orifice (18) restricts return oil flow from piston chamber (12) . The restriction of the return oil flow delays the
application of the parking brake. The parking brake is delayed in order to give the machine time to stop. Earlier
wear and/or damage to the machine could result if the machine stayed in motion.
Page 2 of 4
Parking brake (brake released)
(2) Port
(3) Drive shaft
(4) Head
(5) Passage
(6) Brake spring
(7) Housing
(8) Barrel
(9) Friction plate
(11) Piston guide
(12) Piston chamber
(13) Brake piston
(14) Passage
(15) Spring
(16) Valve
(17) Retainer
(18) Orifice
Page 3 of 4
When a travel lever/pedal is moved from the NEUTRAL position, the oil delivery from the pump flows to the
inlet port of the travel motor from the travel control valve in the main control valve. A portion of the oil delivery
from the pump flows through port (2) . Valve (16) moves to the left against the force of spring (15) . The oil then
flows through passages (5) and (14) to piston chamber (12) . Brake piston (13) moves to the right against the force
of brake spring (6) . The spring force that is holding friction plates (9) and separator plates (10) together is
released. Barrel (8) and drive shaft (3) start to rotate.
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i04360194
Displacement Change Valve

SMCS - 3220
Small Displacement Change Operation
Travel motor (partial diagram)
(1) Swashplate
(2) Piston
(3) Piston chamber
(4) Passage
(6) Port (pilot system oil pressure)
Page 1 of 5
(8) Check valve
(9) Check valve
(11) Passage
(12) Piston chamber
(13) Piston
Small displacement change operation
(1) Swashplate
Page 2 of 5
(2) Piston
(3) Piston chamber
(8) Check valve
(9) Check valve
(11) Passage (pump delivery flow)
(12) Piston chamber
(13) Piston
(14) Spool
(15) Spring
(16) Body
(17) Spool chamber
(18) Spool chamber
(20) Hydraulic tank
When the travel speed control switch on the control panel is pushed, a rabbit appears on the display. The machine
is in HIGH SPEED MODE. In this condition, an input signal from the travel speed control switch is sent to the
machine ECM.
The pressure sensor for the pump delivery also provides an input signal to the machine ECM. When the travel
load is light and the pump delivery pressure is below a certain level, the signal from the pump delivery pressure
sensor is below a certain level. When the pump delivery pressure is below a certain level, the machine ECM
energizes the travel speed solenoid. When the travel speed solenoid is energized, pilot system oil flows into pilot
port (6) of displacement change valve (5) . Spool (14) moves to the right against the force of spring (15) until the
spool contacts body (16) .
Main pump oil flows from passage (7) of the travel motor through check valve (8) . The main pump oil then flows
through spool chamber (17) and passage (11) to piston chamber (12) . The oil in piston chamber (12) moves
piston (13) against swashplate (1) . Swashplate (1) forces piston (2) into piston chamber (3) . The oil in piston
chamber (3) flows through passage (4) , spool chamber (18) , and passage (19) to hydraulic tank (20) . As a result,
the angle of swashplate (1) is decreased and the motor displacement is decreased. The travel speed is maximum in
this condition.
Large Displacement Change Operation
Page 3 of 5
Large displacement change operation
(1) Swashplate
(2) Piston
(3) Piston chamber
(8) Check valve
(9) Check valve
Page 4 of 5
(11) Passage (pump delivery flow)
(12) Piston chamber
(13) Piston
(14) Spool
(15) Spring
(16) Body
(17) Spool chamber
(18) Spool chamber
(20) Hydraulic tank
(21) Stopper
(22) Center passage
When the angle of swashplate (1) in the travel motor increases, the displacement of the travel motor increases.
The angle of swashplate (1) in the travel motor will increase and the travel speed will decrease during the
following two conditions.
1. The angle of swashplate (1) in the travel motor will increase and the travel speed will decrease when an
increase in pump pressure occurs.
When the machine is in HIGH SPEED MODE and the pump delivery pressure increases above a certain
level, the travel speed solenoid is de-energized. When the travel speed solenoid is de-energized, pilot
system oil stops flowing into pilot port (6) of displacement change valve (5) . Spool (14) moves to the left
by the force of spring (15) until the spool contacts stopper (21) . Main pump oil flows from port (7) of the
travel motor through check valve (8) . The main pump oil then flows through spool chamber (18) and
passage (4) into piston chamber (3) . The oil in piston chamber (3) moves piston (2) against swashplate (1) .
The angle of swashplate (1) increases. Swashplate (1) forces piston (13) into piston chamber (12) . The oil
in piston chamber (12) flows through passage (11) , spool chamber (17) , and center passage (22) of spool
(14) . The oil then flows through passage (19) to hydraulic tank (20) . As the angle of swashplate (1)
increases, the displacement of the travel motor increases and the travel speed decreases.
2. In LOW SPEED MODE, the angle of swashplate (1) will increase and the travel speed will decrease.
When the travel speed control switch on the control panel is pushed, a tortoise appears on the display. The
machine is in LOW SPEED MODE. In this condition, an input signal from the travel speed control switch
is sent to the machine ECM. The machine ECM de-energizes the travel speed solenoid. The angle of
swashplate (1) increases and the displacement of the travel motor increases. The travel speed decreases.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i04644070
Travel Counterbalance Valve

SMCS - 5051-KV
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BYM1-UP
S/N - BZP1-UP
S/N - CWG1-UP
S/N - CXY316-UP
S/N - CYD1-UP
S/N - DHK1025-UP
S/N - DKW1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - GTF1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JLG1-UP
S/N - JPD1-UP
S/N - KGF1-UP
Page 1 of 11
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - LFL1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
S/N - NDE1-UP
S/N - NES1-UP
S/N - PBE1-UP
S/N - PBM1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - RAC1-UP
S/N - SDC1-UP
S/N - SED1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
S/N - WGC1-UP
S/N - WNE1-UP
S/N - YSD1-UP
S/N - ZMF1-UP
Page 2 of 11
Left travel motor and travel counterbalance valve
(1) Crossover relief valve (reverse travel)
(16) Crossover relief valve (forward travel)
(24) Port (supply port for forward travel)
(27) Port (supply port for reverse travel)
(35) Travel counterbalance valve
Travel counterbalance valve (35) consists of counterbalance valve (33), crossover relief valve (1), and crossover
relief valve (16). The travel counterbalance valve is bolted to the travel motor. The travel counterbalance valve
has the following four functions.
• The travel counterbalance valve prevents a shock load when travel is stopped.
• The travel counterbalance valve prevents overspeed while the machine is traveling down a slope.
• The travel counterbalance valve prevents cavitation.
• The travel counterbalance valve routes a portion of the oil to the travel parking brake in order to release the
brake.
Counterbalance Valve Operation During Level Travel
Page 3 of 11
Travel counterbalance valve (level travel)
(2) Passage
(3) Valve
(4) Passage
(5) Passage
(6) Passage
(7) Passage
(8) Valve
(9) Spool
(10) Spring
(11) Passage
(12) Spring
Page 4 of 11
(13) Spring
(14) Damper Spool
(15) Ball
(17) Passage
(18) Spring chamber
(19) Passage
(20) Damper Chamber
(21) Orifice
(22) Passage
(23) Check valve
(25) Passage
(26) Passage
(28) Check valve
(29) Passage
(30) Spring
(32) Passage
Counterbalance valve (33) consists of spool (9), check valve (23), check valve (28), spring (13) and spring (30).
During forward travel on level ground, pump oil is supplied to port (24). The oil flows through port (24), passage
(25), and check valve (23). The oil flow forces check valve (23) to open. This allows oil to flow through port (24),
passage (25), check valve (23), passage (2), and the port to the rotary group of the travel motor.
A portion of the oil delivery from the drive pump in port (24) flows through passage (22) and passage (17) against
ball (15). Ball (15) moves to the right against the force of spring (12) in damper spool (14). The oil delivery then
flows through passage (19) into spring chamber (18). The oil pressure in damper chamber (20) acts on the end of
spool (9). Spool (9) shifts to the right against the force of spring (30). Passage (7) opens.
As spool (9) shifts to the right, return oil from the travel motor flows through the port, passage (7), passage (26),
and port (27) to the hydraulic tank.
When the oil flow from port (24) is blocked, the pressure in damper chamber (20) decreases. The force of spring
(30) shifts spool (9) to the left. Passage (7) closes. Return oil from the travel motor is blocked and the rotation of
the travel motor stops.
When the direction of travel is reversed, pump oil flows to spool (9) through port (27). Spool (9) shifts to the left.
The return oil flows through port (24). During reverse travel, the travel counterbalance valve operates in the same
manner as the forward travel operation.
Page 5 of 11
Counterbalance Valve Operation During Slope Travel
Travel counterbalance valve (slope travel)
(2) Passage
(3) Valve
(4) Passage
(5) Passage
(6) Passage
(7) Passage
(8) Valve
(9) Spool
Page 6 of 11
(10) Spring
(11) Passage
(12) Spring
(13) Spring
(14) Damper Spool
(15) Ball
(17) Passage
(18) Spring chamber
(19) Passage
(20) Damper Chamber
(21) Orifice
(22) Passage
(23) Check valve
(25) Passage
(26) Passage
(28) Check valve
(29) Passage
(30) Spring
(32) Passage
When the machine travels down a slope, the travel motors rotate at a higher speed. The higher speed is due to the
mass (weight and size) of the machine. When this condition occurs, the pumps cannot maintain the oil supply to
the travel motors. The lack of oil supply will cause cavitation in the travel motor. A pressure decrease occurs at
port (24). A pressure decrease occurs in spring chamber (18) as well.
The force of spring (30) moves spool (9) to the left. Passage (7) begins to close. This blocks oil flow between
passage (7) and passage (26). The return oil from the travel motor and the oil flow to the suction port of the travel
motor are restricted. The rotation of the travel motor slows down.
The pressure of the oil delivery from the drive pump at port (24) increases. Part of the oil flows through passage
(17). Spool (9) shifts to the right. Passage (7) opens. Return oil from the travel motor flows through port (27). The
modulation of spool (9) maintains the proper opening of passage (7) when the machine travels down a slope. The
travel motor begins to rotate in accordance with the amount of pump oil supply. This action prevents cavitation in
the travel motors.
Page 7 of 11
When the machine is traveling down a slope, or the machine is suddenly stopped, spool (9) suddenly closes
passage (7). This action causes a hydraulic pressure spike to occur. A damper is provided at both ends of spool (9)
in order to prevent hydraulic pressure spikes. As spool (9) shifts to the left, the oil in damper chamber (20) is
pressurized. Ball (15) moves to the left. The oil in spring chamber (18) flows through orifice (21) and into passage
(22). Spool (9) slowly moves to the left. Passage (7) slowly closes. The size and the position of orifice (21)
maintains the proper shock damper.
Operation Of Travel Crossover Relief Valves During Machine Stop
Travel counterbalance valve (travel stop)
(2) Passage
(3) Valve
(4) Passage
Page 8 of 11
(5) Passage
(6) Passage
(7) Passage
(8) Valve
(9) Spool
(10) Spring
(11) Passage
(12) Spring
(13) Spring
(14) Damper Spool
(15) Ball
(17) Passage
(18) Spring chamber
(19) Passage
(20) Damper Chamber
(21) Orifice
(22) Passage
(23) Check valve
(25) Passage
(26) Passage
(28) Check valve
(29) Passage
(30) Spring
(32) Passage
If the travel levers/pedals are returned to the NEUTRAL position during machine movement, the oil delivery from
the pumps is blocked from the travel motors. The pressure at port (24) of the travel counterbalance valve
decreases. The force of spring (30) moves spool (9) to the left to the neutral position. The mass (weight and size)
of the machine causes the travel motor to continue to rotate. Passage (7) is closed and the flow of return oil is
blocked. A sudden pressure increase occurs in passage (11). The return oil in passage (11) flows through passage
(6) to crossover relief valve (1). Valve (3) shifts to the left. The return oil in passage (6) flows past the open valve
(3) into suction passage (2) of the travel motor.
Page 9 of 11
Travel crossover relief valve
(3) Valve
(2) Passage
(6) Passage
(39) Body
(40) Orifice
(41) Orifice
(42) Orifice
(43) Stem
(44) Passage
(45) Shock reducing piston
The return oil pressure in passage (6) flows through orifice (41) in valve (3). The oil then flows through orifices
(40) and (42) in stem (43). The return oil now flows through passage (44). Shock reducing piston (45) shifts to the
right. The travel crossover relief valve maintains the circuit pressure at a lower pressure until the right end of
shock reducing piston (45) contacts stem (43). When the shock reducing piston is fully shifted to the right, the oil
pressure in passage (6) increases to the pressure setting of the crossover relief valve. All of the oil flow in passage
(6) now flows past valve (3) into return passage (2) .
The oil pressure gradually increases until the shock reducing piston shifts fully to the right. Pressure spikes in the
travel circuit are eliminated. This action is called a two-stage relief operation. The two-stage relief operation
absorbs the shock load at the stop of a travel operation.
During forward travel of the left travel motor, oil flow opens crossover relief valve (1) when the machine is
stopping. During reverse travel of the left travel motor, crossover relief valve (16) is activated when the machine
is stopping.
Page 10 of 11
Crossover relief valves (1) and (16) protect the travel motor by releasing the high-pressure oil.
Crossover relief valves (1) and (16) also provide makeup oil from the outlet side of the travel motor to the inlet
side of the travel motor. This makeup oil prevents a vacuum condition in the travel motor.
In order to adjust the pressure setting of the crossover relief valves, refer to the crossover relief valves by the
functions of the travel control levers. Refer to crossover relief valve (16) as left travel (forward). Refer to
crossover relief valve (1) as left travel (reverse).
ReferenceFor more information concerning the pressure settings of the travel crossover relief valves, refer to
Testing and Adjusting, "Relief Valve (Crossover) - Test and Adjust".
Travel Parking Brake Operation

When the oil delivery from the drive pump at port (24) of the travel counterbalance valve is blocked, spool (9)
moves to the right. Passage (4) opens. A portion of the oil delivery in passage (25) flows through passage (4) and
passage (32) in order to release the travel parking brake. Since passage (4) opens before passage (7), the rotation
of the motor rotary group does not start until the travel parking brake is released.
When the oil delivery to port (24) is blocked in order to stop the rotation of the travel motor, spool (9) returns to
the NEUTRAL position. Passage (4) closes after passage (7) closes. This action allows the movement of the
machine to stop before the travel parking brake is engaged.
ReferenceFor more information concerning the operation of the travel parking brake, refer toSystems Operation,
"Travel Parking Brake".
Page 11 of 11
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i03126458
Oil Makeup (Travel System)

SMCS - 5080
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BYM1-UP
S/N - BZP1-UP
S/N - CWG1-UP
S/N - CXY316-UP
S/N - CYD1-UP
S/N - DHK1025-UP
S/N - DKW1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - GTF1-UP
S/N - JFZ1-UP
S/N - JGZ1561-UP
S/N - JLG1-UP
S/N - JPD1-UP
S/N - KGF1-UP
Page 1 of 4
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - LFL1-UP
S/N - MCH1-UP
S/N - MDE434-UP
S/N - MGG1-UP
S/N - NDE1-UP
S/N - NES1-UP
S/N - PBE1-UP
S/N - PBM1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - RAC1-UP
S/N - SDC1-UP
S/N - SED1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
S/N - WGC1-UP
S/N - WNE1-UP
S/N - YSD1-UP
S/N - ZMF1-UP
Page 2 of 4
Oil makeup operation
(3) Passage
(4) Check valve
(5) Line
(6) Swivel
(7) Line
(8) Passage
Page 3 of 4
(10) Passage
(11) Return passage
In order to prevent cavitation in the travel motor during travel stop, makeup oil is supplied to the travel motor.
The following description is given for travel stop of the left travel motor. The right travel motor functions in the
same manner as the left travel motor.
During travel stop, the travel levers/pedals are moved to the NEUTRAL position. The oil delivery from the idler
pump through passage (8) is blocked at travel control valve (9) . The oil delivery from the idler pump is not
supplied to the left travel motor.
Since no oil delivery is supplied to left travel motor (2) , the travel motor will attempt to stop. However, the travel
motor will continue to rotate because of the inertia (weight and size) of the machine. This causes a vacuum
condition in passage (3) of the travel motor.
When travel control valve (9) is in the NEUTRAL position, return oil flows from return passage (11) through
passage (8) . The return oil then flows through line (7) , swivel (6) , line (5) , check valve (4) and passage (3) to
motor rotary group (1) as makeup oil. This makeup oil prevents cavitation in the travel motor during travel stop.
Makeup oil is supplied for forward travel in the same manner as reverse travel.
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i02668351
Control Valve (Straight Travel)

SMCS - 5462
Straight travel (tracking) can be maintained even though there is a swing operation or implement operation during
travel.
Main control valve compartment
Straight travel control valve (2) maintains straight travel even though there is a swing operation or implement
operation during travel. The straight travel control valve also improves pipelayer control or placement of timbers.
When the machine travels without swing operation or implement operation, the pressure switch for left travel and
the pressure switch for right travel are ON. The implement/swing pressure switch is OFF. The oil delivery from
the idler pump flows through right travel control valve (1) to the right travel motor. The oil delivery from the
drive pump flows through straight travel control valve (2) and left travel control valve (3) to the left travel motor.
Page 1 of 5
Because both travel circuits are separated, the machine continues to travel straight, unless a difference in travel
resistance occurs between the right and left tracks.
The straight travel system ensures the straight travel of the machine when other circuits are operated during travel.
The idler pump and the drive pump supply oil to the travel motors. The idler pump and the drive pump also
supply oil for a swing or implement operation. During travel, if an implement operation or a swing operation
occurs the oil supply to each travel motor will differ. This would cause the right travel motor and the left travel
motor to rotate at different speeds. The different speeds will cause the machine to turn.
The following actions occur when the straight travel control valve is activated.
• The pressure switch for left travel and the pressure switch for right travel are ON.
• The implement/swing pressure switch is ON.
• The idler pump supplies oil to the left travel circuit and to the right travel circuit in order to drive both
motors in parallel.
• The swing circuit and implement circuits receive oil from the drive pump. When the machine is travelling,
the swing circuit and implement circuits do not require a large amount of oil flow. The swing circuit and
implement circuits are operated at speeds that are low enough for stable machine operation. The remainder
of the oil is shared by the right travel circuit and the left travel circuit.
Straight travel control valve (NEUTRAL position)
Page 2 of 5
(5) Pilot passage
(6) Piston chamber
(7) Spring
(8) Passage
(9) Line (oil delivery from the idler pump)
(10) Line (oil delivery from the drive pump)
(11) Passage
(12) Spool
(14) Straight travel solenoid
Pilot oil pressure is sent from the pilot oil manifold to straight travel solenoid (14). When only the travel
levers/pedals are activated, straight travel solenoid (14) is not energized. Pilot oil flow to pilot passage (5) and
straight travel control valve (13) is blocked at the straight travel solenoid. The oil pressure in piston chamber (6)
is low and spool (12) is shifted to the right by the force of spring (7). The oil delivery from the idler pump and the
drive pump flows in the following manner.
• The oil delivery from the drive pump flows through line (10) to passage (11) in the straight travel control
valve. The oil delivery from the drive pump separates into two flow paths. One path flows through center
bypass passage (3) and into the right travel control valve. The other path flows through parallel feeder
passage (4) .
• The oil delivery from the idler pump flows through line (9) to passage (8) in the straight travel control
valve. The oil delivery from the idler pump separates into two flow paths. One path flows through parallel
feeder passage (1). The other path flows through center bypass passage (2) and into the left travel control
valve.
Page 3 of 5
Straight travel control valve (activated position)
(5) Pilot passage
(6) Piston chamber
(7) Spring
(8) Passage
(9) Line (oil delivery from the idler pump)
(10) Line (oil delivery from the drive pump)
(11) Passage
(12) Spool
(14) Straight travel solenoid
(15) Check valve
(16) Passage
(17) Passage
(18) Orifice
Page 4 of 5
When the travel levers/pedals are activated at the same time as either one of the joysticks, straight travel solenoid
(14) is energized. The pilot oil flows through the straight travel solenoid to straight travel control valve (13). The
pilot oil enters piston chamber (6). The pilot oil pressure in piston chamber (6) increases. Spool (12) shifts to the
left against the force of spring (7). The oil delivery from the idler pump and the drive pump flows in the following
manner.
• The oil delivery from the drive pump flows through line (10) and passage (11) in the straight travel control
valve. The oil delivery from the drive pump separates into two flow paths. One path flows through center
bypass passage (2) and into the left travel control valve. The other path flows through center bypass passage
(3) and into the right travel control valve.
• The oil delivery from the idler pump flows through line (9) and passage (8) in the straight travel control
valve. The oil delivery from the idler pump separates into two flow paths. One path flows through parallel
feeder passage (1). The other path flows through passage (16) and into parallel feeder passage (4). Part of
the oil delivery from the idler pump in passage (16) flows through orifice (18) in spool (12) and opens
check valve (15). The oil now flows through passage (17) to center bypass passage (2). The oil delivery
from the idler pump combines in center bypass passage (2) with the oil delivery from the idler pump. This
increases the drive speed of the right travel motor and the left travel motor.
Page 5 of 5
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02708434
Final Drive
SMCS - 4050
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - MCH1-UP
S/N - MDE1-UP
S/N - MGG1-UP
Page 1 of 6
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Final drive
Page 2 of 6
(1) Planetary carrier (first stage)
(3) Sun gear (second stage)
(2) Bolt
(4) Planetary carrier (second stage)
(5) Gear coupling
(6) Pin
(7) Bearing
(8) Motor housing
(9) Travel motor
(10) Travel motor output shaft
(11) Housing (sprocket)
(12) Bolt
(13) Planetary shaft (second stage)
(14) Planetary gear (second stage)
(15) Roller bearing
(16) Ring gear
(17) Planetary gear (first stage)
(18) Planetary shaft (first stage)
(19) Roller bearing
(20) Sun gear (first stage)
(21) Cover
(22) Ring gear
The final drive reduces the rotational speed of travel motor (9). Travel motor output shaft (10) is splined to first
stage sun gear (20) of the final drive.
The final drive consists of two groups. The first group is the two stages of the planetary gears. The second group
is the output group.
The two stages of the planetary gears contain the following components.
• The components of the first stage reduction are planetary carrier (1), ring gear (16), planetary gear (17) and
sun gear (20) .
• The components of the second stage reduction are sun gear (3), planetary carrier (4), planetary gear (14)
and ring gear (16) .
The output group is described in the following manner. The rotation of housing (11) develops output torque that is
used to drive the track. Housing (11), ring gear (16), ring gear (22) and cover (21) are held together with bolts (2).
Housing (11), ring gear (16), ring gear (22) and cover (21) are held in position by bearing (7). Housing (11) and
cover (21) rotate with ring gear (16) and ring gear (22) .
Page 3 of 6
The planetary gears reduce the travel speed. The travel speed is reduced by the ratio of teeth of the sun gear and
the ring gear. The compact travel drive offers a greater reduction ratio when the sun gear is incorporated in the
ring gear.
Operation
Sun gear (20) is splined to output shaft (10). The rotation of travel motor output shaft (10) is transferred to sun
gear (20). Sun gear (20) rotates clockwise. The travel drive assembly operates in the following manner.
First stage reduction group
(16) Ring gear
(17) Planetary gear (first stage)
(18) Planetary shaft (first stage)
(19) Roller bearing
(20) Sun gear (first stage)
Sun gear (20) engages with planetary gears (17) in the first stage reduction group. Planetary gears (17) rotate
counterclockwise as sun gear (20) rotates clockwise. Planetary gears (17) also engage with ring gear (16).
Page 4 of 6
Planetary gears (17) advance clockwise around the teeth of ring gear (16). Planetary gears (17) are mounted to
planetary carrier (1) by planetary shafts (18) and roller bearings (19). The assembly of planetary carrier (1),
planetary gears (17), planetary shafts (18) and roller bearings (19) rotates clockwise.
Splines in engagement
(3) Sun gear (second stage)
(23) Splines in engagement
The rotation of planetary carrier (1) is transferred to sun gear (3) of the second stage. The splines of planetary
carrier (1) meshes with the teeth of sun gear (3). Sun gear (3) rotates clockwise.
The teeth of sun gear (3) mesh with the teeth of planetary gears (14). The teeth of planetary gears (14) mesh with
the teeth of ring gear (22).
As sun gear (3) rotates clockwise, planetary gears (14) will rotate counterclockwise. Planetary gears (14) are
mounted to planetary carrier (4) by planetary shafts (13) and roller bearings (15). As planetary gears (14) rotate
counterclockwise, planetary carrier (4) will try to rotate clockwise.
The splines on planetary carrier (4) of the second stage engage with the teeth on the outer circumference of gear
coupling (5). Gear coupling (5) is held to motor housing (8) through pins (6) and bolts (12). Motor housing (8) is
bolted to the track frame.
Page 5 of 6
Planetary carrier (4) does not rotate. Planetary shafts (13) do not rotate. The axis of planetary gears (14) are
stationary. This causes ring gear (22) to rotate clockwise.
Ring gear (22), ring gear (16) and housing (11) are held together with bolts (2). The sprocket wheel is bolted to
housing (11). The torque of sun gear (3) is transferred to housing (11). This causes the sprocket to rotate
clockwise. The right track rotates in the forward direction.
Page 6 of 6
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02885211
Swivel
SMCS - 5060
Page 1 of 3
Swivel
(1) Retainer
(2) Cover
(3) Drain port
(4) Drain hole
(5) Port
(6) Seal
(7) Port
(8) Port
(9) Housing
(10) Port
(11) Port
(12) Flange
(13) Seal
(14) Rotor
(15) Port
(16) Port
(17) Port
(18) Port
(19) Port
(20) Port
(21) Swivel
Table 1
Identification Of Port And Circuit
Ports (Housing) Ports (Rotor) Circuit
7 17 Right travel (reverse)
10 20 Right travel (forward)
8 19 Left travel (forward)
5 16 Left travel (reverse)
3 18 Drain
11 15 Change of Travel speed
Page 2 of 3
The swivel accomplishes two functions. The swivel supplies pump oil from the upper structure to the travel
motors of the lower structure. The upper structure swings. The lower structure does not swing. Swivel (21) returns
oil from the travel motors to the hydraulic tank.
Housing (9) is bolted to the upper structure at flange (12). Rotor (14) rotates within housing (9). A support arm is
bolted to rotor (14) in order to prevent rotation. The ports of housing (9) are open to the ports of rotor (14). The
passages in housing (9) and the passages in rotor (14) connect the ports.
Seal (6) for high pressure and seal (13) for low pressure are provided between the sliding surfaces of housing (9)
and rotor (14). Seals (6) and (13) prevent oil leakage between the passages.
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Systems Operation
i05425230
Return Hydraulic System

SMCS - 5050-RJ
S/N - A6F1-UP
S/N - A8F1-UP
S/N - A9F1-UP
S/N - BZP1-UP
S/N - CXY1-UP
S/N - DHK1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - JFZ1-UP
S/N - JGZ1-UP
S/N - JPD1-UP
S/N - JZA1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - KTF1-UP
S/N - KZF1-UP
S/N - MCH1-UP
Page 1 of 4
S/N - MDE1-UP
S/N - MGG1-UP
S/N - MZD1-UP
S/N - NZF1-UP
S/N - PCM1-UP
S/N - PCX1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WBN1-UP
Page 2 of 4
(1) Swing motor
(2) Travel motors
(3) Case drain line
(4) Case drain line
(5) Makeup line (makeup oil to swing motor)
(6) Return line
(7) Return passage
(8) Return line
(9) Return passage
(14) Case drain line
(16) Return line
(18) Hydraulic oil cooler
(19) Return filter
(20) Idler pump
(21) Drive pump
(22) Pilot pump
(23) Case drain filter
(25) Hydraulic tank
(26) Case drain line
(27) Suction line
The oil delivery from drive pump (21) and idler pump (20) enters main control valve (10). The oil then flows to
return passage (7) and return line (6) in one of the following manners.
When all joysticks and/or travel levers/pedals are in the NEUTRAL position, pump low pressure standby oil from
drive pump (21) flows through center bypass passage (11) and negative flow control orifice (12) to return line (6).
Pump low pressure standby oil from idler pump (20) flows through center bypass passage (15) and negative flow
control orifice (13) to return line (8) .
Page 3 of 4
When any one of the joysticks and/or travel levers/pedals is shifted from the NEUTRAL position, center bypass
passages (11) and (15) are blocked. The return oil from the cylinders and/or motors now flows through return
passage (9) to return line (8) .
The return oil from return line (6) and return line (8) flows through return line (16) and slow return check valve
(17) .
When the oil temperature is very low, most of the oil is returned through bypass check valve (24) to hydraulic
tank (25). The remainder of the oil flows into oil cooler (18) and return filter (19) to hydraulic tank (25) .
When the oil temperature increases, the rate of oil flow through bypass check valve (24) decreases. This change
of oil flow causes the rate of oil flow through oil cooler (18) to increase.
ReferenceFor more information concerning the bypass check valve, refer to Systems Operation, "Bypass Valve
(Return)".
Case drain oil from drive pump (21), idler pump (20) and pilot pump (22) flows into case drain line (26). Case
drain oil from swing motor (1) and travel motors (2) flows into respective case drain lines (3) and (4). The case
drain oil from the motors flows through case drain line (14) and combines with the case drain oil from the pumps
at case drain line (26). All of the case drain oil from the pumps and the motors now flows through case drain filter
(23) to hydraulic tank (25) .
Makeup line (5) will route return oil to the inlet port of the swing motor if a vacuum condition occurs at the swing
motor during swing stop.
For more information concerning the makeup operation of the return hydraulic system at the swing motor, refer to
the following sections in this manual.
• Systems Operation, "Check Valve (Return Makeup)"
• Systems Operation, "Oil Makeup (Swing System)"
• Systems Operation, "Relief Valve (Swing)"
Page 4 of 4
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05092969
Check Valve (Return Makeup) - Slow Return Check Valve

SMCS - 5067; 5080
Main control valve compartment (return circuit)
(29) Inlet line to oil cooler (18)
Page 1 of 3
Slow return check valve and bypass check valve
(16) Return port (from main control valve)
(18) Hydraulic oil cooler
(28) Check valve
(29) Inlet line to hydraulic oil cooler
(30) Return line to bypass check valve
(33) Return line (return flow to return filter)
Slow return check valve (17) is contained in check valve (28) . Slow return check valve (17) is located between
the main control valve and the hydraulic tank in the return circuit. The slow return check valve restricts the return
oil flow. This restriction causes a pressure increase in return port (16) and makeup line (5) .
If cavitation occurs in the swing motor, oil from return port (16) flows into makeup line (5) . This makeup oil is
supplied to the inlet port of the swing motor in order to prevent cavitation in the swing motor.
Note: For more information on the makeup operation, refer to System Operation, "Oil Makeup (Swing System)".
Page 2 of 3
The return oil flow through slow return check valve (17) is divided into two flow paths. A portion of the oil flows
through inlet line (29) to the hydraulic oil cooler. The cooled oil from the hydraulic oil cooler flows through
return line (30) and the return filter to the hydraulic tank. The remainder of the oil flow from slow return check
valve (17 ) flows through bypass check valve (24) and the return filter to the hydraulic tank. Bypass check valve
(24) is contained in check valve (28) .
Page 3 of 3
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i02668506
Bypass Valve (Return) - Bypass Check Valve

SMCS - 5071
(19) Return filter
(25) Hydraulic tank
(33) Return line
Page 1 of 3
Slow return check valve and bypass check valve
(16) Return line
(28) Check valve
(29) Inlet line to hydraulic oil cooler (18)
(30) Return line to bypass check valve
(33) Return line (return flow to return filter)
The return oil flow through slow return check valve (17) is divided into two flow paths. A portion of the oil flows
through inlet line (29) to the hydraulic oil cooler and the remainder of the return oil flows through bypass check
valve (24) .
When the temperature of the return oil in inlet line (29) is very low, the viscosity of the oil is high. The flow
resistance of the return oil in inlet line (29) is high. Thus, the pressure of the return oil is high.
As a result of the high pressure of the return oil, bypass check valve (24) opens. Most of the return oil flows
through bypass check valve (24) , return line (33) and return filter (19) to hydraulic tank (25) . The remainder of
the oil flows through inlet line (29) to the hydraulic oil cooler. Since a small amount of the return oil flows to the
oil cooler, the temperature of the oil increases.
Page 2 of 3
As the oil temperature increases, the return oil pressure decreases. Bypass check valve (24) begins to close. A
greater portion of the return oil flows to the hydraulic oil cooler. Bypass check valve (24) maintains the hydraulic
oil at the optimum operating temperature.
Page 3 of 3
Shutdown SIS
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Product: EXCAVATOR
Systems Operation
i05190437
Medium Pressure Hydraulic System

SMCS - 5050-PX
S/N - BZP1-UP
S/N - CWG1-UP
S/N - FAL1-UP
S/N - GDP1-UP
S/N - KGF1-UP
S/N - KHN1-UP
S/N - KLM1-UP
S/N - MCH1-UP
S/N - NES1-UP
S/N - PHX1-UP
S/N - SPN1-UP
S/N - TDH1-UP
S/N - WGC1-UP
S/N - WNE1-UP
S/N - YSD1-UP
S/N - ZMF1-UP
Page 1 of 6
(1) Machine ECM
(2) Motor for rotation
(3) Line relief valves
(4) Auxiliary control valve
(6) Extend solenoid valve "A3"
(7) Retract solenoid valve "A3"
(9) Pilot manifold
(10) Solenoid valve for hydraulic lock
(11) Pilot pump
(12) Idler pump
(13) Drive pump
Page 2 of 6
(14) Auxiliary pump
(15) Hydraulic tank
Auxiliary pump (14) is mounted on machines that are equipped with medium pressure in order to supply
hydraulic oil for rotation of the work tool. A typical example is a grapple.
The medium pressure circuit for the work tool can be operated by joysticks with modulation switches, joysticks
with three buttons, and a foot pedal. Refer to Systems Operation, "Switches" for the Tool Control System for
more information on the device for activation.
The default parameter values for medium pressure are shown in Testing and Adjusting, "Medium Pressure:
Default Value of Work Tool Parameters" for the Tool Control System.
Use the display monitor or ET in order to set the hydraulic flow to the work tool. Refer to Testing and Adjusting,
"Work Tool Setup" section for the Tool Control System for more information.
Note: The auxiliary control valve (4) does not influence negative flow control.
Clockwise Rotation
Page 3 of 6
Partial schematic - Clockwise rotation
(9) Pilot manifold
(11) Pilot pump
(12) Idler pump
(13) Drive pump
Page 4 of 6
(14) Auxiliary pump
(15) Hydraulic tank
Operation
Pilot pump (11) supplies oil to pilot manifold (9) . When the hydraulic activation lever is moved to the UNLOCK
position, pilot oil flows from pilot manifold (9) to solenoid valves: (6) and (7) .
When the device for activation is pressed, the machine ECM sends a signal to extend solenoid (6) for the auxiliary
control valve (4) . Pilot oil flows to the top of the auxiliary control valve (4) . The pilot oil will shift the control
valve spool to the DOWNWARD position. This action allows oil from auxiliary pump (14) to flow through
auxiliary control valve (4) to motor (2) for clockwise rotation. Return oil flows back through auxiliary control
valve (4) and back to hydraulic tank (15) . The working pressure for rotation is limited by main relief valve (5) .
Counterclockwise Rotation
Page 5 of 6
Partial schematic - Counterclockwise rotation
(9) Pilot manifold
(11) Pilot pump
(12) Idler pump
(13) Drive pump
(14) Auxiliary pump
(15) Hydraulic tank
Operation
Pilot pump (11) supplies oil to pilot manifold (9) . When the hydraulic activation lever is moved to the UNLOCK
position, pilot oil flows from pilot manifold (9) to solenoid valves: (6) and (7) .
When the device for activation is pressed for the opposite direction of flow, the machine ECM sends a signal to
retract solenoid (7) for the auxiliary control valve (4) . Pilot oil flows to the bottom of the auxiliary control valve
(4) . The pilot oil will shift the control valve spool to the UPWARD position. This action allows oil from auxiliary
pump (14) to flow through auxiliary control valve (4) to motor (2) for counterclockwise rotation. Return oil flows
back through auxiliary control valve (4) and back to hydraulic tank (15) . The working pressure for rotation is
limited by main relief valve (5) .
Page 6 of 6
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05357038
General Information
SMCS - 5050; 7000
The diagnostics for the ECM can be accessed through one of the following tools: the Machine Monitoring System
and Cat Electronic Technician (ET). In order to troubleshoot the electronic control system of the machine,
additional information is required from the Service Manual of the machine. The following list contains some of
the required support materials: Service Manual, RENR8068, "Machine Monitoring System", Service Manual, the
Electrical System Schematic, the Parts Manual and the Operation and Maintenance Manual.
As a guide, a typical system schematic is included at the end of this manual. For an accurate representation of the
machine that is being diagnosed, refer to Electrical System Schematic in the Service Manual.
When the troubleshooting procedure instructs you to "REPAIR THE HARNESS OR REPLACE THE
HARNESS", use the Electrical System Schematic for the machine that is being serviced to trace the circuit.
Perform continuity checks at the harness connectors in order to locate harness failures. At the connectors of the
components, always check the ground circuit. Less than 5 ohms of resistance is required between the ground
contacts of the connector and the frame ground. The power circuits of the ECM should have less than 2 ohms of
resistance between the contacts of the ground connector and the frame ground. Less than 5 ohms of resistance is
required for signal circuits for normal operation. Excessive ground resistance that is greater than 5 ohms can
cause incorrect diagnosing of problems.
During troubleshooting, inspect all connections before any component is replaced. If these connections are not
clean and tight, permanent electrical problems or intermittent electrical problems can result. Check that the wires
are pushed into the connectors completely. Make sure that the connections are tight before other tests are made.
Failure of an electrical component can cause the failure of other components. Also, failure of an electrical
component can be caused by the failure of other components. Always attempt to correct the cause of an electrical
system failure before you replace a component.
Page 1 of 1
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05137355
Service Tools
SMCS - 0785
The following service tools should be used to aid in troubleshooting the electrical system.
• Version 3.2 or later version of the Caterpillar Electronic Technician (ET)
• 146-4080 Digital Multimeter or equivalent
• 9U-7330 Digital Multimeter or equivalent
• 7x-1710 Multimeter Probe
• 8T-8726 Adapter Cable
• 4C-3406 Connector Repair Kit
• 276-7273 Sensor Test Box
Note: The Sensor Test Box is an instrument used to test Caterpillar Cylinder Position sensors.
Refer Troubleshooting, "Using Caterpillar Electronic Technician (Cat-ET) to Determine Diagnostic Codes" for
more information about the Cat-ET. Service Tool.
Use a digital multimeter in order to check the continuity or the voltage. See the following Special Instruction for
more information about the use of the 6V-7070 Digital Multimeter . See Special Instruction, SEHS7734, "Use Of
The 6V-7070 And 6V-7800 Multimeter". The 7X-1710 Multimeter Probe is used in order to make a measurement
at the connector without disconnecting the connector. The probes are pushed into the back of the connector
alongside the wire. The 8T-8726 Adapter Cable is a "3 pin" breakout harness that is used to make measurements
in sensor circuits.
Except for harness tests, the use of certain test equipment is not recommended for use on modern Caterpillar
electrical circuits. Such testers include the following examples: the 8T-0500 Continuity Tester and 5P-7277
Voltage Tester .
Page 1 of 2
Note: A procedure has been developed to test "In Cylinder" Position Sensors. Reference Special Instruction
REHS7338, "Procedure to Test the Position Sensor of a Hydraulic Cylinder".
Page 2 of 2
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i02413102
Electrical Component and Connector Locations

SMCS - 1408-546-CY; 7553-546
Compartment for the Machine ECM (Typical)
Page 1 of 3
Machine ECM
(Located in the Compartment to the Rear of the Cab on the left side of the machine)
(1) Controller
(2) J1 Connector
(3) J2 Connector
The electronic controls can communicate with each other through the Cat Data Link. Information from these
electronic controls can be accessed through the machine monitor or by using the Caterpillar Electronic Technician
(Cat ET) on a laptop computer.
Page 2 of 3
Cat ET Service Connector
(located behind the operator's seat, under the Right Side Switch Console)
(4) Back of Operator seat (shifted forward for access)
(5) Backup Switches
(6) Right Side Switch Console
(7) Cat ET Service Connector
The service connector for the Cat ET is located in the operators compartment. The connector is located behind the
seat on the right side of the cab.
Page 3 of 3
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i03928549
Diagnostic Capabilities
SMCS - 1400
Monitoring System
Page 1 of 4
(1) Up key
(2) Right key
(3) Home key
(4) Main menu key
(5) Left key
(6) Down key
(7) Back key
(8) OK key
The ECM uses the main display module on the Monitoring System for showing diagnostic information to service
personnel. Diagnostic information concerning the ECM is sent on the Cat Data Link to the Monitoring System.
Service personnel must be familiar with the Monitoring System in order to troubleshoot the ECM.
"Service" screen
For troubleshooting the ECM, access the "Service" screen of the Monitoring System. Select the "Diagnostic"
option. See Illustration 2.
See Troubleshooting, "Using the Operator Monitor to Determine Diagnostic Codes".
The Caterpillar Electronic Technician (ET)
Page 2 of 4
The Caterpillar Electronic Technician (ET) is a software program that is used to access data. The service
technician can use the Caterpillar Electronic Technician in order to perform maintenance work on the machine.
Some of the options that are available with the Caterpillar Electronic Technician are listed:
• View Diagnostic codes. See Troubleshooting, "Using the Caterpillar Electronic Technician to Determine
Diagnostic Codes".
• View the status of parameters.
• Clear active diagnostic codes and clear logged diagnostic codes
• Perform calibration of machine systems.
• Program the ECM (Flash). This is done with the "WINflash" program. See Testing and Adjusting,
"Electronic Control Module (ECM) - Flash Program".
• Print reports.
The following list contains some of the diagnostic functions and programming functions that are performed by the
service tools.
• The failures of the ECM system are displayed.
• The status of most of the inputs and the outputs are displayed.
• The settings for the ECM are displayed.
• Display the status of the input and output parameters in real time.
• Display the clock hour of the internal diagnostic clock.
Page 3 of 4
• The number of occurrences and the clock hour of the first occurrence and the last occurrence is displayed
for each logged diagnostic code.
• The definition for each logged diagnostic code and each event is displayed.
• Load new FLASH software.
See Troubleshooting, "Diagnostic Code List" for the list of diagnostic codes for the ECM.
See Troubleshooting, "Using the Caterpillar Electronic Technician to Determine Diagnostic Codes". Diagnostic
information is accessed with the following drop-down menus:
• Active diagnostic codes
• Logged diagnostic codes
Status Groups For The Electronic Technician

The Status groups are lists of machine parameters. The status of the parameters are shown in real time.
Typical ET Status Screen
Page 4 of 4
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05895988
Symptom Troubleshooting
SMCS - 7000-035
Use the following guidelines when troubleshooting a symptom.
Know the Machine

Understand the operation of the machine. Know if the symptom is a characteristic of normal operation or if the
symptom is a failure.
Read the Systems Operation information to understand the systems of the machine. Understand the interaction of
the machine systems.
Understand the Symptom

Speak with the operator about the symptom. Inspect the machine and look for problems. Notice any unusual odors
in the air. Listen for unusual noises. Acquire the following Information:
• The performance of the machine prior to the failure
• First occurrence of the symptom
• The operating conditions at the time of the failure
• The sequence of events prior to the failure (order of the occurrences)
• The troubleshooting steps that have been taken
• The history of repairs of the machine
• The preventive maintenance of the machine
• Related service information about current problems that affect the serial number of the machine
Page 1 of 2
Perform the "Visual Inspection" steps.
Verify the Symptom

When possible, attempt to duplicate the symptom. Operate the machine and repeat the conditions that caused the
failure. Check the gauges inside the cab. Notice any unusual odors in the air. Listen for unusual noises.
Determine if the ECM has detected any faults. A diagnostic code is used to specify each detected fault.
Determine Possible Causes

Use the information from the operator and your inspection. Attempt to identify a common cause if there is more
than one symptom.
If the problem is not resolved after troubleshooting the diagnostic codes, continue troubleshooting using the
"Symptom Troubleshooting" section of this manual. Identify the component that is the most probable cause of the
symptom.
Test and Repair the System

Use the tests and procedures in this manual to verify the cause of the symptom. Once the cause has been
identified, repair the failure. Test the system again to verify that the symptom is resolved.
Provide Feedback to Caterpillar

Share your troubleshooting information with Caterpillar. Use the form in "SIS" or "CBT" feedback to write a brief
description about the symptom, testing, and repair. Include your phone number or e-mail address so that you can
be contacted. This feedback information helps Caterpillar improve service information.
Page 2 of 2
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02796794
Diagnostic Code List

SMCS - 7569
The following table lists the diagnostic codes for the Machine Control (MID 039). When a diagnostic code
becomes active, refer to the Troubleshooting section of this manual for a specific troubleshooting procedure.
Component Identifier (CID)

Table 1
Component Identifier (CID)
Machine ECM (MID 039)
For troubleshooting, see the procedure with the same diagnostic code.
CID / FMI Description
CID 0041 8 Volt DC Supply
FMI 06 Current Above Normal
CID 0096 Fuel Level Sensor
FMI 04 Voltage Below Normal
FMI 05 Current Below Normal
CID 0110 Engine Coolant Temperature Sensor
FMI 09 Abnormal Update Rate
CID 0167 Alternator Charging Voltage Sensor
FMI 12 Bad Device or Component
Page 1 of 6
CID 0168 Electrical System Voltage
CID 0171 Ambient Air Temperature Sensor
FMI 03 Voltage Above Normal
CID 0190 Engine Speed Sensor
FMI 08 Abnormal Frequency, Pulse Width or Period
CID 0246 Proprietary CAN Data Link
CID 0247 SAE J1939 Data Link
CID 0254 Electronic Control Module
CID 0262 5 Volt DC Sensor Power Supply
CID 0271 Action Alarm
CID 0362 Engine Fan Speed Control Solenoid
CID 0374 Swing Brake Solenoid
CID 0581 Power Shift Solenoid
CID 0586 Engine Speed Dial Switch
Page 2 of 6
CID 0588 Monitoring System Display
CID 0590Engine Control Module
FMI 09 Abnormal Update
CID 0598 Travel Speed Solenoid
CID 0600 Hydraulic Oil Temperature Sensor
CID 0735 Heavy Lift Solenoid
CID 1129Right Side Attachment Pedal Sensor
FMI 08 Abnormal Frequency
CID 1130 Left Attachment Pedal Position Sensor
CID 1160 Hydraulic Lock Solenoid
CID 1178 Machine Overload Warning Pressure Sensor
Page 3 of 6
CID 1522 Relief Valve #2 Check Valve Solenoid
CID 1523 Relief Valve #1 Check Valve Solenoid
CID 1525 Straight Travel Solenoid
CID 1590 Main Pump Flow Limitation Pressure Solenoid
CID 1593 Attachment Valve #1 Extend Pressure Solenoid
CID 1596 Attachment Valve #1 Retract Pressure Solenoid
Page 4 of 6
CID 1609 F2 Type Valve Load Sense Pressure Sensor
CID 1657 Left Joystick Thumbwheel
CID 1658 Right Joystick Thumbwheel
CID 1665 Variable Relief Valve #1 Pressure Solenoid
CID 1666 Variable Relief Valve #2 Pressure Solenoid
CID 1931 Auxiliary Circuit Flow Combining Solenoid
Page 5 of 6
CID 2265 Hydraulic Pump #1 Outlet Pressure Sensor
CID 2266 Hydraulic Pump #2 Outlet Pressure Sensor
CID 2275 Hammer Return to Tank Solenoid
CID 2280 Travel Alarm Relay
CID 2300 Switch Panel
Page 6 of 6
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03928529
Using the Operator Monitor to Determine Diagnostic Codes

SMCS - 7490
Use the following illustration to operate the monitor.
Page 1 of 6
(1) Up key
(2) Right key
(3) Home key
(4) Main menu key
(5) Left key
(6) Down key
(7) Back key
(8) OK key
The "DIAGNOSTIC" menu option is entered by selecting "DIAGNOSTIC" from the "SERVICE" menu. Press the
up key (1) or down key (6) until "DIAGNOSTIC" is highlighted in order to select this option. Then press the
"OK" key (8). Refer to Illustration 1.
Note: Refer to Systems Operation, RENR8068, "Service Mode" for instructions to get to the "SERVICE" menu.
When "DIAGNOSTIC" is selected, the diagnostic information can be checked. The "DIAGNOSTIC" menu has
the following options:
• ACTIVE ERROR
• LOGGED ERROR
• LOGGED EVENT
Page 2 of 6
The "ACTIVE ERROR" menu displays active errors in the MID: CID - FMI format. Press the up key (1) or down
key (6) in order to scroll through the active errors.
The "LOGGED ERROR" menu displays logged errors in the MID: CID - FMI format. Press the up key (1) or
down key (6) in order to highlight the desired item. Press the "OK" key (8) in order to see the detail of the logged
error. The detail of a logged error will display the following items:
MID - Control module ID of the ECM that detected the error.
CID - Component ID that is in error status.
FMI - Failure mode ID
OCC - The number of times the error occurred.
FIRST - The first time the error occurred.
LAST - The last time the error occurred.
Page 3 of 6
When the detailed view of the "LOGGED ERROR" view is displayed as in Illustration 4, the logged errors can be
deleted. Press the "OK" key (8) in order to delete the logged error. The delete confirmation screen will appear. To
confirm the delete request move the cursor to the "YES" option and press the "OK" key (8). Refer to Illustration
5.
The "LOGGED EVENT" menu displays logged events in the MID: EID - LEVEL format. Press the up key (1) or
down key (6) in order to highlight the desired item. Press the "OK" key (8) in order to see the detail of the logged
event. The detail of a logged event will display the following items:
MID - Control module ID of the ECM that detected the error.
EID - Event ID
Page 4 of 6
LEVEL - Warning Level
OCC - The number of times the error occurred.
FIRST - The first time the error occurred.
LAST - The last time the error occurred.
When the detailed view of the "LOGGED EVENT" menu is displayed as in Illustration 6, the logged events can
be deleted. Press the "OK" key (8) in order to delete the logged error. The delete confirmation screen will appear.
To confirm the delete request move the cursor to the "YES" option and press the "OK" key (8). Refer to
Illustration 7
Page 5 of 6
Page 6 of 6
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04000853
Using Caterpillar Electronic Technician to Determine Diagnostic Codes

SMCS - 0785-UE; 7569
Connect the Caterpillar ET to the machine. Turn the key switch to the RUN position. Start the Cat ET. The Cat
ET will initiate communications with the Electronic Control Modules on the machine. After communication has
been established, the Cat ET will list the Electronic Control Modules. Choose the desired Electronic Control
Module. After the diagnostic codes have been determined with the Cat ET, see the test procedure for the
corresponding diagnostic code.
ReferenceTroubleshooting, "Service Tools"
Active Diagnostic Codes
Page 1 of 3
Typical Cat ET screen for active diagnostic codes
The following procedures may cause new diagnostic codes to be logged. Therefore, before any procedures that
are performed, make a list of all the active diagnostic codes in order to determine the system problems. Clear the
diagnostic codes that were caused by the procedure, when each procedure is complete.
Note: Before performing a procedure, always check all the circuit breakers. Repair the cause of any circuit
breaker that is tripped.
A screen is provided in Cat ET for active diagnostic codes. The screen will display the diagnostic codes that are
active. Active diagnostic information shall include a component identifier (CID), a failure mode identifier (FMI)
and a text description of the problem.
Logged Diagnostic Codes
Page 2 of 3
Typical Cat ET screen for logged diagnostic codes
A screen is provided in Cat ET for logged diagnostic codes. The screen will display diagnostic codes that are
logged. The Cat ET will log diagnostic codes that are intermittent. The logged diagnostic data shall include a
component identifier (CID), a failure mode identifier (FMI), and a text description of the problem. Also, the
logged diagnostic data shall include the number of occurrences of the problem and two time stamps. The time
stamp displays the first occurrence of the problem and the time stamp displays the most recent occurrence of the
problem.
Diagnostics are logged in non-volatile memory. On powerup, the ECM will clear any diagnostic codes that have
not been detected or active within the last 150 hours of machine operation.
Page 3 of 3
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161812
MID 039 - CID 0041 - FMI 06

SMCS - 1439-038
Conditions Which Generate This Code:
Page 1 of 4
ECM 8VDC Sensor Supply circuit schematic
This diagnostic code is associated with the 8VDC Sensor Supply circuit. An FMI 06 diagnostic code means the
ECM has determined the current of the sensor supply circuit is above normal.
• The sensor supply output is shorted to ground.
• A sensor in the 8VDC circuit has failed.
• The machine ECM may have failed, but is unlikely.
Poor connections are often the cause of a problem in electrical circuits. Before performing this procedure,
inspect all of the harness connectors involved in the circuit. Verify that all of the connections in the circuit
are clean, secure, and in good condition. If a problem is found with any of the connections: correct the
problem and verify that diagnostic code CID 0041 FMI 06 is still active, before performing this procedure.
Note: The following test procedure may create other diagnostic codes. Ignore these created diagnostic codes now,
but clear those codes after the original diagnostic code has been corrected.
Test Step 1. CHECK THE SENSORS VOLTAGE.
A. Turn the disconnect switch and the key start switch to the ON position.
B. Do not disconnect any of the machine harnesses at this time. Check for +8 VDC at the harness connector of
every sensor supplied by the ECM +8 VDC power supply.
Note: An 8VDC Sensor Supply ground return is also found at contact J1-14 (235-BK). Always check
these parallel ground wires. Make sure to repair or replace any that are found open.
Expected Result:
The voltage readings are 8.0 ± 0.5 DCV.
Results:
• YES - The voltages are 8.0 ± 0.5 DCV. Check if the diagnostic code is still active. If the code is still active,
go to Test Step 2.
• NO - The voltage at one or more of the sensors is not 8.0 ± 0.5 DCV. There is a problem with the ECM +8
VDC voltage supply.
Repair: Refer to the complete electrical schematics for the machine. Investigate and repair the +8 VDC
power supply problem.
After +8 DCV power supply problem is repaired, check if the 0041 FMI 06 diagnostic code is still active. If
the diagnostic code is still active, go to Test Step 2.
Test Step 2. CHECK THE SENSORS.
A. The disconnect switch and the key start switch remain in the ON position.
B. One at a time, disconnect and reconnect each and every sensor supplied by this ECM 8 VDC Sensor
Supply.
Page 2 of 4
C. While each sensor is disconnected, check the status of the CID 0041 FMI 06 diagnostic code.
Expected Result:
The CID 0041 FMI 06 diagnostic code remains active while each sensor is disconnected and reconnected.
Results:
• YES - None of the disconnected sensors causes the diagnostic code to change. None of the sensors are
causing the problem. Go to Test Step 4.
• NO - While one sensor is disconnected, the CID 0041 FMI 06 diagnostic code becomes inactive. That
sensor is causing the problem.
Repair: Replace that sensor.
Go to Test Step 4.
Test Step 3. CHECK FOR A SHORT TO GROUND.
A. Turn the disconnect switch and the key start switch to the OFF position.
B. Disconnect both the J1 and J2 harness connectors from the machine ECM.
C. At the J1 machine harness connector for the ECM, measure the resistance from connector contact J1-27
(E472-GN), the ECM 8 VDC Sensor Supply, to all possible sources of ground in both the J1 and J2 ECM
harness connectors.
Expected Result:
Each resistance is more than 5000 ohms.
Results:
• YES - Each resistance is more than 5000 ohms. Go to Test Step 4.
• NO - A resistance is not more than 5000 ohms. The 8 VDC Sensor Supply output is shorted to ground.
Repair: Repair or replace the harness.
Go to Test Step 4.
Test Step 4. CHECK THE DIAGNOSTIC CODE STATUS.
A. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips for
each connector are securely fastened.
B. Turn the disconnect switch and the key start switch to the ON position.
C. Clear all inactive diagnostic codes.
D. Operate the machine.
E. Check the status of the CID 0041 FMI 06 diagnostic code.
Expected Result:
The CID 0041 FMI 06 diagnostic code is not active.
Page 3 of 4
Results:
• YES - The CID 0041 FMI 06 diagnostic code is no longer active. The code does not exist at this time.
Repair: The cause for the diagnostic code appears to have been corrected. Return the machine back to
normal operations.
STOP
• NO - The CID 0041 FMI 06 diagnostic code is still active. The problem has not been corrected.
Repair: If you have not inspected the harness connectors in a previous Test Step, do that now. Clean the
contacts of the harness connectors. Check the wires for damage to the insulation caused by excessive heat,
battery acid, or chafing.Perform a 45 N (10 lb.) pull test on each of the wires that are associated with the
sensor circuit.Perform a "wiggle test" on the sensor circuit of the machine wiring harness, using the
Caterpillar Electronic Technician service tool. The "wiggle test" can be used to detect open or shorted
connections in the machine wiring harness.Reconnect all harness connectors. Make sure that the connectors
are fully seated. Observe that the clips for each connector are fastened. Perform Test Step 4 again. If the
problem has NOT been found, and the original code is still active, the ECM may have failed.Prior to
replacing an ECM, always contact your Dealership Technical Communicator for possible consultation with
Caterpillar, or with the Dealer Solutions Network. This consultation may greatly reduce repair time. If the
ECM needs to be replaced, see Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 4 of 4
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04140751
MID 039 - CID 0096 - FMI 04

SMCS - 1273-038-UN
Schematic for the Fuel Level sensor
This diagnostic code is associated with the Fuel Level sensor. An FMI 04 diagnostic code means the machine
ECM has determined the sensor circuit voltage is below normal.
Possible causes for this diagnostic code are:
• The sensor has failed.
• The sensor output signal wire is shorted to ground.
• The machine ECM has failed, but is unlikely.
Note: Poor connections are often the cause of a problem in electrical circuits. Before performing this
procedure, inspect all the machine harnesses and connectors involved in the circuit. Make sure to verify
Page 1 of 3
that all of the connections in the circuit are clean, secure, and in good condition. Correct any problems
found with any of the connections. Verify the diagnostic code CID 0096 FMI 04 is still active, before
continuing with this procedure.
but clear those diagnostic codes when the original diagnostic code has been corrected.
Test Step 1. CHECK THE SENSOR
B. Disconnect the machine harness connector from the Fuel Level sensor.
C. Turn the disconnect switch and the key start switch to the ON position.
D. Observe the status of the diagnostic code.
Expected Result:
The CID 0096 FMI 04 diagnostic code remains active.
Results:
• YES - The diagnostic code remains active. The sensor is correct. Go to Test Step 2.
• NO - The diagnostic code is no longer active. The sensor has failed.
Repair: Replace the sensor.
Go to Test Step 3.
Test Step 2. CHECK THE SENSOR CIRCUIT FOR A SHORT .
A. Turn the key start switch and the disconnect switch to the OFF position.
B. The Fuel Level sensor remains disconnect from the harness connector.
C. Disconnect the machine harness connector from the monitor.
D. At the machine harness connector for the Monitor, measure the resistance from the contact for wire 495-
GNof the Monitor harness connector to all possible sources of ground. Measure the resistance to all other
contacts used in the Monitor harness connector.
Expected Result:
Each resistance measured is more than 5000 ohms.
Results:
• YES - The measurements all are more than 5000 ohms. The harness is correct. Go to Test Step 3.
• NO - A resistance measurement is not more than 5000 ohms. There is a short in the machine harness.
Repair: The short is between wire 495-GN and the wire with the low resistance. Repair or replace the
machine harness.
Go to Test Step 3.
Page 2 of 3
A. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips on
Expected Result:
The CID CID 0096 FMI 04 diagnostic code is not active.
Results:
• YES - The CID 0096 FMI 04 diagnostic code is not active and does not exist at this time.
Repair: The cause for that problem has been repaired. Return the machine to normal operation.
STOP
• NO - The CID 0096 FMI 04 code is still active. The cause for the code has not been repaired.
are fully seated. Observe that the clips for each connector are securely fastened. From Test Step 1, perform
this procedure again. If the cause for this problem was not found this time, and the original diagnostic code
is still active, the ECM may have failed.Prior to replacing an ECM, always contact your Dealership
Technical Communicator for possible consultation with Caterpillar, or with the Dealer Solutions Network.
This consultation may greatly reduce repair time. If the ECM needs to be replaced, see Testing and
Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 3 of 3
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320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04140752
MID 039 - CID 0096 - FMI 05

SMCS - 1273-038-UN
Schematic for the Fuel Level sensor
This diagnostic code is associated with the Fuel Level sensor. An FMI 05 diagnostic code means the machine
ECM has determined the sensor circuit current is below normal.
• There is an open wire in the circuit.
• The attachment code is incorrect.
• The machine ECM has failed, but is unlikely.
Page 1 of 3
but clear those diagnostic codes when the original diagnostic code has been corrected.
Test Step 1. CHECK THE SENSOR.
B. Disconnect the machine harness connector from the Fuel Level sensor.
C. At the Fuel Level sensor machine harness connector, place a jumper wire between the contact for wire 495-
GN to the contact for wire 235-BK in the sensor harness connector.
D. Turn the disconnect switch and the key start switch to the ON position.
E. Observe the status of the CID 0096 FMI 05 diagnostic code.
Expected Result:
Results:
• YES - The diagnostic code remains active. The sensor is not the problem. Go to Test Step 2.
• NO - The diagnostic is no longer active. The sensor has failed.
Go to Test Step 3.
Test Step 2. CHECK THE HARNESS FOR AN OPEN.
B. Disconnect the machine harness connecting the Fuel Level sensor to the Monitor module.
C. The jumper wire in the harness connector remains in place.
D. At the harness connector for the Monitor, measure the resistance from signal contact 1 (wire 495-GN) to 1
(wire 235-BK) in the Monitor harness connector.
Expected Result:
The resistance is less than 5.0 ohms.
Results:
• YES - The resistance is less than 5.0 ohms. The harness is correct. Go to Test Step 3.
• NO - A resistance is more than 5.0 ohms. There is an open circuit in the machine harness.
Page 2 of 3
Repair: The open is in wire 495-GN or in wire 235-BK of the machine harness. Repair or replace the
machine harness.
Go to Test Step 3.
A. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips on
Expected Result:
The CID CID 0096 FMI 05 diagnostic code is not active.
Results:
• YES - The CID 0096 FMI 05 diagnostic code is not active and does not exist at this time.
Repair: The cause for that problem has been repaired. Return the machine to normal operation.
STOP
• NO - The CID 0096 FMI 05 code is still active. The cause for the code has not been repaired.
are fully seated. Observe that the clips for each connector are securely fastened. From Test Step 1, perform
this procedure again. If the cause for this problem was not found this time, and the original diagnostic code
is still active, the ECM may have failed.Prior to replacing an ECM, always contact your Dealership
Technical Communicator for possible consultation with Caterpillar, or with the Dealer Solutions Network.
This consultation may greatly reduce repair time. If the ECM needs to be replaced, see Testing and
STOP
Page 3 of 3
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02488123
MID 039 - CID 0110 - FMI 04

SMCS - 1906-038
Page 1 of 3
Schematic of the Cat Data Link circuit
This diagnostic code is associated with the Engine Coolant Temperature Sensor.
Note: This diagnostic code comes to the Machine ECM from the Engine ECM through the Cat Data Link. First
check for an Engine ECM diagnostic code MID 036 CID 0110 FMI 04. Diagnose this or any other diagnostic
code before attempting to diagnose the MID 039 CID 0110 FMI 04 diagnostic code from the Machine ECM. For
additional Engine ECM information refer to Troubleshooting, RENR 5089, "MID 036 CID 0110 FMI 04".
This diagnostic code is recorded when the monitoring system reads a low sensor signal. When this diagnostic
code occurs, the gauge indicates an abnormally high value. The following symptoms could cause the diagnostic
code:
• The signal circuit in the machine harness is shorted to ground.
• The monitoring system has failed.
Note: The monitoring system is unable to determine when a sensor is open. Also, the monitoring system is unable
to determine when a harness for the sensor signal is open. This condition is recognized when the gauge constantly
indicates a value at the far left side of the scale.
Service Notes: Ensure that the desired diagnostic code is on hold. Ensure that the code is active. The schematic
that is shown above represents a typical installation of the component. Verify the connector contact and wire
numbers by using the Electrical System Schematic for the machine that is being serviced.
Test Step 1. CHECK THE MONITORING SYSTEM AND THE HARNESS.
B. The diagnostic code is active.
C. Disconnect the machine harness from the sensor that is causing the diagnostic code.
D. Observe the diagnostic code indicator.
Expected Result:
The diagnostic code indicator is ON.
Results:
• YES - The diagnostic code indicator stays ON. The harness wiring or the monitoring system has failed.
Proceed to test step 2.
• NO - The diagnostic code indicator turns OFF. The sensor has failed.
STOP
Test Step 2. CHECK THE SIGNAL WIRE FOR A SHORT TO GROUND.
Page 2 of 3
A. The disconnect switch and the key start switch remain in the ON position.
B. At the machine harness for the sensor, measure the voltage between the frame ground and the sensor signal
wire.
Expected Result:
The voltage that is measured is within one of the following specifications.
Results:
• 6.0 ± 0.5 DCV - The voltage is 6.0 ± 0.5 DCV. The voltage is correct. Verify that the diagnostic code
remains.
Repair: It is unlikely that the monitoring system has failed. Exit this procedure and perform this procedure
again. Also, recheck if the diagnostic code indicator is illuminated for this diagnostic code. If the cause of
the diagnostic code is not found, replace the monitoring system. See Testing and Adjusting, "Electronic
Control Module (ECM) - Replace".
STOP
• LESS THAN 0.5 DCV - The voltage is less than 0.5 DCV. The harness wiring has failed. There is an open
circuit or a short to ground in the signal wire for the sensor.
Repair: Repair the harness or replace the harness. Exit this procedure and perform this procedure again.
Also, recheck if the diagnostic code indicator is illuminated for this diagnostic code. It is unlikely that the
monitoring system has failed. If the cause of the diagnostic code is not found, replace the monitoring
system. See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
• NOT 6.0 BUT ABOVE 0.5 DCV - The voltage is less than 0.5 DCV. The harness wiring has failed. There
is an open circuit or a short to ground in the signal wire for the sensor.
Repair: Repair the harness or replace the harness. Exit this procedure and perform this procedure again.
Also, recheck if the diagnostic code indicator is illuminated for this diagnostic code. It is unlikely that the
monitoring system has failed. If the cause of the diagnostic code is not found, replace the monitoring
system. See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03101426
MID 039 - CID 0110 - FMI 09

SMCS - 1906-038
Page 1 of 5
Schematic of the Cat Data Link Circuit
This diagnostic code is associated with the "Engine Coolant Temperature" sensor.
This diagnostic code is recorded when the Machine ECM does not receive expected information through the Cat
Data Link from the Engine ECM. The possible causes of this diagnostic code are listed below:
• The wires for the Cat Data Link to the Engine ECM are open or the wires are shorted.
• The wrong software is installed on an ECM.
Test Step 1. VERIFY THE HARDWARE AND THE SOFTWARE PART NUMBERS.
A. Verify that the following information is correct:
◦ The part number of the flash software for the Engine ECM
◦ The part number of the flash software for the Machine ECM
◦ The part number of the Engine ECM
◦ The part number of the Machine ECM
Note: Consult your Caterpillar Dealer for the correct part numbers of the flash software.
Expected Result:
All of the part numbers are correct.
Results:
• OK - All of the part numbers are correct. Proceed to Test Step 2.
• NOT OK - All of the part numbers are not correct.
Repair: The installed Engine ECM or the Machine ECM have the wrong part number or the incorrect flash
software is installed. Replace the Engine ECM or replace the Machine ECM that is incorrect. Replace the
ECM with a module that has the correct part number. Flash the correct software. See Testing and Adjusting,
"Electronic Control Module (ECM) - Flash Program" for additional information.
STOP
Test Step 2. INSPECT THE HARNESS CONNECTIONS.
A. Turn the disconnect switch to the OFF position.
B. Inspect all harness connections that are related to the Cat Data Link. Make sure that the connectors are
clean and tight.
C. Check the connectors for proper mating. Ensure that all the seals are present and in place.
D. Check the harness for signs of damage or abrasion.
E. Check the wires at the connector. Ensure that the wires are secured tightly into the connector. Take care
not to pull the wire out of the connector.
Page 2 of 5
F. Check the exposed wires at the connectors for nicks or signs of abrasion.
G. Check for moisture inside the connector.
H. Check the connectors for dirty contacts or corroded contacts.
I. Check each pin and each socket of the machine harness connectors. Ensure that the contacts are properly
installed. The contacts should mate correctly when the two pieces of the connector are placed together.
Expected Result:
The connectors of the machine harness are tight and free of corrosion.
Results:
• OK - The connectors of the machine harness are tight and free of corrosion. Proceed to Test Step 3.
• NOT OK - The connectors of the machine harness are in need of repair.
Repair: Repair the machine harness or replace the machine harness.
STOP
Test Step 3. CHECK FOR SHORTS
A. The disconnect switch remains in the OFF position.
B. Disconnect the connectors of the machine harness from all electronic control modules that use the Cat Data
Link.
C. At the machine harness connector for the Machine ECM, measure the resistance between connector contact
J1-33 (wire 893-GN) and all of the contacts that are used in the machine harness connector for the ECM.
Perform the same measurements for J1-43 (wire 892-BR).
Expected Result:
Each resistance measurement is greater than 5000 ohms.
Results:
• OK - Each of the resistance measurements is greater than 5000 ohms. The harness circuit resistance is
correct. Proceed to Test Step 4.
• NOT OK - One of the resistance measurements is less than 5000 ohms. The machine harness has failed.
Repair: There is a short between the Cat contacts of the Data Link (wires 893-GN and 892-BR) of the Cat
Data Link and the circuit with the low resistance measurement. Repair the machine harness or replace the
machine harness.
STOP
Test Step 4. CHECK FOR OPEN HARNESS
B. All related electronic control modules remain disconnected from the machine harness.
C. Check the resistance of the Cat Data Link circuit in the machine harness:
Page 3 of 5
◦ Measure the resistance between connector contact J1-8 (wire 893-GN) of the Engine ECM and
connector contact J1-33 (wire 893-GN) of the Machine ECM.
◦ Measure the resistance between connector contact J1-9 (wire 892-BR) of the Engine ECM and
connector contact J1-43 (wire 892-BR) of the Machine ECM.
Expected Result:
The resistance measures less than 5 ohms.
Results:
• OK - The resistance is less than 5 ohms. The Cat Data Link circuit in the machine harness is correct.
Proceed to Test Step 5.
• NOT OK - The resistance is greater than 5 ohms. The machine harness has failed.
Repair: The Cat Data Link circuit is open in the machine harness. Repair the machine harness or replace
the machine harness.
STOP
Test Step 5. CHECK IF THE DIAGNOSTIC CODE REMAINS
A. Inspect the contacts of the harness connectors. Clean the contacts of the harness connectors.
B. Reconnect all harness connectors.
Expected Result:
The CID 0110 FMI 09 diagnostic code is active.
Results:
• YES - The CID 0110 FMI 09 diagnostic code is active. The diagnostic code has not been corrected. The
ECM may have failed.
Repair: It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the
cause of the diagnostic code is not found, replace the ECM. See Testing and Adjusting, "Electronic Control
Module (ECM) - Replace".
STOP
• NO - The CID 0110 FMI 09 diagnostic code is not active. The diagnostic code does not exist at this time.
Repair: The initial diagnostic code was probably caused by a poor electrical connection or a short at one of
the harness connectors that was disconnected and reconnected. Resume normal machine operation.
STOP
Page 4 of 5
Page 5 of 5
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05455410
MID 039 - CID 0167 - FMI 12

SMCS - 1406-038
Page 1 of 5
This diagnostic code is associated with the "Alternator Charging Voltage" sensor. The FMI 12 diagnostic code
means that the ECM has determined that the signal (frequency) of the sensor is below the normal range.
This diagnostic code is recorded when the Machine ECM does not receive expected information from the
"Monitor Display". The possible causes of this diagnostic code are listed below:
• Harness wires for the "CAN Data Link" to the Machine ECM are open or the wires are shorted.
Note: Check the "R" term voltage at the alternator and all of the ECM contacts with the wire 403-GN. All "R"
term voltage checks should match. If one voltage is missing check for an open harness to that ECM, see Test Step
4.
Test Step 1. VERIFY THE HARDWARE AND THE SOFTWARE PART NUMBERS
Note: Consult your Caterpillar dealer for the correct part numbers of the flash software.
Expected Result:
Results:
Repair: The installed Machine ECM has the wrong part number or the incorrect flash software is installed.
Replace the Machine ECM that is incorrect. Replace the ECM with a module that has the correct part
number. Flash the correct software. See Testing and Adjusting, "Electronic Control Module (ECM) - Flash
Program" for additional information.
STOP
Test Step 2. INSPECT THE HARNESS CONNECTIONS
B. Inspect all harness connections that are related to the "CAN Data Link". Make sure that the connectors are
clean and that the connectors are tight.
Page 2 of 5
Expected Result:
The machine harness connectors are tight and free of corrosion.
Results:
• OK - The machine harness connectors are tight and free of corrosion. Proceed to Test Step 3.
• NOT OK - The machine harness connectors are in need of repair.
STOP
B. Disconnect the machine harness connectors from all electronic control modules that use the "CAN Data
Link".
J2-50 (wire 251-YL) and all of the contacts that are used in the machine harness connector for the ECM.
Perform the same measurements for J2-51 (wire 261-GN).
Expected Result:
Results:
Repair: There is a short between contacts J2-50 (wire 251-YL) or J2-51 (wire 261-GN) of the CAN Data
Link and the circuit with the low resistance measurement. Repair the machine harness or replace the
machine harness.
STOP
C. Check the resistance of the "CAN Data Link" circuit in the machine harness following the process below:
Page 3 of 5
◦ Measure the resistance between connector contact 5 in CN-1 connector (wire 251-YL) of the Monitor
Display and connector contact J2-50 (wire 251-YL) of the Machine ECM.
◦ Measure the resistance between connector contact 6 in CN-1 connector (wire 261-GN) of the Monitor
Display and connector contact J2-51 (wire 261-GN) of the Machine ECM.
Expected Result:
Results:
• OK - The resistance is less than 5 ohms. The "CAN Data Link " circuit in the machine harness is correct.
Repair: The "CAN Data Link" circuit is open in the machine harness. Repair the machine harness or
replace the machine harness.
STOP
A. Inspect the contacts of the harness connectors and clean the contacts.
C. Turn the disconnect switch and the starter keyswitch to the ON position.
Expected Result:
Results:
Repair: ECM failure is unlikely. Perform this procedure again. If the cause of the diagnostic code is not
found, contact your dealer Technical Communicator (TC) for possible consultation with Caterpillar. This
consultation may greatly reduce repair time and expense. if the ECM must be replaced, refer to Testing and
STOP
Repair: The diagnostic code was probably caused by a poor electrical connection or a short at one of the
harness connectors that was disconnected and reconnected. Resume normal machine operation.
STOP
Page 4 of 5
Page 5 of 5
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03754249
MID 039 - CID 0168 - FMI 05

SMCS - 1406-038
Page 1 of 4
This diagnostic code is recorded when the ECM detects that the current output of the alternator is below the
expected level.
The possible causes of this diagnostic code are listed below:
• A charging system component has failed.
• The machine harness is open.
• The ECM has failed. This is unlikely.
Test Step 1. CHECK THE CHARGING SYSTEM AT HIGH IDLE
A. Start the engine. Run the engine at high idle.
B. Enter the diagnostic menu on the monitor. Observe the status of the diagnostic code.
Expected Result:
Page 2 of 4
The diagnostic code is NO longer active.
Results:
• YES - The diagnostic code is NO longer active. Proceed to Test Step 2.
• NO - The diagnostic code remains active. Proceed to Test Step 3.
Test Step 2. CHECK THE CHARGING SYSTEM AT LOW IDLE
A. Start the engine. Run the engine at low idle.
B. Observe the status of the diagnostic code.
Expected Result:
The diagnostic code is NO longer active.
Results:
• YES - The diagnostic code is NO longer active. Watch for a recurrence.STOP
• NO - The diagnostic code is active. The charging system is not charging at the proper level.
Repair: If the engine low idle speed is too low, the alternator may not be producing the required output.
Ensure that the engine low idle speed is correct and perform this test again. If the diagnostic code is still
active, a charging system component may be defective. Check the charging system. See Special Instruction,
REHS0354, "Charging System Troubleshooting" for more information.
STOP
Test Step 3. CHECK FOR AN OPEN CIRCUIT
A. Turn the disconnect switch and the key switch to the OFF position.
B. Disconnect the connector from the Gateway Worldview Module ECM. Disconnect wire 403-GN from the
alternator "R" terminal.
C. Measure the resistance of wire 403-GN between the Gateway Worldview Module ECM harness connector
contact 54 and the disconnected wire 403-GN at the alternator.
Expected Result:
The resistance should measure 5 ohms or less.
Results:
• YES - The resistance measures 5 ohms or less. The machine harness appears to be correct. Either the
alternator is not working correctly or the ECM may be recording this diagnostic code incorrectly.
Repair: Check the charging system. See Special Instruction, REHS0354, "Charging System
Troubleshooting" for more information. If the charging system checks are correct, the ECM may have
failed. It is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. If the
cause of the diagnostic code is NOT found, replace the ECM. See Testing and Adjusting, "Electronic
STOP
Page 3 of 4
• NO - The resistance measurement is greater than 5 ohms. Wire 403-GN between the ECM and the
alternator is open in the machine harness.
Repair: Refer to the machine electrical schematic and ensure that all harness connectors in the circuit are
tight and in good condition. Repair the machine harness or replace the machine harness.
STOP
Page 4 of 4
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161813
MID 039 - CID 0171 - FMI 03

SMCS - 1928-038
Ambient Air Temperature sensor circuit schematic
This diagnostic code is for the Ambient Air Temperature sensor. An FMI 03 diagnostic code means the machine
ECM has determined the sensor output signal voltage is above the normal limit.
Possible causes of this diagnostic code are:
• Failed sensor power supply.
• Failed sensor.
• Open sensor circuit wire.
• Sensor signal output wire shorted to +battery.
Page 1 of 4
• Failed machine ECM, but most unlikely.
procedure, inspect all of the harness connectors involved in the circuit. Verify that all of the connections in
the circuit are clean, secure, and in good condition. If a problem is found with any of the connections:
correct the problem and verify that diagnostic code CID 0171 FMI 03 is still active, before performing the
System Response:
This failure may cause ambient air temperature to indicate the maximum temperature. The failure may also cause
hydraulic oil temperature to indicate the maximum temperature, intermittently.
Test Step 1. VERIFY THE +8 DCVSUPPLY.
A. Turn the disconnect switch and the key start switch to the "ON" position.
B. Do not disconnect any of the machine harness connectors at this time.
C. In the machine harness connector for the Ambient Air Temperature sensor, measure the voltage between
the contact for terminal A (wire A760-GY) and the contact for terminal B (wire 235-BK) in the sensor
connector.
Expected Result:
The voltage is 8.0 ± 0.5 DCV.
Results:
• YES - The voltage is 8.0 ± 0.5 DCV. The power supply is not the problem. Go to Test Step 2.
• NO - The voltage is not 8.0 ± 0.5 DCV. There is a problem with the +8 DCV power supply.
Repair: Refer to the complete electrical schematics for the machine. Investigate and repair the ECM +8
DCV power supply problem.
the diagnostic code is still active, proceed to Test Step 2.
Test Step 2. CHECK THE SENSOR, THE ECM, AND THE MACHINE HARNESS.
B. Disconnect the machine harness connector from the Ambient Air Temperature sensor.
C. In the harness connector for the sensor, place a jumper wire between the contact for terminal C (wire N789-
BU) and the contact for terminal B (wire 235-BK) in the sensor connector.
D. Turn the key start switch and the disconnect switch to the ON position.
E. Observe the status of the diagnostic code.
Expected Result:
The 0171 FMI 03 diagnostic code remains active.
Page 2 of 4
Results:
• YES - The CID 0171 FMI 03 diagnostic code remains active. The sensor is not the problem. Go to Test
Step 3.
• NO - The CID 0171 FMI 03 diagnostic code is no longer active. The diagnostic code has been replaced by
an active CID 0171 FMI 04 diagnostic code. The sensor has failed.
Go to Test Step 5.
Test Step 3. CHECK THE SENSOR OUTPUT FOR AN OPEN CIRCUIT.
B. The sensor remain disconnected from the harness.
C. The wire jumper remains in the sensor connector.
D. Disconnect both the J1 and J2 harness connector from the machine ECM.
E. At the ECM J1 harness connector, measure the resistance between contact J1-4 (N789-BU) and contact J1-
2 (235-BK) in the J1 harness connector.
Note: An Ambient Air Temperature sensor Ground Return is also found at contact J1-14 (235-BK).
Always check these parallel ground wires. Make sure to repair or replace any that are found open.
Expected Result:
The resistance is less than 5 ohms.
Results:
• YES - The resistance is less than 5 ohms. Go to Test Step 4.
• NO - The resistance is not less than 5 ohms.
Repair: The machine harness has failed. There is an open circuit in the machine harness. Repair or replace
the harness.
Go to Test Step 5.
Test Step 4. CHECK THE SENSOR OUTPUT FOR A SHORT CIRCUIT.
A. The disconnect switch and the key start switch remain in the OFF position.
B. The sensor, and the ECM harness connectors, remain disconnected.
C. Remove the jumper wire from the sensor connector.
D. At the J1 ECM harness connector measure resistance from contact J1-4 (wire N789-BU) to all the other
contacts used in both the J1 and J2 ECM harness connectors.
Expected Result:
All measurements are more than 5000 ohms.
Page 3 of 4
Results:
• YES - All measurements are more than 5000 ohms. Go to Test Step 5.
• NO - All measurements are not more than 5000 ohms. There is a short circuit in the machine harness.
Go to Test Step 5.
Test Step 5. CHECK IF THE DIAGNOSTIC CODE IS STILL ACTIVE.
A. Reconnect all disconnected machine harness connectors. Make sure that all the connectors are fully seated.
Observe that the clips for each connector are securely fastened.
B. Turn the key start switch and the disconnect switch to the ON position.
Expected Result:
Results:
• YES - The CID 0171 FMI 03 diagnostic code is no longer active and does not exist at this time.
Repair: The cause for the diagnostic code has been corrected. Return the machine back to normal
operations.
STOP
• NO - The CID 0171 FMI 03 diagnostic code is still active. The problem has not been corrected. The ECM
may have failed.
problem was again not found, and the original code is still active, the machine ECM may have failed.Prior
to replacing an ECM, always contact your Dealership Technical Communicator for possible consultation
with Caterpillar, or with the Dealer Solutions Network. This consultation may greatly reduce repair time. If
the ECM needs to be replaced, see Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161814
MID 039 - CID 0171 - FMI 04

SMCS - 1928-038
Ambient Air Temperature sensor schematic
This diagnostic code is for the Ambient Air Temperature sensor. An FMI 04 indicates the machine ECM has
determined the sensor output signal voltage is below the normal limit.
• The sensor may have failed.
• The sensor output signal circuit may be shorted to ground.
• The machine ECM may have failed, but is unlikely.
Page 1 of 3
System Response:
This failure may cause the Ambient Air Temperature sensor to indicate a maximum temperature, either
constantly, or intermittently.
Test Step 1. CHECK THE SENSOR THE ECM, AND THE MACHINE HARNESS.
B. Disconnect the machine harness connector from the Ambient Air Temperature sensor.
C. Turn the key start switch and the disconnect switch to the ON position.
D. Observe the status of the diagnostic code.
Expected Result:
The CID 0171 FMI 04 code remains active.
Results:
• YES - The CID 0171 FMI 04 code remains active. The sensor is not the problem. Go to Test Step 2.
• NO - The CID 0171 FMI 04 code is no longer active and has been replaced by an active CID 0171 FMI 04
diagnostic code. The sensor has failed.
Go to Test Step 3.
Test Step 2. CHECK THE SENSOR OUTPUT WIRE FOR A GROUND SHORT.
B. The sensor remains disconnected from the harness connector.
C. Disconnect both the J1 and J2 ECM harness connectors from the ECM.
D. At the J1 harness connector for the ECM, measure the resistance from contact J1-4 (N789-BU) to all of the
other contacts used in both the J1 and J2 ECM harness connectors.
Expected Result:
STOP.
Results:
• YES - Each resistance is more than 5000 ohms. Go to Test Step 3.
• NO - A resistance is less than 5000 ohms. There is a short circuit in the machine harness.
Page 2 of 3
Repair: Repair or replace the machine harness.
Go to Test Step 3.
A. Reconnect all harness connectors. Make sure that all connectors are fully seated. Observe that the clips for
Expected Result:
The CID 0171 FMI 04 code is not active.
Results:
• YES - The CID 0171 FMI 04 code is no longer active and does not exist at this time.
operations.
STOP
solenoid circuit.Perform a "wiggle test" on the solenoid circuit of the machine wiring harness, using the
are fully seated. Observe that the clips for each connector are securely fastened. Perform Test Step 3 again.
If the problem has NOT been found, and this diagnostic code is still active, the ECM may have failed.Prior
STOP
Page 3 of 3
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05259917
MID 039 - CID 0190 - FMI 08

SMCS - 1907-038
(Engine Speed Sensor - Abnormal Frequency, Pulse Width, or Period)
Engine Speed sensor circuit schematic
This diagnostic code is for the Engine Speed sensor. This sensor is located near the top of the flywheel housing.
The Machine ECM monitors the input signals from the speed sensor in order to determine the rotation speed of
the flywheel. The frequency of the sensor output signal varies as the teeth on the flywheel pass the sensor. The
frequency of the sensor output signal is proportional to the speed of the flywheel.
An FMI 8 diagnostic code indicates the machine ECM has determined the sensor output signal has an abnormal
frequency, pulse width, or period.
Page 1 of 4
• Speed sensor air gap is out of adjustment
• Failed or damaged speed sensor
• Open wire connections or intermittent open connections in the speed sensor circuit
• Shorted wire connections or intermittent shorted connections in the speed sensor circuit
• Failed machine ECM. ECM failure is most unlikely
correct the problem and verify that the 190-8 diagnostic code is still active, before performing the following
procedures.
Note: The engine must be running in order for this diagnostic code to be active.
Test Step 1. CHECK THE SENSOR CIRCUIT FOR AN OPEN WIRE
A. Turn the key start switch to the OFF position.
B. Disconnected the machine harness connector from the Engine Speed sensor.
C. In the harness connector for the sensor, place a jumper wire between the contact for terminal 1 (wire 788-
YL) and the contact for terminal 2 (wire A762-PU) in the sensor connector.
D. Disconnect both the J1 and J2 harness connectors from the machine ECM.
E. At the J2 ECM harness connector, measure the resistance between contact J2-16 (wire 788-YL) and contact
J2-25 (wire A762-PU) of the J2 ECM harness connector.
Expected Result:
The resistance is 5 ohms or less.
Results:
• YES - The resistance is 5 ohms or less. Go to Test Step 2.
• NO - The resistance is not less than 5 ohms. There is an open wire in the sensor circuit.
Go to Test Step 4.
Test Step 2. CHECK THE SENSOR OUTPUT FOR A SHORT CIRCUIT
B. The sensor, and both ECM harness connectors, remain disconnected.
C. Remove the jumper wire from the connector.
Page 2 of 4
D. At the J2 ECM harness connector, measure resistance from contact J2-16 (wire 788-YL) to all the other
E. Again at the J2 ECM harness connector, measure resistance from contact J2-25 (wire A762-PU) to all the
other contacts used in both the J1 and J2 ECM harness connectors.
Expected Result:
Results:
• NO - All measurements are not more than 5000 ohms. There is a short circuit in the harness.
Go to Test Step 3.
Test Step 3. CHECK THE SENSOR
A. The keyswitch and the disconnect switch remain in the OFF position.
B. Remove and inspect the sensor. Perform the adjustment procedure . See Testing and Adjusting, "Speed
Sensor - Adjust" and follow the inspection and adjustment steps.
Note: Replace the sensor if the magnetic pickup tip looks damaged or has metal embedded into the tip. If
damage can be seen to the gear teeth, remove the pump for further inspection of the flywheel and rear gear
train. Refer to Disassembly and Assembly, "Pump Drive Group - Remove".
C. If suspect, replace the sensor and perform the adjustment for the replacement sensor.
D. Turn the keyswitch and the disconnect switch to the ON position.
E. Start the engine.
F. Monitor the status of the diagnostic code.
Expected Result:
The diagnostic code moves from active to logged.
Results:
• OK - The diagnostic code moves from active to logged. Sensor failure / incorrect adjustment was the cause
of the fault.
Repair: Leave the replacement sensor installed.
STOP
• NOT OK - The diagnostic code remains active.
Repair: Reinstall the original sensor. Refer to Testing and Adjusting, "Speed Sensor - Adjust" to repeat the
procedure.
Proceed to test step 4
Page 3 of 4
E. Check the status of the 190-8 diagnostic code.
Expected Result:
The 190-8 diagnostic code is not active.
Results:
• YES - The 190-8 diagnostic code is no longer active and does not exist at this time.
operations.
STOP
• NO - The 190-8 diagnostic code is still active. The problem has not been corrected. The ECM may have
failed.
battery acid, or chafing. Refer to Testing and Adjusting , "Electrical Connector - Inspect ".Perform a 45 N
(10 lb.) pull test on each of the wires that are associated with the sensor circuit. Perform a "wiggle test" on
the sensor circuit of the machine wiring harness, using the Caterpillar Electronic Technician service tool.
The "wiggle test" can be used to detect open or shorted connections in the machine wiring harness.
Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips for
each connector are fastened. Perform Test Step 5 again. If the problem was again not found, and the
original code is still active, the machine ECM may have failed.Prior to replacing an ECM, always contact
your Dealership Technical Communicator for possible consultation with Caterpillar®. This consultation
may greatly reduce repair time. If the ECM needs to be replaced, see Testing and Adjusting, "Electronic
STOP
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03996494
MID 039 - CID 0246 - FMI 12

SMCS - 7610-038-MCH
Page 1 of 4
Schematic of the CAN Data Link Circuit
This diagnostic code is recorded when the Monitor does not receive expected information from the machine ECM
for more than 5 seconds.
For machines equipped with the E-Fence feature, reference Troubleshooting, "E-Ceiling and Cab
Avoidance - Troubleshoot"
System Response:
This failure results in events that are logged against an ECM that cannot be explained directly. The Monitor
cannot communicate with the Machine ECM, or the ECM appears to communicate intermittently with the
Monitor.
Test Step 1. CHECK THE HARNESS FOR A SHORT TO GROUND.
A. The key start switch and the disconnect switch remain in the OFF position.
B. Disconnect the machine harness from all electronic control modules that use the CAN Data Link.
C. At the machine harness connector for the ECM, measure the resistance between the frame ground and the
CAN Data Link circuits (contacts J2-50 and J2-51).
Expected Result:
The resistance measurement should be greater than 5000 ohms.
Results:
• YES - The resistance is greater than 5000 ohms. The harness circuit resistance is correct. Proceed to Test
Step 2.
• NO - The resistance is less than 5000 ohms.
Repair: The machine harness has failed. There is a short between the CAN Data Link circuit and frame
ground in the machine harness. Repair, or replace, the machine harness.
STOP
Test Step 2. CHECK THE HARNESS FOR A SHORT TO A VOLTAGE SOURCE.
B. All related control modules remain disconnected from the machine harness.
Page 2 of 4
C. At the harness for the ECM, measure the resistance between the +battery circuit (contact J1-1) and the CAN
Data Link (contacts J2-50 and J2-51).
Expected Result:
The resistance is greater than 5000 ohms.
Results:
• OK - The resistance is greater than 5000 ohms. The harness circuit resistance is correct. Proceed to Test
Step 3.
• NOT OK - The resistance is less than 5000 ohms.
Repair: The harness has failed. There is a short between the +battery contact and the CAN Data Link
circuit in the machine harness. Repair, or replace, the machine harness.
STOP
Test Step 3. CHECK FOR AN OPEN IN THE HARNESS.
C. Check the continuity of the CAN Data Link circuit in the machine harness.
D. Measure the resistance between the contact J2-50 of the Machine ECM (wire 251-YL) and the
corresponding connection (wire 251-YL) of the switch panel. Measure the resistance between the Machine
ECM and the connection of the Monitor.
E. Measure the resistance from contact J2-51 (wire 261-GN) and the corresponding connection (wire 261-GN)
of the switch panel and the "Monitor".
Expected Result:
Each resistance measurement is less than 5 ohms.
Results:
• YES - Each resistance measurement is less than 5 ohms.
Repair: The CAN Data Link circuit in the machine harness is correct. The ECM has failed. Is unlikely that
the ECM has failed. If you have not inspected the harness connectors in a previous Test Step, do that now.
Clean the contacts of the harness connectors. Check the wires for damage to the insulation caused by
excessive heat, battery acid, or chafing.Perform a 45 N (10 lb.) pull test on each of the wires that are
associated with the solenoid circuit.Perform a "wiggle test" on the solenoid circuit of the machine wiring
harness, using the Caterpillar Electronic Technician service tool. The "wiggle test" can be used to detect
open or shorted connections in the machine wiring harness.Reconnect all harness connectors. Make sure
that the connectors are fully seated. Observe that the clips for each connector are securely fastened. Perform
Test Step 4 again. If the problem has NOT been found, and this diagnostic code is still active, the ECM may
have failed.Prior to replacing an ECM, always contact your Dealership Technical Communicator for
possible consultation with Caterpillar, or with the Dealer Solutions Network. This consultation may greatly
reduce repair time. If the ECM needs to be replaced, see Testing and Adjusting, "Electronic Control
STOP
Page 3 of 4
• NO - Any resistance measurement is greater than 5 ohms.
Repair: The machine harness has failed. The CAN Data Link circuit is open in the machine harness.
Repair, or replace, the machine harness.
STOP
Page 4 of 4
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02414869
MID 039 - CID 0247 - FMI 12

SMCS - 7610-038-MCH
• The Electronic Control Module (ECM) detects an unexpected loss of a continuous J1939 speed signal on
the J1939 data link.
• The expected continuous speed signal has never been received on the J1939 data link.
Check the configuration of the ECM. If the ECM for the engine has been incorrectly configured to expect a
continuous J1939 speed signal, remove "Continuous" for the J1939 speed signal on the main "J1939" screen on
the electronic service tool.
Test Step 1. Perform the following diagnostic procedure: "

Use the OEM information to determine the machine ECM that provides the continuous speed signal. Refer to the
troubleshooting procedures from the OEM to diagnose the faulty speed signal."
Results:
• OK - STOP
Page 1 of 1
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03917813
MID 039 - CID 0248 - FMI 12

SMCS - 7610-038-MCH
Page 1 of 4
This diagnostic code is recorded when the ECM does not receive expected information. The information from the
Cat Data Link indicates the abnormal values in the readout. The possible causes of this diagnostic code are listed
below. The causes are listed in order of probability:
• Poor electrical connection at a machine harness connector
• The circuit for the Cat Data Link in the machine harness is shorted to ground.
• The circuit for the Cat Data Link in the machine harness is shorted to a power supply source.
• The circuit for the Cat Data Link in the machine harness is open.
System Response:
The machine response is listed:
• The service tool cannot detect the ECM.
• The communication that is related to the codes is indicated by another ECM.
Note: The Machine ECM is equipped with LED indicators that serve as a self-diagnostic check. With the key start
switch in the ON position, the technician can observe the status of the indicator lights. If the technician observes
that all of the LED lights are OFF, power is not being supplied to the Machine ECM. The technician should
proceed to check the power supply to the Machine ECM. If the technician observes that the yellow LED is ON, a
communication error exists at the "CAN1" circuit. The Machine ECM may not be loaded with software if the
yellow LED is flashing. The Machine ECM must be replaced if the red LED is flashing.
Note: Ensure that the diagnostic code is active.
Test Step 1. CHECK FOR OTHER CODES.
A. Check for other diagnostic codes that are related to the Cat Data Link.
Expected Result:
There are other diagnostic codes that are showing.
Results:
• YES - Exit this procedure and perform the other procedures for the diagnostic codes that are shownSTOP
• NO - There are not any other diagnostic codes that are shown. Proceed to Test Step 2.
Test Step 2. INSPECT THE HARNESS CONNECTORS.
B. Inspect the connections for the machine harness that are related to the Cat Data Link.
Page 2 of 4
C. Make sure that connectors are clean and tight.
Expected Result:
The machine harness is correct.
Results:
• OK - The machine harness is correct. Proceed to Test Step 3.
• NOT OK - The machine harness is not correct.
STOP
B. Disconnect the machine harness from all the electronic control modules that use the Cat Data Link.
C. At the machine harness connector for the ECM, measure the resistance between frame ground and the
circuits of the Cat Data Link, contacts J1-33 (wire 893-GN) and J1-43 (wire 892-BR).
Expected Result:
Results:
• YES - The resistance is greater than 5000 ohms. The harness circuit resistance is correct. Proceed to Test
Step 4.
• NO - The resistance is less than 5000 ohms. The machine harness has failed. There is a short between the
frame ground and the Cat Data Link circuit in the machine harness.
STOP
Test Step 4. CHECK FOR A SHORT TO A POWER SUPPLY SOURCE.
C. At the machine harness connector for the ECM, measure the resistance between the +battery circuit J1-1
and J1-13 (wire 184-RD) and the circuits of the Cat Data Link, contacts J1-33 (wire 893-GN) and J1-43
(wire 892-BR).
Expected Result:
Results:
Page 3 of 4
Step 5.
• NOT OK - The resistance is less than 5000 ohms. The machine harness has failed. There is a short circuit.
The short circuit is between the +battery and the circuit for the "Cat Data Link" in the machine harness.
STOP
Test Step 5. CHECK FOR AN OPEN HARNESS.
C. Check the continuity of the Cat Data Link circuit in the machine harness.
D. Measure the resistance from the connector contacts J1-33 (wire 893-GN) and J1-43 (wire 892-BR) of the
ECM to the connector for each of the related circuits for the other electronic control modules.
Expected Result:
Results:
• YES - The resistance is less than 5 ohms. The Cat Data Link circuit in the machine harness is correct.
Repair: Is unlikely that the ECM has failed. Exit this procedure and perform this procedure again. Also,
recheck if the diagnostic code is active. If the cause of the diagnostic code is not found, replace the ECM.
See Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
• NO - The resistance is greater than 5 ohms. The machine harness has failed. The Cat Data Link circuit is
open in the machine harness.
STOP
Page 4 of 4
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03917949
MID 039 - CID 0254 - FMI 12

SMCS - 7610-038-MCH
This diagnostic code is for the Machine ECM.
This diagnostic code is recorded when the ECM reads a problem that is internal to the ECM.
Test Step 1.
Results:
• OK - This diagnostic code can only be caused if the ECM is faulty.
Repair: Replace the Machine ECM. See Testing and Adjusting, "Electronic Control Module (ECM) -
Replace".
STOP
Page 1 of 1
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161815
MID 039 - CID 0262 - FMI 06

SMCS - 1439-038
ECM +5 VDC sensor supply circuit schematic
This diagnostic code is for the ECM +5 VDC sensor supply. An FMI 06 indicates the ECM has determined the
current of the ECM +5 VDC Sensor supply circuit is above normal.
Page 1 of 4
• The +5 VDC supply output shorted to ground.
• A failed sensor in the +5 VDC supply circuit.
• A failed machine ECM, but is most unlikely.
System Response:
Components that receive power from the +5 VDC sensor supply will not be available.
Test Step 1. CHECK THE SENSOR VOLTAGE.
B. Do not disconnect any of the machine harnesses at this time. Check for +5 VDC at the harness connector of
every sensor suplied by the ECM +5 VDC power supply.
Expected Result:
The voltage at each sensor is 5.0 ± 0.5 DCV.
Results:
• YES - The voltage at each sensor is 5.0 ± 0.5 DCV. Check if the diagnostic code is still active. If the code
is still active, go to Test Step 2.
• NO - The voltage at one or more of the sensors is not 5.0 ± 0.5 DCV. There is a problem with the ECM +5
VDC voltage supply.
Repair: Refer to the complete electrical schematics for the machine. Investigate and repair the +5 VDC
power supply problem.
the diagnostic code is still active, goo to Test Step 2.
Test Step 2. CHECK THE SENSORS.
B. One at a time disconnect and reconnect each and every sensor supplied by the ECM +5 VDC sensor power
supply.
C. While each sensor is disconnected, check the status of the CID 0262 FMI 06 diagnostic code.
Expected Result:
The CID 0262 FMI 06 diagnostic code remains active while each sensor is disconnected and reconnected.
Results:
Page 2 of 4
• YES - The CID 0262 FMI 06 diagnostic code remains active while each sensor is disconnected and
reconnected. None of the sensors are causing the problem. Go to Test Step 3.
• NO - While one of the sensors is disconnected, the CID 0262 FMI 06 diagnostic code becomes inactive.
That sensor is causing the problem.
Repair: Replace that sensor.
Go to Test Step 4.
B. Disconnect both the J1 and J2 ECM harness connectors from the machine ECM.
C. At the J1 machine harness connector for the ECM, measure resistance from contact J1-5 (sensor supply)
A760-GY to all possible sources of ground in both the J1 and J2 ECM harness connectors.
Expected Result:
Each measurement is more than 5000 ohms.
Results:
• YES - Each resistance measurement is greater than 5000 ohms. Go to Test Step 4.
• NO - A resistance measurement is less than 5000 ohms. There is a short circuit in the machine harness.
Go to Test Step 4.
A. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips for
Expected Result:
Results:
• YES - The CID 0262 FMI 06 diagnostic code is no longer active. The code does not exist at this time.
operations.
STOP
Page 3 of 4
problem has again not been found, and the original code is still active, the ECM may have failed.Prior to
STOP
Page 4 of 4
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755057
MID 039 - CID 0271 - FMI 06

SMCS - 7407-038
Schematic of Action alarm and "Monitor" module
This diagnostic code is recorded when the "Monitor" module determines that the current of the action alarm is
above normal. The "Monitor" module indicates the fault to the Machine ECM over the CAN Data Link.
Page 1 of 3
• The energize circuit of the action alarm is shorted to ground.
• The action alarm has failed.
Note: The following test procedure may create other diagnostic codes. Ignore these created diagnostic codes and
clear these diagnostic codes when the original diagnostic code has been corrected. Ensure that the diagnostic
code of CID 0271 FMI 06 is active before performing this procedure.
Note: Use the 146-4080 Digital Multimeter for the measurements in this procedure.
Test Step 1. CHECK THE ACTION ALARM.
A. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
C. Disconnect the action alarm with the active diagnostic code from the machine harness.
Expected Result:
The status of CID 0271 FMI 06 diagnostic code changes when the action alarm is disconnected.
Results:
• YES - The status of CID 0271 FMI 06 diagnostic code changes when the action alarm is disconnected. The
circuit is correct.
Repair: The action alarm has failed. Repeat this test "CHECK THE ACTION ALARM" in order to verify
the failure of the action alarm. Replace the action alarm.
STOP
• NO - The CID 0271 FMI 06 diagnostic code remains active. Proceed to Test Step 2.
Test Step 2. CHECK THE ENERGIZE CIRCUIT OF THE ACTION ALARM FOR A SHORT TO
GROUND.
B. The action alarm remains disconnected from the machine harness.
C. Disconnect the machine harness connector(s) from the ECM.
D. At the machine harness connector, measure the resistance from the signal contact 12 (wire 410-WH) to all
contacts that are used in the connectors of the machine harness for the ECM.
Expected Result:
Results:
• OK - Each resistance measurement is greater than 5000 ohms. The machine harness is correct. Proceed to
Test Step 3.
Page 2 of 3
• NOT OK - Each resistance measurement is not greater than 5000 ohms. There is a short in the machine
harness. The short is between contact 12 (wire 410-WH) and the circuit with the low resistance
measurement.
STOP
Test Step 3. CHECK IF THE DIAGNOSTIC CODE REMAINS.
A. Inspect the harness connectors. Clean the contacts of the harness connectors.
Expected Result:
Results:
Repair: It is unlikely that the "Monitor" module has failed. Exit this procedure and perform this procedure
again. Refer to the Electrical System Schematic for this machine and check all involved wiring harness
connectors and wiring. Ensure that the connector contacts are clean and that the connector contacts are in
good condition. Ensure that all wiring of the machine harness is intact and that all wiring of the machine
harness is in good condition. If the cause of this diagnostic code is not found, replace the "Monitor"
module.
STOP
STOP
Page 3 of 3
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04450529
MID 039 - CID 0291 - FMI 03

SMCS - 1359-038-OD
Schematic of the "Variable Fan Speed Control" Solenoid
This diagnostic code is associated with the "Variable Fan Speed Control" Solenoid. The FMI 03 means that the
ECM has determined that the voltage of the solenoid circuit is above normal. The solenoid is within the "ATCH
Viscus Clutch".
Page 1 of 3
• The energize circuit of the solenoid is shorted to the +battery circuit.
Before performing this procedure, inspect the harness connectors that are involved in the circuit. Poor
connections can often be the cause of a problem in an electrical circuit. Verify that all connections in the
circuit are clean, that all connections are secure and that all connections are in good condition. If a problem
with a connection is found, correct the problem and verify that this diagnostic code is active before
performing this procedure.
Note: Use a Digital Multimeter for the measurements in the procedure.
System Response:
A level 1 warning will be generated.
Test Step 1. CHECK THE ENERGIZE CIRCUIT OF THE SOLENOID FOR A SHORT TO THE
+BATTERY CIRCUIT.
A. Turn the key start switch and the disconnect switch to the ON position.
Note: Use a wire removal tool to remove the appropriate wires from the machine harness connector for the
ECM.
B. Remove the wire for the solenoid signal (H746-YL) of the connector contact J1-7 for the Machine ECM.
C. Measure the voltage from the wire for the solenoid signal (H746-YL) to frame ground.
D. Remove the wire for the solenoid return (A209-BK) of the connector contact J2-18 for the Machine ECM.
E. Measure the voltage from the wire for the solenoid return (A209-BK) to frame ground.
Expected Result:
The voltage is 0 VDC.
Results:
• OK - The voltage is 0 VDC. There are no shorts in the wires. Proceed to Test Step 2.
• NOT OK - There is the presence of a voltage in a wire. The short is in the wire with a measured voltage.
The machine harness has failed.
Page 2 of 3
STOP
E. Determine if the CID 0291 FMI 03 is active.
Expected Result:
The CID 0291 FMI 03 is active.
Results:
• YES - The CID 0291 FMI 03 is active. The problem has not been corrected. The ECM may have failed.
Repair: If the cause of the problem is not found, contact the Technical Communicator for your dealership
for possible consultation with Caterpillar. This consultation may greatly reduce repair time. If the ECM
requires replacement, see Troubleshooting, "Electronic Control Module (ECM) - Replace".
STOP
• NO - The CID 0291 FMI 03 is not active. The problem does not exist at this time.
STOP
Page 3 of 3
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04450549
MID 039 - CID 0291 - FMI 05

SMCS - 1359-038-OD
Schematic of the "Variable Fan Speed Control" Solenoid
This diagnostic code is associated with the "Variable Fan Speed Control" Solenoid. The FMI 05 indicates that the
ECM has determined that an open connection exists in the circuit for the solenoid. This solenoid is located within
the "ATCH Viscus Clutch".
Page 1 of 4
• The energize circuit of the solenoid is open.
• The return circuit of the solenoid is open.
• The solenoid has failed.
Note: The following procedure may create other diagnostic codes. Ignore these created diagnostic codes and clear
these diagnostic codes when the original diagnostic code has been corrected.Ensure that the diagnostic code of
CID 0291 FMI 05 is active before performing this procedure.
Note: Use a Digital Multimeter for the measurements in this procedure.
System Response:
Test Step 1. CHECK THE SOLENOID.
A. Turn the disconnect switch and the key start switch to the ON position. DO NOT start the engine.
B. Disconnect the solenoid with the active diagnostic code from the machine harness.
C. At the machine harness connector for the "ATCH Viscus Clutch", place a jumper wire from contact 3 (wire
H746-YL) to contact 2 (wire A209-BK).
D. Observe the status of the CID 0291 FMI 05.
Expected Result:
The CID 0291 FMI 05 remains active when the jumper wire is installed.
Results:
• YES - The diagnostic code of FMI 05 is active. The jumper wire does not affect the diagnostic code.
• NO - The diagnostic code changes from FMI 05 to FMI 06.
Repair: The solenoid has failed. Replace the solenoid. Verify that the new solenoid corrects the problem.
Page 2 of 4
STOP
B. Disconnect the machine harness connector(s) from the ECM.
C. The jumper wire that was installed in the previous Test Step remains.
D. At the machine harness connector for the ECM, measure the resistance from signal contact J1-7 (wire H746
-YL) to contact J2-18 (wire A209-BK).
Expected Result:
The resistance should be less than 5.0 ohms.
Results:
• OK - The resistance is less than 5.0 ohms. The machine harness is correct. Proceed to Test Step 3.
• NOT OK - The resistance is greater than 5000 ohms. The resistance measurement is not correct. There is
an open circuit in the machine harness.
Repair: The open connection is in the wire with the resistance that is measured at more than 5000 ohms.
The open is in either signal wire (H746-YL) or return wire (A209-BK) of the machine harness. Repair the
machine harness or replace the machine harness.
STOP
A. Inspect the contacts of the harness connectors and clean the harness connectors.
E. Check the status of the CID 0291 FMI 05.
Expected Result:
Results:
• YES - The CID 0291 FMI 05 is active. The diagnostic code has not been corrected. The ECM may have
failed.
STOP
• NO - The CID 0291 FMI 05 is not active. The diagnostic code does not exist at this time.
Page 3 of 4
Repair: The initial diagnostic code was probably caused by a poor electrical connection at one of the
STOP
Page 4 of 4
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04450551
MID 039 - CID 0291 - FMI 06

SMCS - 1359-038-OD
Schematic of the "Variable Fan Speed Control" solenoid
This diagnostic code is associated with the "Variable Fan Speed Control" solenoid. The FMI 06 means that the
ECM has determined that there is a short to ground in the solenoid circuit. This solenoid is located within the
"ATCH Viscus Clutch".
Page 1 of 4
• The energize circuit of the solenoid is shorted to ground.
Note: Use a Digital Multimeter for the measurements in this procedure.
System Response:
A. Turn the disconnect switch and the key start switch to the ON position. DO NOT start the engine.
C. Observe the status of the diagnostic code.
Expected Result:
CID 0291 FMI 06 changes to CID 0291 FMI 05 when the solenoid is disconnected.
Results:
• YES - CID 0291 FMI 06 changes to CID 0291 FMI 05 when the solenoid is disconnected. The circuit is
correct.
Repair: The solenoid has failed. Replace the solenoid. Verify that the new solenoid corrects the problem.
STOP
• NO - The CID 0291 FMI 06 remains active. Proceed to Test Step 2.
Test Step 2. CHECK THE ENERGIZE CIRCUIT OF THE SOLENOID FOR A SHORT TO GROUND.
Page 2 of 4
B. The solenoid remains disconnected from the machine harness.
C. Disconnect the machine harness connectors from the ECM.
D. At the machine harness connector, measure the resistance from the signal contact J1-7 (wire H746-YL) to
all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
• OK - Each resistance is greater than 5000 ohms. The machine harness is correct. Proceed to Test Step 3.
harness. The short is between contact J1-7 (wire H746-YL) and the circuit with the low resistance
measurement.
STOP
A. Inspect the harness connectors. Clean the contacts of the harness connectors. Check the wires for damage to
the insulation that is caused by excessive heat, corrosion, or chafing.
B. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the circuit.
C. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips for
each connector are completely fastened.
E. Operate the machine.
F. Check the status of CID 0291 FMI 06.
Expected Result:
Results:
• YES - The CID 0291 FMI 06 is active. The diagnostic code has not been corrected. The ECM may have
failed.
STOP
• NO - The diagnostic code has not been corrected.
Page 3 of 4
STOP
Page 4 of 4
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755083
MID 039 - CID 0362 - FMI 03

SMCS - 1359-038; 5479-038
Schematic of the "Radiator Fan Speed Viscus" clutch
This diagnostic code is associated with the "Radiator Fan Speed Viscus" clutch. The FMI 03 diagnostic code
means that the ECM has determined that the voltage of the clutch circuit is above normal.
The possible causes of the diagnostic code are listed below:
Page 1 of 3
• The clutch has failed.
• The energize circuit of the clutch is shorted to the +battery circuit.
System Response:
The diagnostic code of CID 0362 FMI 03 will be logged in the internal memory of the Machine ECM.
Test Step 1. CHECK THE ENERGIZE CIRCUIT OF THE CLUTCH FOR A SHORT TO THE
+BATTERY CIRCUIT.
B. Disconnect the machine harness connectors from the solenoid and the ECM.
C. At the machine harness connector for the ECM, measure the resistance from contact J2-24 (wire G834-PU)
to all contacts that are used in the machine harness connectors for the Machine ECM.
Expected Result:
Results:
Test Step 2.
harness. The short is between J2-24 (G834-PU) and the circuit that has a low resistance measurement.
STOP
E. Determine if the CID 0362 FMI 03 diagnostic code is active.
Expected Result:
Page 2 of 3
Results:
• YES - The CID 0362 FMI 03 diagnostic code is active. The problem has not been corrected. The ECM may
have failed.
STOP
• NO - The CID 0362 FMI 03 diagnostic code is not active. The problem does not exist at this time.
STOP
Page 3 of 3
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755194
MID 039 - CID 0362 - FMI 05

SMCS - 1359-038; 5479-038
means that the ECM has determined that an open in the circuit exists.
Page 1 of 3
• The energize circuit of the clutch is open.
• The return circuit of the clutch is open.
Test Step 1. CHECK THE CLUTCH.
B. Disconnect the clutch with the active diagnostic code from the machine harness.
C. At the machine harness connector for the clutch, place a jumper wire from contact 1 (wire G834-PU) to
contact 2 (wire H747-BR).
D. Observe the status of the CID 0362 FMI 05 diagnostic code.
Expected Result:
Results:
• YES - The diagnostic code remains active. The jumper wire does not affect the diagnostic code. Proceed to
Test Step 2.
• NO - The diagnostic is no longer active. The clutch has failed.
Repair: The clutch has failed. Repeat this Test Step "CHECK THE CLUTCH" in order to verify the clutch
failure. Replace the clutch. Verify that the new clutch corrects the problem.
STOP
B. Disconnect the machine harness connector(s) from the Machine ECM.
C. The jumper wire that was installed in the previous Test Step remains in place.
D. At the machine harness connector, measure the resistance from signal contact J2-24 (wire G834-PU) to
contact J2-22 (wire H747-BR).
Expected Result:
Results:
Page 2 of 3
• OK - The resistance is less than 5 ohms. The machine harness is correct. Proceed to Test Step 3.
• NOT OK - The resistance is greater than 5 ohms. The resistance measurement is not correct. There is an
open circuit in the machine harness.
Repair: The open is in wire G834-PU or in wire H747-BR of the machine harness. Repair the machine
harness or replace the machine harness.
STOP
Expected Result:
Results:
STOP
STOP
Page 3 of 3
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Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755202
MID 039 - CID 0362 - FMI 06

SMCS - 1359-038; 5479-038
means that the ECM has determined that there is a short to ground in the circuit.
Page 1 of 3
• The energize circuit of the clutch is shorted to ground.
Test Step 1. CHECK THE CLUTCH.
C. Disconnect the "Fan Speed Viscus" clutch from the machine harness.
Expected Result:
The CID 0362 FMI 06 diagnostic code changes to a CID 0362 FMI 05 diagnostic code when the clutch is
disconnected.
Results:
• YES - The CID 0362 FMI 06 diagnostic code changes to a CID 0362 FMI 05 diagnostic code when the
clutch is disconnected. The circuit is correct.
Repair: The clutch has failed. Repeat this test "CHECK THE CLUTCH" in order to verify the clutch
failure. Replace the clutch.
STOP
Test Step 2. CHECK THE ENERGIZE CIRCUIT OF THE CLUTCH FOR A SHORT TO GROUND.
B. The clutch remains disconnected from the machine harness.
D. At the machine harness connector, measure the resistance from the signal contact J2-24 (wire G834-PU) to
all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
Test Step 3.
Page 2 of 3
harness. The short is between J2-24 (wire G834-PU) and the circuit with the low resistance measurement.
STOP
A. Inspect the harness connectors and clean the contacts of the harness connectors.
Expected Result:
Results:
cause of the diagnostic code is not found, replace the Machine ECM. See Testing and Adjusting,
"Electronic Control Module (ECM) - Replace".
STOP
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05422816
MID 039 - CID 0374 - FMI 03

SMCS - 5059-038-ZWB; 5479-038-ZWB
Schematic of the Swing Brake solenoid for machine models 311D, 312D, 314D, 315D, and 319D.
Page 1 of 4
Schematic of the Swing Brake Cancel solenoid for machine models 312D2, 313D2, and 318D2. (Note change in signal wire for this
schematic.)
This diagnostic code is associated with the Swing Brake solenoid. An FMI 03 diagnostic code means the ECM
has determined the voltage of the solenoid circuit is above normal.
• The Swing Brake solenoid energize circuit has shorted to a voltage source.
• The Machine ECM may have failed, but this situation is unlikely.
correct the problem, and verify that diagnostic code CID 0374 FMI 03 is still active, before performing the
System Response:
Diagnostic code CID 0374 FMI 03 will be logged in the internal memory of the Machine ECM.
Test Step 1. CHECK THE SOLENOID, THE ECM, AND THE CIRCUIT CONNECTIONS IN THE
MACHINE HARNESS.
B. The Backup EPR Valve switch is in the OFF position, if applicable.
C. Disconnect the machine harness connector from the Swing Brake solenoid.
D. At the harness connector for the solenoid, place a jumper wire from contact 1 (K906-GN) to contact 2 (235-
BK) in the connector.
E. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
F. Observe the status of the CID 0374 FMI 03 diagnostic code.
Expected Result:
Page 2 of 4
Results:
• YES - The CID 0374 FMI 03 diagnostic code remains active. The jumper wire did not change the code.
The solenoid is NOT the cause of the problem
Repair: The machine harness has failed, or the ECM may have failed.
Go to Test Step 2.
• NO - The CID 0374 FMI 03 diagnostic code is no longer active, and has been replaced by an active CID
0374 FMI 05 diagnostic code. The ECM has detected a valid diagnostic code.
Repair: The ECM, and the harness connections, are correct. The solenoid has failed. Perform Test Step 1
again, to verify the solenoid failure. Replace the solenoid.
Go to Test Step 3
Test Step 2. CHECK THE SOLENOID ENERGIZE CIRCUIT FOR A SHORT TO A VOLTAGE
SOURCE.
B. The harness connector remains disconnected from the Swing Brake solenoid.
C. The Backup EPR Valve switch is in the OFF position, if applicable.
D. Disconnect the J1 and J2 machine harness connectors from the Machine ECM.
E. At the ECM J2 harness connector, measure the resistance from contact J2-23 (K907-BU or K906-GN) to all
of the other contacts used in the ECM machine harness connectors.
Expected Result:
Results:
• YES - Each resistance is more than 5000 ohms. The machine harness is correct. Go to Test Step 3.
• NO - Each resistance is NOT more than 5000 ohms. There is a short in the harness. The short is between J2
-23 (K907-BU or K906-GN) and the circuit with the low resistance measurement.
Repair: Repair, or replace, the harness.
Go to Test Step 3.
A. Remove any jumper wires still inserted.
B. Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe that the clips for
E. Clear all inactive diagnostic codes.
Page 3 of 4
F. Operate the machine.
G. Check the status of the CID 0374 FMI 03 diagnostic code.
Expected Result:
Results:
• YES - The CID 0374 FMI 03 code is not active. The code does not exist at this time.
normal operations.
STOP
• NO - The CID 0374 FMI 03 diagnostic code is still active. The problem has NOT been corrected.
problem has NOT been found, and this diagnostic code is still active, the ECM may have failed.Prior to
STOP
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05422904
MID 039 - CID 0374 - FMI 05

SMCS - 5059-038-ZWB; 5479-038-ZWB
Schematic of the Swing Brake solenoid for sales models 311D, 312D, 314D, 315D, and 319D.
Page 1 of 6
Schematic of the Swing Brake solenoid for machine models 312D2, 313D2, and 318D2.
has determined the current of the solenoid circuit is below normal.
• The Swing Brake solenoid has failed.
• An open wire in the Swing Brake solenoid circuits.
• The Backup EPR Valve switch has failed, if applicable.
System Response:
MACHINE HARNESS.
D. At the harness connector for the solenoid, place a jumper wire from contact 1 (K906-GN) to contact 2 (235-
BK) on the connector.
E. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
F. Observe the status of the CID 0374 FMI 05 diagnostic code.
Page 2 of 6
Expected Result:
Results:
• YES - The CID 0374 FMI 05 diagnostic code remains active. The jumper wire did not change the code.
The solenoid is NOT the cause of the problem.
Repair: The machine harness has failed, the Backup EPR Valve switch has failed (if applicable), or the
Go to Test Step 2.
Repair: The ECM, and the harness connections, are correct. The solenoid has failed. Perform Test Step 1
Go to Test Step 5.
Test Step 2. CHECK THE SOLENOID CIRCUITS FOR AN OPEN CONNECTION.
C. The jumper wire that was placed into the Swing Brake solenoid harness connector during Test Step 1
remains in place.
D. The Backup EPR Valve switch is in the OFF position, if applicable.
E. Disconnect the J1 and the J2 machine harness connectors from the Machine ECM.
F. At the ECM harness connectors, measure the resistance from contact J2-23 (K907-BU or K906-GN) to
contact J1-2 (235-BK).
Note: A Swing Brake solenoid Ground Return is also found at contact J1-14 (235-BK). Always check
these parallel ground wires. Make sure to repair or replace any that are found open.
Expected Result:
Results:
• YES - The resistance is less than 5 ohms. The machine harness, and the Backup EPR Valve switch, are
correct. Go to Test Step 5.
• NO - The resistance is NOT less than 5 ohms. There is an open in the harness, or the Backup EPR Valve
switch has failed, if applicable. Go to Test Step 3
Test Step 3. CHECK THE MACHINE HARNESS FOR AN OPEN CONNECTION (NOT APPLICABLE
FOR MODELS 312D2, 313D2, OR 318D2).
Page 3 of 6
B. Disconnect the machine harness connector from the Backup EPR Valve switch. The harness connector
remains disconnected from the Swing Brake solenoid. Remove the jumper wire inserted during Test Step 1.
C. At the ECM J2 harness connector, measure the resistance from contact J2-23 (K907-BU) to contact 3
(K907-BU) on the Backup EPR Valve switch harness connector.
D. At the Backup EPR Valve switch harness connector, measure the resistance from contact 2 (K906-GN) to
contact 1 (K906-GN) on the Swing Brake solenoid harness connector.
E. At the Swing Brake solenoid harness connector, measure the resistance from contact 2 (235-BK) to contact
10 (235-BK) on the Backup EPR Valve switch harness connector.
F. At the Backup EPR Valve switch harness connector, measure the resistance from contact 10 (235-BK) to
contact J1-2 (235 -BK) on the ECM J2 harness connector.
Note: A Swing Brake solenoid Ground Return is also found at contact J1-14 (235-BK). Always check these
parallel ground wires. Make sure to repair or replace any that are found open.
Expected Result:
Each measurement is less than 5 ohms.
Results:
• YES - Each measurement is less than 5 ohms. The machine harness connections are correct. The Backup
EPR Valve switch may have failed. Go to Test Step 4.
• NO - Each measurement is NOT less than 5 ohms. There is an open circuit in the harness connections for
the solenoid circuit. The open is on the connection with the high resistance measurement.
Go to Test Step 5.
Test Step 4. CHECK FOR A FAILURE IN THE SWITCH .
Table 1
Switch Position Contacts Results
OFF 2 to 3 Less than 5 ohms
ON 2 to 3 More than 5000 ohms
A. The starter key switch and the disconnect switch remain in the OFF position.
B. Disconnect the Backup EPR Valve switch from the panel.
C. The Backup EPR Valve switch is in the OFF position.
D. Measure the resistance between contact 2 and contact 3 of the switch.
E. Place the Backup EPR Valve switch in the ON position.
F. Again measure the resistance between contact 2 and contact 3 of the switch.
Expected Result:
Page 4 of 6
Each measurement agrees with Table 1.
Results:
• YES - Each measurement agrees with Table 1. The switch is correct. Go to Test Step 5.
• NO - Each measurement does NOT agree with Table 1. The switch has failed.
Repair: Replace the switch.
Go to Test Step 5.
each connector are fastened securely.
C. The Backup EPR Valve switch is in the OFF position.
Expected Result:
The CID 0374 FMI 05 diagnostic code is NOT active.
Results:
• YES - The CID 0374 FMI 05 diagnostic code is not active. The code does not exist at this time.
normal operations.
STOP
STOP
Page 5 of 6
Page 6 of 6
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05422914
MID 039 - CID 0374 - FMI 06

SMCS - 5059-038-ZWB; 5479-038-ZWB
Schematic of the Swing Brake solenoid for sales models 311D, 312D, 314D, 315D, and 319D.
Page 1 of 4
Schematic of the Swing Brake solenoid for models 312D2, 313D2, and 318D2.
has determined the current of the solenoid circuit is above normal.
• The Swing Brake solenoid has failed.
• The Swing Brake solenoid energize circuit is shorted to ground.
• The Machine ECM may have failed. A failure of the Machine ECM is unlikely.
correct the problem, and verify that diagnostic code CID 0374 FMI 06 is still active, before performing the
System Response:
MACHINE HARNESS.
D. Turn the disconnect switch and the key start switch to the ON position. Do not start the engine.
E. Observe the status of the CID 0374 FMI 06 diagnostic code.
Expected Result:
Results:
Page 2 of 4
• YES - The CID 0374 FMI 06 diagnostic code remains active. Disconnecting the solenoid did not change
the code. The solenoid is NOT the cause of the problem.
Repair: The machine harness has failed, or the ECM may have failed.
Go to Test Step 2.
Repair: The ECM, and the harness connections, are correct. The solenoid has failed.Perform Test Step 1
Go to Test Step 3
D. Disconnect the J1 and the J2 machine harness connectors from the Machine ECM.
E. At the ECM J2 harness connector, measure the resistance from contact J2-23 (K907-BU of K906-GN) to all
of the other contacts of the ECM harness connectors.
Expected Result:
Results:
• YES - Each resistance is more than 5000 ohms. The harness is correct. Go to Test Step 3.
• NO - Each resistance is NOT more than 5000 ohms. There is a short in the harness. The short is between J2
-23 (K907-BU or K906-GN) and the circuit with the low resistance measurement.
Go to Test Step 3.
each connector are fastened securely.
Page 3 of 4
Expected Result:
Results:
• YES - The CID 0374 FMI 06 diagnostic code is not active. The code does not exist at this time.
normal operations.
STOP
Cat® Electronic Technician service tool. The "wiggle test" can be used to detect open or shorted
problem has NOT been found, and the original code is still active, the ECM may have failed.Prior to
STOP
Page 4 of 4
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05264022
MID 039 - CID 0544 - FMI 08

SMCS - 1359-038; 1439-038-FM
(Engine Cooling Fan Speed Sensor - Abnormal Frequency, Pulse Width, or Period)
Radiator Fan Speed sensor circuit schematic
Page 1 of 4
This diagnostic code is recorded when the ECM receives intermittent signals from the engine cooling fan speed
sensor (CID 0544) while the engine is running. An FMI 08 diagnostic code indicates the machine ECM has
determined the sensor output signal voltage has an abnormal frequency, pulse width, or period.
This Hall-effect type fan speed sensor is mounted near the center of the viscous fan drive clutch. The fan speed
sensor is not separately serviceable from the fan drive clutch assembly.
The ECM fan speed map uses actual fan speed, coolant temperature, and engine rpm inputs to determine the
targeted fan speed. For more information, refer to Special Instruction, REHS4721, "Operation, Troubleshooting
and Testing of the Viscous Coupling".
Possible causes for this active diagnostic code are:
• Sensor output wire is open
• Sensor output wire is short to +battery
• Sensor output wire is short to ground
• Failed sensor
• Failed viscous clutch
• Failed machine ECM (most unlikely)
correct the problem and verify that the 544-8 diagnostic code is still active, before performing the following
procedures.
Note: Check for other related diagnostic codes before performing the following diagnostic code procedure. If a
248-12 diagnostic code for the data link exists, correct the data link problem. Then view the status of the other
diagnostic codes and correct the other active codes.
System Response:
If a fan speed signal is not supplied to the machine ECM, the fan will default to maximum fan speed.
Test Step 1. CHECK THE SENSOR OUTPUT FOR AN OPEN CIRCUIT
Note: The engine cooling fan speed sensor circuit wires are routed through the viscous fan drive
clutch harness connector.
B. Disconnected the machine harness connector from the Viscus Clutch.
C. In the harness connector for the Viscus Clutch, place a jumper wire between the contact for terminal 1 (wire
G834-PU) and the contact for terminal 2 (wire A209-BK) in the Viscus Clutch harness connector.
D. Disconnect both the J1 and J2 harness connector from the machine ECM.
Page 2 of 4
E. At the ECM harness connectors, measure resistance between contact J1-18 (wire A209-BK) and contact J2-
24 (wire G834-PU) in the ECM harness connectors.
Expected Result:
Results:
• NO - The resistance is not less than 5 ohms. There is an open circuit in the harness.
Go to Test Step 3.
Test Step 2. CHECK THE SENSOR OUTPUT FOR A SHORT CIRCUIT
B. The Viscus Clutch, and both ECM harness connectors, remain disconnected.
C. Remove the jumper wire from the Viscus Clutch harness connector.
D. At the J2 ECM harness connector, measure resistance from contact J2-24 (wire G834-PU) to all the other
Expected Result:
Results:
• NO - All measurements are not more than 5000 ohms. There is a short circuit in the harness.
Go to Test Step 3.
E. Check the status of the 544-8 diagnostic code.
Expected Result:
The 544-8 diagnostic code is not active.
Page 3 of 4
Results:
• YES - The 544-8 diagnostic code is no longer active and does not exist at this time.
operations.
STOP
• NO - The 544-8 diagnostic code is still active. The problem has not been corrected. The fan speed sensor,
viscous clutch, or machine ECM, may have failed.
battery acid, or chafing. Perform a 45 N (10 lb.) pull test on each of the wires that are associated with the
sensor circuit. Perform a "wiggle test" on the sensor circuit of the machine wiring harness, using the
connections in the machine wiring harness. Refer to Testing and Adjusting, "Electrical Connector - Inspect
" in this manual.Reconnect all harness connectors. Make sure that the connectors are fully seated. Observe
that the clips for each connector are fastened. Perform Test Step 3 again. If the problem was not found, and
the original code is still active, the fan speed sensor, viscous clutch, or machine ECM, may have failed. Is
highly recommended that you replace the Fan Drive Assembly first, and then perform Test Step 3
again. Refer to Special Instruction, REHS4721, "Operation, Troubleshooting and Testing of the Viscous
Coupling". Prior to replacing an ECM, always contact your Dealership Technical Communicator for
possible consultation with Caterpillar. This consultation may greatly reduce repair time. If the ECM needs
to be replaced, see Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 4 of 4
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04165709
MID 039 - CID 0581 - FMI 03

SMCS - 5479-038-QY
Page 1 of 3
Power Shift Pressuresolenoid circuit schematic
This diagnostic code is for the Power Shift Pressure solenoid. An FMI 03 diagnostic code indicates the machine
ECM has determined the solenoid circuit voltage is above the normal limit.
• The solenoid energize circuit is shorted to +battery.
• The machine ECM has failed, but is most unlikely.
Note: The following test procedure may create other diagnostic codes. Ignore all the created diagnostic codes
now, but clear all those codes after the cause for the original diagnostic code has been corrected.
Test Step 1. CHECK THE SIGNAL CIRCUIT FOR A SHORT.
B. Disconnect the machine harness from the Power Shift Pressure solenoid.
C. Disconnect both the J1 and J2 harness connectors from the machine ECM.
D. At J2 ECM harness connector, measure resistance from contact J2-4 (wire L969-WH) to all the other
contacts used in both the J1 and J2 ECM Harness connectors.
Expected Result:
Each resistance is greater than 5000 ohms.
Results:
• YES - Each resistance is greater than 5000 ohms. Go to Test Step 2.
• NO - Each resistance is not greater than 5000 ohms. There is a short circuit in the machine harness.
Go to Test Step 2.
Page 2 of 3
Expected Result:
Results:
operations.
STOP
may have failed.
problem is not found, and the original code is still active, the machine ECM may have failed.Prior to
replacing an ECM, contact your Dealership Technical Communicator for consultation with Caterpillar, or
the Dealer Solutions Network. This consultation may greatly reduce repair time. If the ECM needs to be
replaced, see Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161820
MID 039 - CID 0581 - FMI 05

SMCS - 5479-038-QY
Page 1 of 4
Power Shift Pressure solenoid circuit schematic
This diagnostic code is for the Power Shift Pressure solenoid. An FMI 05 diagnostic code indicates the machine
ECM has determined the solenoid circuit current is below normal.
• The Backup Switch has failed.
• There is an open in the solenoid circuit.
• The machine ECM has failed, but is most unlikely.
Test Step 1. CHECK THE SWITCH.
Table 1
Switch State Switch Contacts Status
Active Contacts 5 & 6 and 11 & 12 Closed
Active Contacts 5 & 4 and 11 & 10 Open
Inactive Contacts 5 & 6 and 11 & 12 Open
Inactive Contacts 5 & 4 and 11 & 10 Closed
A. Turn the starter keyswitch and the disconnect switch to the OFF position.
B. Disconnect the Backup Switch from the panel.
C. Toggle the switch from one state to the other. On each of the switch two states, check for continuity on the
switch pins listed on Table 1.
Expected Result:
Both states of the switch continuity agree with table 1.
Results:
• YES - The switch continuity is correct. Go to Test Step 2.
• NO - The switch continuity is not correct. The Backup Switch has failed.
Page 2 of 4
Go to Test Step 4.
A. The disconnect switch and the starter keyswitch remain in the the OFF position.
B. Reconnect the backup switch.
C. Disconnect the machine harness from the Power Shift Pressure solenoid.
D. In the machine harness connector for the solenoid, place a jumper wire from the contact for terminal 1 (wire
A768-BU) to the contact for terminal 2 (wire A769-GY) in the solenoid harness connector.
E. Turn the starter keyswitch and the disconnect switch to the ON position.
F. Observe the status of the CID 0581 FMI 05diagnostic code.
Expected Result:
Results:
• YES - The diagnostic code is active. The solenoid is not the problem. Go to Test Step 3.
• NO - The CID 0581 FMI 05 diagnostic code is not active and has been replaced by an active CID 0581
FMI 05 diagnostic code. The solenoid has failed.
Repair: Replace the solenoid.
Go to Test Step 4.
Test Step 3. CHECK THE SOLENOID CIRCUIT FOR AN OPEN.
A. Turn the starter keyswitch and the disconnect switch to the OFF position.
B. The harness connector remains disconnected from the solenoid.
C. The jumper wire remains in the solenoid harness connector.
D. Disconnect the J2 harness connectors from the machine ECM.
E. At the J2 harness connector, measure resistance from contact J2-4 (wire L969-WH) to J2-20 (wire L968-
OR) in the J2 ECM harness connector.
Expected Result:
Results:
• NO - The resistance is more than 5 ohms. There is an open circuit in the machine harness.
Page 3 of 4
Go to Test Step 4.
Expected Result:
Results:
operations.
STOP
may have failed.
problem is not found, and the original code is still active, the machine ECM may have failed.Prior to
replacing an ECM, contact your Dealership Technical Communicator for consultation with Caterpillar, or
the Dealer Solutions Network. This consultation may greatly reduce repair time. If the ECM needs to be
replaced, see Testing and Adjusting, "Electronic Control Module (ECM) - Replace".
STOP
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04161821
MID 039 - CID 0581 - FMI 06

SMCS - 5479-038-QY
Page 1 of 4
Power Shift Pressure solenoid circuit schematic
This diagnostic code is for the Power Shift Pressure solenoid. An FMI 06 indicates the machine ECM has
determined that the solenoid circuit current is above normal.
• The solenoid energize circuit is shorted to ground.
• The ECM may have failed, but is unlikely.
Table 1
Switch State Switch Contacts Status
Active Contacts 5 & 6 and 11 & 12 Closed
Active Contacts 5 & 4 and 11 & 10 Open
Inactive Contacts 5 & 6 and 11 & 12 Open
Inactive Contacts 5 & 4 and 11 & 10 Closed
B. Disconnect the Backup Switch from the panel.
C. Toggle the switch from one state to the other. On each of the switch two states, check for continuity on the
switch pins listed on Table 1.
Expected Result:
The switch continuity agrees with table 1.
Results:
• YES - The switch continuity is correct. Go to Test Step 2.
• NO - The switch continuity is not correct. The Backup Switch has failed.
Page 2 of 4
Go to Test Step 4.
A. The disconnect switch and the starter keyswitch remain in the OFF position.
B. Reconnect the backup switch.
C. Disconnect the machine harness from the Power Shift Pressure solenoid.
E. Observe the status of the diagnostic code.
Expected Result:
Results:
• YES - The diagnostic code is still active. The solenoid is not causing the problem. Go to Test Step 3.
• NO - The CID 0581 FMI 06 diagnostic code is not active and has been replaced by an active CID 0581
FMI 05 diagnostic code. The solenoid has failed.
Repair: Replace the solenoid.
Go to Test Step 4.
Test Step 3. CHECK THE SOLENOID CIRCUIT FOR A SHORT TO GROUND.
B. The harness connector remains disconnected from the solenoid.
C. Disconnect both the J1 and J2 harness connector from the machine ECM.
D. At the J2 machine harness connector, measure for resistance from contact J2-4 (wire L969-WH) to all
possible sources of ground in both the J1 and J2 ECM harness connectors.
Expected Result:
Each resistance measurement is more than 5000 ohms.
Results:
• YES - Each resistance measurement is more than 5000 ohms. Go to Test Step 4.
• NO - Each resistance measurement is not more than 5000 ohms. There is a short circuit in the machine
harness.
Go to Test Step 4.
Page 3 of 4
Expected Result:
Results:
operations.
STOP
may have failed.
problem was again not found, and the original code is still active, the machine ECM may have failed.Prior
STOP
Page 4 of 4
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Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05428865
MID 039 - CID 0586 - FMI 05

SMCS - 7332-038
Schematic of the "Engine Speed Dial" switch
This diagnostic code is associated with the "engine speed dial" switch. The FMI 05 diagnostic code means that the
ECM has determined that the current of the switch is below normal.
Page 1 of 4
• The circuit of the switch is open.
• The switch has failed.
• The ECM has failed, but is unlikely.
A. Turn the disconnect switch and the key start switch to the OFF position. Do not start the engine.
B. Disconnect the "engine speed dial" switch from the machine harness.
C. Use the following table for the position of the rotary dial and check the corresponding resistance for the
switch.
Table 1
Rotary Dial Position Check the Resistance Between the Following Contacts on the Switch.
Contact (1)
1 to
Contact (2)
Contact (1)
3 to
Contact (3)
Contact (1)
7 to
Contact (4)
Contact (1)
10 to
Contact (5)
Expected Result:
Results:
• OK - The resistance is less than 5 ohms. The switch is correct. Proceed to Test Step 2.
open circuit in the switch.
STOP
Page 2 of 4
B. Disconnect the machine harness connectors from the ECM.
C. Use the following table for the placement of a jumper wire to the connector for the switch. Check the
corresponding resistance for the contacts of the machine harness connectors.
Table 2
Jumper Location on the Connector
Connections on the Machine Harness
for the Switch
Contact (1)
Contact J1-10 (wire A755-PK) and contact J1-2 or J1-14 (wire
to
235-BK) of the machine harness.
Contact (2)
Contact (1)
Contact J1-19 (wire A756-BU) and contact J1-2 or J1-14 (wire
to
Contact (3)
Contact (1)
Contact J1-20 (wire A757-GY) and contact J1-2 or J1-14 (wire
to
Contact (4)
Contact (1)
Contact J1-11 (wire A758-BR) and contact J1-2 or J1-14 (wire
to
Contact (5)
Expected Result:
Results:
• OK - The resistance is less than 5 ohms. The machine harness is correct. Proceed to Test Step 3.
open circuit in the machine harness.
STOP
Expected Result:
Page 3 of 4
Results:
Repair: A failure of the Machine ECM is unlikely. Exit this procedure and perform this procedure again. If
the cause of the diagnostic code is not found, replace the ECM. See Testing and Adjusting, "Electronic
STOP
STOP
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05428871
MID 039 - CID 0586 - FMI 12

SMCS - 7332-038
Schematic of the Engine Speed Dial switch
This diagnostic code is recorded when the ECM cannot communicate with the Engine Speed Dial switch.
Page 1 of 5
• The switch has failed.
• The machine harness has failed.
B. Disconnect the Engine Speed Dial switch from the machine harness.
C. Use Table 1 to check resistance on the rotary switch for each position listed on the table.
Table 1
Rotary Dial Position Check the Resistance Between the Following Contacts on the Switch.
1 Contact (1) to Contact (2)
Expected Result:
Each resistance measurement is less than 5 ohms.
Results:
• OK - Each resistance measurement is less than 5 ohms. The switch is correct. Proceed to Test Step 3.
• NOT OK - A resistance measurement is greater than 5 ohms. The resistance measurement is not correct.
There is an open circuit in the switch.
STOP
B. Inspect the harness connections. Make sure that the connectors are clean and that the connectors are tight.
C. Check the mating of the harness connectors.
D. Check wires at the connector.
E. Check each wire for nicks or signs of abrasion in the insulation.
F. Check for moisture at the connector.
G. Check for dirty contacts or corroded contacts.
H. Check each pin and each socket.
Page 2 of 5
Expected Result:
Results:
• NOT OK - The machine harness connectors are NOT tight or NOT free of corrosion.
STOP
Test Step 3. CHECK THE HARNESS FOR AN OPEN CIRCUIT.
B. Disconnect the J1 and J2 machine harness connectors from the Machine ECM.
C. Use the following table for the placement of a jumper wire to the connector for the switch. Check the
corresponding resistance for the contacts of the machine harness connectors.
Table 2
Jumper Location on the Connector
Connectors on the Machine Harness
for the Switch
Contact (1)
Contact J1-10 (wire A755-PK) and contact J1-2 or J1-14 (wire
to
Contact (2)
Contact (1)
Contact J1-19 (wire A756-BU) and contact J1-2 or J1-14 (wire
to
Contact (3)
Contact (1)
Contact J1-20 (wire A757-GY) and contact J1-2 or J1-14 (wire
to
Contact (4)
Contact (1)
Contact J1-11 (wire A758-BR) and contact J1-2 or J1-14 (wire
to
Contact (5)
Expected Result:
The resistance measurements are all less than 5 ohms.
Results:
• OK - The resistance measurements are all less than 5 ohms. The machine harness is correct. Proceed to
Test Step 4.
• NOT OK - A resistance measurement is greater than 5 ohms. The resistance measurement is not correct.
There is an open circuit in the machine harness.
Repair: Repair, or replace, the machine harness.
Page 3 of 5
STOP
Test Step 4. CHECK FOR A SHORT TO GROUND
B. The ECM and the Engine Speed Dial switch remain disconnected from the machine harness.
C. At the machine harness connector for the ECM, measure the resistance between frame ground and the
following connector contacts: J1-10 (wire A755-PK), J1-19 (wire A756-BU), J1-20 (wire A757-GY) and J1
-11 (wire A758-BR).
Expected Result:
The resistance measurements are all greater than 5000 ohms.
Results:
• OK - The resistance measurements are all greater than 5000 ohms. The resistance of the circuits is correct.
• NOT OK - A resistance measurement is less than 5000 ohms. The resistance of the circuit is not correct.
Repair: There is a short between the frame ground and the circuits that measured less than 5000 ohms in
the machine harness. Replace, or repair, the machine harness.
STOP
A. Inspect the contacts of the harness connectors. Clean the contacts.
D. Clear all of the inactive diagnostic codes.
E. Operate the machine.
F. Check for an active diagnostic code of CID 0586 FMI 12.
Expected Result:
The diagnostic code of CID 0586 FMI 12 is not active.
Results:
• OK - The diagnostic code of CID 0586 FMI 12 is not active. The code does not exist at this time.
normal machine operations.
STOP
Page 4 of 5
Cat® Electronic Technician service tool. The "wiggle test" can be used to detect open or shorted
STOP
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05428894
MID 039 - CID 0588 - FMI 09

SMCS - 7490-038
Page 1 of 5
Schematic of the Cat Data Link
This diagnostic code is caused by abnormal communications between the Machine ECM and the Monitor Display
module through the Data Link. The update rate is not correct. Check for diagnostic codes that are related to the
data link circuits. Check in the "Machine ECM" and in the Monitor Display module. If diagnostic codes are
present, correct the related diagnostic codes first.
A possible cause of this diagnostic code is that the Machine ECM is operating intermittently.
The Data Link is an input and output of all electronic control modules. The Data Link is designed to carry
communications between the electronic control modules. The Data Link is not a visible component. The Data
Link consists of internal control circuits and the connecting harness wiring between the components.
System Response:
This failure results in events that are logged against a Machine ECM that cannot be explained directly. The
Machine ECM cannot communicate with the Monitor Display module or the Machine ECM appears to
communicate intermittently with the Monitor Display module.
◦ The part number of the flash software for the Machine ECM.
◦ The part number of the flash software for the Monitor Display ECM.
◦ The part number of the Machine ECM.
◦ The part number of the Monitor Display ECM.
Expected Result:
Results:
Repair: The installed Machine ECM or the Monitor Display ECM have the wrong part number or the
incorrect flash software is installed. Replace the incorrect Machine ECM or the Monitor Display ECM with
a module that has the correct part number. Flash the correct software. See the Testing and Adjusting,
"Electronic Control Module (ECM) - Flash Program" section for additional information.
STOP
Page 2 of 5
clean and tight.
Expected Result:
Results:
STOP
Test Step 3. CHECK FOR SHORTS TO GROUND
B. Disconnect the machine harness connectors from all electronic control modules that use the Cat Data Link.
C. At the machine harness for the Machine ECM, measure the resistance between frame ground and connector
contacts J1-33 (wire 893-GN) and J1-43 (wire 892-BR) of the Cat Data Link circuit.
Expected Result:
Results:
Step 4.
• NOT OK - The resistance is less than 5000 ohms. The machine harness has failed.
Repair: There is a short between frame ground and contacts J1-33 (wire 893-GN) and J1-43 (wire 892-BR)
of the Cat Data Link circuit in the machine harness. Repair the machine harness or replace the machine
harness.
Page 3 of 5
STOP
Test Step 4. CHECK FOR SHORT TO THE +BATTERY CIRCUIT
C. At the machine harness connector for the Machine ECM, perform the checks that are listed here:
◦ Measure the resistance between the connector contact J1-1 (wire 184-RD) and connector contact J1-
33 (wire 893-GN).
◦ Measure the resistance between connector contact J1-1 (wire 184-RD) and connector contact J1-43
(wire 892-BR).
Expected Result:
Results:
• OK - The harness circuit resistance is correct. Proceed to Test Step 5.
• NOT OK - The resistance is less than 5000 ohms. The machine harness has failed.
Repair: There is a short between the +battery circuit and contacts J1-33 (wire 893-GN) and J1-43 (wire
892-BR) of the Cat Data Link circuit in the machine harness. Repair the machine harness or replace the
machine harness.
STOP
Test Step 5. CHECK FOR AN OPEN HARNESS
C. Check the resistance of the Cat® Data Link circuit in the machine harness:
◦ Measure the resistance between connector contact J1-33 (wire 893-GN) of the Machine ECM and
connector contact 7 (wire 893-GN) of the Monitor Display ECM.
◦ Measure the resistance between connector contact 43 (wire 892-BR) of the Machine ECM and
connector contact 8 (wire 892-BR) of the Monitor Display ECM.
Expected Result:
Results:
Page 4 of 5
STOP
Test Step 6. CHECK FOR ADDITIONAL DIAGNOSTIC CODES FOR THE OTHER ELECTRONIC
CONTROL MODULES.
B. One at a time, reconnect the electronic control modules that use the Cat Data Link.
C. Turn the disconnect switch and the key start switch to the ON position after reconnecting each module.
D. After each of the electronic control modules has been reconnected, check for diagnostic codes that are
logged against that electronic control module.
Make sure to turn the key start switch and the disconnect switch to the OFF position before each
control module is reconnected.
Expected Result:
Diagnostic codes are not present for the other electronic control modules.
Results:
• OK - Diagnostic codes are not present for the other electronic control modules. The Monitor Display
module has failed.
Repair: Is unlikely that the Monitor Display module has failed. Exit this procedure and perform this
procedure again. If the failure is not found, replace the Monitor Display module.
STOP
• NOT OK - Diagnostic codes are present for the other electronic control modules. The "Machine ECM" has
failed.
Repair: A failure of the "Machine ECM" is unlikely. Exit this procedure. Perform this procedure again. If
the failure is not found, contact your Dealership Technical Communicator for possible consultation with
Caterpillar. If the "Machine ECM" needs to be replaced, reference Testing and Adjusting, "Electronic
Control Module (ECM) - Replace" section.
STOP
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755740
MID 039 - CID 0590 - FMI 09

SMCS - 1901-038
This diagnostic code is recorded when the Machine ECM does not receive expected information from the Engine
ECM. The possible causes of this diagnostic code are listed below:
• The wires for the Cat Data Link to the Engine ECM are open or the wires are shorted.
Page 1 of 4
◦ The part number of the flash software for the Engine ECM
◦ The part number of the Engine ECM
Expected Result:
Results:
Repair: The installed Engine ECM or the Machine ECM have the wrong part number or the incorrect flash
software is installed. Replace the Engine ECM or replace the Machine ECM that is incorrect. Replace the
ECM with a module that has the correct part number. Flash the correct software. See Testing and Adjusting,
"Electronic Control Module (ECM) - Flash Program" for additional information.
STOP
clean and tight.
Expected Result:
Results:
Page 2 of 4
STOP
B. Disconnect the machine harness connectors from all electronic control modules that use the Cat Data Link.
J1-33 (wire 893-GN) and all of the contacts that are used in the machine harness connector for the ECM.
Perform the same measurements for J1-43 (wire 892-BR).
Expected Result:
Results:
Repair: There is a short between contacts J1-33 (wire 893-GN) or J1-43 (wire 892-BR) of the Cat Data
Link and the circuit with the low resistance measurement. Repair the machine harness or replace the
machine harness.
STOP
C. Check the resistance of the Cat Data Link circuit in the machine harness:
◦ Measure the resistance between connector contact J1-23 (wire 893-GN) of the Engine ECM and
connector contact J1-33 (wire 893-GN) of the Machine ECM.
◦ Measure the resistance between connector contact J1-24 (wire 892-BR) of the Engine ECM and
connector contact J1-43 (wire 892-BR) of the Machine ECM.
Expected Result:
Results:
Page 3 of 4
STOP
A. Inspect the contacts of the harness connectors and clean the contacts.
Expected Result:
Results:
Machine ECM may have failed.
Repair: It is unlikely that the Machine ECM has failed. Exit this procedure and perform this procedure
again. If the cause of the diagnostic code is not found, replace the ECM. See Testing and Adjusting,
STOP
STOP
Page 4 of 4
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755872
MID 039 - CID 0598 - FMI 03

SMCS - 5051-038-MV; 5479-038-V6
Schematic of the "Travel Speed Solenoid" valve
This diagnostic code is associated with the "Travel Speed Solenoid" valve. The FMI 03 diagnostic code means
that the Machine ECM has determined that the voltage of the solenoid circuit is above normal.
Page 1 of 3
+BATTERY CIRCUIT.
B. Disconnect the machine harness connectors from the solenoid and the Machine ECM.
C. At the machine harness connector for the ECM, measure the resistance from contact J2-3 (wire 763-BU) to
all contacts that are used in the machine harness connectors for the Machine ECM.
Expected Result:
Results:
Test Step 2.
harness. The short is between J2-3 (763-BU) and the circuit that has a low resistance measurement.
STOP
Expected Result:
Results:
• YES - The CID 0598 FMI 03 diagnostic code is active. The problem has not been corrected. The Machine
STOP
Page 2 of 3
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755892
MID 039 - CID 0598 - FMI 05

SMCS - 5051-038-MV; 5479-038-V6
that the Machine ECM has determined that the current of the solenoid is below normal.
• The ground circuit of the solenoid is open.
Page 1 of 3
C. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire 763-BU) to
contact 2 (wire 235-BK).
Expected Result:
Results:
Test Step 2.
• NO - The diagnostic is no longer active. The solenoid has failed.
Repair: The solenoid has failed. Repeat this Test Step "CHECK THE SOLENOID" in order to verify the
solenoid failure. Replace the solenoid. Verify that the new solenoid corrects the problem.
STOP
D. At the machine harness connector, measure the resistance from signal contact J2-3 (wire 763-BU) to ground
(wire 235-BK).
Expected Result:
Results:
Repair: The open is in wire 763-BU or in wire 235-BK of the machine harness. Repair the machine harness
or replace the machine harness.
Page 2 of 3
STOP
A. Inspect the contacts of the harness connectors. Clean the harness connectors.
Expected Result:
Results:
STOP
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755896
MID 039 - CID 0598 - FMI 06

SMCS - 5051-038-MV; 5479-038-V6
that the ECM has determined that the current of the solenoid is above normal.
Page 1 of 3
C. Disconnect the solenoid with the active diagnostic code from the machine harness.
Expected Result:
The CID 0598 FMI 06 diagnostic code changes to a CID 0598 FMI 05 diagnostic code when the solenoid is
disconnected.
Results:
solenoid is disconnected. The circuit is correct.
Repair: The solenoid has failed. Repeat this test "CHECK THE SOLENOID" in order to verify the
solenoid failure. Replace the solenoid.
STOP
D. At the machine harness connector, measure the resistance from the signal contact J2-3 (wire 763-BU) to all
contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
Test Step 3.
harness. The short is between J2-3 (wire 763-BU) and the circuit with the low resistance measurement.
STOP
Page 2 of 3
Expected Result:
Results:
STOP
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05434373
MID 039 - CID 0600 - FMI 04

SMCS - 509T-038
Schematic of the Hydraulic Oil Temperature sensor
This diagnostic code is associated with the Hydraulic Oil Temperature sensor. An FMI 04 diagnostic code means
that the Monitor ECM has determined the voltage of the sensor is below normal. The ECM records this diagnostic
code from information received from the Monitoring System through the Cat® Data Link.
Possible causes of this diagnostic code are listed below:
• The sensor output signal circuit is shorted to ground.
• The Monitor ECM may have failed (unlikely).
System Response:
Page 1 of 3
Test Step 1. CHECK THE SENSOR, AND THE MONITOR ECM.
A. Turn the engine OFF. Turn the disconnect switch and the key start switch to the OFF position.
B. Disconnect the machine harness from the sender.
C. Turn the disconnect switch and the key start switch to the ON position. Turn the engine back ON.
Expected Result:
The CID 0600 FMI 04 diagnostic code is no longer present.
Results:
• YES - The CID 0600 FMI 04 diagnostic code is no longer active. The sensor has failed.
Repair: Replace the sender.
STOP
• NO - The CID 0600 FMI 04 diagnostic code remains active. The sensor is not the cause of the code.
Test Step 2. CHECK THE HARNESS FOR A SHORT TO GROUND.
A. The sensor remains disconnected from the machine harness.
B. Turn the engine OFF. Turn the disconnect switch and the key start switch to the OFF position.
C. At the machine harness connector for the sensor, measure the resistance between the sensor output signal,
contact (wire 491-PK), and frame ground.
Expected Result:
Results:
• OK - The resistance is greater than 5000 ohms. The harness circuit resistance is correct.
Repair: A failure of the Monitor ECM is unlikely.Perform Test Step 2 again. If the problem has NOT been
found, and the diagnostic code is still active, the Monitor ECM may have failed.Prior to replacing an ECM,
always contact your Dealership Technical Communicator for possible consultation with Caterpillar, or with
the Dealer Solutions Network. If the Monitor ECM needs to be replaced, see Testing and Adjusting ,
STOP
• NOT OK - The resistance is less than 5000 ohms. The machine harness has failed. There is a short between
frame ground and the sensor output signal circuit in the machine harness.
Repair: Repair, or replace, the machine harness.
STOP
Page 2 of 3
Page 3 of 3
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03755921
MID 039 - CID 0735 - FMI 03

SMCS - 5479-038-LQ
Schematic of the "Heavy Lift Solenoid" valve
This diagnostic code is associated with the "Heavy Lift Solenoid" valve. The FMI 03 diagnostic code means that
the Machine ECM has determined that the voltage of the solenoid circuit is above normal.
Page 1 of 3
+BATTERY CIRCUIT.
B. Disconnect the machine harness connectors from the solenoid and the Machine ECM.
C. At the machine harness connector for the ECM, measure the resistance from contact J2-31 (wire G723-YL)
to all contacts that are used in the machine harness connectors for the ECM.
Expected Result:
Results:
Test Step 2.
harness. The short is between J2-31 (G723-YL) and the circuit that has a low resistance measurement.
STOP
A. Inspect the contacts of the harness connector. Clean the contacts of the harness connectors.
Expected Result:
Results:
• YES - The CID 0735 FMI 03 diagnostic code is active. The problem has not been corrected. The ECM may
have failed.
Repair: It is unlikely that the Machine ECM has failed. Exit this procedure and perform this procedure
again. If the cause of the diagnostic code is not found, replace the Machine ECM. See Testing and
STOP
Page 2 of 3
STOP
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03756021
MID 039 - CID 0735 - FMI 05

SMCS - 5479-038-LQ
the ECM has determined that the current of the solenoid is below normal.
• The ground circuit of the solenoid is open.
Page 1 of 3
C. At the machine harness connector for the solenoid, place a jumper wire from contact 1 (wire G723-YL) to
contact 2 (wire 235-BK).
Expected Result:
Results:
Test Step 2.
• NO - The diagnostic is no longer active. The solenoid has failed.
Repair: The solenoid has failed. Repeat this Test Step "CHECK THE SOLENOID" in order to verify the
solenoid failure. Replace the solenoid. Verify that the new solenoid corrects the problem.
STOP
D. At the machine harness connector, measure the resistance from signal contact J2-31 (wire G723-YL) to
ground (wire 235-BK).
Expected Result:
Results:
Repair: The open is in wire G723-YL or in wire 235-BK of the machine harness. Repair the machine
harness or replace the machine harness.
Page 2 of 3
STOP
A. Inspect the contacts of the harness connectors and clean the harness connectors.
Expected Result:
Results:
STOP
STOP
Page 3 of 3
Shutdown SIS
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Product: EXCAVATOR
Troubleshooting
320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03756028
MID 039 - CID 0735 - FMI 06

SMCS - 5479-038-LQ
the ECM has determined that the current of the solenoid is above normal.
Page 1 of 3
C. Disconnect the solenoid with the active diagnostic code from the machine harness.
Expected Result:
The CID 0735 FMI 06 diagnostic code changes to a CID 0735 FMI 05 diagnostic code when the solenoid is
disconnected.
Results:
solenoid is disconnected. The circuit is correct.
Repair: The solenoid has failed. Repeat this test "CHECK THE SOLENOID" in order to verify the
solenoid failure. Replace the solenoid.
STOP
C. Disconnect the machine harness connector(s) from the Machine ECM.
D. At the machine harness connector, measure the resistance from the signal contact J2-31 (wire G723-YL) to
all contacts that are used in the machine harness connectors for the Machine ECM.
Expected Result:
Results:
Test Step 3.
harness. The short is between J2-31 (wire G723-YL) and the circuit with the low resistance measurement.
STOP
Page 2 of 3
Expected Result:
Results:
STOP
STOP
Page 3 of 3
Shutdown SIS
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Product: EXCAVATOR
Testing and Adjusting

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02415546
Calibration
SMCS - 7610-524-MCH
Using Caterpillar Electronic Technician

The Caterpillar Electronic Technician service tool is used in order to access the calibration procedures. For more
information, refer to the manual that was provided with the ET.
Similar procedures for calibration may also be performed through the Monitoring System. See Systems
Operation, RENR8068, "Calibration Mode".
The calibration menu is used in order to compensate for the differences in the mechanical components and the
electrical components. The calibration should be performed if the ECM has been replaced or the ECM was
removed. The calibration should be performed if components have been replaced or removed. Perform all
calibrations that are applicable.
Note: Be sure the hydraulic oil temperature is at least 50 °C (122 °F) before performing calibrations.
Accessing Calibrations
Connect the ET to the machine. See Illustration 1. After communication has been established, the ET will list the
electronic control modules that are on the machine.
Page 1 of 6
Location of the ET Connector
(Behind Operator Seat, Below Right Console)
(1) ET Connector
(2) Right Console
(3) Back of Operator Seat (Shifted Forward for access)
(4) Backup Control Switches
Note: The ECM must detect specific set-up conditions before beginning the calibration procedure. If a set-up step
is not met, the calibration procedure is aborted.
1. Select the Machine ECM.
Page 2 of 6
Typical screen for accessing calibrations
2. Select "Service" from the main menu.
3. Select "Calibrations" from the "Service" drop-down menu.
The following is a list of all possible calibrations from the "Calibrations" drop-down menu. The specific
calibrations will differ across sales models.
◦ "PRV - Main Pump Flow Limitation Pressure Calibration"
◦ "PRV - Power Shift Pressure Calibration"
◦ "Modulation Input Calibration"
◦ "PRV - Variable Relief Pressure Calibration"
◦ "PRV - Attachment Valves Pressure Calibration"
◦ "Engine Speed Calibrations"
4. From the "Calibrations" drop-down menu, select the desired calibration procedure.
5. Follow the instructions that are provided on the screen.
Note: Additional screens will be displayed to notify the operator of the status of the calibration procedure.
Page 3 of 6
Typical Calibration Screens
Note: Some calibration procedures require additional equipment.
Page 4 of 6
Typical screen for performing calibrations with multiple selections
Page 5 of 6
Typical screen for performing calibrations
Page 6 of 6
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Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05258671
Speed Sensor - Adjust

SMCS - 1907-025
Installation of the speed sensor
(1) Speed Sensor
(2) Locknut
(3) Magnetic Pickup
(4) Flywheel Gear
(5) Flywheel Housing
Page 1 of 3
Perform the following procedure to replace and/or adjust the speed sensor.
1. Turn the key start switch and the battery disconnect switch to the OFF position.
2. Loosen locknut (2) and remove speed sensor (1) . Inspect the sensor for damage. Replace the sensor if
magnetic pickup (3) is damage or has metal embedded into the tip.
Note: Inspect the connector, see Testing and Adjusting , "Electrical Connector - Inspect ".
3. Inspect the gear train for damage by looking through the speed sensor hole and flywheel housing cover.
Rotate the gear train to inspect all the teeth. After inspection, ensure that a tooth is aligned with the speed
sensor hole.
Note: Use a 9S-9082 Engine Turning Tool and 1/2 inch drive ratchet wrench to turn the engine flywheel.
Turn the flywheel in the direction of engine rotation, counterclockwise, as viewed from the flywheel end. A
178-8615 Socket may be used to turn the crankshaft if access to the flywheel housing cover is limited.
Note: If damage can be seen to the gear teeth, remove the pump for further inspection of the flywheel.
Refer to Disassembly and Assembly, "Pump Drive Group - Remove".
4. Measure distance between flywheel tooth and the sensor base on the flywheel housing. From the pickup end
of the sensor, mark that distance on the sensor body. This measurement will help ensure that the sensor
stops on the tooth and not because the sensor becomes stuck on the threads.
5. By hand, screw speed sensor (1) into the threaded opening in flywheel housing (5) until magnetic pickup
(3) contacts a tooth on flywheel gear (4) .
6. Turn speed sensor (1) approximately 3/4 of a rotation in the counterclockwise direction. This rotation sets
the air gap between magnetic pickup (3) and flywheel gear (4) . The air gap specification is 0.53 mm (0.021
inch) to 0.83 mm (0.033 inch).
7. Temporarily tighten locknut (2) .
Note: Do not allow speed sensor (1) to turn as locknut (2) is tightened.
8. Position the Engine Speed Dial at position 1 (LOW IDLE position). Refer to Testing and Adjusting ,
"Engine Performance - Test - Engine Speed" for the Low Idle rpm specification.
9. Turn the key start switch and the battery disconnect switch to the ON position and start the engine.
10. Calibrate the Engine Speed. Refer to Troubleshooting, "Calibration" in this manual.
11. Observe the "Performance " menu in the monitor and verify that the correct engine rpm is displayed. Refer
to Testing and Adjusting , "Engine Performance - Test - Engine Speed" for the Low Idle rpm specification.
12. If the correct rpm is displayed, tighten locknut (2) to a torque of 25 N·m (18.4 lb ft). Sensor adjustment is
complete.
Note: Do not allow speed sensor (1) to turn as locknut (2) is tightened.
13. If the correct rpm is not displayed, the sensor requires readjustment. Stop the Engine.
14. Loosen the locknut on the speed sensor. Turn the speed sensor clockwise 1/4 turn.
Note: The air gap must not decrease below 0.53 mm (0.021 inch).
15. Repeat 2 through 12 until the correct rpm is displayed.
Page 2 of 3
Note: If diagnostic code 190-8 "Engine Speed Sensor - Abnormal Frequency, Pulse Width, or Period"
becomes active after adjustment, refer to Troubleshooting, "MID 039 - CID 0190 - FMI 08" in this manual.
Note: If diagnostic code 190-8 persists, after all steps are performed, remove the pump and inspect the rear
gear train for visible wear or damage Refer to Disassembly and Assembly, "Pump Drive Group - Remove"
Page 3 of 3
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Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04810832
Charging System - Test

SMCS - 1406-038
Often when problems with the charging system are being investigated, the alternator is not the problem. If a low
battery condition is present, test the batteries first. See Special Instruction, SEHS7633, "Battery Test Procedure"
for more information. If the engine cranks slowly, then test the starting system. See Service Magazine,
SEPD0020, "Testing The Starter On The Engine" for more information. If a warning indicator for the charging
system is ON, see Service Magazine, SEBD1751, "Difference Between Alternator Indicator In Electronic
Monitoring System (EMS) And Low Voltage Indicator In Operating Monitoring System (OMS)". When a
problem with the charging system is suspected, then complete the testing that is outlined in this Special
Instruction.
See "Initial Troubleshooting Procedure" in order to begin troubleshooting. The procedures in this Special
Instruction are designed to guide you to the problem with as little testing as possible. In most cases, you will only
use a few of the tests to diagnose a problem. The tests are labeled as T1 - T8 for easy reference. A descriptive title
for each test is included as well.
Initial Troubleshooting Procedure

1. CHECK THE RESISTANCE IN THE EXCITATION CIRCUIT. This step is only for alternators with
external excitation when the terminal for excitation is labeled: "1", "REG" and "D+". See "Alternator
Specifications" if the method of excitation is unknown. Go to Step 3 if your alternator is self-excited.
Proceed to Step 2 if the excitation terminal of the alternator has the label "IG".
a. Turn the key start switch to the ON position.
b. Verify voltage at the excitation terminal. Connect the red lead from a multimeter to the excitation
terminal. Connect the black lead to a ground source (alternator case ground).
c. Read the voltage that is shown on the multimeter.
Expected Result: The voltage reads at least .2 volts.
Results:
Page 1 of 15
■ YES - The voltage reads .2 volts or more. The excitation circuit is correct. Proceed to Step 3.
■ NO - The voltage is less than .2 volts. There is a failure in the wiring harness to the alternator
or there is a poor electrical connection. Correct the problem and operate the machine. Watch
for a recurrence of the problem.
2. CHECK THE RESISTANCE IN THE EXCITATION CIRCUIT (CONTINUED). This step is only for
alternators with external excitation when the terminal for excitation is labeled: "IG". See "Alternator
Specifications" if the method of excitation is unknown. Go to Step 3 if your alternator is self-excited.
a. Turn the key start switch to the ON position.
b. Verify voltage at the excitation terminal. Connect the red lead from a multimeter to the excitation
terminal. Connect the black lead to a ground source. The case of the alternator can be used as a good
source of ground.
Note: For Denso G3B, K3A, and L3A alternators, Insert a 7X-1710 Multimeter Probe Group into the
rear of the middle wire in the connector. See figure 1 below. Insert the probe (spoon lead) between
the black seal that surrounds the wire and the outer shell of the connector. Do not insert the probe
between the wire insulation and the black seal. This terminal (IG) is the terminal for excitation.
Special Technique Using A Wire Probe On The Denso Alternator
c. Read the voltage that is shown on the multimeter.
Expected Result: The voltage is within .5 volts of battery voltage.
Results:
■ YES - The voltage reads battery voltage. The excitation circuit is correct. Proceed to Step 3.
Page 2 of 15
■ NO - The voltage is more than .5 volts less than battery voltage. There is a failure in the wiring
harness to the alternator or there is a poor electrical connection. Correct the problem and
operate the machine. Watch for a recurrence of the problem.
3. CHECK THE SYSTEM VOLTAGE.
a. Before starting the machine, connect a voltmeter between the "B+" terminal and the case of the
alternator. Turn OFF all electrical loads.
b. Turn the key to the ON position but do not start the engine.
Expected Result: This voltage should be system voltage.
Results:
■ YES - The voltage is system voltage. Go to Step 4
■ NO - The voltage is less than system voltage. Verify that the batteries are good and verify that
battery connections are good. Go to ""T4 Alternator Drive System - Check"" if the batteries are
good.
4. INITIAL CHECK OF THE OPERATION OF THE ALTERNATOR.
a. The voltmeter remains connected in the configuration from Step 3.
b. Start the machine. Set the throttle to at least 75 percent. Read the voltage on the voltmeter.
Expected Result: The voltage is higher than the voltage that was recorded in the previous Step 3.
Results:
■ YES - The voltage is higher than the voltage observed in the previous Step 3. The voltage is
also lower than the maximum voltage that is listed in the specifications for the alternator. The
alternator is partially charging. See the following diagnostic flow chart for reference in
continued testing. Proceed to ""T1 Alternator Output - Test"".
■ YES - The voltage is higher than the voltage observed in the previous Step 3. The voltage is
also higher than the maximum voltage that is listed in the specifications for the alternator. The
alternator is over charging. Proceed to ""T8 Alternator Overcharging - Test"".
■ NO - The voltage is not higher than the voltage observed in Step 3. Proceed to ""T4 Alternator
Drive System - Check"".
Note: Severely discharged batteries can cause low system voltage. Severely discharged batteries can occur even
while the engine is running above idle, and the alternator is working properly. Proper low engine idle is also
important. Most of the alternators in Caterpillar applications are self-excited. These alternators must exceed a turn
-on speed before charging will begin. Alternator output can be low at idle.
Page 3 of 15
T1 Alternator Output - Test

1. Ensure that the batteries are NOT fully charged.
a. Fully charged batteries have open circuit voltage above 12.5 V on 12 V systems or 25 V on 24 V
systems.
b. If the batteries are fully charged, then crank the engine for 30 seconds. This action reduces the battery
voltage. Operate the lights for 10 minutes while the engine is off as an alternative.
2. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use a 225-8266 Ammeter Tool Gp .
The multimeter must have a peak hold feature. Clamp the probe around alternator output wire "B+". Before
clamping the probe around the wire, ensure that the probe is "zeroed" .
3. Set the digital multimeter to "peak hold" or "max mode" on the "mV" scale.
4. Turn on all electrical accessories: lights, air conditioning and radio.
5. Start the machine, and immediately set the throttle to at least 75 percent. The peak current will appear on
the voltmeter in "peak hold" or "max" mode.
Page 4 of 15
Expected Result: This current reading should be at least 90 percent of the specified peak output.
Results:
◦ OK - The current is at least 90 percent of the specified peak output. Go to ""T2a - Undesired
Electrical System Current - Test (For Machines Equipped With A Main Disconnect Switch"" OR
""T2b - Undesired Electrical System Current - Test (For Any Machine)"".
◦ NOT OK - The current is less than 90 percent of the specified peak output. Go to ""T4 Alternator
Drive System - Check"".
T2a - Undesired Electrical System Current - Test (For Machines

Equipped With A Main Disconnect Switch)
1. Turn off all of the accessories. Turn the keyswitch to the OFF position.
2. Clamp a 9U-5795 Current Probe or 225-8266 Ammeter Tool Gp around the main ground cable. Clamp the
tool with the positive side away from the battery. Reset the probe (zero) before clamping the probe around
the wire. Read the current.
Expected Result: The current is below 2 A.
Results:
◦ YES - The current is below 2 A. Continue to Step 3.
◦ NO - The current is above 2 A. There is a current draw in the system. Go to ""T5 Alternator Current -
Test"".
3. Turn the disconnect switch to the ON position. Connect a multimeter across the disconnect switch
terminals. Connect the red lead to the terminal on the frame side. Connect the black lead to the terminal on
the battery side. Use the 10A connections in order to avoid damage.
4. Turn off the disconnect switch and read the current.
Expected Result: The current is below .050 amperes (50 mA).
Note: The standard acceptable current draw is 50 mA. A current draw above 50 mA usually indicates a
problem. However, some large machines with multiple electronic control modules have a higher acceptable
limit. Contact a Caterpillar dealer for more information.
Results:
◦ YES - The current is below 0.050 A. The charging system is currently good. The fault is possibly an
intermittent draw in the system. The batteries may be faulty. Check that NO accessories were ON
during the test.
◦ NO - The current is above 0.050 A. There is a draw in the system. Go to ""T5 Alternator Current -
Test"".
T2b - Undesired Electrical System Current - Test (For Any Machine)

1. Turn off all accessories. Turn the keyswitch to the OFF position.
Page 5 of 15
tool with the positive side away from the battery. Reset the probe (zero) before clamping around the wire.
Read the current.
Expected Result: The current is below 2 A.
Results:
◦ YES - The current is below 2 A. Continue to Step 3.
◦ NO - The current is above 2 A. There is a current draw in the system. Go to ""T5 Alternator Current -
Test"".
3. Remove the ground cable from the battery terminal. For systems with 4 batteries, or 12 V systems with 2
batteries, disconnect the ground cables from both negative batteries.
4. Connect a multimeter across the disconnect switch terminals. Connect the red lead to the terminal on the
frame side. Connect the black lead to the terminal on the battery side. Use the 10A connections in order to
avoid damage.
Expected Result: The current is below .050 amperes (50 mA).
Note: The standard acceptable current draw is 50 mA. A current draw above 50 mA usually indicates a
problem. However, some large machines with multiple electronic control modules have a higher acceptable
limit. Contact a Caterpillar dealer for more information.
Results:
◦ YES - The current is below 0.050 A. The charging system is currently good. The fault is possibly an
intermittent draw in the system. The batteries may be faulty. Check that NO accessories were ON
during the test.
◦ NO - The current is above 0.050 A. There is a draw in the system. Go to ""T5 Alternator Current -
Test"".
Note: The following alternators have a connector for a regulator: 6T-1193 , 6T-1194 , 6T-1195 , 6T-1196 , 9G-
6079 and 9G-6081 . Disconnect the regulator connector from the alternator. Recheck the current that was found in
the previous Step. If the current is below 0.050 A (50 mA), the regulator is faulty.
T3 Charging System - Test

1. Verify that the alternator B+ terminal nut is tight and verify that the wire has a good connection to the B+
terminal.
2. Many Caterpillar machines are equipped with a connector for the 6V-2150 Starting/Charging Analyzer .
Use of this tester replaces the testing below. See Systems Operation, SENR2947, "Starting and Charging
Systems".
3. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories for all test steps
below. Allow the engine to run for at least 3 minutes before continuing to Step 4. The following table will
assist in making calculations during this test.
Table 1
Test Step Voltage Voltage should be below this for Voltage should be below this for
Reading 12 V system 24 V system
Page 6 of 15
4
5
4 minus 5 1.0 V 2.0 V
=
6
7
6 minus 7 0.5 V 1.0 V
=
8 0.5 V 1.0 V
4. Measure the voltage between the alternator B+ terminal and the alternator case ground.
5. Measure the voltage across the battery. Put the red lead on the + battery terminal, and put the black lead on
the negative battery terminal. Step 5 should be completed as quickly as possible after Step 4.
Expected Result: The voltage is less than the voltage or the voltage is equal to the voltage that was
recorded in Step 4 for a 12 V system. However, the voltage is within 1 V. On 24 V systems, the voltage is
within 2 V.
Results:
◦ YES - If the voltage in Step 4 is not more than 1 V for 12 V systems (2 V for 24 V systems) higher
than the voltage in Step 5, this test is complete and the related wiring is correct at this time. Replace
the alternator or disassemble the alternator and repair.
◦ NO - If the voltage in Step 4 is more than 1 V for 12 V systems (2 V for 24 V systems) higher than
the voltage in Step 5, there is high circuit resistance: corrosion, loose connections and damaged
wiring. Continue to Step 6.
6. Check the voltage between the machine frame and the alternator B+ terminal. Record the voltage.
7. Check the voltage between the machine frame and the + battery post. Step 7 should be completed as quickly
as possible after Step 6.
Expected Result: The voltage difference between Step 6 and Step 7 does not exceed 1 V on 24 V systems
or 0.5 V on 12 V systems.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The charging circuit is good. Go to Step
8.
◦ NO - The voltage difference exceeds the tolerance. There is high resistance in the charging circuit:
loose cables, corroded cables, damaged cables and faulty circuit breaker. Correct the problem and
retest the system.
8. Check the voltage between the negative battery post and the alternator case ground.
Expected Result: The voltage does not exceed 1 V on 24 V systems or 0.5 V on 12 V systems.
Results:
Page 7 of 15
◦ YES - The voltage difference does not exceed the tolerance. The ground circuit is good. There is an
internal problem with the alternator. Go to ""T6 Residual Magnetism Restoration"".
◦ NO - The voltage difference exceeds the tolerance. There is high resistance in the ground circuit:
loose cables, corroded cables, loose alternator mounting and poor engine ground. Correct the problem
and retest the system.
T4 Alternator Drive System - Check

1. Check the condition of the alternator drive belt. If the drive belt is oily, clean the pulleys. Replace the drive
belt, and retest the system. If the drive belt is wet, dry the belt and retest the system. If the drive belt is
worn, replace the belt and retest the system.
2. Check the tension of the alternator drive belt. If the tension is off, adjust the tension.
3. Check the nut on the alternator pulley. If the nut is loose, tighten the nut and retest the system.
4. If all of the previous steps find no problems, go to ""T3 Charging System - Test"".
T5 Alternator Current - Test

1. Turn the keyswitch to the OFF position.
2. Connect the 9U-5795 Current Probe to a DMM (digital multimeter) or use a 225-8266 Ammeter Tool Gp .
Clamp the probe around the alternator output wire ("B+"). Before clamping the probe around the wire,
ensure that the probe is "zeroed" .
3. Read the current.
Expected Result: The current is under 2 A.
Results:
◦ YES - The current is under 2 A. Continue to Step 4.
◦ NO - The current is over 2 A. There is an internal problem with the alternator. Go to ""T6 Residual
Magnetism Restoration"".
4. Disconnect the B+ terminal wire from the alternator. Connect the red lead of the multimeter to the wire that
was disconnected. Connect the black lead of the multimeter to the B+ terminal of the alternator. Set the
multimeter on the 10 amp scale. Read the current.
Expected Result: The current is under 0.015 A.
Results:
◦ YES - The current is under 0.015 A. The alternator is operating correctly. There is a current draw on
the machine. Go to ""T7 Identifying Source Of Current Draw - Test"".
◦ NO - The current is greater than 0.015 A. There is an internal problem with the alternator. Go to ""T6
Residual Magnetism Restoration"".
Page 8 of 15
T6 Residual Magnetism Restoration
This test is only for self-excited alternators. See Service Magazine, SEBD1672 July 1986, "Brushless Alternators
May Not Charge In Certain Conditions" for additional information.
1. Start the engine and set the throttle to at least 75 percent.
2. Connect a voltmeter between the "B+" terminal and the alternator case ground.
3. If a wire is connected, disconnect the wire from the "R" terminal.
Expected Result: The voltage remains unchanged.
Results:
◦ YES - The voltage stays the same. Continue to Step 4.
◦ NO - The voltage rises and the alternator begins charging. The wire to the "R" terminal is shorted.
Repair the wiring or replace the wiring. Go to "Initial Troubleshooting Procedure" and retest the
system.
4. Connect one end of a jumper wire to the "B+" terminal of the alternator.
5. Connect the other end of the jumper wire to the "R" terminal ("D+" terminal for Bosch) of the alternator for
2 seconds.
Expected Result: The voltage output rises on the "B+" terminal.
Results:
◦ OK - The voltage output rises. The alternator is now charging. Go to "Initial Troubleshooting
Procedure" and retest the system.
◦ NOT OK - The voltage output does not rise. Proceed to Step 6, if the alternator has a wire that is
connected to the "I" terminal. Disassemble the alternator and repair the alternator. Replace the
alternator if the alternator cannot be repaired.
6. Remove the wire that is connected to the "I" terminal. Check for a rise in voltage on the "B+" terminal.
Expected Result: The voltage rises.
Results:
◦ YES - The voltage rises. There is a short in the wiring to the terminal. Repair the wiring or replace
the wiring. Go to "Initial Troubleshooting Procedure" and retest the system.
◦ NOT OK - The voltage output does not rise. Disassemble the alternator and repair the alternator.
Replace the alternator if the alternator cannot be repaired.
T7 Identifying Source Of Current Draw - Test

1. Make sure that every electrical component is turned OFF. Make sure that the keyswitch is turned OFF.
Make sure that the dome lights are OFF.
tool with the positive side away from the battery. Reset the probe (zero) before clamping the probe around
Page 9 of 15
the wire. Use the current probe if the draw is above approximately 2 A. Use the Ammeter if the draw is
below approximately 2 A.
3. Monitor the current and remove fuses and breakers one at a time. Check the current after each fuse
(breaker) is removed. After removing a fuse (breaker) and observing the current, reinstall the fuse (breaker).
Start with the main fuses (circuit breakers) first, and proceed to smaller circuits.
4. If a removal of a fuse causes the current to drop, then the problem is in that circuit.
a. Check if any components on the circuit are ON.
b. If everything is OFF, disconnect electrical components on that circuit one at a time and monitor
current.
c. After all of the components in that circuit have been disconnected, check the current. If the problem
still exists, then check the wiring for corrosion or shorts to ground.
Note: The standard acceptable current draw is 50 mA. A current draw above 50 mA usually indicates a problem.
However, some large machines with multiple electronic control modules have a higher acceptable limit. Contact a
Caterpillar dealer for more information.
T8a - Alternator Overcharging - Test

This test should be used on alternators that have an "IG", a "S" or some other sensing terminal.
1. Clean the connection and tighten the connection to the wiring terminal on the alternator.
2. Verify that the alternator B+ terminal nut is tight and verify that the wire has a good connection to the "B+"
terminal.
See Systems Operation, SENR2947, "Starting and Charging Systems". Use of this analyzer replaces the
testing below through Step 8. Therefore, if the testing is good, go to Step 9. If the analyzer finds a problem,
correct the problem and retest the system. Go to "Initial Troubleshooting Procedure".
4. Start the engine and set the throttle to at least 75 percent. Turn ON all electrical accessories for all test steps
below. Allow the engine to run for at least 3 minutes before continuing to Step 5. The following table will
assist in making calculations during this test.
Table 2
5
6
5 minus 6 1.0 V 2.0 V
=
7
8
7 minus 8 0.5 V 1.0 V
=
Page 10 of 15
5. Measure the voltage between the "B+" terminal of the alternator and the case of the alternator.
Expected Result: The voltage is within 1 V of the voltage that is recorded in Step 5 for 12 V systems. The
voltage is within 2 V for 24 V systems.
Results:
than the voltage in Step 6, this step is complete and the related wiring is correct at this time. Go to
Step 9.
wiring. Go to Step 7.
7. Check the voltage between the machine frame and the alternator B+ terminal. Record the voltage.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The charging circuit is good. Go to Step
9.
◦ NO - The voltage difference exceeds the tolerance. There is high resistance in the charging circuit:
loose cables, corroded cables, damaged cables, faulty circuit breaker and faulty main relay. Correct
the problem. Go to "Initial Troubleshooting Procedure" and retest the system.
9. Start the engine and set the throttle to at least 75 percent. Turn OFF all of the accessories.
Page 11 of 15
Special Technique Using A Wire Probe For The Denso Alternator
Note: The following information is used only for the Denso G3B, K3A, and L3A alternators: Insert a 7X-
1710 Multimeter Probe Group into the rear of the middle wire in the connector. See figure 3. Insert the
probe (spoon lead) between the black seal that surrounds the wire and the outer shell of the connector. Do
not insert the probe between the wire insulation and the black seal. This terminal ("IG") is the terminal for
excitation.
10. Measure the voltage between the sense terminal and the case of the alternator.
Expected Result: The voltage at the sense terminal is above the specification.
Results:
◦ YES - The voltage is over specification. There is an internal malfunction in the alternator. See the
appropriate service manual for the alternator in order to test the internal components and connections.
◦ NO - The voltage is below that found in the initial tests (B+ to alternator case). The sense circuit in
the machine has high resistance. Correct the problem and retest the system . Go to "Initial
Troubleshooting Procedure".
T8b - Alternator Overcharging - Test (Continued)

This test is used for alternators that do not have an "IG", "S" or some other sense terminal.
1. Clean the connection and tighten the connection to the wiring terminal on the alternator.
2. Verify that the nut on the "B+" terminal of the alternator is tight. Verify that the wire has a good connection
to the "B+" terminal.
See Systems Operation, SENR2947, "Starting and Charging Systems". Use of this analyzer replaces the
testing below. If the analyzer finds a problem, correct the problem and retest the system. Go to "Initial
Troubleshooting Procedure".
4. Run the engine at 75 percent. Turn ON all electrical accessories for all test steps below. Allow the engine to
run for at least 3 minutes before continuing to Step 5. The following table describes the measurements that
are taken during this test.
Table 3
5
6
5 minus 6 1.0 V 2.0 V
=
7
Page 12 of 15
8
7 minus 8 0.5 V 1.0 V
=
5. Measure the voltage between the "B+" terminal of the alternator and the case of the alternator.
Expected Result: The voltage is within 1 V of the voltage that was recorded in Step 5 for 12 V systems.
The voltage is within 2 V for 24 V systems.
Results:
than the voltage in Step 6, this step is complete and the related wiring is correct at this time. There is
an internal malfunction in the alternator. See the appropriate service manual for the alternator in order
to test the internal components and connections.
wiring. Go to Step 7.
7. Check the voltage between the machine frame and the "B+" terminal of the alternator. Record the voltage.
Results:
◦ YES - The voltage difference does not exceed the tolerance. The charging circuit is good. There is an
internal malfunction in the alternator. See the appropriate service manual for the alternator in order to
test the internal components and connections.
◦ NO - The difference in the voltage exceeds the tolerance. There is high resistance in the charging
circuit: loose cables, corroded cables, damaged cables, failed circuit breaker and failed main relay.
Correct the problem. Go to "Initial Troubleshooting Procedure" and retest the system.
Specifications For Alternators

Table 4
Specifications For Alternators
Peak Current Minimum Peak
Rating (Amps) Current (Amps)
12 V Alternators
8C-5535 32 28
7N-4784 , OR-5201 40 36
Page 13 of 15
6T-1396 , 7T-2096 , 8C-5908 , OR-3654 51 46
9W-2648 , 9W-2949 , 8T-9700 , 105-2811 (IG), OR-4327 (IG), 55 49
105-2812 (IG), OR-9273 (IG), 34-3268 , 68-4139 , 3E-7295 (D+),
7T-2876 (D+), 100-8223
7G-7889 60 54
8C-5510 (I), OR5200 61 55
8N-2268 75 68
3E-7892 , OR-3616 85 77
105-2813 (IG), OR-9274 (IG), 105-2814 (IG), OR-4328 (IG), 149- 90 81
2064 (REG), OR-9410 (REG), 9X-0341 (D+)
8C-6163 , OR-1699 , 107-2519 105 95
167-7816 110 99
9X-6796 , 9X-9096 , 121-4134 , 121-4136 , OR-3527 115 104
3E-8827 , 121-4135 , 117-1379 (I) 130 117
152-8746 135 122
125-9597 , OR-8332 145 131
24 V Alternators
2P-1204 , 3Y-8200 19 17
2Y-8310 21 19
6T-1395 , 7T-2095 , OR-3653 33 30
6N-9294 , OR-5217 , OR-3482 35 32
5N-5692 , OR-2698 45 41
5S-9088 , 100-5047 , 112-5041 , 3E-7578 , OR-5206 , OR-3667 , 50 45
OR-3668
109-2362 , 9W-3043 55 50
, OR-3652 (D+), 112-8032
3E-7772 (IG), OR-9437 (IG), 105-3132 (IG), 4N-3986 , OR-5203 60 54
155-7434 , 132-2156 (I), 107-7977 (I), OR-8279 (I) 70 63

169-4319 , 167-7812 75 67.5
107-7976 , 114-2401 , OR-8997 , 3E-7577 , OR-3615 75 68
165-5140 100 90
9X-7803 , OR-3749 100 90
Page 14 of 15
Parts-Service Only Discontinued 12 V Alternators
6T-1193 18 16
7N-6118 , 6N-5460 , 4N-4540 40 36
6T-1195 42 38
7X-1340 45 41
9G-6079 , 6T-1194 63 57
Parts-Service Only Discontinued 24 V Alternators
9G-6081 , 6T-1196 40 36
D+ - Diode trio output. Alternator requires external excitation.
REG - Regulator Terminal. Alternator requires external excitation.
I - Ignition Terminal. Alternator can be externally excited through this terminal.
IG - Ignition Terminal. System voltage must be supplied to this terminal to turn on the alternator. Some of
these alternators use the IG terminal as a sense terminal.
Page 15 of 15
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05568173
Electrical Connector - Inspect

SMCS - 7553-040-WW
ReferenceSpecial Instruction, SEHS9615, "Servicing DT Connectors".
ReferenceSpecial Instruction, REHS0148, "Listing Of Deutsch Connector Components"
ReferenceSpecial Instruction, SEHS9065, "Use Of CE Connector Tools".
ReferenceService Magazine, SEPD034227 January 97, "Field Repair Of Single Wire Breaks In Harnesses
(Sealed Splice)".
ReferenceService Magazine, SEPD037128 July 97, "Protection Of Unsealed Electrical Terminations For
Machines In Corrosive Applications".
ReferenceService Magazine, SEPD047324 May 99, "New DT Connector Plugs With Improved Seal Retention".
ReferenceService Magazine, SEPD054509 October 00, "Dielectric Grease Should Not Be Used In Electrical
Connectors".
ReferencePocket Guide, SEBD0402, "Guidelines For Routing And Installing Wire Harness Assemblies".
This information will assist in detecting problems with connectors and wiring. If a problem is found, correct the
condition and verify that the problem is resolved.
Disconnecting and reconnecting connectors sometimes resolve intermittent electrical problems. Check for
diagnostic codes immediately before disconnecting a connector. Also check for diagnostic codes after
reconnecting the connector. If the status of a diagnostic code changed due to disconnecting and reconnecting a
connector, the likely reasons are:
• Loose terminals
• Improperly crimped terminals
• Moisture
Page 1 of 5
• Corrosion
• Inadequate mating of a connection
Guidelines
• Use a 1U-5804 Crimp Tool (12-GA TO 18-GA) to service Deutsch HD and DT connectors. Never solder
the terminals onto the wires. See Tool Operating Manual, SEHS9615, "Servicing Deutsch HD and DT Style
Connectors".
• Use a 147-6456 Wedge Removal Tool to remove wedges from DT connectors. Never use a screwdriver to
pry a wedge from a connector.
• Use a breakout harness for a voltmeter probe or a test light. Never break the insulation of a wire to access to
a circuit for measurements.
• If a wire is cut, always install a new terminal for the repair.
Tests
Check Connectors for Moisture and Corrosion
(1) Former seal design
(2) Current seal design
Page 2 of 5
(3) Seal for a three-pin connector (typical example)
The plug end of the DT connector has a seal at the mating end of the connector. This replaceable seal has been
improved on black connectors to help prevent slipping. This improvement will help keep moisture and dirt from
entering the connector.
The current seal design (2) is not interchangeable with the former design (1) . The receptacle has also changed to
the new colors.
1. Inspect all wiring harnesses. Ensure that the routing of the wiring harness allows the wires to enter the face
of each connector at a perpendicular angle. Otherwise, the wire will deform the seal bore. This deformation
will create a path for the entrance of moisture. Verify that the seals for the wires are sealing correctly.
2. Disconnect the suspect connector and inspect the connector seal. Ensure that the seals are in good
condition. If necessary, replace the connector.
3. Thoroughly inspect the connectors for evidence of moisture entry.
Some minor seal abrasion on connector seals is normal. Minor seal abrasion will not allow the entry of
moisture. If moisture or corrosion is evident in the connector, the source of the moisture entry must be
corrected. If the source of the moisture entry is not repaired, the problem will recur. Simply drying the
connector will not fix the problem. Check the following items for the possible moisture entry path:
◦ Missing seals
◦ Improperly installed seals
◦ Nicks in exposed insulation
◦ Improperly mated connectors
Moisture can also travel to a connector through the inside of a wire. If moisture is found in a connector,
thoroughly check the connector harness for damage. Also check other connectors that share the harness for
moisture.
Page 3 of 5
4. Repair or replace any bad connector. Correct any moisture problems.
Check the Wire Insulation for Damage

1. Carefully inspect each wire for signs of abrasion, of nicks, and of cuts. Inspect the wires for the following
conditions:
◦ Exposed insulation
◦ Rubbing of a wire against the chassis
◦ Rubbing of a wire against a sharp point
2. Check all of the wiring harness fasteners to verify that the harness is properly secured. Check all of the
fasteners to verify that the harness is not compressed. Pull back the harness sleeves to check for a flattened
portion of wire. A fastener that has been overtightened will flatten the harness. This damages the wires that
are inside the harness.
3. Repair or replace any wire with insulation damage.
Inspect the Connector Terminals

Visually inspect each terminal in the connector.
1. Verify that the terminals are not corroded.
2. Verify that the terminals are not damaged.
3. Verify that the terminals are properly aligned in the connector.
4. Verify that the terminals are properly located in the connector.
5. Replace any bad terminal.
Perform a Pull Test on Each Wire Terminal Connection
Page 4 of 5
1. Ensure that the locking wedge for the connector is installed properly. Terminals cannot be retained inside
the connector if the locking wedge is not installed properly.
2. Perform the 45 N (10 lb) pull test on each wire.
Each terminal and each connector should easily withstand 45 N (10 lb) of tension and each wire should
remain in the connector body. This test checks whether the wire was properly crimped in the terminal and
whether the terminal was properly inserted into the connector.
3. Replace any bad terminals.
Check Individual Pin Retention into the Socket

Inspect pin retention.
1. Verify that the sockets provide good retention for the pins.
2. Disconnect the harness. Insert a new pin into each socket one at a time to check for a good grip on the pin
by the socket.
3. Replace any bad pins or sockets.
Check the Locking Mechanism of the Connectors

1. Ensure that the connectors lock properly.
2. Lock the connectors, ensure that the two halves cannot be pulled apart.
3. Verify that the latch tab of the connector is properly latched.
4. Verify that the latch tab of the connector returns to the locked position.
5. Replace any bad connectors.
Perform the Wiggle Test with Cat® Electronic Technician (Cat ET)
1. Select the wiggle test from the diagnostic tests on Cat® ET.
2. Choose the appropriate group of parameters to monitor.
3. Press the "Start" button.
4. Wiggle the wiring harness to reproduce intermittent problems.
If an intermittent problem exists, the status will be highlighted and an audible beep will be heard.
5. Repair or replace any loose connections.
Page 5 of 5
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05812177
Wiring Harness (Open Circuit) - Test

SMCS - 1408-081
An open circuit is a failure that results in no current flow. An open circuit can be caused by:
• Poor connections
• Broken wires
Open Circuit Test

Table 1
Values
Troubleshooting Steps Results
OK - The resistance is
1. Identify Open Circuit < 5 Ω.
The circuit is not open.
A. Identify the connectors and wires in the suspect circuits.
Use the machine Electrical Schematic. STOP
B. Turn off the keyswitch and the disconnect switch. Not OK - The
<5Ω resistance is ≥ 5K Ω.
C. Disconnect the component and the ECM from the harness. The circuit is open (2).
D. At one of the disconnected harness connections, place a jumper wire Repair:

from the suspect wire contact to frame ground.
Repair or replace the
E. At the other connector of the harness, measure the resistance from the harness.
suspect wire contact to frame ground (1).
STOP
Page 1 of 2
(1)
Use a calibrated digital multimeter for this check.
(2)
A resistance ≥ 5 Ω but < 5K Ω, indicates a loose or corroded connection. A resistance ≥ 5K Ω indicates an open.
Page 2 of 2
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i05817010
Wiring Harness (Short Circuit) - Test

SMCS - 1408-081
A short circuit is a circuit failure resulting in undesired current, usually a circuit bypass across a load.
For example: a short across the circuit wires for a lamp produces too much current in the wires, but no current to
the lamp. The lamp circuit is shorted.
Note: Normal circuit resistance can vary, but the normal resistance between a particular circuit and other
unrelated circuits is always ≥ 5K Ω.
Short Circuit Test

Table 1
Values
Troubleshooting Test Steps Results
1. Identify Short Circuit

OK - All resistance is ≥ 5K Ω.
A. Identify the connectors and wire numbers of the
suspect circuits (1).
STOP
B. Turn off the keyswitch and disconnect switch.
Not OK - A resistance is < 5 Ω . There is a
≥ 5K Ω short between the suspect wire and the low
C. Disconnect the component and ECM from the
resistance wire (2).
harness.
Repair:
D. At the harness connector for the ECM, place a
multimeter probe on the suspect wire contact.
Repair or replace the harness.
E. Use the other multimeter probe to check the
STOP
resistance across all other ECM connector contacts
and frame ground.
Page 1 of 2
(1)
Use the machine Electrical Schematic.
(2)
A resistance ≥ 5 Ω but < 5K Ω , indicates a loose or corroded connection. A resistance ≥ 5K Ω indicates an open.
Page 2 of 2
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i02325799
Electronic Control Module (ECM) - Flash Program

SMCS - 7610-591-MCH
Perform the following procedure in order to flash program the ECM. The ECM is flashed in order to upgrade the
software. Flash programming of the ECM must also be done if the ECM has been replaced. The Caterpillar
Electronic Technician (ET) contains the program WinFlash. WinFlash is used in order to load software into the
ECM. The following procedure is used in order to FLASH software into the ECM.
1. Procedure
a. Connect the data link cable between the communication adapter and the electronic technician.
b. Connect the data link cable between the communication adapter and the diagnostic connector of the
machine.
c. Turn the disconnect switch and the key start switch to the ON position.
d. Set the implement lockout to the LOCKED position.
e. Ensure that the transmission direction switch is in the neutral position.
f. Ensure that the engine is not running.
g. Use WinFlash in order to load the software.
Page 1 of 1
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04004000
Electronic Control Module (ECM) - Configure

SMCS - 7610-529-MCH
Follow these instructions to get to the configuration screen:
1. Connect the communications adapter and the computer to the diagnostic service tool connector.
2. Start the Cat Electronic Technician (ET).
Typical screen to select an ECM
Page 1 of 3
3. Select "File". Go to "Select an ECM". Choose the "Machine Control".
4. Go to the "Service" Menu. Select "Configuration".
Typical ET Configuration screen
5. Select a configuration category in order to display the parameters. Certain operations or characteristics can
be changed. The "Machine Attachments" is shown selected in Illustration 2.
Page 2 of 3
Typical User Configurable screen
6. Select the desired parameter for change. "Machine Overload Pressure Sensor Installation" is shown selected
in Illustration 3.
7. "Click" on the "New Value" drop-down in order to change the parameter.
8. Select the new parameter.
9. "Click" on "OK" in order to confirm the new parameter.
Page 3 of 3
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i03116091
Electronic Control Module (ECM) - Replace

SMCS - 7610-510-MCH
Prior to the replacement of the ECM, ensure that replacement is necessary. The ECM is seldom the cause of a
failure. Always check that power is available to all of the contacts of the ECM that are marked with "+ Battery".
Note: Corrupted configuration software or the wrong software may cause an ECM to incorrectly report diagnostic
codes. Prior to replacing the ECM, flash the ECM with the correct configuration software in order to verify that
the failure is not related to the corrupted software. See Testing and Adjusting, "Electronic Control Module (ECM)
- Flash Program".
Procedure
1. Turn the disconnect switch and the key start switch to the OFF position.
2. Disconnect the machine harness connectors from the ECM.
3. Verify that the part number of the replacement ECM is correct.
4. Install the replacement ECM.
5. Connect the machine harness to the ECM.
6. Turn the disconnect switch and the key start switches to the ON position.
7. If necessary, use the Electronic Technician (ET) to install the configuration software. Refer to the Testing
and Adjusting, "Electronic Control Module (ECM) - Flash Program" section of this manual.
8. Verify that the ECM operates correctly.
Page 1 of 1
Shutdown SIS
Previous Screen
Product: EXCAVATOR

320D, 320D2, 321C, 321D, 323D, 324D, 325D, 326D, 328D, 329D, 330D, 336D, 336D2, 340D,
i04647970
System Schematic
SMCS - 7566-MCH
These simplified schematics of the machine control system are electrically correct. These schematics do not show
all possible harness connections. Always see the "Electrical System Schematic" in the Service Manual for the
machine for a complete schematic of a particular machine.
320D, 321D, 323D
Page 1 of 5
Connector J1 connections of the Machine Electronic Control Module ( 320D, 321D, 323D)
Page 2 of 5
Connector J2 connections of the Machine Electronic Control Module for ( 320D, 321D, 323D)
324D, 325D, 328D, 329D, 330D, 336D
Page 3 of 5
Connector J1 connections of the Machine Electronic Control Module for ( 324D, 325D, 328D, 329D, 330D, 336D)
Page 4 of 5
Connector J2 connections of the Machine Electronic Control Module ( 324D, 325D, 328D, 329D, 330D, 336D)
Page 5 of 5

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Shutdown SIS

Operation and Maintenance Manual

California Proposition 65 Warning

Certified Engine Maintenance

Caterpillar Product Identification Number

1. Caterpillar's World Manufacturing Code (characters 1-3)

2. Machine Descriptor (characters 4-8)

3. Check Character (character 9)

Operation and Maintenance Manual

California Proposition 65 Warning

Certified Engine Maintenance

Caterpillar Product Identification Number

1. Caterpillar's World Manufacturing Code (characters 1-3)

2. Machine Descriptor (characters 4-8)

3. Check Character (character 9)

Operation and Maintenance Manual

Do Not Operate (1)

This safety message is located in the cab.

Crushing Hazard (2)

Crushing Hazard! Certain machine front linkage combinations (boom,

Crushing Hazard (3)

This safety message is located in the cab.

Do Not Weld or Drill on ROPS (4)

Product Link (5)

This machine is equipped with a Caterpillar Product Link

In cases where the type of Product Link module cannot be identified,

Crushing Injury (6)

Seat Belt (7)

This safety message is located in the cab.

A seat belt should be worn at all times during machine operation to

Electrocution Hazard! Keep the machine and attachments a safe distance

Crushing Hazard (9)

This safety message is located in the cab.

Refer to Operation and Maintenance Manual, "Guards" for further information.

Overload Warning Device (10)

Overloading the machine could impact the machine's stability which

Joystick Controls Alternate Patterns (11)

Crush Hazard. Improper joystick setting could cause possible

Pressurized System (12)

Pressurized system! Hot coolant can cause serious burns, injury or

Aerosol Starting Aid (13)

Explosion hazard! Do not use ether! This machine is equipped with an

High Pressure Gas (14)

Hydraulic accumulators contain gas and oil under high pressure. DO

Failure to follow the instructions and warnings could result in personal

Jump Start Cables (15)

This safety message is located inside the left front compartment.

Explosion Hazard! Improper jumper cable connections can cause an

Crushing Hazard (16)

High Pressure Cylinder (17)

This safety message is located on the track adjuster.

This safety message is located on top of the hydraulic tank.

RELIEVE TANK PRESSURE WITH ENGINE OFF BY REMOVING

Hot Surface (19)

This safety message is located in two locations on the engine hood.

Crushing Hazard (20)

This safety message is located on both sides of the stick.

Operation and Maintenance Manual

Height of Cab (C)

Overall Width (D)

Track Shoe Width (E)

Width of Upper Structure (F)

Overall Length (A)